Manufacturing Equipment

With increased steel prices, equipment trailers have become a major investment. “Today, you have to pay more attention to the details because you are investing $75,000, $100,000 or $200,000,” says Jim Ladner, national sales manager, Landoll Corp. “It isn’t like 20 years ago when they were a third the price.”

The decisions you make now can have consequences well into the future. “In most cases, we have life cycle on our product of 15 to 18 years,” says Ladner. “If you look back 18 years, what did the equipment look like? Keep in mind that the equipment in the construction field always tends to grow and get heavier. You need to look down the road and buy a trailer that is probably more than you really need, but will do the job for you tomorrow.”

Ladner adds that no single trailer is likely to haul all of your equipment. You should designate trailers to groups of equipment suited to that trailer design.

As equipment designs change, it may also be more of a challenge to get by with the trailers you have used in the past. Fred McClure, engineering manager, Eager Beaver Trailers cites its 10-ton tag trailer as a unique example. “When we started building it almost 30 years ago, the typical backhoe that was put on it weighed 14,000 lbs. Today, the same series of backhoe literally grew in weight from 14,000 lbs. to closer to 18,000 lbs.”

However, many contractors resist going up to a 12-ton trailer since they have to pay Federal Excise Tax (FET). “The private contractor is still trying to hold onto the 10-ton trailer and not pay the FET on it,” says McClure. “He has to be very critical on how he loads it so he is not overloading the tires and axles.”

Understand ratings
It is important to understand trailer ratings and industry standards when comparing equipment trailers. “There is an important balance between the tare weight, the weight of the trailer and its ultimate load capacity,” says Ladner. “If you build a trailer too light, it may not be able to haul the payload. But if you go too heavy, then you lessen the legal payload it can handle.”

Determining the trailer weight is rather straightforward. “On the serial tag, you normally have the GVW,” says Butch Odegaard, national accounts, Trail King. “That gives you the capacity of the trailer plus the payload. You can subtract the capacity from the payload and that will give you what the trailer weighs.”

But there are often trade-offs between weight and durability. According to Odegaard, with lighter trailers, you have to keep the safety factor in mind. Trail King builds to Truck Trailer Manufacturer (TTMA) guidelines, which include a 2 to 2.5 times safety factor. “There are some trailer manufacturers that don’t live by that safety factor,” he points out. Their trailers can be constructed lighter because they are forfeiting the safety factor.

In addition, you need to make sure the load is compatible with the trailer’s concentrated weight rating. “The contractor has to fully understand what he is going to haul - what it weighs and how much deck space it is going to consume,” says Ladner. The weight over a given area determines the necessary concentrated weight rating. “If the contractor has a forklift that weighs 10,000 lbs. in 10 ft., he needs to know the frame is going to hold it.”

Not every manufacturer lists the concentrated load factor the same, and some manufacturers do not list it at all. “Landoll rates its trailers within a 10 ft. area,” says Ladner. Some manufacturers rate trailers at 16 ft. Make sure you are making an “apples to apples” comparison. “If my trailer frame is strong enough to hold 35 tons at 10 ft. and theirs is strong enough to hold 35 tons at 16 ft., theirs is a weaker frame.”

Next, you need to consider how the trailer will be loaded. The entire GVWR is not intended to be carried by the tires and axles. A portion of the weight is actually assigned to the hitch. Deck length and axle placement need to allow the weight to be distributed so the weight at the hitch and over the axles is within acceptable limits.

You may also run across speed ratings. This is an area for caution. Some tires are rated for higher loads at a reduced speed. Even though federal law permits placing a dual rating on the trailer, McClure notes that many states do not recognize these ratings. So this is something you might want to avoid. He adds, “In most of our applications, the tire rating exceeds the axle capacity.”

“I think the dual rating is kind of misleading to the customer,” comments Odegaard. Dynamic forces on the trailer are greater at higher speeds. “The capacity of the trailer does go up at slower speeds, but we will not rate it that way. We rate ours at highway speeds.”

