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The Ultimate Guide to Log Semi-Trailers: Heavy-Duty Forestry Transport Re-Engineered

2026-07-08/in blog /by luoxiang

When you are hauling raw timber out of dense forests, standard flatbeds will crack. The combination of structural stress, unpredictable off-road terrain, mud, and unevenly distributed payloads requires a highly specialized beast: the Log Semi-Trailer (also widely known as a timber trailer or logging chassis).

For fleet operators, logging contractors, and heavy equipment distributors across regions like Southeast Asia, Africa, South America, and Russia, purchasing the right logging trailer is a massive capital decision. This comprehensive guide breaks down exactly what a log semi-trailer is, how high-end factories build them from scratch, their mechanical principles, pain points solved, and a brutal comparison with market competitors.

Flatbed semi trailer

What is a Log Semi-Trailer?

At its core, a log semi-trailer is a heavy-duty transport vehicle engineered strictly for moving harvested tree trunks, raw logs, and processed timber from the forestry felling site to sawmills, storage yards, or international ports.

Unlike a standard box or flatbed trailer, a log trailer does not rely on a solid sheet-metal floor or fixed side walls. Instead, it features a minimal, ultra-reinforced skeletal frame equipped with heavy-duty vertical posts called stales or bolsters. These steel bunks cradle the logs securely in a semi-cylindrical bundle, preventing hazardous shifting during high-vibration transit.

Depending on the logging operations and regional road regulations, these trailers are configured differently:

Tree-Length Log Trailers:Equipped with stinger-steer or rotating bunks to carry full-length tree trunks up to 22 meters long, pivoting fluidly around tight, mountainous forest curves.
Short-Wood Double-Bunk Trailers:Sectioned into multiple independent bunks to transport pre-cut logs ranging from 2 to 6 meters in length simultaneously.

Technical Specifications & Features

To maximize payload and pass strict regional highway/off-road regulations, the structural design must balance dead weight with maximum structural integrity. Below are the definitive high-end factory configurations.

Technical Parameter	Standard Heavy-Duty Configuration	Premium Off-Road Mining Spec
Payload Capacity	40 Tons – 60 Tons	80 Tons – 100 Tons
Axle Configuration	3-Axle (FUWA / BPW 13T/16T)	4-Axle (Reinforced 16T/20T Drum Axles)
Main Beam Construction	Heavy-duty I-Beam, Q345B High-Tensile Steel	Ultra-High-Strength Q460 / HG60 Steel
Main Beam Dimensions	Height: 500mm; Top: 14mm; Bottom: 16mm; Middle: 8mm	Height: 550mm; Top: 16mm; Bottom: 18mm; Middle: 10mm
Bunks & Stakes (Bolsters)	4 to 8 sets of Removable/Adjustable Carbon Steel Stakes	8 to 12 sets of Heavy-Duty Hydraulic or Mechanical Stakes
Suspension System	Heavy-duty Mechanical Leaf Spring (10pcs, 90x16mm)	Heavy-duty Bogie Suspension / Air Suspension with Lift
Tires	12R22.5 (12 units)	12.00R20 or 315/80R22.5 Industrial Pattern (16 units)
Kingpin	2.0 inch (50#) Joost Interchangeable	3.5 inch (90#) Joost Heavy Duty
Braking System	WABCO RE 4 Relay Valve, Dual-line ABS	WABCO Valve with Double Air Chambers
Landing Gear	JOST D200T Standard 28-Ton Single Action/Linkage	Heavy-Duty 35-Ton Two-speed Manual Landing Gear

How It Is Manufactured: The Intelligent Production Chain

The reliability of a log semi-trailer is determined long before it hits the mud. In a top-tier modern Chinese manufacturing facility, the transition from raw steel plates to a high-durability logging unit involves five automated steps.

Step 1: Laser Cutting & Plasma Edge Preparation

The journey begins with premium steel coils (typically Q345B or specialized HG60 high-tensile alloy). High-power, computer-controlled CNC laser and underwater plasma cutting machines slice the top flanges, bottom flanges, and vertical web plates of the main chassis beam. This eliminates micro-fractures on the steel edges that typically occur with traditional shearing methods. Micro-fractures are the number one cause of structural cracking under heavy forestry loads.

Step 2: Robotic Automatic Submerged Arc Welding

The main longitudinal I-beams are assembled on a heavy-duty hydraulic jig clamping station. The beams are then transferred to an automated Robotic Submerged Arc Welding (SAW) production line.

[Top Flange Plate]
|| <– Robotic Continuous SAW Joint (Dual Sides)
[Vertical Web Plate]
|| <– Robotic Continuous SAW Joint (Dual Sides)
[Bottom Flange Plate]

Human operators can suffer from fatigue, leading to uneven penetration or localized weld defects. The robotic SAW system ensures 100% deep, continuous penetration along the entire length of the 12-to-15-meter beam. This creates a homogeneous steel structure that resists the constant torsional twisting forces exerted when a loaded log trailer rolls over uneven forest ditches.

Step 3: Integral Frame Assembly & Secondary Welding

Once the twin main I-beams are formed, they are placed into an all-vehicle intelligent assembly rotating jig. Heavy-duty channel steel crossmembers and the specialized bolster tracking rails are inserted. The entire frame is mechanically turned 360 degrees, allowing certified welding technicians or secondary robots to perform horizontal welding on all structural support gussets and kingpin plates. This prevents overhead or vertical down welds, ensuring uniform strength across every single joint.

Step 4: Full-Vehicle Shot Blasting & Electrophoretic Coating

The raw steel frame is subject to immediate oxidation if not treated. The entire log trailer chassis is rolled into an enclosed, multi-turbine automatic shot-blasting chamber. Steel shot pellets strike the frame at high velocity, blasting away every trace of mill scale, rust, and weld slag, creating a highly adhesive, micro-textured surface profile.

Immediately after shot blasting, the frame undergoes an advanced Electrophoretic Coating (E-Coat / Electrophoresis) process, followed by electrostatic powder top-coating. The frame is completely submerged in an eco-friendly primer bath where electrical currents force paint particles to bind tightly into every hidden pocket, inside the hollow stakes, and around the undercarriage components. This delivers a uniform, corrosion-resistant shield that is up to five times more durable than conventional spray paint, protecting the trailer from acidic tree sap, constant mud exposure, and rain.

