The S.CS FREEPOST offers quick, safe and easy side loading without the need for sliding posts. Certified to DIN EN 12642 Code XL, the curtainsider semi-trailer incorporates a bolted galvanized steel cant rail and fixed aluminium roof sheet, as well as a reinforced chassis structure for ultimate stability.
The S.CS FREEPOST is built at the Schmitz Cargobull factory in Manchester and is designed specifically to meet the requirements of the UK and Irish markets. Find more information on www.cargobull.com/uk or contact us directly via email FREEPOST@groups.cargobull.com.
With its fleet of scania tractor-units and rigid trucks, along with a selection of panel vans, elverys is undertaking a move that will see the company bring its logistics in-house. Currently, thirty of its forty-seven retail outlets nationwide are being served by elverys’ own vehicles, with return loads consisting of packaging and wrapping for recycling. Warehouse
Just two years after the production of commercial vehicles began in Germany at its Werlte site in 1971, Krone premiered a highly specialised semitrailer at the 1973 IAA trade show in Frankfurt with the first Coil Liner. This was an innovative trailer featuring a special trough for the safe transport of steel coils.
Transporting steel coils - which weigh several tonnes - for the automotive
depots will soon be established in the eastern and southern regions of the country, fitted with solar panels and robotic picking systems, similar to that at its Castlebar headquarters.
The new sDC trailers are manufactured in Toomebridge, County Antrim to eN 12642-XL quality standard with a host of premium features that include:
n highly robust and durable design
n fall-arrest headboard and posts
n retractable twist locks
n galvanised pull out step
n LeD lighting
n pin rack storage
industry posed a major problem for freight forwarders at that time, because once they started rolling, they could no longer be braked, resulting in a considerable risk. The Coil Liner debut at iAA 50 years ago was a complete success, Krone’s innovation meeting with a great response from forwarders and shippers, and numerous orders following accordingly. soon the coil trough became a legal requirement for the transport of coils.
Today, Krone’s range includes four different basic types of Coil Liner: the standard Coil Liner for up to 30 tonne payload, which is also available in a piggyback version for rail; the Coil Liner Ultra in lightweight design with cross beams, the even lighter, shorter Coil Liner Compact (under 5t unladen weight) for up to 30 tonne payload as well, and the Mega Liner Coil in cross beam design. The vario Coil system on the Coil Liner Compact ensures reliable load securing at all times. i t can be used flexibly along the entire length of the coil body with the aid of a locking rail in the beams.
From its Friedrichshafen headquarters in Germany, ZF’s Commercial Vehicle Solutions (CVS) division presented its latest eMobility kit. Providing all the key technologies commercial vehicle manufacturers need to electrify their vehicles, the product range now includes all-electric central drives, axle drives and eComponents. Suitable for light, medium and heavy-duty vehicles and trailers, the integrated, modular e-driveline systems enable quiet and emission-free operation. AxTrax 2, AxTrax 2 dual and the previously launched CeTrax 2 dual electric central drive were demonstrated at ZF’s recent Global Technology Day.
ed by a wide range of eComponents that have been developed and produced in-house.”
“further extending Zf’s unrivalled ‘one-stop-shop’ for commercial vehicle electrification, Zf’s broad product portfolio, combined with extensive group-wide expertise, enables the delivery of cost-efficient products that are designed to keep the total cost of ownership low. With these innovations, Zf has further cemented its position as the preferred eMobility development partner for leading truck, coach and bus brands worldwide,” Mr. gründler added.
commercial vehicle. This line-up enables opportunities to reimagine commercial vehicle form, function, and architecture, enhancing aerodynamics, enabling automated driving or adding extra battery capacity,” he added.
With driveline solutions for every application, Zf can help customers to electrify all classes of commercial vehicle platforms, from existing to all-new vehicle platforms.
Winfried gründler, senior vice president of Driveline systems with Zf’s Commercial vehicle solutions division pointed to the completeness of Zf’s product offerings in his opening address to the attending press: “With our modular electric drive kit, Zf can provide customers with everything they need to electrify their commercial vehicles from last-mile delivery vehicles up to 44-tonne plus trucks. The kit consists of scalable axle and central drive systems. Like other Zf electric systems, they can be easily combined with different electrification technologies, such as batteries or fuel cells, for example. The kit is complement-
As Winfried explained: “the Axle-based, fully integrated and with compact design, AxTrax 2 maximises the available space for cargo or within the passenger cabin as well as for batteries and enhances the manufacturer’s design flexibility for future vehicle concepts. The electric drives can be fully synchronised with key vehicle functions, such as braking, ADAs and automated driving systems, to help enhance vehicle safety and efficiency. i t also enables advanced digital and telematics systems to exchange information with the e-axle via CAN bus.”