Ladner agrees, adding, “If the road is safe at 70 mph, then that driver is going to want to travel safely at 70 mph. When you start to throw restriction in, then typically you get customer abuse on the product.”

Finally, you have to realize that trailer ratings are absolute. “Operators sometimes think, ‘I am only going to [exceed the rating] once a month,’ ” says Ladner. “It is just not safe when you exceed the ratings on the trailer, truck or piece of equipment.”

By moving to a larger trailer that will handle the most demanding jobs, you will actually get longer life. “Even though you might invest a little more money up front, you will get the return back with the service out of that product,” says Ladner.

Trailer weight is not as critical as load capacity. “For example, a lot of people will buy our 20-ton tag trailer, but will only be putting from 10 to 15 tons on it,” says McClure. “They can probably put only 17 tons on it legally before they are exceeding legal requirements of the tandem on the trailer.”

The same trend occurs with lowboy trailers. “People will buy our 50-ton trailer, but they will put anywhere from 70,000 to 100,000 lbs. on it,” says McClure. “They will have multiple pieces of equipment, and they buy the slightly bigger trailer just to have a trailer that could handle anything.”

Deck materials expand
Oak and Apitong are traditional deck materials. “Oak is still the most common, replenishable wood you can put on it,” says McClure. “Apitong is a significant upgrade. It is pre-dried and it doesn’t warp.”

But there are advancements taking place in alternate materials. “We are trying to get into some different kinds of decking for trailers,” says Odegaard. “One is called Rumber; it is a rubber compound decking. Hopefully, with tracked equipment, the decks will last a little bit longer.”

Another option is a bamboo composite. “We are testing both of these alternatives to Apitong,” says Ladner.

The goal is to increase the deck life to more closely match the trailer life. “When you are talking about equipment that will last 15 to 20 years, if you stay with Apitong, you might be talking about two to four deck replacements,” says Ladner. “Rumber is in the same 15- to 20-year life cycle. So the decking might last the life of the trailer.”

Low cg and load angle
Low load angles benefit all equipment. This has led to innovations such as the traveling (or sliding) axle trailer, which was introduced in 1970. “It has been well accepted in the construction industry as a transport for 80% of the equipment used,” says Ladner. “You can load low-clearance equipment really well, and you can haul multiple pieces on a deck that is up to 53 ft. long.”

“The big advantage to the sliding axle is load angle,” says Odegaard. “You get a much better loading angle than you do with a beavertail or a tilt bed.”

However, the center of gravity (cg) is always a concern when moving equipment. “It makes the load a lot more stable and it is safer for the equipment operator to load if you keep the cg down,” says Odegaard.

While tag and sliding axle trailers are popular with many contractors, there are issues with equipment that has a high cg. “With a tag trailer, you are loading above the tires,” says Odegaard. “So you are probably starting out at 3 ft. high.”

This is where the detachable gooseneck trailer really shines, since it lowers equipment to the ground. But some contractors are also discovering the benefits of combining the low cg of a detachable gooseneck with low load angles.

For example, about five years ago, Eager Beaver introduced a detachable trailer initially earmarked for paving equipment. It had a much lower approach angle in the front. “We are selling a good number of those trailers, and not just to the paving industry,” says McClure. They are being used to haul multiple equipment, including excavators and graders that can climb the steeper angles of a regular trailer. “They find it is just much nicer to load on these lower profile trailers.”
http://www.forconstructionpros.com/

Looking for information on enclosed motorcycle trailers? It can be tough to shop for these types of equipment. Our review of the different kinds of enclosed motorcycle trailers and their pros and cons will help you to decide if they are the right motorcycle trailer for you. You’ll be ready to hit the road in no time.

Is an enclosed motorcycle trailer the right choice for you? That all depends on what you are interested in hauling. If you are looking to purchase a trailer that will get you and your things across the country or world, then an enclosed motorcycle trailer is definitely necessary. If, however, you are looking for a way to haul things shorter distances or to transport certain types of equipment, you may want to reconsider getting an enclosed motorcycle trailer. Will another kind work for you?

