Pup trailers

[3 Horse Ranch]

I know these, but this isnt a rigid truck with a pup trailer...

I have not seen a truck and pup side dump in the Pacific Northwest. When that is needed there are plenty of the side dumps semi-trailers around to do the job.

 

[Hay Dude]

Not sure if ive seen one around here in the East, either…

 

[Renze]

You dont see North American style side or bottom dumps here either.

By far the most common construction semitrailer is the conventional 3 axle rigid configuration with a 4x2 truck pulling it.

In Germany you will find 2 axle trailers with a 6x4 tractor, and in Holland you will find a 6x2 truck with pusher axle in front of the 3 axle trailer, to utilise the max combined weight of 50 ton.
Another method of utilising (close to) the max combined weight of 50 ton is to set the trailer axles more than 1.80m (6 feet) apart so 10 instead of 9 ton per axle is allowed, without exception with forced turntable steering on the 1st and last axle. This puts you on 49 ton Gcvw with a regular 4x2 truck in front.

 

[3 Horse Ranch]

You dont see North American style side or bottom dumps here either.

By far the most common construction semitrailer is the conventional 3 axle rigid configuration with a 4x2 truck pulling it.

In Germany you will find 2 axle trailers with a 6x4 tractor, and in Holland you will find a 6x2 truck with pusher axle in front of the 3 axle trailer, to utilise the max combined weight of 50 ton.
Another method of utilising (close to) the max combined weight of 50 ton is to set the trailer axles more than 1.80m (6 feet) apart so 10 instead of 9 ton per axle is allowed, without exception with forced turntable steering on the 1st and last axle. This puts you on 49 ton Gcvw with a regular 4x2 truck in front.

In North America, the cabover has pretty much gone the way of the Dodo bird. There are still a few around but they aren't at all common. Europe and North America are different in their approaches to trucking because of their different needs. Very little in the US or Canada is much over 150 years old and especially in the west, we have space to spare.

 

[Fallon]

In North America, the cabover has pretty much gone the way of the Dodo bird. There are still a few around but they aren't at all common. Europe and North America are different in their approaches to trucking because of their different needs. Very little in the US or Canada is much over 150 years old and especially in the west, we have space to spare.

Ya, interesting how things evolve. Lots more room in the US in cities & on roads. So we don't prioritize compactness like Europeans do.

 

[oliver1555]

Speed limits and aerodynamics play a large role, as well. Many interstates in the West have 80 MPH limits. That means traffic is usually exceeding that speed.

 

[Renze]

Speed limits and aerodynamics play a large role, as well. Many interstates in the West have 80 MPH limits. That means traffic is usually exceeding that speed.

Any advantage in aerodynamics of bonneted American trucks is nullified by air filters, steps and other parts sticking out. And the gap between cab and trailer is a source of wind drag too.

 

[Renze]

In North America, the cabover has pretty much gone the way of the Dodo bird. There are still a few around but they aren't at all common. Europe and North America are different in their approaches to trucking because of their different needs. Very little in the US or Canada is much over 150 years old and especially in the west, we have space to spare.

With rock, asphalt or sand, you dont need the length to get your payload, so its better to keep them short, which lessens the risk of overturning when the box is upright to unload.

Scania and Volvo made bonneted trucks on and off, mostly they alternate a generation because whenever either of the two starts making them again, they sell a few extra trucks to enthusiasts, but that effect wanes after a year or two so they stop selling them the next truck generation.

Even with space to spare on roads and industrial estates, when i see Ron Pratts recovery channel on youtube, its often a truck that couldnt make it through the corner on a residential building site delivery.

Good point about places being 150 years old, there are a lot of lanes in my area with big old oak trees on both sides, planted in the horse and wagon era. Those trees arent 150 years old, but even in the 50s they still didnt think big here, because motorised freight was scarce in the post war years... And treehuggers make it hard to make some room...

My father said, when he was young, the co-op delivered feed in 50kg bags with a 25hp tractor and a 6 ton wagon, and they just turned around between the house and the pig barn. When i was young, they had difficulties reversing the 49 ton steer axle bulk trailer in that same spot...

 

[3 Horse Ranch]

Any advantage in aerodynamics of bonneted American trucks is nullified by air filters, steps and other parts sticking out. And the gap between cab and trailer is a source of wind drag too.

Not much drag on this unit, and this is typical of modern designed tractors in North America. The trailers connect very close behind and often have skirts to help keep the underside of the trailer and axles from adding too much drag.

 

[3 Horse Ranch]

Ron Pratts recovery channel on youtube, its often a truck that couldnt make it through the corner on a residential building site delivery.

There are a lot of undertrained drivers in the U.S. and Canada. It really doesn't take a lot of extra room to make a 90 degree turn with a truck, but it does take some. I am guessing that most of these trucks are not the dump trucks that built the roads and prepared the site, but are drivers delivering components for the actual building,