AxTrax 2 is offered in two variants. The singular AxTrax 2 is developed for commercial vehicles with a continuous power of 210 kW, while the AxTrax 2 dual type, comes with two integrated e-motors, ideal for heavy-duty applications and provides 380 kW continuous power.
“Both models are designed to replace the engine, transmission, drive shaft and conventional axle to electrify a
Used as an electric drive axle in semi-trailers, AxTrax 2 can recover electrical energy when braking. The energy is temporarily stored in a battery and can be used by the electric axle to support the truck drive. recuperating energy in this way also helps to reduce fuel or energy consumption as well as carbon emissions. At the same time, the safety of the truck-trailer combination is improved.
Zf also offers electric components that have been specifically designed to meet the requirements of the commercial vehicle market. The modularity allows manufacturers to use Zf’s complete electric drive systems, or alternatively, combine them with their own components while taking advantage of synergies and common interfaces. These include the e-motor (psM), the silicon carbide (siC) inverter, the e-drive control unit, the e-actuator and the multi-speed transmission.
Text: Jarlath Sweeney – editor@fleet.ie
Zf showcases its next generation of electric powertrains production planned to begin in 2024
in 2016, Bandon based ronan Twomey was approached with the concept for the rotarail product that prevents road users from sliding underneath a rigid truck or articulated vehicle (tractor-unit and trailer). “The idea came from a businessman with a large fleet of trucks who needed help to turn the idea into a reality,” said ronan whose business Twomey engineering developed the prototype over the years to be ready for market now in 2023.
Although most heavy goods vehicles have existing rigid lateral protection guards, they are positioned relatively high mainly because mounting them any lower runs the risk of damage from speed bumps, potholes and speed ramps. rotarail is unique because its patented articulated arm design allows it to move backwards and forwards to cope with obstructions without compromising lateral safety and it enables it to be fitted much lower to the ground.
research has shown that while the law requires lateral protection devices to be 500mm above the ground, this is too high to protect people in real-life situations. “sadly, this height is not satisfactory as we have seen an increase in the number of entanglement accidents each year which is very worrying when schools return as there is a higher
volume of pedestrians and cyclists on the road,” explained ronan.
The rotarail allows the open space to be reduced, thereby greatly improving outcomes for pedestrians, cyclists and other vulnerable road users, and reducing risk for truck operators and drivers. “ours is the only device of its kind that allows the articulation of a safety rail while meeting all current road safety regulations.” added shane Twomey, head of Design at rotarail.
“Rota Rail represents a completely new market for our company, but also a completely new and untapped segment within the transport safety sector,” added Shane. “Our focus now is on getting product sales in Ireland, the UK, and Europe.’’
The product has worldwide applications and can be used on rigid and articulated trucks. i t is currently being used on some of Musgraves’ (supervalu & Centra) vehicles - Musgraves operates one of the largest fleets in the country.
RotaRail was honoured with the Truck Innovation Award in the Fleet Transport Awards 2018
rota rail is a completely unique articulated arm that allows the fitting of an additional safety rail to existing truck and trailer side guard systems known as “Lateral protection Devices” (LpD’s).
This unique articulation allows a safety rail to be fitted in much closer
proximity to the ground, offering far superior safety margins to both pedestrians and vulnerable road users when both come into close proximity to the vehicle.
While running near the road surface, conventional rigid attachment of a lower level safety rail would result in the rail being damaged or possibly ripped/ broken off by speed bumps, ramps, or undulation road surfaces causing a serious risk to other road users. rota rail’s unique design allows the additional lower-level rail to deflect both forwards and rearwards in the longitudinal axis of a truck/trailer, while retaining all of the required lateral rigidity to greatly reduce the risk of injury to pedestrians and other vulnerable road users when they are in close confines.
Current legislation requires LpD’s to be within 500mm above flat terrain but no closer. ronan explained that rotarail’s research has shown that this 500mm measurement is far too high and results in a high number of entanglement accidents each year. “rotarail’s unique, patented and trademarked innovation
allows this open space to be greatly reduced, offering much higher levels of protection to pedestrians and vulnerable road users and reducing risk to truck operators and drivers,” he concluded.
Achieving both safety and quality in the transport and logistics sectors can be a challenge, but BpW has made it possible with its first tyre inflation system branded Airsave. This innovative solution not only allows drivers to continuously track and control tyre pressure while on the move, but also generates maximum cost-effectiveness in fuel, tyres, and time. in fact, the cost savings from using the Airsave system are so significant that BpW says that it may pay for itself within the first year.