Step 5: Final Intelligent Assembly & Diagnostics

In the final assembly bay, precision components are integrated: pre-balanced heavy-duty车桥 (axles), WABCO braking lines, dual-air chambers, electrical harnesses, and the heavy vertical stakes. Every completed log trailer undergoes a stringent quality inspection, including a digital load distribution simulation, laser-guided axle alignment testing, and high-pressure pneumatic brake leak checks before leaving the factory gate.

Mechanical Working Principles

A log semi-trailer acts as a highly responsive extension of the tractor unit, operating under two primary mechanical systems.

1. The Torsional Flex & Load Distribution System

When hauling 50 tons of timber over soft, unpaved logging paths, a rigid trailer will snap or tip over. The log semi-trailer works on the principle of controlled torsional flexibility. The main I-beams are engineered with thick, high-tensile steel flanges that absorb vertical loads, while the thinner, flexible web plate allows the chassis to twist up to a certain degree without permanent deformation.

The weight of the logs is funneled directly through the vertical stakes into the heavy-duty crossmembers and down into the suspension bogie. By maintaining a low center of gravity—often enhanced by using wide-track axles (typically 2.9 meters to 3.05 meters stance)—the vehicle drastically increases its lateral stability, lowering the risk of rollover when navigating banked turns in a forest.

2. Stinger-Steer & Compensating Geometry (For Tree-Length Transport)

For ultra-long logs, standard semi-trailer coupling causes clipping on tight corners. The stinger-steer system shifts the connection point from the standard fifth-wheel kingpin to an extended frame extension (the stinger) mounted behind the tractor’s drive axles.

The trailer utilizes a long, adjustable structural pole called a reach. Inside this reach sits a mechanical compensator. As the truck enters a sharp, tight curve, the compensator automatically slides outward, lengthening the effective distance between the tractor and trailer. When the truck straightens out, it pulls the reach back into position. This mechanical compensation allows a 20-meter truck-and-trailer setup to successfully negotiate tight mountain radii that would trap a standard flatbed.

Major Practical Applications

Log semi-trailers are engineered exclusively for three core logistics environments.

1. Forest Felling Sites to Intermediary Log Yards (Off-Road Hauling)

This is the most brutal application. Trailers navigate unpaved, mud-slicked, rocky paths with steep grades up to 15%. Ground clearance is paramount. The trailer must withstand impact from tree stumps, deep ruts, and dynamic side shifts during crane loading. Heavy mechanical leaf-spring suspensions or specialized walking-beam bogies are utilized here to ensure all wheels stay grounded.

2. Long-Distance Highway Timber Freight (On-Road Logistics)

Once out of the forest, the timber is transferred onto public asphalt highways for transport to major sawmills, paper manufacturing plants, or dry ports. In this application, compliance with axle weight limits and fuel efficiency are key. Trailers are configured with lightweight yet strong high-tensile steel frames and fuel-saving, low-rolling-resistance tubeless tires (like 12R22.5) to maximize legal payload and cut operating costs.

3. Combined Bulk Sawn-Timber and Log Logistics

Many advanced operators demand versatility to avoid empty return trips (deadheading). Modern log trailers are built as hybrid units featuring dual-use decks: they feature removable stakes and built-in container twist locks or a flush flatbed platform. On the trip out, they carry raw logs; on the trip back, the stakes are removed or stored, allowing the trailer to carry 20ft/40ft shipping containers or palletized finished lumber, doubling the revenue per trip.

Resolving Critical Industry Pain Points

Traditional general-purpose transport units fail miserably in forestry operations. Here is how a custom log semi-trailer eliminates those systemic operating liabilities.

Eliminating Structural Cracking:Standard trailers use standard Q235 carbon steel or weak, non-reinforced joints that split under the brutal impact of logs dropped by heavy loading cranes. The log trailer uses robotic continuous SAW welding with premium Q345B/HG60 steel, absorbing impact shocks effortlessly.
Preventing Lethal Cargo Slippage:Hauling round, smooth, or wet logs on a regular flatbed relies entirely on strapping down the load. If a single strap breaks, logs slide forward through the truck cab or roll sideways into oncoming traffic. The vertical, high-strength structural stakes on a logging trailer create an unbreakable physical containment cell, eliminating load shifting even on 30-degree lateral inclines.
Overcoming High Mud Accumulation & Structural Dead Weight:Traditional enclosed cargo boxes collect massive amounts of mud, debris, and bark, adding thousands of kilograms of non-revenue dead weight that wastes fuel. The open, minimalist skeletal design of a log trailer allows mud, water, and bark to fall straight through the chassis to the ground, keeping the trailer light, clean, and highly fuel-efficient.
Fixing High Rollover Rates on Uneven Paths:Because timber has a naturally high center of gravity, transport vehicles are prone to catastrophic tipping on uneven forest floors. Log trailers combat this by utilizing wide-stance heavy suspensions and wide-track axles, widening the stabilization base to counteract top-heavy forces.

In-Depth Competitive Analysis: Factory Custom vs. Local Workshops vs. Premium Brands

When purchasing, fleet managers typically choose between three tiers of manufacturing. Understanding these differences directly impacts your long-term ROI.

[Premium European Brands] —- High Cost, Complex Tech, Low Tolerances
|
[Factory Custom (e.g., CJS)] — Balanced Cost, Robot Welding, High Durability, Custom Spec
|
[Local Small Workshops] —— Low Cost, Manual Welding, Low QC, High Structural Failure Risk

1. Small Scale Local Workshops

Manufacturing Quality:Manual arc welding, inconsistent penetration. Minimal or no shot blasting; standard spray paint over mill scale, resulting in deep rust within 6 months.
Steel Grade:Standard Q235 structural steel, which requires a thicker beam to match the strength, adding unnecessary tare weight.
Components:Unbranded or counterfeit axles, low-grade mechanical suspensions prone to cracking at the spring hangers under off-road conditions.
Durability & Safety:High structural failure rates within 2 years. Zero dynamic testing or engineering safety margins.

2. Premium European/American Brands (e.g., Faymonville, Deloupe)

Manufacturing Quality:State-of-the-art robotic assembly, exceptional tolerances, premium finishes.
Steel Grade:Ultra-premium European high-end alloys (Domex / Hardox), resulting in incredibly low tare weight.
Components:Premium SAF-Holland or BPW axles, complex electronic air suspension options, automatic electronic braking systems.
Cost & Suitability:Extremely expensive capital investment. Often over-engineered with sensitive electronics that struggle in rough, remote developing markets where specialized mechanics are unavailable.

