I have done that a couple times. Just have to chain the be jeeszzuus out of it and only to get less than 16 ft. Still needed an over height pole car but at less than 16' it wasn't a "super load"
Yeah, a pile of shaky looking blocks should be an instant magnet for the DOT.
They went like that all the time and have for years mostly Taylor’s. T&T did it routinely between Seattle and Tacoma and Portland up and down the overweight route. Used to go through Parkland behind Fort Lewis down the 2 lane and join 5 south. It is the common route to move over height loads. I handled two them like that and did them both for T&T. Looks sketchy... went down the road fine. In Portland the port would hoist the tail end and lower it. There are a number of things that go on in highway commerce that are probably not best practice. This past summer one of our drivers was out for a family emergency. I was tapped to cover his truck. I had to go to the cape and pick up a load of pile can that had been driven and extracted from the Cape sand. If I had my druthers somebody would have hosed them down. We loaded a full load and I took them for a 120 mile ride. You drive that load like your executioner is standing on the trailer because if some dummy in a Prius cuts you off it might be the last thing you see. In 17 years we had one accident. A guy rushing his pregnant wife to the hospital changed lanes into one of the Pete’s and clipped the front bumper with the back of the car spinning it against the bumper at 50mph. My driver was able to get the truck stopped and the family was fine. I have spent enormous amount of money on both my crew and the tractors and trailers and hardware we used to secure loads. My drivers were the best people I could find and most of them were with me for 8 to 17 years. I have never hired bodies. I hired qualified heavy haul drivers. We had late model gear with the exception of the General which we auctioned later. We had trailers from 35 tons to 85 tons and if we needed to dump a jeep to get a tower to a landing we had the frames and mechanical components to that job. The trucking industry is driven by people who drive the rate right into the gravel. You better be prepared to offer a service that is so good your customer is compelled to use you and your team before the guy with the ex Swift tractor pulling a beat and bent old detachable that’s going to cut your rate. Taking the mast off a forklift in Washington state means that it is now a two truck load. The guy on the blocks just did that load for 600 dollars less than you. Unpinning the mast is not a happening deal on those and I don’t remember why however if it was doable it would have saved having a pole car and everybody would be doing it. Good pole car hands are a premium like good drivers. Regarding liabilities. People are killed or maimed everyday by human failure. When I send a truck to a shop for a steering repair. I am putting my ass in the hands of that mechanic to do that job with quality parts and labor to insure that job is done right and does not give up coming off Stevens summit with a D9. I would rather not find out about his liability in the Tunnel Creek curve. Lampson can speak to human failure and job/contract pressure with authority. If you have a week or so you can perch at the I 5 port of entry in Vancouver and wait that forklift load will be along directly. It wii stop and show its permit and be northbound directly following its pole car.