[Federal Register Volume 59, Number 112 (Monday, June 13, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-13774]


[[Page Unknown]]

[Federal Register: June 13, 1994]


_______________________________________________________________________

Part II





Department of Transportation





_______________________________________________________________________



Federal Highway Administration



_______________________________________________________________________



23 CFR Parts 657 and 658




Truck Size and Weight; Restrictions on Longer Combination Vehicles and 
Vehicles With Two or More Cargo-Carrying Units; Final Rule
DEPARTMENT OF TRANSPORTATION

Federal Highway Administration

23 CFR Parts 657 and 658

[FHWA Docket Nos. 90-9 and 92-15]
RIN 2125-AC86

 
Truck Size and Weight; Restrictions on Longer Combination 
Vehicles and Vehicles With Two or More Cargo-Carrying Units

AGENCY: Federal Highway Administration (FHWA), DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: The Intermodal Surface Transportation Efficiency Act of 1991 
(ISTEA) restricts the operation of longer combination vehicles (LCV's) 
on the Interstate Highway System and commercial motor vehicle (CMV) 
combinations with two or more cargo-carrying units on the National 
Network (NN) to the types of vehicles in use on or before June 1, 1991, 
subject to whatever State restrictions were in effect on that date. The 
ISTEA also includes special variances from the June 1 date for Alaska, 
Ohio, and Wyoming. As required by the ISTEA and based on information 
provided by the States, industry, and the public, the final rule lists 
applicable limitations by specific vehicle combination, by State, in 
effect on June 1, 1991, and does not further restrict the operation of 
any vehicle in lawful operation on or before June 1, 1991. This rule 
also establishes criteria for States to make minor adjustments to the 
list of limitations; defines certain terms, such as ``nondivisible 
load,'' ``beverage container,'' and ``maxi-cube'' vehicle; makes 
technical amendments to the list of federally-designated routes on the 
NN; and makes other minor changes to conform existing regulations to 
the ISTEA.

EFFECTIVE DATE: July 13, 1994.

FOR FURTHER INFORMATION CONTACT: Mr. Thomas Klimek, Office of Motor 
Carrier Information Management, at (202) 366-2212 or Mr. Charles 
Medalen, Office of the Chief Counsel, at (202) 366-1354, Federal 
Highway Administration, Department of Transportation, 400 Seventh 
Street SW., Washington, DC 20590. Office hours are from 7:45 a.m. to 
4:15 p.m., e.t., Monday through Friday, except legal Federal holidays.

