In general light front and heavy rear can cause more issues than vice versa.Heavy at the rear can cause traction issues and a jacknife risk.As for the axle weights if you’re not reasonably sure of where they’ve ended up after it has been loaded you’ll have to take it to a weighbridge to find out.
If it’s too heavy at the rear it can overload the rear trailer axle while removing weight from the front trailer axle and drive axle using the centre trailer axle as a pivot.Which would also depend on trailer axle positions relative to the overall length of the trailer and the possible weight distribution of the load in the container.
At a guess I’d prefer any large weight difference to be biased to the front if possible but there are too many unknown variables in the post to know where all the axle weights would end up without checking with a weighbridge.
Ten ton extra on the arse of the trailer will make it very twitchy, prone to wheelspin and jackknifing.
Personally I wouldn’t drive a lorry on the road like that, you may be ok for a short trip, until you have to stop quickly, then it will all go horribly wrong.
Ideally you should have close to the same weight imposed on the king pin as the trailer axles to ensure a balance.
Heavy on the trailer will give the same effect as swinging a rope with a knot at the end.
I only ever do very short moves between different parts of a terminal area, and I consider myself as an over cautious driver. But we do use public roads so same rules apply.
Seems company policy is that heavier box should be loaded at the rear. But what you guys are saying makes sense to me. Any extra weight to far back is going to remove weight from the front which is far from ideal.
Also, the published weight of any loaded container is in my opinion only an estimation.
Seems the safest bet would be to only ever accept a load of two twenty foot boxes that are of equal weight give or take a couple of tonnes. Obviously as long as their total weight does not exceed the max permissable.
Too much of headach to get my head round proper for this time of day, so im going to sit back for the weekend.
Based on 2 ton and 12 ton, I’d put the heavier one at the back and lift the lift axle on the trailer if it has one. Not ideal but what can you do.
If the weight difference was any more I’d prob refuse the load to be honest.
obayslave:
I should know this by now, but chatting to other drivers, it seems there are different opinions.
Given your average 3 axle skeleton trailer, how should two twenty foot containers of differing weights be loaded so as to not overload any axles.
I’ll give an example…
One empty at 2 tonne, and another at 12 tonne.
Is it as easy as just putting the heavier box on the back, or is there more to it.
Are there any charts or tables available that would help, or some kind of calculation.
I hope it’s pretty simple and I’m just over thinking it, but the consequences of getting anything wrong these days are high.
Generally it will depend on which Box is to be worked 1st, therefore if tipping the loaded box 1st that’s on the rear or vis versa.
bazstan009:
Given the choice the heavy one up front for drive and stability (as said). If that can’t happen then gently gently.
I would agree with this.^^^
The whole 2 x 20’ boxes, even with a splitter is just too much hassle in my opinion, even though a lot off hauliers pay a bit more to drivers who use the splitter skellies, I’ll rather stick to a slider and as such rarely get double ups
kitbuilder123:
Based on 2 ton and 12 ton, I’d put the heavier one at the back and lift the lift axle on the trailer if it has one. Not ideal but what can you do.
If the weight difference was any more I’d prob refuse the load to be honest.
Yep, have done that, they don’t like it but sod em. That’s what they pay splitter guys extra for
I did see a guy straighten out the s bend (empty prk 2 sampton). He had empty 20’ lifted from front and set off with loaded 20’ at rear, steering in the wet soon became an issue.
Ah the good old days at P&O shunting boxes round from the train into the stack. 2x 20s with 30t in apiece? No problem, get them banged on the back! Never used to bother with the twist locks either.
Thinking back I did 2x20’ up to Manchester Container base years ago in a 4x2 F10 with a tandem spreadaxle skelly, lifted the front box in container base and swapped it for an empty, then ran the back box down the A6 to Bakewell area, it was only 32t GVW so the back box couldn’t have been more than 10t all up and I remember it was not much fun going down there, wheel spinning when pulling away and going uphill and I had a right drama trying to back into the delivery, all the weight over the trailer axles meant they never wanted to do anything but stay in a straight line. It was about 25yrs ago, so the memory is a little hazy, but I’m sure I never managed to get it in the yard and had to be tipped on the street.
I wouldn’t put it past the company thinking to go somewhere along the following lines:
Heavy box at the back so less chance of bogie overload which means we won’t be liable for any fines and a visit to the TC. If it all goes pear shaped then the lorry etc is covered by insurance and if the driver is killed what does that matter they are two a penny anyway.
obayslave:
I should know this by now, but chatting to other drivers, it seems there are different opinions.
Given your average 3 axle skeleton trailer, how should two twenty foot containers of differing weights be loaded so as to not overload any axles.
I’ll give an example…
One empty at 2 tonne, and another at 12 tonne.
Is it as easy as just putting the heavier box on the back, or is there more to it.
Are there any charts or tables available that would help, or some kind of calculation.
I hope it’s pretty simple and I’m just over thinking it, but the consequences of getting anything wrong these days are high.
To answer the question you asked, yes, its as easy as putting the 12 tonne container on the rear. Divide that 12 T by 3 and your putting 4T on each axle. Trailer axles are usually good for at least 8T each, of course that includes the trailer weight also.
With regard to charts or tables, as far as i know these are available but they assume even load distribution so as such (in this scenario) would prove useless to you.
12T is an easy weight to work out if its ok. If it was involving heavier weights then the only way to know or check would be a weighbridge.
Never used to bother with the twist locks either. 