Recently in LHVs Category

Bert De Vuyst has sent this interesting shot to me which either shows a 4x2 Scania hauling three trailers in Holland..or else it's three artics driving VERY Close together! He tells me it comes from the website of Biglorryblog's favourite 'Cloggie' Iep van der Meer and you really should check out Iep's website as it has some fabulous stuff on it http://iepvandermeer.nl/  Meanwhile, maybe Iep can tell me what's going on here...?

What's 25.25m long, voluminous and can trun on a sixpence? Answer: the Dick Denby Eco-Link B-Double and Dick tells me that the Dutch trailer maker Jumbo. "Has just produced their first 'B' Double with active steer under license from Denby Transport. Another British idea is developed abroad!" Even if the DfT  won't allow the Eco-Link to run in the UK! And that's the Deby/Jumbo B-Double above--an exclusive unveiling on Biglorryblog!

However, Dick says: "Their version has active steer on both axles of the link trailer but also active steer on two of the three axles on the rear trailer. A very smart tool." Now click through here for more.... 

"G'day Brian," says AtkIPete Lynch in that chirpy 'she'll be right' Aussie way of his. "I've been out working recently, a bit late in life to start I suppose but I don't seem to have much lot of choice these days. Anyhow here are a few lorries I saw out on the road. The first one is a 'Super B Double' or the 'Next Generation High Productivity Freight Vehicle' to use the latest jargon. Try saying that after 14 odd hours at the wheel! Anyhow it can carry two 40" containers around 80 ton all up."

"Then I saw a 'slightly older' container shifter still hard at work!" And click through here for more...

Biglorryblog notes with interest while some (though by no means all) UK truck operators are keen to try out longer heavier vehicles, the Aussies have taken an imaginative approach to persuading the legislators of the benfits of bigger rigs. This picture has been sent to me by Gary Richards who, wearing his Volvo hat says: "Hi Brian, as Europe struggles with the thought of longer/heavier vehicles. In a land known for its long combinations, it's also a challenge to get these highly efficient units closer to the populated areas. However, one of the lead bodies in Oz (The Australian Trucking Association www.atatruck.net.au) has been working to demonstrate the credentials of longer units to the general population, especially to politicians in those areas most likely to benefit from such combos. The attached B triple (34m long) pic shows a recent sucessful roadtrip whereby the coach following the unit is the support vehicle with invited guests - to show them first hand how well the unit performed on the typical Aussie rural road." Now click through here for more...

Regular Biglorryblog readers will know that I have been showing more than a passing interest in longer semi-trailers, not least since the Department for Transport finally launched a desk-based study into their potential benefits back in July. However, a number of other EU countries have already decided to conduct practical on-road trials with them, with Germany leading the way with some 300 built by Kogel. Now, thanks to Dominic Perry, deputy editor of Motor Transport I learn that the Italians are getting in on the act too with 15m long units. And Dom being a gentleman has very kindly allowed me to run the crux of his report on BLB. Now click through here for the full story....

Here's something that should keep Martin Phippard happy! Regular Biglorryblog readers may recall my blog on the 90-tonne 'One More Pile' twin-trailer concept logging truck being trialled by the Swedish Timber industry. local timber haulers and Volvo to name but three participants in the project. Well thanks to regular BLB follower Bert De Vuyst I can add a bit more to the story. Photos are by Anna Franck/Skogforsk by the way.

"The One More Pile" concept is a way of reducing CO2 emissions for every stack of timber carried - naturally the more you can get on one truck the lower the emissions-per-tonne carried. However,the Swedish timber industry body is trialling a variety of different configurations including these two which premiered recently at the Mittia Fair. The outfits included in the project can carry between 17-30% more timber than a conventional 24m long Swedish timber truck, based on a 6x4 rigid, pulling a two-axle converter dolly attached to a tandem axle trailer. That adds up to 60-tonnes gross weight and a 40-tonne payload. However, as you can see from Anna's photo the first outfit has an 8x4 prime mover, again with a converter dolly and what looks like a tri-axle trailer behind it (those two blokes are in the way!). This has a 47-tonne payload and is used to collect the timber from the forest (note the crane) and take it to the transfer point. The rig above is what I'd call a B-Double (or B-Train if you must!) and will be used to carry 52-tonnes of timber from the transfer point to other industrial sites. Both have a gross weight of 74 tonnes. Now click through here to see the grand-daddy of them all!

