Another video explained that EU regulations limit the total length including the size of the truck, while US regulations only specify the length of the freight. Thus, there is a strong incentive to keep the truck as short as possible in the EU to maximize the possible length for the cargo.
@@RealConstructor True, but only on highways, and some connecting roads. Certainly not everywhere. In some parts of Germany and other countries they are allowed as well.
you can't drive a us-style conventional truck in most of europe due to the massive turning circle and blindspots they have. The safety argument was weird too, it completely forgot the safety of anyone except the trucker.
This is a massive issue with US road safety tests, they literally only test for the safety of the driver. There is literally nothing that forces or encourages manufacturers to make vehicles safe for pedestrians.
Turning circle is not as much issue as visibility, it's just impossible to drive thru some EU cities and not crash into badly parked etc as you cannot see. Fun fact drivers in USA also have serious issues with visibility in us truck if they have to make delivery to the shop directly especially in smaller older cities with EU styled roads.
Using a conventional in europe means you have to cut the length on the trailer, since your overall length is regulated. You see conventionals often towing oversea-container chassis, cause they are about 5" shorter than a standard trailer.
It's a myth that there's "nothing between you and what you hit other then the windscreen" in European and British lorries. There's always a formidable bunch of energy absorbers in front of the driver's cab. They don't push a battleship around but they've got enough to take a hit. Also, the engine isn't in front of the driver so it never gets smashed into his face in case of a collision.
yup and also trucks rarely crash in a way where the whole cab is in danger. it's usualy stuff like guard rails and cars or bridges that they don't clear which don't make a diferance wheter you got cab over or long nose. the suspension of the cab also absorbs some of the impact. but the main thing is that crumple zones don't actually work that well. the whole statistic is thrown off because we are comparing data from old cars vs data from new cars with new tech new tires new airbags. so the data says crumple zones are safer than they actualy are. they only provide a slight advantage. but usualy it's not gonna make much differance. either you crash fast enough to get injured or you don't. it's a fine line and crumple zone only widens that line a little. i have tons of experiance crashing old cars att high speeds in to solid objects. a proper seat,seat belts, and airbags is what is gonna give you the most benefits in a crash.
I can't imagine that blind spot being an issue beyond rare situations, as you can normally see whatever it is that could endangered by it before it actually goes into that spot, and even then it's more due to the driver not paying attention. And a driver not paying attention doesn't need a blind spot to cause harm.
@@mrexists5400They most definitly are. All of them, not only the one in the front, that expands with the American design. They're especially dangerous for cyclists and pedestrians. There is at least one accident a week somewhere over the news. Very common are trucks turning right and drive over the cyclists on the bike lane they have to pass or trucks changing lanes and overlook other traffic, but you have the front blind spot, too, even with the cab overs. And for that matter, also with cars, especially longer nosed ones. But it's a big difference, if 3 or 40 tons causing an accident, so that causes more often then not less harm.
In my opinion, what they have forgotten is road safety. European trucks can see what's right in front of them, American trucks have that view blocked by that big bonnet.
@@ODragonwing If a cyclist is at an intersection, you won't see them either, especially if you want to turn right and the cyclist wants to drive straight ahead. But in general I can follow you ;-)
Travelling through Manchester in my Volvo F10 IN THE 80S It was early morning I was empty . At some lights I moved over to allow a filter from my left A saloon car came out he went too close and hooked onto my bumper . I pushed him sideways for over a 100 yards before I saw him I felt nothing myself so there are disadvantages for both
@@ummmbye1228 That is true, but there are also many intersections where cyclists are waiting at front at traffic lights. A separate zone has been created for this. This is in city centers. But there will also be trucks to supply shops, for example. I'll take the rule for myself; If you can see the driver (even if it's in the mirror), he/she can see you too. Keep eye contact just to be sure ;-)
I always think it's funny when such videos bring arguments like: "parts availability is better on an US truck..." - well, good luck finding parts for them here in europe ^^
I can drive to a Scania dealer in 8 minutes from my house and a Mercedes, Iveco and DAF dealer in 15 minutes. A Peterbilt dealer? Pretty sure that requires a flight across the Atlantic. I think they were grasping at straws to balance up the comparison.
@@Dreyno They never considered driving an american in europe at all. The only american trucks you see here are show trucks who goes from excibition to excibition. They are never used for actual work, just for show.
@@johan.ohgren Good point. The European cab overs could do all the jobs the US truck could do, both in Europe and the US. The US trucks could not, and would be limited. It's not only the design that is problematic. The gearboxes and drivetrain are only somewhat equal on the very latest US models, but still decades after the major brands in Europe.
@@johan.ohgren Exhibition* But yes. A fair point. (I'm only nit-picking the spelling there because it seems like you're typing it the way that you say it aloud.)
Many mistakes in that video. It starts with the opening picture of that red European truck and the silver American truck. The European truck appears to be much smaller. Actually it is much higher, as you can see by looking at the wheels. The wheels of both trucks are about the same size, but on the picture the wheels of the European truck are much smaller. All American trucks brands except for Paccar (Kenworth & Peterbilt) are owned by European companies. International is owned by Traton SE, the bus and truck division of Volkswagen. The European truck brands MAN and Scania are also owned by Traton. Mack is owned by Volvo. Western Star and Freightliner are owned by Mercedes-Benz. Except for Cummins, all American trucks engines are based on European designs. Paccar engines were designed by DAF (Paccar Europe), Detroit engines are based on Mercedes engines, and as far as I know International engines are based on MAN engines. The actual cabs of European trucks are bigger, the separate sleeper behind the cab of a U.S. truck makes it bigger. Because of the length restrictions in Europe, such a long cab is often not possible. However, the Scania Longliner had a huge cab ! European trucks have an immensely strong steel cab that can be pushed backwards on the frame with special energy absorbing mounts, in case of a collision. The cab itself certainly has a crumple zone as well. U.S. trucks have a rather flimsy cab, on the clip of the crash test you can see how the cab of the blue U.S. truck breaks loose from the frame, and moves forward !! I don’t think you would like to be decapitated by the hood of a U.S. truck entering the cab through the wind shield. Many American truckers are owner-operators, they have to take care of their own medical insurance. European truckers are usually employed by trucking companies, when they are wounded in a crash, their employers often have to pay their wages for the time they are recovering. A very good incentive to produce save trucks.
Yeah, the employers in Europe are obligated to have an insurance to cover their employes. Likewise, every vehicle in Europe have an own obligate insurance to cover accidents for other vehicules. The medical treatment in Europe is free anyway (its payed with taxes for all citizen). Regards.
@@dirkmunk8352 It is the other way around. Volvo owns Renault trucks and Mack as well. In contrast to other brands Volvo has separate designs for the European and North American markets, but they are both under the Volvo name.
European trucks do not need such a large space inside for the driver as there is a + the trucks usually belong to a company and you are just a driver number of hours allowed for the driver before they have a mandatory stop-rest so also by law there are usually serviced stops for trucks with food, showers and amenities since trucks are usually banned on the highways on weekends as well... In the US the drivers usually own the trucks and practically live in the truck as such..
law only require to take full weekend rest outside of the cab-every 2 weeks. Long distance drivers can spend up to 6 weeks in the cab (with just 2 weekends in hotels) These cabs are smaller but can have fridge, microwave and many more.
One of the main reasons for the "Cabover" (Cabin over the engine) design is the visibility factor. As seen in many road rage videos the american truck driver can´t see what is in front of his hood, even if it a full blown vehicle like a pickup truck. In a cabover truck you can see even a small child that is ten inches from your front bumper. Another reason is that, as you know, european cities are built much different than american cities. So maneuverability is a thing!
Another reason for "cabover" is that in the EU there is length restrictions on the trucks, so a short traktor makes room for a longer trailer within the restrictions. Hence more cargo.
Big cabovers have a dead angle directly in front and to the sides slightly of the truck which is why there are systems that tell you if someone is in those locations so you don't run over someone trying to sneak by your truck.
@@Ais-pd6ylThere are also mirrors pointing toward the ground that are installed just above the windshield and above the passenger side window. These mirrors allow you to see the blind spots in front and to the side of you.
@@Errathetube I know there are a buncha mirrors but I just learned from my dad who has been driving Volvo and Scania trucks for my whole life that you don't want to be too close to the truck cuz you can get lost in a dead angle if the trucker isn't paying attention. If I am crossing in front of a truck as a pedestrian I make sure to have a direct eyesight of the driver.
Also, European truck company DAF is owned by PACCAR / Peterbuild. Volvo Trucks and Renault Trucks is the same company (they joined their forces in the 2010s for budget reasons). Scania and MAN are part of VW (btw VW has its own truck company too)
In Germany, I can't speak for inter- European traffic, we truckers can do 4;30 hrs. of straight Drive time, after which we have to take at least 45 minutes of break and then another block of 4;30 followed by 11 hrs. of uninterrupted rest. For colleges who think I omitted some aspects of the time category just add those as a reply because I go for the very basic set up.
you can also drive 1more hour if you need to but you need to take the 45min brake before you can drive that last hour. it's so that if you got stuck in traffic or something and are really close you should be able to get the job done. and also you can divide the rest in to 15min 30min so you can take a 15min brake within the 4,5h and then only have to take a 30min brake after you done the 4,5hours.
For instance higher speed limit also affects how many crashes occur when USA has around 500k HGV crashes a year compared to Europe has around 35k crashes a year
I do NOT agree with American trucks being safer in a crash, in a full frontal crash, the engine will be rammed into the drivers compartment, in a European truck, the safety of air bags and crash avoidance systems make them safer than American trucks.
yup also cab is suspended and most big crashes will be stuff like cars, guard rails, concrete barriers. shit like that which will still be under your feet and let the cab swing back and forth absorbing some of the impact and prolonging it so the energy get's spread over a longer period of time.
