The Potential of Integrated Trailer Safety With the Automated Safety Hitch System

There is a saying that a picture is worth a thousand words. Might I so boldly add that a picture is also worth a thousand opinions that are based, for all intents and purposes, entirely on ignorance?
During my research for this article I encountered various opinions about the Automated Safety Hitch System across the broad spectrum of RV forums. One wonders how a product can be sold when so many uneducated opinions are shared about a product that they know nothing about. Why do people do this? Is it fear? Is it the unknown? Is it the desire to feel smart? Or, do they believe that their learned and comfortable way is the only way? Well, I’m not a psychiatrist and I will not venture to answer these questions.

While I was in Odessa, TX, a client E-mailed me and asked for my opinion on the Automated Safety Hitch System. I’d never heard of it and after reviewing the hitch system website, I decided to take a detour from my planned route and head to Denton, TX, where the manufacturing plant is located. Denton is located about 30 miles north of the Dallas/Fort Worth metro area. During the course of two meetings, I met and received a warm welcome from Joe Jamieson who is the CEO of Automated Safety Hitch, Inc. and the inventor of the Automated Safety Hitch System.

No spot welding on this product.

As Jamieson, who has an aeronautics degree and an extensive working background in this field, guided me through the plant, he explained the details of the manufacturing process. Fortunately for me, I am gifted with understanding mechanical things. Jamieson builds the hitch frames and bodies from US grade steel, some of which is one quarter inch thick. You will not find spot welding on his products. All the welds are full length and exterior body welds are ground down to a smooth finish. This is very uncommon in today’s industry. The thought came to me that if someone began shooting at me with a high powered rifle, I’d want to take cover behind the Automated Safety Hitch System! When it comes to construction, Jamieson does not take shortcuts. When asked why he goes the extra mile, his reply is, “So I can sleep well at night.”

One commented on an RV forum, “I do not like the looks of that thing”.  It does have an unusual appearance at first glance. But, after studying it and understanding how it operates, it grows on you. It doesn’t take long to realize the Automated Safety Hitch System is one of the most innovative RV safety products on the market. Jamieson states that braking is improved by as much as 50% and, as I test drove it, I believe it. During my test drive I towed a two axle horse trailer and I could easily stop just by activating the brake controller only. Very little pressure is required to brake with the truck’s brake pedal. Turning around corners and maneuvering through traffic is a breeze with the steerable axle that locks straight automatically when not doing slow tight turns. It’s fascinating to watch the trailer as it swings about 14 inches to the outside away from the turn while maneuvering a tight corner. The horse trailer tires cleared the island by 3 feet as I was navigating through a tight left turn. Towing with the hitch system allows drivers to travel centered in the lane as opposed to pulling to one side of the lane to make the turn. The hitch owners I questioned did not feel uncomfortable during tight turns nor had any motorist honked their horn at them. Additionally, backing the trailer is akin to backing a bumper pull trailer, as I quickly learned.

The other amazing feature about the hitch system is the ability to increase the towing capacity of tow vehicles by 50 percent. This is primarily due to the increased braking capacity. I do think one would have to use some common sense and consider the capability of the tow vehicle’s powertrain, especially when considering the number of times an RVer may be towing up steep inclines. Typically, when towing any fifth wheel or heavy gooseneck trailer, a diesel engine vehicle with a towing package is first choice for towing. On the other hand, the Toyota Tundra towed the Space Shuttle! RV consultant Bob Zagami said it well, "It is not how much you can tow, it is how much you can control and stop that is important!"

Steerable axle with Bendix hydraulic brakes.

The maximum hitch weight is rated for 6,300 pounds but can be upgraded to 8,000 pounds. The steerable axle is a Dana 70 series and is equivalent to those used on one ton and one and one-half ton trucks. The axle is equipped with Bendix heavy duty hydraulic disk brakes and has vented rotors and is powered by the onboard hydraulic system. The unit also includes a battery and electrical system to power the onboard equipment. Jamieson told me about one of his customers who shared the scary moment when his truck engine suddenly shut down while towing down the highway, therefore, almost losing the truck brakes and the steering becoming difficult. Fortunately, the owner had a cool head and reached down to the trailer’s break controller and performed a well-controlled and safe stop.

