discoman:
Carryfast:
That’s an A triple road train.
Feel free to explain how a B triple will match the payload capacity of that either load deck length or axle weight capacity.
Also the fact that whatever load you put on trailers 2 and 3 and where won’t affect the axle weights of trailers 1 and 2 respectively.
While 2.52-3.35 proves the total myth of supposed unstable, two points of artic, A train dollies.Oh wait our Ozzie expert doesn’t think that the dollies are bearing the load of trailers 2 and 3.
Oh dear, even in the descriptions you are trying to use to debunk us, it clearly states, full length road train …
Please read it … as what you have shown is a road train on Dollie’s,
Please, let me try to explain, one last time … companies are moving away from Dollie’s and using super B trailers ie quad axles because they carry more load than a dolly …
You understand companies are no longer using Dollie’s as it is safer and more gross weight capacity to use super B double trailer to pull goods ….
You really are clueless.
I think star down under might need to move before you appear in his back yard…
Yes I’ve shown an A train based on (mostly ) train weights with the exception of the expensive unproductive tractor unit which you lot call a prime mover because you don’t understand the difference.
But you said A trains don’t exist and dollies aren’t load bearing.
It’s not a 4 axle B lead trailer v a 2 axle dolly.Its a 4 axle B lead v a triaxle trailer AND a two or three axle dolly that’s 5 or 6 axles v 4.
Companies supposedly don’t want A trains but it was your Ozzie comrade who’d posted that video elsewhere, before me and it shows that they most definitely do.Just like any episode of Outback Truckers. Bearing in mind that it obviously takes legislation to force the choice against using them.
Clueless indeed.
Lucy:
Much as I hate to interrupt such an enjoyable thread, are we sure this isn’t just confusion caused by North American vs. Australian terminology? I mean, a “truck” in North America can just mean what we would call a pick-up, for example. And then there’s chips…
Getting back to basics if you’re serious about hauling a lot of weight you’re going to use a seperate trailer towed behind a ballast tractor on a drawbar on the principle of train weight not an artic.
So my ‘ideal job’ would be driving that 8x4 rigid prime mover pulling a triaxle trailer on a 3 axle dolly.That thing could really shift some weight without smashing the roads or its own driveline and it could turn corners.
Last but not least would cost a lot less than a tractor unit and a set of B trailers.
What says Rikki
Carryfast:
Lucy:
Much as I hate to interrupt such an enjoyable thread, are we sure this isn’t just confusion caused by North American vs. Australian terminology? I mean, a “truck” in North America can just mean what we would call a pick-up, for example. And then there’s chips…Getting back to basics if you’re serious about hauling a lot of weight you’re going to use a seperate trailer towed behind a ballast tractor on a drawbar on the principle of train weight not an artic.
So my ‘ideal job’ would be driving that 8x4 rigid prime mover pulling a triaxle trailer on a 3 axle dolly.That thing could really shift some weight without smashing the roads or its own driveline and it could turn corners.
Last but not least would cost a lot less than a tractor unit and a set of B trailers.
What says Rikki
Again Carryfast, you have demonstrated your total lack of knowledge, particularly regarding the ignored question of GTW and GCM.
Your airy fairy dream combination is far from the most efficient or versatile; Fact. If it was, don’t you think it woud be in common use? It is a legal configuration, but only any use in rare, specialised situations.
I can assure you B doubles are the most ubiquitous combination. Road trains, in various configurations are common but lack the versatility to displace A or B doubles.
Pull your head out of the sand, abandon your schoolboy fantasy and learn how the real world works.
Lesson 1: Module 1.0: Homework, research, comprehend and demonstrate your understanding of GTW and GCM.
switchlogic:
Yet again I’m left thinking how much time and energy you’ve wasted on thinking about pointless things. Imagine if you had directed your brain in a more productive direction
Yeah, just think, he could have revolutionised street sweeping. Pushing a broom whilst pulling another, stuck up his arse, he could have been master of the biggest sweeping combination in town. 
Carryfast:
discoman:
Carryfast:
That’s an A triple road train.
Feel free to explain how a B triple will match the payload capacity of that either load deck length or axle weight capacity.
Also the fact that whatever load you put on trailers 2 and 3 and where won’t affect the axle weights of trailers 1 and 2 respectively.
While 2.52-3.35 proves the total myth of supposed unstable, two points of artic, A train dollies.Oh wait our Ozzie expert doesn’t think that the dollies are bearing the load of trailers 2 and 3.
Oh dear, even in the descriptions you are trying to use to debunk us, it clearly states, full length road train …
Please read it … as what you have shown is a road train on Dollie’s,
Please, let me try to explain, one last time … companies are moving away from Dollie’s and using super B trailers ie quad axles because they carry more load than a dolly …
You understand companies are no longer using Dollie’s as it is safer and more gross weight capacity to use super B double trailer to pull goods ….