According to a report in 2022, more than 75% of respondents used telematics to provide real-time tracking purposes, whereas monitoring driving style and behaviour came in second and third. for its system, BpW relies on a technology that has proven itself on the market and has been further optimised in many respects. Airsave maintains the correct tyre pressure, even if the tyre has a puncture.
The Airsave system uses the trailer’s existing pneumatics to automatically monitor and adjust tyre pressure to the desired level through a control box with an air step pump. should the pressure deviate significantly, for example, in the case of tyre damage, the driver will be alerted by a warning light, allowing them to safely drive to a service station rather than stopping on the side of the road.
By maintaining optimal tyre pressures at all times, BpW Airsave reduces the risk of accidents, prevents downtime, saves fuel and decreases Co2 emissions.
The system uses the existing trailer pneumatics and, with a fully automatic air step pump will ensure that the pre-set tyre pressure is always maintained. The air is guided through the axle beam to the wheel end and from there to the tyre valve when the system displays a permanent loss of pressure. Airsave will activate at a pressure deviation of just 0.2 bar, making it more reliable than other standard tyre pressure monitoring systems.
BpW Airsave is a flexible and versatile system that can be tailored to the specific needs of each fleet thanks to its ability to adjust ride height and support load distribution. A recent survey revealed that one-fifth of breakdowns on national motorways are attributed to tyre failure, resulting in 50,000 tyre-related breakdowns every year, with 30% of those involving commercial vehicles.
Airsave can help reduce fuel consumption and prevent unnecessary expenditures caused by worn tyres. This, in turn, can help reduce downtime and maintenance costs and keep vehicles on the road for longer periods of time.
in the transport industry, tyres and vehicles face a multitude of challenges, such as varying load weights, road conditions, and temperatures. These factors can cause pressure differences that lead to rapid tyre wear, incurring costly expenses for fleet managers. however, a British study shows that 82% of tyre blow-outs can be effectively prevented by installing an automatic tyre pressure control system.
To mitigate the risk of premature tyre wear and costly accidents, BpW Airsave features digital connectivity, with the
option to connect to the ‘Cargofleet 3’ telematics portal from idem telematics, as typical for BpW products. fleet managers and drivers can stay informed about the status of all their fleet components, anywhere and anytime, through the accompanying smartphone app. The app displays real-time tyre information, alerting the user if air pressure has deviated and needs to be adjusted.
The transportation industry constantly evolves and updates regulations to improve safety and environmental standards. With the upcoming eCe reg 141 requirement for all
passenger vehicles, goods carriers, and commercial vehicles in europe to have Central Tyre inflation systems (CTis) by July 2024, it is important to be proactive in finding ways to meet these regulations while also improving efficiency and reducing long-term costs.
With its environmentally friendly technology, Airsave can reduce the risk of accidents, prevent downtime, save fuel by maintaining optimal pressure at all times, and reduce Co2 emissions.
TIP is a market leader in providing transportation and logistics customers with leasing, rental and value-added equipment services, keeping customer freight on the move all over Europe. These value-added services range from maintenance, breakdown assistance and damage protection to sophisticated asset tracking solutions. With 55 years of experience, TIP is one of the most trusted and respected names in the industry.
Unleash your fleet's potential with the wide selection of Schmitz Cargobull trailers
Unleash your fleet's potential with the wide selection of Schmitz Cargobull trailers at Shaw Commercials! at Shaw Commercials!
We have new stocks of Schmitz Skelly trailers which are ready to go These trailers are available in different choice of colours The Schmitz Cargobull Skelly trailer provides a versatile and safe solution for transporting containers
It is capable of accommodating containers ranging from 20 to 45 feet in length and features sturdy locking systems to securely hold containers with extended tunnels and angled corners With its focus on flexibility, safety, and efficiency, the Skelly trailer is a top choice for transporting containers with ease
At Shaw Commercials we have new Schmitz, Carrier, Thermo King - single and multi temp fridge trailers which are in stock and ready to go. We also have pharma spec trailers available. We can customise the trailers based on your requirements. At Shaw Commercials we have a broad selection of Box vans with or without taillifts in stock We also have box vans with rollerbeds designed for companies who provede air freight services
For any enquiries contact Andy Freeney on +353 (0) 87 258 1845 E: andy@shawcommercials com
(or) Mick Shaw on +353 (0) 87 195 9600 E: mick@shawcommercials.com
Irish trailer manufacturers are always busy leading up to the main transport and logistics trade shows in England. These exhibitions are seen as an investment and an opportunity to show-off their latest wares, together with a chance to engage with new and existing customers. For this summer’s Road Transport Expo and Multimodal trade shows, Dennison Trailers and SDC Trailers prepared special new innovative products that aim to increase efficiency for commercial vehicle operators.
