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Weight and length limits should not be increased due to old bridges, old highways, increased traffic, and definite probable increase of accidents. If they are increased, it should be limited to hwy and not city driving, and should only be allowed to those who have 10 plus years semi tractor trailer experience otr and city drive experience. Still need to consider the bridge age factor.
Nemo- I disagree. If you actually do the math on axle weights/bridge formula(which is totally outdated anyway) to increase weights/axle combinations(most western states are over 80,000 lbs anyway) depending on how much the increase is, you could actually reduce the axle weight while increasing gross weight at the same time. Also if we allow 10ft wide trailers with trunion style suspensions(8 tires on each of the trailer axles) you would spread the weight out widthwise so the same “grooves” in the road aren’t being constantly pounded. This style makes for more even distribution of the weight(especially important for bridges). Besides, we basically have a patchwork of weight laws now anyway. This can be especially difficult when the neighboring states and Canada(also borders) have higher weight limits and longer length laws.
Sure, most of these idiots can’t pull a 53′ trailer without mowing shit over!
just as when the limit was raised from 73,280 to 80,000
haul more weight get less money
same with the longer trailers. if the weight is increased more axels more tires more maint. going to cost you more and the rate wont go up
I believe they should increase the limits on weight, length and maybe even width by 6 inches and here’s why,…its already like this anyway. We’ve already been hauling oversize and overweight for decades and my trailer (the Conestoga exception) is legally 108 inches wide. The only difference is money. We have to pay the government for permits. A reasonable increase in size and weight would actually save you money because now you don’t have to line the DOT pockets with cash for permit just to do our job. It will not have a significant increase in accidents. Studies have shown that light loads are far more likely to have an accident than heavy haulers. We need this without adding any more regulations. My God we got enough regulations already.
I pull a 3 axle stepdeck and with all the equipment i have to carry i have a tare weight of 35,000 lbs.I dont dare load anything over 44;000 lbs. most shippers are looking at shipping 48 to 50,000 this what i need help on.
I see three factors happening with proposed changes:
1… Increased State and local Taxes for Consuners and the Trucking Industry, due to poor Infrastructure…sewers, roads, bridges, lane widths, just to name a few.
2….Immediate deterioration of currently deteriorated infrastructure, with out money to replace what is already bad, before the new regulations take effect..
3….Really serious accidents, such as the bridge collapses that have already occoccurred, and unintentional collisions due to inexperienced passenger (and commercial) traffic on narrow infrastructure that cannot be updated at the rate of transportation’s ability to increase its capacity..
4. Increased ‘HUB’ building to deliver to smaller areas that cannot accept larger trucks, creating more traffic issues for local authortities…However, for some economies, this may be a good opportunity for community growth, where there was none, such as the deserts of Eastern California…Western Arizona.
A basic 1-2-3 setup at 17k plus steer would be 97k. The kpra would not have to change much, the trailer length might become 57′. Markets will determine rates – same as always. More efficiency is necessary for higher rates. Part of the benefit will go to customers.
……one last comment from me on this subject….. There’s nothing you can do with the parameters of the Oversize, Heavy, and most Flatbed freight because of the products that are rrequired to ‘maintain’ our country’s industries, and produce consumer products, and infrastructure, except at bolster the existing infrastructure we already have.
However If I were going to increase employment, go “green”, and was serious about reducing taxes, or at least maintain current levels, and increase highway safety, I would decrease the size of consumer laden Class-8 vehicles, and increase qauntities of smaller truck sizes to larger fleets.
I know that’s not a popular option…but it had to be said…
If you answered both, or yes to more weight or length, then cut your CDL in half, because you are too stupid to be a truck driver. Go ahead and apply for mental disability assistance because the world has no use for you. Higher weights and longer lengths and big combinations of trailers = less competition, less pay, more danger and higher operating costs.
Anybody who owns their own truck and is privy to what the freight rates are (those who don’t haul for flat mileage pay), know that the heavier a load is, the less it pays. As FedEx, UPS and others who haul double and triple trailer combinations know, their FMCSA scores are high, and their safety ratings are horribly high on an industry average.
If you voted for more weight or longer combinations, send me your name so I can identify you as a person who is not worthy of joining the ranks in our new national truckers union.
When the gross wgt was 73,280 the bridges and roads did fairly well.. then the increase to 80 ,000 lbs and longer trailers to 48 ft then to 53 ft began to destroy our roads and bridges. The increase in taxes and license’s did not go to the road fund but every where else. Now if the weight is increased, is the increase in tolls and licenses and registrations going to fund the additional repairs needed. Very doubtful ?We all use the roads not just trucks but it seems that trucks do the biggest part of financing the road fund.. Who benefits from larger heavier trucks.? In reality and in my opinion just the carriers benefit by using fewer drivers and trucks to get it done. Every one suffers from pot holes that jar the steering wheel nearly out of your hand. Tires get blown by large un repaired sections. We do not need heavier loads and larger trucks. Larger heavier trucks will put some small carriers out of business and the resulting benefit so small it will be barely noticed by the users of said roads..
consumer goods has not gone done one iota since the raising of the gross from 73,280 to 80,000 and 53 foot trailers. You are paying more for EVERYTHING now.
Dont forget that added expense of the working mans taxes every state has to pay out providing welfare to illegals and lazy won’t work slobs.
Hot damn I got 13 years city and the rest of 22+yr otr and O/O. but in reality by the time that happens the safe drivers will just say no I am leaving. Personally the roads are 12 foot widths now and a 10 foot wide truck not counting mirrors is not happening with out lots of damage being passed or meeting someone on a construction zone lane. You might get bigger trucks but not better drivers. Even today there are lots of stupid accidents.
Will the fool(s) who believe that driver input on this subject will make a darn bit of difference, Please Stand Up !
On size and weight , dubble trailes should be no more than 26 foot 6 inch long due to lenight of the combination to allow for parking, , and level the playing field on amount of freight being moved per truck combination.
I started driving back around 74 or 75, and have seen this 3 different time’s happen,and all that happen was when it came to triples we put another driver out of work, then trailers went from 40 ft to 45 ft then more weight into effect, well we didn’t make more money,and like now they want more weight, whats going to happen here is the driver is going to have more head aches and cost him more to run!
Whats this new national truckers union? Are you serious? Your trying to form a union? The teamsters are always looking to help people form a union even independents,and they have had years of experienceat it. I hope your familiar with labor laws and how much money it will cost you to do this
I was meaning; the teamsters don’t recruit in all trucking venues. We need a national truckers union that services all transportation vocations so that we can not only bargain with corporations, but can hold congress accountable for their overreach and stifling regulations. Mostly the latter since the emphasis for enforcement is almost solely upon the truck operator, not the corporations.
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