Need Ideas Specing complete heavy haul system

Was told to write down what I want in it. Need to figure out some specs for hauling a 98,000 lbs Wirtgen rotomill. May need to haul a 110,000lb rotomill also.

It has to meet 5mph conditions in Montana, work well in ND, SD, MN, and WY

Must be under 110' Long. current setup is 108' 4" Currently 160,000 lbs gross

What I've got now.
2006 T800 ISX 1650 13sp 3.55 rears 40,000lb rears 285/75/24.5 rubber 235" Wheelbase 22,000 full of fuel
A rebranded trailking jeep 4'6 spread
2008 Trailking TK110 60 ton neck 26' well 4'7 spreads 255/70/22/5 rubber added a 14'2" spreader bar and tandem booster

I'll add some pics so you can suggest changes/ needs.
What I think I need.
HYD neck capable of being used w/o jeep.
26 ft well
Longer neck on jeep and longer flip on gooseneck.

Maybe should have put this is the trailers section.
Current weights are steer 10.500 drives with pusher 37-38 jeep 34-36 tri 45-46 booster 32-34

MT 5 mph weights 12 48 36 47 34 DW-21 12 44 36 55 34

Can a west coast style 3+2 give weight spreads like this? How much heaver will a west coast style than east coast style be?

If your not ever going to CA, stay with the east coast trailer. You need to stay under 110', so you need to keep the well short and load up over the rear when needed and the west coast trailer is a lot higher over the wheel area + adds around 2,500# weight. A west coast you can't break the trailer down to different axle configurations anyways. Because of the machines you are hauling I would do a "paver special" trailer. They are really rare in a 2+3+2 configuration, but there are trailer manufacturers that will build them like Etnyre and XL Specialized. It will make loading and unloading night and day difference with the gradual approach angle. I would stay with 4'6" spacings, to keep length down and you can axle out 110,000# payload fine with them.

The 98K machine you could run as a 2+3+1 and axle it out and the 110K machine you will need a 2+3+2. Down here in TX I know of a few guys that take there 2+3+2 and break it down to a 2+quad. They can axle out 116,000# payload like that and stay even under 100'.

Also the neck on jeep and flipneck on trailer you have now is fine. Don't worry about trying to get more weight on your truck because you don't even have any of the other groups maxed out yet anyways. It is a waste of weight and money. Just looking at your pics it looks like the jeep neck is about a 9' 8" neck with 84" swing and the trailer neck is about a 18' 6" total length including flipneck with a total of about 168" swing. Thats plenty.

One last thing are you wanting to be able to handle that kind of weight when the frost laws are in effect?

Oh, don't go more then a 60ton cap. It keeps the weight down and is more feasable to break the trailer down into smaller axle configurations if need be. The empty weight from a 60ton to 65ton trailer usually jumps up 3,000# or better depending on the manufacturer.
Justin

I'm not sure on the frost laws. Usually been attempting to move equipment before that comes into effect.

The pictured trailer was originally a 3+1 with a 12' 1 spread. With the jeep and the 98,000 machine (pictured) I was just barely able to sneak DW-21. My company didn't want to have pilot cars, so they sent for analysis to see if a 3+2 would get to the 5mph at a 12'1 spread and a 14'2 spread. That's where I'm currently at.

Would you stay with a straight spreader bar, or go with a nitro hydraulic booster?

Well if you want to go with a spread 8 axle setup (3+1 trailer & 4 axle tractor) most states won't give you the weight to axle out the bigger 110,000# machine that you want to haul. I have had 3+2's built, but you have to load them so far to the rear the load needs to set up on the rear wheel area to get the weight off the truck. A stinger is a pry bar and a 2 axle stinger to throwing so much weight to the front you are fighting to stay under gross on the truck all the time.

Typically if your empty weight is decent on a spread 8 axle (around 53,000#) you can do the 98,000# machine just about anywhere. I actually have had a trailer manufacturer build me the lightest 55ton 3+1 ever built that blows everyone else out of the water. It only weighs 21,000# with a nitro stinger. Hydraulic neck, 27' well, pony motor. With the right truck you could axle out 110,000# payload in a 20K# state which is unheard of, but you have to get the load just right to do it.

On spreader bars in my opinion if its a single axle stinger I don't see why a rigid spreader would be fine. Its shimmable even when loaded. BUT the reason I did a nitro stinger (or hydraulic booster) on the lightweight is because it has 17.5" tires and the suspensions for them have a lot less travel in them which makes it hard to shim as a rigid bar and it is not as forgiving. Yes it will work just fine on jobsites, etc., but you need some "give" in that stinger for that "peace of mind".
If you are talking about a 2 axle stinger then I highly recommend a nitro stinger especially if you are trying to load 40,000#+ on the 2 axles. If you are only trying to get away with maybe around 32,000# or so on the stinger it won't be to bad to shim a rigid bar up for that kind of load capacity.

DW-21 law if I am not mistaken is for WY & CO. To get max weight you can't have 4 axles within a 24' distance. So a 3+1 trailer with 60" spacings and 14' 1" spread has a distance of 24' 1" from axle 1 to axle 4, so you get max weight. But I think they will give you 66,000# on tri and up to 27,000# on single which is crazy weight. If you don't meet that criteria say 54" axle spacing and 14' 1" spread (very common) you won't get that kind of weight, but I am certain it is still 20K# per axle.

As far as meeting 5mph conditions in the first post I have no idea what you mean by that.

It's for Montana weight restrictions 5mph cross bridges at 5mph w/o pilot cars. DW-21 conditions needs pilots cars to stop traffic and cross at centerline of bridge.

I've found out with the weight spread out on 11 axles, that permits are way cheaper and faster to get. Along with being able to go to certain places, like in town for city street jobs. Also eligible for annual weight permits.

Here's some photo's of the setup's I've had with the machine.
Pic 1 started out with this nobody like the hassle of getting permits days in advance, and dispatcher wanted the truck back.


Pic 2 ended up with 7,000 jeep and a 9wide trailer still a hassle to get permits, maxed out axles on trailer well actually 700lbs overweight.


pic 3 This is the next year which made DW-21 conditions, way easier to get permits, but office wanted to not use pilot cars all the time.

Previous pics is what I've got now a 55 ton trailer that's not rated for tandem booster, but made the 5mph conditons and cut permit cost by over 75%.