In Europe trucks mix a lot with regular traffic, including bikers. And then the visibility of these is highly important as blind angle accidents frequently happen.
Canada don't allow European trucks imported to be younger than 15 years old, the US limit is 25 years. That's why yours are so old fashioned. This results from the manufacturers having no reason to do better.
You should check out the old Jean Claude van Damme Volvo commercials which detail some of the innovative Volvo truck features… pluss the feat of Jean Claude Van Damme Volvo-split is just legendary
The brand you didn't recognise was a Renault (pronounced Ren-ohh). It is a French brand that as I understand doesn't have a presence in the North American market but is huge all over Europe.
its in North America but its called Volvo Truck, Volvo Truck owns Renault Trucks. Volvo Trucks has nothing to do with Volvo Cars since 1998 Ford own the Volvo car company and sell it 2010 to China(GEELY), Mercedes own Frightliner, Western Star and Detroit Diesel , for VW, MAN, Scania is International the North American Brand and DAF are owned by Paccar(Kenworth, Peterbilt)
Clarification: Ford US: went bankrupt, yet again, and bailed out by the US government: so they fire sale Volvo to the Chinese. and GM did the same to SAAB. The US has so much to answer for.@@mariojakel5544
AFAIK Renault is no "minor" brand. It is the very cornerstone of all French industry with a workforce of over 120k people! Renault cars have been a staple all over Europe for decades.
Those strict resting hours and time monitoring systems have been part of trucking in europe for at least 40 or 50 years already. Driving for more then 2 hours without rest is also dangerous, comparable with drunk driving.
You can drive for 4.5 hours then you need to have a 45 minute break and can then drive for 4.5 hours more. After that you must have 11 uninterrupted rest. This is in all EU member countries, and lots of the other European countries.
It's necessary to say European trucks are taller, siting position is higher that improve visibility. I personally carry 120k pounds is american language, here in Europe is 60 tones. My Volvo is upgraded to 830hp with trailer including steering axles es for easy turning. So fsr my everage fuel conception is over 10mpg. Big different is lifting rear axle on truck to save tyres and fuel, braking retarder on gearbox and one rear axle on trailer as well.
Where the video goes by is why the majority of trucks in EU are cabovers. First is size regulations, while in the US only the length of the trailer itself is limited but not including the semi truck, in Europe the total length of the combination of the two is limited. This to avoid trucks get stuck or striking cars in turns and corners. The other reason is that by current driving hours law it is not allowed to take the mandatory day and weekend rest hours in the cab anymore, only a short nap can be taken in the cab. Driving hours are logged by a tachograph, this records data such as speed and time. The trucking company has to pay for fitting accommodation with toilets, showers and meals available to take the rest hours. Without the length restriction I think the conventional would be the truck of choice too here in the EU, as it is more streamlined and has a better crash safety as there is more space for energy absorption. The conventional can be shorter as the US one because there isn't need for the large sleeper cab and one rear axle can be omitted as axle load limits and load distribution are different in Europe EU truck manufacturers like Mercedes, Daf and Scania had conventionals in the past, but stopped making them between 1970-1990 due to the laws.
Perhaps, if a owner-operator has bought a very big sleeper with his U.S. truck. With a small sleeper, the difference is not that big. With a European truck the actual cab is also part of the living space. A microwave and storage over the windshield, a table in the dashboard, swivel seats, a refrigerator under the bunk, and sometimes even a freezer, an excellent bed, and storage over the bed. The roof height inside the cab can be over 2.10 metre (7 feet). Every European truck has a separate heater that runs on diesel fuel. It can heat the cab while the engine is not running, and some can even heat the engine as well. No need to idle the engine to keep warm, thus using loads of fuel, and ruining the engine. In fact, European truck engines will switch off after 5 minutes of idling.
New regulation in europe from this year allow 1 meter more sleeper cab, that is ontop of the sleeper cab already existing. That would put the sleepers about on par of the size of the average US sleepers. Its worth saying that Europe have a trucking life hack. ROPAX. Say for example you need to drive a truck from Amsterdam to Bergen... You might thing.. Well i drive to Denmark, take the bridge over, drive throw Sweden, then throw Denmark, that would take 3 working days. Well no, that would typically not be how you would doing it. Typically you would drive to Kiel, take the ferry to Oslo, then drive from Oslo to Bergen. That would take two working day, and one night resting in a full cabin with a ocean view and a continental served breakfast. This is the most common way long route trucking work in Europe. Monday to the ferry, Tuesday from the ferry, Wednesday, delivery, Thursday back and Friday final leg. But its not the only way. A other way is relay race. You drive a trailer to a loading yard (or a harbor) and a other driver take it from there. Or in some cases the trailer is loaded on a ROPAX ferry with out a truck. This way the same truck driver can drive to and forward between the same two points every day sort of convayer belt service. Also worth saying that in Sweden and Finland a truck is alowed to pull two semitrailers.
the most important reason is the allowed lenght of the vehicles in europe the maximal lenght of the tuck with trailer is 25.25 meter, so the whole vehicle combination, where in the us there is no limitation on the legth of the traktor, its only the trailor that has a maximum lenght limit. so european trucks have to be as short as possible to allow more space for cargo
@@joakimfredriksson1838 nope think it's still 74tons. the 90ton you are probably refearing to is the special logg trucks that got special permits to be longer and heavier.
As Europe imports gas and it isn't cheap, in addition it is full of taxes, so fuel efficiency is key in Europe. In addition, there are strong laws protecting hgv drivers, like compulsory rest time, etc, so they don't need to live in the truck. In Europe freight trains are also big
@budapestkeleti6404 Rail network sure Freight transport however is a different story where there is a big network especially from east to west (unless I have been lied to by people who drive those trains with freight)
@@havtor007 Let's put it another way. It's not that America DOESN'T have a freight network. It's just not a very well integrated infrastructure. Europe's Freight infrastructure is very well integrated with local freight. So there's considerably more freight being moved by rail and across shorter inner city distances as a result. There's less of an emphasis on truck infrastructure as a result. The US still has a lot of growing to do to be able to match that level of efficiency. However, it's not that it's the fault of rail. The US has a lot of folks who lobby to prevent that.
In Europe we have very strict rules for driving times and resting, so that drivers don't drive all day and night, but takes a regular break and sleep, not to get other people in danger. It is measured with special instruments in the truck to be regularly controlled by the Police! And if not correct the driver and/or owner will each get an absurdly huge fine, to be paid before driving on! If not the truck and its load will be kept, till the fine is paid!
In Europe the vast majority of truck drivers are employed and in the USA they mainly self-employed. The cab over engine principle allows more loading space because the maximum length of the truck depends on the overall length. Some self-employed truckers in Europe also choose a truck with a large cab at the expense of cargo space, but this is their entrepreneurial decision. The shipping companies with truck driver employees mainly focus on maximum loading space.
No self employed Transporter in Europe uses a conventional truck "at the expense of cargo space" Because you cant opperate an american truck profitable in Europe. You loose 2,6 meters cargo space and thats up to 300€ per tour. If a company owns a traditional tuck they have the need for their buiseness, like a company that sells Harley Davidson, need one american truck for their brand, but that truck itself will never make profit. Yes its about PR but only if you have enough trucks to cover for that loss.
Yea. Truck safety is not only about safety of tucker but all around. And having friendly work environment, not allowing tired tucker to drive is part of that. In the end money is not everything.
He is missing one major point why trucks look like they do in Europe - the law. In Europe the fully allowed length defined by law is for the truck and trailer combination while in the USA the length is only defined for the trailer and the length of the truck doesn't matter. And because of that, if you have a long nose truck in Europe you loose storage capacity. Your trailer needs to be shorter with a long nose truck in Europe because the truck/trailer combo has still the same maximum length. That is a length of around 2m (6.5ft) you would loose for freight with a long nose truck. And for example for a companies like USPS, UPS etc. that need space in a trailer and not weight to transport the parcels between their transport branches loosing 2m available space per transport is a big thing.
Australian here, my older brother is a trucker. Here we call truck with the flat front a "cab over" (Kenworth being the most popular) the other style are called "bonneted" (we call a hood, a bonnet) Scania used to be made by the former automaker SAAB, but the cars and trucks were split when GM bought (and eventually killed off SAAB)
JPS: your eyes were literally shining when they showed the engines 😂 My hubby was a trucker for about half of his working life. He always loved the long nosed American trucks, most of all the Peterbilt. But trucking in Germany, out of necessity he got used to driving cab-overs, and after a while he came to love his Mercedes Benz, one of the Actros models.
[ one of my lives was as a truck driver ] The test @ 8:00 is bogus, because ALL Euro truck safety is designed for seat-belt wearing. [ Not using the manufacturers guidelines is an instant fail in EU tests, let alone illegal to not wear your belt ] I am very interested if it is mentioned that the USA trucks have primitive gearboxes and most EU heavy trucks are full auto now with push-button electronic splitters and pre-selectors. I haven't had to 'double de-clutch' a truck since the mid 80's!
Excellent video Joel. Well balanced commentary. Canadian trucking is very similar to America's, and both go back and forth over the border. Watching a European trucker manoeuvre through narrow streets is magical.