At both events, held at the National Agricultural exhibition Centre (NAeC), stoneleigh and the National exhibition Centre, (NeC) Birmingham respectively, Dennison Trailers brought along its new, patented Urban split Curtainsider, which generated huge interest.
The Dennison Urban split Curtainsider is an innovative trailer that can be used as standard, as a combination, or can even be split for urban deliveries. i ts features include all those found in a standard curtainsider such as simple user-friendly operation, up to 14.65m overall length, and a rear section with a sliding bogie for weight distribution. Available options include load restraint system, height variations, disc brakes, and alloy wheels.
With almost 60 years of experience and more than 60,000 trailers built, Dennison manufactures a broad range of market-leading trailers at its modern factories in Naas and Lancaster. i ts distinguished track-record of innovative trailer design and manufacture is born out of ongoing investment in research and development programme in place across the UK, ireland, and europe.
sDC Trailers, with factories in Ulster and england, exhibited at the most successful inaugural road Transport expo, at the NAeC stoneleigh park, Warwickshire. visitors to the event had the opportunity to see first-hand the Toomebridge company’s latest advancements in the semi-trailer industry, with three exceptional trailers on display. some of the striking features on the Tri-axle Brick-spec platform trailer with twin Tridec rear steer include roll stability braking, steel flooring, strobe LeD lighting, autogreaser, grp and cone storage, iso reg electrics, auto reset raise and lower valve suspension, and the provision for a roll along crane. i t is the first in a batch of 34 new trailers ordered by Atlas Cranes. Also showcased were two freespan Curtainsiders coming with a host of premium spec features engineered to last.
An eN12642-XL rated freespan Curtainsider, built for Tip Trailer services with tailored specification and a host of premium fittings including a 26 strapping system with strap storage, 13 T Bar deck lashing rings, roll stability braking and the manufacturers trusted easy-roll curtain rail technology. With four manufacturing locations and direct control over every stage of the trailer production process, sDC is renowned for its commitment to innovation and customer satisfac-
tion. With a rich heritage spanning 45 years, sDC has continually pushed the boundaries of trailer design and technology, delivering unparalleled performance and reliability. i ts comprehensive range of trailers caters to diverse industries, including retail, construction, logistics, and more.
*Multimodal is the annual meeting place for over 300 companies in the supply chain and logistics industry. Since 2008, Multimodal has been helping to make supply chains more efficient and cost-effective by providing technological advances and innovative solutions.
*Start-up event, Road Transport Expo (RTX) attracted more than 8,500 visitors, featured a vast exhibition of the latest vehicles, technology and services, alongside live product demonstrations, a Ride & Drive and a topical conference programme.
Text: Jarlath Sweeney – editor@fleet.ie
“Dennison Trailers looks forward to celebrating 60 years in business next year in 2024, and to building its 70,000th trailer,” says David Dennison, who is responsible for research, Design, engineering and New product Development at the family owned firm.
With manufacturing facilities in Naas and Lancaster, england, the company is currently seeing strong big demand in ireland for all of its product range, which include skeletals, platforms and platform skeletals (psKs), curtainsiders and trombones amongst others.
David added that the past two years have been particularly challenging with regards to material supply delays, price increases and labour shortages, all of
which have contributed to long lead times. however he strikes a positive note, saying “We are through that now and would like to thank our customers who stood with us and honoured their orders. i t was difficult for both us and the customer, but the whole industry was in a similar position. Lead times for standard trailers are back to three months depending on the model.”
“The ongoing war in Ukraine and energy crisis have presented their own difficulties for our sector. european trailer manufacturers with large capacity, who would normally supply huge volumes of trailers to Ukraine and russia, have turned their focus to the West and to our shores, offering standard Continental european specified equipment. Availability of such equipment was, in a lot of situations, the only solution for operators who needed to replace trailers. our strong point has always been the ability to build products suited to the local market.”
in recent years Dennison has become stronger in the curtainside market, continuously innovating, developing and fine tuning the product. Today’s Dennison curtainsider semi-trailer is the same base design that has been supplied for the last 18 years and is now widely accepted in the market as a robust product suitable for irish conditions. There are substantial numbers of Dennison curtainsiders engaged on irish- gB work, being shipped back and forth across the irish sea, unaccompanied. “This could be three times per week in some cases, with the trailers parked on top deck subject to all the rigours that the salty irish sea water can throw at them. As anyone involved in this work will be aware, dock shunters are not known for their delicate handling of trailers. Consistent feedback from operators of such Dennison curtains is that they have trailers up to 15 years old still working,” he said.