For RVers who are contemplating upgrading from a three-quarter ton vehicle to a one ton truck, they may not have to. I, for one, wish I had known about this hitch system before I traded in my new Ram 2500 for a new 3500 dually in early 2009. The Automated Safety Hitch System certainly has the potential to save some money considering one may not have to upgrade. For example, in my own personal case, not only did I trade in my 2500, I ended up throwing in my fairly new Toyota Tacoma valued at $15,700. Depending on options and customizations, the Automated Safety Hitch System could range in price from $10,000 to $11,000, including everything needed (such as a customized class five hitch rated for 30,000 pounds) for your vehicle to pull your trailer. That may seem like a hefty price tag, but when considering that upgrading to a one ton vehicle for about $30,000 or more and the unprecedented safety features this hitch system provides, as well as other cost saving features mentioned on Jamieson’s website, the price tag is less of an issue. As for long term customer service, hitch owners will receive hitch improvement upgrades at no charge, excluding the cost of delivery.

Included with each unit sold is a notarized letter indicating the regulatory compliance in 9 continents and regions stating that the Automated Safety Hitch System is classified as a lift/drop axle, not as a trailer. Therefore, registration with state and county motor vehicle departments is not required. The letter also states that the additional seven to nine feet should not be added because “the length of devices determined to be necessary for safe and efficient operation should be excluded.” Several states have laws that exempt the lift/drop axle from the length limitation. Jamieson said that none of his customers have reported being ticketed for length violations and that was confirmed by the customers I interviewed for this report. Customers surveyed also revealed that the Safety Hitch has been used in nearly every state and in Canada without any problem. There are additional links below covering state RV length laws. If unsure, contact your local state agency.

The future of the Automated Safety Hitch System

As I was about to depart our second meeting, I commented to Jamieson that the Automated Safety Hitch System could revolutionize the RV industry if the hitch system was integrated into all fifth wheel and gooseneck trailers. That led to another 15 minutes of conversation. Just think about it, not only would trailers become tremendously safer to control and stop, the nose area of these RVs could gain up to one foot of headroom. The trailer’s ground clearance could be reduced, improving controllability and safety. The overall height could be reduced and result in aerodynamic advantages such as less induced drag, less upper laminar parasite drag and less lower turbulent parasite drag. There would be no more concern about keeping good height above the truck bedrails. Trailers could be towed level instead of nose high creating less drag and improving fuel mileage and weight distribution on the trailer axles. The distance of the kingpin location could be moved back closer to the trailer axles resulting in improved control. The trailer’s GVWR could also be increased while tow vehicles would not necessitate such a change, which is especially important for toy hauler and full-timer owners. I do think it’s time for the RV industry to seriously consider integrating this hitch system into fifth wheel and gooseneck trailers!

There are far more benefits to using or integrating the Automated Safety Hitch System than the one disadvantage noted on RV forums, which is reduced weight over the truck’s rear axle. Jamieson noted that that is why he recommends owners use a tow vehicle with four wheel drive for those situations that require additional traction. Although rare, some of the interviewed customers have indicated they had to switch to four wheel drive for some situations. On the other hand, the truck bed has been freed up to carry cargo that was once limited. One other significant advantage of this hitch system is that it opens the field of tow vehicle choices that have been pretty much limited to long wheelbase diesel trucks when towing big and heavy trailers.

Hmm… You may just see an ATV and a couple of Segways coming out of my covered truck bed someday. A new larger replacement fuel tank would be in order, too. What would you fill your truck bed space with once you’ve eliminated the fifth wheel hitch?

To learn more and watch numerous videos of the Automated Safety Hitch System in action, visit Jamieson’s website at http://automatedsafetyhitch.com or call him at 1 (866) 465-1454.

RV Road Use Laws – RVDA

Trailer Dimensions – AAA

State Towing Laws for RVs - NSA RV Products

Towing World RV Laws

RV Rigs Using the Automated Safety Hitch System 

This RVer wanted to haul his Jeep and tow his fifth wheel trailer.

This 2012 Chevrolet Suburban is prefect for this family of four and their 197 pound English Mastiff.

Do you have a lifted truck?