DAF actually tested a long nose version of their trucks but found that there is only 1% benefit in fuel consumption (at the legal speedlimit of 80 km/h (50mph) over the normal flat nose model. In return you will have more issues on the small roads we have here, turning some of those tight corners. So the fuel benefit doesn't outweigh the downside for us here, not at the 80 km/h (50mph) speed limit that we have.
Interesting - 1% still sounds like quite a lot until you think of the enormous improvements in engine efficiencies that have been made over the past decades. At the cost of complexity it's true.
most places limited 56mph on big highway, and uk motorway legally allowed 60mph but normally limited to 56mph as they travel in to Continental Europe. small uk roads 50mph England Wales n Ireland and Scotland that 40mph
Apart from regulations about max size/Weight etc. European trucks also favour a flat front to be more maneuverable in smaller inviroments. We have less concrete, less wide roads and older cities where space for trucks is limited :)
Interesting titbit for the knowledge bank - there's a conglomerate company originally called Pacific Car and Foundry Company, now known as PACCAR, their main manufacturing marques or brands in production are Kenworth, Peterbilt and DAF; previously they had the retired brands, Leyland, Scammell, Foden, Albion, Guy, and Thornycroft... and their own Pacific Carriage Company.
The fact that the commentary said "R'nolt" instead of "Renault" really gets me. It takes less than a minute to google the pronunciation on wikipedia :D
If you ever driven in a major European city - you know a long vehicle is far from ideal. Many roads are narrow and winding - as they follow the same centuries old path between buildings that was built when only horses and people used the roads. A short nose is a big advantage when making pickups and deliveries in such places.
there is also one other aspect to be considered. Afaik in Europe there are regulations how long your vehicle can be (length overall). The lenght is measured from bumper to bumper. Therefore, if you had a longnosed truck, you would sacrifice about 6-7 feet of this valuable carrying capacity.
it´s always funny how videos like the one reacted to here say "...features are available, such as adaptive CC, colission warning/midigation..." that stuff just got mandatory for ALL NEW trucks from this year on,.. all of it: adaptive cruise that keeps the pre set distance, retarders (mandatory since 1980/90s in germany and later EU wide), black box, lane assist, emergency braking systems, collision warning and midigation, digital time logs are mandatory since 2009 (I think that´s the year), and some other features regarding safety. these have to be equipped, installed and available for the driver to use, the drive may also chose not to use some of them ( except digital logs and black box). Also: Volvo now offers a 780hp engine for the FH16 models for heavy hauling, HCT trains and such. We mostly have cabovers because of the narrow roads, germany e.g: has a lenght limit of 53' for semi combinations ( can go up to regular lengh as long as the trailer stays the same lengh) and 62' 6" for regular combinations (e.g: regular three axle flat bed/curtain sider/dum truck with a two axle trailer). it´s 16.5m andr 18.75m, the scandics allow a regular lengh of up to 25m and long trucks there go up to 35m with finnland testing long haul logging trains/combinations with something around 40-45m and 90-100t of max total weight (~220000lbs).
6:20 They got pre 2015 numbers for Sweden its 158 700lb now. I think Denmark change as well, but not sure if its in place yet. 7:30 Sleaper cabs does exist in Europe, they are not even that rare. Micro, fridge, bed and table is pretty standard. TV is fairly common, toilet less so, but you can get it. The sleaper cabs in a European cab is a lot better planed and hence smaller, so it might not obvius from the outside that there is a sleaper. Also EU change the rules of this year that allows for one extra meter of sleeper for long haul trucks 9:15 There seams to be no source for this statement and i kind of doubt that is true. There is 3 main differences in regulation between Europe and USA. Length, axle load and speed. The axle load is actually a result of speed. US truck drive faster, hence need to have lower axle load to not wear down the roads. They make it look in the thumb nail that the trucks is about equal high, or the US trucks may be even higher. That is typically not the case. Typically a European truck would be about half a meter higher than a US truck. On the flip side the standard European trailer is about 2 meters shorter, having about thee same loading capacity. We use to have hood trucks in Europe until fairly recently, but there just was no market for them. Also worth saying that competition on the European market is much harsher than in the US driving development faster. 11:35 truck speed limit is equivalent to 50 or 56mph in most of mainland Europe. In UK its a bit higher. Speed limit for Busses is typically 62mph. While the speed limit for cars is 75 or 81 mph in most of Europe. The driving time in Europe and US is not that different as people tend to believe. Often hear number of 9 vs 14 hours. Well that is apple and oranges. 14 hour is the full work day, and 9 hours is the shorten work time. Full work time in EU is 11 hours and full work day is 12½ hour. In USA (if i got the numbers right) full work time is 12 hours with 14 hour work day. So they diffrance is really not that large. One main diffrance is that loading and unloading is almost always counted as work in Europe, while its often not counted as work in USA. And this is part of the reason why the work day is longer in USA.
actually, i wouldnt say american trucks are safer in collisions, they actually are more dangerous, because the driver is far lower, and can actually from side collisions be fatally wounded, while, cabover, if somebody drives in side of you, they are even below your feet if they smashed you with a shitty little dick suv. :p So it depends on situation.
You're right. Only if you collide with another big truck or with a mountain wall the long hood is safer. Modern cabovers are designed to protect both the drivers and other road users as much as possible.
3:45 funny thing is that Paccar is a Daf design from Europe, Detroit is a Mercedes design from Europe, and Mack is a Volvo design from Europe. Cummins is the only truck engine built in the USA thats actually designed in the USA 😅
On the ‘trucking is a lifestyle’ thing, here in Europe, we work to live, with all the rules/regulations around driving times, vacation days etc. we make sure our work doesn’t dominate our lives, which results in a decent work life balance. There are obviously a lot more factors playing into this, like owner/driver, long haul driving or local etc.
You have been to the UK so you know how tight and twisty some of our roads are. We are quite crowded so the easier it is for those trucks to turn the better. We haven't got that far between cities - most of the UK can be travelled to within a day (depending where you start from) The other thing that was missed out was in the UK there is a maximum length of the cab and trailer combined allowed. Our fuel prices are ridiculous - so the more you can get on a load the better - so the cab overs give a few more metres for the trailer and more cargo can be carried. - This is also why we have double decker style trailers - they have 2 floors inside them and shorter wheelbases (but are again limited in height due to bridges). We have seen the occasional truck with the US style design, but not often - for the reason mentioned. I hear snippets as my son works for the one you kept seeing - only around 10 miles from our home.
The main reason why Europeans drive cab-overs and U.S. does not, is traffic regulations. In Europe, there is a limit of 16.5 meters or 54 feet to the total length of a semi truck. If you want to haul a standard 40 feet shipping container (or a 45 feet container as Maersk do), you have only 14 feet or barely 9 feet of length for the cab. An U.S. style truck would not fit in front of a 40 feet container, hence, no one uses one. It has nothing to do with taste. It's simply necessity.
Some People already stated that the Speed Limit in Europe for Trucks is for the safety of not only the Truck Driver but also the other people on the roads. To be more exact and as an example you have roughly 64% more Impact Force when u drive 100km/h instead of 80km/h. It's 49,4 MN (Mega Newton) / 126g for 80km/h and 77,2 MN / 196,7g at 100km/h. Both with a worn Seatbelt. Without a Seatbelt the Forces would be roughly 5 times higher. And you don't drive those long trips in the EU like in the US. So theres almost no need for taking a rush.
1. There are big cabins in Europe too but they are not used due to size limit but you can get Scania T Cab Longline and it will be exactly like you are driving a conventional american truck 2. As much as its true that you have nothing between you and the crash the safety measures and the way the cabs are built on the european trucks its very hard to damage the cabing to reach the driver unless its a freak accident which can happen to all trucks no matter conventional or not. I think there is a huge possibility for the engine on the conventional truck to pierce through the cabin and will still hurt the driver 3. Parts availability is not an issue in Europe too and the complex systems can be easily handled 4. Cabovers are alot easier to drive in cities and easier to manouver. You also have different cabin sizes so you can have lower or higher ride height depending on your needs. The places my trucks go, an american truck cant even imagine going there with all 44 tones
UK/EU trucks run at 44t gross (98560lbs) Disc brakes/abs on all axles. Between 500&700hp. Automatic gearbox. Its possible turn around in your own length (though not desirable) due to our small/narrow roads. MPG is VERY important. Our gallons are approx 20% bigger than US. (3.78 v 4.545 Ltrs). UK around $8.65 per gallon.
Some ideas to consider.... the conventional American style is designed for an increasingly elongated total length, because the regulations allow it. The "Truck" uses several feet on the hood, then several more on a cab (which is comparable to the interior of a sedan for space), and finally several more feet of space until the back bumper; before you look at the trailer(s) behind that. All of those body parts are fixed to the chassis. The European is restricted in overall length, so placing the cab over the engine makes sense, the cab is most likely then suspended separately from the chassis, you notice how when the Volvo or Mercedes braked hard a horizontal body panel drooped behind another as though everything above that line is separate from the parts below. Another point is in the mechanical design, Europeans may have additional steering axles.
Are the American trucks actually safer, though? The argument seems pretty weak to begin with, but it also utterly fails to consider other road users. If you are sitting in a truck, most other road users won't be a huge danger to you. It is much more important to consider the safety of others here. Cars are going to be the biggest cause of accidents with trucks and the truck will barely even notice.
parts availability for American trucks is better ..... in America, not in Europe. Here the parts for European trucks are better available. Seems logic, if you think of it.
