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Old June 13th, 2009, 10:23 PM   #201
Jeroen669
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For truckers (I know there are some) and non-truckers here, I wonder what's your favourite truck. For me it would be something like this:

#1 Daf
#2 Mercedes
#3 Volvo
#4 Scania
#5 MAN

Don't have experience yet with Renault and Iveco, so I can't judge about those...

When purely based on looks, I love Volvo and Scania, especially the newer models. Not to mention the torpedotrucks from those marks.

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Old June 13th, 2009, 10:52 PM   #202
ChrisZwolle
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Looks: American trucks
Space: American trucks
Economics: European trucks
Kitsch: Japanese trucks
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Old June 13th, 2009, 11:03 PM   #203
Jeroen669
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But how often do you see a American or Japanese truck here?
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Old June 14th, 2009, 12:08 AM   #204
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Quote:
Originally Posted by ChrisZwolle View Post
Actually, this figure baffles me too. I didn't expect it to be 99,2%/0,8% but more like 92/8. However, I drove past the new Betuwe freight line yesterday, and this was one of the numerous times I didn't saw a single train on it.
The Betuwe route has the same problems of Italian HSL lines: it has different electrification and signalling system of the main network, in this case, 25 kV instead of 1500 V DC and ETCS instead of (I think) ATB.

Because of this, trains have to be modified to run on it. And rail companies (*) apparently aren't really pressed to do this modifications on their trains, so they continue to use the existing 1500 V DC railways.

http://en.wikipedia.org/wiki/Betuweroute

(*) as for motorways, railways have been splitted into infrastructure and transport companies. Usually there is a national company owning tracks and one railway operator, plus others private operators.

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Originally Posted by H123Laci View Post
figures says its 99,1/0,9:

Domestic freight:
Trucks: 565.992.000 tonnes
Trains: 5.441.000 tonnes


You should compare also the tonnes*km.

Traffic, both passenger and goods, is mainly local.

100 people making 1 km each and 1 person travelling for 100 km are both 100 passenger*km.

As example transit traffic throught Switzerland (border to border), tha is long distance traffic, is 75% by rail and 25% by road. On short distances the proportions are inverted.

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The European parliament wants to vote for a proposal to kill the European freight sector. It's about the Eurovignette which would cause truck tolls up to 65 cents per kilometer. This is on top of several environmental tolls several countries already have.

What is the purpose of this? There's no alternative than truck freight in Europe on a large scale, this will only cause inflation due to rising prices for every good, and more and more freight transport companies will go bankrupt. Lesson one in "How Europe killed freight transport".
Switzerland already has this kind of tax. But for transit trucks it is equivalent or less to the fare of a single passage throught the Mont Blanc or Féjus tunnels (without counting motorway's tolls).
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Old June 21st, 2009, 07:53 PM   #205
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Some European trucking companies are really big.

Norbert Dentressangle for instance... They have 8500 trucks, 9300 trailers and cross the Channel 660 times per day on average...
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Old June 28th, 2009, 05:49 PM   #206
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http://www.nomegatrucks.eu/
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Old June 28th, 2009, 06:04 PM   #207
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I don't understand the opposition to longer trucks... they're more fuel efficient, cost efficient, and require less trucks to transport the same goods.

The traffic safety issue is grossly exaggerated, since they are likely to be limited to major roads, mostly freeways. Opponents always create the image these trucks will drive through towns and villages, while the fact is they will only be seen on freeways and industrial parks.

Scandinavia, most notably Sweden and Finland have these trucks, sometimes even longer (30m) for over 30 years, and those countries rank among the safest in the world.

The weight issue is also nonsense, what counts is axle load, no matter if the vehicle is 30 tonnes, 40 tonnes, 60 tonnes or 200 tonnes.
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Old June 28th, 2009, 06:32 PM   #208
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We have those big trucks in Denmark too, the problem is that they can only stop and load/unload cargo at approved locations, making it unefficient if you need to drive 20-30miles away from the original route to load/unload or park the truck.
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Old June 28th, 2009, 07:05 PM   #209
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Quote:
Originally Posted by ChrisZwolle View Post
The weight issue is also nonsense, what counts is axle load, no matter if the vehicle is 30 tonnes, 40 tonnes, 60 tonnes or 200 tonnes.
No, the total weight may also be a restriction.