SUPPLEMENTARY INFORMATION: Section 1023 of the ISTEA (Pub. L. 102-240, 
105 Stat. 1914, 1951, codified at 23 U.S.C. 127(d)) required States, 
within 60 days of the date of enactment, to submit to the Secretary of 
Transportation for publication in the Federal Register 30 days 
thereafter a complete list of (1) all operations of LCV's being 
conducted as of June 1, 1991; (2) State laws, regulations, and any 
other limitations and conditions, including routing-specific and 
configuration-specific designations governing the operation of LCV's; 
and (3) a copy of such laws, regulations, limitations, and conditions. 
An LCV is defined in the ISTEA as any combination of a truck tractor 
and two or more trailers or semitrailers which operates on the 
Interstate System at a gross vehicle weight greater than 80,000 pounds.
    Similarly, section 4006 of the ISTEA (49 U.S.C. app. 2311(j)) 
required the States to submit a complete list of State length 
limitations applicable to CMV combinations with two or more cargo-
carrying units in effect on or before June 1, 1991. This section 
prohibits States from allowing the operation (by statute, regulation, 
permit, or other means) of CMV's with cargo-carrying unit lengths that 
exceed the length, by specific configuration, allowed and in actual, 
lawful operation on a regular or periodic basis (including continuing 
seasonal operation) on the NN in that State on or before June 1, 1991. 
The NN is defined in 23 CFR 658.5, and includes the Interstate System, 
with minor exceptions, and selected non-Interstate routes. The non-
Interstate NN highways are listed in appendix A to part 658.
    Sections 1023 and 4006 provide that no statute or regulation shall 
be included on the list submitted by a State or published by the 
Secretary merely on the grounds that it authorized, or could have 
authorized, by permit or otherwise, the operation of LCV or CMV 
combinations not in actual operation on a regular or periodic basis on 
or before June 1, 1991.
    States may continue to issue special permits, in accordance with 
applicable State laws, for those vehicles and loads which cannot be 
easily dismantled or divided. A definition of such nondivisible loads 
is included in this final rule.
    The ISTEA included three narrow exceptions to the June 1, 1991, 
freeze date. Wyoming would have been able to allow the operation of 
additional vehicle configurations not in actual operation on June 1, 
1991, provided they were authorized by State law not later than 
November 3, 1992. No additional vehicles were authorized, however, and 
accordingly no additional vehicles are included in appendix C over 
those listed in the previous two rulemakings on this issue.
    Ohio may allow LCV's with three cargo-carrying units of 28.5 feet 
each (not including the truck tractor) not in actual operation on June 
1, 1991, to be operated within its boundaries on the 1-mile segment of 
Ohio State Route 7 which begins at, and extends south of, Exit 16 on 
the Ohio Turnpike. Alaska may continue to allow the operation of CMV's 
which were not in actual operation on June 1, 1991, but which were in 
actual operation prior to July 6, 1991.
    A preliminary list of the information provided by the States in 
response to sections 1023 and 4006 was published in the Federal 
Register as a notice of proposed rulemaking (NPRM) on March 20, 1992 
(57 FR 9900). A second proposed list of vehicles and restrictions, 
including corrections, clarifications, and additional material 
submitted to the docket in response to the NPRM was published as a 
supplemental notice of proposed rulemaking (SNPRM) on February 25, 1993 
(58 FR 11450). In the NPRM the information provided by the States was 
organized into appendices C and D to part 658; in the SNPRM that 
information was combined into a single list of vehicles and 
restrictions and presented as a new appendix C. The format of the SNPRM 
has been retained for the final rule.
    In response to publication of the SNPRM, 154 sets of comments were 
received from 136 separate entities. The vast majority of those 
comments deal with specifics on the information published in the SNPRM, 
and they will be discussed under individual topical headings. Four of 
the commenters, however, the American Trucking Associations, Inc. 
(ATA), the Wyoming Trucking Association, Inc. (WTA), the Alaska 
Department of Transportation and Public Facilities, and the Citizens 
for Reliable And Safe Highways (CRASH), provided comments concerning 
the rulemaking in general, and the philosophy used by the FHWA in 
presenting the information. These particular comments provide an 
opportunity for the FHWA to explain its approach.
    The ISTEA stipulates that the ``final list'' of LCV operational 
requirements for each State be published in the Federal Register not 
later than 180 days after the date of enactment. That date was June 15, 
1992. The lead comment by the CRASH in its docket submission was that 
publication of the final list by the FHWA was ``long overdue.'' The 
CRASH contends that since the freeze does not take effect until the 
Secretary publishes the final list, the FHWA's delay in publication has 
prevented the law from taking effect. This in turn means that LCV's may 
today be operating on highways from which Congress intended they be 
barred. It concludes this comment by stating that the review and 
correction process included with the final rule can be used to make 
corrections after publication of the rule.
    As the FHWA stated in the Supplementary Information section of the 
SNPRM, the content of the States' original responses to the ISTEA 
request for LCV operational information covered the full range of what 
could be supplied, both in terms of items covered and volume of 
material. The diversity of the contents of the responses was so great 
