So you know first hand that Hudson rates all of their trailers at axle capacity plus empty weight.
Am I legal? Tow weight question (weights listed)
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So you know first hand that Hudson rates all of their trailers at axle capacity plus empty weight.
JIGBUILDER
Silver Member
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What if they don't?
a couple of reasons.
One is NHTSA/FMVSS regs says the sum of trailers GAWR's shall not be less than GVWR.
The other reason is one I'm personally familiar with. I've towed with class A cdl combined for 11 years moving my own wheeled construction equipment and material in several different states.
The first thing DOT does is move you to the impound lane and red tag the trailer. You have some options.
One is find a licensed vehicle alterer or modifier to come on site and add a GVWR certification tag to match GAWR's. Very expensive.
Another is then If the load is over GAWR's then you will be compelled to unload or rearange the load on the trailer to comply with GAWR's. If a second vehicle is dispatched to pick up your overload that is also expensive.
Anyone should check with their own states DPS/DOT or a weights certifed state trooper for their interpetation of how a truck and trailer are legally loaded.
Come on guys.
The 7,000 lbs is the GVW.
OF THAT; 1,950 is taken up by the trailer's own weight.
The payload is therefore 5,050; which is "about right" for trailers of this type with two 3,500 lb axles under them.
It is quite reasonable to assume that the manufacturer or their ad copy writer/publisher just made an error here and/or doesn't know what GVW, payload, etc are, doesn't know which ones add up to which other one(s) or how to subtract which from which to get what.
SURE it should have been reviewed by someone technically competent at Hudson and maybe it was, but it got through.
Enough already.
The O/P is hauling what ? 4,750 IIRC, so, ~300 lbs margin.
Not great, but good enough and legal as long as he buys tags for 7K.
Are we done here yet ?
The 7,000 lbs is the GVW.
OF THAT; 1,950 is taken up by the trailer's own weight.
The payload is therefore 5,050; which is "about right" for trailers of this type with two 3,500 lb axles under them.
It is quite reasonable to assume that the manufacturer or their ad copy writer/publisher just made an error here and/or doesn't know what GVW, payload, etc are, doesn't know which ones add up to which other one(s) or how to subtract which from which to get what.
SURE it should have been reviewed by someone technically competent at Hudson and maybe it was, but it got through.
Enough already.
The O/P is hauling what ? 4,750 IIRC, so, ~300 lbs margin.
Not great, but good enough and legal as long as he buys tags for 7K.
Are we done here yet ?
While browsing around down here in the DIM light another question or n came to mind.
What if ?
What if, what if a pick-up is pulling an empty trailer that has a gvw of say 17,500 but the combination scales at, say 15,000 ? arbitrary, but reasonable.
Does the officer weigh the trailer axle by axle and inspect the tires to see if they are adequate ?
What if they are adequate for the empty trailer as seen on the scale, but NOT adequate for, say the trailer's weight plus 1/2 it's max payload ?
Tickets ? For what ?
Out of service ? It is safe to go empty.
Does the officer point to the VIN tag and say the tires on the trailer have to be the tires spec'd (size and rating) on the VIN tag ?
Do they have to be inflated to max rated load pressure ?, or actual load pressure ?
I guess avoiding weigh stations would be the best answer,
but - - what if ?
What if ?
What if, what if a pick-up is pulling an empty trailer that has a gvw of say 17,500 but the combination scales at, say 15,000 ? arbitrary, but reasonable.
Does the officer weigh the trailer axle by axle and inspect the tires to see if they are adequate ?
What if they are adequate for the empty trailer as seen on the scale, but NOT adequate for, say the trailer's weight plus 1/2 it's max payload ?
Tickets ? For what ?
Out of service ? It is safe to go empty.
Does the officer point to the VIN tag and say the tires on the trailer have to be the tires spec'd (size and rating) on the VIN tag ?
Do they have to be inflated to max rated load pressure ?, or actual load pressure ?
I guess avoiding weigh stations would be the best answer,
but - - what if ?
Can you post a specific link?
The only thing I found is this and it specifically contradicts what you are saying, that and it references RV's
Axle load shouldn't be over GAWR!
FlaDon
Platinum Member
Unless it's on an improper hitch, 12000lb instead of 15K, nothing. Most likely that would be a GN or 5th wheel anyway. If loaded and over the tire ratings, which would be the limiting factor in this case, then you'd get flagged. You'd end up having to get the tires replaced on the spot. Worn tires would get you a new set also. One of those two items ruined a dumptruck driver's day on US-1 last month. 2 new front tires and the ire of a DOT cop, State Trooper, and a County Mountie.
Avoiding weigh stations doesn't work around here. All DOT cops have scales (4) in their vehicles. Nearest permanent one is about 70 miles south or 250 miles north. But the DOT troopers are everywhere in between. And some times work in packs with other DOT cops or State Troopers. When that happens, you'll see all types of vehicles pulled over.
Hematite
Gold Member
Really, it's not. It's 8950
Nope
So you contacted the manufacturer and he has verified that?
Funny, my 10,500 trailer coupler specifically says right on it that max tongue weight is 1500 lbs. That WOULD be approx 15%. You and/ or this manufacturer verifies that the coupler on this trailer is made for approx 1 ton of tongue weight? Simple question for you: Let's see the proof instead of speculation!
Since I am not the one contradicting what is already in print I will get right on that for you.