Ich bin mir nicht sicher aber in den Vereinigten Staaten ist es doch so das man eine begrenzte Anzahl von Motoren Herstellern hat die dann in allen Fahrzeugen sämtlicher Hersteller verbaut werden. Hier in Deutschland (bzw. Europa) ist es (Soweit ich weiß) zu 99% so das ein Mercedes LKW einen Mercedes Motor hat. Ein Volvo einen Volvo Motor und so weiter. Was natürlich Auswirkungen auf die Verfügbarkeit von Ersatzteilen hat.
Scania sister company, Saab, makes cars. How about those roadtrains in Australia? I bet they have more powerful engines? Cabovers are more easy in manoeuvring tight spaces and corners. In Singapore, a typical hauler trucks 5-10 containers per day and they always have yo reverse those into tight spaces, detached them and go truck another container.
Do the European cabins have a sleeping compartment? Perhaps they’re not necessary because of the lesser distances. Australian trucks have them, because drivers are required to take sleep breaks, and there’s a minimum time a journey can take. If you’re early to your destination on a long-haul, you can be prosecuted.
My first job at 16 in UK was at a sheet metal company that was making extended cabs for sleeping. That was in 1976 but now they are a standard product. You can still buy day cabs for short distance drivers.
It's pretty simple, on average EU trucks have stronger engines because we have more height difference on roads so EU trucks need to deal with hills constantly and heavier loads on average. As for long nose, it just doesn't work on EU roads. Mind you most of us actually like exterior looks of USA trucks but as driver myself I can tell you they are useless on EU roads.
It's 60mph on dual carriageways/motorways in the UK for HGV's. 50mph on single carriageways. Edit: In the future, older vehicles [especially cars] will have the advantage as all the tech incorporated these days is causing problems rather than solving it and accessibility is bad as well as supply.
Brake tests of different combinations, first number is tons (1ton = about 2 205 lbs) and the second number is brake distance in meters: th-cam.com/video/v2rGS9v_wB8/w-d-xo.html Brake tests with 90 ton (198 416 lbs) log truck: th-cam.com/video/KuuUqoqFzy0/w-d-xo.html
The video seemed to have had limited research, given how many important points it glossed over. For example, the safety standards for EU vehicles in general are very strict, so the authorities would certainly not let an outright dangerous vehicle on the road. Also, EU safety tests take into account not only the safety of the driver but also the safety of pedestrians and drivers of other vehicles. Lastly, you don't need as much of a crumple zone if you can avoid the collision altogether, which is where the lower weight and various rapid braking systems of EU trucks come in. Also, the parts availability was heavily biased, of course it is hard to find parts for EU trucks in the US, it's the same as vice versa. In the end, it felt way too vague in the information provided, instead of mentioning the advantages and disadvantages of each type of truck, they just said 'Welp, pick the one you like more'. Not very informative. But I liked the video, cool to see how open-minded you are to new things.
In the Nederlands we don’t use American style truck because of the total length of the truck with trailer you are not allowed to exceed 16,50 meters so if you want to drive a American truck you need a smaller trailer and that makes no sense on the revenue so cab-over is the way to go
The lifestyle side of things is the same in Europe and the US. The truckers here in Europe do drive across the continent over many nations and sleep in their trucks just the same. There are laws for how long they can drive though, but they are equally passionate about their trucks and will spend their own hard earned cash customising and improving their Scania to make it look like the coolest truck on the road.
The difference can be summoned up in a few shorts.,besides the safety. European trucks (with trailer) can carry more load due to the shorter cab, carries heavier loads and more powerful. US-trucks are wasting so much load-space with the overgrown hood and house. Though some of them look really cool :)
To be honest, I think the US-style looks more aerodynamic and easier to maintain on the roadside. Plenty of space for the driver(s) in the cab, overall a more pleasant environment for the really long hauls. But they'd be a nightmare to navigate inside many European city-zones, or basically anywhere but on the highway. And then there's all the regulations, Europe doesn't have just one set of rules about sizes and weights, the Euro-style has to be compatible with all the variety at once. They often have a stronger motor because up north, where hauling logs or mining is more common, they're allowed a lot more weight. On the flat plains, the length is more important because it makes it easier to navigate city streets when delivering supplies to supermarkets. Instead of offering 15 different layouts, the manufacturers limit it to perhaps 5 more versatile vehicles to choose from.
I wasn't buying the cabover being more aerodynamic as a flat surface versus nose to break the wind difference , although depends on angle of flat front I guess
They showed the most spaceous the biggest cabover design (not common at all) and used a standard size euro for comparison. This channel he is reacting to is known for these americanism lies.
Hello Joel. I went round US by Greyhound, so saw a lot of these monsters. At first sight of one roaring past the bus it was "What the truck?" Since then I have done a lot of motorway driving in UK. The European ones from the continent have left hand drive, which feels a bit scary at the speed they go on the left here, supposedly 60mph limit, but the odd one will push it.
Although the UK uses the same trucks as the EU the trailer sizes and weights are different, something unique to the UK is double deck trailers with a height of up to 16'6" and a max weight of 44 tons they are becoming more common on UK roads due to their increased load capacity of 40 pallets compared to 26 on a normal semi trailer
Hi ya. Just a little heads up, scania is pronounced scan ya and Renault, ren o. U.K speed limit on motorways and duel carriageways 60 m.p.h i think they are called interstate highways stateside.the scania i drive regularly i achieve 12 to 13 miles to the gallon,this does however depend on payload ( up to 44 tonne ) and weather conditions i cant achieve these figures maxed out. Liked the video
Both types of trucks really have their charm. I like the way you keep saying that the flat front on European trucks looks crazy, that is the same feeling us Europeans have with US trucks :) Those huge Volvo and Scania engines are really popular in Scandinavia, where both brands are from. Imagine hauling a truck and two (!) trailers full of logs weighing 80 tons up a gravel hill. Then you need 750+ hp and especially the big torque these engines produce. See this video to get the idea: th-cam.com/video/KuuUqoqFzy0/w-d-xo.html Really impressive stuff, if you ask me. The difference in cab size is easy to explain. In the US, there are many drivers owning their truck and living in them. Then it is an necessity to haul your house with you. In Europe, we have rules saying that truckers should rest at a hotel after a couple of days driving, instead of in their truck. And many more rules to protect the driver's well-being.
Hi have you checked out the Australian Roadtrains, used extensively in the Northern Territory and far North Queensland, you may like the size of these road transports that can have upto three)3) to four(4) Trailers. ers0
Another video explained that EU regulations limit the total length including the size of the truck, while US regulations only specify the length of the freight. Thus, there is a strong incentive to keep the truck as short as possible in the EU to maximize the possible length for the cargo.
Yes, also the weight on each axle is limited, so triple axle trailers are common.
The maximum length of the semi-trailer is 13.6 meter, the maximum length of tractor + trailer is 16.5 meter.
@@trevorjackson4157 The maximum weight per axle is higher in Europe than in the U.S.
There are long heavy trucks of 25.25m allowed on the roads in Belgium and The Netherlands. Mostly these are trucks with two trailers.
@@RealConstructor True, but only on highways, and some connecting roads. Certainly not everywhere. In some parts of Germany and other countries they are allowed as well.
you can't drive a us-style conventional truck in most of europe due to the massive turning circle and blindspots they have.
The safety argument was weird too, it completely forgot the safety of anyone except the trucker.
This is a massive issue with US road safety tests, they literally only test for the safety of the driver. There is literally nothing that forces or encourages manufacturers to make vehicles safe for pedestrians.
Turning circle is not as much issue as visibility, it's just impossible to drive thru some EU cities and not crash into badly parked etc as you cannot see. Fun fact drivers in USA also have serious issues with visibility in us truck if they have to make delivery to the shop directly especially in smaller older cities with EU styled roads.
Really?
I guess because the extra length of the wheelbase
Using a conventional in europe means you have to cut the length on the trailer, since your overall length is regulated. You see conventionals often towing oversea-container chassis, cause they are about 5" shorter than a standard trailer.
@@Desert_Rogue_Tanker think of it like a sports car and a limo. the length alone can be the difference between making a turn and not.
It's a myth that there's "nothing between you and what you hit other then the windscreen" in European and British lorries. There's always a formidable bunch of energy absorbers in front of the driver's cab. They don't push a battleship around but they've got enough to take a hit. Also, the engine isn't in front of the driver so it never gets smashed into his face in case of a collision.
yup and also trucks rarely crash in a way where the whole cab is in danger. it's usualy stuff like guard rails and cars or bridges that they don't clear which don't make a diferance wheter you got cab over or long nose. the suspension of the cab also absorbs some of the impact. but the main thing is that crumple zones don't actually work that well. the whole statistic is thrown off because we are comparing data from old cars vs data from new cars with new tech new tires new airbags. so the data says crumple zones are safer than they actualy are. they only provide a slight advantage. but usualy it's not gonna make much differance. either you crash fast enough to get injured or you don't. it's a fine line and crumple zone only widens that line a little. i have tons of experiance crashing old cars att high speeds in to solid objects. a proper seat,seat belts, and airbags is what is gonna give you the most benefits in a crash.
😅 My BS alarm went off wen I heard that!
he forgot to say that the safety regulation in Europe demand to take care of the people in front of the truck, not only the driver.
Yeah, the massive hood results in greater blind spots for the driver. So the safety for everyone is probably better, when the driver can see more.
I can't imagine that blind spot being an issue beyond rare situations, as you can normally see whatever it is that could endangered by it before it actually goes into that spot, and even then it's more due to the driver not paying attention. And a driver not paying attention doesn't need a blind spot to cause harm.