that the FHWA determined that before any list could be finalized, 
increased uniformity both in terms of items covered and the type of 
information would be necessary. Thus, despite the likelihood that the 
statutory due date for a final rule might be missed, the FHWA 
determined that it was in the public's interest to publish a SNPRM 
soliciting further public comment on revisions to the initial list. The 
FHWA considered publishing a ``final list'' without this additional 
public procedure, but believed that the list published at that stage 
would have required numerous subsequent changes. We believe that the 
intent of Congress in including a correction process was to take care 
of relatively minor single-issue situations which may be discovered 
after publication of this final rule, not to make wholesale changes in 
a State's submission without good cause.
    The WTA expressed concern that the interpretations used by the FHWA 
in developing this rule have involved many combination vehicles that, 
until passage of the ISTEA, were not considered by anyone to be LCV's. 
In a similar vein, Alaska commented that the SNPRM ``seeks to 
significantly expand the ISTEA legislation and, we believe, severely 
constrains the states' abilities to legitimately regulate commercial 
traffic within each state.''
    This final rule implements two similar, yet separate provisions of 
the ISTEA. Section 1023, as discussed earlier, involves LCV's and 
includes an LCV definition. The scope of vehicle combinations covered 
by this section is narrow. The definition requires that an LCV 
combination include a truck tractor, which by previous congressional 
action (section 411(f), Surface Transportation Assistance Act (STAA) of 
1982) is defined as a noncargo-carrying power unit and two or more 
trailers or semitrailers. The combination must operate on the 
Interstate System, and its gross vehicle weight must be in excess of 
80,000 pounds. The vehicles listed in appendix C as a result of this 
statutory definition include only what might best be described as the 
``traditional'' LCV's, that is, the ``Rocky Mountain'' and ``Turnpike'' 
Doubles and the ``Triple.'' Under the definition of LCV provided by the 
ISTEA, it is true that the State of Alaska has no LCV's because it has 
no Interstate System mileage in the sense used in the ISTEA; that is, 
Alaska does not have Interstate System mileage designated under 23 
U.S.C. 103(e), 139(a), or 139(b). Accordingly, all references to LCV's 
for Alaska have been deleted from this final rule.
    Alaska does, however, have mileage that is part of the NN. Section 
4006 of the ISTEA requires the FHWA to include in the final list ``any 
commercial motor vehicle combination * * * with 2 or more cargo 
carrying units.'' A ``cargo-carrying unit'' is defined as ``any portion 
of a commercial motor vehicle combination * * * used for carrying 
cargo, including a trailer, semitrailer, or the cargo carrying section 
of a single unit truck.'' While section 1023 is relatively narrow in 
scope, section 4006 has very widespread applicability. If, as the WTA 
contends, vehicles not previously considered to be LCV's are covered by 
this final rule, it is because of section 4006. This section is also 
the reason that vehicles are listed in appendix C for Alaska. Thus, 
vehicles not previously considered LCV's are included in this final 
rule, because the statute applies to more than just LCV's.
    The ATA expressed concern that the FHWA's attempt to organize the 
vehicles subject to the freeze into four basic categories requires the 
FHWA to go beyond the role established for it in the ISTEA. The ATA 
contends that the ISTEA limits the role of the Secretary to reviewing 
for accuracy and publishing State information and that the 
categorization made by the FHWA involves the interpretation of State 
laws and regulations. Similarly, Alaska commented that the nomenclature 
used in designating the four basic categories ``is not universally 
acceptable.'' The categories used in appendix C, as included in the 
SNPRM, were (1) Rocky Mountain Doubles, (2) Turnpike Doubles, (3) 
Triples, and (4) Other. These names were chosen in an attempt to 
describe the vehicles covered by the freeze in terms commonly used in 
the trucking industry. Since there is no industry-wide or statutory 
definition for categories 1, 2, or 3, a degree of confusion remained as 
to just what vehicle combinations were covered, especially by 
categories 1 and 2.
    The ISTEA required the FHWA to list vehicles by ``configuration 
type'' (section 1023) or ``specific configuration'' (section 4006). In 
creating the basic configuration categories used in the NPRM and SNPRM, 
the FHWA believed it had to go beyond just publishing State-submitted 
information. For example, many States do not differentiate between a 
``Rocky Mountain'' and ``Turnpike'' Double in the statutes or 
regulations which authorize their operation. Typically, these States 
allow a truck tractor-semitrailer-trailer, or a truck tractor and two 
trailing units where each trailing unit can be up to some maximum 
length. Interpretations were required to develop the maximum parameters 
that would apply if the State did differentiate by vehicle type.
    The FHWA has re-examined the meaning of ``configuration,'' however, 
and determined that there is no statutory requirement to classify 
vehicle combinations according to industry usage.
    In order to reduce confusion and simplify the description of 
vehicles covered by the freeze, the vehicles described in appendix C of 
this final rule have therefore been regrouped into three categories: 
(1) Truck tractor and two trailing units, (2) Truck tractor and three 
trailing units, and (3) Other. This preserves the freeze required by 
the ISTEA without limiting the discretion allowed by some States before 
June 1, 1991.

