Flatbed tandem or multi axle | TruckersReport.com Trucking Forum

If you buy a tandem, and plan to run any Western Canada, make sure it has the sliding front axle option to close up to a close spread (5' good choice) to be legal there. And if California bound, 40' kingpin to rear axle centre for any trailer over 48'.
Another good option is a tri-axle on a full slider, no downside here, and as many Western US states allow higher gross weights than 80,000 lbs, it gives additional flexibility for loads down and back from Canada, which of course has even higher gross weights.
If money is no object, a full aluminum, air ride tridem 48-53' would be an excellent choice. Rate wise, heavier loads should pay more, of course, but they frequently don't. Drywall, for example. Higher value loads pay better, and are not always heavier.
Tridum axles in the US are allowed 43,500 lbs per set, with a 10' spread, but the 80,000 lb weight cap is still in effect in most of the US for reducible loads, except many US western states which have higher gross max weights.

As it was stated above most northern states recognize 6 axle, but you still can't go over 80,000. Keeping that in mind if you ever go further south then your 3rd axle is useless. Having the centre lift may be more expensive but you will never have to worry about weight on your back end regardless of where you load. I run all over and most of the best paying freight runs deep south, so being able to lift my axle, push the load back and extra few feet to allow fuel weight helps greatly. More than just tires, it's ease of loading as well.

Hell this last load of forklifts I just picked up in houston puts everyone near/overweight on axles I laughed at the guy and told him push it to the back 5 feet and I'll chain it down.



Still had room for fuel too. With a standard tridem you would be over weight, without permits.

As far as I know if you have a tridem and the front and rear axles are 10'1 apart with a 3rd axle in the middle it is still just a tridem and does not fall under the 10'1 rule. So you would be limited to 34,000. For the 10'1 to apply the axles all have to have a minimum distance of 10' from centre to centre to be considered individual axles and be allowed 20,000lbs per axle, and distance shorter than that and it is considered and axle group.

Hi,
Some of the above information is incomplete. Many western states allow greater gross weights higher than 80,000 lbs on reducible loads. That is why many western Canadian and US companies run multi-axle combinations into the US and back. Some jurisdictions require a separate permit, some do not. And your IRP cab card must show the correct weight you want to haul on it. A 6 axle rig would be allowed 88,000 lbs gross. These limits are set by the US federal bridge laws and the distances are in your Rand_Mcnally atlas. That is how even a super-B train can be run legally all the way down to Utah.(Many steel mills there)
Western companies know these rules, spec multi-axle combinations to work with them, and enjoy a competitive advantage to other companies. The above poster would have been fine with up to 43,500 on his trailer tridem with his fork lifts if needed, but as Texas IS a 80,000 lbs gross max state, would still have to observe that limit when loading and scaling. The same load coming out of the Port Of Seattle would have been OK also up to 88,000 if he needed it, with up to 43,500 on his trailer, provided his bridge distances were correct and he had 88,000 on his cab card. (Washington does not require an additional permit, Idaho and Oregon do.)
A common west coast combination is licensed for 105,500 lbs, the super-B maximum in Washington, Idaho and Oregon. Many of these tractors have a self-steering 12,000 lift axle in front of their drives to get 42,500 lbs on the 3 set and meet bridge limits, for instance.
In the east, Michigan has some strange combinations called centipedes, which run axles all along under the trailer, operate under permit, and cross into Ontario to haul steel from the mills around the Great Lakes..

What do you know about semi-trucks and trailers? Can you name the different types and what they might be used for? If you’re shopping for a rig and the different terms have you feeling a bit lost, here’s a brief introduction to the different types of trucks and trailers you see on the road.

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Trucks, Trailers, and 18-Wheelers

You might hear the terms truck, trailer, and 18-wheeler used interchangeably. While that’s generally fine, in practice, it’s valuable to be familiar with a more specific definition for each term.

Semi-Truck: Semi-truck is the term that refers to the front of the truck, also known as the tractor or the cab. The semi-truck houses the engine and the driver, plus possibly some amenities for the driver, depending on the type of semi-truck it is. Semi-trucks will have limitations surrounding what they can pull based on their weight limits, towing capacities, and horsepower.

Semi-Trailer: The semi-trailer is the part of the truck that hauls the load. Semi-trailers are detachable from the semi-truck and come in different shapes, sizes, and configurations to fit the load.