If you still can’t decide what kind of trailer to get, let us help you out. There are some pros and some cons to enclosed motorcycle trailers. Some of the pros include protection from the elements, ease of use when traveling long distances, and safety of your items when reaching top speeds. On the other hand, there are some cons. Enclosed motorcycle trailers tend to be the most expensive kind. Also, there are size restrictions. You may not be able to tow as much stuff if you don’t spring for the larger trailer. Keep these things in mind when you are trying to decide what kind of motorcycle trailer to get.

There are several different kinds of enclosed motorcycle trailers. They come in a wide variety of styles and sizes. Smaller ones might be sufficient for you, and they are more affordable than medium or large trailers. If you are looking to haul a lot, however, you might be interested in a larger size. You should be able to find one large enough for anything you want to carry. Check out the different styles in person before you buy. Seeing the sizes up close will help you decide how much space you really need. And these trailers come in so many designs. Seeing them in person is the only way to decide what you prefer.
http://ezinearticles.com/?Enclosed-Motorcycle-Trailers&id=653973

Over recent years and particularly the past two years, many articles have appeared in trade magazines regarding the safety issues associated with forklifts, in many cases to do with mixing them with pedestrians.

According to Warehousing Equipment, the simple answer is to seperate fork trucks and people but often this is not possible or is possible in part and together with recent safety innovations such as limiting speed when tines are raised, seatbelt interlocks, immobilisers when operator leaves the drivers seat and stability control means a safer workplace has been established.

These admirable design improvements still rely on the operator who must be trained and licensed.

You can use a tow tractor and several trailers in conjunction with forklifts.

Many applications use three trailers in a train but much longer (up to 10 or more) trailers can effectively be coupled together.

Battery electric tow tractors are available with tow capacities as little as 1 tonne up to 30 tonne.

The tractor operator drives from the front of the train giving an unimpeded forward and sideways view. This often is not the case with a forklift.

The operator of a forklift has restricted frontal visibility due to the mast and load being transported. The tractor is having an unrestricted frontal view, as when driving in a busy congested facility means a safer workplace.

Towing say 3 trailers, 6 pallets can be delivered each journey whereas using a forklift; only one pallet can be delivered each journey.

Assuming the travel speed is the same for forklift or tractor, a large saving in time can be achieved as well as providing a safer environment for pedestrians due to less frequent movements (a factor of 6).

One argument put forward against the use of trailers is that wider aisles are needed to accommodate the train of trailers but this can be overcome simply and economically by using the correct configuration trailers.

There are three basic types of trailers and choosing the correct configuration is important for a particular site.

Caster steer:

Two swivel casters at drawbar end and two fixed wheels at rear.

Characteristics:

* Good tracking in a train
* Easy to manoeuvre by hand when disconnected
* Often fitted with push bar for manual handling
* Can be constructed in a square pattern (carry one pallet)
* Good stability as deck can be lower to ground and wheels can be placed at corners of chassis
* On uneven concrete or bitumen surfaces, caster wheels can “shimmy” causing premature wear and can also create noise

Two wheels steer:

Front axle on a turntable, rear wheels fixed.

Characteristics:

* Better tracking in a train than caster steer
* Can be reversed if single trailer only
* Needs to be a rectangular shape (2 pallets or more) to allow steer axle clearance
* Fixed rear axle provides good stability

Four wheels steer:

Front and rear axles are on turntables and are connected with a cross bar which steers the rear axle in opposite direction to front axle.

Characteristics:

* Good tracking in a train and little corner cutting even with multiple trailers in a train
* Stability not as good as other configurations particularly if loads are offset to one side
* Difficult to reverse, even if single trailer only
* Difficult to manoeuvre by hand

In all configurations, trailers can be built to suit individual crates, pallets etc and goods can be loaded directly onto the trailer without needing a pallet or skid

Wheels and tyres can be selected to suit particular application. For two and four wheel steer, the popular equipment is pneumatic tyres, optional foam filled for puncture proofing or solid cushion tyres.