It's not a problem when towing with the Automated Safety Hitch System.

This 2012 Ford F-250 4X4 has no problem controlling this heavy 40 foot triple axle RV.

Copyright © 06/30/2013, Dave Gray, Reprint by permission only.

How to Weigh At CAT Scale

No more than 3 minutes viewing necessary.
Inform the Weigh Master that you are a private RV owner.

The CAT Scale Company is devoted to serving the trucking industry. That’s why they make customer satisfaction their #1 priority and guarantee that their weights are accurate. If you get an overweight fine from the state after their scale showed you legal, they will immediately check their scale. If their scale is wrong, they will reimburse you for the fine. If their scale is correct, a representative of CAT Scale Company will appear in court with you as a witness. Truck & Trailer When weighing your truck and trailer it must be completely on the scale and it is best if you position the steer axle (front wheels) of the truck on platform 1, and the drive axle or rear axle of the truck on platform 2.  The trailer will normally show up on platform 3. Motorhome When weighing your motorhome, it must be completely on the scale and it is best if you position the steer axle (front wheels) of the motorhome on platform 1, and the drive axle or rear axle of the motorhome on platform 2.  Platform 3 will likely be empty Motorhome with Tow Car When weighing your motorhome and tow car, the motorhome must be completely on the scale and it is best if you position the steer axle (front wheels) of the motorhome on platform 1, and the drive axle or rear axle of the motorhome on platform 2.  The tow car will normally show up on platform 3. Truck & Fifth Wheel/Gooseneck When weighing your truck and fifth wheel or gooseneck trailer it must be completely on the scale and it is best if you position the steer axle (front wheels) of the truck on platform 1, and the drive axle or rear axle of the truck on platform 2.  The trailer will normally show up on platform 3. Straight Truck With Tow Car When weighing your straight truck and tow car, the straight truck must be completely on the scale and it is best if you position the steer axle (front wheels) of the straight truck on platform 1, and the drive axle or ear axle of the straight truck on platform 2.  The tow car will normally show up on platform 3. Truck & Boat When weighing your truck and boat it must be completely on the scale and it is best if you position the steer axle (front wheels) of the truck on platform 1, and the drive axle or rear axle of the truck on platform 2.  The boat trailer will normally show up on platform 3.

What are the Benefits of Weighing Your RV?

To ensure the following vehicles’ ratings are not exceeded:

• Gross Axle Weight Rating (GAWR)
• Gross Vehicle Weight Rating (GVWR)
• Gross Combined Weight Rating (GCWR)
• Gross Trailer Weight Rating (GTWR)
• Vertical Load (Kingpin)

Overloading and underinflation can cause: 

• Tire Failures
• Reduced Handling Capability
• On-Road Breakdowns
• Increased Stopping Distance
• More Rapid Tire Wear
• Rapid Suspension Component Wear
• Higher Fuel Consumption
• Unsafe Swaying in Crosswinds
• Increased Driver Fatigue

Is weighing the RV cost saving?

Yes! Tire blowouts result in costly repairs.

The folks at the Good Sam Vehicle Insurance Program state that tire failure is the cause of 60% to 70% of all Good Sam VIP comprehensive claims. Tires usually blow out as a result of an overloaded RV, improper inflation or excessively worn tread. Good Sam VIP
Also there is the potential to...

• Improve Vehicle Performance
• Reduce Fuel Consumption
• Reduce Vehicle Stopping Distance
• Reduce Mechanical Breakdowns
• Extend the Tire Replacement Intervals

And the most important potential is to...

• Reduce Accidents That May Result in Bodily Injury or Death

RV Weight Safety Report Easier with New Android App

A Simple Way to Weigh Your Fifth Wheel or Gooseneck Trailer and Get Your Safety Report

CRESTVIEW, Fla – August 15, 2012, – Full-time RVer David Gray, founder of the most user friendly RV towing safety website introduces his app, Fifth Wheel St., for Android devices.