Vehicles Submitted by States but Excepted From or Not Subject to 
Section 4006 of the ISTEA

    In preparing the March 20, 1992, NPRM and the February 25, 1993, 
SNPRM, the FHWA decided not to include certain vehicle combinations 
submitted by the States, which it determined Congress did not intend to 
include in the ISTEA freeze. No additional information regarding 
conditions, routes, or authority to operate these vehicles was 
required. In addition to describing the categories of vehicles proposed 
for exemption, a detailed listing by State of the vehicles submitted 
but exempted was contained in the SNPRM.
    In its comments, the ATA urged the FHWA to include in the 
regulatory language of the final rule the list of exempted vehicles 
included in the preamble to the SNPRM. The basis for the ATA's 
suggestion was ``to ensure that only the vehicles intended by Congress 
are restricted and to help clarify the intent of the restriction for 
enforcement and judicial purposes.'' The ATA's proposal was to include 
the list of excepted vehicles in an expanded definition of LCV in the 
final rule.
    The categories of multiple cargo unit vehicles exempted from 
coverage by the freeze include: (1) Truck tractor-semitrailer-trailer 
and truck tractor-semitrailer-semitrailer combinations with a maximum 
length of the individual cargo units of 28.5 feet or less, (2) 
conventional automobile and boat transporters with an overall length of 
65 feet or less, (3) stinger-steered automobile and boat transporters 
with an overall length of 75 feet or less, (4) truck-trailer and truck-
semitrailer combinations with an overall length of 65 feet or less, (5) 
maxi-cubes, (6) most tow trucks with vehicles in tow, and (7) 
combination vehicles which include a truck tractor containing a 
dromedary box, deck, or plate, and one semitrailer or trailer. With 
respect to the dromedary equipped vehicle exclusion, strict 
interpretation of ISTEA section 4006 would include this equipment under 
the freeze. By its function, a dromedary box, deck, or plate is a 
cargo-carrying unit. When combined with a semitrailer, the result is 
technically a combination with two cargo-carrying units, thus 
subjecting the combination to the freeze. However, dromedary equipped 
truck tractors in actual operation on December 1, 1982, are 
grandfathered under Sec. 658.13(f), causing a combination consisting of 
one of these units and a semitrailer to be considered as simply a truck 
tractor-semitrailer under the provisions of part 658. Dromedary 
equipped semitrailer combinations are a minor segment of the industry 
which probably escaped the notice of Congress, and which would require 
a good deal of additional time and effort to list. Should States or 
carriers try to evade the ISTEA freeze mandate by expanding the size of 
these unlisted combinations, the FHWA may have to initiate rulemaking 
to close this loophole.
    The exclusion information is codified by this final rule at 
Sec. 658.23(b)(1) through (b)(5). The list of exempted vehicles by 
State included in the SNPRM has not been codified, however, because of 
the likelihood that it is not a complete list. The original instruction 
to the States about these vehicles was to submit anything they thought 
might be covered by the freeze. Since the effect of ATA's comment would 
be to exempt only those vehicle combinations listed, some States could 
be penalized in terms of allowing certain vehicles simply because they 
reviewed the guidelines and made a decision that certain vehicles were 
not involved in the freeze coverage.
    The definition of LCV used throughout this proceeding is that 
established in the ISTEA. In the interest of avoiding confusion with 
respect to terminology, the FHWA will not amend the LCV definition at 
this time.

