ADS Logistics Supply Chain Management Blog

Safe and Efficient Transportation Act

  

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The proposed Safe and Efficient Transportation Act, sponsored by Rep. Michael Michaud, D-Maine, would allow every state to decide how extensively 97,000-pound trucks can travel based on economic need and the condition of its roads and bridges.  Federal legislation is currently allowing Maine and Vermont higher weight limits on their interstate highways, which has inevitably led to statewide curiosity and consideration.

There are 120 companies currently backing the effort include Kraft, MillerCoors LLC and Hershey Co., along with 72 trade associations. These companies are lobbying for the efficiency of the larger trucks despite concerns about deteriorating road conditions.

Harry Haney, associate director of transportation planning with the Northfield, Illinois-based company, said Kraft would:

• Make 66,000 fewer truck trips.

• Drive 33 million fewer miles a year.

• Put 2.1 billion fewer pounds on roads.

Companies are also attributing need for heavier trucks to higher diesel prices. The average U.S. retail price for diesel fuel was $3.93 per gallon as of Dec. 5, according to the Energy Department, up 18 percent from the beginning of the year. Meanwhile, the U.S. is tripling in consumption and demands more. Companies are finding it hard to meet the increasing demand efficiently with the current weight standards.

The bill has also created general concerns and risks including:

• Increased truck-related accident deaths.

• Bridge stability and sustainability.

• Extra fees for overweight trucks.

• Rebuilding bridges that weren’t designed for the weight.

Andrew Herrmann and the American Society of Civil Engineers estimate that 25 percent of U.S. bridges need weight limits or restrictions on traffic because they're not strong enough. Hermann also said the U.S. is spending about $10.5 billion a year to maintain bridges, and $17 billion is needed to keep up with the ongoing damage.

In turn, companies would be required by the bill to add a sixth axle to 97,000-pound trucks on the interstates, which would reduce road wear and improve braking. However, Hermann also stated that the extra axle will not offset the stress on interstate bridges, which were designed for 80,000-pound trucks.

While such changes are certain, for many companies, it’s still too early to determine the degree of impact the act will have. Heavy haulers carrying the current weight limits may find that an increase in restrictions and customer demand will call for a change in their otherwise-adequate equipment. Along with a switch in size would come a decrease in drivers and, while there is no doubt that bigger is more efficient, it is not necessarily safer to have fewer, heavier trucks. Less trucks does not guarantee safer roads, especially if the drivers are not qualified professionals.