Why do they have doubles and triples ?

I spose some of the docks are only big enough for a double trl.You get on the 80 toll road and that's all you'll see is doubles and triplesCompany called Basin out of Canada gives a whole new meaning to doubles,they haul 53 foot doubles.

 

For LTL freight, it makes sense to have smaller multiples that have to go to a given terminal. A full 27 footer to Terminal A and a full 27 footer to Terminal B further up the road, is better then a half empty 53 footer to terminal A, followed by another truck pulling a half empty 53 footer to terminal B

Also, in food delivery to fast-food restaurants and other delivery into dense metro areas, some places are just too limited to navigate a 48' or 53' trailer

 

Every trailer has a job. Master freight/consumer products need shorter trailers to disperse their products,hence LTL(less than a trailer load). Triples are used to transport product to multiple destinations or terminals. Master freight LVC tend to run light product so more cubic room is needed,not like a 8 axles rock truck that is 75 feet long as triples are 105 feet long and weight the same GVW. Also LCV can haul more weight since they have longer wheel bases and more axles. Hope this makes a little sense of the transportation industry and how trucks are designed for specific jobs..

 

The 2 biggest things that doubles)pups)did for freight companies when they first started were to--add linehaul capacity for a single unit--and eliminate the need for city trks and trailers--for years ltl frieght outfits had both--now with a single axle pulling 2(or 3)28'pups--you dont see 45/48/53ft trailers sittin in the yard all day(along with twin screw road tractors)since the equipment in now more versatile

 

I like the Walmart drivers on the 401
2 53 ft trailers

How bout those triple tanks up on 2 & deerfoot
Your "long loads" lol

Canada for you...

 

1. Not any trouble
2.Not harder to haul
3. makes ltl and city deliveries a lot easier.. you can haul more freight with fewer drivers..

 

It's more work than hooking up a single trailer, a lot more work, and it requires a smoother driver than just about any rig I know of. The best drivers can run that thing without the rear trailer wiggling (lethal in the ice!), and some can even back a set of doubles. I pulled doubles when I was in food service. Had a buddy that drove for Big R that could back em. Amazing.

The general public thinks, "it's just driving. I can do that." Sawing at the wheel with a set of doubles and triples will put you in a ditch. How so? Every in of input you put into the steering is magnified at the rear trailer. Like a bullwhip. Flick the handle and the tail end hits with a violent snap. You can feel the snap sitting in the tractor. Best case scenario n ice, you slingshot your rear trailer off. Worst case, you're upside down in a ditch watching your rear trailer coming down on you like a gigantic fly swatter.

forgot to mention, a set of doubles will outmaneuver your normal 53.

 

No doubt it takes a easy hand on the wheel for Joints. Trains magnify the crack the whip effect 3 times that of sets. BUT the real smooth driving comes w/ other trailers more so than sets and trains. Swinging meat and smooth bore tankers are a whole other level of dynamics. There were a few times pulling trains on Snowpack that puckered my &^%.

 

No argument from me.