 DougS wrote:
...A CGVWR (combined gross vehicle weight rating) which the GVWR of the truck AND the trailer is 26,001, with a trailer GVWR of 10,000 or greater, requires a Class A CDL.
...CDLs aside, if the scale sign says all vehicles weighing 10,000 pounds or more must stop, you had better stop. |
the 26001lb threshold is universal and obvious... ANY time you're driving ANY vehicle, or combination, where rating exceeds 26001, EVEN IF you're much lighter, is at least a Class B (straight) or Class A (combination) requirement. The other obvious, is if you have air brakes on either the tow vehicle, or the trailer... even if the tow vehicle has HYDRAULIC, and the trailer has AIR, you'll need the AIR endorsement AT LEAST, and a full Class A at most. Typically, if you're driving a straight truck, no trailer, but air brakes, you'll need a B with airbrake endorsement.
The reason I stated it as-above- Most states have a 'gotcha' situation with tow-vehicle GVW. If the TOW VEHICLE's GVW is under 10k, this rule is an exception that allows you to tow ANY trailer (regardless of GVW), provided that you DO NOT EXCEED 26000.
That means that I can drive my 8400gvw pickup with a 28,000lb GVW trailer, as long as the combined WEIGHT of the truck (5300lbs) and trailer (7500lbs) and load (12000) are under 26001.
The catch being... there aren't too many 8400gvw pickups rated for a 19,500lb towing capacity... and if they catch you doing that, you'll get pinched.
NOW... if your pickup has an 10,001 gvw, it doesn't matter WHAT you're doing, you cannot legally hook up a trailer that has a capacity greater than 15,999 without a Class A... EVEN IF your truck is empty, and the trailer is empty... you're in violation.
WHY is it this way?
Easy. It makes it legal for an individual or company to transport EMPTY TRAILERS legally with light-duty trucks. You can legally move a 5-axle, 25000lb capacity boat trailer with a 1/2t pickup truck anywhere, without needing a CDL.
I cannot, however, hook ANY trailer to my company service truck (16k gvw) with capacity in excess of 10,000lbs... even if it's empty... hence, all our equipment trailers are rated for 9980lbs. They're built to 14,400 spec for durability, but limited to 9980.
Now, the suggestion of farm exemptions vary from state to state, and many states (Wisconsin included) will determine your exemption based on your vehicle registration status. It has been a few years, but last time I dealt with a WI Farm Exemption registration, they allowed Farm Exempt only on vehicles registered as FARM TRUCK. More recently, I noticed that Minnesota has a registration technique for truck tags (and I cannot verify wether there's a distinction between commercial-duty vs. light-duty trucks), but heavy and medium truck tags identify the LISCENCED WEIGHT LIMIT for the truck INDEPENDANT of the truck's GVW. I.E. let's say you have a 5-axle dumptruck built and GVW-tagged for 72,000lbs (18k steer, two 10ks, and a pair of 17.5ks), you can LISCENCE it for 50,000. Advantage being, you work in a vicinity where bridge and road restrictions all indicate LISCENSED WEIGHT 25T... and you want the extra two axles to help transport lime into soft fields without sinking in... you can do so, without paying the much more expensive 72k weight limit that you'll never need. The point here, is that some states' rules are applicable not so much to the VEHICLE GVW, but the LISCENSED WEIGHT. Federal is one thing, STATE is another.
Regardless of the exemption status, trucks so-registered were still required to stop at state weigh stations, and the exemption status was not granted automatic reciprocity to Minnesota... getting waived for reciprocity was a function of the traffic court... meaning, post-facto... which meant you would've probably been hauled in for other violations as well.
Don't think that vehicles labeled 'non-commercial' are given automatic waiver. Any vehicle over the specified weight are expected to stop. Wether or not they come after you for ignoring is simply a matter of your luck. The STATE DOT has absolute jurisdiction, regardless of your label, to take enforcement action, and yes, they can do so with a family of five in a station wagon pulling a camper. It's just that they rarely do.
There IS reason to be concerned about transporting materials or equipement for others, but the challenge of it, is wether you're doing it FOR HIRE. I can, for example, transport property belonging to someone else, and I don't need a DOT number to do so, so long as it isn't something I'm doing as regular business. The requirement key phrase is 'In Interstate Commerce'. The last word... Commerce... you're either transporting things for purpose of THE BUSINESS OF buying or selling, or you're transporting things as a SERVICE-ORIENTED-BUSINESS. What that boils down to, is that you are not required to have a FEDERAL DOT registration number just to pull your own tractors around. If you're buying and selling tractor or parts as a commercial enterprise (for example, buying at auction, and parting 'em out), and CROSSING STATE LINES to either pick up, or deliver that which you've bought and/or sold as your business, you'll need the Federal DOT number.
Gotcha: SOME STATES have their OWN requirements. Kentucky is an example of a STATE which has it's own set of IN_STATE commercial rules, so be careful there.
Finally, Ill concur that it's always easier to ask forgiveness than permission. Typically, if you bypass a scale, and the officer comes after you, it can be solved by just paying the fine. Last time one of my cohorts dealt with the situation, it was only about $1700... no big deal.
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