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Truck Size & Weight Reform

Truck Size & Weight Reform. Talking Freight May 20, 2009. Timothy Lynch Senior Vice President American Trucking Associations. Need for Size and Weight Reform. Safety Energy and environment Meet customer demands Insufficient infrastructure capacity.

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Truck Size & Weight Reform

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  1. Truck Size & Weight Reform Talking Freight May 20, 2009 Timothy Lynch Senior Vice President American Trucking Associations

  2. Need for Size and Weight Reform • Safety • Energy and environment • Meet customer demands • Insufficient infrastructure capacity

  3. 2002 Annual Average Daily Truck Traffic

  4. 2035 Annual Average Daily Truck Traffic

  5. Growth in TonnageTotal Increase from 2009 to 2020 Rail Intermodal Air Trucking Rail Carload Waterborne Pipeline Sources: IHS Global Insight and ATA

  6. Distribution of Tonnage by Mode: 2008 vs 2020 2008 2020 Source: U.S. Freight Transportation Forecast to…2020

  7. Historical Tonnage by Mode Billions of Tons JIT/Supply Chain Truck Interstate Highway Rail Sources: ATA & U.S. Freight Transportation Forecast to…2020

  8. Growth in Truck Population Millions of Trucks Class 8 Classes 6/7 Classes 3-5 Source: U.S. Freight Transportation Forecast to…2020

  9. Environmental Requirements = More Weight • APU – 400 lbs • Federal weight exemption • 2002 engines – approx. 338 lbs • 2007 engines – approx. 275 lbs • 2010 engines – est. 400 lbs • TOTAL = 1,400+ lbs • California impact?

  10. Truck Size and Weight Reform • Some Interstate weight limits in many states frozen in time for more than 50 years. • No major weight increase in 35 years  • 73,280 lbs to 80,000 lbs in 1974. • Weight increased 9% in 50 years. • 1991 LCV freeze • Requests for Exemptions (Logging etc)

  11. 18,000 Percentage change in TEU capacity = 300% 16,000 14,000 12,000 10,000 TEUs 8,000 6,000 4,000 2,000 0 1980 1990 2000 2010 Year Source: Wilbur Smith Associates Operating Equipment Productivity: Ocean Intermodal - Volume

  12. 700,000 Percentage change in capacity = 200% 600,000 500,000 400,000 Cubic Feet 300,000 200,000 100,000 0 1980 1990 2000 2010 Year Source: Wilbur Smith Associates Operating Equipment Productivity: Rail Intermodal - Volume

  13. 20,000 Percentage change in capacity = 93% 18,000 16,000 14,000 12,000 10,000 Tons 8,000 6,000 4,000 2,000 0 1980 1990 2000 2010 Year Source: Wilbur Smith Associates Operating Equipment Productivity: Grain/Coal Trains - Weight

  14. Operating Equipment Productivity: Truck - Volume 7000 6000 5000 4000 Cubic Feet 3000 Percentage change in capacity = 18% 2000 1000 0 1980 1990 2000 2010 Year Source: Wilbur Smith Associates

  15. Operating Equipment Productivity: Truck - Weight 90000 80000 70000 60000 50000 Pounds 40000 30000 Percentage change in capacity = 9% 20000 10000 0 1980 1990 2000 2010 Year Source: Wilbur Smith Associates

  16. Percent Change Ship Cube 300 % 250 % 200 % 150 % 100 % 50 % 0 Train Cube Train Weight Truck Cube Truck Weight 1980 1990 2000 2010 Year Source: Wilbur Smith Associates Comparative Growth in Modal Operating Equipment Productivity Source: Wilbur Smith Associates

  17. STANDARDIZE 53’ TRAILER • Increase minimum trailer length on National Network from 48’ to 53’ • Cap trailer length on NN at 53’ • States currently allowing longer trailers grandfathered

  18. Colorado Idaho Kansas Montana Nebraska Nevada North Dakota Oklahoma Oregon South Dakota Utah Washington Wyoming WGA Harmonization Study States

