Want to buy a dump trailer, kinda torn here.

[bdog]

I find it interesting that some manufacturers list trailer GVWRs simply as the sum of the axle ratings while others add the presumed Tongue weight in. For example I have two trailers both with two 7k axles. One has a 14k GVWR and the other is 15 something.

On my Lamar gooseneck dump the GVWR is 14k. They did not add anything in above the axle ratings.

I presume what Nikerret is saying that if the trailer were unhooked and it weighed over 14k even though the axles were not overloaded one could be in trouble in a civil case if there were an accident. Aside from that I don’t think one would have many issues going over a GVWR as long as axles or tires were not overloaded.

Over the past 13 years I have been through probably hundreds of scale houses and had dozens of roadside inspections in probably ten different states. I have never once been asked to unhook a trailer nor have I ever seen one unhooked during an inspection. I have had several DOT officers tell me when it comes to weight they don’t care about GVWR other than for determining which class of license one needs. All they look at is registered weight, axle ratings, and tire ratings. I received an overweight ticket over a decade ago in a 3/4 ton with a gooseneck. The trailer was registered for 14k and the truck for 10k. they ran me on the scales and the trailer axles were 12 something but the truck was 11 something. I received a ticket for being over registered weight on the truck.

 

[Rock Crawler]

I find it interesting that some manufacturers list trailer GVWRs simply as the sum of the axle ratings while others add the presumed Tongue weight in. For example I have two trailers both with two 7k axles. One has a 14k GVWR and the other is 15 something.

On my Lamar gooseneck dump the GVWR is 14k. They did not add anything in above the axle ratings.

I presume what Nikerret is saying that if the trailer were unhooked and it weighed over 14k even though the axles were not overloaded one could be in trouble in a civil case if there were an accident. Aside from that I don’t think one would have many issues going over a GVWR as long as axles or tires were not overloaded.

Over the past 13 years I have been through probably hundreds of scale houses and had dozens of roadside inspections in probably ten different states. I have never once been asked to unhook a trailer nor have I ever seen one unhooked during an inspection. I have had several DOT officers tell me when it comes to weight they don’t care about GVWR other than for determining which class of license one needs. All they look at is registered weight, axle ratings, and tire ratings. I received an overweight ticket over a decade ago in a 3/4 ton with a gooseneck. The trailer was registered for 14k and the truck for 10k. they ran me on the scales and the trailer axles were 12 something but the truck was 11 something. I received a ticket for being over registered weight on the truck.

Nope. The trailer as being towed, not unhooked is what matters.

The dump trailer your talking likely has 2 x 7K axles. Assume a 14K gross rated and then loaded on a scale unhooked to be exactly 14K lbs.

Now back your truck hook to it just as if your going down the road.

With a typical 12% tongue weight, that's around 1700 lbs tongue weight transfered from that trailer onto the truck rear axle and not on the trailers axles. That allows you to now add almost 1400 lbs more to that trailer to bring it to its legal 14K gross rating. It's per axle your somewhat worried about, and it's the combination weight that your also somewhat worried about. I say somewhat because if your not over the road or doing business.... your likely running local and never going to know what a set of portables actually looks like in your life.

Most (all? ) people with dump trailers have no concept or idea of how much weight is in the trailer or what the total weight combined is. All they know is that they hope it dumps. If it doesn't, they back off a bit on the next load.

I have guys show up with triaxles and all sorts of smaller dumps who admittedly overload the trucks to the moon. It's the way the real world works.

 

[Rock Crawler]

Here is another example of a trailer that I own. It is a 2,000 LB 16' utility trailer by Quality Trailers in Ohio. It is a 7K GVW rated as 6000 payload with 1000 LB hitchload to equal the 7,000 lb gross. Totally normal. You'll read this at the top just before they list out the build.

Professional Grade | 7000 GVWR | Tandem Axle Trailers

 

[Sonny580]

Mine is a 14 foot and I can get my L-781 in it. 14,000 gvw. pull with f-350 diesel dual wheel flatbed ---- underpowered but we get by.

 

[Jackstack76]

I find it interesting that some manufacturers list trailer GVWRs simply as the sum of the axle ratings while others add the presumed Tongue weight in. For example I have two trailers both with two 7k axles. One has a 14k GVWR and the other is 15 something.