You really are clueless.
I think star down under might need to move before you appear in his back yard…Yes I’ve shown an A train based on (mostly ) train weights with the exception of the expensive unproductive tractor unit which you lot call a prime mover because you don’t understand the difference.
But you said A trains don’t exist and dollies aren’t load bearing.
It’s not a 4 axle B lead trailer v a 2 axle dolly.Its a 4 axle B lead v a triaxle trailer AND a two or three axle dolly that’s 5 or 6 axles v 4.
Companies supposedly don’t want A trains but it was your Ozzie comrade who’d posted that video elsewhere, before me and it shows that they most definitely do.Just like any episode of Outback Truckers. Bearing in mind that it obviously takes legislation to force the choice against using them.
Clueless indeed.
No, what you have shown is a B trailer being pulled by a dolly… what the new Super B trailers do are emit the requirements for a double axle dolly reducing 5 axles to 4 axle giving more weight capacity … when are you going to grasp, an A trailer is just a 20ft lead of a B trailer ….
None of them trailers are an A train … they are 3 B trailers, being pulled by a truck … prime mover, wagon, lorry, unit whatever.….
Dunno why you say you lot I passed my test in the UK in the early 2000’s … outback truckers? Your source, like uk using the stobart tv programme
as a source …
Ok, so do you understand the difference between gross and train weight?
Because, seems you are clutching straws …. Super enable an reduction of unladen weight to allow the B trailer to carry more weight , and to still be within the legal scopes, of state territories and NHRV rules.
Road trains, are not common, and legislators are pro super B double as it will help cut emissions.
There is A TRAIN for you.
Star down under.:
Carryfast:
Lucy:
Much as I hate to interrupt such an enjoyable thread, are we sure this isn’t just confusion caused by North American vs. Australian terminology? I mean, a “truck” in North America can just mean what we would call a pick-up, for example. And then there’s chips…Getting back to basics if you’re serious about hauling a lot of weight you’re going to use a seperate trailer towed behind a ballast tractor on a drawbar on the principle of train weight not an artic.
So my ‘ideal job’ would be driving that 8x4 rigid prime mover pulling a triaxle trailer on a 3 axle dolly.That thing could really shift some weight without smashing the roads or its own driveline and it could turn corners.
Last but not least would cost a lot less than a tractor unit and a set of B trailers.
What says RikkiAgain Carryfast, you have demonstrated your total lack of knowledge, particularly regarding the ignored question of GTW and GCM.
Your airy fairy dream combination is far from the most efficient or versatile; Fact. If it was, don’t you think it woud be in common use? It is a legal configuration, but only any use in rare, specialised situations.
I can assure you B doubles are the most ubiquitous combination. Road trains, in various configurations are common but lack the versatility to displace A or B doubles.
Pull your head out of the sand, abandon your schoolboy fantasy and learn how the real world works.
Lesson 1: Module 1.0: Homework, research, comprehend and demonstrate your understanding of GTW and GCM.
you are ruthless…. But honest.
Lucy:
Much as I hate to interrupt such an enjoyable thread, are we sure this isn’t just confusion caused by North American vs. Australian terminology? I mean, a “truck” in North America can just mean what we would call a pick-up, for example. And then there’s chips…
It’s far more than confusion of terminology. Despite Carryfast’s statement that we share the term, B train, with north America, that term is not in our vernacular.
He has been shown pictures, with descriptions, but his cognitive impairment has severely limited his comprehsion of the most basic method of learning.
He has created his own fantasy and cannot forsake that delusion.
So what do you make of this, Carryfast? How would you describe it, road train or B double?
youtu.be/bsAr53pLiGs
Star down under.:
Lucy:
Much as I hate to interrupt such an enjoyable thread, are we sure this isn’t just confusion caused by North American vs. Australian terminology? I mean, a “truck” in North America can just mean what we would call a pick-up, for example. And then there’s chips…It’s far more than confusion of terminology. Despite Carryfast’s statement that we share the term, B train, with north America, that term is not in our vernacular.
He has been shown pictures, with descriptions, but his cognitive impairment has severely limited his compression of the most basic method of learning.
He has created his own fantasy and cannot forsake that delusion.
Obviously not in your venacular because you don’t understand the origin or meaning of the term B configuration as opposed to A configuration.
Or the fact that an artic tractor unit can’t possibly be a prime mover.
I’ve also explained the difference between train weight v combination weight perfectly.
There is no weight transfer between the trailers or trailer and prime mover in the case of train weight.
