Fifth Wheel steer trailers feature steering that resembles children’s little red wagons. These industrial workhorses move heavy loads around plants and distribution centers. Equipped with proper couplers, fifth wheel steer trailers can be connected into “trains” to move even larger loads of merchandise. A stout 7-gage steel deck accommodates virtually any kind of load. Front and rear axles are precisely located for optimal steering and load accommodation. Design trailers specifically sized for loads and plant conditions such as aisle widths, height requirements, and doorway widths.
A major wear point on any towed trailer is the towing loop. Comprised of forged steel, Hamilton’s loops are designed for handling the maximum towed load and are resistant to wear during years of use.
Each wheel is encased by two ¼” thick plate wheel sides mounted with individual axles so there’s no induced “cantilever” forces experienced on trailers with a common axle and wheels unsupported on the “outside.”
The wheels feature sealed tapered roller bearings to address the rigors of trailer duty which include potentially long runs/near continuous duty service and numerous turns inducing significant side forces onto the wheels. Wheel diameters range from 12” to 16”, with available tread options to address noise concerns, floor protection, and load capacity. In some cases, to optimize load capacity, wheels are “doubled up”. Pneumatic and Moldon rubber-tired wheels rely on dual wheels to achieve the maximum load capacity.
A rugged 4” channel frame assures strength for the heavy loads and the dynamic forces induced during travel. Structural center rails assure strength to accommodate trains of trailers, as well as additional deck support. 14” square steel plates sandwich a UHMW disk, secured by a 1-1/4” kingpin, comprising the massive fifth-wheel assembly. It is welded directly to the trailer’s frame, and provides the steering that makes Hamilton trailers the strongest in the industry. The UHMW disk provides years of trouble-free service with very low turning resistance.
We use a 1” diameter tongue axle connecting the tongue to the trailer framework. Recognizing the weight of the entire train is concentrated on the tongue and tongue axle of the very first trailer, Hamilton doesn’t skimp on this vital piece of hardware.
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