1. The Coalition for Transportation Productivity
Making Roads Safer, Protecting the Environment
and Strengthening the Economy Through Vehicle Weight Limit Reform
Presented to the NC League
Of Transportation Logistics
October 1, 2009
John Runyan, Executive Director CTP

2. The need to reduce VMTs is a safety imperative
The Challenge
The need to reduce VMTs is a safety imperative
Diesel fuel price spikes will return with growing economy
Congestion has tripled since 1982
Truck emissions standards and other rules continue to tighten
Driver shortage will continue to be a factor in years ahead
Vehicle Miles Traveled (VMTs) are a huge factor in the highway accident rate.
Tractor-trailers are traveling twice as many miles as they were in 1982.
Reducing the number of trucks needed to deliver a specific amount of freight would reduce VMTs a lower a shipper’s risk of accidents.
For a combination of factors, truck transportation has grown more costly and has not experienced productivity improvements seen in other sectors.
-The fuel price spikes are expected to return as the economy climbs out of the recession.
-Congestion continues to grow
-New emissions standards and other driver rules are adding to transportation costs, without the ability of of

3. The Challenge
The U.S. DOT estimates that by 2020, the amount of freight shipped throughout the U.S. will increase 87 percent from what it was in 2000.
2000
2020

4. CTP Proposal – The Safe and Efficient Transportation Act -- H.R. 1799
Responsible reform that allows 97,000 pound, six-axle vehicles to access the interstate highway system
Sixth axle maintains weight per axle, tire displacement and braking distance
States allowed to opt-in to program
Higher Heavy Vehicle Use Tax would be required to carry the heavier load
States or DOT Secretary could limit access on bridge by bridge basis

5. Improved Safety
Academic studies and empirical evidence have shown that raising the weight limit to 97,000 pounds for six-axle trucks would improve highway safety and maintain current road standards.

6. European Union Study -- 2008 UK Analysis – 2006 TRB Review – 2002
Improved Safety
Wisconsin DOT Study – 2009
Univ. of Mich. TRI Study – 2009
European Union Study
UK Analysis – 2006
TRB Review – 2002
…and many others
Academic studies have shown and empirical evidence proves that raising the weight limit to 97,000 pounds for six-axle trucks would improve highway safety and maintain current road standards.
-Since the United Kingdom raised its gross vehicle weight limit to 97,000 pounds for six-axle vehicles in 2001, fatal truck-related accident rates have declined by 35 percent. More freight has been shipped; while the vehicle miles traveled to deliver a ton of freight has declined. (Source:
htstatistics2007)
-A 2009 Wisconsin DOT study found that if a law like H.R had been in place in 2006, it would have prevented 90 truck-related accidents in the state during that year. (Source:
-The Transportation Research Board determined that heavier vehicles with additional axles do not lose stopping capability as long as axle weight limits are not exceeded. (Source:

7. Cleaner Environment
Vehicle weight limit reform would benefit the environment by requiring fewer trucks to ship a fixed amount of goods, saving fuel and reducing greenhouse emissions.

8. Cleaner Environment
Six-axle trucks carrying 97,000 pounds get 17 percent more ton-miles per gallon than five-axle trucks carrying 80,000 pounds
The U.S. DOT estimates that H.R would save 2 billion gallons of diesel fuel annually, a 19 percent decrease in fuel consumption
Kraft Foods would save 6.6 million gallons of fuel and eliminate 73,000 tons of carbon emissions.
International Paper’s annual fuel savings would be equal to the amount needed by one truck to circle the earth 600 times.
Cleaner Environment
Vehicle weight limit reform will benefit the environment by requiring fewer trucks to ship goods, which saves fuel and reduces greenhouse emissions.
Six-axle trucks carrying 97,000 pounds get 17 percent more ton-miles per gallon than five-axle trucks carrying 80,000 pounds, according to a 2008 study by the American Transportation Research Institute. (Source: online.org/research/results/environmentalfactors/2008_atri_hpv_1_pager.pdf)
The U.S. DOT estimates that raising the federal weight limit would save 2 billion gallons of diesel fuel annually and result in a 19 percent decrease in fuel consumption and emissions per ton mile. (Source:
Under full implementation of H.R. 1799, CTP member Kraft Foods would save 6.6 million gallons of fuel and eliminate 73,000 tons of carbon emissions each year.
The San Joaquin Valley Unified Air Pollution Control District, responsible for air quality management in California’s largest agricultural production region, supports increasing the federal vehicle weight limit for its positive environmental and economic impact.

