[Federal Register Volume 64, Number 250 (Thursday, December 30, 1999)]
[Notices]
[Pages 73600-73602]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-33859]
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DEPARTMENT OF TRANSPORTATION
Federal Highway Administration
[FHWA Docket No. FHWA-99-6466]
Specialized Hauling Vehicle (SHV) Study
AGENCY: Federal Highway Administration (FHWA), DOT.
ACTION: Notice of study; request for comments.
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SUMMARY: The FHWA is announcing the initiation of a study required by
Congress in the Transportation Equity Act for the 21st Century (TEA-
21). Section 1213(f) of the Act directs the Secretary to examine the
economic, safety and infrastructure impacts of truck weight standards
on specialized hauling vehicles (SHVs). The Secretary is to report the
results of the study to Congress and make any recommendations he
determines appropriate as a result of the study, by June 9, 2000.
SHV's are generally single-unit trucks that have high tare (empty)
weights from heavy-duty cargo-carrying bodies and special equipment to
help load or unload their cargoes. They often require short wheelbases
in order to access and maneuver safely at the types of loading and/or
unloading facilities they serve. Because of the short wheelbase, the
maximum legal weight for an SHV as determined by the federal bridge
formula is often below the vehicle's gross weight limit as determined
by individual single and tandem axle limits. SHV's are commonly
considered to include: solid waste removal trucks, home fuel oil
delivery trucks, construction material dump trucks, and cement transit
mixers. Certain tractor-semitrailer dump vehicles hauling bulk
construction materials might also be considered SHVs.
To gather data for this study, the FHWA requests information from
State DOT officials, vehicle manufacturers, SHV operators, and other
interested parties having knowledge of the weights and dimensions of
the various types of SHVs, how these vehicles are used in various
operations (trash removal, fuel oil delivery, hauling of construction/
building materials), and the effects of truck size and weight limits on
the productivity, safety and infrastructure impacts of those
operations. The Agency is particularly interested in what provisions,
if any, each State has excepting or permitting these vehicles to
operate at weights above standard weight limits.
DATES: In order to be fully considered in the study, comments are
requested by February 28, 2000. The docket will remain open for
comments until the study is completed, but the study schedule may not
allow full consideration of comments received after February 28, 2000.
ADDRESSES: Your signed, written comments must refer to the docket
number appearing at the top of this document and you must submit the
comments to the Docket Clerk, U.S. DOT Dockets, Room PL-401, 400
Seventh Street, SW., Washington, D.C. 20590-0001. All comments received
will be available for examination at the above address between 9 a.m.
and 5 p.m., e.t., Monday through Friday, except Federal holidays. Those
desiring notification of receipt of comments must include a self-
addressed stamped envelope or postcard.
FOR FURTHER INFORMATION CONTACT: Mr. William P. Linde, Office of
Transportation Policy Studies, HPTS, (202) 493-0173, or Mr. Charles E.
Medalen, Office of the Chief Counsel, HCC-20, (202) 366-1354. FHWA, 400
Seventh Street, SW., Washington, D.C. 20590-0001. Office hours are from
7:45 a.m. to 4:15 p.m., e.t., Monday through Friday, except Federal
holidays.
SUPPLEMENTARY INFORMATION:
Electronic Access
Internet users may access all comments received by the U.S. DOT
Dockets, Room PL-401, by using the universal resource locator (URL):
http://dms.dot.gov. It is available 24 hours each day, 365 days each
year. Please follow the instructions online for more information and
help.
An electronic copy of this document may be downloaded using a modem
and suitable communications software from the Government Printing
Office's Electronic Bulletin Board Service at (202) 512-1661. Internet
users may reach the Office of the Federal Register's home page at:
http://www.nara.gov/fedreg and the Government Printing Office's
database at: http://www.access.gpo.gov/nara.
Background
SHVs are generally single-unit trucks that, along with special
cargo-carrying bodies, have equipment to help load and/or unload their
cargoes. These specially equipped vehicles typically have high tare
(empty) weights. SHVs are commonly considered to include: trash
removal, home fuel oil delivery, dump, and cement transit mixers. Their
operations often involve travel in inner city business districts,
residential areas, or construction sites to load or unload. In these
environments, SHVs require
[[Page 73601]]
short wheelbases in order to access and maneuver safely at the
facilities they serve.
For several reasons, the specialized characteristics of these
vehicles result in high ratios of transport costs to commodity values
relative to those of general freight commodities. First, the specially
equipped cargo-carrying bodies are generally used to haul low-value,
bulk commodities and typically have high tare weights. When considered
with the Federal weight standard applied to the short wheelbase of
these vehicles, the high tare weight and high density of the
commodities hauled generally restrict the legal payload well below the
cargo capacity of the vehicle. Second, given the specialized
characteristics of the cargo-carrying body of the vehicle, backhaul, or
reload, opportunities are limited or nonexistent, resulting in a high
percentage of empty miles. These vehicles' commodity and transport
operating characteristics result in relatively high transport costs per
ton-mile of cargo carried.