Last one for today, while the UK Department for Transport ('for' transport... That's a laugh) continues to shilly-shally over Longer Heavier Vehicles and relaxing the current artic length rules word reaches Biglorryblog that the Polish Government isn't so squeamish as it's just issued 300 special permits (with no time limit either) for 300 extended trailers with a length of 14.92 metres for national transport. The semi-trailers, extended by 1.30m will feature in what's described by German trailer maker Kögel www.koegel.com as "...A modal investigation in Poland, monitored by the Motor Vehicle Technical Institute, Instytut Transportu Samochodowego, in Warsaw."

And not surprisingly, with its own Big-MAXX trailer ready to fit the bill Kögel is playing major part in the trials. Indeed, The German manufacturer will receive 150 of the issued permits for the supply of Big-MAXX trailers to Polish transport companies while the remaining 150 will got to the Polish manufacturer Wielton. The special permits for extended trailers will cost 800 Euros per year, per vehicle, but have unlimited validity. Now click through here for more on the trials!

Biglorryblog's Scottish contributor Alex Saville asks: "Let's see who remembers this Volvo double trailer outfit that ran LEGALLY on British roads!" Well Let Biglorryblog put his hand up and shout: "ooh sir! Pleas sir! Me sir!" as I certainly do. It was known as a 'Double-Bottom' for obvious reasons and was roadtested by the then technical editor Graham Montgomorie.
"This was a test way back supported by Volvo, that ran on one of the motorways." Says Alex who adds: "I recollect the Transport Ministry had them fit a camera at the rear so that following traffic could be seen. I also recollect that the outfit was instructed not to exceed 40 MPH on the motorway. That rule went out the window when the outfit was stopped by the police and told to get a move on! The tester's then ran the vehicle at normal speeds. Martin Phippard may recollect this one.At the back of my mind I have a notion that Whitbreads ran trials of a similar outfit between London & Brighton...anybody out there that can confirm this? Alex." Now click through here for more.

I am grateful to Biglorryblog reader Bert De Vuyst in Belgium for alerting me to the following website http://www.modularsystem.eu which is all about the European Modular System for 25.25m long trucks (or LHVs as we cal them over here). The site is well worth a quick browse as it expl;ains the EMS concept, shows which organisations are in favour of them, along with assorted articles on them plus there's a chance to 'vote yes' for them on line. And if your vote is no you won't vote yes will you..errr....duh!

In the meantime BLB continues to believe that we are missing an opportunity to trial LHvs in the UK at the very least. The arguments against trials are what exactly? That they might not work? Well isn't that what a trial is supposed to do...?

While the UK's Department for Transport continues to dither over Longer Heavier Vehicle and to tease us with vague suggestions over the likelihood of longer semi-trailers the Czech Republic has granted waivers for extended 36 pallet capacity 14.9m long semi-trailers like the Kögel Big-MAXX. So naturally Biglorryblog is interested to hear that Kögel has delivered its first Big-MAXX Cool extended refrigerated semi-trailers to the Czech Republic. The 14.9m reefer trailers are going to the DELIMAX company in Hodonín, which is using the Big-MAXX Cool to distribute its own products to food store chains in the Czech Republic. The manufacturer of fish products and other foodstuffs has already been a Kögel customer for more than ten years and possesses a fleet totalling 30 refrigerated articulated trailers. Now click through here to find out why DELIMAX wanted longer trailers...

Here's a heads-up on an interesting news story in the next edition of Commercial Motor out on Thursday. It relates to Longer Heavier Vehicles (or 25.25m long modular trucks as the Swdes insist on calling them). It seems that following a pan-European research project commissioned by the European Commission an official review of the greater use of LHvs throughout the EU will be conducted later this year. Why? Because, surprise, surprise, the researchers found that 25.25m long 60-tonners are more cost-effective than current HGVs---transporting more tonnes per km with fewer vehicles. Well blow me down. It also adds that the increased use of LHVs would also reduce CO2 emissions too (on the grounds that the level of C02 emissions/per tonne carried drops when you increase gross weights). Well that''s probably why the super green Swedes like them---and are prepared to put on even more weight too (See previous Biglorryblog posts on the Super Logger 'One more Pile' concept currently being tested by the Swedish logging industry.)