  19. Light Rocky Mountain Double • 7+ Axles, Maximum GVW – 117,000 Pounds • Maximum Combined Trailer Length 81 Feet • Maximum Trailer Lengths • Front – 48 Feet*, Rear – 28.5 Feet • Restricted to National Network * ATA suggests use of 53ft trailer

  20. Heavy Intermediate Length Double • 9-11 Axles, Maximum GVW – 129,000 Pounds • Maximum Combined Trailer Length 81 Feet • Trailer Lengths • Front – 40 Feet, Rear – 24 Feet • Restricted to National Network

  21. Long Doubles • 9+ Axles • Maximum Trailer Length 45* Feet or 48* Feet • Maximum GVW 129,000 Pounds • Restricted to Interstate Highways • * ATA suggests use of 53 ft trailers

  22. Triples • 7-8 Axles, Maximum GVW – 110,000 Pounds • Maximum Trailer Lengths – 28.5 Feet • Restricted to Interstate System • Use of “Marshaling Yards”

  23. Single Trailer Weight Increase • Maintain current federal axle weight and bridge formula limits, but lift the 80,000 lbs GVW cap • Single-trailer trucks with a GVW of 97,000 lbs • Six axles, including a tridem axle on the rear of the trailer • Maximum weight on the tridem axle limited to 51,000 lbs • H.R. 1799

  24. Benefits of the 6-Axle Truck • Safety • Similar operational characteristics to 5-axle • Reduced VMT lowers accident exposure • Fuel consumption and emissions reduced 17% per ton-mile after accounting for MPG loss • Lower VMT should produce a small but measurable reduction in congestion • Will bring down transportation costs, thus lowering overall U.S. manufacturing, agricultural and retail costs

  25. Benefits of the 6-Axle Truck • Pavement maintenance costs reduced $2.5 billion over 20 years • Bridges • State flexibility whether and where to allow trucks to operate will allow states to minimize cost impacts • Shifting heavy trucks from local roads to Interstates will lower costs in some states • Harmonization with international community

  26. LCV Operations Beyond the Western Uniformity Region • On a case-by-case basis, support local, state and regional efforts to improve truck productivity and expand LCV routes that meet appropriate safety standards.  • Lift the 80,000 lbs GVW cap for STAA doubles (double 28.5’ trailers). • Allow double trailers longer than 28.5’ (e.g. double 33’ trailers).

  27. Autohauler 10% Weight Tolerance • More than 52% of motor vehicles sold minivans, pick-ups, SUVs. • While larger vehicle sales are declining, sales of hybrids are increasing • Large hybrid SUVs weigh up to 1,900 pounds more than non-hybrid version of the same vehicle • Weight of a hybrid passenger car can exceed non-hybrid weight by more than four hundred pounds.

  28. THREE TRUCKS OR TWO – WHAT’S NOT TO LIKE? TO MOVE SIX STEEL COILS YOU NEED TO MOVE SIX STEEL COILS YOU NEED 3 TRACTORS 2 TRACTORS 3 TRAILER 2 TRAILERS 3 DRIVERS 2 DRIVERS

  29. Real-World Impacts of Heavier TrucksInternational Paper • Reduce # of trucks needed to service Courtland, Ala. plant from 600 to 450 per week • 94,200 fewer miles • 130,000 lbs less CO2 • 5,250,000 lbs less truck weight on highways

  30. Real-World Impacts of Heavier TrucksKraft Foods • 2,150 truckloads per year from Champaign, IL to Norcross, GA could be reduced to 1,650 • 312,500 fewer miles • 33,000 gallons less fuel • 730,000 pounds CO2 • Nationwide Impacts • 66,000 fewer loads • 33 million fewer miles driven • 6.6 million gallons of fuel saved • 73,000 tons CO2 emissions eliminated

  31. Real-World Impacts of Heavier TrucksMillerCoors • 2,473 fewer trucks/week, a reduction of 25% • 1,115,422 fewer vehicle miles/week • $90,412/week in fuel savings (at $2.25/gallon) • 4,538,753 lbs/week in reduced CO2 emissions • 86,562,669 lbs/week in reduced wear and tear on roads and bridges

  32. Thank you!

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