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2+2 Half Schnabel

2+2 Half Schnabel

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Quick Specs

Length
44 ft
Width
10 ft
Height
N/A
Weight
11,824 kg
2+2 Half Schnabel

Half schnabel refers to having only one gooseneck assembly vs the two on a full schnabel. The half schnabel has some significant advantages over the full schnabel. The low tare weight allows for a high payload capacity with relatively few axles. This low tare weight is attributed to having only one gooseneck and the rear dolly uses the tower as a structural member. The dished cross members in the dolly allow the tower section to sit lower than the diameter of the tire.

The loaded length of the trailer is the combination of the tower section and the gooseneck. This short length compared with the full schnabel may reduce some permitting costs and open new routes.

The schnabel neck has integrated hooks that mate with the dolly to pin them together for the return trip. The return hookup process takes about 15 minutes.

The 2+2 dolly has 4 steering axles that receive their steering commands from the gooseneck’s coupler plate. The steering geometry of the dolly is strategically made to handle the long upper and mid-tower sections. The center of steering is ahead of the front tandem group. This effectively makes it track and feel like a much shorter trailer. This shorter feel is also captured when reversing. As a general guideline, the trailer will react as if it is half the length. A 120 ft trailer length will feel as if it is 60 ft long.

Advanced Details
1
Steering Angle 43 degrees
2
Swing Radius 105 inches
Capacity
Maximum Payload
45,000 kg
Minimum Carrying Height
26 in
Maximum Carrying Height
27 in
Tare Weight
12,239 kg

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Components

Customize your Heavy Haul. Select from a list of interchangeable add-on components that are available for Heavy Haul products.

Boosters, or nitro stingers, are trailers that hook onto the back of trailers to take up extra weight. The booster axles create another axle grouping that conforms to state or provincial laws. All boosters have a system that will keep a constant load on their axles even when experiencing variations in the road. If the system was not allowed to flex, the trailer could be permanently bent, or it would bend its axles.

The units also have a vertical pivot point that allows the unit to track around corners. This pivot point is in front of the axle grouping and works much like a caster. The positioning of this pin joint is carefully chosen to give the booster excellent tracking characteristics.

An automated leveling system can be added to the boosters. This system uses an on-board computer to compare axle weights between the main trailer and the booster. If there is a mismatch between the two, the system will automatically adjust to keep them at the desired levels.

Deck sections are an important part of the low bed. It is important to know what deck profile is best suited for the loads you are trying to carry. Each section listed below has advantages and disadvantages. Typically, a bed that offers a low loading height will be heavier than one that offers a high loading height. Some profiles offer compromises between the two, but may have their own drawbacks. The table below each section is meant to summarize and rate key attributes of each deck section. The rating system is an arbitrary scale of 1-10 that is meant as a guide.

All deck sections will flex during the loading process, and when in motion. Engineers model the sections as large springs to predict the deflection that will result from external forces. The engineers can then calculate specific camber to compensate for the deflection. The stiffness of the deck is directly related to the beam height. The higher the beam, the less deflection will be produced. Some deck sections are so thin and long that we will present different cambers as options.

The deck sections listed below can be made to match the weight class of the low bed. There are additional modifications that can be made from each section presented. The variants may include a wider overall width or a special perimeter frame with dished sections to receive a tank. There are also some deck sections that can be pinned together to extend the loading area.

Steerable dollies are trailers that have a self-contained steering mechanism. The vast quantity of dollies produced at Temisko are self-steering. The self-steering system is a hydraulic link between the main turntable and the steered axles. This allows the trailer to dramatically reduce the off-tracking during a cornering maneuver. All dollies have an override to give steering control to the operator. The manual control is typically used when encountering extreme cornering situations. For the vast majority of the time, the dollies are left on self-steer because they can correctly steer the trailer around most turns.

The main turntables can turn +/- 68 degrees. This allows incredible flexibility when entering a narrow intersection that requires the dolly to be perpendicular to the load.

Temisko offers front and rear steering dollies. Both steering arrangements have very specific advantages and disadvantages.

Jeeps are designed to divide the load from the main trailer’s coupler onto 2 or more axle groupings. There are many jeep styles and configurations that are designed to meet the varying state and provincial laws. Some jeeps are made in a modular fashion so they can be configured to suit different loads or to be able to conform to local laws.

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