18-Wheeler: An 18-wheeler is a semi-truck and a semi-trailer fitted together. You might also hear these referred to as tractor-trailers since they are, in fact, tractors and trailers attached together. Semi-trucks can be attached to almost any trailer.

Now let’s look at the different types of tractors and trailers you can find at Arrow Truck Sales.

Semi-Trucks

What kinds of tractors are available for your rig? Talk to Arrow Truck Sales, your local reputable semi-truck dealer, about your options, which include the following:

Day Cab

Day cab tractors are made for short-haul trips that last a day or less. These trucks have no place for the driver to sleep and are smaller with fewer axles, and less expensive than tractors used for long-haul trucking.

Sleeper Cabs

Long-haul truckers need a place to sleep while traveling. Sleeper cabs on semi-trucks provide the driver with, at minimum, a bed but may be equipped with many additional amenities, depending on the make and model. Drivers have three basic options for sleeper cabs: Flat Roof Sleepers, Mid-Roof Sleepers, and Raised Roof Sleepers. All three provide the driver with a place to sleep on long trips, but the increasing roof heights provide more room (at a higher cost) which can be more comfortable on particularly long routes. The headroom difference between a flat roof sleeper and a raised roof sleeper is anywhere from 12-18 inches. Drivers looking for maximum space and flexibility opt for raised roof models.

Slope-Nosed versus Conventional Nose

Another option drivers have when choosing a semi-truck is the nose shape. A slope-nosed truck has a rounded front end that protrudes from the cab. This shape lends itself to good maneuverability and hauling particularly heavy loads. Conventional-nosed semi-trucks look like a bus; the front end is basically flat from top to bottom. Trucks were designed with this shape to provide easy access to the engine, but they’re becoming less and less popular due to a reputation for poor fuel economy.

When it comes to the semi-truck, the length of the route and the preference of the driver play a large role in selecting the best model.

Semi-Trailer

When it comes to selecting a semi-trailer, the cargo is the primary consideration. Each type of trailer is best suited to a specific type of cargo.

• Flatbed. A flatbed trailer is a flat, open trailer that can carry secured loads of carrying size and shape.

• Lowboy. Lowboys are flatbed trailers mounted below the level of the wheels. The low mounting position makes it possible to haul exceptionally tall equipment. These also come in removable gooseneck models that make attaching the trailer to the truck easier.

• Reefer. A reefer is slang for a “refrigerated” trailer. Reefers carry cargo that needs to stay cold during transit.

• Conestoga. Conestoga trailers are open trailers with a full-length tarp system.

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• Dry Van. A dry van is a standard rectangular shipping container.

• Stretch Double Drop. These trailers can be extended in order to haul long, oversized equipment

• Multi-Car. This trailer has multiple cars for hauling extra loads.

• Sidekit. A sidekit trailer is equipped with plywood or metal sides to keep the contents contained as well as metal arches for attaching covers.

• Dumps or tippers. These trailers tip to disperse their contents.

• Tankers. These trailers are equipped with tanks for hauling large amounts of liquid or gas.

Other Considerations

In addition to considering the length of your hauls, driver comfort, and cargo, there are a few other things to consider prior to purchasing a semi-truck and trailer.

• What type of geography and weather conditions will you travel in?

• Will your truck need the power to climb mountains?

• How much will your cargo weigh?

• Is resale value important to you?

• What are your horsepower and fuel efficiency needs?

By answering these questions, plus identifying your driver and cargo needs, you can narrow down your options and find a semi-truck that will get you and your payload where you need to go.

Which Truck and Trailer Should You Buy?

At Arrow Truck Sales, we love trucks. We could talk about trucks all day long. We’re in the business of helping our customers find exactly the semi-trucks they need. We’ve got outstanding choices in our inventory, so you’re sure to find the make and model you’re looking for. And, if you’re a bit uncertain about what you need or want, our team is available to walk you through your options. We’ll help you find what you need, sort out the financing, identify tax breaks, get you insured, and keep you going with exceptional warranties and roadside assistance. When it comes to trucking, we’ve got you covered.

If you’ve got cargo to haul, we’ve got the truck you need to haul it in. Give us a call today to see what Arrow Truck Sales can do for you.

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