Documentation of Actual Operation

    Under the terms of ISTEA section 1023, an LCV may continue to 
operate only if on or before June 1, 1991, the specific configuration 
was (1) legally allowed in the State and (2) was in actual lawful 
operation on a regular or periodic basis. Under section 4006, the 
overall length of two or more cargo-carrying units used in a specific 
configuration may not exceed the length allowed by State law, and in 
actual lawful operation on a regular or periodic basis, on or before 
June 1, 1991. If a specific multi-trailer configuration was authorized 
by State statute or regulation, but not in actual lawful operation on a 
regular basis on or before June 1, 1991, it may not now be put into 
service.
    All of the vehicles listed in appendix C meet the requirements for 
continued operation set forth in ISTEA sections 1023 and 4006.
    The information on these vehicles which the States supplied in 
response to the ISTEA, the March 20, 1992, NPRM and the February 25, 
1993, SNPRM, satisfies the legal requirement for operation, i.e., 
authorized by State law. In a similar manner, various commenters, 
responding to a request contained in the SNPRM, have documented the 
actual operation on a regular or periodic basis of the vehicle 
combinations listed.
    The SNPRM requested information, from any source, to show the 
actual operation of vehicles described in appendix C. While a copy of 
the special permit under which operations occurred was listed as the 
preferred means of satisfying the documentation requirement, any item 
which could support operation of these vehicles would be considered as 
acceptable.
    In an early response to the docket, the ATA expressed concern that 
the FHWA was placing a ``tremendous burden on State DOT's and the 
trucking industry to satisfy a totally new requirement in a very short 
time period.'' The SNPRM allowed for a 45-day comment period with April 
12, 1993, as the docket closing date. The ATA also stated that ``(i)t 
is unlikely that two year old copies of the actual permit will be 
available,'' and that working with the permit issuing offices in each 
State to locate these records would ``no doubt be a very time consuming 
and cumbersome process.'' As an alternative, the ATA suggested that the 
FHWA allow the submission of an affidavit from a carrier and/or State 
agency to satisfy the documentation requirement, and further that a 
time extension be granted to allow appropriate review and certification 
of these documents, if allowed. A request for a time extension for the 
docket was also received from the WTA and Coastal Chem Sales Company of 
Cheyenne, Wyoming. The need to accurately comply with the actual 
operation documentation requirement was given as the reason for the 
request.
    In its comments, the CRASH stated that the proof requirement 
contained in the SNPRM was ``far too broad, and (could) easily lead to 
mistake or fraud.'' That organization argued that anything less than 
``verifiable documentary evidence created and dated on or before June 
1, 1991, specifically detailing the vehicle length, weight, 
configuration and routes traveled'' would fail to comply with ISTEA 
requirements.
    In reviewing the time extension requests, the FHWA agreed that more 
time was needed to help assure that accurate and complete documentation 
information, including affidavits, was submitted to the docket. On 
April 14, 1993, a 45-day extension of the comment period, to May 27, 
1993, was published in the Federal Register at 58 FR 19367. The type of 
information the CRASH argued the FHWA should require appears to exceed 
the documentation most States demand of LCV operators. It would distort 
the purpose of the ISTEA freeze to ban certain vehicles or routes 
simply because the States lacked the foresight to issue permits that 
met the maximum possible data requirements of a Federal law not yet 
enacted.
    An affidavit made by an individual familiar with the issue at hand 
is both reasonable and within the documentation parameters established 
by the SNPRM. The authenticity of any document proposed as evidence to 
support activity occurring over 2\1/2\ years ago could be challenged by 
any party. Of the possible items of documentation which could be 
submitted, a notarized affidavit may be the least susceptible to 
alteration. It represents an individual's witnessed, sworn statement.
    An affidavit could, of course, be fraudulent, and the FHWA would be 
reluctant to take regulatory action based solely on an affidavit 
without other support. In fact, however, affidavits are merely one kind 
of information which the FHWA has combined with other types of 
documentation to demonstrate the operation of vehicles that State law 
and/or regulation allows. In addition, section 1023(c) of the ISTEA 
amended 23 U.S.C. 141(b) by adding at the end the following sentence: 
``Each State shall also certify that it is enforcing and complying with 
the provisions of section 127(d) of this title and section 411(j) of 
the Surface Transportation Assistance Act of 1982 (49 U.S.C. App. 
2311(j))'' (emphasis added). Additional discussion of the certification 
change is contained elsewhere in this document. However, for this 
discussion the statement means that if a State is found not to be 
complying with the ISTEA LCV requirements, it will be subject to 
Federal-aid highway funding sanctions involving millions of dollars 
annually.
    Documentation of operation of the vehicles listed in appendix C for 
each State was provided to the docket by the following sources. All 
original submissions are filed in docket number 92-15.

