Truckload Authority - Fall 2015

to the trailer’s weight and has an average
0.5 mpg negative impact on fuel economy.
This is what is commonly referred to
in the industry as ‘rolling resistance’ and
occurs with the additional axle, regardless
of whether or not the trailer is loaded.”
To handle the heavier load, most carriers
would have to upgrade their tractors,
too.
Retrofitting current tractors with
the upgrades could cost approximately
$10,000 per tractor, the letter said, adding
that new tractors with the necessary
features for the heavier weight and sixth
axle would cost an additional $5,000 to
$7,000 more than tractors with standard
(350-400 hp) engines, with some estimates
placing the premium as high as
$20,000.
Some carriers also might need to upgrade
tire specifications, the TCA said.
“Based on these figures, it could cost
most carriers anywhere between $8,000
and $24,800, per tractor-trailer, to upgrade
their equipment to haul the additional
11,000 pounds,” Tuttle and Towery
said.
Based on experience with prior industry
shifts (maximum trailer length
increasing to 53 from 48 feet, GVW
increasing from 73,280 to 80,000
pounds), shippers will not encourage
the operation of equipment that doesn’t
meet the maximum allowed size, the
letter said, adding that as has happened
before, maximum limits would
become the norm and carriers would
face tremendous pressure to adjust
their equipment to accommodate the
heavier weight despite the fact that they
will likely never recoup the costs of the
adjustment or haul loads requiring the
sixth axle.
“Given that carriers are unlikely to see
rate increases to parallel the increase in
load weights, an increase in allowable
“Given that carriers
are unlikely to see rate
increases to parallel
the increase in load
weights, an increase
in allowable GVW must
have a low price tag,”
— Keith Tuttle and Jim Towery
GVW must have a low price tag,” Tuttle
and Towery told Ribble. “Proponents of
91,000/6 argue that allowing this configuration
would not preclude any carrier
from operating current configurations,
yet history suggests otherwise. Despite
the fact that only 10-20 percent of
truckload carriers would be able to take
advantage of any increase, market pressures
would require all carriers to invest
in new equipment in order to remain
competitive and any capital investment
into existing equipment would yield little
to no return.”
Ribble said his legislation was based on
U.S. Department of Transportation safety
and road wear data, and that the heavier
trucks with six axles would be compliant
with the existing federal bridge formula.
“Our counterparts in Canada and
Europe have already had success with
trucks over 100,000 pounds on their
roads, and in Maine, which was granted a
special exception to allow heavier trucks
on their roads, road deaths are at 70-
year lows,” Ribble said.
And so the triangular battle continues
with a possible arranged wedding thrown
in for good measure.
Is Congress listening and more importantly,
who are they listening to?
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10 Truckload Authority | www.Truckload.org TCA 2015