For particularly heavy loads such as plasterboard packs of say 6 tonnes, urethane on cast iron wheels are used.

For caster steer, there is a wide range of wheels from pneumatic tyres to solid rubber tyres to urethane on cast iron to plain cast iron or nylon.

In all cases non marking tyres are available.

The motivation to minimise the use of forklifts in areas where people are working in conjunction with lean manufacturing practice has caused logistics designers to rethink the whole scene.

This has largely been driven by the motor manufacturers and consequently their suppliers.

Component parts from off site suppliers are now loaded into specific modules on wheels which are road trucked to the assembly site, lifted off by forklifts in a pedestrian free zone then towed in a train to the production line, where by definition people are working.

Empty modules are returned to lift on/lift off area, sometimes in knock down configuration for return to the supplier.

Considering the investment that the motor manufacturers have in existing crates, stillages etc and the traditional materials handling methods used to bring them to the production line via forklift, an improved safety regime needed to be found without breaking the bank. Enter the roll on/roll off trailer towed in a train.

Component parts packed into traditional stillages are unloaded from the suppliers transport and placed on a roller storage conveyor in a pedestrian free zone by forklift.

A tow tractor with a train of trailers fitted with rollers comes alongside the storage conveyor and stillages are pushed by hand or gravity onto the trailers.

The stillages are offloaded at a marshalling point or offloaded directly at the production line where there is a static roller conveyor.

Over recent years there has been a consistent trend by manufacturers and warehouses to minimise the use of forklifts to improve safety.

Forklifts will continue to be a key element in the movement of goods but a tractor and train of trailers can minimise the number of trips and therefore exposure to pedestrians and can produce more economical outcomes as well.

http://www.ferret.com.au/articles/z1/view.asp?id=53176

Thinking about buying a cargo trailer, horse trailer or even a motorcycle trailer but aren’t sure which trailer to buy? As you might have realized, choosing a trailer now-a-days can be perplexing. It’s not surprising given the amount of trailer manufacturers and different types of trailers available.

There are many factors to consider when purchasing a trailer. One of the first considerations is to choose an established trailer manufacturer. As with most everything, you usually get what you paid for, so try to choose the best trailer that you can afford.

Deciding on what type of trailer you need for your application will help in narrowing down the manufacturers. There are trailers for almost every conceivable type of cargo, from motorcycles to horses to concessions. If you have to haul it, then there’s a trailer made to haul it or at least one that can easily be converted to do the job.

After choosing a manufacturer, figure out what size trailer you’ll need. Trailers come in several different widths and lengths. If you’re considering an enclosed trailer, you’ll also need to consider the height of the interior. If your trailer towing needs require that you spend very much time inside the trailer, choose one with enough interior height to keep you from bending your neck or back when standing.

Open or Enclosed Trailers

The next step in choosing a trailer is figuring out whether you will need an open or an enclosed trailer. An open trailer is one which exposes the cargo to the outside elements. If inclement weather isn’t a factor for your cargo, then an open trailer may be the most economical choice. Open utility trailers can range in price from about $900 to $2500 new.

Open utility trailers are well suited for many applications including small landscaping businesses that are just starting out and need a way to haul their landscape equipment. As their business grows and they decide to move up to an enclosed trailer, the open utility trailer will still be incredibly useful for hauling all sorts of material such as mulch, rock and plants.

Another plus for open trailers is their weight. Open utility trailers tend to be lighter and provide less aerodynamic drag than enclosed trailers.

While open trailers are economical and very useful, they do not provide the protection from the outside environment that an enclosed trailer will. Enclosed trailers also offer an added measure of security because the trailer functions as a portable, lockable storage building.

