Article 6 of the Turkish regulation on loading dimensions, weighing and dimensional measurement tolerances sets two prohibitions in one sentence: the maximum laden weight on the registration document may not be exceeded, and even where it is not, loading may not exceed the maximum axle weights. Article 65 of Traffic Law 2918 treats an axle overload as a separate violation, with an administrative fine of 10,000 TL for the operator.
| Regulation, Article 5 | Maximum weight |
|---|---|
| Non-driven single axle | 10 tonnes |
| Driven single axle | 11.5 tonnes |
| Two-axle motor vehicle, total | 18 tonnes |
On paper the two axles add up to 21.5 tonnes, so the 18-tonne total should engage first. In the field the reverse happens too: with the load gathered near the rear door, a vehicle showing 17.5 tonnes on the weighbridge can put 12 tonnes on the rear axle. The total is lawful, while the driven rear axle is over its 11.5 tonnes.
On a van with a maximum laden weight of up to 3.5 tonnes, the vehicle's own limits apply before the table does. The technically permissible maximum mass on each axle is listed, front to rear, on the manufacturer's statutory plate, and the margin left once the body and refrigeration unit are fitted is worked out from those values.
The centre of gravity moves during the round. The last container in through the rear door is the first one out. At the start of the round the heaviest zone sits closest to the door; as deliveries go on, the remaining load shifts forward and the axle distribution changes. On most rounds the heaviest moment is leaving the depot and the first kilometres, and if return containers are collected, the distribution is worked out again.
How load distribution constrains the choice of vehicle is gathered under a cold chain with the vehicles you already have.