Demand for curtainsiders is currently
very strong in general, and Dennisons has increased its capacity for this type of body production in recent years to compliment the production of skeletal and flat trailers. for example, a full range of 13.6m pillared and pillar-less variants, in overall heights from 4m to 4.65m are offered. o ver the last few years, the eNXL specification regulation has come more prevalent and now accounts for over 80% of curtain production. Dennison supplies bodies to certified standards such as eN 12642 Code XL, and the floor is also certified to iso1496-1.
shorter curtainsider trailers are also available, like the 11.3m version with and without a positive rear-steer-axle, while a piggy-back forklift attachment is popular with agricultural merchants for accessing tight farm yards. further to that theme, a 10.6m urban city curtain with a positive rear steer axle has been developed. With an increasing trend for direct on-street retail deliveries, such a trailer can be used with a standard tractor unit, replacing the need for a rigid vehicle.
Keeping on the urban delivery theme, Dennison has this year launched an urban split curtainsider semi-trailer. Believed to be the first of its type in the world, this 13.6m 3-axle trailer can be split into two 6.7m short curtains.
David explained: “The operational idea behind the concept is pure operator versatility. firstly, in its combined configuration, it is a relatively standard 3-axle 13.6m curtainsider. secondly, when the combined 13.6m trailer gets to the outskirts of a town or city, it can be split into two smaller trailers. Now the same truck has a short and very manoeuvrable 6.7m single axle urban trailer, which can be taken into confined spaces. After delivering the front unit’s load, it can be dropped and the same tractor-unit coupled into the rear 3-axle trailer. The rear unit is also a short 6.7m trailer, so can also be taken into very confined spaces. Not only is this rear 3-axle trailer very manoeuvrable, it incorporates a sliding bogie. By sliding the bogie rearward, the trailer is then in a road legal condition to run at 46 tonne gross, meeting the 5.5 tonne per metre law, from the king pin to back axle.”
he continued: “Another use for the trailer is for split deliveries or collections from a loading bay. Take the scenario where the driver leaves the rear trailer
at a loading bay, they can take the front trailer to a different location to load, then combine the two units for the journey. The same process is used for offloading.”
in fact, the manufacturer says the possibilities of use are endless, some of which have not been considered yet. A fully patented design, the specification utilises Dennison tried and tested sliding bogie technology. Dennison Trailers has been building split skeletal trailers (with a fixed, non-sliding bogie) for nearly 20 years. That version can carry either 2 x 20’ containers or 1 x 40’ and 1 x 45’ container.
“for the driver, splitting and joining the two trailers is very straightforward and requires just five steps. firstly, the bogie of the rear unit is slid to the rear, then you just wind down the landing legs, remove and stow the air/electric lines, drop the axle on the front trailer, before finally releasing the locking pins. Now the front trailer can be pulled away. The process is reversed to rejoin the two units,” David concluded.
since the appearance of the internal combustion engine, the progress of road transport has been unstoppable. The flexibility, speed and economy of the truck has also undergone a technological evolution in all its aspects to the point that during the 1970s, it almost completely replaced other traditional means of transport such as the railway and waterways. in parallel, and as the reliability and power of diesel engines increased, load capacities underwent a similar evolutionary process. Two-axle trucks became common in the 1930s, 1940s and 1950s, and by the 1960s, the proliferation of rigid and articulated vehicles offered payload capacities of 20-24 tons.
Mega trucks (and trailer combinations) are the latest advancements in this incessant race in pursuit of efficiency. That makes them more profitable and therefore an operational tool preferred by commerce and industry.
in countries such as spain, one of the most common criticisms that opponents of the ‘mega’ usually put forward is the “limited infrastructure” of the spanish network. however, nothing could be further from reality. spain has the most extensive network of motorways and dual carriageways in europe. While the ‘old bull skin’ has about 17,000 kilometres of such high- capacity infrastructure, the much admired german road network offers about 15,000 kilometres while france has a mere 11,000 kilometres.
The benefit of spain’s road network is not limited to the extensive mileage available, as the terrain and landscape is also
favourable for the use of large combination haulage outfits. Let’s take into account the vast flat areas of spain’s central plateaus where the only challenging geographical features are the northern and central mountain ranges. i t’s a vast area that offers a suitable environment for these mega trucks/trailers to operate.
A different issue where difficulties arise in the use of such large vehicles is in the warehouses, using weighing scales, and general loading and unloading areas, which are certainly not prepared for the use of these juggernauts. That can impact on loading times and the completion of manoeuvres. But that is a temporary problem, and it will be a mere matter of time before logistics and customers in general adapt their structures to
achieve a rapid and full operation of the ‘megas’, as is already the case in the countries where they are established.
