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Semi-trailer

Encyclopedia : S : SE : SEM : Semi-trailer

For the driving arcade game, see .
semi-trailer truck with 'sleeper' behind the cab.
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semi-trailer truck with 'sleeper' behind the cab.
DAF tractor with an auto-transport semi-trailer in Europe
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DAF tractor with an auto-transport semi-trailer in Europe

A semi-trailer is a trailer without a front axle. A large proportion of its weight is supported either by a road tractor or by a detachable front axle assembly known as a dolly. A semi-trailer is normally equipped with legs which can be lowered to support it when it is uncoupled.

A semi-trailer truck or tractor-trailer (colloquially known as an 18-wheeler, semi, or big-rig in the US, as a semi in Australia, US, and Canada, and as an articulated lorry, artic, or truck and trailer in the UK, Ireland, and New Zealand) is an articulated truck or lorry consisting of a towing engine (tractor in the US, prime mover in Australia, "truck" in the UK and New Zealand), and a trailer that carries the freight. In the UK, the term juggernaut is sometimes used for especially large articulated lorries, whilst the term 'semi-trailer' is almost unknown.

Contents

Regional Configurations

North America

Tractor hauling tractors in Idaho
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Tractor hauling tractors in Idaho

Rocky Mountain Double
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Rocky Mountain Double

In North America, semi tractors usually have 3 axles, the front, or "steer" axle having two wheels, and each of the two rear "drive" axles having a pair of "dual" (double) wheels on each side. Thus, the most common configuration of tractor has 10 wheels. The cargo trailer usually has two "tandem" axles at the rear, each of which has dual wheels, or 8 wheels on the trailer. The maximum weight for a tractor-trailer in this configuration is at least 80,000 lb (36.2 tonnes), although some states allow up to 99,000 lb (44.9 tonnes).

Although dual wheels are most common, use of a single, wider tire (known as "super singles") on each axle is becoming popular, particularly among bulk cargo carriers and other weight-sensitive operators. The advantages of this configuration are two: the lighter weight allows a truck to be loaded with more weight, and the single wheel covers less of the brake unit, which allows faster cooling. The biggest disadvantage is that when a tire becomes deflated or destroyed, it is not possible to drive the vehicle to a service location without risking damage to the rim, as it is with dual wheels.

The United States also allows 2-axle tractors to tow two 1-axle 28.5-foot (8.7 m) semi-trailers known officially as STAA doubles and colloquially as doubles, a set, or a set of joints on all highways that are part of the National Network. Individual states may further allow longer vehicles (known as "longer combination vehicles" or LCVs), and may allow them to operate on roads other than those part of the National Network.

LCV types include:

Regulations on LCVs vary widely from state to state. No state allows more than three trailers without a special permit. Reasons for limiting the legal trailer configurations include both safety concerns and the impracticality of designing and constructing roads that can accommodate the larger wheelbase of these vehicles and the larger minimum turning radii associated with them.

The long-haul tractors used in interstate travel are often equipped with a "sleeper" behind the driver's cab, which can be anything from a small bunk to a rather elaborate miniature apartment.

Manufacturers used in the US

These are just for semi tractors, not straight, box or other heavy vehicles.

Europe in general

An articulated lorry (Renault Magnum) in London, England.
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An articulated lorry (Renault Magnum) in London, England.
In continental Europe, most semi tractors have 2 axles, again with the front, steer, having two wheels, and rear, drive, having twin wheels on each side. Thus, the most common configuration has 6 wheels. The cargo trailer usually has three axles at the rear, with single wheels, or 6 wheels in total. The entire vehicle thus usually has 5 axles and 12 wheels in total, although the trailers can vary in number of wheels.


In the UK, both tractor and semi-trailers must have 3 or more axles each, to carry the maximum permitted gross weight of 44 tonnes. [link] No heavier vehicles are permitted on the UK road network, except for indivisible loads which would be classed as abnormal (or oversize). 