3. Factory-Direct Custom Chinese Manufacture (e.g., CJS / Luoxiang Group)

Manufacturing Quality:Striking the optimal middle ground. Utilizes industrial-grade robotic submerged arc welding and full-vehicle electrophoretic coating (E-Coat), ensuring structural integrity and premium rust protection comparable to high-end brands.
Steel Grade:Certified Q345B / Q460 / HG60 high-tensile steel plates, optimized for heavy payloads while controlling dead weight.
Components:Globally serviceable, heavy-duty mechanical components like FUWA/BPW heavy axles, heavy-duty multi-leaf steel spring suspensions, and WABCO valves.
Value Proposition:Costs a fraction of European alternatives while delivering 95% of the operational durability. Designed explicitly for brutal, low-maintenance environments, making it the highest ROI choice for fleet operators in developing logistical sectors.

Essential Sourcing Insights for Global Buyers

If you are a procurement manager or import distributor purchasing log semi-trailers from China, do not make the mistake of buying strictly on the lowest price quote. A cheap logging trailer is a ticking liability in the forest. Always enforce the following three criteria in your production contract:

Demand Certified High-Tensile Steel Profiles:Ensure the factory provides material mill certificates for the main beam. Avoid any supplier using standard carbon steel for heavy forestry applications.
Verify the Under-Chassis Coating Process:Ask if the trailer uses full-body electrophoresis or a basic manual spray paint primer. In wet forest environments, a manual paint job will peel, leading to structural rust that compromises the crossmember connections.
Match the Suspension and Axles to Your Ground Terrain:If your trucks operate 70% off-road on deep mud paths, refuse light air-suspension setups. Insist on heavy-duty mechanical steel leaf springs with a 14mm to 16mm thickness per leaf, or a heavy dual-axle walking-beam bogie system to guarantee maximum ruggedness.

luoxiang

www.lucksuntrailer.com

Log Semi-Trailers: Engineering, Applications, and Market Leadership

2026-04-27/in blog /by luoxiang

Introduction

The global forestry and timber industry moves billions of board feet annually, and at the heart of this logistical artery lies a specialized piece of equipment often overlooked by general freight haulers: the log semi-trailer. Unlike standard flatbeds or dry vans, log trailers are brutalist masterpieces of structural engineering, designed to endure extreme torsional stresses, abrasive loads, and the punishing transition from muddy forest tracks to interstate highways.

This comprehensive guide dissects every aspect of log semi-trailers. From mechanical anatomy and loading methodologies to competitive analysis against chip vans and curtain-siders, we deliver the technical intelligence required for fleet owners, forestry operations managers, and owner-operators navigating this high-demand niche. We will also explore emerging technologies, including hybrid-electric prototypes that promise to revolutionize fuel efficiency in the sector .
Log Semi-Trailer: The Complete Guide to Timber Transport Solutions
Log Semi-Trailer Pros and Cons: Complete Guide to Timber Transport Equipment

Section 1: What Is a Log Semi-Trailer? (Definition & Core Identity)

A log semi-trailer (also known as a timber trailer or pulpwood trailer) is a specialized unpowered commercial vehicle designed to be towed by a tractor unit for the sole purpose of transporting raw, round timber—ranging from short pulpwood bolts to entire tree-length logs exceeding 80 feet.

Defining Characteristics

Unlike general freight trailers, log trailers forgo enclosed sides in favor of an open framework. Their defining features include:

Bunks (Cradles): Heavy-duty steel U-shaped or fabricated boxes that cradle the logs. A typical trailer has 4 to 6 sets of bunks .
Stakes (Posts): Vertical uprights (often galvanized steel) that rise from the bunks to retain logs laterally. High-end models feature “ultra-light” tapered posts with capacities ranging from 80,000 to 100,000 lbs/in. .
Sloped Chassis: A “cambered” or “robustly sloped” design where the rear of the trailer sits significantly lower than the front (e.g., a 10-inch slope), lowering the center of gravity for stability .
Specialized Suspension: Heavy-duty air-ride systems (Hendrickson HT or Intraax) designed to absorb the shock of rough terrain while protecting the cargo of logs .

Regulatory Classification

Legally, the FMCSA in the United States explicitly exempts “pulpwood trailers” from certain standard requirements, such as the typical rear impact guard (under §393.86), recognizing their unique operational profile and rear overhang needs .

Section 2: How It Works – Mechanical Anatomy & Operational Workflow

Understanding the log semi-trailer requires analyzing four critical subsystems: the chassis and slope, the bunk system, the securement mechanisms, and the coupling gear.

A. The Sloped Chassis Engineering

Most log trailers are not level. They feature a “gooseneck” front section and a sharply sloped rear.

Function: The lower rear height allows for easier loading via hydraulic knuckleboom loaders. It also shifts the center of gravity forward, reducing “porpoising” (vertical oscillation) at highway speeds.
Spec Example: One industry model lists a coupling height of 48 inches, a gooseneck of 11 inches, transitioning to a rear platform height of 51 inches .

B. Bunk and Post Configuration

Logs are held by “bunks” (horizontal cradles). The spacing between bunks determines the length of timber that can be carried.

Standard Spacing: 64 inches center-to-center (c/c) for heavy hardwood; 72 inches c/c for longer softwood .
The “Last Cradle” Feature: The final rear cradle often includes standing flat irons (1/2″ x 1 1/2″) specifically designed to prevent logs from sliding backward during hard braking .

C. Loading Workflow (The “Ratioplus” Concept vs. Standard)

Modern log transport utilizes two distinct loading philosophies:

Standard Method (Stationary Loader):

Trailer backs into landing (forest clearing).
Stationary knuckleboom loader (derrick) picks logs from pile.
Loader swings over trailer, drops logs into bunks.
Driver secures with chains or straps.

Self-Loading Method (Onboard Crane – European Style):
Innovations like the DOLL Ratioplus feature an integrated crane on the tractor. The trailer splits into two halves. The driver uses the crane to load logs onto the “dolly” half, then remotely drives the dolly away to set the log length before loading the main trailer .

D. Securing the Load (Winches and Chains)

Given the weight (often 40,000+ lbs of timber), friction alone won’t hold logs. Trailers use cable binders.

Configuration: Typically 10 winches total. Two fixed, encased winches are located on the tracking side, while 8 fixed winches are inclined at 45 degrees between the cradle assemblies .
Attachment Rings: “PU” (Pick-Up) rings or fastening pockets are placed opposite the winches to allow ratchet straps or chains to cross over the load diagonally.