You can load the prime mover or lead trailer/s up to their max gross permitted weight without having to bother about the gross weight or weight distribution, of what they are pulling transferring any of their weight onto them.
Star down under.:
So what do you make of this, Carryfast? How would you describe it, road train or B double?
youtu.be/bsAr53pLiGs
It’s just a pair of B double trailers interlinked by a dolly so you’ve just doubled all the compromises of the B lead trailer configuration either way .
It’s got just one extra axle than an A triple using tandem dollies.Youve doubled the downsides of the costs of two B lead trailers and their compromised load decks and weight capacity.
It makes no sense v an A triple using Tri axle dollies.
Let alone an NZ type 8 wheeler rigid pulling one Tri axle trailer with a 3 axle dolly in terms of return on investment.
Carryfast:
Star down under.:
Lucy:
Much as I hate to interrupt such an enjoyable thread, are we sure this isn’t just confusion caused by North American vs. Australian terminology? I mean, a “truck” in North America can just mean what we would call a pick-up, for example. And then there’s chips…It’s far more than confusion of terminology. Despite Carryfast’s statement that we share the term, B train, with north America, that term is not in our vernacular.
He has been shown pictures, with descriptions, but his cognitive impairment has severely limited his compression of the most basic method of learning.
He has created his own fantasy and cannot forsake that delusion.Obviously not in your venacular because you don’t understand the origin or meaning of the term B configuration as opposed to A configuration.
I and everyone, following this thread, except you, understand the difference between an A trailer and a B trailer, as used in Australia. You have been provided with pictures and simple descriptions, yet your cognitive impairment apparently prevents the absorption of the information.
Or the fact that an artic tractor unit can’t possibly be a prime mover.
You need to reference your favorite bedtime reading, Wikipedia. It clearly states that a tractor is an agricultural motorised machine. The term has been bastadised in North America and the U.K. to refer to what we in Australia call the prime mover.
Also cut and pasted from Wikipedia “Prime mover, a heavy-duty towing engine that provides motive power for hauling a towed or trailered load.”
I’ve also explained the difference between train weight v combination weight perfectly.
I must have missed that, could please quote where? I will then offer the appropriate apology.
There is no weight transfer between the trailers or trailer and prime mover in the case of train weight.
You can load the prime mover or lead trailer/s up to their max gross permitted weight without having to bother about the gross weight or weight distribution, of what they are pulling transferring any of their weight onto them.
What is the relevance of all this drivel?
The ultimate aim is to load axle groups and total mass within legislative requirements, the authorities do not care from which trailer the weight is imposed.
You classically demonstrate that simply owning a hammer, does not make a carpenter.
You have gleaned a modicum of information and believe it makes you the fount of all knowledge. Let people think you’re A fool, instead of taking to the keyboard and proving it.
In your fantasy, truck and dog combination, what overall length are you envisioning?
Star down under.:
The ultimate aim is to load axle groups and total mass within legislative requirements, the authorities do not care from which trailer the weight is imposed.
But the authorities do care when the weight or weight distribution of a trailer puts the gross or axle weights of the lead trailer or prime mover that it’s coupled to over weight.
It’s also easier to keep 5 or 6 axles within legislative requirements and make more profit doing it than 4.
Carryfast:
Star down under.:
So what do you make of this, Carryfast? How would you describe it, road train or B double?
youtu.be/bsAr53pLiGsIt’s just a pair of B double trailers interlinked by a dolly so you’ve just doubled all the compromises of the B lead trailer configuration either way .
It’s got just one extra axle than an A triple using tandem dollies.Youve doubled the downsides of the costs of two B lead trailers and their compromised load decks and weight capacity.
It makes no sense v an A triple using Tri axle dollies.
Let alone an NZ type 8 wheeler rigid pulling one Tri axle trailer with a 3 axle dolly in terms of return on investment.
Lordy, lordy, how many times do you need to be told? The B trailer is not the lead trailer. Learn the alphabet A, B, C, A comes first, the B comes after.
That four trailer combination is a BAB (B double + A dolly [can be two or three axles] + B double), in it’s entirety it is a road train.
B doubles have less restrictions on access, for obvious reasons. In my case, carting fuel from Townsville, on the eastern seaboard, to far west and north Queensland, road trains do not have access to the terminal, ergo, the combination has to be split up for loading. The break-up yard has to be manned as it is a legal requirement for fuel tankers to be constantly supervised by a person with access to a fire extinguisher (and I suppose, a phone would be handy, just in case). The closest yard with these facilities is twenty-five kilometres from the terminal. A three trailer combination assures three trips to the terminal, five disconections and six reconnection, providing there is room to park without need to disconnect unnecessarily. This assumes the loading process is performed without the dolly being disconnected at the Ring Feeder, which is permissible as a trailer and dolly are classed as B double.