In order to accommodate vehicle operators' desire to utilize more
of the cargo carrying capacity of the vehicle and reduce transportation
costs, many States allow higher axle and gross weights off the
Interstate Highway System than are allowed under Federal weight limits
that apply to Interstate Highways. A 1993 study of dump vehicles
conducted for the State of Maryland showed that 15 states and the
District of Columbia allowed three-axle single-unit dump vehicles to
operate on non-Interstate roads at gross weights above the maximum
allowed under Federal axle-weight limits. In many cases these higher
limits were also allowed on the Interstate Highway System through
grandfather rights that allow States to retain weight limits that were
higher than Federal limits when the Federal limits went into effect.
The increased productivity of higher weights comes at a price in
terms of increased infrastructure deterioration and potential
degradation to vehicle handling and stability. When loaded to higher
weights, these vehicles cause disproportionate wear to pavements and
bridges relative to those operating at Federal weight limits. In
addition, the higher weights coupled with short cargo-carrying bodies
typical of SHVs make them less stable than trucks of the same
dimensions carrying less weight or trucks of greater length carrying
the same weight.
Study Approach
The FHWA proposes to proceed with the study in three phases: (1)
Outreach to understand views on SHV weights held by various interested
groups and to gather information on vehicle dimensions, costs, and
operating characteristics including trip patterns, areas of operation,
roadway classes traveled, operating weights and annual mileage; (2)
analysis of current SHV operations including economic, safety and
infrastructure impacts; (3) identification of changes that have the
potential to improve productivity and safety while minimizing
infrastructure impacts.
Phase 1: Public Outreach
The FHWA is soliciting public input on all aspects of SHV
operations as well as on the general study approach described in this
notice. The Agency is particularly interested in participation by State
DOT officials, vehicle manufacturers, and SHV operators and each
group's perspectives on the effects of truck size and weight limits on
the productivity, safety, and infrastructure impacts of SHVs. Previous
studies of SHV impacts prepared for individual States are also of
interest and the FHWA requests that States having undertaken such
studies send a copy of the study report to the docket.
The Agency is seeking information on: (1) The segments of the
trucking industry that use SHVs, (2) current size and weight limits,
including exceptions and permitting, for SHVs by State, (3) vehicle
characteristics, (4) operating costs, and (5) trip characteristics.
This information is needed for all types and sizes of SHVs.
Request for Information: Respondents to this notice are requested
to address the following items or questions in comments to the docket.
The responses to these questions will be used to perform the impact
analyses of Phases 2 and 3 of the study.
Segments of the Trucking Industry Utilizing SHVs
1. Specialized hauling vehicles are generally considered those
vehicles with operating characteristics requiring short wheelbases for
accessing, and maneuvering safely in, loading and unloading locations.
They also have specialized equipment for loading/unloading, carry bulk
commodities, and tend to have relatively short trip lengths with empty
backhauls. Vehicles commonly considered SHVs include dump trucks, solid
waste haulers, home fuel delivery trucks, and cement transit mixers.
What other specific types of trucks meet these general criteria and
should be included when considering policy issues related to
specialized hauling vehicles?
Vehicle Characteristics
2. What are the current tare (empty) weights and dimensions of
various types of SHVs? The following dimensions are important for the
study:
Vehicle width.
Track width.
Wheelbase.
Chassis height.
Axle spreads between axle groups and within axle groups.
Height of center of gravity for cab, chassis, and cargo
space.
Cargo space dimensions or cargo capacity.
How have vehicle weights and dimensions changed in recent years? Are
changes in vehicle weights and dimensions anticipated in the future?
3. What is the typical horsepower of various SHVs?
Trip Characteristics
4. What is the payload--the difference between the maximum
allowable vehicle weight and the empty weight--of various SHVs? What is
the density of the commodity hauled (pounds per cubic foot)?
5. What are the typical usage patterns of various SHVs? What is the
average trip length? If there are large variations in trip length from
day to day or season to season, what is the distribution of trip
lengths during the year? What percentage of mileage is operated while
fully loaded? Partially loaded? Empty? What percentage of mileage is
operated on Interstate Highways? On other limited access highways? On
other arterial roads? On local roads? What is the average annual
mileage for different types of SHVs?
Operating Costs
6. For purposes of estimating economic impacts of changes in
vehicle weight limits, what are the average hourly wages for operators
of various types of SHVs? What is the cost and the expected useful life
(in years and mileage) of the various types of SHVs? What is the fuel
consumption when empty and when loaded of the various types of SHVs?
