Well I thought it was neat......

Budapest was where i first saw a steerable rear axle on a big tour bus. it took me a while to figure out how they could get those big busses around tight corners without peeling the mirrors off or jumping curbs with the rear wheels

Well there is couple points about truck/trailer set ups that change backing up drastically. Single axle
dollies with short draw bar is the toughest to back, any uneven terrain or just a few dollar sized rocks
can cause it to dart quickly. Two axle dollies with a ten foot draw bar are about 100 times easier to
back up, one axle counter acts the other because of drag. Really it's all about watching the direction
of tires on the dolly more than watching the whole trailer when backing, Plus not over correcting.
The longer the draw bar the slower the action on the dolly.

56wrench said:

also, around here a lot of the signs would be damaged

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In my experience usually by bullet holes ....

Truck Shop said:

Well there is couple points about truck/trailer set ups that change backing up drastically. Single axle dollies with short draw bar is the toughest to back, any uneven terrain or just a few dollar sized rocks can cause it to dart quickly. Two axle dollies with a ten foot draw bar are about 100 times easier to back up, one axle counter acts the other because of drag. Really it's all about watching the direction of tires on the dolly more than watching the whole trailer when backing, Plus not over correcting. The longer the draw bar the slower the action on the dolly.

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Good point. Did you notice that the drawbar on the DAF rig seemed to be about 20ft long...... the hitch was hidden way under the back end of the truck.

I wonder what the price tag is on this..?

Nige said:

I wonder what the price tag is on this..?

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Expensive.
We have a similar kind of trailer, and the price tag would make your eyes water.

For what it can do, and that'll be obviously reflected in the chargeout rate, I imagine it's worth every penny.

In one of the last shots it's shown going up a hill, and it's pretty flexible up and down. I would really wonder about the utility of it. It sure wouldn't take a point load very much.

Nige said:

Try reversing one of these. These guys make it look easy.......

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I noticed they were fairly straight before they backed up. I wonder if the dolly under the tag trailer has a air actuated pin lock to keep it straight while backing up. The short wood log trucks with 4 wheel pup trailers nearly all run that feature here. Usually they back around empty on the landing before they load, but even loaded they are a dream to back up as long as you are not trying to cut them sharp.

One of my favorite truck/trailer rigs I use to work on years ago, Owned by the nick name {The Chrome Brothers} She sported a 3408 and ran like a bat. Notice the long draw bar and pintle
hitch recessed under the bed. One other point by having the after frame on the truck with the pintle mounted there it takes little corrective steering to keep the trailer going in the direction
wanted. Top photo.

The fuel transports are my old place of employment {WWFC Walla Walla Farmers Co Op} now CHS. I bought all of these for the Co Op. The KW Transport I picked up used off a repo for
$144,000 complete with 200,000 miles on it, all 1998 year with matching Beall front vessel and four axle Beall trailer. The truck had a 550 cat and 18 spd and every feature offered at the time.
It was a Cadillac to drive and back up-notice the draw bar length and truck after frame. The three axle Peerless trailer even with the long draw bar was a bit to back. The three axle truck in
the back ground I built, it was a four compartment bottom loader with meters and hose reels for farm delivery and set up to pull the Peerless three axle trailer. The 98 KW transport
had a 5,400 gal front vessel and the trailer was 7,400, She could pack 11,300 gallons of gas max no dome out. That transport at the time it was built was $270,000.--$340,000 today.

old-iron-habit said:

I noticed they were fairly straight before they backed up. I wonder if the dolly under the tag trailer has a air actuated pin lock to keep it straight while backing up. The short wood log trucks with 4 wheel pup trailers nearly all run that feature here. Usually they back around empty on the landing before they load, but even loaded they are a dream to back up as long as you are not trying to cut them sharp.

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We have similar trailers here (known as full trailers), I've heard stories about them having lockable bogies in the early days, but I've certainly never seen one with such. I don't think it's legal any more.
And there's nothing quite like trying to back one off a busy street with everybody watching!

It's done here in some cases with A-Trains 40' lead with 20' pup, some are set up with a drop pin on the dolly turn table. Other wise known as a German Ring.

Apart from the sound a perfect illustration of why a manoeuvrable truck is an essential on European roads ....... wide they ain't..!!

This guy is a truck and trailer hand!

Mother Deuce said:

This guy is a truck and trailer hand!

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he`s got it down pat. but i bet he did`nt do it that fast the first time around

He did a good job no doubt-But I in that line of business it's to be expected. I seriously doubt he would try that with vans at least any vans that were straight. Loggers do have a tendency to
lets say--abuse equipment.

Anybody in NZ or Australia who has driven a tipper learns pretty quick how to successfully jackknife the trailer. I've only had limited experience with tippers, but have spent many years driving flat-deck units where the same skills have come in handy countless times.

Nige said:

Apart from the sound a perfect illustration of why a manoeuvrable truck is an essential on European roads ....... wide they ain't..!!

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Definitely no shoulder to pull off on. What is that awful noise that sounds like gear grinding when it shifts? At first I thought it was the driver, but than I noticed that it auto shifted and made the same noise when his hands were in plain sight. I like the throaty engine sound.

That’s the Scania Opticruise box shifting. The transmission is a manual with a conventional clutch but shifts are electronically-controlled and are automatic. I think TS has referred to the type before as AMT. Not 100% sure but I’d guess the sound is the air shifter operating as it selects the next gear, or maybe a whiff of exhaust brake as the engine speed is sychronized to select the next gear. I see from the notes that the mike was mounted on the front of the trailer to capture the exhaust noise. That would put it right over the top of the transmission. That shifting noise isn’t usually so noticeable.