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SEAT and Grupo Sesé pilot duo trailer; longest, most efficient truck on European roads

SEAT and Grupo Sesé have pilot-tested the duo trailer, the longest, most efficient truck driving on European roads. The truck-trailer combination measures more than 30 meters long, reduces CO2 emissions by 20% per road journey, and reduces logistics costs by 25%.


Both companies carried out a pilot test to analyze the performance of the duo traile. The test journey was made from Zaragoza to the SEAT headquarters in Martorell and will be repeated in upcoming months while transporting components.

The duo trailer features two 13.60-meter trailers pulled by a truck with a Scania cab, a Volkswagen Group brand for a total length of 31.70 meters and a maximum payload capacity of 70 tonnes.

Designed for travelling on high capacity roads, the duo trailer will also lower the number of trucks that travel on conventional roads, which is where the highest number of road accidents take place.

The duo trailer has the capacity to reduce by 50% the number of trucks on the road, and this implies huge benefits in terms of sustainability, environmental responsibility, safety and efficiency. Innovation is at the core of SEAT and these tests are in the same spirit that led us to bring the mega truck to Spain two years ago in partnership with Grupo Sesé.

—SEAT Vice-president for Production and Logistics Dr. Christian Vollmer

For the time being, this research study will conclude with a report to demonstrate the performance and benefits of this new vehicle in regards to emissions reduction, efficiency and road safety so that in the near future its use can be standardized in Spain.

The added advantage of this means of transport to reducing road accidents and emissions and cost savings is its versatility and the way it promotes multimodality and improves efficiency and sustainability.

—Grupo Sesé managing director Ángel Pueyo

SEAT and Grupo Sesé made a firm commitment to sustainable mobility for road transport two years ago when they introduced the mega truck in Spain, a truck measuring more than 25 meters long that until now was the longest, most sustainable vehicle driving on Spanish roads.

The arrival of the duo trailer is going to lower CO2 emissions even more, down from 14% to 20% in comparison to a conventional truck. The main reason behind this is the improved fuel consumption efficiency per tonne transported, as it has 6 meters and 10 tonnes more load capacity when comparing both vehicles.

In addition, the duo trailer is more efficient in terms of multimodality with rail transport, as train wagon infrastructure is designed to make maximum use of 13.60-meter trailers, such as those featured on the duo trailer. For this reason it could promote transport by train to the rest of Europe.



They've missed three serious aerodynamic elements:

  1. Fairing the trailer undersides.
  2. Covering the gap between the two trailers to smooth airflow.
  3. Putting a boat-tail on the second trailer.

Of course, they could achieve a much greater improvement in both fuel economy and road safety by PUTTING THE CARGO ON AN ACTUAL TRAIN.  Do these people not think?


They are only running double 45 ft trailers. What is the big news? In the western US, we run double 53 ft trailers or triple 27 ft trailers.

Anyway, I agree with EP that they should run more of the cargo on trains. We have double stack trains (2 containers stacked one on top of the other) in the US that exceed 12,500 ft in total length. In Europe, most of the railways are electrified but while their passenger trains are first rate, their freight railroad systems is not as well developed or not as well used.


Unlike cargo trains, these dual trailer trucks take cargo from A to Z without using smaller delivery trucks for first/last miles.

Like articulated city buses, these dual trailer trucks use 50% less drivers, which represent another large saving.

Normally, cargo trucks can deliver cargo/goods a bit faster, specially on shorter runs but create a lot mor pollution and GHGs than diesel and/or electric trains.


Much of the freight hauled in the larger tractor trailer rigs is not driven to the end user. It is taken to a terminal where it is sorted for and taken to the customers in smaller trucks. No one is going to drive one of the doubles into a European city.

There are exceptions especially for large manufacturing operations. A car manufacturer may make engines in one plant and take it to another plant in a different city for final assembly with the car. But these plants often have rail spurs.

At our facility where we manufacture specialized self-propelled ag equipment, we get large tires, diesel engines, seats, steel, etc on a daily basis. All of it comes as less than truckload freight and has been take to a terminal and transloaded onto city delivery trucks.


As E-P says great savings could be had by moving cargo by rail but as Harvey says there is problem where the rail ends, the last mile problem. The answer may be in road/rail vehicles; https://en.wikipedia.org/wiki/Road%E2%80%93rail_vehicle

Like the Blade Runner; http://www.silvertipdesign.com/



This is what you really want:


I am not sure why this has not been more popular has it combines the best of both worlds and the close fit of the trailers would minimize air drag. The only disadvantage that I know of is that the trailers are somewhat heavier to withstand the buff forces and that eats into the net permissible load on the highway but a lot of loads bulk out anyway.


I have actually watched a Triple Crown train pass by.  I would wish there to be many, many more of them.

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