B-trains have been found to exhibit superior dynamic performance compared to other heavy haul configurations, but are inherently inappropriate for transporting long commodities due to the mid-point articulation between two trailers. Recently, an innovation employing a sliding kingpin on the pup trailer has been developed that makes it possible to carry long logs. FERIC began a study of the long log B-train to facilitate regulatory approval in Alberta. This study was based on the B-train having gross vehicle weight of 62 500 kg and included a cornering performance analysis, a vehicle dynamics evaluation and a review of the maintenance and operational history. This report documents the finding of this study and compares a B-train used for long log transportation to other existing configurations.
B-train truck configurations exhibit superior dynamic performance when compared to most other log hauling combinations, and long log B-trains have similar productivity compared to other long log configurations with comparable axle arrangements. Despite these advantages, long log B-trains can find themselves traction-limited in some forest operations. To address this shortcoming, the Forest Engineering Research Institute of Canada (FERIC) undertook a short-term, in-service evaluation of a long log B-train in combination with a tridem drive tractor. The evaluation included a dynamic performance analysis through computer simulation, the modification of an existing B-train trailer from five axles to four, and monitoring its in-service performance with a log haul fleet. This report discusses the findings of this evaluation and makes recommendations based on observations from the field trial.
This presentation discusses services for logging contractors to help develop their skills in their operational and financial performances. Involvement and engagement with First Nations and using DiagFor are two of the topics presented.
In Canada, raw forest products are generally transported by vehicles designed to handle either wood chips or logs, and therefore the vehicles carry a payload during only half of their operating hours. In western Canada, several forest operators have identified haul routes where a vehicle capable of hauling both chips and logs could be productive on both legs of a round trip. The Forest Engineering Research Institute of Canada (FERIC) co-ordinated the design and deployment of an 8-axle B-train vehicle having dual commodity capabilities, and monitored its operation during the first eight months of 2001. This report describes key features of the trailers and the operation, and presents an economic analysis.
En 1994, FERIC a observé un échantillon de remorques à copeaux à toit ouvert en Nouvelle-Écosse, au Québec et en Ontario pour évaluer leur charge utile et les caractéristiques des copeaux qu'elle transportaient. Ces observations ont amené à formuler des recommandations portant sur des stratégies d'optimisation de la charge utile en fonction de la configuration de la remorque, dde la méthode de chargement et des caractéristiques des copeaux.