Do you need a 10'1" tandem to move this load?

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Forget tridem stepdecks. Here's what I want to haul! Funny enough it looks like I don't have to modify anything on my 48 ft stepdeck, except I have doubts about the 61" axle spread.

The load I'm taking about is the above pictured John Deere 872G grader.

Here's the dimensions:

* Overall height: 10'5" (I can take 10'6" thanks to my 17.5" tires and 36" high deck)
* Length: 29'2" (my main deck is 37' long so I'm okay here)
* Wheelbase: 20'3"
* Weight: 38,240 lbs
* Weight on the front axle: 11,250 lbs
* Weight on the rear 2 axles: 26,990 lbs

Everything looks good except the weight of the loader! It IS legal but because the grader is quite long I think my 61" closed tandem would have more than 34,000 lbs on it, especially since the rear part of the machine puts 26,990 lbs on its rear wheels.

What do you guys think: do I need a 10'1" spread axle to move loaders like this between US and EASTERN Canada on a consistent basis or not? Unlike Alberta, both Ontario and Quebec award 42,020 lb rating to a tandem spaced at 10'1"

Ontario Tandem Axle allowable weights (by axle spread)

1.2 < 1.6m Max. 18,000 kg (this is my rating now with the 61" spread; 18,000 kg is 39,600 lbs)
1.6 < 1.7m Max. 18,300 kg
1.7 < 1.8m Max. 18,700 kg
1.8m to 3.1m Max. 19,100 kg

I should be okay with that grader once I cross the border into Canada. I'm only worried about the US portion of the trip... Any comments would be appreciated... A trailer shop I found near where I live can move the front axle to the 121" position for roughly $5,000. According to Wilson, this will actually make the trailer much stronger. I'd probably save a little on empty weight too because they'd have to cut away a piece of the frame in front of the front axle.

Naturally I need to upgrade my chains from 5/16 to at least 3/8th and get the heavy duty ratchet binders.

[Steel Horse Cowboy]

Couldn't you put the loader on backwards so it faces the rear of the trailer? Then the heavy rearend would be more towards the nose/middle of the trailer taking some of it off the rear axle on your trailer and splitting it with your drives.

[GMAN]

You should not have a problem with those units and that weight. Pull the front tires up near the step. That should work just fine with the weight. You could always back it on the trailer and leave about 5 feet from the step should be about right.

[Heavy Duty]

Couldn't you put the loader on backwards so it faces the rear of the trailer? Then the heavy rearend would be more towards the nose/middle of the trailer taking some of it off the rear axle on your trailer and splitting it with your drives.

that will probably work, Do you have a empty weight ticket on your truck. I guess your trailer tandem weighs about 7000-7500. you can use your small chains, just put on whats required, don't forget to put one across the blade and the ripper if it has one.

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that will probably work, Do you have a empty weight ticket on your truck. I guess your trailer tandem weighs about 7000-7500. you can use your small chains, just put on whats required, don't forget to put one across the blade and the ripper if it has one.

My truck and trailer are fairly light. I know I can take 49,000 lbs if it's centered properly. Next time I have a load like this I should probably get a scale ticket when empty so I know where to put the grader or loader. Okay, then this 34,000 lb tandem should not be a problem with these loads. And basically, there's nothing wrong with my trailer (I thought I was losing loads because I don't have a 53 step or a tridem). Once I get 4 ft drop tarps, I should be able to cover much more loads. But this type of wheel equipment (loaders, graders etc) is really what I like dealing with. Call me crazy.

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You should not have a problem with those units and that weight. Pull the front tires up near the step. That should work just fine with the weight. You could always back it on the trailer and leave about 5 feet from the step should be about right.

Gman, if you ever hauled loaders/graders like this, is it better to load them FACING the truck or facing the rear of the trailer? As many Canadian trucks, mine has a 235" wheel base; it's easy to overload the steer axle.

