I have them on my belt trailer and grain hopper trailers both. I just hooked in to the clearance lights. I already had a junction box at the rear of the trailer so I did not have to run any long wires. Just a short run with a switch back there. Plus like some one else posted, you have the parking/clearance lights on at night anyway. This way you are not making your tractor/trailer non standard so if you pull some other trailer or some one pulls yours no issues.
My DAD thought it would be good to make his truck and trailer non-standard so no one else could pull his trailer. He borrowed my dualed tandem goose neck trailer. He was fine until it got dark and he turned on the headlight/clearance lights. His trailer used the clearance light wire for the brakes and the brake wire for his clearance lights. So he locked up the brake on the trailer going 65 mph. He put flat spots on all eight near new tires. Plus then had to figure out how to straighten the wiring out on I-90 in the dark at Chicago. He ruined $800 dollars of tires at 2000 prices. Guess who got to replace them??? You got it ME. Let alone the trailer wiring harness. He cut it at the front of the trailer and twisted the wires together to match his trailer. Taped them with duct tape. Then to make it even better he parked the trailer and never told me anything was wrong with it.
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Today's Featured Article - Restoration Story: Fordson Major - by Anthony West. George bought his Fordson Major from a an implement sale about 18 years ago for £200.00 (UK). There is no known history regarding its origins or what service it had done, but the following work was undertaken alone to bring it up to show standard. From the engine number, it was found that this Major was produced late 1946. It was almost complete but had various parts that would definitely need replacing.
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