This is a photo of our factory. We have our own production facilities and assembly lines, along with a professional team that can customize semi-trailers to suit your needs. Our factory guarantees both efficiency and quality. Should you have any requirements, please feel free to contact us anytime.

Section 3: Major Applications & Industries Served

Log semi-trailers are not one-size-fits-all. They are segmented by the type of wood fiber being moved.

1. Tree-Length Logging (The Primary Market)

Commodities: 40-80 foot long stems, bark intact.
Trailer Spec: Longest lengths (53 ft+), heavy-duty bunks, high stake height. Requires heavy-duty bolsters.
Customer: Sawmills producing dimensional lumber.

2. Pulpwood (Short Wood)

Commodities: 8-20 foot bolts destined for paper mills or OSB (Oriented Strand Board) plants.
Trailer Spec: Shorter trailers (40-48 ft) with higher frequency of bunks to prevent sagging.
Key Feature: Often requires ventilated cargo space (not enclosed) to allow moisture release, which the open log trailer naturally provides.

3. Utility & Transmission Poles

Commodities: Treated softwood poles (40-125 ft).
Challenge: Extreme overhang.
Solution: “Pole trailers” (a regulatory subset of log trailers) that utilize a “reach” (extendable tongue) to shift the axle group rearward.

Industry Vertical Summary Table

Industry	Typical Log Length	Trailer Length	Primary Securement	Chassis Requirement
Tree-Length Lumber	40′ – 80′	48′ – 53′	Chain binders (x10)	10″-12″ slope
Pulp & Paper (Shortwood)	8′ – 20′	40′ – 45′	Cable winches	Level or slight slope
Utility Poles	60′ – 125′	45′ + reach	Bolsters & straps	Extendable beam
Biomass/Residue	4′ – 8′	42′ – 48′	Mesh or solid sides	High dump clearance

Section 4: Critical Pain Points Solved by Log Semi-Trailers

Why use a specialized log trailer instead of a flatbed?

Pain Point #1: “The load shifts during forest road transit.”

Problem: Dirt logging roads have severe crown angles (side tilt). Standard flatbeds allow logs to roll sideways.
Solution: Log trailers feature curved stakes and fabricated box cradles that conform to the round shape of the log, creating a “nesting” effect that prevents lateral migration .

Pain Point #2: “Loading damage to the trailer floor.”

Problem: Dropping heavy hardwoods (e.g., Oak or Hickory) from a loader cracks wooden flatbed decks.
Solution: Log trailers use 1/8″ anti-slip steel floors between the main beams. There is no wood floor to splinter or rot . This steel construction withstands the impact of dropped timber.

Pain Point #3: “Aerodynamic drag and deadheading.”

Problem: An empty log trailer is a giant sail, killing fuel mileage on return trips.
Solution (Emerging): Hybrid electric assists. FPInnovations, backed by NorthX, is developing an electric drive-assisted log trailer that recovers energy during braking (regen) and provides electric assist on grades. This reduces fuel consumption on empty or loaded returns by an estimated 10-20% .

Pain Point #4: “DOT compliance for rear overhang.”

Problem: Logs often stick out the back 10-15 feet. Standard rear impact guards would be ripped off.
Solution: Regulatory exemption. FMVSS §393.86 explicitly exempts “pulpwood trailers” from standard rear impact guard requirements, acknowledging that the logs themselves and the specialized rear bumper (forestry model tubular bumpers) provide alternative protection .

Section 5: Competitive Analysis – Log Trailer vs. Alternatives

To justify a dedicated log trailer (priced between $45,000-$85,000 used and $90,000-$140,000 new), compare it to substitutes.

Competitor A: Standard Flatbed Trailer

Parameter	Log Semi-Trailer	Standard Flatbed
Side load retention	Ultra-high curved stakes (20+ posts)	Removable wooden stakes (weak)
Floor durability	1/8″ steel (impact resistant)	Wood/ Aluminum (splinters)
Loading efficiency	High (loader drops anywhere)	Low (must align between stake pockets)
Unloading speed	Fast (side grapple)	Slow (requires dragging)
Best for	Dedicated forestry, round timber	Lumber, beams, construction materials

Competitor B: Curtainside (Conestoga) Trailer

Parameter	Log Semi-Trailer	Conestoga (Curtainside)
Top loading	Yes (open top)	No (fixed canvas roof)
Moisture retention for logs	Excellent (air dries en route)	Poor (traps moisture, causes mold)
Side access	Full (unrestricted)	Yes (curtain opens)
Tarp maintenance	None (no roof)	High (tears from bark)
Verdict	Log wins for “green” timber	Curtain loses (bark destroys fabric)

Competitor C: Chip Van (Walking Floor)

Parameter	Log Semi-Trailer	Chip Van (Enclosed)
Cargo type	Roundwood (solid)	Chips (processed)
Unloading mechanism	Grapple/Roll-off	Hydraulic walking floor
Gross weight potential	80k – 100k lbs (with permits)	80k lbs max
Application	Hauling logs to mill	Hauling residue from mill

This is a photo of our factory. We have our own production facilities and assembly lines, along with a professional team that can customize semi-trailers to suit your needs. Our factory guarantees both efficiency and quality. Should you have any requirements, please feel free to contact us anytime.

Section 6: Technical Specifications & Compliance

When specifying a log semi-trailer, these data points are non-negotiable for safe and legal operation.

Dimensional Standards (North American Market)

Parameter	48-ft Model	53-ft Model (Common)
Overall Length	48’0″	53’0″
Usable Deck Width	102″ (legal max)	102″
Gooseneck Height	10″–11″	10″–11″
Slope (Front to Rear)	8″–10″	10″–12″
Bunk Spacing (c/c)	64″ – 72″	72″
Number of Stakes (Posts)	18–20	20–22
Empty Weight (Tare)	11,000 – 13,000 lbs	13,000 – 15,000 lbs

Weight Compliance

GVWR (with tractor): Typically 80,000 lbs standard; can exceed 105,000 lbs with permits (varies by state/province).
Payload Capacity: A light tare (e.g., DOLL LOGO 12 at ~11,600 lbs / 5.3 tons) allows for massive payloads (~68,400 lbs of timber) .
Axle Configuration: Most commonly 3 axles (tridem). Some heavy-spec models use 4 axles (tandem + tag) for weight distribution.