On my Lamar gooseneck dump the GVWR is 14k. They did not add anything in above the axle ratings.

I presume what Nikerret is saying that if the trailer were unhooked and it weighed over 14k even though the axles were not overloaded one could be in trouble in a civil case if there were an accident. Aside from that I don’t think one would have many issues going over a GVWR as long as axles or tires were not overloaded.

Over the past 13 years I have been through probably hundreds of scale houses and had dozens of roadside inspections in probably ten different states. I have never once been asked to unhook a trailer nor have I ever seen one unhooked during an inspection. I have had several DOT officers tell me when it comes to weight they don’t care about GVWR other than for determining which class of license one needs. All they look at is registered weight, axle ratings, and tire ratings. I received an overweight ticket over a decade ago in a 3/4 ton with a gooseneck. The trailer was registered for 14k and the truck for 10k. they ran me on the scales and the trailer axles were 12 something but the truck was 11 something. I received a ticket for being over registered weight on the truck.

Well I can de rate in my state. If I went with the 16k trailer I could drop it down to 14k down the road if/when I get a different truck. I see what you’re saying about not going over the registered weight though.

 

[3Ts]

You should weigh your truck (by itself). My truck has a GVWR of 10,000#, it is registered at 6800# (by the county's determination even though I showed them the weight ticket). The actual weight of the truck with full fuel, people, etc. as if I was heading out on a trip is 8200# - doesn't leave me with much tongue weight room.

 

[nikerret]

I find it interesting that some manufacturers list trailer GVWRs simply as the sum of the axle ratings while others add the presumed Tongue weight in. For example I have two trailers both with two 7k axles. One has a 14k GVWR and the other is 15 something.

Here is a video that addresses that. Notice how the math is done to figure up how much you can put on the trailer:

 

[nikerret]

Well I can de rate in my state. If I went with the 16k trailer I could drop it down to 14k down the road if/when I get a different truck. I see what you’re saying about not going over the registered weight though.

Technically, you’re not “de-rating” the trailer. Only the manufacturer (or some aftermarket companies, but these are few and far in between) can actually change the GVWR. When you “tag” it for lower, you’re just telling the government you are only going to use X amount, not the full rating. The official GVWR’s still determine your DL requirements, as already discussed.

 

[Hay Dude]

I ran across scales 115 times last year. I see the weight slips in the bin as we fill out our company name, then slip the ticket in the printer. Most of the cargo going across the scale is large bale hay & straw, lime and compost. Its very common to see a loaded 5 axle 18 wheeler tractor trailer over 90,000lbs.
Agriculture commodities are nearly impossible to guess the weight of. We have state police in our area constantly watching trucks. They generally don’t bother AG related trucks unless something looks dangerous. They DO pick on the small landscaper trucks with smaller dump trailers knowing they are very close to needing a class A CDL, yet driving with a basic license.
What I am trying to say is if you are running heavy loads and have a larger set up, they pretty much leave the professionals alone. If you have a small set-up, bordering on CDL territory, it’s somewhat likely you’ll be pulled over.

 

[nikerret]

I ran across scales 115 times last year. I see the weight slips in the bin as we fill out our company name, then slip the ticket in the printer. Most of the cargo going across the scale is large bale hay & straw, lime and compost. Its very common to see a loaded 5 axle 18 wheeler tractor trailer over 90,000lbs.
Agriculture commodities are nearly impossible to guess the weight of. We have state police in our area constantly watching trucks. They generally don’t bother AG related trucks unless something looks dangerous. They DO pick on the small landscaper trucks with smaller dump trailers knowing they are very close to needing a class A CDL, yet driving with a basic license.
What I am trying to say is if you are running heavy loads and have a larger set up, they pretty much leave the professionals alone. If you have a small set-up, bordering on CDL territory, it’s somewhat likely you’ll be pulled over.

This is the biggest part. Don’t draw attention to yourself. In my experience, LEO’s tend to find what they like to do and stick to that. It’s also very regional, what is going to be important. Of course, complaints or other factors may push saturation of certain enforcement. Any corner you cut can bite you in the butt, if something goes bad. Luck plays a part, too.