Enclosed trailers tend to be heavier and less aerodynamic than open trailers. Enclosed trailers usually cost in the $1600 to $5000 range new, but can go much higher.

Single or Tandem Axle

Once you’ve decided on either an open utility trailer or an enclosed cargo trailer, you’ll need to decide whether the trailer should have a single axle, dual axle or possibly even three to four axles.

Single axle trailers have just one load bearing axle. Trailers with single axles come with and without brakes, but as a general rule of thumb, most single axle open and enclosed trailers come without brakes. If you plan on hauling more than 3000 lbs, trailer brakes need to be considered. In fact, it’s a legal requirement in most states.

Anything heavier than 3000 lbs should be hauled on a dual axle trailer, be it an open or enclosed trailer. Dual axle trailers use two load bearing axles and usually feature either leaf springs or independent torsion bar suspensions. Brakes are recommended for dual axle trailers and again may be required depending upon where you live. Also, dual axle trailers tend to track more accurately than single axle trailers over varying road surfaces.

Rear Access

If you decide on an enclosed trailer, next you have to decide on either a ramp rear door, double rear doors or one single barn-type door. Choosing the type of rear access will greatly depend on the cargo you intend to haul. If you’re going to be hauling a motorcycle, race car or any other type vehicle, then a ramp rear door will provide the easiest loading and unloading method.

Be sure though when purchasing a trailer with a ramp door that the ramp is spring assisted as some of the ramp doors can be very heavy. Ramps are also nice for hauling furniture or other heavy items where you’ll be using a dolly to load and unload them.

If you will be using the trailer quite often and will be in and out of it, then a ramp can become rather cumbersome. Enter double door trailers. It is much easier to open the doors, step in and get the tool or item you need and then step out and close the door than it is to drop a ramp every time you need access. Too, you have to consider the clearance needed for opening a ramp rear door.

Single barn type rear doors are usually found on smaller enclosed trailers and are comparable in convenience to double rear doors.

Trailer manufacturers are aware of the ramp issue and most now add a side door for access to their enclosed trailers giving those that require a ramp the best of both worlds.

Trailer Brakes

In addition to the various types of trailers, there are several types of trailer braking systems.

Electric braking systems are the most common type of braking systems found on trailers today. These type braking systems connect the brake system on the tow vehicle to the brake system on the trailer. This is accomplished by installing a brake controller inside the tow vehicle. The controller senses the braking force of the tow vehicle and in turn activates the brakes on the trailer.

A hydraulic surge brake system consists of an actuating cylinder that is usually integrated with the trailer tongue assembly. As the tow vehicle applies its brakes, the “surge” of the trailer towards the decelerating tow vehicle compresses the surge actuator. As this cylinder is compressed, force is applied to the master cylinder and from there to the braking cylinders.

Surge braking systems are more expensive and usually only needed if you’ll be using several different tow vehicles that would each require a brake controller.

Electric brakes are usually preferred over surge brakes because their operation is independent from the tow vehicle. If for some reason the tow vehicle loses its brakes, there would not be enough deceleration surge to activate the surge brakes. However, with electric brakes, the driver could manually activate the brake controller thus allowing the trailer to slow the entire rig.

In some states, any trailer with brakes is required to have a breakaway system. In the event that the trailer becomes disconnected from the tow vehicle, the trailer brakes would apply automatically to stop the run away trailer. Trailer equipped with electric brakes carry a separate battery to activate the breakaway systems. Surge brakes use a cable that locks the breaks in a breakaway situation.

Informed Buying

The most important aspect of buying a trailer is to be an informed buyer. Ask lots of questions. Any reputable dealer will be glad to answer your questions and in fact, should ask you a lot of questions regarding your intended cargo load. Ask about the warranty. Does the manufacturer stand behind its work? Most established manufacturers offer a very good warranty program and will go out of their way to satisfy a customer.

As with all utility vehicles, there are various accessories available for all-terrain vehicles. Various companies offer a vast range of accessories for the vehicles.

