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COALITION AGAINST BIGGER
TRUCKS
June 8, 2010
AASHTO SCOHT Annual Meeting
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What I’m NotWhat I’m Not
The “I hate big trucks guy”Not anti-truck or even anti-big truck
Engineer – pavement, bridge, or other Railroad spokesperson Wildcat or Tiger Indifferent
To industry – shippers or truckingTo your challenge
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Coalition Against Bigger TrucksCoalition Against Bigger Trucks
National grassroots non-profit 100+ campaigns, nearly 20 years Expected & unexpected allies
Law enforcement & safety groupsTruck drivers & independent owner-operatorsAAA clubsState & local elected officialsEnvironmental, public interest, & taxpayer
groups
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More Than MaineMore Than Maine
97,000 pounds, 6 axles nationwide at state option (HR 1799)
Pilot programs in Maine and Vermont 129,000 pound LCVs in Idaho (S. 1059
& S. 398) 96,000 pound, 6- or 7-axle in Iowa 88,000 pounds, 5-axle in Florida LCV resolutions in Colorado, Idaho
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Issues with TSW IncreasesIssues with TSW Increases
Safety Infrastructure damage
PavementBridges
Underpayment Energy & environment
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Issue: SafetyIssue: Safety
Longstanding, significant concernsRolloverOff-trackingBrakingCrash severitySystems effects
Enforcement challengesTSW increase would raise the bar
Ongoing need for more complete data
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Issue: Infrastructure DamageIssue: Infrastructure Damage
Increased pavement damage Bridges
Half of NHS bridges >40 years old25% of US bridges are deficient “According to FHWA, it would cost $140 billion in
2006 dollars to immediately repair every bridge that is deficient in the country” (AASHTO, 2008)
Ongoing need for more complete data○ LTBP funded by SAFETEA:LU at 1/4 requested
amount (and is “long-term”)
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Bridges & SETABridges & SETA 2000 DOT Study estimated $50-$63 billion
bridge costs for NAFTA scenario H.R. 1799 includes HVUT increase, but it’s
inadequateAt most, HVUT would generate ≈$500 million
per year Posting violation rate as low as 2.5%
results in significant loss in reliability (ASCE, 2005)If posting not strictly enforced, reliability benefits
of posting can almost vanish (ASCE, 2001)
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Issue: UnderpaymentIssue: Underpayment
Premise: vehicles should pay for the damage attributable to their operations
Federal cost allocation study showed significant heavy truck underpayment
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Full Cost Recovery ($/mile)Full Cost Recovery ($/mile)
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Full Cost Recovery ($/gallon)Full Cost Recovery ($/gallon)
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80K, 5-axle v. 97K, 6-axle ($/mile)80K, 5-axle v. 97K, 6-axle ($/mile)
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80K, 5-axle v. 97K, 6-axle ($/gallon)80K, 5-axle v. 97K, 6-axle ($/gallon)
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Issue: EnvironmentIssue: Environment
Bigger trucks use more fuel, emit more pollutants
Bigger trucks don’t mean fewer trucksATRI only refers to fully-loaded trucksATRI looks mainly at highway operations ATRI doesn’t contemplate rail diversion
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Bigger Trucks ≠ Fewer TrucksBigger Trucks ≠ Fewer Trucks
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Rail DiversionRail Diversion
US DOT7% loss of car miles50% loss in contribution
TTX25% of intermodal and carload traffic
Martland44% short line merchandise traffic17% overall short line traffic
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Rail DiversionRail Diversion Montreal, Maine, & Atlantic Railway
Predominantly served forest products industry
Not profitable, filed for abandonment San Luis & Rio Grande Railroad
CO now allows110K, 7-axle on state roads20% of bulk cargo diverted to highways
Brownsville & Rio Grande Int’l RailroadTX allows heavier trucks between Mexican
border and Port of BrownsvilleLost nearly all of southbound traffic
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SHIPA (H.R. 1618 / S. 779)SHIPA (H.R. 1618 / S. 779)
Close permitting loopholes Extend weight freeze to NHS Extend LCV freeze to NHS Freeze trailer length at 53 feet NO ROLLBACKS Develop a model fine system
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Federal Legislative SituationFederal Legislative Situation
Conflicting stand-alone bills Unlikely to be addressed outside of
reauthorization Requests to extend pilot projects have
been submitted to Appropriations Committees
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Thank you