bobthedog:
Erm, Colorado and Maine have green plates… Well, green writing.
It can be red in CO too, but Vermont, Alaska and Delaware are the only non white backgrounds, VT is green, AK is yellow and DE is blue, oh and some older California plates are blue too, as are vintage plates in Wisconsin 
Not that I’m a nerd or anything… 
newmercman:
The Scania was, as I said, in a convoy, that mob who compete in the offshore powerboat championships are mostly based in Dubai or somewhere like that, which may explain the green number plate, if it is indeed green, the only US state with a green number plate is Vermont, so they may be temporary Vermont plates if they shipped in through Montreal and headed straight southOh and it’s a 6x2 lift axle, that rear axle is a twin wheeled tag, it didn’t appear to be stuck Crazyfast, so it would seem the 6x4 is now officially redundant in the USA
)
I did’nt say that it was a 6x4 only that from a distance it looked like it ‘might’ be.But the chances of the yanks wanting to import euro trucks when their own are better are obviously low. But it’s my guess that your guvnor has’nt taken your advice to euro ise that Pete,by fitting the thing with a 6x2 driveline and a speed limiter set at 85kmh and a tacho,yet and all the other zb that would take it outside of DOT regs .But looking at that Scania closely it does’nt look like it’s got any of the DOT weights id etc written on the side where you’d usually see it 
.But an own account,temporary entry,race transport operation,is’nt the same thing as trying to use a Brit 6x2 Scania and euro tri axle trailer,loaded at 36t let alone 44 t gross,on a TIR UK-USA operation. 
.But it would be interesting to see how far it would get at 36 t gross running from Montreal or Halifax to LA in the winter.It would be evens odds which one stopped it first.The law or the weather.
The Scaarneer is Dubai registered and part of the World Class 1 (?) Offshore powerboat circus, I even saw some Aussie registered trucks on the M42 a few years back when they were moving from Plymouth to Norway - sod piddling F1 now THAT would be the job to be on 
jj72:
The Scaarneer is Dubai registered and part of the World Class 1 (?) Offshore powerboat circus, I even saw some Aussie registered trucks on the M42 a few years back when they were moving from Plymouth to Norway - sod piddling F1 now THAT would be the job to be on
I’d prefer the regular TIR run between North America and Europe with the cab over US spec Kenworth thanks. 
I used to own a Renault Magnum, T36 KJN, which was owned from new by Unitruc of
Southend On Sea.
When I bought it from them in 2002 it had only 67000 km on the clock and had been
used primarily to transport racing cars, including a tour of the United States - so it is
possible to use a UK reg truck over there.
K
Crazyfast,
The weights on the side of the truck are not required by law, mine only has the DOT number and the VIN number, that’s the only stuff required, some people just love a sticker though, so they put everything on there 
If I was speccing a truck from new myself it would have a single drive axle with a locking diff, I would probably go with a midlift too, to get the best traction in the winter, then I could run low rolling resistance trailer tyres on the midlift, so that even when they were on the ground I increased my economy as much as possible, this coupled with the lower parasitic losses from the driveline would instantly give me a 1 mpg advantage over a 6x4, with no loss of traction due to the lift axle allowing me to put as much as 34000lb to the ground when I needed to. That 1mpg fuel saving is worth around 10 grand at current prices, so my 5 grand investment in a lift axle (taking into account the saving from only speccing one drive axle from new) would see a return after 6 months, after that it’s all profit and as we’re talking about a 7yr, million mile lifespan before I even need to do pistons and liners, I’m 75 grand ahead over the truck’s first life, after a rebuild another 30-40 grand hits my bank, which basically means that a lift axle will pay for the whole truck over it’s lifetime 
I also would have no problem running around at 55mph if I was paying for the fuel, I may not get as many miles done in a day, but my profit margin would increase significantly, so I wouldn’t need to anyway, belting around for 180000 miles a year at 75mph doing 5mpg to earn the same money as 120000 miles at 55mph and 7mpg is just being a busy fool, no need to ask which category you’d fall into, you already have the fool part covered
newmercman:
