CMV Safety | Freight Logistics & Policy | Truck Size & Weight | TACT | Wireless, Vehicle-to-Infrastructure Communication

Stay Informed about the Movement Toward More Productive Trucks

• Read the article from Truckinginfo for December 6, 2010 titled "Supporters of Higher Truck Weights Hope that Now is Their Time."

...the trucking industry's rationale for making the 97,000 pound, 53-ft tractor with tri-axle trailer (6 axles total) the 'standard work horse' vehicle on all Federal Aid Primary routes in the US. Read the industry’s claims for improved efficiency, fuel economy, lower carbon footprint, and safety.

• Find out about the Coalition for Transportation Productivity, a coalition of more than 150 shippers and allied associations dedicated to increasing the federal vehicle weight limit to 97,000 pounds for vehicles equipped with an additional (sixth) axle.
  
  
• Lastly, go to More Productive Trucks, a website hosted by Volvo Trucks headquartered in Greensboro, NC.

According to their website, "Volvo Trucks North America is committed to helping find ways to meet the growing demand for freight transport in this country. We’ve developed this website to help foster a dialogue around the issues and possible solutions that need to be evaluated. These solutions must address fuel efficiency, freight productivity and traffic congestion in order to keep costs down for businesses and consumers. And they must be developed with careful consideration for the environment and for safety on our highways."

Go to "Watch the Series" to learn more about the 'benefits' associated with more productive trucks.

What should the State of North Carolina's position be on more productive trucks?

• What should the NCDOT’s position be on the impact of more productive trucks on the state’s roads and bridges (infrastructure)?
• What should the NCDOT’s position be on the safety of more productive trucks?
  • Can the state's current truck 'network' safely accommodate the vehicle operating limitations (especially turning requirements) of the 53ft trailer being proposed as the 'standard workhorse vehicle' on all Federal Air Primary routes (which includes NC and US-numbered routes as well as Interstate roadways).
  • Is the NCDOT convinced that the revenue generated by increased fees to be paid by those who operate such vehicles be sufficient to cover the increased maintenance cost associated with increased pavement and structural impacts of heavier, more productive vehicles?
• What should the position be of the Highway Patrol's Motor Carrier Enforcement unit be on its ability to effectively police operational (e.g., route) restrictions placed on more productive vehicles?
• What should the NC Legislature's position be with respect to its ability to meet the funding needs for necessary roadway construction, roadway improvements, and system maintenance needed to support the operation of more productive (heavier) commercial vehicles?
• What should the position of the NCDOT and the State Legislature be in terms of a coordinated and well integrated strategic plan for accommodating the projected needs for increased freight demand over the next 20 years? Should a position on more productive trucks be clearly spelled out in current efforts of the Joint Logistics Task Force to develop a strategic statewide freight plan for the future?