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B-triples - COAG backs B-triple network
Updated: 14 October 2008
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What is a B-triple?
B-triples are capable of servicing Australia’s growing road freight task more safely and more efficiently on an approved network of suitable roads.
A B-triple is a B-double with an additional trailer at the front.
By using standard-sized “modular” trailers, the combination can be broken down as a B-double or hooked-up as a multi-combination for operation on approved road train routes.
A standard B-triple is less than 35 metres long and weighs up to 82.5 tonnes gross weight. B-triples up to 36.5 metres long are allowed to operate in some States and Territories.
National reform for B-triples |
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On February 10, 2006, the Council of Australian Governments (COAG) agreed to identify a suitable road network for B-triples to “improve the safety and efficiency of freight transport”.
Transport Ministers asked the National Transport Commission (NTC) to work with governments to identify a potential B-triple network. BluePrints for these vehicle can be found HERE
Where can B-triples operate?
The Australian Transport Council (ATC) has endorsed a limited initial national B-triple network, effective from 1 July 2007, based on existing road train routes.
Road trains are widely used in rural and remote areas for carrying livestock and bulk commodities. B-triples are generally more stable on the road than road trains due to the use of ‘turntable’ pivots, which connect the trailers.
In the future, potential exists for B-triples to operate on major designated inter-capital freight routes; typically loading and unloading at warehouses in the industrial outskirts of cities. A number of B-triples have been operating safely in Victoria between Ford’s Broadmeadows and Geelong facilities for around 10 years.
The NTC is working with industry and governments to identify an extended B-triple road network. Extensions of the B-triple network, over time, may be conditional on planning and funding to improve the road infrastructure. This could include road widening, town bypasses, overtaking opportunities, intersection improvements, upgraded rest areas and trailer ‘breakup’ areas.
Improving road safety
The ATC asked the NTC to develop a ‘blueprint’ B-triple design assessed against world-leading safety standards (Performance Based Standards) to ensure road safety and community amenity are not compromised. This provides assurance that the truck can turn, stay upright, accelerate and brake safely on approved roads.
Potential exists to develop further B-triple designs with the industry which maximise the utilisation of existing truck and trailer equipment.
Insurance statistics already show that moving freight on a B-double is four times safer than a six-axle semi-trailer – primarily because fewer trucks are required and they are driven on better roads by highly trained drivers. Lots of experience in the use of B-triples already exists, so it is possible to be confident in their ability to further reduce road trauma.
What does it mean for local communities?
Fewer, safer heavy vehicles will be operating only on appropriate dedicated freight routes. These roads will be less congested and safer.
Complementing rail freight
Road and rail are complementary modes of transport, rather than competitors. As the freight task doubles in the 15 years to 2020, the productivity of both road and rail needs to be optimised. The uptake of B-triples is intended to improve the efficiency and safety of time-sensitive non-bulk freight movements, which are already carried by trucks.
A more competitive economy
Australia relies on an efficient transport system to move freight efficiently over long distances between decentralised population centres. An efficient trucking industry helps to support domestic exporters and reduces the cost of products we consume.
Some quick facts on a standard B-triple (compared to a B-double):
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the additional lead trailer typically adds 12/14 pallets capacity
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this delivers a 35% productivity improvement for cubic freight (20% for heavier freight)
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two B-triples can do the work of three B-Doubles or five semi trailers
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operators need less trucks and fewer drivers
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fewer trucks means less fuel is burned and fewer exhaust gases are emitted
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the extra capacity helps ease seasonal industry peaks
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potential to shorten queuing times at freight centres
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uses existing B-double trailers (so investment cost is low)
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modularity allows the B-triple to be ‘broken-up’ into smaller units
Case study
If an inter-capital network for B-triples was established on the Australian mainland beyond road train routes modelling shows a national linehaul truck operator with 60 B-double and semi-trailer trucks could:
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reduce the number of trips by one in four
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save 3.7 million kilometres truck travel annually
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reduce operating costs by 22%
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reduce the fleet to 42 trucks (30% fewer)
Reducing road wear
Because fewer trucks are needed to move the freight task (less tare weight and fewer unproductive steer axles), B-triples will reduce overall road wear.
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