Alaska: Five carriers, State Department of Commerce and Economic 
Development
Arizona: Seven carriers, one shipper, State Department of 
Transportation (DOT)
Colorado: Seven carriers, State DOT
Florida: Three carriers, three private fleets
Hawaii: One private fleet, State DOT
Idaho: Fifteen carriers, six private fleets, one agricultural 
cooperative, one owner-operator, State DOT
Indiana: Five carriers, State DOT
Kansas: Five carriers, one private fleet, State DOT, State Turnpike 
Authority
Massachusetts: Two carriers, State Turnpike Authority
Michigan: State DOT
Mississippi: State DOT
Missouri: Three carriers, State Highway & Transportation Department
Montana: Ten carriers, one shipper, five private fleets, one owner-
operator, State DOT
Nebraska: State Department of Roads
Nevada: Thirteen carriers, one shipper, one private fleet, one 
agricultural cooperative, one owner-operator
New Mexico: One carrier, State Taxation and Revenue Department
New York: Two carriers, State Motor Truck Association, State DOT, 
State Thruway Authority
North Dakota: Four carriers, four private fleets, State DOT
Ohio: Four carriers, State Turnpike Commission
Oklahoma: Nine carriers, four private fleets
Oregon: Fourteen carriers, three private fleets, one agricultural 
cooperative, State DOT
South Dakota: Four carriers, one shipper, three private fleets, 
State Trucking Association, State Highway Patrol, State DOT
Utah: Sixteen carriers, one shipper, three private fleets, one 
agricultural cooperative, one owner-operator, State Motor Truck 
Association, State DOT
Washington: Five carriers, one shipper, two private fleets, one 
agricultural cooperative, one owner-operator, State DOT
Wyoming: Six carriers, two shippers, four private fleets, one owner-
operator, three individuals, State DOT

    The following vehicle combinations included in the SNPRM, or 
comments thereto, have not been included in appendix C for the reasons 
given.

    California: ``Triple,'' including a 28-foot semitrailer, two 28-
foot trailers, an overall length of 107.4 feet, and a maximum gross 
vehicle weight of 111,000 pounds. ``Rocky Mountain Double,'' 
including a 48-foot semitrailer, a 28-foot trailer, an overall 
length of 93.2 feet, and a maximum gross vehicle weight of 106,850 
pounds. ``Turnpike Double,'' including a 48-foot semitrailer, a 48-
foot trailer, an overall length of 116.7 feet, and a maximum gross 
vehicle weight of 122,650 pounds.

    Two permits were issued by the California Department of 
Transportation (Caltrans) for ``Triples'' at the request of the 
California legislature in 1971 in order to conduct a test to evaluate 
the possible allowance of ``Triples'' in California. In 1983, permits 
were issued to allow the operation of the above described vehicle 
combinations in order to conduct an over the road test of these 
vehicles. The State, in its comments, points out that the 1983 tests 
were conducted, in part, to assist the FHWA in its study of the costs 
and benefits of a national intercity LCV route network.
    Based on these two occurrences, California claims the right to 
issue permits for good cause for the future operation of these vehicles 
up to the limits stated.
    The FHWA has rejected California's claim because it fails to meet 
the standard for ``regular or periodic'' use established by Congress in 
writing the ISTEA. According to the Conference Report on the ISTEA 
(H.R. Conf. Rep. No. 404, 102d Cong., 1st Sess. 314 (1991)), ``Use of 
an LCV on only one or two occasions pursuant to a special permit would 
not provide a basis for satisfactorily certifying grandfather rights or 
operations under this subsection.'' Clearly the California situation 
falls within the scope of the congressional guidance. ``Triples'' were 
allowed twice, for very brief periods 12 years apart, the last being 
more than 10 years ago. ``Turnpike Doubles'' and ``Rocky Mountain 
Doubles'' were authorized only once, over 10 years ago, during a single 
5-day period. These occurrences do not constitute ``regular or 
periodic'' use.

    Connecticut: Vehicle and trailer for carrying poles, lumber, 
piling, or structural units.

