Load distribution

Now lets get to the better answer... LOL I am by no means an expert on these things but here goes.

The 5th wheel on the jeep is ahead of the two axles so in essence splitting the weight between the jeep and the truck that is on the front of the trailer. I think some photos can help explain it better.


This is our 8 axle trailer setup. Now on the back of the trailer I can load 34k on the tandem and 20k on the booster. You will notice that the excavator is backed up all the way to the neck of the trailer. This is because with the addition of the jeep I now have 5 axles (not counting the steer) on that end of the trailer so I can effectively load 34k on the jeep and 43k on the drives. I am over on axle weights with this machine but I do have permits for it. The machine weighs 90k while the truck and trailer empty is 65k. That puts me at 155k gross on 9 axles (including the steer).

I am great on the trailer axles for weight but the jeep is where I am a little heavy.

In the next photo that machines weighs in at 97k. This one put me over into DW21 conditions which means 2 pilot cars and centerline all bridges on 2 lane roads at 5 mph with no other traffic on the bridge.


Now that type of jeep is only used for mechanical RGN applications but the other style of jeep is like what @Rontonio had on his trailer and we have for bridge beams. That is the type that is needed to move that crusher mentioned earlier. Here is a photo of that type of jeep. This one has a 3rd pin on axle but we remove it for moving crushers. There is a 5th wheel plate under that bunk. Most of the time the bunk is on the truck 5th wheel.


Here you can see the jeep a little better from the side.

 

He said KP to tandem 32ft. Single screw, 9300 empty, 20k max. Trailer tandem 11700, 34k max, GVW max 66k. Loading 36000. 16 ft from KP is the center for loading. We have 200 lbs to play with. Mack didn't give me dims on the load, but we are looking at 11800 on the steers, 20k on the drives and 34 on the trailer for a gross of 65800.

 

I was waiting on the dims of the load.

 

Seen it and it scares the crap outta me. Seen skid steers in a box too.

 

(a/P)w = T

20,000 - 9,300 = 10,700

(a/P)w = T
(10,700/36,000)32 = T
(0.29722222)32 = T
9.5111 = T

Where 'T' is target measurement from trailer point (kingpin or center of axle group) to COG (center of gravity) of load.

 

Ok Dye. If you're gunna bring letters into math then we just can't be friends anymore.

 

You have a 4 axle truck, 2 axle jeep and a 2+1 trailer. Can't say I've seen that exact setup before. Anyways, the jeep is to remove the weight off the drives. You still find the center of the trailer to load the exact same way...from kingpin to the center of the trailer. Think of the 3+1 as a gigantic spread axle. Measure from the center of the trailer tandem to the booster axle, then from that point back to the kingpin of the trailer, not to the kingpin of the jeep. The jeep is for sharing the weight of the drives.

Anyways, thanks @cnsper

 

I read the responses up to page 3. Heres my response.

Being that i average 2 coils a week. Some times 2 coils, sometimes as many as 6. As others stated, you need your empty weight with fuel. Anytime i swap trailers i get an empty scale ticket. All of our trailers have a coil package. Those packages are desgined for suicide coils but gives you a general reference for load center. Because load center and physical center are usually different. Do as others stated for placement. Does your tractor have a drive wheels load gauge? If so use it in connection with your scale tickets. Take notice what the gauge says and then once you scale out youll know the weight on your drives. Next time you get loaded youll know before you even leave an approximation as to how much weight is on your drives. If you dont have a drive axle pressure gauge, ask around at your shop to have one installed. It isnt a end all, but its a definite help. My load gauge when at 60psi i am right close to 34k on the drives