Hi Barry, I wish I could have captured better audio. In real life it was a beast :-)

So patient. I would be like "sod it......POWER" like Clarkson :-)

Wow that’s awesome! I don’t know how you do it! I struggle getting my little truck down some rounds round Worksop!

I was a bit nervous about getting too close with all the creaking. I filmed it on a GoPro mostly so you have to get fairly close to fill the frame.

A lot of tires to kick :-)

Many thanks! we are trying to get the audio better and cab angles. We are still learning.

Wrong

We believe that the spare truck is there incase of a breakdown and also swaps places with the reversing truck once they hit the motorway. If someone could confirm that we appreciate it.

@@HarrysTruckingAdventures I have sent the company an email, maybe they will respond with some answers, would be interesting.

HI - I am copy and pasting from @truckertom3323 Basically it's to do with traction and gears. The back unit is more useful when it's in reverse. "Reverse is the lowest gear, so is stable for slow pushing on an uphill grade, and the rear unit may have three gear splitter in reverse, if it's a manual gear box, i was a manual gear stick driver, so for crawler / first gear on the pulling tractor unit, and the end unit in reverse low, with three gear splitter box to become one gear lower than first gear, giving three gears for pushing power. As an Ex British Army, and HGV1 uk/European driver 32 yrs Experience, i hope that makes good sense to you. And as soon as it's away from the Industrial Estate, the reverse unit will turn around to become the second pushing unit, possibly even two unit pushing, or one unit in reserve in case of a break down."

Yes, that does make sense. Thank you for sharing.

@@HarrysTruckingAdventuresis it not more about manoeuvrability, it’s easier for the rear unit to follow the trailers. The rear unit has to maintain the same speed as the front unit otherwise it would be either dragging or pushing too hard.

@@HarrysTruckingAdventures back in the late 1970/early 80's there were few hills in Cornwall were we had to reverse up a hill with china clay (small lumps then 240-290hp) 38t grouse was heavy then! I also used to do liquid (as many of my work mates) in 25,000 litre single pot tank trailer with around 21,000 litres (due to weight of luquid) failed to get up many a hill mentions on Sally Traffic were often! of lorry stuck on a hill 😵‍💫

Maybe it was just in case it had to be pulled back in to the side where it started . Much easier to drive in with better visibility than reversing with little to none. Maybe as simple as that 🤷‍♂️

I think that is the plan. Technically the steel rope could fit on a smaller trailer, but at 327 tons would destroy the wheels. So it needed the 180 wheels to distribute. As for costs, I have no idea. I would assume it will last a few trips.

It was a 300 ton coil of steel rope, bound for Brazil we think. The kind of rob used on bridges.

This is Tim replying - what a great video, really fascinating to hear all the creaking. Can't believe you get that long "carriage" (?) with all those wheels over the curbs. Well done guys :-)

Why does the rig (ballast tractor?) at the back go in reverse all the time? Why not turn it around and push the load?

That's a good question - I said the same to Harry (he's an HGV driver - I am not) but we couldn't really figure it our. Maybe @darrenbudd2057 can answer that one for us?

Reverse is the lowest gear, so is stable for slow pushing on an uphill grade, and the rear unit may have three gear splitter in reverse, if it's a manual gear box, i was a manual gear stick driver, so for crawler / first gear on the pulling tractor unit, and the end unit in reverse low, with three gear splitter box to become one gear lower than first gear, giving three gears for pushing power. As an Ex British Army, and HGV1 uk/European driver 32 yrs Experience, i hope that makes good sense to you. And as soon as it's away from the Industrial Estate, the reverse unit will turn around to become the second pushing unit, possibly even two unit pushing, or one unit in reserve in case of a break down.

Thanks Tom, that make perfect sense to me too. I knew there had to be a reason.

Ha, slow and steady :-)

Can't wait. Don't imagine they would have such tight roads in Arizona. Looking forward to getting on freeways.

Hi David - The UK port was Goole, final destination we think was Brazil. 300 Ton coil of steel rope! No idea what the costs are. Check out Allelys channel. This link shows how they build the cradle. kzfaq.info/get/bejne/fJuqdNGAmpOcomg.html

And changing directions is also easier: leaving the factory in one direction, and driving of the other way.

It was a big under sea cable going to Brazil. Rumoured weight of cable was around 300 ton

@@HarrysTruckingAdventures Possibly not part of this particular one but I have delivered ingredients (Wire Rod in coil) for making that type of cable. I recognised the place, as soon as the video started. There is a similar place at Walker, on the banks of the Tyne, in Newcastle but, they might load straight to the vessel.

We have made contact with Allelys. Waiting for a response. This what they do so I expect they will do this kind of thing every week. If they do you can be sure H will be there to film it :-)

On our regional BBC News and also in newspapers across East Yorkshire, there were advance warnings of this load being on the move; it's one of two such trips being completed

Yep, it's a long load

Once they get to the motorway they pick up speed. I think it takes them about 10 hours to get to Goole docks, about 40 miles (ish)

Hi mate, have a look in the description. Estimated weights are there. Cheers.

We have since had confirmation that the steel wire was 327 metric tons heading to Brazil. What the whole train was is unknown, but had to be more than 450 tons?

@@HarrysTruckingAdventures Hi, thanks for that mate. Always interesting to know the stats. Cheers.

Thanks for the encouragement ;-)

Super strong whatever it is!