The noticeable difference between trucks in the US and Europe is that most European models are "cab over engine" (COE or forward control), while most US trucks are conventional (or normal control). In European design, the driver's cab is normally positioned above the engine. For repairs, the entire cab hinges forward to allow maintenance access. European trucks, whether small or fully articulated, have a sheer face on the front. This allows greater manoeuvrability, as the driver need only gauge distances behind his seating point, and this allows for shorter trucks with longer trailers (with larger freight capacity) within the legal maximum total length. In Europe the entire length of the vehicle is measured as total length, while in US the cabin of the truck is normally not part of the measurement.



Sweden and Finland

In Sweden the allowed length is 24 metres for all vehicles and 25.25 metres for trucks with two trailers. In 1997 the rules were changed, under pressure from the EU, allowing trucks to pull two trailers with a total length of 25.25 metres, assuming certain conditions were met, like ABS on all vehicles. In Finland most trucks can tow trailer as long as total length stays within 25.25 metres. The exception to this is a tractor unit pulling semi-trailer, which can be only 16.5 metres long. The allowed gross weight in both countries is up to 60 metric tons depending on the distance between the first and last axle. In Sweden the old style tractor-trailer is still the most common, but in some areas, especially container haulage, 25.25 metre vehicles are available. In Finland most new trucks and trailers are built with 25.25 metre in mind. 


Using a dolly, which has to be equipped with lights and a license plate, rigid trucks can be used to pull semitrailers. The dolly is equipped with fifth wheel to which the trailer is coupled. Because the dolly attaches to a pintle hitch on the truck, manuvering a trailer hooked to a dolly is different from manuvering a fifth wheel trailer. Backing difficulty is increased compared to a normal rig. The truck-trailer configuration is almost the only style used on timber trucks. There are at least two big advantages with this, one is the weight of the load on the drive wheels, and two, that the crane used to lift the logs from the ground can be mounted on the rear of the truck behind the load, instead of behind the cab which would make it difficult to reach to the end of the trailer.
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Australia




A road train in Australia.

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A road train in Australia.






Australia road transport has a reputation of using very large trucks (road trains). This is reflected in the most popular configurations of trucks generally having axles in groupings of 3 rather than 2, with either 4 or 6 tires on each axle. This means that Australian semi-trailers will often have 26 or even 32 wheels which is generally more than their counterparts in other countries. In total, the maximum length that any articulated vehicle may be is 53.5 metres, its maximum load may be up to 115.5 tonnes gross and may have up to 4 trailers. However heavy restrictions apply to the areas where such a vehicle may travel in many of the more densely populated states. In less remote areas a truck is generally limited to two trailers to 26 metres long and in urban areas this length limit is further reduced to 19 metres. 25 metre, 62 tonne B-doubles are very common in all parts of Australia including state capitals and on certain roads actually outnumber single trailer configurations, however these vehicles typically travel at night and by law stay on main roads so are not encountered as often by passenger vehicle drivers. In remote areas such as the Northern Territory great care must be taken when sharing the road with longer articulated vehicles that often travel during the day time, especially 4 trailer road trains.


In Australia, both conventional tractors and cabovers are common, however cabovers are most often seen on B-Doubles on the south east coast where the reduction in total length allows the vehicle to pull longer trailers and thus more cargo than it would otherwise.



Construction

The cargo trailer is hooked to a horseshoe-shaped coupling device called a fifth wheel at the rear of the towing engine that allows easy hook up and release. The trailer cannot move by itself because it only has wheels at the rear end, hence the name semi-trailer: it only carries half its own weight. The vehicle has a tendency to fold at the pivot point between the semi and the trailer when braking hard at high speeds. Such a truck accident is called a jack-knife, or jackknifing.


Semi trucks use air pressure, rather than hydraulic fluid, to actuate the brakes. This allows for ease of coupling and uncoupling of trailers from the tractor unit, as well as reducing the potential for problems common to hydraulic systems, such as leakage or "brake fade" caused when overheated brake fluid vaporizes in the hydraulic lines. (Brake fade may also occur when the lining of the braking unit becomes severely overheated. This has no connection to the fluid lines.)


The "parking brake" of the tractor unit and the "emergency brake" of the trailer are applied when air pressure is released from the system, and disengaged when air pressure is supplied. This is an emergency feature which ensures that if air pressure to either unit is lost, that unit will not lose all braking capacity and become uncontrollable.


The trailer controls are coupled to the tractor through two "glad-hand" connectors, which provide air pressure, and an electrical cable, which provides power to the lights and any specialized features of the trailer.