With regards to conventional roads, usage by the ‘megas’ is limited to access loading or unloading points, but here again spanish national and regional highways, except for some specific black spots, have layouts and profiles that are perfectly acceptable for this type of truck. Let’s take into account that the total length of the vehicle is a very limited incidence factor in its road use.
With these factors considered and given good business expectations, it is not surprising that megatrucks have landed
successfully on spanish routes.
The configuration of what defines a mega truck is set in terms of axles (more than six) and power (more than 500 hp), while the configurations of towed vehicles is practically free, beyond that the total length must not exceed 25.25 metres in length for the megatrailer and 31.75 meters for the duo trailer. The latter was introduced experimentally in 2017 but is already a familiar sight on spanish roads. Weight limits are 60 t of gWM for the mega-trailer and 70 t for the duo-trailer.
Another point of concern often raised is that these vehicle combinations will mark the end of traditional trailers. This is not true, since there will always be a huge number of tasks that, due to their very nature or complexity, the ‘megas’ will not be able to undertake. This is the already the case in countries where they are established where conventional articulated lorries far exceed the number of “mega” ones. i t is therefore obvious that the large sets will be used solely and exclusively in the transport of bulk, large heavy masses, parcel shuttles or large volumes of merchandise, leaving the “last mile” as territory forbidden to them.
We must not stop in the face of progress. in the same way that today’s trailers did not do away with two-and three-axle trucks, large articulated trucks will simply be complementary to existing vehicles and should be seen as just one more offer for our customers.
The workload for the driver of a ‘mega’, apart from the responsibility of guiding it, is much higher than that of a normal truck. This is partly because of the lack of adaptation of the
logistics and loading points, as previously pointed out. The length of the scales, the dimensions of the facilities, etc., mean that the driver has to hitch and unhook several times to load and unload.
This comparison has been made with trucks equipped with tipping buckets from the Cantabrian company Bodegotrans. The company is dedicated to the transport of all types of solid bulk loads in which loading and unloading are carried out frequently.
operating the duotrailer, the manoeuvre must be carried out twice and in triplicate: disconnect the second trailer and unload the first. release it, unhook the dolly to access the second box, proceed to unload it and repeat the triple operation to “assemble” the set again. The truth is that it is a crazy task that requires the driver to undertake an extra workload, and that would have to be rewarded in the monthly salary.
More simple but still complex, is an ingenious solution that auxiliary constructors have developed for the first trailer. A double chassis allows the fifth wheel to be retracted under the body, making it a “normal” trailer. To do this, the second trailer must be unhooked, whereafter the driver has to pick up the chassis and proceed to unload it. once unloaded, it is
released and proceeds in the same way with the second trailer. Complicated, yes. But much easier to operate than its older brother.
Compared to the two others, the conventional trailer’s job is plain and simple. All you have to do is pick up the automatic awning, open the safety locks on the rear hatch and proceed to unload, a task that has to carried out twice with the other trailers.
on the flip side, it is fair to mention that at the Bodegotrans Logística facilities in Torrelavega, the trucks tare, load and weigh without unhitching, which greatly facilitates the work of the driver who will only have to demonstrate his skills to carry out the manoeuvres in reverse. one has to be an expert in in this specialist area so that the second trailer does not cross at the slightest mistake, thereby necessitating to have to restart the movement. i t is therefore a highly qualified, professional and hard job that, due to all these difficulties and demands, is not within the reach of a less-skilled driver.
seven years of presence in this sector have given megatrucks a maturity of use that allows comparisons
with each other and with a traditional truck. We have previously described the pros and cons. Now is the time to compare them with the stopwatch, the flowmeter and the net tonnes transported.
for this we approached Bodegotrans, a family business based in hinojedo, Cantabria. The fleet of the Bodegotrans y Agenferlo sL group comprises a total of one hundred and thirty-eight units, of which nine are 60-tonne B-double trailers and seven 70-tonne duo trailers. in addition to their own trucks, they employ thirty-five sub-contractors, working full time for Bodegotrans.
At the facilities of the Tanos industrial estate, Bodegotrans collects various bulk materials and materials from its clients, which generally arrive by ship at the port of santander. According to market demand, Bodegotrans makes punctual deliveries throughout the spanish countryside. Taking advantage of a large order from a large consumer in salamanca, we loaded the three vehicles with their corresponding license plate.