Crazyfast,The weights on the side of the truck are not required by law, mine only has the DOT number and the VIN number, that’s the only stuff required, some people just love a sticker though, so they put everything on there
If I was speccing a truck from new myself it would have a single drive axle with a locking diff, I would probably go with a midlift too, to get the best traction in the winter, then I could run low rolling resistance trailer tyres on the midlift, so that even when they were on the ground I increased my economy as much as possible, this coupled with the lower parasitic losses from the driveline would instantly give me a 1 mpg advantage over a 6x4, with no loss of traction due to the lift axle allowing me to put as much as 34000lb to the ground when I needed to. That 1mpg fuel saving is worth around 10 grand at current prices, so my 5 grand investment in a lift axle (taking into account the saving from only speccing one drive axle from new) would see a return after 6 months, after that it’s all profit and as we’re talking about a 7yr, million mile lifespan before I even need to do pistons and liners, I’m 75 grand ahead over the truck’s first life, after a rebuild another 30-40 grand hits my bank, which basically means that a lift axle will pay for the whole truck over it’s lifetime
I also would have no problem running around at 55mph if I was paying for the fuel, I may not get as many miles done in a day, but my profit margin would increase significantly, so I wouldn’t need to anyway, belting around for 180000 miles a year at 75mph doing 5mpg to earn the same money as 120000 miles at 55mph and 7mpg is just being a busy fool, no need to ask which category you’d fall into, you already have the fool part covered
Sounds good in theory but the yanks seem to have proven that their way works best or their industry would be in the same state as ours .But I still reckon that there’s a flaw in that 20,000-34,000 lb single drive axle idea and 85 kmh running speed idea (they already tried the 55 limit for fuel saving reasons years ago long before we did and spent more on radar detectors and CB gear than they saved in fuel ) but why let proven yank design and running speeds stand in the way of modern Brit theory.By the way can you post this and that lift axle argument on the yank site of trucknet to see what the remaining sane world thinks But if they all agree with you over there it’s a lost cause.
I wonder if anybody has any back copies of the Mercedes magazine “Im aller Welt” English edition. Shortly after the Powerliner was introduced around there was an article in there about a 1644 taking a load of computer components from France to California. The load was apparently uninsurable in a container or unaccompanied trailer and the volume meant that flying was also discounted. The article followed the load being done driver accompanied shipping out of Le Havre, I don’t remember if the driver sailed or flew. Why does my brain retain trivia like this?
acd1202:
I wonder if anybody has any back copies of the Mercedes magazine “Im aller Welt” English edition. Shortly after the Powerliner was introduced around there was an article in there about a 1644 taking a load of computer components from France to California. The load was apparently uninsurable in a container or unaccompanied trailer and the volume meant that flying was also discounted. The article followed the load being done driver accompanied shipping out of Le Havre, I don’t remember if the driver sailed or flew. Why does my brain retain trivia like this?
Sounds impossible .I actually got the info from the US and Brit authorities (DOT for truck spec and ours for issuing a TIR carnet for North America) and the conclusion was that they’d stop a Euro spec/registered truck if it was carrying a load for delivery in the US and/or likewise collection of a return load if you got that far.The story sounds more like a publicity demo run empty .But if it’s true then maybe the regs were changed since but the costs for ro ro of an artic outfit on ACL would have been a lot more than the costs of airfreighting a trailer load,let alone a container,and most airfreight carriers can carry the volume carried by an artic outfit and more on one plane shipment.But if it was’nt for the economics of that shipping rate I’d have been running on that type of job regularly,working for myself,more than 15 years ago.
.
Carryfast:
I’d prefer the regular TIR run between North America and Europe with the cab over US spec Kenworth thanks.
In Father Ted voice: Yes, but the powerboat job is REAL, yours is IMAGINARY - do you see Dougal?