@@mrexists5400They most definitly are. All of them, not only the one in the front, that expands with the American design. They're especially dangerous for cyclists and pedestrians. There is at least one accident a week somewhere over the news. Very common are trucks turning right and drive over the cyclists on the bike lane they have to pass or trucks changing lanes and overlook other traffic, but you have the front blind spot, too, even with the cab overs. And for that matter, also with cars, especially longer nosed ones. But it's a big difference, if 3 or 40 tons causing an accident, so that causes more often then not less harm.
@@gaedingar9791 Cab over design are less for visibility reasons and has more to do with you can haul more stuff in a cab over versus a nosed truck.
Pedestrian safety laws and regulations are indeed strictly upheld in Europe, especially the EU, regardless of the vehicle type.
In my opinion, what they have forgotten is road safety. European trucks can see what's right in front of them, American trucks have that view blocked by that big bonnet.
If it's close enough that I can't see it over my hood, it's too close.
@@ODragonwing If a cyclist is at an intersection, you won't see them either, especially if you want to turn right and the cyclist wants to drive straight ahead. But in general I can follow you ;-)
Travelling through Manchester in my Volvo F10 IN THE 80S It was early morning I was empty . At some lights I moved over to allow a filter from my left A saloon car came out he went too close and hooked onto my bumper . I pushed him sideways for over a 100 yards before I saw him I felt nothing myself so there are disadvantages for both
@@onehandcowboyit would make no sense for a cyclist to be where semis be. This goes vice versa
@@ummmbye1228 That is true, but there are also many intersections where cyclists are waiting at front at traffic lights. A separate zone has been created for this. This is in city centers. But there will also be trucks to supply shops, for example. I'll take the rule for myself; If you can see the driver (even if it's in the mirror), he/she can see you too. Keep eye contact just to be sure ;-)
I always think it's funny when such videos bring arguments like: "parts availability is better on an US truck..." - well, good luck finding parts for them here in europe ^^
I can drive to a Scania dealer in 8 minutes from my house and a Mercedes, Iveco and DAF dealer in 15 minutes. A Peterbilt dealer? Pretty sure that requires a flight across the Atlantic. I think they were grasping at straws to balance up the comparison.
@@Dreyno They never considered driving an american in europe at all. The only american trucks you see here are show trucks who goes from excibition to excibition. They are never used for actual work, just for show.
@@johan.ohgren Good point. The European cab overs could do all the jobs the US truck could do, both in Europe and the US. The US trucks could not, and would be limited. It's not only the design that is problematic. The gearboxes and drivetrain are only somewhat equal on the very latest US models, but still decades after the major brands in Europe.
@@johan.ohgren Exhibition* But yes. A fair point. (I'm only nit-picking the spelling there because it seems like you're typing it the way that you say it aloud.)
@@Unethical.FandubsGames English is not my native language and sometimes my brain misfire on spellings.
A 25 year old scania is 30 years ahead of current modern amercian trucks.
Have you seen Bruce Wilson’s videos? Really interesting to see how impressed Americans are with things we take for granted in Europe.
@@Dreyno i have been watching bruce mate, i didnt realise just how far behind the americans are.
@@mej6519
America lives with the parking brake on and they don't even notice their red glowing.brake discs.
Many mistakes in that video.
It starts with the opening picture of that red European truck and the silver American truck. The European truck appears to be much smaller. Actually it is much higher, as you can see by looking at the wheels. The wheels of both trucks are about the same size, but on the picture the wheels of the European truck are much smaller.
All American trucks brands except for Paccar (Kenworth & Peterbilt) are owned by European companies. International is owned by Traton SE, the bus and truck division of Volkswagen. The European truck brands MAN and Scania are also owned by Traton.
Mack is owned by Volvo. Western Star and Freightliner are owned by Mercedes-Benz.
Except for Cummins, all American trucks engines are based on European designs. Paccar engines were designed by DAF (Paccar Europe), Detroit engines are based on Mercedes engines, and as far as I know International engines are based on MAN engines.
The actual cabs of European trucks are bigger, the separate sleeper behind the cab of a U.S. truck makes it bigger. Because of the length restrictions in Europe, such a long cab is often not possible. However, the Scania Longliner had a huge cab !
European trucks have an immensely strong steel cab that can be pushed backwards on the frame with special energy absorbing mounts, in case of a collision. The cab itself certainly has a crumple zone as well. U.S. trucks have a rather flimsy cab, on the clip of the crash test you can see how the cab of the blue U.S. truck breaks loose from the frame, and moves forward !! I don’t think you would like to be decapitated by the hood of a U.S. truck entering the cab through the wind shield. Many American truckers are owner-operators, they have to take care of their own medical insurance. European truckers are usually employed by trucking companies, when they are wounded in a crash, their employers often have to pay their wages for the time they are recovering. A very good incentive to produce save trucks.
I believe Volvo are now owned by Chinese, Geely/Greely/Genly, something like that, othervice I agree :)
@@bulletvivace No, that is the Volvo passenger car company. It seems the Volvo truck company is owned by Renault.
@@dirkmunk8352 ok, I thought they bought it All.
Yeah, the employers in Europe are obligated to have an insurance to cover their employes. Likewise, every vehicle in Europe have an own obligate insurance to cover accidents for other vehicules. The medical treatment in Europe is free anyway (its payed with taxes for all citizen).
Regards.
@@dirkmunk8352 It is the other way around. Volvo owns Renault trucks and Mack as well. In contrast to other brands Volvo has separate designs for the European and North American markets, but they are both under the Volvo name.
European trucks do not need such a large space inside for the driver as there is a + the trucks usually belong to a company and you are just a driver number of hours allowed for the driver before they have a mandatory stop-rest so also by law there are usually serviced stops for trucks with food, showers and amenities since trucks are usually banned on the highways on weekends as well... In the US the drivers usually own the trucks and practically live in the truck as such..
law only require to take full weekend rest outside of the cab-every 2 weeks. Long distance drivers can spend up to 6 weeks in the cab (with just 2 weekends in hotels)
These cabs are smaller but can have fridge, microwave and many more.
One of the main reasons for the "Cabover" (Cabin over the engine) design is the visibility factor. As seen in many road rage videos the american truck driver can´t see what is in front of his hood, even if it a full blown vehicle like a pickup truck. In a cabover truck you can see even a small child that is ten inches from your front bumper.
Another reason is that, as you know, european cities are built much different than american cities. So maneuverability is a thing!
Another reason for "cabover" is that in the EU there is length restrictions on the trucks, so a short traktor makes room for a longer trailer within the restrictions. Hence more cargo.
Big cabovers have a dead angle directly in front and to the sides slightly of the truck which is why there are systems that tell you if someone is in those locations so you don't run over someone trying to sneak by your truck.
@@Ais-pd6ylThere are also mirrors pointing toward the ground that are installed just above the windshield and above the passenger side window. These mirrors allow you to see the blind spots in front and to the side of you.
@@Errathetube I know there are a buncha mirrors but I just learned from my dad who has been driving Volvo and Scania trucks for my whole life that you don't want to be too close to the truck cuz you can get lost in a dead angle if the trucker isn't paying attention.
If I am crossing in front of a truck as a pedestrian I make sure to have a direct eyesight of the driver.
@@Ais-pd6ylThat's a good rule to follow. Even though there are mirrors and safety systems it's important to take precaution.
Funfact:
Frightliner, Western Star Trucks and Thomas Built Buses (The Yellow School Buses) belongs to Daimler Truck Holding AG, Stuttgart - Germany.
Also, European truck company DAF is owned by PACCAR / Peterbuild. Volvo Trucks and Renault Trucks is the same company (they joined their forces in the 2010s for budget reasons). Scania and MAN are part of VW (btw VW has its own truck company too)
In Germany, I can't speak for inter- European traffic, we truckers can do 4;30 hrs. of straight Drive time, after which we have to take at least 45 minutes of break and then another block of 4;30 followed by 11 hrs. of uninterrupted rest.
For colleges who think I omitted some aspects of the time category just add those as a reply because I go for the very basic set up.
It is the same, or almost the same, in all the EU. The driving time limits are ruled by the EU directive 2002/15/EC
you can also drive 1more hour if you need to but you need to take the 45min brake before you can drive that last hour. it's so that if you got stuck in traffic or something and are really close you should be able to get the job done. and also you can divide the rest in to 15min 30min so you can take a 15min brake within the 4,5h and then only have to take a 30min brake after you done the 4,5hours.
For instance higher speed limit also affects how many crashes occur when USA has around 500k HGV crashes a year compared to Europe has around 35k crashes a year
do you know how much drivers education in the USA isnt worth a €!
I do NOT agree with American trucks being safer in a crash, in a full frontal crash, the engine will be rammed into the drivers compartment, in a European truck, the safety of air bags and crash avoidance systems make them safer than American trucks.
yup also cab is suspended and most big crashes will be stuff like cars, guard rails, concrete barriers. shit like that which will still be under your feet and let the cab swing back and forth absorbing some of the impact and prolonging it so the energy get's spread over a longer period of time.
👊👍
In Europe trucks mix a lot with regular traffic, including bikers. And then the visibility of these is highly important as blind angle accidents frequently happen.
Canada don't allow European trucks imported to be younger than 15 years old, the US limit is 25 years. That's why yours are so old fashioned. This results from the manufacturers having no reason to do better.