9. Stronger Economy
Raising vehicle weight limits will help U.S. businesses improve their competitive edge.

10. Stronger Economy
The U.S. gross vehicle weight limits are lower than Canada, Mexico and most European nations.
Harmonizing weight limits with our major trading partners will ease the cost of moving U.S. goods into international markets and avoid costly freight consolidation at our ports and border crossings.
Raising the weight limit would allow American producers to consolidate goods and reduce the number of weekly shipments.
H.R will spur investment in upgraded equipment, create jobs and transition the U.S. to a more efficient transportation network.
Stronger Economy
Raising weight limits will help U.S. businesses improve their competitive edge.
The U.S. gross vehicle weight limits are among the lowest of industrialized nations. Canada, Mexico and most European nations now have higher vehicle weight limits. Raising the limit would help the U.S. compete in the global economy.
Raising the weight limit would allow American producers to consolidate goods and reduce the number of weekly shipments. It will also spur investment in upgraded equipment, create jobs and transition the U.S. to a more efficient transportation network.
Under full implementation of H.R. 1799, CTP member International Paper would save about $70 million per year in shipping costs.
Once the economy recovers from the current recession a shortage of long-haul truck drivers will return and likely quadruple by 2014 from 2004 levels. Even with increased weight limits, the driver shortage (and available trucking jobs) will still exist.

11. Improved Infrastructure
The user fee for 97,000-pound, six-axle trucks will fund accelerated bridge repair and maintenance, while these trucks will collectively inflict less wear on our nation’s roads.

12. Improved Infrastructure
The sixth axle ensures that no additional weight per tire results from the higher weight limits.
H.R would cut the number of trucks on the road—saving $2.4 billion in pavement restoration costs over 20 years.
Fewer trucks would satisfy America’s shipping needs, putting less overall weight on any given stretch of pavement while directing higher user fees toward bridge repair and maintenance.
Improved Infrastructure
The user fee for 97,000-pound, six-axle trucks will fund accelerated bridge repair and maintenance, while these trucks will collectively inflict less wear on our nation’s roads.
The addition of a sixth axle ensures that no additional weight per tire results from the higher weight limits.
The higher weight limit would cut the number of trucks needed for shipments—saving $2.4 billion in pavement restoration costs over 20 years, according to a U.S. DOT study. (Source:
Fewer trucks would satisfy America’s shipping needs, putting less overall weight on any given stretch of pavement while directing higher user fees toward bridge repair and maintenance.

13. Charges by Opponents Heavier trucks are less safe
Only if you don’t add additional axles and brakes
Allowing Heavier Trucks Won’t Reduce Truck #s
True, but it will slow their rate of growth
H.R would put bridges at risk
Our bill puts states in full control of implementation with DOT Secy. as backstop
This would divert rail traffic onto the highway
Rail will remain more cost efficient, but it doesn’t go everywhere
Improved Infrastructure
The user fee for 97,000-pound, six-axle trucks will fund accelerated bridge repair and maintenance, while these trucks will collectively inflict less wear on our nation’s roads.
The addition of a sixth axle ensures that no additional weight per tire results from the higher weight limits.
The higher weight limit would cut the number of trucks needed for shipments—saving $2.4 billion in pavement restoration costs over 20 years, according to a U.S. DOT study. (Source:
Fewer trucks would satisfy America’s shipping needs, putting less overall weight on any given stretch of pavement while directing higher user fees toward bridge repair and maintenance.