I looked into sending a 3 year old FH16 to the US back in 1999 as I had returned some fragile machinery to UK for rebuild after it got damaged on containers on the way out first time - unfortunately it wasn’t worth the hassle and Volvo UK didn’t want to approach Volvo-White over there to try help
jj72:
Carryfast:
I’d prefer the regular TIR run between North America and Europe with the cab over US spec Kenworth thanks.In Father Ted voice: Yes, but the powerboat job is REAL, yours is IMAGINARY - do you see Dougal?
I looked into sending a 3 year old FH16 to the US back in 1999 as I had returned some fragile machinery to UK for rebuild after it got damaged on containers on the way out first time - unfortunately it wasn’t worth the hassle and Volvo UK didn’t want to approach Volvo-White over there to try help
Which sort of confirms what I’ve been saying concerning the limits of road transport between Europe and North America.But a sub contract accompanied TIR traction operation ‘would/could’ be just as real as that own account temporary entry race transport job.It does’nt take a brand new White to do it.Just like here a used older yank unit with lots of life left in it would do the job fine.But the ro ro rate stops the economic viability.I was just saying which type of operation I’d prefer to be doing.Yes the power boat transport is real but it’s not a regular commercial operation regularly available to many (any) British drivers based here .So effectively it’s just as imaginary as mine is.But ‘if’ that ro ro rate was reduced it would be a very different story.
Back to the origional post, Gwynedd Shipping have never pulled any kind of american trailer.
There were a lot of them around 12 quays docks tho, red and white stripes on them with no side guards.
Rawcliffes pulled some ages back, i’m not sure on what contact tho.
Gwynedd do pull Airbus wings on stillages, but on their own extenders, from Llay to Prestwick.
The forty footer flats have been around for 30 years at least,Ifirst saw one coming through Widnes in 1981 but Ithought the last one I saw earlier this year, was being pulled by Johnsons from Ormskirk way[?],similar colour-(ish) to Gwynned.TRUCK tested the Roadtrain that pulled the low loader when Richard Noble took THRUST to that dry lake in the US for the first speed record,though pulling a local flat which they said took a while to rig up to the Unit. For the second attempt they had a High Datum Roadtrain,which can be seen entering the USAF base when they were testing the rocket car. The film of the last attempt appears to show MAN unit(s) at base camp.Wynn’s sent trailers direct to the US to be pulled by a local heavy hauler possibly in the 60’s and NY area, both specialist stuff of course.
Gwynedd Shipping were set up as an Irish sea freight company who origionally used R.J.Roberts of Holyhead as a Haulier. (anyone got any pics of their creamy yellow powerliners?)
Johnshons have an identical paint job to Rawcliffes, i’m not sure why other than to say imitationis the sincerest form of flattery!!!
The Rawcliffe brothers of Ormskirk (now Skem) then bought R.J.Roberts… who then painted the trucks in an identical colour scheme to the Rawcliffe trucks, like this…
Then GSL took the haulage in house and repainted the fleet like this:
carryfast:
‘if’ that ro ro rate was reduced it would be a very different story.
Not really, why would anyone pay a driver to sit on a boat for minimum 8 days each way, or at home and then fly out to NY/NJ?! Not many even do that for 24/36 hours to Denmark or Sweden
If anyone has Bob Tuck’s book “Carrying Cargo” there’s a cracking photo of one of Graham Adams’ Seddons in the US carrying Blue Flame to Bonneville in 1960
jj72:
carryfast:
‘if’ that ro ro rate was reduced it would be a very different story.Not really, why would anyone pay a driver to sit on a boat for minimum 8 days each way, or at home and then fly out to NY/NJ?! Not many even do that for 24/36 hours to Denmark or Sweden
If anyone has Bob Tuck’s book “Carrying Cargo” there’s a cracking photo of one of Graham Adams’ Seddons in the US carrying Blue Flame to Bonneville in 1960
No one would be paying the driver while the outfit was sitting on a boat.But like many international jobs this one would have been more suited to an owner driver operation.It’s therefore paid by the mile.But it’s a lot of miles at much lower fuel costs,at around the same rate per mile as you’d get paid here.If I was doing regular europe-north america return runs I’d want those days off between.But with tacho regs and weekend stoppages on euro work you would’nt get many,if any,more miles done per month running 5-6 days per week,every week,than you’d get done in a month of doing most of those miles in North America at their speeds,under their hours regs,instead,and that’s allowing for the quality break you’d get at home,while the truck is sitting on the boat during that period.But if anyone really just wants to have a life of work then they could do some agency work during those days while the outfit is crossing in each direction. But long before 1999 I’d already put all of the figures together of potential costs versus potential earnings working on a ro ro shipping rate,for an artic outfit,that was equivalent to that for a container .This time I think even newmercman would agree that there’s a method to my madness.