You'll find the full story in this week's CM. Although naturally even if the EC wants to extend the use of LHVs it will require the approval of the EU Council of Ministers and the European Parliament. So expect the UK to throw a spanner in the works or at least demand a pathetic 'derogation' as the DfT (then the DTp) did back in the late 80s when it came to adopting the EU harmonised 40-tonne weight limit for trucks---which kept heavier trucks off our roads for 10 years. But in the end we got them, just like we got 44-tonners and the reason why? The more you can put on a single truck the greater the efficiency of it. But then we all know that don't we.... Now click through here for more.... 

Martin Phippard (no mean expert on road trains, triples and doubles) says: "Call that a B-Triple? Na mate, THIS is a B-TRIPLE! (Photo courtesy of Tom O'Connor, Adelaide). And Brian, I reckon that Kiwi B-Triple looks suspiciously like a regular 40-foot semi-trailer parked in front of a B-train. Maybe not a re-touched photo but a deliberate ploy to mislead us methinks? Martin.".

"Sorry, couldn't resist another one!" says Martin. Well who could when it's one like this? So what do you reckon Vic--genuine or not?

Martin 'Keeper of the Flame Phippard' has sent me this picture and says: "Hi Brian, since you are obviously in LONGLINE MODE I thought I would send you this to add to your collection. A rather interesting tipping semi-trailer I think you will agree. So, now you should be happy with pictures of Volvo, MAN and now Scania, all from Sweden of course." Hmmmm...looks like one of those trailers that splits in the middle when you want to carry two 20ft boxes---or esle it's one trailer with a VERY w-i-d-e-spread bogie! Anyway thanks for that MP and one good turn deserves another so here are a couple more Longlines too!

And the next one comes from 'The Boss'...

And for good measure here's one of the early eXc prototypes that eventually begat the final 'limited series' Longline.

Of course, Longline isn't the only BIG cabover beloved by Biglorryblog...and click through here to see it....

Biglorrylog is somewhat intrigued, if not a touch bemused to see that the Freight Transport Association is to meet the Department for Transport in a few days to discuss the possibilities for slightly longer and heavier semi-trailers on UK roads in the style of the current 14.9m long Kogel Big-MAXX trailer--300 of which are currently being trielld in Germany. (And I have Robin Dickeson's SMMT newsletter to thank for this). Apparently the move follows the DfT's decision to block any trials of 25.25m long LHVs. And given the fact there's a new Transport Secretary (one Geoff Hoon) I can't see him being in a hurry to change UK weights and dimensions. Indeed one wonders what more there is to say on the matter...

However, having kicked 25.25m combinations into touch the DfT's own report from TRL/Herriot Watt University did suggest that a 'modest' increase in artic length and weights (ala the 111cum Big-MAXX) could have worthwhile benefits. And Andy Mair, head of engineering policy, speaking at last week's FTA Fleet Engineer Conference in Warrington said the association would like more operators' views on possible 18.75m long artics, running either at 44 or 46 tonnes.  "It would be very helpful if people would consider these options and let us know so that the evidence base the FTA presents to Government is as strong as possible." Hmmm....a 46-tonne, 18.75m long artic. Fancy one of those? let me know with a comment.

Well no doubt shippers would like the idea of longer trailers but whether a haulier would get any more for one is a debatable point. No doubt the rail lobby would grumble too--although Big-MAXX does have one killer green credential--it can be carried on a German railway flat car making it appropriate for piggy-back operations, something the greens go for.

Of course if we ARE going to push for longer artics Biglorryblog is tempted to suggest that there are better things of using the extra space than than simply pulling a longer trailer. And here's a picture clue for you.

Yep--why not have a bigger CAB for drivers? Now there's an idea. And it would also mean that BLB's favourite truck the Scania Longline (pictured behind yours truly) would finally come into its own....now click through here for a picture of the inside of a Longline and a great shot of a French-resgistered one from 'The Boss'.

'Keeper of the Flame' Martin Phippard has been on his travels and he says: "Hi Brian, I'v just returned from a couple of days in Sweden and thought you might enjoy the attached.

Martin goes on to say: "As you will note these are Swedish B-trains or 'links' as they tend to call them. The first few are used to haul coils of steel and the last is one of the special overlength combinations permitted to operate only on short runs on public roads within the Gothenburg dock area."

All this is evidence, as if any were needed, of the increasing number of Swedish operators shifting to B-train outfits. Regards,

Martin." Of course what I find interesting is that it's not a Scania or a Volvo but an MAN....! Now click through here for that special

Overlength B-double... 