You should check out the old Jean Claude van Damme Volvo commercials which detail some of the innovative Volvo truck features… pluss the feat of Jean Claude Van Damme Volvo-split is just legendary
American vehicles are generally completely outdated compared to European rides
The brand you didn't recognise was a Renault (pronounced Ren-ohh). It is a French brand that as I understand doesn't have a presence in the North American market but is huge all over Europe.
its in North America but its called Volvo Truck, Volvo Truck owns Renault Trucks. Volvo Trucks has nothing to do with Volvo Cars since 1998 Ford own the Volvo car company and sell it 2010 to China(GEELY), Mercedes own Frightliner, Western Star and Detroit Diesel , for VW, MAN, Scania is International the North American Brand and DAF are owned by Paccar(Kenworth, Peterbilt)
Renault also purchased Mack, I think, in the nineties.
@@jimbrand2806 Mack Trucks is a subsidiary of AB Volvo, which purchased Mack along with its then parent company Renault Véhicules Industriels in 2000
Clarification: Ford US: went bankrupt, yet again, and bailed out by the US government: so they fire sale Volvo to the Chinese. and GM did the same to SAAB.
The US has so much to answer for.@@mariojakel5544
AFAIK Renault is no "minor" brand. It is the very cornerstone of all French industry with a workforce of over 120k people!
Renault cars have been a staple all over Europe for decades.
Those strict resting hours and time monitoring systems have been part of trucking in europe for at least 40 or 50 years already.
Driving for more then 2 hours without rest is also dangerous, comparable with drunk driving.
You can drive for 4.5 hours then you need to have a 45 minute break and can then drive for 4.5 hours more. After that you must have 11 uninterrupted rest. This is in all EU member countries, and lots of the other European countries.
It's necessary to say European trucks are taller, siting position is higher that improve visibility. I personally carry 120k pounds is american language, here in Europe is 60 tones. My Volvo is upgraded to 830hp with trailer including steering axles es for easy turning. So fsr my everage fuel conception is over 10mpg.
Big different is lifting rear axle on truck to save tyres and fuel, braking retarder on gearbox and one rear axle on trailer as well.
In New Zealand and Australia you can see both types in use. 😊
Scania and Volvo are Swedish brands.
Where the video goes by is why the majority of trucks in EU are cabovers.
First is size regulations, while in the US only the length of the trailer itself is limited but not including the semi truck, in Europe the total length of the combination of the two is limited.
This to avoid trucks get stuck or striking cars in turns and corners.
The other reason is that by current driving hours law it is not allowed to take the mandatory day and weekend rest hours in the cab anymore, only a short nap can be taken in the cab. Driving hours are logged by a tachograph, this records data such as speed and time.
The trucking company has to pay for fitting accommodation with toilets, showers and meals available to take the rest hours.
Without the length restriction I think the conventional would be the truck of choice too here in the EU, as it is more streamlined and has a better crash safety as there is more space for energy absorption. The conventional can be shorter as the US one because there isn't need for the large sleeper cab and one rear axle can be omitted as axle load limits and load distribution are different in Europe
EU truck manufacturers like Mercedes, Daf and Scania had conventionals in the past, but stopped making them between 1970-1990 due to the laws.
European semi-trucks provide a good working environment. American semi-trucks provide a good living environment.
💯
Perhaps, if a owner-operator has bought a very big sleeper with his U.S. truck. With a small sleeper, the difference is not that big. With a European truck the actual cab is also part of the living space. A microwave and storage over the windshield, a table in the dashboard, swivel seats, a refrigerator under the bunk, and sometimes even a freezer, an excellent bed, and storage over the bed. The roof height inside the cab can be over 2.10 metre (7 feet). Every European truck has a separate heater that runs on diesel fuel. It can heat the cab while the engine is not running, and some can even heat the engine as well. No need to idle the engine to keep warm, thus using loads of fuel, and ruining the engine. In fact, European truck engines will switch off after 5 minutes of idling.
New regulation in europe from this year allow 1 meter more sleeper cab, that is ontop of the sleeper cab already existing. That would put the sleepers about on par of the size of the average US sleepers.
Its worth saying that Europe have a trucking life hack. ROPAX.
Say for example you need to drive a truck from Amsterdam to Bergen... You might thing.. Well i drive to Denmark, take the bridge over, drive throw Sweden, then throw Denmark, that would take 3 working days.
Well no, that would typically not be how you would doing it. Typically you would drive to Kiel, take the ferry to Oslo, then drive from Oslo to Bergen. That would take two working day, and one night resting in a full cabin with a ocean view and a continental served breakfast.
This is the most common way long route trucking work in Europe. Monday to the ferry, Tuesday from the ferry, Wednesday, delivery, Thursday back and Friday final leg.
But its not the only way. A other way is relay race. You drive a trailer to a loading yard (or a harbor) and a other driver take it from there. Or in some cases the trailer is loaded on a ROPAX ferry with out a truck.
This way the same truck driver can drive to and forward between the same two points every day sort of convayer belt service. Also worth saying that in Sweden and Finland a truck is alowed to pull two semitrailers.
Europe doesn't have semi-trucks. It's just a ridiculous term Muricans use.
@@sandgrownun66 Correct and wrong. Its true we dont have semi-truck, its the trailer that's the semi.
the diamond (losange) brand is Renault... Renault truck division is actually a part of the Volvo group since 2001
the most important reason is the allowed lenght of the vehicles in europe the maximal lenght of the tuck with trailer is 25.25 meter, so the whole vehicle combination, where in the us there is no limitation on the legth of the traktor, its only the trailor that has a maximum lenght limit. so european trucks have to be as short as possible to allow more space for cargo
Not any more, Sweden now allows 34 meter total length and 90-94 tones gross tonnage.
It is 34,5 meters
@@joakimfredriksson1838 nope think it's still 74tons. the 90ton you are probably refearing to is the special logg trucks that got special permits to be longer and heavier.
As Europe imports gas and it isn't cheap, in addition it is full of taxes, so fuel efficiency is key in Europe. In addition, there are strong laws protecting hgv drivers, like compulsory rest time, etc, so they don't need to live in the truck.
In Europe freight trains are also big
Freight Trains are very much a big thing in USA
@@havtor007 not really. The US barely has a rail network
@budapestkeleti6404 Rail network sure Freight transport however is a different story where there is a big network especially from east to west (unless I have been lied to by people who drive those trains with freight)
@@havtor007 the latter must be the truth
@@havtor007 Let's put it another way. It's not that America DOESN'T have a freight network. It's just not a very well integrated infrastructure. Europe's Freight infrastructure is very well integrated with local freight. So there's considerably more freight being moved by rail and across shorter inner city distances as a result. There's less of an emphasis on truck infrastructure as a result.
The US still has a lot of growing to do to be able to match that level of efficiency. However, it's not that it's the fault of rail. The US has a lot of folks who lobby to prevent that.
In Europe we have very strict rules for driving times and resting, so that drivers don't drive all day and night, but takes a regular break and sleep, not to get other people in danger. It is measured with special instruments in the truck to be regularly controlled by the Police! And if not correct the driver and/or owner will each get an absurdly huge fine, to be paid before driving on! If not the truck and its load will be kept, till the fine is paid!
In Europe the vast majority of truck drivers are employed and in the USA they mainly self-employed. The cab over engine principle allows more loading space because the maximum length of the truck depends on the overall length. Some self-employed truckers in Europe also choose a truck with a large cab at the expense of cargo space, but this is their entrepreneurial decision. The shipping companies with truck driver employees mainly focus on maximum loading space.
No self employed Transporter in Europe uses a conventional truck "at the expense of cargo space" Because you cant opperate an american truck profitable in Europe. You loose 2,6 meters cargo space and thats up to 300€ per tour. If a company owns a traditional tuck they have the need for their buiseness, like a company that sells Harley Davidson, need one american truck for their brand, but that truck itself will never make profit.
Yes its about PR but only if you have enough trucks to cover for that loss.
@thomasnieswandt8805 we don't operate american trucks, they are to weak, but we builds trucks with bigger cabs with space for sleeping.
Yea. Truck safety is not only about safety of tucker but all around. And having friendly work environment, not allowing tired tucker to drive is part of that. In the end money is not everything.
Actually, max weight in Sweden is 74 tonne and in some areas in north it is 90 tonne.
He is missing one major point why trucks look like they do in Europe - the law. In Europe the fully allowed length defined by law is for the truck and trailer combination while in the USA the length is only defined for the trailer and the length of the truck doesn't matter. And because of that, if you have a long nose truck in Europe you loose storage capacity. Your trailer needs to be shorter with a long nose truck in Europe because the truck/trailer combo has still the same maximum length. That is a length of around 2m (6.5ft) you would loose for freight with a long nose truck. And for example for a companies like USPS, UPS etc. that need space in a trailer and not weight to transport the parcels between their transport branches loosing 2m available space per transport is a big thing.
Australian here, my older brother is a trucker. Here we call truck with the flat front a "cab over" (Kenworth being the most popular) the other style are called "bonneted" (we call a hood, a bonnet)
Scania used to be made by the former automaker SAAB, but the cars and trucks were split when GM bought (and eventually killed off SAAB)
JPS: your eyes were literally shining when they showed the engines 😂
My hubby was a trucker for about half of his working life.
He always loved the long nosed American trucks, most of all the Peterbilt.
But trucking in Germany, out of necessity he got used to driving cab-overs, and after a while he came to love his Mercedes Benz, one of the Actros models.
in Germany (maybe whole Europe) there's a limited lenght allowed with trucks. So sitting on the engine safes a lot of cargo space behind ya.
[ one of my lives was as a truck driver ]
The test @ 8:00 is bogus, because ALL Euro truck safety is designed for seat-belt wearing. [ Not using the manufacturers guidelines is an instant fail in EU tests, let alone illegal to not wear your belt ]
I am very interested if it is mentioned that the USA trucks have primitive gearboxes and most EU heavy trucks are full auto now with push-button electronic splitters and pre-selectors. I haven't had to 'double de-clutch' a truck since the mid 80's!