Fifth Wheel St. is an app now available to install on Android devices from the Google Play store. Fifth Wheel St. is the ultimate app that answers "How to Weigh Your Fifth Wheel or Gooseneck Trailer" and determine if you are towing safely. Fifth Wheel St. is designed especially for RV owners, outdoor recreationalists  farmers and ranchers who tow fifth wheel or gooseneck trailers. This towing weight calculator and safety report app provides step by step instructions that assist you with weighing your tow vehicle and your fifth wheel or gooseneck trailer. The report details 13 weighing points including 7 points indicating the safety margin or overload conditions by displaying red or green numbers.

Gray introduced his first Fifth Wheel St. app for iPhone, iPad and iPod Touch last May and can be purchased from the iTunes Store. Both apps sell for 99 cents.

Gray says you can learn more details about the new app at http://FifthWheelSt.info.

Gray states that in the coming weeks, Conventional St. for iPhone, iPad, iPod Touch and Android devices will become available. Conventional St. is a weight safety app for those who tow conventional trailers and will detail 12 weight safety points.

Fifth Wheel St. is the brainchild of full-time RVer David Gray and was founded in April 2011 to promote towing safety by providing simplified weighing worksheets, web-based and app calculators to assist all who tow fifth wheel, gooseneck and conventional trailers.

Truck Scale Accuracy - A Weighty Issue Revealed

Truck Scale Accuracy - A Weighty Issue Revealed

“Truck scales are calibrated for the much heavier weights of the big rig trucks. Such scales operate best in their mid-range, therefore inaccuracies occur when weighing RVs, which may be only 1/3 the weight or much less of a loaded semi-tractor/trailer combination.”

The above quote is not uncommon and similar comments can be found written on most any RV related forum.

So the question is, “Is there really any truth to this assertion?”

I set out to find the answer to that question and the task was not that simple. In order to get to that answer, it required a better understanding of the construction of a scale.

My first call was made to Fairbanks Scales and I talked to one of their engineering techs, Jim. Fairbanks Scales manufactures the scales and associated software for CAT Scale. Jim explained that all their scales are tested and calibrated by a technique referred to as “weight buildup.” He went on to explain that they start with 3,000 pounds and continue adding weight and calibrating each range until they reach the capacity weight of the scale. Then he stated that with this design and calibration process the tolerance level between weighing a car versus a heavy truck would be relatively small. Jim also said that once the scales are turned over to the buyer, the buyer may have a completely different calibration procedure in place and recommended I contact CAT Scale.

I then contacted Heather at CAT Scale. Heather stated that their calibration procedure was proprietary and could not discuss any of the details, but she did provide the capacity and accuracy details. Similar to Jim’s comment above, Heather said that CAT Scale can weigh cars as well as heavy truck loads within the required federal guidelines. I asked, “What are those guidelines?” She then informed me that their scales meet or exceed HB 44.

Handbook 44 is the federal requirements established by the National Institute of Standards and Technology (NIST). Handbook 44 is the Specifications, Tolerances, and Other Technical Requirements for Weighing and Measuring Devices. After downloading Handbook 44, I quickly realized that this 497 page manual was way over my head. I did make an effort to look for some answers but resorted to calling NIST.

A week later, I received a three-page e-mail from John who is the Weights and Measures Coordinator at NIST. John was very thorough and provided some examples. The challenge became in interpreting the information and condensing it into some simple paragraphs.

One of the aspects associated with scale accuracy is the scale’s resolution. Scale resolution is the number of divisions on the scale within the weight range capacity. For example: Two scales have a capacity of 10,000 pounds. Scale 1 divisions are 200 and scale 2 divisions are 1,000. That means that scale 1 indicates 50 pounds of weight for each division. Scale 2 indicates 10 pounds of weight for each division. Scale 2 is more accurate and will read within plus or minus 5 pounds. Further, scale 2 will have a plus or minus range of 25 pounds per 50 pound division.

There are some additional accuracy issues related to whether the scale is mechanical (analog) or digital. The user reading an analog dial is potentially capable of reading a value that falls somewhere in between two adjacent gradations. This is not the case with digital indicating scales where it is left to the function of the indicating element of the scale to “decide” which digital increment is closest to the weight sensed by the scale.

Another interesting tidbit - regardless of scale capacity, an object that weighs 5000 pounds will have less potential error than an object weighing 500 pounds on the same scale. The potential of error partially depends on the number of consistent divisions given within the weight capacity of the scale. John supplied a few good examples but they are too lengthy to explore here.

