In The News

"Opinion: Safety and Productivity Can Share the Road"
Transport Topics - July 18, 1999

The world economy is a fast-track game. Constant metamorphosis and reinvention are givens in commercial enterprise. No perceptive industry segment can afford to remain static or complacent for long — especially not the transportation industry, which by our very name and mission connotes movement.

Our shipping customers face changes in their own businesses as well. It should be our charge as their carriers to look at practical, progressive ways to serve them more effectively, while at the same time, guard and even improve safe travel for the American public.

Such an opportunity has surfaced in the proposed Safe and Efficient Transportation Act. This is a bipartisan initiative, introduced in Congress last May by Reps. Collin Peterson (D-Minn.) and Merrill Cook (R-Utah). The bill allows — but does not mandate — states to raise truck weight limits from the current 80,000 pounds to a maximum 97,000 pounds, provided a sixth axle is added to distribute the increased weight and provide another set of brakes.

The move will lead to increased highway safety by cutting the number of trucks on the road and vehicle miles traveled, while simultaneously assisting struggling industries.

At CRST International, we stand firmly behind the bill because we believe shippers, truckers, consumers and the environment can share in benefits derived from fewer trucks carrying more commerce. Obviously, there are those who will take issue with the idea of heavier trucks actually leading to safer travel on the nation’s highways. However, consider these compelling facts:

Since increasing weight limits to 80,000 pounds in the 1980s:

• The 1985-95 fatal crash rate was “the lowest on record,” according to DRI/McGraw Hill statistics on the Internet.
• The Federal Highway Administration reports the fatal crash rate for large trucks dropped 33% (1987-97) while miles traveled increased 43%.
• The National Highway Traffic Safety Administration states that in 71% of two-vehicle fatal crashes involving a large truck, police assigned “one or more errors related to the driver’s behavior for the other vehicle and none for the truck driver.”

American Trucking Associations figures show the average car travels approximately 11,500 miles per year and the average Class 8 truck travels 67,000 miles. Since trucks have greater mileage exposure, comparing them with other vehicles based on registrations provides an inaccurate measure of risk.

Nevertheless, based on miles driven, large trucks show a crash rate less than half that of other vehicles:

Vehicle-miles traveled and safety are closely related. The Department of Transportation, in its Comprehensive Truck Size and Weight Study released at the end of last year, proposes that reduction in the number of truck trips made to haul the same amount of freight would reduce exposure to crash risk. The move from 80,000-pound, five-axle trucks to a 97,000-pound, six-axle vehicle will result in 11% fewer vehicle miles traveled, according to DOT’s model.

Simply stated, the fewer trucks on the road, the fewer truck-related accidents.

Further, the addition of a sixth axle will result not only in improved braking ability, but a “softer footprint” on the highway. With weight distributed over the additional axle, DOT predicts savings of approximately $2.4 billion in pavement restoration costs over the next 20 years.

On the ecological front, transition to the 97,000-pound scenario will achieve a 6% decrease in fuel use. Truck travel around urban areas will decrease by more than 5 billion miles, reducing traffic congestion and significantly decreasing air pollution and the costs associated with controlling it.

From a productivity standpoint, the impact of an allowable weight increase will be overwhelmingly positive for the country’s shippers. DOT estimates that a green light for 97,000-pound trucks will slash $14.5 billion from shipping costs annually, while rail shippers switching to truck transport will alone recap $1.2 billion.

For heavy, dense loads, this change in weight laws will allow a 21% increase in productivity without increasing use of turnpike doubles or triple-trailer trucks opposed by safety groups and railroads.

Increased load capacity will allow carriers to use equipment to its full potential and fill the needs of shipping customers (and their customers) most effectively. With fewer trips required to move the same amount of freight, cost savings will be passed straight to the bottom line of the country’s shippers and consumers.

The United States remains the only developed nation that limits combined weights for trucks to 80,000 pounds, even though our infrastructure of Interstate highways can safely withstand heavier loads distributed over an additional axle. The higher weight standard would put U.S. trucks more on par with the 96,000-pound restriction in Canada and 107,000-pound limit in Mexico for six-axle trucks.

Highways are near capacity now, and there are few plans afoot for new roads. However, current studies predict a 20% to 40% increase in number of trucks in the next decade at current weight limits. How will commerce function then? A transportation industry representative told the National Small Shipments Traffic Conference recently, “We are committed to delivering goods safely, efficiently and economically. If we don’t raise the maximum weight (limit), there will be more trucks on the road and more freight not moved.”

Highway safety, environmental issues and shipper-carrier productivity are beyond politics or partisan agendas. They impact commerce and consumers alike. No responsible shipper, carrier or other industry group would support legislation that compromises the safety of America’s families. We must not let bureaucratic scare tactics or self-interest groups overshadow factual highway safety information or the productivity benefits that can strengthen our nation’s economy.

By John M. Smith
Mr. Smith is president of CRST International, Cedar Rapids, Iowa, one of the nation’s largest truckload carriers.