Interstate highways should welcome bigger trucks, says a government study. If allowed on major roads, these larger vehicles will be able to transport more freight at less cost.

The federal government should reconsider its restrictions on truck weight and length on interstate highways, says a report by the National Research Council’s Transportation Research Board. The study, which was requested by Congress, recommends allowing six-axle tractor-trailers that weigh up to 90,000 pounds—10,000 pounds heavier than the current federal limit of 80,000 pounds—on major roadways. In addition, tandem trucks, which can now haul two trailers as long as 28 feet, should be permitted to carry double trailers up to 33 feet each on the country’s highways, according to the study.

Larger trucks could transport more freight at reduced cost, says the report. Currently, federal size limits consign these bigger vehicles to secondary roads, which are more dangerous and less efficient than major highways. For example, in Maine, logging trucks are not allowed to use Interstate 95 because their weight exceeds regulations; they use the parallel U.S. 1 instead. “Because of federal restrictions, those trucks can’t be shifted off Route 1 onto the much safer interstate highway,” says Darrin Roth, highway operations director for the American Trucking Associations. In addition, maintenance costs are higher on these smaller roads.

The study recommends that each state be allowed to give permits to trucks exceeding federal limits. Truck carriers should only be able to operate these large vehicles in the states that decide to allow them and only if these trucking companies obtain a special permit. States should also be able to authorize the operation of trucks that have six axles instead of the standard five. The use of six-axle tractor-trailers trims shipping costs and, with their lower weight-per-axle ratio, they don’t wear down pavement as much as five-axle trucks do. There is a downside, however, to heavier total truck weight—increased bridge construction and maintenance costs. Participating states would be subject to federal regulations on enforcement, safety, bridge maintenance and fees received from authorized carriers.

While supported by the trucking industry, the report’s findings received some criticism from Advocates for Highway and Auto Safety. The organization’s vice president, Jackie Gillan, claims that heavier trucks on highways pose a safety risk. According to the National Transportation Safety Board, trucks weighing over 10,000 pounds are involved in 9% of all fatal accidents even though they only make up 3% of registered vehicles and account for 7% of miles driven. Roth does not agree with allegations that bigger trucks compromise highway safety. “There really is no correlation between increased weight and reduced safety,” he says. “Given the record and given the research, the opposite is true. You can increase weight and have a safety benefit.” In a recent member poll by the American Automobile Association, 88% of respondents said they felt safer driving alongside large trucks now than they did 10 years ago.

To look into the matter more closely, the committee who wrote the report urged Congress to charter a new federal agency to further examine the impact of trucks on highways and to make specific recommendations on truck size and weight based on their findings. In addition, this new federal organization would research new technologies for better truck safety, such as an electronic braking system. “We discovered a lack of information about the costs and benefits of larger trucks and the impact of regulations,” says James Poirot, chairman of the committee responsible for the report. “To determine and enact limits that are based on facts, this nation needs a program that observes and evaluates the consequences of truck traffic.”

When Congress convenes next year to discuss highway and transit programs, the study’s recommendations will most certainly figure into the debate. In 1998, Congress had requested the study as part of its bill determining highway funding for the next six years.

Sources: Research Backs Longer, Heavier Trucks
Newport’s TruckingInfo.com, May 21, 2002
http://www.truckinginfo.com/news/news_detail.asp?news_id=47051

Government Study Supports Heavier Trucks
Jonathan D. Salant
Associated Press, May 16, 2002
http://search.news.yahoo.com/search/news?p=heavier+trucks&c=

Four Wheelers Feel Safer Around 18 Wheelers
Michael Cicchese
American Trucking Associations, May 29, 2002
http://truckline.com/infocenter/columns/route/ar_052902.html