With the advancement of the digital age, most scales are now designed to operate using one scale division for loads in a lower range, and a larger scale division when operated in a higher range. This design helps to minimize the effect of rounding when a wide range of loads are capable of being weighed by a single device.

In John’s summary, he states: “Truck scales, if calibrated, used and maintained properly, will be capable of providing accurate values for loads of various degrees of weight. [This is especially true of the recent digital models.] However, a weight value obtained on the scale (with a consistent scale division size) for a smaller or lighter load will include a greater degree of uncertainty as compared to a weight value obtained on the scale for a heavier load.”

Where do these scales weigh in?

Shown below are specifications for two portable scales that are commonly used for weighing RVs and the specifications for the most common commercial truck scale. By examining the specifications you’ll notice how the different scale divisions indicate a greater or lesser potential of error. And for digital scales, the potential of error also depends on the quality of the weighing element and the associated scale software.

Haenni Instruments of Switzerland (Analog) Loadometer Corporation, Model WL101 Capacity: 20,000 pounds Division: 50 pounds Accuracy at first calibration   ±50 lb (2,500 lb) ±100 lb (10,000 lb) ±150 lb (20,000 lb) Accuracy in operation ±100 lb (2,500 lb) ±200 lb (10,000 lb) ±300 lb (20,000 lb)

LCD Ultraslim Wheel Load Scale (Digital) Massload Capacity: 20,000 pounds, Division: 20 pounds Static Accuracy: 0.5% Full Scale ±12.5 lb (2,500 lb) ±50 lb (10,000 lb) ±100 lb (20,000 lb)

CAT Scale(Digital) Fairbanks Scales Capacity: 200,000 pounds, Division: 20 pounds Accuracy: HB 44, Class III L ±20 lb (2,500 lb) ±20 lb (10,000 lb) ±40 lb (20,000 lb)

After examining the examples above and accounting for the differences between analog and digital scales, the quote at the beginning of this article may be accurately stated only if all scales were analog scales with a consistent scale division size or poorly designed digital scales. With this new education provided by this article on scale construction and accuracy capabilities, RVers can confidently weigh their rig at most certified truck scale facilities expecting acceptable weight accuracy.

For the sake of safety, weigh your rig.

For your own safety and those traveling with you and the safety of those traveling on the road near your moving RV, periodically weighing the RV is strongly recommended. The best choice is to obtain a weight safety report from a provider that weighs each wheel position. It is unlikely, if not impossible, to accurately weigh each wheel position at a truck scale. Below are some website contacts that provide wheel by wheel weighing. If the timing and place is inconvenient, don’t wait. Go to the nearest certified truck scale and weigh your rig. The premier self-service weight safety report providing 13 points of safety measures can be obtained online at Fifth Wheel St.

RV Safety & Education Foundation (WL101)

Howard & Linda Payne, RVSEF (WL101)

RV WEIGH - Mobile Weigh Station (WL101)

Weigh-It Portable RV Scales (WL101)

SmartWeigh (WL101)

Weigh To Go, LLC (LCD Ultraslim)

RV Weight Safety Report Easier With Our iPhone App

Full-time RVer David Gray is celebrating the first anniversary of the most user friendly RV towing safety website, FifthWheelSt.com, that simplifies the task of weighing your tow vehicle and towable by introducing his first iPhone app, Fifth Wheel St.

Fifth Wheel St. is an app now available to install on iPhone, iPad or the iPod Touch from the iTunes Store. Fifth Wheel St. app is the foremost for answering "How to Weigh Your Fifth Wheel or Gooseneck Trailer" and for determining if you are towing safely below your load ratings. Fifth Wheel St. is designed especially for RVers, farmers and ranchers who tow fifth wheel or gooseneck trailers. This mobile towing weight calculator and safety report app provides step by step instructions that assist you with weighing your tow vehicle and your fifth wheel or gooseneck trailer.

Gray says you can learn more details about the new app at http://FifthWheelSt.info.

Gray states that in the coming weeks, Fifth Wheel St. for Android will become available. Additionally, Gray will be introducing an app for those who tow conventional trailers.

