Enter both addresses and the cargo, then press Get the delivered estimate. Nothing is stored and no account is needed.
- 120,000 lb · 12.5 ft wide · 14.5 ft high · 85 ft long, loading provided at both ends.
- Houston, TX to Buffalo, NY — two addresses, nothing else.
- Eight axles, a multi-axle trailer and an interstate route class, all worked out from that.
What comes back
A delivered figure with a range around it, a rating on EVERY charge saying what kind of evidence stands behind it, a line for every component including the ones we refuse to price, and a confidence score itemised into the specific facts that took points off it.
- An accuracy rating on every charge. Cited, indexed, benchmark or not priced — with the evidence one hover away and the full argument behind “read more”.
- A cited fee carries no range, because a statute states it. A benchmark always carries one, because the market does not have a point value.
- Detention and layover are disclosed and NOT added, because the hours are set by whoever keeps the truck waiting.
- Named refusals. A superload line haul, a lift above 160,000 lb, a tarp above 14 ft wide — each says what to do instead, and none of them carries a number.
What this estimate never includes (9)
- Broker margin, and any margin at all. Quoting your margin for you is not our business, and there is no code path in this tool that adds one. Every number here is a cost.
- A binding rate of any kind. The line haul, pilot cars and accessorials here are a market BAND assembled from published indexes, filed tariffs and operator rate sheets. It is a defensible starting number with a stated basis, not a price anybody has offered you. A rate you enter yourself replaces it, because your negotiated number is real and a band is not.
- Superload line haul, cranes over 200,000 lb, and utility line lifts. Each of these is refused rather than estimated, and for the same reason: the published evidence stops there. Superloads are priced job by job after an engineering review. The crane refusal MOVED OUT from 160,000 lb once seven further operator rate cards put the operated hour in print to 350 tons — between 160,000 and 200,000 lb we now quote the machine and crew as a floor and say plainly that assembly and multi-trailer mobilisation are not in it, because that half is still published by nobody after a three-angle search. Utility clearance is refused outright: an operator documents $90,000 of over-height assistance on a 100-mile project and $200,000 on a 1,000-mile move, billed unitemised, and no utility publishes a rate. A refusal that names the floor and the next step beats a number we cannot defend.
- Detention, layover, escort wait time and cancellation. All four are real, all four are published, and none of them is in the total — the HOURS cannot be predicted. They are disclosed as risk lines instead, with the published rate on each, because four hours at a slow receiver on a 13-axle rig is $2,420 and that belongs on the page rather than in a footnote.
- Permits from a second issuing authority. A toll road, a bridge authority or a city can require its own permit inside a state we do price. Where we know of one, that state’s notes name it.
- The engineering-analysis fee in thirteen of the twenty-one encoded states. Eight states are now priced from their own published schedules, in SIX different architectures — Missouri by trip distance ($425 / $625 / $925), Texas flat ($500, or $100 with no bridges on the route), South Carolina by weight ($100 / $200 / $350), Maryland per structure ($8–$20), Indiana $10 a bridge, Wisconsin $10 per district review, Illinois $40 an hour, and Washington, whose complete published fee list contains none at all. The remaining thirteen keep the original wide band until their schedules are read, and the widest state on your lane governs the line — so a narrow band is never claimed on the strength of the states we did read.
- Which crane your SITE needs, as opposed to which your weight implies. A crane is not rated to the load’s weight: capacity is quoted at a radius and falls off steeply as the boom reaches out, the rigging is part of the load, and picks are planned at 75–85% of chart capacity. The 2–3× weight-to-capacity rule this tool sizes on is OURS — eight operator rate cards, a county bid tabulation and four government schedules later, no association, manufacturer or agency publishes one. It is now the largest single uncertainty in the loading line, and three questions collapse it faster than any further rate research: how far the crane can set up from the item, whether the ground is paved or soft, and whether anything is overhead.
- Tolls. Tolls vary by the routing the state assigns, and the routing is not settled until the permit is issued.
- Tarping unless you ask for it. Most oversize machinery, structural steel and vessels ship untarped — tarping an oversize load is frequently impossible and aerodynamically dangerous — and the filed tariff we price it from makes it shipper-requested. Ask for it and it is priced by width and height, up to the 14 ft / 12 ft point where that tariff itself stops quoting.