Excellent video Joel. Well balanced commentary. Canadian trucking is very similar to America's, and both go back and forth over the border. Watching a European trucker manoeuvre through narrow streets is magical.
In Europe, the length of the combination is limited, so the long bow reduces the transport capacity. The short cabin allows for a larger capacity.
3:56 - To much competition? To little earnings? That guy should go back to school...
You should check out IWrocker, an American who loves Euro trucks and cars etc.
You'll find it much harder to drive a USA semi than a EU/ROW.
If it’s in your house, at some point it travelled by truck.
not 100% true but nice try
What? My wife never traveled by truck, what are you on?
DAF actually tested a long nose version of their trucks but found that there is only 1% benefit in fuel consumption (at the legal speedlimit of 80 km/h (50mph) over the normal flat nose model. In return you will have more issues on the small roads we have here, turning some of those tight corners. So the fuel benefit doesn't outweigh the downside for us here, not at the 80 km/h (50mph) speed limit that we have.
Interesting - 1% still sounds like quite a lot until you think of the enormous improvements in engine efficiencies that have been made over the past decades. At the cost of complexity it's true.
most places limited 56mph on big highway, and uk motorway legally allowed 60mph but normally limited to 56mph as they travel in to Continental Europe. small uk roads 50mph England Wales n Ireland and Scotland that 40mph
Apart from regulations about max size/Weight etc. European trucks also favour a flat front to be more maneuverable in smaller inviroments. We have less concrete, less wide roads and older cities where space for trucks is limited :)
Interesting titbit for the knowledge bank - there's a conglomerate company originally called Pacific Car and Foundry Company, now known as PACCAR, their main manufacturing marques or brands in production are Kenworth, Peterbilt and DAF; previously they had the retired brands, Leyland, Scammell, Foden, Albion, Guy, and Thornycroft... and their own Pacific Carriage Company.
The fact that the commentary said "R'nolt" instead of "Renault" really gets me. It takes less than a minute to google the pronunciation on wikipedia :D
If you ever driven in a major European city - you know a long vehicle is far from ideal. Many roads are narrow and winding - as they follow the same centuries old path between buildings that was built when only horses and people used the roads.
A short nose is a big advantage when making pickups and deliveries in such places.
there is also one other aspect to be considered. Afaik in Europe there are regulations how long your vehicle can be (length overall). The lenght is measured from bumper to bumper. Therefore, if you had a longnosed truck, you would sacrifice about 6-7 feet of this valuable carrying capacity.
2:31 This is Renault Trucks which was before Berliet and Saviem, two manufacturers who merged together
Our roads are smaller than the USA and to deliver to shops can be fun, but our trailer can be taller about 15foot and are double decked
it´s always funny how videos like the one reacted to here say "...features are available, such as adaptive CC, colission warning/midigation..." that stuff just got mandatory for ALL NEW trucks from this year on,.. all of it: adaptive cruise that keeps the pre set distance, retarders (mandatory since 1980/90s in germany and later EU wide), black box, lane assist, emergency braking systems, collision warning and midigation, digital time logs are mandatory since 2009 (I think that´s the year), and some other features regarding safety. these have to be equipped, installed and available for the driver to use, the drive may also chose not to use some of them ( except digital logs and black box).
Also: Volvo now offers a 780hp engine for the FH16 models for heavy hauling, HCT trains and such.
We mostly have cabovers because of the narrow roads, germany e.g: has a lenght limit of 53' for semi combinations ( can go up to regular lengh as long as the trailer stays the same lengh) and 62' 6" for regular combinations (e.g: regular three axle flat bed/curtain sider/dum truck with a two axle trailer). it´s 16.5m andr 18.75m, the scandics allow a regular lengh of up to 25m and long trucks there go up to 35m with finnland testing long haul logging trains/combinations with something around 40-45m and 90-100t of max total weight (~220000lbs).
The reason we have high cabs is that European trucks have a maximum length so a huge bonnet on the front means a smaller trailer and less payload
6:20
They got pre 2015 numbers for Sweden its 158 700lb now. I think Denmark change as well, but not sure if its in place yet.
7:30 Sleaper cabs does exist in Europe, they are not even that rare. Micro, fridge, bed and table is pretty standard. TV is fairly common, toilet less so, but you can get it. The sleaper cabs in a European cab is a lot better planed and hence smaller, so it might not obvius from the outside that there is a sleaper.
Also EU change the rules of this year that allows for one extra meter of sleeper for long haul trucks
9:15 There seams to be no source for this statement and i kind of doubt that is true.
There is 3 main differences in regulation between Europe and USA. Length, axle load and speed. The axle load is actually a result of speed. US truck drive faster, hence need to have lower axle load to not wear down the roads.
They make it look in the thumb nail that the trucks is about equal high, or the US trucks may be even higher. That is typically not the case. Typically a European truck would be about half a meter higher than a US truck. On the flip side the standard European trailer is about 2 meters shorter, having about thee same loading capacity.
We use to have hood trucks in Europe until fairly recently, but there just was no market for them. Also worth saying that competition on the European market is much harsher than in the US driving development faster.
11:35 truck speed limit is equivalent to 50 or 56mph in most of mainland Europe. In UK its a bit higher. Speed limit for Busses is typically 62mph. While the speed limit for cars is 75 or 81 mph in most of Europe.
The driving time in Europe and US is not that different as people tend to believe. Often hear number of 9 vs 14 hours. Well that is apple and oranges. 14 hour is the full work day, and 9 hours is the shorten work time. Full work time in EU is 11 hours and full work day is 12½ hour. In USA (if i got the numbers right) full work time is 12 hours with 14 hour work day. So they diffrance is really not that large.
One main diffrance is that loading and unloading is almost always counted as work in Europe, while its often not counted as work in USA. And this is part of the reason why the work day is longer in USA.
actually, i wouldnt say american trucks are safer in collisions, they actually are more dangerous, because the driver is far lower, and can actually from side collisions be fatally wounded, while, cabover, if somebody drives in side of you, they are even below your feet if they smashed you with a shitty little dick suv. :p So it depends on situation.
You're right. Only if you collide with another big truck or with a mountain wall the long hood is safer. Modern cabovers are designed to protect both the drivers and other road users as much as possible.
3:45 funny thing is that Paccar is a Daf design from Europe, Detroit is a Mercedes design from Europe, and Mack is a Volvo design from Europe. Cummins is the only truck engine built in the USA thats actually designed in the USA 😅
On the ‘trucking is a lifestyle’ thing, here in Europe, we work to live, with all the rules/regulations around driving times, vacation days etc. we make sure our work doesn’t dominate our lives, which results in a decent work life balance. There are obviously a lot more factors playing into this, like owner/driver, long haul driving or local etc.
You have been to the UK so you know how tight and twisty some of our roads are. We are quite crowded so the easier it is for those trucks to turn the better. We haven't got that far between cities - most of the UK can be travelled to within a day (depending where you start from) The other thing that was missed out was in the UK there is a maximum length of the cab and trailer combined allowed. Our fuel prices are ridiculous - so the more you can get on a load the better - so the cab overs give a few more metres for the trailer and more cargo can be carried. - This is also why we have double decker style trailers - they have 2 floors inside them and shorter wheelbases (but are again limited in height due to bridges). We have seen the occasional truck with the US style design, but not often - for the reason mentioned. I hear snippets as my son works for the one you kept seeing - only around 10 miles from our home.
i think the european styleis due to the countries being much smaller, so less room to maneuver when turning etc,,
Volvo 2024 has released a new version of trucks with a power range of 780HP D-17 engines.
The main reason why Europeans drive cab-overs and U.S. does not, is traffic regulations. In Europe, there is a limit of 16.5 meters or 54 feet to the total length of a semi truck. If you want to haul a standard 40 feet shipping container (or a 45 feet container as Maersk do), you have only 14 feet or barely 9 feet of length for the cab. An U.S. style truck would not fit in front of a 40 feet container, hence, no one uses one. It has nothing to do with taste. It's simply necessity.
Some People already stated that the Speed Limit in Europe for Trucks is for the safety of not only the Truck Driver but also the other people on the roads.
To be more exact and as an example you have roughly 64% more Impact Force when u drive 100km/h instead of 80km/h.
It's 49,4 MN (Mega Newton) / 126g for 80km/h and 77,2 MN / 196,7g at 100km/h. Both with a worn Seatbelt.
Without a Seatbelt the Forces would be roughly 5 times higher.
And you don't drive those long trips in the EU like in the US. So theres almost no need for taking a rush.
1. There are big cabins in Europe too but they are not used due to size limit but you can get Scania T Cab Longline and it will be exactly like you are driving a conventional american truck
2. As much as its true that you have nothing between you and the crash the safety measures and the way the cabs are built on the european trucks its very hard to damage the cabing to reach the driver unless its a freak accident which can happen to all trucks no matter conventional or not. I think there is a huge possibility for the engine on the conventional truck to pierce through the cabin and will still hurt the driver
3. Parts availability is not an issue in Europe too and the complex systems can be easily handled
4. Cabovers are alot easier to drive in cities and easier to manouver. You also have different cabin sizes so you can have lower or higher ride height depending on your needs. The places my trucks go, an american truck cant even imagine going there with all 44 tones
It was not so many years ago that the cab over design/style truck were a common sight in the US. However as you noticed the change.