The common accessories available for ATVs are storage devices, bags, clothing and seating, amongst others. Some specialized accessories are used for pulling trailers.

Storage devices are usually front and rear utility baskets. Most of the front utility baskets have tubular slots for grabbing the ATV rack handles, which make them easier to install and less cumbersome to use.

Storage boxes which contain coolers can be used to store cans, bottles and various tools. Some even have square-shaped boxes which can be used to store various other materials.

Quad trunks are also available. They are generally wraparound to the ATV. The trunks are mostly used when a lot of materials have to be stored and transported during a drive.

Specialized fuel storage devices are also available. One can store about 3 gallons of fuel in these storage devices. A common fuel storage device will have slots for two one-gallon fuel tanks, and space in between for common storage.

There are special seat cushions known as loungers, which are a comfortable seat for the driver and double as storage devices. In this case, the storage device is attached to the seat and it can be used to store valuables during long journeys.

Special fender bags are also available. These bags wrap around the fender and come with compartments designed for easy reachability of bottles, cans and other sundry items needed during a journey.

Rack bags can be placed either behind the ATV or on the front utility basket. Crate bags are also useful to carry bottles while traveling on the ATV. A crate of varying size is covered with a bag, thereby making it more stylish. Bottle holders are also available. These holders are insulated and can be attached to fit on racks or handlebars. Common bottle holders can hold up to 20 oz and are 6” to 7” long.

Different types of clothes, specially made and designed for ATV riders, are also available. Different types of headgear are also available for the ATV rider. Special gauntlets which keep the hand warm and safe from the hard handlebars are available, as are gaiters for foot protection. They usually cover the feet, like high boots.

Thumb grips which help prevent soreness and tiredness of the thumbs for a ATV rider are available, while a multi-purpose tool and utility grid is sometimes used to stack tools like shovels and axes used in various labor or field jobs.

There are various accessories specially made for sole purposes, for example, the chainsaw mount, which is a metal sleeve which protects the chain, while the chainsaw is set in a metal bracket.

Most of the accessories are cheap and cost less than $200. In fact, a rough list of all the accessories featured here will run up a total cost of around $2,500. But it is a price well paid for the amount of utility value and style these small accessories add to an ATV.

Lowboy trailers, also known as low bed trailers, are utilized for loading and transporting heavy equipment. The capacity for hauling starts at ten tons to 100 or even more. This is the ideal solution for hauling farm equipment, or construction machines such as tractors and excavators. They are designed to work well in field conditions for convenient loading and unloading heavy machinery and equipment.

There are many types of lowboy trailers available from leading manufacturers. The size and weight capacity needed should be determined by the specifications of the haul and what the continued use will be. They are also available in a variety of colors and custom paint jobs to suit individual preferences. Identify what field conditions will be present before deciding on the model best suited.

Fontaine makes a 46’ lowboy trailer with a capacity of 35 tons. This model includes ramps for easy loading and unloading of equipment. The same manufacturer makes a 55 ton model for heavier machinery. Lowboy trailers can be fixed neck or detachable with beaver tail or tilt bed options. Determine the conditions in which loading and unloading will occur to determine what options are best. Researching different manufacturers will allow ideal selection. Manufacturers such as Trail King, Talbert, Aspen and Liddell all make lowboy trailers.

Caution should be used whenever loading, unloading or hauling heavy equipment. Ensure the load is secure and attached correctly. Please also check local requirements for hauling and transporting as there may be permits or special licenses required. Hauling oversize merchandise generally requires a special permit.

Price of lowboy trailers widely varies depending on the specifications, year of the model and condition. However, these varieties are designed to be durable and many people find purchasing used equipment much more affordable. There are many variables in determining the type of lowboy trailer that is best. The length, well depth and weight capacity are of prime concern. Check the ground clearance to ensure it is suitable for the means of transportation and the unloading destination. Axles, wheels, brakes and tires should all be in good condition before purchasing a used lowboy.

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