I first heard of this yesterday, which was strange because we all know I am surrounded by reg compliance and transportation safety, compliance, and legal stuff all day. This also hit home because I have a doubles/triples endorsement, and my first OTR job involved pulling doubles/triples across the US, and I have done my fair share of heavy haul and out-of-gauge transport.
Coalition Against Bigger Trucks is a national, nonprofit grassroots organization that advocates for highway safety and sound transportation policies and calls for restricting or eliminating large truck configurations.
The debate over using large trucks, particularly double and triple trailer configurations, has been ongoing, with strong opinions on both sides. Recently, petitions have emerged in favor of and against these configurations, driven by safety, environmental, and economic considerations.
Arguments Against Large Truck Configurations
The U.S. Department of Transportation has been a key player in this debate. After a comprehensive study as part of the MAP-21 Comprehensive Truck Size and Weight Limits Study, the USDOT recommended against any truck size and weight increases. Key findings from the survey include:
-Higher Crash Rates: States like Idaho, Michigan, and Washington reported significantly higher crash rates for six-axle trucks than their five-axle counterparts.
-Increased Violations: Heavier trucks had higher out-of-service and brake violation rates.
-Bridge Stress: Heavier trucks could negatively impact thousands of bridges, requiring costly reinforcements or replacements.
-Stopping Distances: Longer double-trailer trucks (Double 33s) exhibited longer stopping distances than standard configurations.
Pavement Damage: The increased weight and length of trucks contribute to greater pavement damage, leading to higher maintenance costs.
These findings have fueled petitions to restrict or eliminate large truck configurations. Safety advocates argue that larger trucks endanger public safety and contribute to infrastructure wear and tear. The Coalition Against Bigger Trucks, a prominent advocacy group, drives home these concerns by arguing the following points:
1. Larger trucks are involved in disproportionate fatal crashes. According to the Coalition Against Bigger Trucks, the fatal crash rate for multi-trailer trucks is 11% higher than that for single-trailer trucks.
2. The coalition points out that heavier trucks exacerbate the wear and tear on roads and bridges, resulting in billions of dollars in additional maintenance costs. The USDOT study supports this by estimating significant damage to pavement and bridges, which would require extensive and costly repairs.
3. Beyond safety and infrastructure, the coalition argues that the economic costs of larger trucks, including increased fuel consumption and maintenance, outweigh potential savings from reduced trips.
Arguments in Favor of Larger Trucks
On the other side of the debate, trucking companies and some industry groups argue that larger trucks are essential for meeting the growing demand for freight transportation. They present the following points:
-Efficiency: Larger trucks can carry more freight per trip, reducing the number of trips needed and thus potentially lowering fuel consumption. The Coalition for Transportation Productivity estimates that larger trucks could save the industry 2 billion gallons of diesel fuel annually.
-Economic Benefits: Reduced fuel consumption translates to significant cost savings. For example, Nestle SA reported that using 97,000-pound trucks with six axles would reduce shipments and save millions in fuel costs.
Safety Data: Proponents argue that data shows larger trucks can be safer. For instance, in 2009 and 2010, triple-trailer combinations were reported to be safer than doubles or singles, according to motor carrier data.
Understanding Large Trailers and the Complexities of Multiple Trailer Configurations
Large trailers are fundamental to facilitating the efficient movement of goods across the country. These trailers come in various configurations, including doubles and triples, designed to maximize freight capacity. However, operating these large and often unwieldy combinations requires specialized skills and additional Commercial Driver's License endorsement. The endorsement requires specific knowledge and a test in addition to the typical CDL testing requirements. They don't give it to everyone.
How Double and Triple Trailers Work
-Double Trailers (Doubles): These configurations typically involve two standard 28-foot trailers, we call them "pup trailers," connected by a converter dolly. Doubles increase the volume of goods transported in a single trip, theoretically improving efficiency by reducing the number of trips needed.
-Triple Trailers (Triples): These are similar to doubles but add a third trailer. Each trailer in a triple configuration is shorter, around 28 feet, and connected by converter dollies. Triples offer even greater freight capacity per trip but also come with increased operational complexity.
Dangers and Issues Surrounding Multiple Trailer Configurations
My issue with doubles and triples is the same as that with load securement; no hands-on training or experience level is required. The level of training required to get the endorsement and operate these configurations is nonexistent. The operation of double and triple trailers presents significant challenges and risks. These include:
-The longer the vehicle, the harder it is to maneuver, especially in tight spaces and urban environments. Making turns requires more space, and backing up becomes significantly more complicated. My first trip in doubles with ZERO experience was from Norfolk, VA, to Los Angeles. We ran this route year-round over and over again. On my first trip, I got stuck delivering household goods to Musician, "Moby," at his freshly purchased "Wolf's Lair" home under the Hollywood Hills Sign in LA. Who knew trailers that bent would get stuck circling a mountain, right? Truck transportation and learning on the go, typically the hard way, is not the way to learn.
-Heavier and longer configurations require more time and distance to come to a complete stop. This increased stopping distance can be crucial in preventing accidents, especially in high-traffic areas.
The more trailers added, the higher the risk of trailer sway—we call this the "Crack the whip effect"—and rollovers, especially during adverse weather conditions or sudden maneuvers.
So, am I Against Big Trucks?
No. I am no more convinced about eliminating bigger trucks than I am of eliminating firearms. In both cases, the issue is the operator, not the big truck or the firearm. We need better training for operators of big trucks and big truck configurations. I do not find doubles and triples to be as big of an issue because they are not used everywhere, and they're not overly heavy compared to a regular class 8 tractor pulling a 53' or 48' trailer. I think people need to be trained proficiently to operate what they're licensed to operate, and we do not do a great job of that. A test on the DMV computer is not a practical examination that demonstrates proficiency. Larger trailers and triple configurations are more common in western states, where there is more room. Still, on the East Coast, LCVs, Doubles, and Triples are already mostly isolated or restricted to interstate operations.
Many operate, advocate for, and vote on practical ignorance, and our time could be spent solving much larger issues in the industry. The biggest issue is that rules and regulations are decided on and debated by people who lack hands-on knowledge of truck operations and rely solely on data. The big issue with that is that correlation doesn't equal causation.
I see a need for better training and heavier restrictions on OOG and LCVs, but doubles...bro...have you ever been near a truck?
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