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

[ATTACH=CONFIG]677[/ATTACH]

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.

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.

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.

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.

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.

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

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!

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.

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.

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.

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.

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.

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.

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

We don't want that!

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.

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.”


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

I guess Brian and Marie Patrick are no longer with Landstar?

No and yes, it's a long story. But it caused a lot of problems for a lot of people. If someone ask me if a load pays good I answer "it's on my truck isn't it" Some details are no ones business.

WIth those kind of numbers they should have enought money set aside to retire.

Going a little off track here but....

Don't you find it funny how the old timers talk about how much more money they made in the 80's, if that's true why aren't they retired? Are they really that bad with money?

My oldmad always talks about that. They lived alot better lifestyle back then so that took up the xtra cash.

I don't know, I seem to be living ok?

I'm not sure about that. Black and white TV, no cell phones, no computers, no Internet, mono music players, no A/C in cars. I think we have it much better now ;)

I dunno about all of that. I could give up alot of them things to live back in the day. The way my dad talks about it. It was just a nicer place. The world wasnt as crazy.

WTF was that guy thinking? He's obviously never had to hustle his own freight. I don't mind talking about rates and such but I don't disclose the ship and con.

I'll bet the fame and glory of being featured in a Randall Reilly publication was worth it!

The money we made in the 70's and 80's bought more than it does today. We lived a much simpler lifestyle.

People were nicer and there were fewer distractions from cell phones, pagers, computers and the internet. I didn't even own a computer until about 1985. Even that was only used for my business. There were problems, but attitudes of people were different. Cars were more fun to drive. People were not terrified to see someone with a gun.

We didn't have cell phone bills, internet connection bills,satellite radio bills, satellite TV(in truck) bills,health insurance was cheap,..............................

How did you stay in touch with the family and friends when trucking? Write postcards? I think cell phones and Internet made life much easier for long haul drivers. We are not as isolated from the society as we once were.

Pay Phones, maybe one call a day. In the 50's and 60's company's would send teletype messages to drivers at truck stops where they new they would be stopping, when I started in the early 70's the company I worked with still used teletype machines between terminals. Ill sent our oversize permits via teletype.

Here's another load where a 10'1" spread might work better... I'm waiting to hear from the Agent and I'm picking up steel plates. All are 37' long, 9.6' wide, and 2 inches high. The weight is 45,201 lbs. I hope I can distribute it equally between the trailer and truck axles by some creative use of the dunnage. I need to put more weight on the truck axles.

Seems to me, that when I hauled a load similar to that a few years ago...I had the plates spotted right up against the drop and the weight worked out just right. 32K on the drivers...36K split between the trailer axles. IF my memory is serving me correctly today. There is a break-point on the lower deck where the weight makes the shift just right.

If I remember correctly!

I was too late loading today (too much snow in their yard) so I am coming back tomorrow morning after the shipper removes the snow. Meanwhile I have the exact measurements; turns out I'm picking up 5 steel plates and they are:

(1) 27' x 7.4'
(1) 31' x 9.9'
(3) 37.6' x 6.5'

This is length and width. The height is about 1 or 2 inches, it's the same for all the plates. The weight is about 45K. I multiplied the footage, and the first one is 199 sq.ft, the second one is 306 sq.ft. and Line 3 is 244 sq.ft. Which means the oversize one is the heaviest! I think I'll start with the longest, and then stack them as close to the front drop as possible, with the shortest on the top.

load up tight against the drop if possible, and put something like wood between the plates and use lots of chains

plates are sometimes a nightmare, they always want to keep shifting around.

i guess you could use straps as well, maybe a mix of chains and straps.

I'd definitely use dunnage as my floor is aluminum with 4 nailers only. I know the very rear of such a load usually tends to shift. I'll probably put at least 2 chains on the very back and use my new RATCHET binders to make sure everythign is tight. The run is 2,000 miles long!