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2nd June 1972, Page 82
2nd June 1972
Page 82
Page 83
Page 82, 2nd June 1972 — attics and
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Which of the following most accurately describes the problem?

milers

MILERS ARE CATCHING ON

Long distance operation

All of them report that the main interest seems to be in purchasing for long-distance motorway operation between terminals. Own-account operators are more interested in the concept than hauliers but this may be because orders from hauliers are thin at present owing to the difficult period which the industry is experiencing. In the own-account sector the main group of operators that to date have bought drawbar trailers are those who have required high-capacity boxvans. Crane Fruehauf is particularly catering for this sector of the market as is York. In contrast, Taskers' effort is beamed at container chassis, flats, flats with bolsters and chassis for bodies of different kinds. It would be wrong, however, to give the impression that York and Crane Fruehauf are concentrating on boxvans to the exclusion of all else. This is far from the case.

The level of interest in drawbar trailers has caused York to decide to switch from an individual basis of building of York truck equipment to production on a line basis. In fact, York has designed a range of drawbar platform trailers to a standard specification for quantity production at the company's Corby plant.

Models plated from 12 to 20 tons gross trailer weight are included; their approximate payload ratings range from 9 to 16.5 tons. York's Tal single-axle suspension with variable-rate springs are to be employed on these new off-the-shelf models. In all cases twin 20in. wheels are fitted on both axles, with a common tyre size front and rear, according to the plated axle weight — which varies from 6.5 tons on the 12-tonner to 10 tons on the largest unit. Deck height varies according to model. from 491 to 52in. Platform lengths from 18 to 24ft are listed, to which must be added 5ft as the nominal length of the drawbar which takes the form of a hinged A-frame pivoted on 4fin.-long bushed hinges. Unladen weights of complete York FDB trailers vary from 2 tons 18cwt on an 18ft 12-tonner, to 3 tons 1.4cwt in the case of a 24ft-long 20 tons gross model.

York, of course, offers a fixed A-frame dolly with wind-down support legs which is being used by a number of pioneer drawbar trailer users.

Crane Fruehauf's range of drawbar models runs from the RBB-CD 1/11 at 10.5 tons gtw to the RBB-CD 1/16 at 16 tons, the intermediate models being rated at 12 tons and 14 tons. It also offers its E /F1 /E dolly and a point made strongly about both trailers and dollies is that they are all available with small wheels and tyres which give 9 tons loadings at restricted speeds (40 mph and under) and 8.4 tons unrestricted (motorways) and permit loading deck heights of 3ft 2in. to be achieved. A point worth mentioning here is that correct tyre equipment and loadings are especially important on drawbar trailers fitting small diameter wheels. Several Concerns have fitted low-loader, smalldiameter tyres and then run them at high speed on motorways. The result has been tyre fires. Taskers besides offering dollies has a complete range of drawbar trailers. These are divided into three main ranges. Models DLT designed are built for operation behind light trucks; models DHT for operation behind heavy trucks and models DLL when a low loading height is required. Platform lengths are designed from 4m to 12m in 500 mm increments. Widths as standard are

2.5m except for DLT 10 which is 7ft 6in. and platform heights are dependent on model type.

As more of a builder of "specials", Dyson (like Taskers) supplies a good number of drawbar trailers for operation overseas. These are three main types, the T10 with a plated gtw of 10 tons (payload 8 tons), the T13 at 13 tons (payload 10+ tons) and T16 at 16 tons (payload 13 tons).

These and other models are offered in a variety of forms from flats to pole trailers as purpose-built drawbar trailers, and as semi-trailers with detachable dolly converters. Dollies, by themselves, are also available.

If this article had been written at the turn of the year the name of Scammell Lorries would probably not have appeared. However, two months ago Scammell came on the drawbar trailer scene with a range of drawbar trailers, available with either integral turntables or detachable drawbardollies. Both types have a gross capacity of 16 tons, and three body arrangements are offered in lengths between 20ft and 30ft.

Apart from the front axle and drawbar assembly, the construction of the trailer is the same as an equivalent-size Scammell semi-trailer; with the dolly model, the rear part can be detached from the dolly and used as a conventional semi-trailer with a normal fifth-wheel equipped tractor.

The trailers are offered as flat flatforms, twistlock skeletals or as dual-purpose platform models equipped with retractable twistlocks.

Typical unladen weights are 3.3 tons for a 20ft-long dual-purpose standard drawbar model and 3.1 tons for a 20ft-long skeletal model complete with dolly. The dolly itself weighs 1.25 tons.

Scrutiny of this basic information reveals that there has been a big increase in the number of different trailer designs available. From the manufacturer's figures given to me over the past two years home market demand has gone up virtually from zero to an estimated level approaching 10 a week (all manufacturers and including dollies). However, demand is rising all the time. To meet this. designs so far available are very much of a bread-and-butter nature with a notable absence at this stage, of any attempt to experiment with basic fundamentals. Designs tend to be American in their origin rather than Continental.

Quite a few drawbar trailers are being

built to comply with TIR requirements with an eye on running internationally. However, a Continental influence on design is only likely to be felt if minimum and maximum turning circle requirements, on the German lines, are introduced, as proposed in the European Economic Community. In such circumstances self-steering axles may be introduced.

Proper matching of hauling vehicles and trailers needs to be given more attention and, if anything, there is more of a lack of availability in hauling vehicle designs than trailers. Main points of deficiency concern underpowering of four-wheelers to meet the demands of hauling at 32 tons gtw at 6 bhp per ton, let alone 8 bhp, positioning of axles and overhang, and inadequacy of coupling designs. Until the latest Neate designs originated the British industry was heavily dependent upon Continental suppliers of good towing eyes and jaws.

The British industry has a long way to go before it matches the Dutch situation where production of drawbars very nearly matches the production of semi-trailers, but the first step is to make the trailer designs available. British trailer makers are well under way to doing this.

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Locations: Crane Fruehauf, York

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