The one-way route selected was from Tanos (Cantabria) to huerta (salamanca), a total of 295 km taking in highway and 35 km of regional roads, without data collection, to reach the facilities of Bernabé Campal sL, the destination of the load. This route was chosen to eliminate the possibility of traffic jams, road works or problems on narrow routes.
for its part, the sea level profile of the test route is typical
for Cantabrian carriers headed towards the south of the peninsula. The starting flag in Torrelavega is 25 meters above sea level, ascending to the Castilian plateau by the A-67 arriving at reinosa which is 1,002 meters high. finishing the rest of the trip, we join the A-62 in venta de Baños to travel along the road formerly called “route of the portuguese” until the Cañizal crossroads, 800 meters away, where we closed this first part of the test.
We returned via peñaranda de Bracamonte, to load quartz at the erimsa mine for the port of santander, starting the data control at the exit of the town, travelling along the CL-610 road towards Medina del Campo. i t’s 54 kms of regional route with frequent crossings of towns and the typical and annoying “bumps” that proliferate in the asphalt of said towns. in the Castilian town we join the A-6 to take the A-62 again in Tordesillas. from venta de Baños to the end of the test we drove along the A-67 in the opposite direction to the outward journey, recording 273 km under control on the highway. This stage totalled 327 kilometres from the loading point to the destination in the Bodegotrans Logística warehouses in Tanos.
The journey, which totals about 620 kilometres, is a fairly representative route since the first 45 kilometres to reinosa include challenging ascents with gradients of up to 7% which are evident in the average speed and fuel consumption rates. The rest of the route on the Castilian plateau saw a consequent increase in speed and reduction in consumption. Note that the comparison wasn carried out under normal working conditions without interfering with the driving patterns of each driver and with an assistant in the cabin to collect the field data.
Analysing the results under the magnifying glass we find a surprising detail which is that the average speed of the “giants” does not differ at all from those of the normal trailer. The Dúotrailer rolled at a more than interesting 83.06 km/h with its 70 tonnes in tow, while the 60 tonne B-Double reached 84.32 km/h. for its part, the regular artic travelled swiftly at 86.75 km/h. As readers will be able to deduce, the trucks are limited to 90 km/h and the duo trailer to 89 km/h. on the descents, a maximum speed of 95 km/h was taken advantage of to improve the average and inertia.
Where there were differences was in fuel consumption. 51.28 l/100 km was achieved by the duo trailer while the mega consumed 47.43 l/100 km. The normal trailer rig recorded a consumption figure of 34.16 L/100 km.
As a summary and given the results of this singular comparison, megatrailers do not threaten the extinction of other types of configurations. rather it will be the market itself and the customers who decide their employment in the future.
Bodegotrans has seven units of this configuration, including this Mercedes-Benz Actros 2863 that presents a successful solution featuring a two-axle rear tandem featuring one drive and another “pusher” that can be raised according to the load or traction of the drive axle. i t is certainly a more rational solution than towing these sets with a 4x2 tractor.
With 625 hp on tap, that provides a specific power of 9 hp/t fully loaded. enabling the combination to traverse the slopes and Cantabrian ports with enough agility. The combination consists of two conventional 10.7 metre long Tisvol bathtubs that are coupled by means of a dolly with a twin wheel axle. The total length reaches 27 metres which gives it an image of an asphalt liner.
The B-Double combo layout, approved by the DgT in 2016, is to date the most used by transport companies due to its flexibility. i t consists of two trailers, the first of which mounts a fifth wheel in which the second semi is attached. i t is a configuration that is used in other countries, but in a different way. This is based on the fact that, to solve the deficiencies in the loading and unloading sites, the first trailer has been equipped with an extendable double chassis in the rear area that allows the area of the fifth wheel to be “folded” under the body. in this way it is converted into a conventional semi-trailer. granalu provided the two towed assemblies with aluminum alloy tubs. i ts total length is 21 metres and the size of the twin-wheel tyres of the first trailer is 275/70 r 22.5’’.
The DAf Xf 530 tractor unit is a 4x2 configuration that, although it offers a very favourable tare weight, may be somewhat lacking in power for complicated areas, but is economical on the flat. in our opinion, all large sets should be driven in a 6x2 or 6x4 configuration, but the legislation authorises this type.
The “David” of this comparison is the traditional 4x2 articulation, with 40 tonnes gv W. Despite this, its load capacity is impressive since the tare weight is only 13.7 tonnes. which allows a respectable 26.3 tonnes of payload. i t consists of a Tisvol tractor-unit and semi-trailer made entirely of aluminium, chassis and cargo box, with a lift on the first axle and an automatic awning system.
