Use it if you want it
None of this is required and none of it costs anything. It is here because some owners would rather see the working, and because whoever drives your truck needs a sheet in their hand either way.
Builds a day by day plan from your permit's terms, then a sheet you can text to the driver. It works out how far they can legally get each day from the daylight actually available where they will be.
The move
What the permit allows
Copy these off the permit. Sunrise and sunset are calculated for where the truck will be each day, close, but not official. The permit and the state are the authority.
Day by day
Permitted route, no deviations
If something goes wrong
Blowout
Get fully off the travel lane before stopping. Photograph the tire and the straps before anything is touched. Most mobile services do not stock trailer sizes, give them the size above, not the truck's.
The daylight runs out
Stop. Finishing the leg is not worth travelling outside the permitted window.
The route is closed
Do not let the phone reroute you. The permit covers the roads listed and nothing else. Call the owner, a detour needs an amendment, not a decision at the wheel.
Before anything else: which way is she going, and what will the road want if it is the road? Give her beam and this works down the ladder.
Her numbers
Beam is the widest point across including the rubrail. Height is from the road to the highest fixed thing with her on the trailer, not in her cradle. Leave what you do not know blank.
The permit is the authority, not this page. Escort thresholds, curfews and restricted days are set by each state and by the permit issued for your load. These are the published figures and the common ones, your route may be kinder or harsher.
Three questions in the order a captain actually asks them: which way she goes, whether she fits under, and where on the way you have to watch the water.
Inside or outside?
Most people think this is a yes or no and it is not. The ordinary answer on this corridor is neither, inside where the inside is easy, and offshore hops where it is not. Tell it about her and it will say which way it leans and what pushed it there.
Air draft is masthead to waterline plus the aerial and the wind gear. Draft is how deep she sits loaded, not what the brochure said. Leave anything you do not know blank, it will answer on what it has rather than guess the rest.
Does she fit under?
The inside route has four gates between New England and Miami, and one of them has no way round.
Masthead to waterline, and add the aerial, the wind gear and anything else on top, that is what hits the bridge. If you only know the mast length, it is not the same number.
These are charted figures, not promises. Vertical clearance on a chart is measured to mean high water, so a tide above that comes straight off the number. The Atlantic ICW’s 65 ft is nominal and some bridges do not quite make it. Read the board at the bridge, and if it is close, wait for the tide.
Where you have to watch the water
If she is going down the inside, there are a handful of places on the way that every captain who works this route already knows about, and a shorter list of those where arriving on the right tide is the difference between going through and sitting there until it comes back. Give it the run and it tells you which ones are on it and roughly which day you reach each.
Statute miles, the way the waterway is marked. Not her cruising speed, what she actually covers between the no-wake zones and waiting on bridges that open on the hour. An eight knot trawler does about eighty on a hard day; thirty to fifty is the ordinary one. Put in the figure you would really plan on.
There are no depths on this page, deliberately. These places shoal, get dredged and shoal again, and several of them can change after a single storm. A depth printed here and read six months later is worse than no depth at all. What does not change is where they are and which ones you time. Aids to navigation on this stretch get moved more often than most, so the buoys beat the chart.
For what the water is actually doing this week:
Roughly what a move like yours costs to do, the driver, the road and the paperwork, added up. It is what the job costs, not a quote: no money passes through this site, and what anybody charges you is between you and them.
Travel days fill in from the daylight on those dates. Wide loads move in daylight only, so November costs a day more than May.
Compare it with a real quote
If somebody has given you a price, put it in. Nothing here is sent anywhere or kept, close the tab and it is gone.
Change what it assumes
Every figure below is a starting point, not a market rate. Replace any of them with a number somebody has actually quoted you and the total follows.
The driver
The road
The paperwork
Two things this does not know: what a yard charges to lift her, and what your insurer wants. Both are a phone call, and both are worth making before you book anybody. More on the insurance.
Plan the route you are going to apply for. Mark what you want to steer clear of, drop the via points that force the way round, then hand it to Google for real mileage and to the state for the permit.
The two ends
This is for planning, not for driving. Once a permit is issued, the roads on it are the only roads.
The map
Steer clear of
Put a name and a date in the reason. In three seasons this list is the most valuable thing on the site, but only if you can tell where each line came from.
Via points, in order
You cannot tell a map "not that bridge". You tell it "through here instead", and the crossing you want becomes the only sensible way.
Check
Take it away
Google gives the real road mileage. The figure below is straight-line and always reads short.