An increase in payload and decrease in running costs would definitely result of rise in revenue and ROI. One way to increase payload is longer semi-trailers. However, legislation restricts the length of combination trucks. Reason being, longer trucks would be difficult to maneuver, thus risking the safety of other road users while requiring the rebuilding of infrastructure to accommodate larger turning radii. One way around this is rear steering axles. This allows the turning radii of a combination vehicle to increase in degree and provides less stress and wear to the rear tires. More components would take place making initial cost and maintenance to rise but mechanical automatics (depending on design) may relieve financial burdens. Other multiple ways to decrease running costs are adding low-rolling-resistance wide-base tires with aluminum wheels, converting lights to LEDs and wire by signal controller, adding aerodynamic features (every time a new more improved one is developed), improving trailer assembly with lighter material, and adding telematics for resourcefulness. However, costs of such items can result in a heavy purchase to fleets bottom line where maintenance stability is jeopardized.
Decreasing tire drag resistance and weight increase the power unit’s mpg, but also increases the price of wheels, road calls (wide-base tires), and tire wear replacement rate. Four main reasons why aluminum wheels are preferred are weight savings, curb appeal, ride comfort, and resale value. Savings in weight run about 30 lbs. per single dual wheel. On a tandem trailer running wide-base tires, the weight savings average 400 lbs. That’s weight on a trailer that can be converted to freight or kept off for more mpg. Curb appeal and resale value go hand-in-hand, if the driver can manage not to damage the wheels through the trailer’s life time with the carrier. An aluminum wheel costs 3 times more than a steel wheel and has a higher chance to crack and leak air under extreme temperature changes, but has more strength driving on rough roads. The low-rolling-resistance tire is a well-known fact to increase mpg. Other facts include the initial price being higher, the initial tread has less 32nds, and the rubber compound to wear faster and not robust to nails and debris as regular tires. Overall, the industry standard wheel spec for North American trucks still call for steel wheels and low-rolling-resistance tires may eventually become regulated for GHG and phase 2 emissions.
No carrier would immediately replace every light on a trailer for less power consumption and durability value because of what the “amazing” LED has to offer. Yes they are smaller and more compact than normal trailer lights. Yes they are brighter, have a longer life span and require an immense less power than normal trailer lights (allowing trailer pub doubles and triples lighting to be as bright as the front trailer). But LEDs are normally 4-5 times the cost (depending on size) of a standard light and are known for being stolen because of their value. Best way to go about the LED switch may be to replace each light one by one as they get broken or wait until the carrier decides to switch out the unit with a newer one that requires them. Wiring can now be replaced by controllers like ones on power units that use logic input signals by the user to output signal and power to each individual light. Using CAN bus technology eliminates bulk wiring throughout the trailer, makes diagnosing faulty lights faster, and increases the control of how other drivers share the road since the power unit driver will have lighting confirmation by the trailer controller.
Aerodynamic features for the trailer have been increasing month by month since every service provider is on the more mpg and phase 2 wave. What’s demonstrated today on the trailer that is proven to increase the power unit’s mpg is obsolete tomorrow by the next best thing. Trailer tails (diffusers), side skirts, wheel covers, and front air dams (convex nose) are proven to make the air resistance less and provide less drag coefficient in the mpg equation. The other contribution comes from the side trim panels design which contributes to a percentage improvement. The overall design of the trailer is slightly draw-in at the front and characterized by an opening at the rear, in this way, it steers the air in the direction of the trailer tail. The tail has a shape that of a parallelogram and links up with the underbody paneling. The rear end taper design improves wind resistance by further mpg percentage. By lowering the wind resistance level, the trailer provides great reduction in fuel consumption in real-life road traffic. Although the wind resistance level has been reduced, the fundamental load compartment design remains intact, the dimension remains unaffected. The only limitation would be the fact that the combination length measurement go over current permissible limits. Therefore, it’s important to propose changes in legislation to permit future trailer aerodynamic features to travel on the road.
Carbon fiber has become the new hype for trailer roof and sidewalls. Carbon fiber is a material that is over 4 times stronger than steel and lighter than fiberglass. Carbon fibers can be wound on a spool like cotton thread, and like any thread it can be woven into a fabric of large sizes. For instance, carbon fabric weaves are oriented to oppose tensile stress in airplane wings, automobile air spoilers, golf clubs and today, semi-trailers. While the cost of the material is high, historically the price has been trending lower, therefore forward thinking manufacturers and customers are exploring the possibilities now. An average weight savings for a 53’ trailer can be around 4,000 lbs. with the cost of over 3 times per pound of material versus steel. Rear roll-up doors are another weight savings feature from which it can be lightened by a mixture of complex plastics rather thick wood and steel plating. Rear doors can save 400 lbs. plus depending on the material. Maintenance costs would be cheaper but security measurements would be greater since access and availability are gained easier.
Finally, with telematics becoming a large increase in transportation trend, trailer tracking services are becoming attractive to carriers more often. Trailer telematics keep visibility at all times on the trailer and tracks its every move. This improves customer satisfaction, just-in-time logistics, and increases customer trust by demonstrating continuous control of goods. By improving dispatching operations, trailer telematics reduce expenses for trailer purchases and leases, reduces staffing costs and ensures optimal operating conditions and efficiency. By monitoring on-board equipment and cargo, it helps companies reduce equipment costs, improve maintenance planning, limit liabilities for cargo loss/theft and pre-empt operational failures.
Most fleets have 3 to 4 trailers to every tractor and stay in service for over 20 years due to no DOT regulation changes. That makes a carrier service very weary on taking interest in new trailer developments where there’s nothing wrong with what they have. Eventually, the future trailer aims to reach 4 simple objectives; to be as large as it can be to carry more freight, to be as most fuel efficient as possible, to be controlled as resourceful as possible, and to be as safe as possible. As long as OEM and government engineers and scientists aim for those objectives, the future trailer has a promising outlook.