Fifth Wheel St. is the brainchild of full-time RVer David Gray and was founded in April 2011 to promote towing safety by providing educational materials, simplified weighing worksheets, web based and mobile app calculators and weight safety reports to assist all who tow fifth wheel, gooseneck and conventional towables.

If you'd like more information about this topic, or to schedule an interview with David Gray, please call David at (850) 583-6937 or e-mail David at info@FifthWheelSt.com

Towing Too Fast?

Watch this video.

The National Highway Traffic Safety Administration (NHTSA) data suggest that fatal rollover crashes are speed-related more often than fatal non-rollover crashes. Some 40% of fatal rollover crashes involved excessive speeding. Additionally, nearly three-quarters of fatal rollovers took place where the posted speed limit was 55 miles per hour or higher. NHTSA data also suggest that over 90 percent of the vehicles in fatal, single-vehicle rollover crashes were involved in routine driving maneuvers (going straight or negotiating a curve) at the time of the crash. This further suggests that driver behavior (distraction, inattentiveness, speeding and impaired driving) plays a significant role in rollover crashes.

As I browsed through some comments written on RV related forums, just about 99% claimed to drive no more than 65 MPH. I found only one that admitted to towing their 5th wheel up to 75 MPH.

As for me, I typically tow my 5th wheel at 58 MPH, which I found to be the sweet spot for my rig. From what I’ve read, we all have sweet a spot driving speed that is most economical for our tow vehicle. For some, when the speed limit was a low 55 MPH on the highway, the fuel consumption actually shot up. If you’ve driven enough miles on the road, you know, as well as I, that there are RVers driving more than 65 MPH. Many will tow their trailer the maximum posted speed limit (70-75 MPH) and some even more. Their fast driving is easily recognized because they pass some of us RVers like we’re standing still.

Is driving trailers more than 65 MPH a potential driving hazard?

Let’s look at some more facts.

• The number one most reported insurance claim is the result of RV damage received from sudden release of air from tires.
• RV Safety & Education Foundation data indicates that 58% of all RVs on the road exceed one or more weight safety ratings.
• As speed increases so does heat and the tire's structure starts to disintegrate and weaken.
• The load-carrying capacity gradually decreases as the heat and stresses generated by higher speed increases.
• Did you know that “ST” tires have a maximum speed rating of 65 mph? Personally, I wonder why states don’t set the maximum speed limit for drivers towing trailers to 65 MPH.

Here are some other points to consider when driving faster than 65 MPH.

• Greater stopping distance
• Increased driving fatigue
• Increased wear on your vehicles
• Lower miles per gallon (Costs more to get there)
• Decreased reaction time
• Increases the potential for unavoidable accidents
• Increases the risk of death during or after an accident

Here are some tips for your trips.

• Do most of your preparation the day before your planned travel.
• Plan your route and view it on internet satellite images from websites like Google Maps, if possible.
• Check the weather reports and road conditions for your route.
• Leave early in the day to allow time for a relaxed and less stressful trip.
• Drive no faster than your tow vehicle’s economical sweet spot. (From what I’ve read, sweet spots typically are in the range of 55-65 MPH.)
• Driving a bit slower than the highway traffic on 4 or more lane highways results in less lane changes.
• Keep plenty of distance between yourself and the vehicle in front of you.
• Get a good night’s rest before you leave on your trip. (That includes your partner as well.)
• Conduct a full walk-around of your vehicles.
• Check for correct tire pressure in your vehicle’s tires!
• The partner needs know how to drive the rig!
• Avoid distracted driving such as talking or texting on your cell phone or anything else that would keep you from being alert to the driving conditions.

As you saw in the video above, the driver appeared to be driving at a moderate speed during the windy conditions. Nevertheless, he was driving too fast. Perhaps he really shouldn’t have been on the road at all during the windy conditions. After seeing the video, I certainly will never drive again in high winds as I so stupidly did two years ago across I-80 in Wyoming during 50+ MPH wind gusts. I encourage you, if you have a tendency to drive faster than 65 MPH on the highways, make a  promise to slow down. Look to your partner and make that promise to him or her right now.

Always make safety your chief priority on the road.

Copyright © 2012, Dave Gray, Reprint by permission only.