A short explanation is here:

http://www.nomegatrucks.eu/mega-trucks-in-5-minutes/
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Old June 29th, 2009, 08:51 PM   #210
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Interesting observation in this video: American truckers put on both signals when crawling uphill @ 20 - 25 mph on a freeway. I haven't seen that in Europe.
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Old June 30th, 2009, 05:06 AM   #211
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Quote:
Originally Posted by ChrisZwolle View Post
Interesting observation in this video: American truckers put on both signals when crawling uphill @ 20 - 25 mph on a freeway. I haven't seen that in Europe.
IIRC, using the four-way/hazard flashers is required in the traffic laws of most, if not all, states (vehicles going below a certain speed on those sorts of roads).

BTW, from the instruments ('C' temp readouts and a km/h speedometer) on that rig, it appears to me that that is a Canadian truck/lorry.

Mike
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Old June 30th, 2009, 07:35 PM   #212
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This is why 2.5 m shoulders are not sufficient. Now this is an exit, imagine a truck breakdown on busy freeway!
image hosted on flickr
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Old June 30th, 2009, 10:29 PM   #213
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We have the same problem in Denmark, with 2,5m shoulders, If a truck breaks down in a tunnel (which i have only seen once), it blocks all traffic, since the danish tunnels don't have emergency lanes or emergency stops
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Old June 30th, 2009, 10:36 PM   #214
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Hardly any country has shoulders in tunnels.

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This is why 2.5 m shoulders are not sufficient.
But you have far wider ones, haven't you? 3,5 m?
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Old July 5th, 2009, 12:35 PM   #215
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These 25 m trucks are also an increasing sight on Dutch motorways:


While such longer trucks have been common for decades in Scandinavia, they weren't introduced until recently in the Netherlands. Their main advantage is that they can ship more against a slightly increased fuel consumption. Obviously, these 25 m trucks do not fit on every street, so they are limited to certain routes, mostly motorways and main roads without roundabouts.

I know the Jumbo supermarketchain in the Netherlands uses some of these 25 m trucks to supply long-distance supermarkets, especially the Veghel - Groningen route (230km). They have their largest Jumbo in Groningen, which would otherwise require 4 trucks, they now supply them with 2 long trucks.
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Old July 5th, 2009, 02:50 PM   #216
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Quote:
Originally Posted by Chriszwolle
and main roads without roundabouts.
You must be surprised how quite easily they can take roundabouts. Okay, it's not going very fast and they need all the space they have, but it fits.

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Old July 5th, 2009, 11:28 PM   #217
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Here's a triple truck. I wonder how long they are, must be in the 40m range.
I-80 Nevada
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Old July 6th, 2009, 12:33 AM   #218
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Obviously, these 25 m trucks do not fit on every street, so they are limited to certain routes, mostly motorways and main roads without roundabouts.
On long distances and on with routes with a lot of traffic. This should be the domain of trains instead.
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Old July 6th, 2009, 09:30 AM   #219
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Depends on what you see as "long distances" and the type of cargo. NL doesn't have long distances or much room on the railroad network for freight trains. Railroad freight is only 0.8% compared to 99.2% with trucks (in tonnage).
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Old July 6th, 2009, 03:40 PM   #220
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You must be surprised how quite easily they can take roundabouts. Okay, it's not going very fast and they need all the space they have, but it fits.

That truck's trailers have so many tires... There should only be two sets of tires, with a stout under-frame if necessary, because going around curves like that wears down the extra tires much more quickly than having only sets of 2 like we use in the USA.

That particular truck has 3 sets of tires in the cab, 3 sets of tires on the first trailer (including the joiner-gadget linking it to the second one - the connector thing isn't articulated so i count it as part of what it doesn't bend relative to), and FIVE!! sets of tires on the last trailer. American tractor-trailers with multiple-trailer setups usually have 2 or 3 axles on the tractor, one axle on each trailer and one on the joiny-thing (which IS usually articulated relative to both trailers.) True, this is likely a result of most toll booths charging trucks by the number of axles, but it still saves a LOT of wear on the tires, which in the end saves a lot of wasted rubber.

I don't know why exactly it is that multiple-trailer setups are used in the US... Perhaps they're so the trucks can fit into particularly tight spaces, because the trailers are about half the length of the full-size single trailers that are used MUCH more often.

(I use "set of tires" and "axle" interchangeably here)
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