Lighting & Safety (DOT/FMVSS 108)

Impact-resistant lighting: Must use sealed LED polycarbonate lenses (e.g., Grote Ultra Blue) to survive swinging logs .
Reflective Tape: DOT and CMVSS codes require reflective strips positioned to define the trailer’s perimeter, despite the irregular shape of the logs.
Reverse Lights: High-end forestry models include “lighthouse” type reversing lights (sealed in vinyl rings) for nighttime loading in the forest .

Section 7: Operational Cost Analysis & ROI

While log trailers are capital intensive, their revenue per mile often outpaces dry van rates due to specialized demand.

Capital Expenditure (2025-2026 Market)

New Premium (DOLL, Peerless, Manac, Fliegl): $90,000 – $140,000 (Higher for stainless steel or corrosion-resistant coatings) .
Used (5–7 years old): $38,000 – $65,000.
Maintenance Specifics: Expect higher tire wear (rough terrain) and annual suspension overhauls.

Rate Per Mile Comparison (Contract Rates)

Trailer Type	Avg Rate per Mile (Loaded)	Deadhead %
Dry Van	$2.15	18%
Flatbed	$2.55	22%
Log Semi-Trailer	$3.10 – $3.50	30% (high deadhead to forest)

ROI Analysis (Owner-Operator – Pacific Northwest)

Scenario: Haul Douglas Fir from Mt. Hood, OR to Portland Mill (90 miles).
Rate: $320 per load (Short haul premium).
Trips per day: 3 round trips (180 miles total).
Daily Revenue: $960.
Operating cost (fuel, tires, high-wear suspension): $2.20/mile x 180 = $396.
Net Daily Profit: $564.
Annualized (240 days/year): ~$135,360 net.

The “Empty Return” Problem

Log trailers suffer from extreme deadheading. Unlike vans that carry backhauls, a log trailer rarely finds a backhaul product (unless hauling finished lumber from the mill).

Innovation: “Empty return journey” protocols involve specialized gantries that allow the semi-trailer to be loaded onto the truck tractor for the return trip, reducing fuel burn by 40% on the deadhead leg .

Section 8: Maintenance & Safety Imperatives

Log trailers operate in “severe duty” cycles. Maintenance is not optional—it is existential.

Weekly Pre-Trip Checklist (Log-Specific)

Component	Inspection Action	Failure Mode
Bunk (Cradle) Wear Pads	Check for flat spots or grooves	Log polishing → load slip
Stake Pockets	Hammer test for weld cracks	Stake ejection during turn
Winch Cable/Straps	Look for fraying or cuts	Load shift ($50k cargo claim)
Sloped Main Beams	Check for “hogging” (sag)	Structural collapse
Rear Bumper (Forestry)	Verify tubular steel isn’t crushed	DOT violation (rear underride)

High-Risk Scenarios

Frost Heave: Frozen logs thawing on the trailer shrink, leaving chains loose. Drivers must re-tension binders after the first 50 miles of driving in winter.
Overhang Strikes: Logs extending past the rear bumper can hit oncoming traffic in sharp turns. “Standing flat irons” on the last cradle help prevent this .
Corrosion: Tannic acid in wet bark (especially Oak) is highly corrosive. Specifying galvanized stakes (vs. painted) is critical for longevity .

Section 9: The Future – Next Generation Log Trailers (2025+)

The industry is not static. Two major trends are redefining timber hauling.

Trend 1: Electrified & Hybrid Log Trailers

The most significant shift since the hydraulic loader. FPInnovations (in partnership with Deloupe, Peerless, and Tolko) is actively field-testing a hybrid electric log trailer.

The Mechanism: The trailer axle incorporates an electric motor (regenerative braking and torque assist).
The ROI: Specifically targets the 40-50% of transportation costs that are fuel. Projected fuel savings: 10-20%.
Environmental: Reduces CO2eq by 23.3 kg per 100 km. For BC alone, this could reduce emissions by 18 megatons if widely adopted .

Trend 2: Lighter, High-Strength Steel (The LOGO 12)

DOLL TimTech launched the LOGO 12 in late 2025.

Weight Savings: Tare weight starting at 5.3 tons (approx 11,600 lbs). This makes it up to 15% lighter than previous generations .
Engineering: Uses high-strength fine-grained steel to reduce weight without sacrificing the 80,000 psi cross-member strength.
Certification: Meets European DIN EN 12642 Code L standard for load security, now being adopted globally .

Section 10: Buying Guide – New vs. Used & Regional Considerations

If you are purchasing a log semi-trailer, the regional terrain dictates the spec.

North American Spec (Heavy Duty)

Chassis: Extreme slope (10-12″) for stability on mountain switchbacks.
Suspension: Hendrickson HT Series (Rubber load cushion) or Intraax (Air).
Tires: 22.5″ Low-profile or flotation tires (for mud).
Manufacturers: Peerless (USA), Manac (Canada), Trail King (USA).

European Spec (Precision & Tare Weight)

Chassis: Lower profile, often with a sliding bogie (moveable axles) to adjust axle load.
Suspension: Air suspension (EBS brakes) for highway stability.
Weight Focus: Extreme optimization (e.g., Fliegl SDS01 utilizes lift axles to reduce tire wear when empty) .
Certification: Requires Certificate of Conformity (COC) for registration .

Decision Matrix: New vs. Used

Criteria	New (< 1 year)	Used (5–7 years)
Price (USD)	$100k – $140k	$40k – $70k
Stakes/Posts	Galvanized (perfect)	Likely bent/painted (corrosion risk)
Floor condition	Smooth steel (1/8″)	Grooved, possibly patched
Wiring	Sealed LED (no issues)	Often rodent-damaged or corroded
Warranty	5-yr structural	None (as-is)
Best for	High-mileage contract logging	Startup logger, farm use

Section 11: Regulatory Watch (2026 Outlook)

Log trailer operators must monitor two legal areas:

1. Weight and Length Permits

Most states allow 80,000 lbs. However, forest products often qualify for “divisible load” overweight permits (up to 105,000 lbs) on specific highways, provided the trailer has sufficient axles (e.g., 4 axle trailers).

2. Rear Impact Guard Exemption

As per §393.86, “pulpwood trailers” are exempt from the standard rear impact guard . However, this does not exempt the driver from securing the load’s overhang. Load overhang exceeding 4 feet requires a red flag (day) or red light (night) at the extremity of the logs.

3. Environmental Compliance

In Canada and the EU, idling restrictions are tightening. The move toward electric auxiliary power on log trailers (to run the loader without the truck engine) is expected to become mandatory in low-emission zones by 2028 .

Conclusion: Is the Log Semi-Trailer Right for You?

