Paul in MN
Well-known Member
Before the details, I did make the trip to daughter's farm near Lebanon (closer to Richland) MO with the 327 JD baler on the gooseneck trailer, and all went well. I do thank all who responded to my original post and trying to provide your best advice.
Trying to research what is permitted and not permitted with the farm plates was a nightmare. I spent way too much time and DIL and son also spent a bunch of time trying to figure out the rules as posted on the state and Fed websites. I did end up calling the MN state patrol commercial division for their advice. So here is my interpretation of all the different things I "learned". Hopefully, this will help save a few of you the time needed to unscramble all the "noise".
Federal rules changed in 2014, and change somewhat continuously without regard to being posted on the official websites. Supposedly we are all advised to buy the JJ Keller updates (new addition every 2 weeks, and $50 minimum charge for order). NOT part of my plan! Different states have different rules regarding their own farm plates and how they react to other states plates. S.Dakota has a rule that MN farm plate truck and trailers can not drive into their state beyond a 20 mile distance from the MN border. Yet MN has some kind of reciprocity with N.D., Iowa, and maybe Wisconsin. I did not understand what this meant for my planned trip. MN officer warned me we have no reciprocity agreement with MO.
Bottom line for my trip and load: If the truck and trailer combo has licenses and factory GVWR of 26,000# or less then by fed law, you can go anywhere in the US. If your combo exceeds 26,001 then you are restricted to your own state, or may travel 150 miles from your home farm into another state, unless that state has further restrictions (like S.D.). I told the officer that my 3 axle trailer was licensed at 16,000 (I checked and for a few bucks I can change the weight class) and my truck was licensed for 10,000 (Y plate). He replied that it made no difference what the plated weight was, they look at a 3 axle trailer as 21,000 GWV, and further that my Y plate truck (F350 single rears) required me to obey all the DOT rules for commercial vehicles. I objected telling him that I occasionally pull a 5th wheel RV trailer and that was forbidden with a farm plate truck, so I paid more for the required Y plate. By his interpretation, I should have 2 different trucks, one w/Y plate and one w/farm plate. (What a load of CRAP!)
Solution: Pull son's tandem axle 14,000 GVW gooseneck (total GVW now 24,000) and get the job done. All weigh stations in MN, IA, MO that we passed were closed, so we didn't have to test any of the details.
Possible other solutions: 250 series trucks have a "car" plate which does not trigger the DOT commercial rules. Wisconsin has a "dual use" plate for farm PUs.
Some of you recommended a commercial hauler. But the problem would be loading and unloading. The baler is wider than the allowed 8'6" width, and the tires on the baler will barely hang on to the outer rails of a standard width trailer, so some disassembly of baler was required. I got down to the legal width by removing the tires and left side axle extension, and then setting the baler at a slight angle on the trailer deck. I loaded and unloaded by placing 2X10s-10' long across the trailer deck so the tires would have a surface to ride on. Then the disassembly and blocking up under the baler axle and both ends, then chaining and strapping it securely. Of course this required reassembly before unloading at the destination. New balers from the factory are partially assembled and carried in a frame that puts the right side straight up and the left side facing down on the trailer deck. I did not want to do that much disassembly and frame fabricating. Our 328 and 348 balers have a wider pickup, so my solution would not be valid for their possible hauling.
Daughter and SIL were very appreciative of this "gift". I hope it works well for them, as it has for us.
Your comments are appreciated.
Paul in MN
Trying to research what is permitted and not permitted with the farm plates was a nightmare. I spent way too much time and DIL and son also spent a bunch of time trying to figure out the rules as posted on the state and Fed websites. I did end up calling the MN state patrol commercial division for their advice. So here is my interpretation of all the different things I "learned". Hopefully, this will help save a few of you the time needed to unscramble all the "noise".
Federal rules changed in 2014, and change somewhat continuously without regard to being posted on the official websites. Supposedly we are all advised to buy the JJ Keller updates (new addition every 2 weeks, and $50 minimum charge for order). NOT part of my plan! Different states have different rules regarding their own farm plates and how they react to other states plates. S.Dakota has a rule that MN farm plate truck and trailers can not drive into their state beyond a 20 mile distance from the MN border. Yet MN has some kind of reciprocity with N.D., Iowa, and maybe Wisconsin. I did not understand what this meant for my planned trip. MN officer warned me we have no reciprocity agreement with MO.
Bottom line for my trip and load: If the truck and trailer combo has licenses and factory GVWR of 26,000# or less then by fed law, you can go anywhere in the US. If your combo exceeds 26,001 then you are restricted to your own state, or may travel 150 miles from your home farm into another state, unless that state has further restrictions (like S.D.). I told the officer that my 3 axle trailer was licensed at 16,000 (I checked and for a few bucks I can change the weight class) and my truck was licensed for 10,000 (Y plate). He replied that it made no difference what the plated weight was, they look at a 3 axle trailer as 21,000 GWV, and further that my Y plate truck (F350 single rears) required me to obey all the DOT rules for commercial vehicles. I objected telling him that I occasionally pull a 5th wheel RV trailer and that was forbidden with a farm plate truck, so I paid more for the required Y plate. By his interpretation, I should have 2 different trucks, one w/Y plate and one w/farm plate. (What a load of CRAP!)
Solution: Pull son's tandem axle 14,000 GVW gooseneck (total GVW now 24,000) and get the job done. All weigh stations in MN, IA, MO that we passed were closed, so we didn't have to test any of the details.
Possible other solutions: 250 series trucks have a "car" plate which does not trigger the DOT commercial rules. Wisconsin has a "dual use" plate for farm PUs.
Some of you recommended a commercial hauler. But the problem would be loading and unloading. The baler is wider than the allowed 8'6" width, and the tires on the baler will barely hang on to the outer rails of a standard width trailer, so some disassembly of baler was required. I got down to the legal width by removing the tires and left side axle extension, and then setting the baler at a slight angle on the trailer deck. I loaded and unloaded by placing 2X10s-10' long across the trailer deck so the tires would have a surface to ride on. Then the disassembly and blocking up under the baler axle and both ends, then chaining and strapping it securely. Of course this required reassembly before unloading at the destination. New balers from the factory are partially assembled and carried in a frame that puts the right side straight up and the left side facing down on the trailer deck. I did not want to do that much disassembly and frame fabricating. Our 328 and 348 balers have a wider pickup, so my solution would not be valid for their possible hauling.
Daughter and SIL were very appreciative of this "gift". I hope it works well for them, as it has for us.
Your comments are appreciated.
Paul in MN
