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to fully serve as a common carrier would be sharply impaired. In all probability his cost would go up as well.

A recent study of the empty miles problem made by the Mitre Corporation for the ICC finds that:

"Such measures (as deregulation and freedom of entry) would only tend to shift rather than reduce empty miles. The question really involves the possibility of new sources of freight. If no significant new sources are available, freedom of entry merely implies a transfer of backhaul from one carrier to another. Moreover, many unregulated carriers could offer lower rates on choice hauls (TL) because they do not have expensive terminals to build and maintain. In this case, small shippers would be ignored if the nonregulated carriers tried to compete in a similar fashion." Deregulators seem to view freight as if it were a manufactured commodity, its volume dependent on the number of trucks in the business. The fact of the matter is that all the freight that needs to be hauled is being hauled. Thus, filling empy backhauls by having the traffic moved by the exempt carrier would merely cause the regulated carrier's trucks to move empty.

CONCLUSION

The shipping public enjoys an economically healthy truck transportation service in this country. However, this system is not without barriers to effective and efficient operation of motor carriers and independent truck operators alike. A number of these problems and our recommendations for solution have been discussed in this paper. Your Committee is to be congratulated for focusing its attention on these problems, and you can assist in their elimination. (1) Encourage state action to adopt the 80,000 pound gross weight law; (2) Urge the states to support the International Registration Plan; and (3) Encourage the states to reduce fuel tax duplicate payments and reporting requirements. These recommendations will go a long way toward solving the productivity and paper-work problems most commonly mentioned by the independent truck operator organizations.

In addition, we urge the completion of the Interstate System. Abhorrent practices of skimming and delayed payments should be halted, but the ICC has presented a sufficient means of recourse to the independent operator. Moreover, sufficient resources should be appropriated by the Congress to permit more effective safety enforcement on carriers and such operators alike. Finally, we argue that proposals to grant free entry are not in the best interests of the shipping public or its need for regulated carrier service; therefore, such proposals are not in the best interests of the independent contractors whose business viability is linked to a financially stable truck transportation system.

EXHIBIT 1

STATE GROSS AND AXLE WEIGHT LIMITS AS OF JULY 1, 1976

The maps which follow indicate the maximum gross, single and tandem axle weight limits in each state as of July 1, 1976. There are now 35 states which are at or near the Federal weight limits on the Interstate System. As may be noted from the maps, most of these states allow the higher limits on all major highways as well as the Interstate System.

Weights shown are the maximum permitted for regular operation on the Interstate System and/or Other Roads and Streets where differing limits apply. Several states allow higher limits by annual or other long term permit. In each of these instances, the maximum allowed without permit is shown as well as the maximum allowed under long term permit. Permits must be obtained for any weights between the two figures.

In many instances, particularly with regard to operations conducted in the West, the maximum weights allowed by long term permit are applicable only to special equipment traveling over designated highways. More specific information concerning the types of equipment and designated highways may be obtained from the appropriate state trucking association. Also, nearly all states have some type of axle spacing requirements to achieve the maximum weight allowed for regular or permit operations.

Dr. C. Anthony Bisselle, Summary and Highlights of "A Preliminary Assessment of Empty Miles Traveled by Selected Regulated Motor Carriers." ICC-75-1, Project No. 0790, Dept. W-54. Mitre Corporation, McLean, Va., January 1976.

Single Axle Load Li.nits Thousands of Pounds (including tolerances) in Effect on July 1, 1976

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state trucking association. formation concerning any state, we urge that you check with the appropriate weight on secondary or farm to market road systems. For more detailed invary with the season. A few states also have lower limits for axle and gross specific types of vehicles and/or commodities, and special weight limits that ances described as "scale error" and "ice and snow", different weight limits for cannot be adequately depicted on maps of this type such as discretionary tolerbeen published and are generally applicable. There are special exceptions which The limits shown include statutory and administrative tolerances that have

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76-102 O-77-35

Maximum Gross Weight Limits in Thousands of Pounds (including tolerances) in Effect on July 1, 1976

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EXHIBIT 2

[From the Research Review, June 16, 1975]

A SPECIAL REPORT TO STATE ASSOCIATION MANAGERS

NEW FEDERAL WEIGHT LIMITS CAN SAVE FUEL AND TRAVEL

In these days of higher fuel costs and inflation, the trucking industry is striving continuously to find ways in which it can perform its vital functions at minimum costs and with a minimum expenditure of energy. Adoption, by the states, of the new permissive Federal axle and gross weight limits which were signed into law early this year provides one such means.

Two years ago, in a report titled American Trucking and the Energy Crisis, the Research Department estimated savings in truck trips and fuel through the adoption of twin trailer equipment and the further potential possible through enactment of what was then a proposed change in the Federal Limits. Research Review has now done a partial up-date of some of the material in that report— utilizing the same basic data with regard to fuel consumption rates, empty vehicle weights and configurations. The results of this analysis are shown below.

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Light and bulky freight in tractor semitrailer (old limits) to any freight in twin trailer (new limit)....

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Thus, there are substantial fuel and travel savings possible through utilization of the new permissive Federal limits. This is particularly true in those states which do not now permit the operation of twin trailer equipment-which is especially suited to light and bulky freight.

FEDERAL ENERGY ADMINISTRATION,
OFFICE OF THE ASSISTANT ADMINISTRATOR,
Washington, D.C. April 3, 1975.

Mr. WILLIAM A. BRESNAHAN,
President, American Trucking Association, Inc., Washington, D.C.
DEAR MR. BRESNAHAN: As part of the Federal Energy Administration's (FEA)
Office of Conservation and Environment, the Office of Transportation Programs
(OTP) has the primary goal of increasing the efficiency of energy utilization in
the transportation sector of the economy. Priority issues include emphasis on
cost-effective, maximum efficiency savings among the modes in the inter-city
freight market.

The Project Independence Report published by the FEA in November, 1974, listed truck weight increases as one of the possible fuel conservation options. Our OTP examined the matter of increased truck weight limits as a means of increasing payloads and conserving fuel. Our conclusion is that such increases are a positive step towards improved fuel efficiencies in highway freight transportation.

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