Figures in circulation, against the statute

80,000 lb is the federal LEGAL gross limit on the Interstate System under 23 U.S.C. §127. Above it a load needs an overweight permit — an ordinary over-the-counter product. A superload is something else entirely: a move the state will not issue over the counter, and prices only after an engineering and route review. The published gross-weight lines in our own data start well above 100,000 lb and run past 250,000 lb, so treating 80,000 as the line misstates it by a multiple in every state that publishes one.

Georgia's own rules define superload treatment above a gross vehicle weight of 180,000 pounds. 150,000 lb is where the FEE steps — a band edge in the fee schedule, not a classification threshold. The two are different kinds of number and a fee-band edge does not decide whether a move needs engineering review.

The Tennessee statute states that the towed vehicle shall not exceed fifty-two feet. A standard 53 ft van therefore reads legal in Tennessee and is not. This is the dangerous direction of error — a figure a foot over the statute puts an illegal trailer on the road with the driver believing otherwise.

The general Louisiana height limit is 13 ft 6 in. Fourteen feet applies only on the interstate system, as an exception — so a 13 ft 9 in load reads legal on the general figure and is not legal on the state system. Publishing the exception as though it were the rule is again the dangerous direction.

Colorado's statutory height limit is 14 ft 6 in. This one errs in the safe direction — a load built to 14 ft is legal — but it costs money in the other way, by sending a load to a permit it does not need.

Georgia publishes an overall length limit of 100 ft including overhang. A 65 ft figure would send an ordinary legal combination to a permit it does not need.

This one is more interesting than a correction: Georgia's own documents do not agree with each other. A grandfathered figure above the federal 20,000 lb limit is corroborated by the federal compilation's own appendix, and another official source states the federal figure. Both are on file here and neither has been adopted — which is why this entry shows a disagreement rather than a corrected number.

The New Jersey charge is a FLAT $12 per permit plus a percentage — not 12 percent. On a small permit the difference is roughly a doubling of the out-the-door cost, and it goes the wrong way for anyone budgeting from the smaller figure. Reading a flat dollar amount as a percentage is a specific and repeatable error, which is why the mechanism is published here alongside the number.

The $15 in the Colorado permit statute is never payable on its own: a separate statute imposes a surcharge equal to 100% of the fee, doubling it, and the state's own worked example runs $45 → $90 → $94 with the card charge. The figure we hold is the doubled one, because that is the amount actually charged. Publishing the mechanism — a statutory fee plus a 100% surcharge under a different statute — is what stops this figure going wrong again the next time either half moves.

Texas's own fee table prints a $60 base, a top maintenance band of $375 and a $35 vehicle supervision fee in the same cell — $470, not $435 — and the state's payment processing (a small flat amount plus a percentage) takes it above $480 out the door. The $35 supervision fee is the component most often dropped, and it is printed in the same table as the two figures that are kept.

No document in the Pennsylvania record contains $36. Two figures do exist and both are official: the fee statute still prints $35, and PennDOT's current schedule prints $46 — because a separate section of the same title CPI-adjusts every fee in it every 24 months, and $46 is what that adjustment produced. This is therefore a live disagreement between two current documents rather than an error, and it is published as such. It is also why a bare "$46" would repeat the exact mistake being corrected: the figure is on a fixed adjustment cycle and will move again.

The most widely-circulated federal contact list gives two different states the same telephone number, carries at least one legacy path, and stamps itself with a date computed from a file timestamp — with a fallback that prints today's date when the parse fails, so it always looks current. That is why we publish no per-state permit-office phone numbers yet: the seed lists are stale, and a wrong number on a reference page costs somebody a morning. The agency behind each individual figure on this site is linked from that figure instead.