The drivetrain of the DAf Xf.530 gives it the highest specific power in the comparison with 13.25 hp/t and this has been reflected in the results, since it proved to be the fastest and most economical. i t features an automated gear change and integrated retarder. i t is evident that this type of truck will continue to be the dominant choice in transport in general, and in the case of bulk goods in particular. i t is not for nothing that the company has one hundred and thirty vehicles of this configuration.
Protectionism is as old as history itself. Shielding self interest in business often blinkers progress. When competition or challenges to comfort zones emerge, defence mechanisms dig in. The talk recently of investment in rail freight along the Western Rail Corridor, and the need for an alternative movement of container traffic in and out of Dublin Port through train tracks, has caused consternation among the road haulage fraternity.
The bigger picture seems to be ignored. Both modes of load carriage need each other to succeed. And to prosper.
The government is on a mission to dramatically reduce the country’s carbon footprint and sees rail freight as a means to this end, particularly as road transport load volumes continue to increase, requiring more trucks and trailers to meet the rising tide of demand. increasing the number of trucks on the roads exacerbates the emissions problem, whereas investment in re-establishing rail lines and links to ports can not only reduce greenhouse gases but also decrease congestion at Dublin port, where volume difficulties are on the horizon despite extensive expansion plans.
But in order for this to happen, the transport sector needs to come on board and realise that short shunting runs can be more profitable than long haul cross-country journeys from factory gate to ferry port compound.
Transport changes have always taken time to evolve. pony express horse drawn carriages and horse drawn barges on canal paths from the mid-1800s had to give way to railway lines. steam powered ‘iron horses’ were soon to be powered by diesel and nowadays can be propelled by electricity.
Before each new technology became accepted, there was resistance, anarchy, rebellion and sheer stubbornness. But as time moved on, change prevailed. into the 20th century, the automobile world began and never looked back. petrol was overtaken by diesel as the fuel of choice for commercial vehicles. After over a century of primary usage, that fuel
in turn, for various reasons, has fallen foul of regulators and authorities. finding a viable alternative to diesel is proving difficult - the technology for natural gas, electric or hydrogen propulsion of commercial vehicles may exist, but due to various issues such as lack of sufficient infrastructure and cost factors, stumbling blocks remain to their widespread adoption.
freight movements have always been part and parcel of the railways, subsidising the passenger aspect and helping to pull ongoing ‘investment’ from governments via europe. indeed across the continent, cross-border rail freight with extra-long loaded wagons has reached peak capacity, and the sector is looking to waterways to cater for the additional transport requirements, both modes working in harmony with booming road haulage.
Transport operators are coming under increasing pressure from their customers to provide a green supply chain, especially those involved with pharmaceutical manufacturers. They seek a seamless, low carbon footprint from factory floor to final destination, hence examples of the move to rail freight by the likes of Ballina Beverages [Coca-Cola] and Coillte. Both were established some years ago and together with goods transported from Baxter, containers and timber trains now run daily from the West to Dublin ports. More multi-national manufacturers, based in the West of ireland are taking note and are likely to follow suit.
i t’s worth noting that heavy haul long distance loads such as freshly harvested timber are ideally suited for rail transportation, saving on truck and trailer wear and tear, and reducing damage to the rural road network, however, both modes will have to work together for this multimodal model to meet proposed carbon footprint reduction goals.
having rail options presents other opportunities for transport operators
should they be located near or at rail lines or train stations. for example, Ballina and Castlebar have become inland ports for rail freight, with iWT and Xpo being the lead carriers for cross country container and timber traffic along train lines from the north west. Manufacturers handling heavy duty materials, which are capable of loading/ unloading 20ft and 45ft containers, can gain additional orders as further inland connections spring up around the country, particularly along the Western rail Corridor, which begins/ ends at Ballina, Mayo, an offshoot of the Westport-Dublin line. The likelihood of a southern section reopening from Claremorris to Athenry offers a route to Mid-West and southern ports such as foynes and Waterford, and even rosslare europort if that currently dormant link were also to reopen.
A further opportunity exists in the need for additional warehousing at strategic locations. These can be located near railway lines, but away from urban areas, ensuring less heavy goods traffic and congestion, and in locations where development land for this type of investment is more cost effective. And speaking of opportunities, don’t forget the skeletal trailer makers who can expect additional uptake from these hauliers.
spreading the load, as it were, is key. helping to alleviate capacity issues at Dublin port will in turn will be appreciated by M50 and feeder route commuters in the capital.
The investment in restoring the dormant lines, acquiring new low emission locomotives and new carriage wagons required is modest compared to other big national projects underway and planned for. The transfer of certain freight transport to rail is a win-win situation for everyone. i t just needs the will, as the way is already there.
