"Tim" wrote in message
...


Don White wrote:
As one who got burned on a small scale buying a new boat trailer from a
backyard operation, I agree with you.
If you have an active Better Business Bureau in your area, it would be
best
to checkout if the seller/dealer/manufacturer is a member and if there
are
any complaints lodged against them.
This would have saved me a highway breakdown and a $600.00 loss.

Don, was that the new trailer you bought last year or so?

If so, what happened?

Yup Ordered from Shipright Trailers... right here in Nova Scotia.
Here's my complaint to the Better Business Bureau.
I mailed similar complaints about the important safety issues to the Highway
Safety offices of the three provinces affected by this and also to Transport
Canada because their 'compliance label' was affixed to the trailer.

"Better Business Bureau
Of the Maritime Provinces Inc.

I would like to lodge a complaint regarding a Shipright boat trailer vin #
2M9BT211430157013

I purchased from Main Street Woodworkers & Marine Supply

RR #2 Cole Harbour, Guysborough Co 902 358-2979

Web site: http://shiprighttrailers.com/

This custom built trailer was ordered in April of 2006 with clear
instructions that it must have a capacity to hold 2000 pounds.

Letter re-stating specifications with $600.00 downpayment sent to Mike
VanDer Putten on April 04 2006 (see copy)

On April 09 additional three items in specification e-mailed to VanDer
Putten. (see copy)

The only change after this was instructions by phone to upgrade to 13"
tires, rather than the smaller 12" ones that VanDer Putten insisted were
fine.

Received call that trailer was ready and made arrangements to meet at
shopping mall parking lot outside Antogonish on Wednesday, June 13 2006.

Accepted the trailer and paid the remainder of the $2645.00 (includes HST)
total price.

On the way home I stopped at a highway weigh station and dis-connected the
trailer from my truck to weigh the trailer. To my surprise it weighed 280kg
or 617 pounds....

So the trailer was actually 37% heavier than stated on the 'New Vehicle
Information Statement'.

The first signs of unsatisfactory design became apparant when I transfered
my sailboat from the original trailer to my new Shipright trailer.

Even at the new ramp in Bedford, I couldn't 'float my sailboat onto the rear
bunks. I had to force the boat up onto and over the bunks by winching every
step of the way.

The 'loading guides' were just welded steel re-bar on a small square tubing
base, covered by a foam cover. The square tubing wasn't long enough to
properly secure when set at the 7' 1" width required at the widest point on
the hull and the foam kept slipping down, exposing the boats rubrail to the
protuding metal...eventually gouging it.

The telescoping tongue I ordered to help in launching only added 18" and
when the boat was properly set up re tongue weight, a u-bolt had to be
un-fastened each time to use this feature besides the two connecting bolts.

When he arrived at my house later that summer to but my old trailer, I
pointed out the problems and asked advice. He said he would fabricate a new
trailer in the fall and exchange it for mine. That was the last I heard from
him. When I asked him what happened to the replacement trailer this August
(2007) he said I had 'badmouthed' him on he CL boatsite by reporting the
facts so he didn't feel he should help me.

Serious problem....

When I took the trailer to be safety checked at the end of July 2007, the
mechanic told me the rear U bolts holding the angle iron part of the
suspension assembly was right up against the spring shackle. He said this
didn't allow the shackle to pivot and the springs to flex. I had to move the
U bolts back before he would pass the trailer. (see scrape marks just
forward of the U bolt in the photo.)

On the first road trip I took with the boat loaded on the trailer (2nd
actual usage), The suspension collapsed somewhere between Salisbury and
Hartland in New Brunswick.

After stopping for gas, we discovered that the rear shackle had flattened
out up against the frame allowing the fenders to drop down onto the tires.
This wore a hole through the heavy steel fender and took approx 2/3rds of
the thread on the right side. The left tire lost about 1/3rd of its thread
due to the friction at highway speeds.

Note: see photo

We overnighted in the Hartland area and left the boat/trailer at TC Trailer
& Welding Services at Jacksonville NB. They tried a shorter, heavier 23.5"
spring, but that was too short, so they ended up installing heavier 26"
springs (same length as original) but questioned the way the trailer was
fabricated. We left but only got about 100 kms down the road where a visual
inspection showed the same shackle problem developing. Next, at Jasons (TC
Welding) suggestion, we went to L.C.D. Entreprise Ltee in St-Jacques, NB

The manager there was advised by the TC people of the problem and he
immediately assigned his people to weld new spring pivot points on the
trailer.

The original piviot points were 25" center to center for 26" springs.

The new points are 26.25" center to center.

I was able to continue on to Ontario and the trip was uneventfull from that
point on.

When I arrived back home I contacted Mike VanDer Putten and explained the
problem and the costs I incured.

After numerous calls and e-mails, it was obvious Shipright was not going to
take any responsibilty for the shoddy workmanship on the trailer.

In fact he was very irrational, more upset (badmouthing he called it) that
my travelling partner was posting a 'travelogue' of our trip on the CL
Boatworks forum and dared mention our problem than the potential accident
that could have happened. He decided it was the fault of the spring
manufacturer, claiming that the 'cheap made in India' springs weren't up to
standard.

This went along for a month and a half while he tried to convince his
supplier .. Max at Morko in Kingston Ontario, ( 1 800 267-7827) that they
should make good on the damages.

VanDer Putten continually tried to remove himself from the proceedings and
finally I said I'd talk to Morko directly. It took about 5 minutes to
discover that VanDer Putten had been feeding them incorrect information
leading Morko to chase down a manufacturers rep for some potential
compensation.

I informed Morko that the springs did not break as claimed and when I
provided the stamped numbers on the bands, we found out the springs were
1150 pound capacity ones that were made in Calgary. Morko was quite upset by
this revelation.

To summerize...

A: The true weight of the trailer was under-reported by over a third on
official documents.

B: The trailer is listed as G.V.W.R. of 2000 lbs. As I understand this..when
the 617 pound trailer is subtracted, the boat is limited to 1383
pounds...far short of the 2000 carrying capacity I ordered.


C: U-bolts were installed in a way that restricted the free movement of the
springs and I'm told could have caused the springs to break if I hadn't
moved them

D: The pivot eyes were welded too close together, causing the rear spring
shackle to flatten out and stay pinned against the frame... which lowered
the fenders on top of the tires, a potential tire blowout almost assured if
it hadn't been caught at re-fueling time.

This put my safety, my passengers and every driver we passed on the road at
risk.

Morko said the pivot points for the 5015 springs should have been 25.75"
center to center.. not the 25" fabricated by Shipright.

: My financial loses on these events $282.73 in repairs

$200.00 allowance given to purchaser of boat/trailer

to cover severe wear on new tires and holes in

metal fenders.

$172.00 flush transmission of burned fluid (at 14000 KM)

due to strain hauling trailer with fenders sitting

on tires.

Please see attached copies of e-mail specification list, New Vehicle
Information Statement, photo, invoice and repair information."

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