lo-boy versus over-the-wheel flatbed gooseneck?

[saltbranch]

Lots of interesting reading here.

What happens when you go between states? If you meet requirements in your home states, but the other state is more restrictive, do you have to make the whole trip at the more restrictive standard? I'm not talking about commercial trucking, but something like farming in two states and moving equipment back and forth. For example, your state may not require a CDL for your load, but the other state does.

Bruce

You need to go with the more restrictive states requirements. My question on this would be.. If you are hauling equipment from 1 farm in "A' state going to 'B' state farm 2. That would qualify you under USDOT as transporting in furtherenece of business. Therefore any transportation over 10k would require the registration with USDOT/insurance etc/.
There is no splitting hairs on this

 

[mojoinco]

Though not a fan of a gooseneck (I don't anticipate a lot of miles in traffic or tight manuevering) as i like having access to my truck bed, I may go there eventually. Having said that, I liked that third/middle ramp, but have seen trailers with flip up middle sections on the dove tail so that you have a flatbed for hauling hay, etc, then a it drops for loading tractors/wheeled vehicles.

You know, you might just still end up with a smaller flat bed for 'stuff' and one for larger loads due to the bed height just being so conveniently low. I have a 16' conventional 10k# triler that I put low sides on. I leave the far side on to push against and use the forks to lift loads. When I upgrade to something larger (barely big enough for my TN55 with loader) I could see trading it off for a 7k# trailer for convenience -- maybe.

One joy that those visiting Kalifornia should note: unless there are signs on the freeway that say 'end lane control' you are required to stay in the right lanes of the highway and I believe the trailer speed limit is 55 mph. Regardless of CDL or wieght of the trailer.

 

[sspencer]

Trailer and truck ratings can be manipulated, I know that for sure. For example, my hotshot 40' G/N trailer with 2- 10k dually axles are rated @ 20k, my 1 ton trucks I would pay the extra $ to rate them for 16k. Here is what cannot be manipulated- axle ratings and tire ratings if you are being checked by a DOT guy that is looking for a book to write. I paid the extra $ to uprate my trucks to 16k GVWR for added trailer capacity, that does not mean my 1 ton can gross that weight by itself. Figure a 1 ton Dodge quad cab weighs in @ around 8k empty. Even though I paid for a 16k rating on the truck, does not mean the axle/tires support that, add in the trailer rating and weight distribution on the load, now we are cookin. Its all about weight distribution.
It use to be easy to get trailer manufacture to stamp what you wanted on the VIN # plate when buying new.
Each state has thier own DOT requirements , do check yours.
Texas is 26k and over commercial or not.
There is another new law out that went into affect 9/09, if you are registered with Tx Dot for commercial transportation, you now have to register with USDOT. Does not matter if you are intrastate carrier or interstate.

How were you able to up the rating on your truck. My 3/4 GAWR REAR is only 6000 and as I understand the rear of the truck weighs 2800 giving me an effective pin weight of 3,300. I would like to put 3500 shackles and DRW on it and get some more GAWR LEGALITY.

 

[texasjohn]

Welcome to TBN...we'll see if a thread from 2009 gets a response.