Germany 1...Sweden nil!

Ever wondered how you can carry 19m long logs on a conventional Kenworth artic with a normal length logging trailer, when you really need a 26m B-double? The answer is simple if you've got an Elphinstone Engineering 'Easy Loader Long Logger Log Trailer':

I have Bert de Vuyst to thank for tipping me off on this great video clip. For more information BLB heartily recommends you visit the Elphinstone website, and while you're there check out the B-triple video too (or click through below). It's awesome! Those Aussies, they do some VERY neat transport engineering.

I guess no one should be surprised by yesterday's annoucement that we're not going to get LHV trials in the UK...only the excuses used to deny them. For example, the long-awaited report on LHVs (which would have triggered on-road trials) delared that LHVs would increase CO2 emissions because loads would be shifted from road to rail. It also raised concerns about infrastructure, as LHVs would not be suitable for many roads (I think we could have worked that one out ourselves but then they were only going to be used on those trunk routes capable of handling them). To a man (and woman) the trade associations have all described it as a "wasted opportunity/missed opportunity" etc, etc. (tick one from column A and one from column B). What do BLB readers think?

But then isn't that what the Department of Transport is all about? When it comes to taking bold decisions like LHVs and Lorry Road User Charging it's never missed an opportunity...to miss an opportunity. Or am I being unkind? In truth the architect of the decision is of course Transport Secretary Ruth Kelly---and she'd already let her views on LHVs be known at the recent Parliamentary questions.

Does Biglorryblog also detect the dead-hand of the rail lobby in this too? Being unable to negotiate their own track costs (which would make them more competitive against road freight) the rail lobby continues to grumble about the low costs of road transport. Well take it up with the Great British Consumer guys because truck operators clearly aren't making any decent money out of cheap road transport either.... and has anyone worked out that you still need a truck at the start and finish of every rail journey?

Or maybe it's simply a case of this deeply unpopular Government being terrified of any more bad press and back-bench revolts? Perhaps I'm being simple-minded..but isn't the best way to test a theory (i.e. that LHVs would reduce emissions, increase productivity and help cut the number of trucks on the road) to try it out... ?

Now click through here for at least a small crumb of comfort...

Biglorryblog has been contacted by two of his regular 'Cloggie Chums' Niels Jansen and Iep van der Meer who bring BLB the latest news on the Longer Heavier Vehicle (LHV) front from Holland--and it's good news too. Niels tells me "Hi Brian, maybe this is of interest to readers of BLB. Where your Government recently announced that 'supertrucks' of 25.25m will not be allowed on British roads, the Dutch Minister of Transport has lifted the maximum GCW for LHV's again to 60 tonnes as of immediately!"

Niels goes on: "There had been a ban on top weight LHV's from November 2007 after some bridges in Holland had shown weak spots. After much lobbying from transport organisations, the government asked the TNO Research Institute in Delft to examine the damage to bridges and the effect by heavy trucks. It appeared that maximum length LHV's running at 60 tonnes did not have any influence on the failure of the structures. What's more, they proved to be  less damaging than a standard 50-tonne truck and trailer of 18.75m. The weight of an LHV is spread over a longer distance and more axles. Due to the lower weight stipulations, almost half of the LHV operators had parked up their rigs since the fall of 2007. Now that the 60-tonnes limit is back, their use will rapidly see an increase again. And that's good news, because the savings that longer and heavier trucks can achieve is considerable. Regards Niels."

Meanwhile click through here for more on the subject from Iep.

Yes, yes I know I've been neglecting my beloved Biglorryblog army. Reason? For those that don't know I've been asked to come back and edit Commercial Motor on a full-time basis after having had a whale of a time looking after Truck & Driver. And that's taking up a fair bit of my time! Anyway Martin 'keeper of the Flame' Phippard e-mailed me to see if I was alright (based on the lack of new posts on BLB) which was nice. Indeed he says: "I am naturally solicitous of your well being but also because the amount of 'raw meat' finding its way on to BLB in recent days has been a little less abundant than we have become accustomed to. Attached you will find an image of a mighty Mack four-trailer road train belonging to Wagner's Transport. This should prove worthy of BLB, I hope."

Indeed it does Martin and this is the first of some new blogs I'll do tonight so be patient the lot of yer!