This page is being built and tested. It is not a finished product and it has not been independently checked by anyone but the people building it. Treat every figure as something to verify, not something to rely on.
The limits come from the Heavy Vehicle National Law as it stood on 1 August 2026. Check them against the notice or permit you actually travel under, and check the weights against your own weighbridge ticket. You and your operator carry the legal responsibility for the mass and dimension of the vehicle. This page does not.
Known incomplete: the steer axle entitlement is chosen by you rather than worked out from the vehicle’s build; some combinations ship with estimated empty weights that say so where they appear; and the limits are not yet linked to the published source beside each figure.
A full version is being planned. Until it is here, this one is for trying the idea out — not for running a fleet on.
Put the weights in, find out where the load has to sit to keep every axle group legal. Rigids, semis, B-doubles, B-triples, A-doubles and road trains.
Everything this page checks has a number behind it — axle groups, gross, height. You are either under it or you are not. How a load behaves has no number. A combination can sit inside every limit here and still be light on the drives, top-heavy, or stacked wrong for the leg you are about to drive.
So the warnings come in two kinds. Some tell you that you are over a limit. Others tell you that you are legal and the load is working against you — a light drive group, heavy freight sitting on light, a centre of gravity higher than it needs to be, a part load between drops that nobody weighed. The second kind carries no penalty and no warning light, which is exactly why it is worth reading.
It also cannot tell one combination's behaviour from another's. A B-double and a road train carrying identical freight at identical axle weights handle nothing alike — every dolly adds a place the thing can yaw, and the back of a triple sees a swerve arrive much bigger than the front of it started. The weights on this page will be the same. The trucks will not be.
It assumes, too, that the vehicle underneath the numbers is right: tyres rated for the mass you are putting on them and for running at that mass at highway speed, at the pressure that suits it. Several of the limits here only exist because of what is fitted — narrow singles change them, and an under-rated tyre does not care what the regulation allows.
This page cannot rate stability, and does not try to. A real rollover threshold takes track width, suspension roll stiffness and tyre data — that is PBS assessment work. What it can do is show you what your loading decisions did, so the call you make is an informed one rather than one you work out afterwards.
Set it up once for your combination and it takes about twenty minutes with a tape. After that a load takes under a minute.
Down the left on a computer, along the top on a phone. Pick the one you actually run. If it is close but not exact — different axle counts, a different deck — pick the nearest and change the figures. Everything under the drawing is yours to change.
Up top. General is the default and is what you are on unless you hold something else. HML needs mass management accreditation and the right suspension — it is not a tick box, it is a scheme you are in or you are not. PBS uses the figures off your own approval.
The steer entitlement is the one to get right, because it is the group most trucks are tightest on. 6.0 t is the base. 6.5 t needs a complying cabin and underrun protection. 7.0 t needs Euro VI and wide enough steer tyres. 7.1 t is the road train figure. If you are not sure which you are entitled to, use the lower one.
The measurements panel sits right under the drawing, and the drawing calls out each one so you can see what is being asked for. Wheelbase, turntable position, kingpin to axle group, deck front and deck length, on every trailer. Print the measuring sheet from the downloads below, take it out to the yard, and come back and type it in. These do not change, so you only do it once.
Run the whole combination over a weighbridge with nothing on it and type in what each group read. This is the single most valuable thing you can give it. Everything the page tells you afterwards is built on it, and an empty weight that came off a ticket beats any number anyone estimates for you. Do it with the tanks where they normally sit and with you in the seat.
Add each item with its weight, its length along the deck and how far back from the front of the deck it sits. If you load by pallet space, turn pallets on and count spaces instead. Multi-drop runs: give each item a drop number and it checks every leg of the run, not just leaving the yard.
The verdict at the top of the results says whether you are legal and, if not, by how much and on which group. The green band under the drawing is where the load centre has to sit for every group to come in. Place the load where it should go works it out and moves it for you.
Read the warnings underneath even when it says you are legal. Some of them tell you the load is legal and still working against you — a light drive group, weight too high, a group that will run hot. Those carry no penalty and they are the ones worth acting on.
Add photos of where the load actually sat and save the loading record. It is your own proof that you loaded it properly, with the weights, the positions and the pictures in one file. That is the thing that speaks for you later when nobody remembers the load.
It does not replace a weighbridge. It tells you what to expect and where to put the load so you get there. Confirm it on a weighbridge.
These are common Australian defaults, not your trucks. Every figure under the drawing is yours to change — wheelbase, turntable, deck, axle counts, empty weights. Change them and the page works off your combination, not this one.
Every figure below is this combination's own. Change one and the drawing above redraws — and so does every weight on this page. They are worth taking off a manufacturer's drawing, or a tape and a second pair of hands.
Off the weighbridge with nothing on and everything coupled up, at the fuel level you note in the setup panel. Every number further down this page is built on these four, so they are worth getting from a ticket rather than memory — particularly on a drop deck, which carries more steel than a straight deck does.
What's going on each trailer, and where it sits. The split underneath each one is the moment about the kingpin — how much of that load runs forward to the turntable and how much stays on the trailer's own group. Carrying pallets? Tick the spaces instead. Two Australian standard pallets across, a row every 1.165 m, laid out compartment by compartment — a typical drop deck runs two compartments on the A-trailer and three on the B, 60 spaces once the mezzanines are counted.
Take a few photos of where the freight actually went, then save the lot as one record — the weights, the layout and the pictures in a single file you can keep or send on. Nothing is uploaded: the photos stay on this phone until you choose to share the file.
Sends the axle group weights to Go-TireHub in a new tab, so it can work out the tyre pressures for them. If the new tab doesn't pick them up, copy the code and paste it into Go-TireHub's load sharing panel.
One row per pallet block, bin or machine, positioned from the front of that trailer's deck. The trailer totals above follow whatever you do down here.
Paper works where a phone does not — in the rain, in a dock, with gloves on, with no signal. Print these, fill them in, and type them up when you get back.
Three ways in, and they go to different places. Pick the one that fits.
Email for anything wrong with the page — a figure that does not match your weighbridge ticket, a limit that has changed, a combination that is not here. Tell us the combination you were on and what it said, and it gets looked at. That is how most of what is on this page got found.
Facebook for everything else. Questions, arguments about whether a load is legal, and the rest of the drivers who have already had the same problem.
Advertising and partnerships go to advertising@go-driverhub.com, which covers the whole hub rather than this page alone. Put the opportunity you would like to explore in the subject line — it gets to the right person faster than a general enquiry does.
The people here are drivers and the operators who run them: trucks, trailers, tyres, fuel, insurance, finance, training, roadhouses and the gear that goes in the cab. If that is who you sell to, they are already reading.