The log semi-trailer is not a vehicle; it is a tool of industrial efficiency. It solves a brutal equation: moving a heavy, oddly shaped, abrasive product from a muddy point A (the forest) to a fixed point B (the mill).

If you are in the business of harvesting trees, a flatbed or a dry van will fail you. The flatbed will crack under the dropped logs. The van will trap moisture and rot your investment. Only the log trailer—with its sloped chassis, steel floor, heavy-duty bunks, and forestry-spec bumpers—provides the durability and ROI required for the timber industry.

With the advent of electric-assist axles promising to cut fuel costs by 20% and lightweight steels offering 15% more payload, the humble log trailer is entering a golden age of technological refinement . For forestry professionals, it remains the most critical asset on the landing.

Contact Us

If you have any questions about our curtain side trailers, customization options, pricing, or after-sales service, please do not hesitate to Contact Us. Our professional sales and technical team is ready to assist you, provide detailed product information, and work with you to design the perfect curtain side trailer for your logistics business. We are committed to building long-term, mutually beneficial partnerships with our global customers and supporting your success in the dynamic world of freight transportation.

We look forward to working with you!

Address:Room 910, time square, No52, Hongkong mid Road, shinan District, Qingdao, Shandong Province, China

WhatsApp: +86 13455277771 +8617667211331
Email: nick@cjstrailer.com calista.wang@cjstrailer.com

contact :Nick Zhu Calista

luoxiang

www.lucksuntrailer.com

Log Semi-Trailer: The Complete Guide to Timber Transport Solutions

2026-04-20/in blog /by luoxiang

Introduction

In the forestry and logging industry, transporting raw timber from forest to mill is one of the most demanding logistical challenges. The vehicle designed specifically for this task is the log semi-trailer — a heavy-duty, specialized trailer built to carry whole trees, cut logs, or timber bundles over rough terrain and public highways.

Unlike standard flatbeds or curtain-sided trailers, log semi-trailers are engineered to handle extreme loads, uneven weight distribution, and the unique shape of cylindrical timber. Whether you are a logging contractor, a forest products company, or a fleet manager in North America, Scandinavia, Russia, or Australia, understanding log semi-trailer specifications and capabilities is essential for operational efficiency and safety.

This comprehensive guide covers everything: what a log semi-trailer is, how it works, main applications, industry pain points solved, competitive comparisons, and additional critical considerations — all backed by detailed specification tables.
Log Semi-Trailer Pros and Cons: Complete Guide to Timber Transport Equipment
Log semi-trailer

1. What Is a Log Semi-Trailer?

A log semi-trailer (also known as a timber trailer, logging trailer, or pole trailer) is a type of semi-trailer specifically designed for transporting logs, poles, timber, and other cylindrical forest products. It typically consists of a robust chassis, multiple axle groups, fixed or movable bunks (cross members that cradle the logs), and a system of stakes or bolsters to prevent logs from rolling off.

Unlike general freight trailers, log trailers prioritize:

High strength-to-weight ratio (carrying heavy timber while keeping tare weight low)
Flexible bunk positioning (to accommodate different log lengths)
Ground clearance (for operation on unpaved forest roads)
Load securement systems (chains, straps, or wrappers)

Key Components of a Log Semi-Trailer:

Main Frame (Chassis): Heavy-duty steel I-beam construction, often with high-tensile steel.
Bunks (Cross Members): Vertical or inclined steel structures that cradle the logs. Typically 2–4 bunks per trailer.
Stakes / Bolsters: Removable or folding side posts that prevent logs from rolling sideways.
Axles: 2 to 4 axles, often with walking beam or air-ride suspension for rough terrain.
Log Wrappers (Load Securement): Chains, straps, or cable wrappers that cinch the load tight.
Reach / Tongue: The front section connecting to the tractor’s fifth wheel or a logging truck’s bunks.

Types of Log Semi-Trailers:

Type	Description	Common Regions
Straight Log Trailer	Fixed bunks, rigid frame	North America, Australia
Self-Loading Log Trailer	Integrated hydraulic crane for self-loading	Scandinavia, Europe
Pole Trailer (Drawbar)	Two separate units: front bolster + rear trailer	Canada, Russia
Lowbed Log Trailer	Lower deck for oversize logs	Mountainous regions

2. Detailed Specification Tables

Below are comprehensive specification tables for two common log semi-trailer configurations: a 3-axle rigid log trailer (North American standard) and a 4-axle self-loading log trailer (European/Scandinavian standard).

Table 1: 3-Axle Rigid Log Semi-Trailer (North American Standard)

Specification Parameter	Value / Range	Remarks
Overall Length	40 – 48 ft (12.2 – 14.6 m)	Excluding tractor
Log Load Length Capacity	35 – 44 ft (10.7 – 13.4 m)	Between front and rear bunks
Overall Width	8.5 ft (2.6 m)	Legal maximum in US/Canada
Load Height Capacity	8 – 10 ft (2.4 – 3.0 m) above deck	Dependent on log diameter
Number of Axles	3 (tri-axle)	Often with liftable 3rd axle
Axle Type	Walking beam or air-ride	Walking beam preferred for off-road
Tire Size	11R22.5 or 425/65R22.5	High-flotation for soft ground
Payload Capacity	40,000 – 55,000 lbs (18 – 25 metric tons)	Varies by state/province limits
Gross Vehicle Weight (GVW)	80,000 – 105,500 lbs	Legal limit with permits
Tare Weight (Empty)	12,000 – 16,000 lbs (5.4 – 7.3 metric tons)	Steel construction
Number of Bunks	2 – 3	Front, center, rear
Bunk Type	Fixed or sliding	Sliding allows length adjustment
Bunk Height	36 – 48 inches (0.9 – 1.2 m)	From ground
Stake Type	Removable or folding steel	6 – 8 stakes per side
Log Wrapper System	Manual or hydraulic chain wrappers	Minimum 4 wrappers
Brake System	ABS with automatic slack adjusters	Mandatory in US
Suspension Travel	6 – 8 inches (150 – 200 mm)	For rough logging roads
Lighting	LED, sealed, with rear work lights	For night loading
Kingpin	2-inch (50.8 mm) standard	Jost or Holland brand

Table 2: 4-Axle Self-Loading Log Semi-Trailer (European Standard)

This is a photo of our factory. We have our own production facilities and assembly lines, along with a professional team that can customize semi-trailers to suit your needs.
Our factory guarantees both efficiency and quality. Should you have any requirements, please feel free to contact us anytime.