7. What operating taxes and user fees do the various types of SHVs
pay by State? At what weights in excess of Federal standards are SHVs
allowed to operate and does operating at those weights require a
special permit or additional fee? If so, what is the weight/fee
schedule?
Size and Weight Regulations
8. How do Federal weight limits affect operations of various SHVs?
Which weight limits (axle load, bridge formula,
[[Page 73602]]
or gross vehicle weight) have the most significant impact and why?
9. How do Federal divisible load regulations affect SHV operations?
10. How do Federal weight limits affect the safety of SHVs? What
would be the impacts of changes in weight limits on safety?
11. How do Federal weight limits affect infrastructure costs? What
would be the impacts of changes in weight limits on pavement and bridge
costs?
12. Are there any operating restrictions (speed, time of day,
route) on SHVs operating under excess weight permits that would not
apply to the same vehicle operating within Federal weight standards?
13. What opportunities exist to improve productivity while also
improving safety and minimizing adverse impacts on pavements and
bridges?
Phase 2: Analysis of Current SHV Operations
Many States have special weight provisions on non-Interstate
highways for specific trucking operations such as dump trucking.
Although not always the case, these special weight provisions are often
extended to the Interstate System through grandfather rights. The
analysis undertaken in this phase of the study will examine the
economic, safety and infrastructure impacts of the current set of truck
size and weight limits for SHVs, including divisible and non-divisible
overweight permit provisions of the various States. This will be
accomplished utilizing data gathered in the Phase I Outreach, as well
as established data sources including the Truck Inventory and Use
Survey (TIUS) collected by the Department of Commerce, and Trucks
Involved in Fatal Accidents (TIFA), an enhancement of National Highway
Traffic Safety Administration safety data compiled by University of
Michigan Transportation Research Institute. Analytical tools used in
the Department of Transportation's Comprehensive Truck Size and Weight
Study will be used to assess infrastructure and safety issues.
State provisions for higher operating weights allow SHV operators
to carry a given volume of commodity in fewer trips. This increase in
productivity has the positive effects of reduced truck travel, which
decreases fuel consumption and related emissions, and lower
transportation costs per ton-mile.
Higher allowable operating weights of SHVs also impact the
condition of highway infrastructure. Pavement damage per SHV vehicle
mile traveled increases due to heavier axle loadings. Bridge stresses
per SHV loading also increase with the higher weights. Bridge stressed
depend not only on the gross weight of the vehicle, but on the
concentration of the load, or the bridge area supporting the load.
Thus, a short wheelbased SHV will generally cause more bridge stress
than longer wheelbased vehicles of the same gross weight and lower
gross weight vehicles of the same wheelbase.
Increased SHV weights may also impact highway safety. Because they
generally haul dense, bulky commodities on short wheelbases, vehicle
handling characteristics may be affected. At higher weights, there may
be an increase in rollover propensity from a higher center of gravity
and reduced braking capability from a high gross weight to braking axle
ratio.
This phase of the study will provide illustrative examples of the
operational economics, infrastructure and safety impacts for States
where SHVs routinely operate legally at weights in excess of the
Federal standard. The effectiveness of various permit program fee
structures in recovering additional infrastructure cost will be
assessed and to the extent practical, the impact of these programs on
illegal overweight operations. The analysis will utilize information
collected during Phase 1 of the study supplemented with data from TIUS
and TIFA and other analytical tools developed for the Comprehensive
Truck Size and Weight Study.
Phase 3: Analysis of Weight Standards for SHVs
Based on the Phase 2 assessment of Federal and State weight limits
and permitting practices and the current usage of SHVs, Phase 3 of the
study will analyze the implications of alternative Federal axle load,
gross vehicle weight, and bridge formula weight limits and alternative
permitting practices as they apply to SHVs. Factors to be considered
shall include transportation costs and other economic impacts, safety,
and pavement, bridge, and other infrastructure impacts.
The method for Phase 3 analysis will be similar to that used in
Phase 2, an illustrative case study of potential economic,
infrastructure and safety impacts from increased weights for various
types of SHVs in States where weights are currently determined by the
Federal Bridge Formula and Federal axle limits. Many of the analytical
tools developed for the Comprehensive Truck Size and Weight Study will
be used in assessing impacts of alternative weight limits and
permitting practices.
Authority: 23 U.S.C. 315; 23 U.S.C. 217 note; 49 CFR 1.48.
Issued on: December 16, 1999.
Kenneth R. Wykle,
Federal Highway Administrator.
[FR Doc. 99-33859 Filed 12-29-99; 8:45 am]
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