Carryfast:
This time I think even newmercman would agree that there’s a method to my madness.
You shouldn’t ‘think’ Crazyfast, that’s when the problems start
I reckon your current idea is as bad as all the rest of your plans for ■■■■■■■■■■ of the transport industry, you’ve now given up on the Poles and are redy to take on the Americans but just for argument’s sake, what exactly are you going to carry on your TransAtlantic operation? Pretty much the only thing the UK exports to America are empty sea containers, they have ships that carry 6500 TEUs, I very much doubt they need you to help out, even in one of your wagon and drags with a 20’ on the prime mover and a 40’ on the drag
Nurse Ratchett must’ve mellowed in her old age to allow you near a computer, mind you, even though you’re as silly as a box of frogs, I find you entertaining
Carryfast:
jj72:
carryfast:
‘if’ that ro ro rate was reduced it would be a very different story.Not really, why would anyone pay a driver to sit on a boat for minimum 8 days each way, or at home and then fly out to NY/NJ?! Not many even do that for 24/36 hours to Denmark or Sweden
If anyone has Bob Tuck’s book “Carrying Cargo” there’s a cracking photo of one of Graham Adams’ Seddons in the US carrying Blue Flame to Bonneville in 1960
No one would be paying the driver while the outfit was sitting on a boat.But like many international jobs this one would have been more suited to an owner driver operation.It’s therefore paid by the mile.But it’s a lot of miles at much lower fuel costs,at around the same rate per mile as you’d get paid here.If I was doing regular europe-north america return runs I’d want those days off between.But with tacho regs and weekend stoppages on euro work you would’nt get many,if any,more miles done per month running 5-6 days per week,every week,than you’d get done in a month of doing most of those miles in North America at their speeds,under their hours regs,instead,and that’s allowing for the quality break you’d get at home,while the truck is sitting on the boat during that period.But if anyone really just wants to have a life of work then they could do some agency work during those days while the outfit is crossing in each direction.
Carryfast you have cracked it get down to your local truck dealers and order the rig. With the royal wedding coming up we will be exporting loads of old crap like roal tea towels cups snow globes etc you could do an express service load in china where all this crap is make and express delivery by carryfast transport to the usa this time next year you will be a millionare.
kr79:
Carryfast:
Harry Monk:
Carryfast:
If it’s a 6x4 euro race boat transporter I can just hear newmercman shouting what’s wrong with you people over there using such outdated yank technology.It appears to be US-registered, it has a green number plate.
Blimey that’s a relief I thought you was going to say that it’s Polish.
I know scania imported trucks to the us in the 80s and 90s but thought they stopped when the 4 series came out. They never sold in great numbers probbaly due to the americans resistance to anything they dont know they were mainly carryfasts beloved 6x4s but with a scania driveline and were mainly sold on the east coast.One of the reasons they never took off was the fact they never had a nationwide sales and suppourt network but the guy i spoke to had two t cab 113s and a t cab 143 one had the standard scania sleeper and the other two were day cabs with the traditional added on sleeper compartment and he thought they were head and shoulders above the us trucks of the time.
kr79, you are right about Scanias being imported, I used to see quite a few on the east coast late 80s. As you said the back up was a problem, the same situation Iveco had with the Fiat engined light vans. Budget rent a car were their biggest customer nationwide but support was poor and they lost out to Isuzu.
Volvo, had their F7 4x2 units, and f6 ridgids here in the 90s.
I can not remember where I saw it, but I did see the Route 66 Magnum, but I thought it was an older model than the one in the video.