Specification Parameter	Value / Range	Remarks
Overall Length	13.6 – 16.5 m (44.6 – 54.1 ft)	EU legal maximum
Log Load Length Capacity	10 – 14 m (32.8 – 45.9 ft)	Adjustable bunks
Overall Width	2.55 m (8.4 ft)	EU legal maximum
Load Height Capacity	Up to 3.0 m (9.8 ft) above deck	Road legal height 4.0 m total
Number of Axles	4 (tandem + tandem or all steerable)	Often all axles liftable
Axle Type	Air suspension with lift function	Reduces wear when empty
Tire Size	385/65R22.5 or 445/45R19.5	Super single for flotation
Payload Capacity	24 – 28 metric tons (52,900 – 61,700 lbs)	EU legal limit at 40 tons GVW
Gross Vehicle Weight (GVW)	40 – 48 metric tons	48t with special permit
Tare Weight (Empty)	8.5 – 10.5 metric tons	Includes crane
Integrated Crane	Hydraulic knuckle boom crane	Lift capacity 6–12 ton-meters
Crane Reach	6 – 10 meters (19.7 – 32.8 ft)	For self-loading/unloading
Number of Bunks	3 – 4	One often movable
Bunk Type	Hydraulic adjustable	For varying log lengths
Log Wrapper System	Hydraulic tensioned straps or chains	Remote controlled
Brake System	EBS (Electronic Braking System)	Mandatory for 4+ axles
Suspension	Electronically controlled air suspension	ECAS system
Lighting	Full LED with cornering lights	ECE approved

3. How Does a Log Semi-Trailer Work?

Understanding the working principle of a log semi-trailer is essential for safe and efficient operation. Here is a step-by-step breakdown.

Step 1: Positioning and Setup

The tractor backs the log trailer into the loading area (forest landing or sawmill yard).
For self-loading trailers, the hydraulic crane is unfolded and stabilized using outriggers.
Bunks may be adjusted hydraulically or manually to match log length.

Step 2: Loading Logs

Manual loading: A stationary loader (wheel loader or excavator with grapple) places logs onto the trailer. Logs are arranged lengthwise, cradled by the bunks.
Self-loading: The trailer’s integrated crane picks logs from the ground or pile and places them onto the bunks.
Logs are stacked in layers, typically 3–5 high depending on diameter.

Step 3: Load Securement

After loading, the operator engages the log wrapper system:
- Chain wrappers: Chains are thrown over the load and tightened using ratcheting binders or hydraulic tensioners.
- Cable wrappers: Steel cables with hydraulic tensioning.
- Straps: Heavy-duty polyester straps (rare for logs due to cutting risk).
A minimum of 4 wrappers is required by law in most jurisdictions (one near each bunk).
Stakes (side bolsters) are raised or installed to prevent sideways rolling.

Step 4: Transport

The loaded trailer is hauled to the destination (sawmill, paper mill, or port).
Air suspension systems lower the trailer for better stability on highways.
On rough forest roads, walking beam suspension provides articulation to keep all tires on the ground.

Step 5: Unloading

At the destination, stakes are lowered or removed.
Chain wrappers are released.
Logs are either:
- Unloaded by a stationary crane or wheel loader, OR
- Self-unloaded using the trailer’s integrated crane (tipping or lifting logs off).
Some log trailers feature hydraulic tipping (raising the front bunks) to slide logs off the rear.

4. Main Applications of Log Semi-Trailers

Log semi-trailers are used across the entire timber supply chain. Here are the primary applications:

A. Forest Harvesting (Stump to Landing)

Transporting freshly cut logs from the harvest site to the forest landing (temporary storage area).
Requires off-road capability: high ground clearance, walking beam suspension, and flotation tires.
Typical log length: 16–20 ft (5–6 m)

B. Long-Distance Timber Haulage (Forest to Mill)

Moving logs from forest landings to sawmills, pulp mills, or veneer plants.
Requires highway compliance: legal width, lighting, braking, and weight distribution.
Typical log length: 20–40 ft (6–12 m)

C. Port and Export Logistics

Transporting export logs from inland mills to port terminals.
Often involves weigh stations and customs inspections.
Typical log length: 20–40 ft (6–12 m)

D. Pole and Utility Transport

Carrying utility poles (telephone, power) to installation sites.
Poles are longer and lighter than sawlogs — requires adjustable bunks.
Typical length: 40–60 ft (12–18 m) — often requires over-length permits.

E. Biomass and Wood Chip Transport (Modified Trailers)

Some log trailers are converted for bulk wood chips with mesh sides or tarps.
Typical use: Delivering low-grade wood to biomass power plants.

F. Self-Loading Operations (Small-Scale Logging)

Single-operator logging: The truck driver uses the integrated crane to load, transport, and unload without additional equipment.
Typical region: Scandinavia, Germany, Austria, Eastern Europe.

5. Industry Pain Points Solved by Log Semi-Trailers

This is a photo of our factory. We have our own production facilities and assembly lines, along with a professional team that can customize semi-trailers to suit your needs.
Our factory guarantees both efficiency and quality. Should you have any requirements, please feel free to contact us anytime.

Problem	How a Log Semi-Trailer Solves It
Logs rolling off during transport	Bunks cradle logs; stakes prevent sideways movement; wrappers cinch the load tight.
Uneven weight distribution	Sliding bunks allow adjustment to balance axle weights. Air suspension auto-levels.
Damage to logs (bruising, splitting)	Rubber-padded bunks and soft wrappers reduce impact. Air suspension cushions the ride.
High cost of loading equipment	Self-loading trailers eliminate the need for a separate wheel loader or stationary crane.
Off-road traction issues	Walking beam suspension keeps tires on uneven ground. Flotation tires prevent sinking in mud.
Legal weight violations	Multi-axle configurations (3 or 4 axles) distribute weight to meet bridge formulas.
Empty return trips (deadhead)	Liftable axles reduce tire wear and fuel consumption when returning empty.
Slow loading/unloading	Self-loading cranes and hydraulic wrappers reduce cycle time from 30 minutes to 10 minutes.
Safety risks (falling logs)	Properly designed stakes and wrappers eliminate log spillage, a leading cause of logging accidents.

6. Competitive Analysis: Log Semi-Trailer vs. Other Transport Methods

Many operators wonder whether a log semi-trailer is the right choice compared to alternatives. Here is a detailed comparison.