UK/EU trucks run at 44t gross (98560lbs) Disc brakes/abs on all axles. Between 500&700hp. Automatic gearbox. Its possible turn around in your own length (though not desirable) due to our small/narrow roads. MPG is VERY important. Our gallons are approx 20% bigger than US. (3.78 v 4.545 Ltrs). UK around $8.65 per gallon.
Some ideas to consider.... the conventional American style is designed for an increasingly elongated total length, because the regulations allow it. The "Truck" uses several feet on the hood, then several more on a cab (which is comparable to the interior of a sedan for space), and finally several more feet of space until the back bumper; before you look at the trailer(s) behind that. All of those body parts are fixed to the chassis.
The European is restricted in overall length, so placing the cab over the engine makes sense, the cab is most likely then suspended separately from the chassis, you notice how when the Volvo or Mercedes braked hard a horizontal body panel drooped behind another as though everything above that line is separate from the parts below.
Another point is in the mechanical design, Europeans may have additional steering axles.
When it comes to Finland the snowy road in the forest are hard to drive so it s good that Scania Has 770hp
I think the speed limit for HGVs in Europe is mainly to control pollution levels.
I still love the 'nosed' design, although growing up with Optimus Prime being a 'nose-less' truck.
Are the American trucks actually safer, though? The argument seems pretty weak to begin with, but it also utterly fails to consider other road users. If you are sitting in a truck, most other road users won't be a huge danger to you. It is much more important to consider the safety of others here. Cars are going to be the biggest cause of accidents with trucks and the truck will barely even notice.
parts availability for American trucks is better ..... in America, not in Europe. Here the parts for European trucks are better available. Seems logic, if you think of it.
Ich bin mir nicht sicher aber in den Vereinigten Staaten ist es doch so das man eine begrenzte Anzahl von Motoren Herstellern hat die dann in allen Fahrzeugen sämtlicher Hersteller verbaut werden. Hier in Deutschland (bzw. Europa) ist es (Soweit ich weiß) zu 99% so das ein Mercedes LKW einen Mercedes Motor hat. Ein Volvo einen Volvo Motor und so weiter.
Was natürlich Auswirkungen auf die Verfügbarkeit von Ersatzteilen hat.
Volvo and scania have them engines as 1) drivers love them and 2) Scandinavians allow truck up to 80T
Scania sister company, Saab, makes cars.
How about those roadtrains in Australia? I bet they have more powerful engines?
Cabovers are more easy in manoeuvring tight spaces and corners. In Singapore, a typical hauler trucks 5-10 containers per day and they always have yo reverse those into tight spaces, detached them and go truck another container.
750 fh volvo cruises like no other truck dragging 44 ton like its not there
As for the cab size, while obviously shorter, the European cabs are wider front to end (2.6m)
Do the European cabins have a sleeping compartment? Perhaps they’re not necessary because of the lesser distances. Australian trucks have them, because drivers are required to take sleep breaks, and there’s a minimum time a journey can take. If you’re early to your destination on a long-haul, you can be prosecuted.
Yes, some trucks do. You can have microwaves and small fridges too.
My first job at 16 in UK was at a sheet metal company that was making extended cabs for sleeping. That was in 1976 but now they are a standard product. You can still buy day cabs for short distance drivers.
It's pretty simple, on average EU trucks have stronger engines because we have more height difference on roads so EU trucks need to deal with hills constantly and heavier loads on average. As for long nose, it just doesn't work on EU roads. Mind you most of us actually like exterior looks of USA trucks but as driver myself I can tell you they are useless on EU roads.
It's 60mph on dual carriageways/motorways in the UK for HGV's. 50mph on single carriageways.
Edit: In the future, older vehicles [especially cars] will have the advantage as all the tech incorporated these days is causing problems rather than solving it and accessibility is bad as well as supply.
In EU, the automatic brake and adaptive cruise control are compulsory in all the new trucks.
Brake tests of different combinations, first number is tons (1ton = about 2 205 lbs) and the second number is brake distance in meters: th-cam.com/video/v2rGS9v_wB8/w-d-xo.html
Brake tests with 90 ton (198 416 lbs) log truck: th-cam.com/video/KuuUqoqFzy0/w-d-xo.html
The video seemed to have had limited research, given how many important points it glossed over. For example, the safety standards for EU vehicles in general are very strict, so the authorities would certainly not let an outright dangerous vehicle on the road. Also, EU safety tests take into account not only the safety of the driver but also the safety of pedestrians and drivers of other vehicles. Lastly, you don't need as much of a crumple zone if you can avoid the collision altogether, which is where the lower weight and various rapid braking systems of EU trucks come in. Also, the parts availability was heavily biased, of course it is hard to find parts for EU trucks in the US, it's the same as vice versa. In the end, it felt way too vague in the information provided, instead of mentioning the advantages and disadvantages of each type of truck, they just said 'Welp, pick the one you like more'. Not very informative. But I liked the video, cool to see how open-minded you are to new things.
In the Nederlands we don’t use American style truck because of the total length of the truck with trailer you are not allowed to exceed 16,50 meters so if you want to drive a American truck you need a smaller trailer and that makes no sense on the revenue so cab-over is the way to go
in Europe most trucks have limiters so they cannot go faster than 90km/h. wich speed is allowed on highways.
The lifestyle side of things is the same in Europe and the US. The truckers here in Europe do drive across the continent over many nations and sleep in their trucks just the same. There are laws for how long they can drive though, but they are equally passionate about their trucks and will spend their own hard earned cash customising and improving their Scania to make it look like the coolest truck on the road.
Those cabover trucks had once been quite popular in the US as well. I have no idea why they don't build something like a Kenworth K100 anymore.
Kenworth and Peterbilt share a smaller truck based on the European DAF LF.
at 2:30 : you pointed at the diamond logo of the French car manufacturer Renault.
The difference can be summoned up in a few shorts.,besides the safety. European trucks (with trailer) can carry more load due to the shorter cab, carries heavier loads and more powerful. US-trucks are wasting so much load-space with the overgrown hood and house. Though some of them look really cool :)
To be honest, I think the US-style looks more aerodynamic and easier to maintain on the roadside.
Plenty of space for the driver(s) in the cab, overall a more pleasant environment for the really long hauls.
But they'd be a nightmare to navigate inside many European city-zones, or basically anywhere but on the highway.
And then there's all the regulations, Europe doesn't have just one set of rules about sizes and weights, the Euro-style has to be compatible with all the variety at once.
They often have a stronger motor because up north, where hauling logs or mining is more common, they're allowed a lot more weight. On the flat plains, the length is more important because it makes it easier to navigate city streets when delivering supplies to supermarkets.
Instead of offering 15 different layouts, the manufacturers limit it to perhaps 5 more versatile vehicles to choose from.
I wasn't buying the cabover being more aerodynamic as a flat surface versus nose to break the wind difference , although depends on angle of flat front I guess
They showed the most spaceous the biggest cabover design (not common at all) and used a standard size euro for comparison.
This channel he is reacting to is known for these americanism lies.
Hello Joel. I went round US by Greyhound, so saw a lot of these monsters. At first sight of one roaring past the bus it was "What the truck?"
Since then I have done a lot of motorway driving in UK. The European ones from the continent have left hand drive, which feels a bit scary at the speed they go on the left here, supposedly 60mph limit, but the odd one will push it.
When trucks show up on the screen, looking at your eyes, it looks like you're looking at pron. :D
THAT fond of trucks ? :D Nice video btw
they forgot to talk about the suspension in the volvo.
Although the UK uses the same trucks as the EU the trailer sizes and weights are different, something unique to the UK is double deck trailers with a height of up to 16'6" and a max weight of 44 tons they are becoming more common on UK roads due to their increased load capacity of 40 pallets compared to 26 on a normal semi trailer
Not being a trucker I had no idea. Why is this unique to the UK? Higher bridges? lol
Not thought of cabover versus nose fromt trucks before .
Here in Australia they look like usa style .
Reminds me of a Pug dog versus normal dog
2:33That is a French brand called Renault
U should check some Volvo truck ads here on TH-cam
Hi ya. Just a little heads up, scania is pronounced scan ya and Renault, ren o. U.K speed limit on motorways and duel carriageways 60 m.p.h i think they are called interstate highways stateside.the scania i drive regularly i achieve 12 to 13 miles to the gallon,this does however depend on payload ( up to 44 tonne ) and weather conditions i cant achieve these figures maxed out. Liked the video
Both types of trucks really have their charm. I like the way you keep saying that the flat front on European trucks looks crazy, that is the same feeling us Europeans have with US trucks :)
Those huge Volvo and Scania engines are really popular in Scandinavia, where both brands are from. Imagine hauling a truck and two (!) trailers full of logs weighing 80 tons up a gravel hill. Then you need 750+ hp and especially the big torque these engines produce. See this video to get the idea: th-cam.com/video/KuuUqoqFzy0/w-d-xo.html Really impressive stuff, if you ask me.
The difference in cab size is easy to explain. In the US, there are many drivers owning their truck and living in them. Then it is an necessity to haul your house with you. In Europe, we have rules saying that truckers should rest at a hotel after a couple of days driving, instead of in their truck. And many more rules to protect the driver's well-being.
Hey Joel, ever watched truck racing? Gotta be some content on here to watch.
12:00 its the same in EU, that law is here and its and old law :)
Also the limit is from 31 to 75 mph
Hi have you checked out the Australian Roadtrains, used extensively in the Northern Territory and far North Queensland, you may like the size of these road transports that can have upto three)3) to four(4) Trailers. ers0
Here in Europe the semi trucks are more powerful and heavier than in the US, but more compact.