"Glad-hand" connectors (also known as "palm couplings," and sometimes referred to as "pig tails") are air hose connectors, each of which has a flat engaging face and retaining tabs. The faces are placed together, and the units are rotated so that the tabs engage each other to hold the connectors together. This arrangement provides a secure connection, but allows the couplers to break away without damaging the equipment if they are pulled, as may happen when the tractor and trailer are separated without first uncoupling the air lines. These connectors are similar in design to the ones used for a similar purpose between railroad cars.


Two air lines control the trailer unit. An "emergency" or main air supply line pressurizes the trailer's air tank and disengages the emergency brake, and a second "service" line controls the brake application.


Another braking feature of semi-trucks is the engine brake, or "Jacobs brake" (usually shortened to "Jake brake"). This feature alters the valve timing of the truck's diesel engine in such a way that it slows the vehicle. The advantage to using this instead of conventional brakes is that a truck can travel down a long grade without overheating its wheel brakes. However, it produces a loud and distinctive exhaust note, and owing to noise concerns, some locales have prohibited or restricted the use of engine brake systems inside their jurisdictions, particularly in residential areas.


Because of the wide variety of loads the semi may carry, they usually have a manual transmission to allow the driver to have as much control as possible. 


In most countries a trailer or semi-trailer must have minimum



Drivers license

A special driver's license is required to operate various commercial vehicles.  This license in the US would be named as State of licensure Class A CDL.


Class A Commercial Driver's Licenses are necessary to operate any combination vehicles with a Gross Vehicle Weight Rating (or GVWR) in excess of 26,000 lb., provided the unit towed has a GVWR in excess of 10,000 lb..  Class A licensees are further qualified to operate vehicles in needing only a Class B or Class C license.


State of licensure Class B CDL


Class B Commercial Driver's Licenses are required for commercial vehicles with a GVWR above 26,000 lb., either not towing another unit, or towing a unit with a GVWR of 10,000 lb. or less.  Class B licensees are further qualified to operate vehicles in needing only a Class C license.


State of licensure Class C CDL


Class C Commercial Driver's Licenses are required for commercial vehicles with a GWVR below 26,000 lb. A Class C CDL is much like a regular Class C Driver's License, except that it will hold commercial endorsements for hazardous materials, and/or for buses (including many school buses) designed for 16 or more passengers.


Endorsements


In addition to the above licensure based on vehicle weight and design, other endorsements are necessary for certain cargo and vehicles arrangements and types;





Taiwanese sign prohibiting heavy trailers

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Taiwanese sign prohibiting heavy trailers







In Taiwan, driving a combination vehicle (Traditional Chinese: ) requires a combination vehicle driver license (Traditional Chinese: ). A combination vehicle is defined as a motor vehicle towing a heavy trailer, i.e., a trailer with a gross weight of more than 750 kg.



Road trains

In Australia, semi-trailers with more than one trailer are known as road trains. In certain areas "B-doubles" are permitted. These include a modified trailer with a turntable at the rear to allow a second trailer to be tightly coupled to the rig without the extra cost and handling problems of a dolly.


On some interstate highways in the US, long-haul semi-trailer trucks can tow another full trailer at the end, which makes the vehicle look like a two-car small train. Some of the second cars are full trailers with wheels on both ends, while others are just regular semi-trailer cars hooked to the dolly. Some states further allow a third trailer to be added to the vehicle, against the objections of some car drivers who must share the highways with these longer trucks.



Role in Industry

Modern day semi-trailer trucks often operate as a part of an international transport infrastructure to support containerized cargo shipment.
Some flat bed train cars are modified to hold the cargo trailer with wheels and all. This is called "piggy-back". The system allows the cargo to switch from the highway to railway or vice versa with ease.


The large trailers pulled by a semi come in many styles, lengths, and shapes. Some common types are: vans, reefers, flatbeds, containerlifts and tankers. These trailers may be refrigerated, heated, ventilated, or pressurized, depending on climate and cargo. Some trailers have movable wheel axles that can be adjusted by moving them on a track underneath the trailer body and securing them in place with large pins. The purpose of this is to help adjust weight distribution over the various axles, to comply with local laws.



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