Table 3: Log Semi-Trailer vs. Competitors

Feature	Log Semi-Trailer	Flatbed with Stakes	Straight Truck with Trailer	Rail Transport
Dedicated Log Design	Yes (bunks, wrappers)	No (retrofitted stakes)	Partially	Yes (log cars)
Payload Capacity	40,000 – 55,000 lbs	45,000 – 48,000 lbs	20,000 – 30,000 lbs	100,000+ lbs per car
Off-Road Capability	Excellent	Poor	Moderate	None (requires rail spur)
Loading Speed	Fast (bunks guide logs)	Slow (logs must be stacked carefully)	Moderate	Very slow
Self-Loading Option	Yes (integrated crane)	No	Yes (truck-mounted crane)	No
Initial Cost (New)				N/A (rail infrastructure)
Operating Cost per Ton-Mile	$0.10 – $0.15	$0.12 – $0.18	$0.20 – $0.30	$0.03 – $0.06
Flexibility (Routes)	High (any road)	High	Medium	Very low (fixed tracks)
Typical Distance	50 – 200 miles	50 – 200 miles	50 – 100 miles	200+ miles
Best For	Daily timber haulage	Occasional log transport	Small-scale logging	High-volume, long-distance

Key Takeaway: Choose a log semi-trailer for dedicated, high-volume timber transport over medium distances (50–200 miles). Choose a flatbed with stakes for occasional log moves. Choose rail for distances over 200 miles with high volumes and existing rail infrastructure.

7. How to Maintain a Log Semi-Trailer (Preventive Maintenance)

Logging is one of the harshest environments for any vehicle. Mud, dust, impact loads, and rough roads accelerate wear. A rigorous maintenance schedule is essential.

Table 4: Log Semi-Trailer Maintenance Schedule

Frequency	Task	Details / Tool Needed
Daily (pre-trip)	Inspect chain wrappers for wear or kinks; check stake pins; inspect tires for cuts; test lights; check air brake function	Flashlight, chain gauge
Weekly	Grease all suspension pivots (16+ fittings); lubricate crane rotation bearing (self-loading); check bunk rubber pads for wear	Lithium grease gun, crane grease spec
Monthly	Torque wheel nuts (450–500 lb-ft); inspect bunks for cracks; test hydraulic wrapper tension; check airbags for leaks	Torque wrench, soapy water
Quarterly	Inspect walking beam bushings (replace if >3mm play); check frame welds for cracks; replace hydraulic filter (crane)	Pry bar, hydraulic filter wrench
Annually	Replace chain wrappers (if >10% wear); repack wheel bearings; perform DOT annual inspection; test crane safety valves	Bearing packer, hydraulic pressure gauge
Every 2 years	Replace air dryer cartridge; NDT (non-destructive test) of fifth wheel plate; recertify crane (self-loading)	Mag-particle kit, crane certifier

Critical Maintenance Points for Log Trailers:

Chain wrappers: Inspect every load. A broken wrapper on the highway can result in lost logs and catastrophic accidents. Replace when link diameter is reduced by 10% or more.
Bunk rubber pads: These protect logs from damage. Replace when worn down to metal.
Stake pockets: Log loading often impacts stakes. Check for bent stake pockets and weld cracks.
Walking beam bushings: Worn bushings cause misalignment and uneven tire wear. Replace every 50,000 miles or annually.

8. How to Ensure Safety Performance

Safety is paramount in log hauling. A 50,000 lb load of logs has immense kinetic energy, and loose logs can kill.

Pre-Operation Safety Checklist

Item	Check
Chain wrappers	Minimum 4 wrappers, properly tensioned. No kinks or cracks.
Stakes	All stakes installed and pinned. No missing pins.
Bunks	Rubber pads intact. Bunks not bent.
Tires	No cuts, proper inflation (100–110 psi for highway, 70–80 psi for off-road).
Brakes	Test at 5 mph. Trailer brakes must lock before tractor brakes.
Lights	All marker lights, brake lights, turn signals functional.
Load distribution	60% of weight over the front half of the trailer. Axle weights within legal limits.

During Transport Safety

Speed limits: Log trailers have higher centers of gravity than flatbeds. Reduce speed on curves. Maximum 55 mph on highways, 25 mph on forest roads.
Following distance: Double the normal following distance. Logs can shift forward under hard braking.
Route planning: Avoid low bridges (logs can strike overhead signs). Use GPS for truck with height and weight restrictions.

Emergency Procedures

If a wrapper breaks during transit: Pull over immediately. Do not continue. Retension or replace the wrapper before moving.
If logs shift: Stop safely. Unload and reload. Never attempt to “adjust” a shifted load without unloading.

Annual Legal Inspection (DOT / CVSA)

For log semi-trailers, inspectors pay special attention to:

Chain wrapper condition and number
Stake integrity
Suspension condition (walking beam cracks are common)
Brake balance (uneven braking causes log shift)

9. Additional Important Considerations

Weight Regulations (North America vs. Europe)

Region	Maximum GVW (Standard)	Maximum GVW (With Permits)	Axle Weight Limit
USA (Federal)	80,000 lbs	105,500 lbs (Alaska, some states)	20,000 lbs per axle
Canada (Federal)	63,500 kg (140,000 lbs) for B-train	Varies by province	9,100 kg per axle
European Union	40,000 kg (88,185 lbs)	48,000 kg (105,822 lbs)	11,500 kg per axle

Self-Loading Crane Selection

If choosing a self-loading log trailer, consider:

Lift capacity: 6–12 ton-meters is typical. Calculate: (crane reach in meters) × (lift capacity in tons). Example: 8m reach × 1.5 tons = 12 ton-meters.
Rotation: 360° continuous rotation is preferred over 270°.
Controls: Radio remote control is safer than wired or manual levers.
Brands: Palfinger, Hiab, Fassi, Kesla, Epsilon.

Tire Selection for Log Trailers

Tire Type	Best For	Pros	Cons
11R22.5 (dual)	Highway + occasional off-road	Widely available, stable	Heavy, poor flotation
425/65R22.5 (super single)	Off-road, soft ground	Excellent flotation, lighter	Less stable if deflated
385/65R22.5 (super single)	Mixed use	Good balance	Expensive

Contact Us

We look forward to working with you!

Address:Room 910, time square, No52, Hongkong mid Road, shinan District, Qingdao, Shandong Province, China

WhatsApp: +86 13455277771 +8617667211331
Email: nick@cjstrailer.com calista.wang@cjstrailer.com

contact :Nick Zhu Calista

luoxiang

www.lucksuntrailer.com