Heavy-Haul & Oversize Load Quote

Four ratings, and every line carries one. PUBLISHED FEE — A figure that binds every carrier — a statute or a public agency’s fee schedule. It is what you will pay, from whoever hauls it, and it carries no range because there is nothing to estimate. PUBLISHED INDEX — A live published index, with the date of the reading. Exact on that date; the band is how far the index can move before you move the load. MARKET ESTIMATE — Real observed market data, with its sample and its date. Always a range — a point value would claim a precision the market does not have. NO PRICE AVAILABLE — We will not put a number on this. The line says why, and what would produce a real one.

State permit fees are cited to the statute or fee schedule they came from and carry no range — 0%, because a statute states a number. Fuel is indexed to the EIA weekly diesel price, ±5%. Line haul, pilot cars and accessorials are a benchmark band from published market data and are always shown as a range, never as a point. Permits are cited across 51 states. Left out: no margin is added, ever; a component we cannot price is named and left out rather than counted as $0; and 10 things are excluded outright, listed under the estimate, each one linking to the reason it is out. It costs nothing and needs no account — both address lookups use free, keyless geocoders (the US Census geocoder, public domain; OpenStreetMap, ODbL 1.0), so no part of this is metered or billable.

Two addresses are routed in-process over the US Census TIGER/Line federal primary-road network and intersected with full-resolution state polygons. Measured against a reference router over 80 real lanes, on the 66 that pass the guards: lane totals came out at a mean 2.1%, p95 8.9%; per-state legs of 25 miles or more at a p95 of 14.4%. The bands the quote shows — ±10% on the lane and ±15% on a state — are those p95 figures rounded up, not a hoped-for number. Legs under 25 miles are much worse and are named in the quote rather than hidden inside the band. Nothing further is needed from you: where a permitted route sheet exists for a move, its own per-state miles supersede this measurement and the band goes to 0%, because those are the miles the state bills.

Estimate readiness is a checklist of what this estimate has pinned down. It starts at 100 and comes down for every input or piece of evidence this lane left unresolved — and it is a statement about OUR work, not about anything you were asked for and did not send. Each item is listed with the points it carries and with what, if anything, would settle it. 85 and above is high, 60 and above is medium. This is not a probability, measured price accuracy or a permit-approval guarantee. The cost range sums the low and high bounds of the included components; it is not derived from this readiness score. Unpriced components remain outside that range and are named separately. Where the transport itself cannot be priced, no complete transport total or range is shown.

No margin is added, ever — there is no code path in this tool that adds one, and every number here is a cost. You are never asked for a rate of your own and this tool does not accept one: each line is either cited to a statute or a published fee schedule, indexed to a published price with the date of the reading, or shown as a market band with its sample. The three are subtotalled separately, so a band can never be read as a cited fee and a cited fee is never widened by anything else.

Because we will not guess it. Detention, layover, escort wait time and cancellation are real and published, but the HOURS are set by whoever keeps the truck waiting, so they are disclosed as risk lines with their published rate and left out of the total rather than estimated into it. Utility line lifts and a few other components are refused outright because the published evidence stops there — each refusal says what would produce a real number. A superload line haul is no longer one of them: above eleven axles there is no published per-mile rate, so it is built from an equipment day rate and the days the lane takes, shown as a range, with its own reliability score on the row. 10 things are excluded in all, listed under the estimate, each one linking to the reason it is out.

No — and you are not meant to have them. The weight of the piece, its three dimensions and two addresses are the whole form — and the weight we ask for is the CARGO weight, the thing you can put on a scale, never the gross of a combination whose trailer nobody has picked yet. We add the tractor and trailer ourselves and show you the gross we derived, because that figure is what decides whether you need an overweight permit: a 60,000 lb piece is about 92,000 lb on the road, which is over the federal limit even though the piece is not; decimals are fine, so 12 ft 6 in is 12.5, and switching between feet-and-pounds and metres-and-kilograms converts what you have already typed rather than clearing it. The axle count, the trailer class, the route class and the loaded height a state measures at the scale house are all worked out from what you typed, and each one is labelled in the result as derived rather than given, with the arithmetic shown. You are never asked for a rate, a trailer or a route sheet, and this tool does not take one.

No. It is a cost estimate with a stated basis on every line — a defensible starting number, not a price anybody has offered you. The permit fees inside it are cited and do bind whoever hauls the load, but the move itself is priced by a carrier, and the route, the escorts and the timing are decided by each state's own permitting office on the day.