Routing the load…
9 to 13+ axles · the permit-engineering class
Multi-axle
transport, quoted to the line.
Past 150,000 lbs the trailer becomes an engineered system — axle lines added until every state's per-axle limit is met, with route surveys, bridge analysis, and escort plans built per move.
Configurations
Jeep + RGN + stinger, dual-lane, SPMT
Capacity
150K–500K+ lbs
Lead time
2–8 weeks (route + permits)
Escorts
Pilot cars to police, route-dependent
How this equipment runs
Multi-Axle & Superload Transport.
Superloads don't ship on a trailer you book — they ship on a configuration you engineer. Jeep dollies ahead of the RGN, flip axles and stingers behind, 9, 11, 13 axle lines spreading a transformer or mill component until each axle group meets the controlling state's limit. Two states on the same route can demand different configurations; the plan is built to the strictest one.
The schedule is owned by permits and surveys, not the truck. States review superload applications individually — bridge engineering, route restrictions, time-of-day and day-of-week movement windows, police escorts in some corridors. The physical transit might be four days; the move takes five weeks because the route had to be surveyed and three bridge analyses approved.
This is the class of move where broker diligence is most of the value: a configuration that's wrong by one axle line, or a survey that missed a utility line, stops the load on the shoulder. We sequence the quote in the honest order — feasibility and route first, then permits, then the truck — and tell you the real lead time before you commit, not after.
Frequently asked
Multi-axle questions.
What counts as a superload?
Each state defines it differently — commonly past 200,000 lbs gross, 16' wide, or 16' tall, but thresholds vary. The practical definition: when the state stops issuing the permit from a table and starts reviewing your specific move, you're a superload.
How long does a superload take to arrange?
Two to eight weeks is the honest range — driven by route surveys, bridge analysis, and state review queues, not trucking capacity. We've seen single-state moves clear in days and multi-state moves wait a month on one bridge review. The feasibility check tells you which you have.
Why does the same load cost so differently by route?
Because the route IS the cost: each state's permits, each escort segment, police requirements, bridge fees, and the configuration the strictest state forces. A hundred extra miles that avoids a restrictive state can be cheaper than the direct line.
Got a multi-axle load?
Quote it now.
Line by line, no TBDs.
9 to 13+ axles · the permit-engineering class. Permits, escorts, and route checks included. A named coordinator quotes it the same day.