Not specified
5 Road vehicles 1 Introduction
5.1.1 Vehicles with a closed superstructure are the primary choice for cargo that is sensitive against rain, snow, dust, sunlight, theft and other consequences of easy access. Such closed superstructure may consist of a solid van body or a canvas covered framework of roof stanchions and longitudinal battens, occasionally reinforced by side and stern boards of moderate height. In nearly all cases these vehicles have a strong front wall integrated into the closed superstructure. Closed superstructures of road vehicles may be provided with arrangements for applying approved seals.
5.2 Road vehicle types
5.2.1 Flatbed - used for almost any kind of cargo, but goods need to be protected from the elements and theft.
5.2.2 Drop side – like a flatbed but with fold down partial height side and rear panels.
Figure 3.71 Flatbed truck Figure 3.72 Drop side truck
Figure 3.73 Tilt trailer Figure 3.74 Curtain side trailer 5.2.3 Tilt - like a flatbed, but with a removable PVC canopy.
5.2.4 Curtain-sider - the mainstay of road haulage, this has a rigid roof and rear doors. The sides are PVC curtains that can be drawn back for easy loading.
5.2.5 Open top – similar to the box but with a removable canvas or netting top cover generally used for bulk cargoes. Canvas covered vehicles may be packed or unpacked through the rear doors as well as from the side(s). The side operation is accomplished by forklift trucks operating at the ground level. The option of loading or unloading via the top is limited to vehicles where the canvas structure can be shifted to one or both ends of the vehicle. 5.2.6 Box - a secure option for valuable goods. Solid van superstructures generally have two door
wings at the end and will be packed or unpacked by forklift trucks, suitable for moving packages inside a CTU.
Figure 3.75 Different types of trailer
Figure 3.76 Open top trailer Figure 3.77 Box trailer
Figure 3.78 Road train Figure 3.79 Low loader
5.2.7 Road train - a rigid vehicle at the front, which pulls a trailer behind it.
5.2.8 Low-loaders - often used for transporting heavy machinery and other outsize goods. Set low to the ground for easy loading.
5.2.9 Vans are frequently used to transport smaller cargoes shorter distances.
5.2.10 Semi-trailers suitable for combined road/rail transport may be equipped with standardised recesses for being lifted by suitable cranes, stackers or forklift trucks. This makes a lifting transfer from road to rail or vice versa feasible.
5.3 In addition to the road specific vehicles that are shown above, there are also road vehicles that carry other CTUs:
5.3.1 Container carriers – flatbed, extendable or skeletal trailers designed to carry one or two 20- foot long, or one 30-foot and longer containers.
Figure 3.81 Container trailer Figure 3.82 European swap body train 5.3.2 Swap body system - built to accommodate European swap body units. Allows containers to
be swiftly transferred during intermodal transport. 5.4 Road vehicle capacity and dimensions
5.4.1 Road vehicles are allocated a specific maximum payload. For road trucks and full trailers the maximum payload is a constant value for a given vehicle and should be documented in the registration papers. However, the maximum allowed gross mass of a semi-trailer may vary to some extent with the carrying capacity of the employed articulated truck as well as in which country it is operating. The total gross combination mass, documented with the articulated truck, must never be exceeded.
5.4.2 The actual permissible payload of any road vehicle depends distinctly on the longitudinal position of the centre of gravity of the cargo carried. In general, the actual payload must be reduced if the centre of gravity of the cargo is conspicuously off the centre of the loading area. The reduction should be determined from the vehicle specific load distribution diagram. Applicable national regulations on this matter must be observed. In particular ISO box containers transported on semi-trailers with the doors at the rear of the vehicle quite often tend to have their centre of gravity forward of the central position. This may lead to an overloading of the articulated truck if the container is loaded toward its full payload.
5.4.3 The boundaries of the loading platform of road vehicles may be designed and made available in a strength that would be sufficient – together with adequate friction – to retain the cargo under the specified external loads of the intended mode of transport. Such advanced boundaries may be specified by national or regional industry standards. However, a large number of road vehicles are equipped with boundaries of less resistivity in longitudinal and transverse direction, so that any loaded cargo must be additionally secured by lashings and/or friction increasing material. The rating of the confinement capacity of such weak boundaries may be improved if the resistance capacity is marked and certified for the distinguished boundary elements of the vehicle.
5.4.4 Road vehicles are generally equipped with securing points along both sides of the loading platform. These points may consist of flush arranged clamps, securing rails or insertable brackets and should be designed for attaching the hooks of web lashings and chains. The lashing capacity of securing points varies with the maximum gross mass of the vehicle. The majority of vehicles is fitted with points of a lashing capacity (LC) or maximum securing load (MSL) of 20 kN. Another type of variable securing device is pluck-in posts, which may be inserted into pockets at certain locations for providing intermediate barriers to the cargo. The
rating of the lashing capacity of the securing points may be improved if their capacity is marked and certified.
5.4.5 In Europe, the maximum individual truck length is 12 m, articulated truck and trailer length is 16.5 m and road trains are allowed up to 18.75 m. The maximum width for all is 2.55 m. If a vehicle has an overall height of 3 m or above, a notice is required to be displayed in the cab showing its full height.
Figure 3.83 Standard European vehicle length 5.4.6 Other countries set different overall lengths and maximum vehicle masses.
5.4.7 Within Europe trials are currently being undertaken to examine longer and heavier trucks, up to 25 m in the length and 60 tonnes overall gross mass. These sizes may be permitted within regions or areas within Europe.
Figure 3.84 European maga trucks
Figure 3.85 Maximum trailer length in the US
5.4.8 Within the US National Highway network, the gross vehicle mass is generally limited to 80,000 lb with a maximum overall length varying from 48 ft (14.63 m) to 59 ft 6 in (18.14 m) depending on the state. However longer combinations vehicles* are permitted on specific road routes (corridors).
13.6 m 16.5 m 7.82 m 7.82 m 18.75 m 7.82 m 13.6 m 25.25 m 13.6 m 7.82 m 18.14 m