[rank]

Gman, if you ever hauled loaders/graders like this, is it better to load them FACING the truck or facing the rear of the trailer? As many Canadian trucks, mine has a 235" wheel base; it's easy to overload the steer axle.

I find it's more difficult to back it on the trailer than it is to back it off the trailer....it's still worth a shot tho. Our 22.5 tandem steps tare ~9000-10,000 at the back axles. With a step, you'll need a loading dock at Pu and Del so some of these moves will require an RGN...nothin' you can do about that tho. IIRC, I saw one the other day that had the front tires on the top step. That should do it.

If you couldn't scale the trailer axles, and you couldn't get the tires on the upper deck, and you couldn't back it on the trailer for some reason......I wonder if you'd be allowed to permit the rear axle weight for a few lbs over? I bet the DOT would allow that. I've never heard tell of being over axle and under gross. That's a new one on me. You should make a phone call....that's a good one.

[no_worries]

As many Canadian trucks, mine has a 235" wheel base; it's easy to overload the steer axle.

Check your 5th wheel position. Set correctly, you should be able to distribute your trailer weight solely between the drives and tandems.

[Steel Horse Cowboy]

Gman, if you ever hauled loaders/graders like this, is it better to load them FACING the truck or facing the rear of the trailer? As many Canadian trucks, mine has a 235" wheel base; it's easy to overload the steer axle.

It's the C-15 and the IH that makes the front heavy. The truck I just sold, with 300gal of fuel weighed 11,700# on the steers BOBTAIL!

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...I've never heard tell of being over axle and under gross...

That's a problem I run into occasionally. Basically I cannot take a load that occupies the entire lower deck if it weighs - let's say - over 40,000 lbs. Because the truck is so far ahead, most of the weight goes onto the trailer's axles and it can be over 34,000 lbs. I once hauled 3 11 ft bundles of marble countertop plates (all on the lower deck)... the weight was about 45K and when I scaled I had 36,000 on the trialer tandem, which is still legal in Ontario for me but is overweight for US. That's where a 10'1" spread comes in handy.

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It's the C-15 and the IH that makes the front heavy. The truck I just sold, with 300gal of fuel weighed 11,700# on the steers BOBTAIL!

Mine is the same But I wouldn't trade the CAT for anything else. It'd help to have a longer wheelbase. Mine is 235"... I'd love to have 240" or 244" just to help with the weight distribution.

[Heavy Duty]

Don't think you would get heavy on the steer, won't be any different than any other load when you get 34,000 on the drives. The shipper will back it on unless you are at a port. Watch the height if you put the front up on the step. Really should be a easy load.

[GMAN]

Gman, if you ever hauled loaders/graders like this, is it better to load them FACING the truck or facing the rear of the trailer? As many Canadian trucks, mine has a 235" wheel base; it's easy to overload the steer axle.

I moved my 5th wheel all the way back on my International when I pull the step deck. It has a CAT. I have never had a problem being heavy on the steers. The main reason that I moved it back was for clearance on the drives when making sharp turns. I have tall rubber on the drives. Were it not for that it would probably not be a problem. You should be able to position it either way that I noted and be all right on your weight. If you back it on and keep the wheels of the grader about 5 feet of so behind the step it should be more balance than pulling on the trailer. Since you essentially have a closd tandem you are only allowed 34,000 pounds on the trailer. If you decide to pull the grader on and get the front wheels up to the step, the rear tires of the grader should be in front of your trailer tires or close to it. That should shift more weight forward. I think that it will work either way. It is a matter of personal perference.

I believe someone else mentioned it, but you need to make sure to throw a chain or strap across the blade. The same thing is true if you load a bulldozer. Excavators should have a strap or chain across the bucket.

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...I believe someone else mentioned it, but you need to make sure to throw a chain or strap across the blade. The same thing is true if you load a bulldozer. Excavators should have a strap or chain across the bucket....