14. Next Steps
HR 1799 pending in House Transportation Committee, awaiting markup of surface transportation bill.
Continue to build cosponsors
Outreach out to Stakeholders
Grow CTP support and resources
Improved Infrastructure
The user fee for 97,000-pound, six-axle trucks will fund accelerated bridge repair and maintenance, while these trucks will collectively inflict less wear on our nation’s roads.
The addition of a sixth axle ensures that no additional weight per tire results from the higher weight limits.
The higher weight limit would cut the number of trucks needed for shipments—saving $2.4 billion in pavement restoration costs over 20 years, according to a U.S. DOT study. (Source:
Fewer trucks would satisfy America’s shipping needs, putting less overall weight on any given stretch of pavement while directing higher user fees toward bridge repair and maintenance.

15. John Runyan, Executive Director CTP
About Us
The Coalition for Transportation Productivity (CTP) is a group of more than 100 companies and associations dedicated to safety and responsibly increasing the vehicle weight limit on federal interstate highways—but only for trucks equipped with an additional sixth axle.
John Runyan, Executive Director CTP

16. Supporting Associations
American Frozen Food Institute Agricultural Transportation Efficiency Coalition (AgTEC) Alabama Forestry Association American Forest & Paper Association Black Hills Forest Resource Association Citizens Against Government Waste (CAGW) Colorado Potato Administrative Committee Colorado Timber Industry Association
Florida Chamber of Commerce
Florida Forestry Association Florida Pulp & Paper Association
Fresh Produce Association Food Marketing Institute Forest Resources Association Grocery Manufacturers Association Hardwood Federation Idaho Grower Shippers Association Idaho Potato Commission Intermountain Forest Association International Foodservice Distributors Association International Dairy Foods Association Kentucky Forest Industries Association Louisiana Forestry Association Maine Pulp and Paper Association Manufacture Alabama Michigan Forest Products Council Mississippi Forestry Association Mississippi Loggers Association
Missouri Forest Products Association National Association of Manufacturers (NAM) National Association of Wholesaler-Distributors
National Black Chamber of Commerce National Confectioners Association National Industrial Transportation League (NITLeague) National Lumber and Building Material Dealers Association National Milk Producers Federation National Potato Council National Private Truck Council National Taxpayers Union Northeastern Loggers Association North Carolina Forestry Association Northwest Food Processors Association Ohio Forestry Association Oregon Potato Commission Paper and Forest Industry Transportation Committee Shelf-Stable Food Processors Association Snack Food Association United Fresh Produce Association
Virginia Forest Products Association Washington State Potato Commission Western Growers Wisconsin Manufacturers & Commerce Wisconsin Paper Council

17. Supporting Companies
AbitibiBowater Anthony Forest Products Archer Daniel Midland(ADM) Ball Brothers Produce Basic American Foods
Bear Trucking, Inc. Boise Cascade LLC Boise Inc. Campbell Soup Company Central Refrigerated Service
Claremont Forest Inc. Coca-Cola Company
Columbia Forest Products Con-way Dannon Dean Foods Deere & Company Delta Timber Company Domtar
Evergreen Packaging Flambeau River Papers
Fleetmaster Express Floyd Wilcox & Sons, Inc. (Wilcox Marketing Group) FMC Corporation General Mills, Inc. GPOD of Idaho Glatfelter Green Bay Packaging H-E-B
Home Depot Idaho Forest Group
Idahoan Foods International Paper Kraft Foods, Inc Larsen Farms
Longview Fibre Paper and Pkg
LP Corp. LyondellBasell Industries
Mennel Milling Company MillerCoors Modern Transportation Services MWV National Frozen Foods Corp Neiman Enterprises, Inc. Nestlé USA Nestlé Waters North America Newark Group NewPage Oldcastle Architectural, Inc. Potandon Produce
Plum Creek
Raven Transport Co. Rayonier R.R. Donnelley & Sons Co. Safe Handling Inc. Schwan Food Company Simplot Smurfit Stone Container Corp Sun Glo of Idaho, Inc. Sunny D SuperValu Inc. Taylor Produce, Inc. Temple-Inland
Total Transportation Services
Transportation Management
Solutions
TranzAct Technologies
Tyson Foods
US Foodservice/Alliant Logistics
Verso Paper
Wada Farms
Weyerhaeuser