A BAB only requires two trips, two disconnects and two connects, saving a minimum of three hours, more if I have to queue at the terminal. Three hours represents a third of my driving time to the destination.
There a many, many situations where access dictates the most efficient combination, it is far from restricted to my situation.
Stop going off half cocked, assuming you are an expert, with a small part of the information.
You might be relatively knowledgeable on transport at the local mothers’ and baby’s playgroup, but you are amongst professionals here; your ignorance shines like a beacon.
This showed up on another site, no info but I’ll take a stab at it, two A trailers pulling two B trailers ■■? How far off am I ?
remy:
0This showed up on another site, no info but I’ll take a stab at it, two A trailers pulling two B trailers ■■? How far off am I ?
Close, but no cigar today.
I had to look closely. It’s one A trailer (on the Kenworth) a B trailer on the A, then two B.s. on tri-axle dollies.
It’s a specialised combination and the twin steer, tri-drive locates it in remote Western Australia, working to/from mine/s.
It’s also a bit unusual in so much as the B double is generally on the back.
Star down under.:
remy:
0This showed up on another site, no info but I’ll take a stab at it, two A trailers pulling two B trailers ■■? How far off am I ?
Close, but no cigar today.
I had to look closely. It’s one A trailer (on the Kenworth) a B trailer on the A, then two B.s. on tri-axle dollies.
It’s a specialised combination and the twin steer, tri-drive locates it in remote Western Australia, working to/from mine/s.
It’s also a bit unusual in so much as the B double is generally on the back.
Thanks, being close is good for me. I’ll zoom in the photo now that I know what I’m looking at.
remy:
Star down under.:
remy:
0This showed up on another site, no info but I’ll take a stab at it, two A trailers pulling two B trailers ■■? How far off am I ?
Close, but no cigar today.
I had to look closely. It’s one A trailer (on the Kenworth) a B trailer on the A, then two B.s. on tri-axle dollies.
It’s a specialised combination and the twin steer, tri-drive locates it in remote Western Australia, working to/from mine/s.
It’s also a bit unusual in so much as the B double is generally on the back.Thanks, being close is good for me. I’ll zoom in the photo now that I know what I’m looking at.
Yeah, it all closely coupled so a bit hard to pick.
Star down under.:
Carryfast:
Star down under.:
So what do you make of this, Carryfast? How would you describe it, road train or B double?
youtu.be/bsAr53pLiGsIt’s just a pair of B double trailers interlinked by a dolly so you’ve just doubled all the compromises of the B lead trailer configuration either way .
It’s got just one extra axle than an A triple using tandem dollies.Youve doubled the downsides of the costs of two B lead trailers and their compromised load decks and weight capacity.
It makes no sense v an A triple using Tri axle dollies.
Let alone an NZ type 8 wheeler rigid pulling one Tri axle trailer with a 3 axle dolly in terms of return on investment.Lordy, lordy, how many times do you need to be told? The B trailer is not the lead trailer. Learn the alphabet A, B, C, A comes first, the B comes after.
That four trailer combination is a BAB (B double + A dolly [can be two or three axles] + B double), in it’s entirety it is a road train.
B doubles have less restrictions on access, for obvious reasons. In my case, carting fuel from Townsville, on the eastern seaboard, to far west and north Queensland, road trains do not have access to the terminal, ergo, the combination has to be split up for loading. The break-up yard has to be manned as it is a legal requirement for fuel tankers to be constantly supervised by a person with access to a fire extinguisher (and I suppose, a phone would be handy, just in case). The closest yard with these facilities is twenty-five kilometres from the terminal. A three trailer combination assures three trips to the terminal, five disconections and six reconnection, providing there is room to park without need to disconnect unnecessarily. This assumes the loading process is performed without the dolly being disconnected at the Ring Feeder, which is permissible as a trailer and dolly are classed as B double.
A BAB only requires two trips, two disconnects and two connects, saving a minimum of three hours, more if I have to queue at the terminal. Three hours represents a third of my driving time to the destination.
There a many, many situations where access dictates the most efficient combination, it is far from restricted to my situation.
Stop going off half cocked, assuming you are an expert, with a small part of the information.
You might be relatively knowledgeable on transport at the local mothers’ and baby’s playgroup, but you are amongst professionals here; your ignorance shines like a beacon.
Can you actually read.The alphabet only describes the method and configuration of coupling.
It’s a B configuration lead trailer which by definition means less load deck length less axle weight capacity and less payload capacity.
Unlike an A configuration lead trailer which has three axles and no weight transfer on its axles from the trailer which it’s pulling on a two or three axle dolly.
Now you’re being obtuse, nobody could be that thick, surely.