Thanks. I"ll buy those 3/8" chains and use four of those plus tie the bucket if it has one. I scaled the empty truck after fueling. Here's the axle weights:

Steers: 11,600 lbs
Drivers: 12,300 lbs
Trailer: 6,980 lbs

Total empty: 30,900 lbs

So, it looks like I can take 27,000 lbs on the trailer axles and 21,700 lb on the truck drives.

[Heavy Duty]

Thanks. I"ll buy those 3/8" chains and use four of those plus tie the bucket if it has one. I scaled the empty truck after fueling. Here's the axle weights:

Steers: 11,600 lbs
Drivers: 12,300 lbs
Trailer: 6,980 lbs

So, it looks like I can take 27,000 lbs on the trailer axles and 21,700 lb on the truck drives.

I guessed pretty good for a old man.

Please do yourself and the agent a favor and don't post the rate. It could come back and bite you in the butt.

[crb]

Just let the air out of the tires of the grader that will save you a bunch of weight LOL!

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I ... a old man ...could come back and bite you ....

We don't want that!

[Heavy Duty]

Someone bragging about his good paying loads(in overdrive magazine) cost a agent a 30 million account and cost a lot of drivers their good loads.

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Someone bragging about his good paying loads(in overdrive magazine) cost a agent a 30 million account and cost a lot of drivers their good loads.

That's foolish - I agree.

[Heavy Duty]

This is the article

RUNNING PATRIOTIC
CARGO: New military equipment
RATE: $6-plus/mile (including fuel surcharge)
HAULER: Brian and Marie Patrick, leased to Landstar
SHIPPER: BAE, U.S. armed forces
RECEIVER: Various military installations
EQUIPMENT: 2007 Peterbilt 379 with lift axle and 2006 tri-axle Load King removable gooseneck with detachable fourth axle
LOAD/UNLOAD: Typically under one hour, longer if tarping required

Brian and Marie Patrick, of Chelsea, Mich., haul oversize, new equipment from manufacturer BAE Systems’ five facilities in Michigan, Ohio and Pennsylvania for the U.S. military. “There are 55 of us who do this,” Brian Patrick says of the core of Landstar’s specialized team delivering new Bradley fighting vehicles, MRAP military personnel carriers and other vehicles.

Since they landed that niche with agents Doug and Nancy Cooper, out of Arkansas, after years hauling general military freight as well as arms, ammunition and explosives, they’ve increased their gross revenue, Brian says, by $100,000 a year while decreasing their gross miles. Their take-home is up at least $50,000.

“We’re clearing $300,000 in the end,” he says. But making that kind of money comes with sacrifices, Brian says. “Our home time is very limited.”

The road to success in the standard AA&E hauling arena starts with having a team operation. Other entry hurdles require significant carrier investment in satellite tracking equipment and hazmat-type levels ($5 million) of insurance, frequent background checks and DOT inspections. And unlike the rates in the Patricks’ specialized operation, say Duenweg, Mo.-based owner-operators David and Teresa Hill, leased to Landstar, typical AA&E freight averages less in revenue – between “$3 and $4 a mile, typically,” David says. Although quite high compared to some hauls, the rates the Hills were seeing fell off a bit in 2007.

All the same, AA&E haulers are a select bunch, with about 30 carriers participating in the program nationwide, including in addition to Landstar and the Hills’ former carrier, Tri-State Motor Transit, sizable outfits like Mercer and Baggett. Most owner-operator teams approved are leased to carriers, but not all.

However, team haulers looking to run AA&E on their own authority now need to establish a relationship with an armed-forces shipper to enter the program.

The Patricks wouldn’t do anything else, says Brian. “You never drive at night,” he says. Plus: “An older gentleman who has a master sergeant’s stripes told me, ‘If you work for the government, they never run out of money.’ There’s always opportunity out there.”

The best perk of the job is the gratitude of those who receive the equipment – “the latest, the greatest and the best that’s available,” Brian says. “When you see the soldiers’ faces who’ve got to use these things… I wouldn’t give it up for nothing.”


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He gave it up, and had to sell his truck, "Loose lips sink ships" or "keep your pie hole shut"