    No documentation was received in the docket to support the actual 
operation of this vehicle on or before June 1, 1991. This vehicle was 
originally included because it appeared to meet the LCV or extra-length 
multi-unit commercial vehicle requirements. This vehicle is made up of 
a truck tractor and a dolly unit. Since the weight of a cargo, for 
example utility poles, is carried partially by the truck tractor and 
partially by the dolly unit, the argument might be made that this 
vehicle has two cargo-carrying units.
    In fact, the load and rear dolly combine to create a de facto 
semitrailer. Truck tractor-semitrailers are not subject to the freeze.

    Delaware: Truck tractor-semitrailer-trailer, with a cargo-
carrying length of 62 feet.

    No documentation was received in the docket to support the actual 
operation of this vehicle on or before June 1, 1991. The initial 
submission by Delaware, to satisfy the LCV freeze requirements, 
indicated that the listed combination was allowed by State law wherein 
each trailing unit could be up to 29 feet long. The 62-foot length was 
derived by adding 4 feet for interunit spacing to the twin 29-foot 
dimension. Due to the de-listing of a vehicle combination with twin 29-
foot units, the maximum length of any one unit in a multi-unit 
combination vehicle reverts to 28.5 feet, that allowed by the STAA of 
1982.

    Louisiana: ``Rocky Mountain Double-LCV,'' with a cargo- carrying 
length of 75 feet.

    No documentation was received in the docket to support the actual 
operation of this vehicle on or before June 1, 1991. The initial 
submission by Louisiana, to satisfy the LCV freeze requirements, 
indicated the listed combination was allowed by State law wherein each 
trailing unit could be up to 30 feet long. The 75-foot length was 
derived by adding the maximum interunit spacing allowed by State 
regulation of 15 feet to the twin 30-foot dimension. Due to the de-
listing of a vehicle combination with twin 30-foot units, the maximum 
length of any one unit in a multi-unit combination vehicle reverts to 
28.5 feet, that allowed by the STAA of 1982.

    New Hampshire: Truck-trailer combination with a cargo-carrying 
length of 85 feet.

    No documentation was received in the docket to support the actual 
operation of this vehicle on or before June 1, 1991. The initial 
submission by New Hampshire, to satisfy the LCV freeze requirements, 
indicated the listed combination was allowed because State law does not 
prohibit a straight truck of up to 40 feet long from pulling a trailer 
that may be up to 48 feet long. Due to the de-listing of the described 
vehicle combination, the maximum cargo-carrying length of any truck-
trailer combination on NN highways reverts to 58 feet. This length is 
derived by subtracting 7 feet for the cab from the 65-foot overall 
length for this combination allowed by this rule without a requirement 
to document actual operations. Off the NN, the maximum lengths allowed 
by State law continue to apply.

List of ISTEA Vehicle Operations and Conditions

    In addition to the lists of vehicle configurations, the ISTEA also 
required each State to submit a copy of all its statutes, regulations, 
limitations, and conditions which apply to the operation of each of the 
LCV's or extra-length vehicles reported as in use on or before June 1, 
1991.
    The content of the States' original responses to this request 
covered the full range of what could be supplied, both in terms of 
items covered and volume of material. The diversity of the contents of 
the responses was so great that the FHWA determined that before any 
list could be finalized, increased uniformity would be necessary. One 
of the subheadings for each LCV or extra-length vehicle described in 
the NPRM was ``Operational Conditions.'' The information in the NPRM 
was taken directly from the initial State responses to the LCV 
information request contained in the ISTEA, regardless of content. In 
those cases where another document was referenced, the FHWA attempted 
to summarize that document. Because of the differences in State-
provided responses, there was little consistency as to coverage or 
depth. Therefore, in addition to asking for comments, the NPRM also 
asked the States and all other sources, including industry trade 
groups, either to reformat existing information, or to provide new 
information following a suggested format. Those States which allow 
LCV's or extra-length vehicles were requested to provide the 
operational condition information in the following subheadings: WEIGHT, 
DRIVER, VEHICLE, PERMIT, and ACCESS. 
    The information included in the SNPRM reflected the States' and 
other responses to the NPRM request.
    The SNPRM included specific vehicle descriptions for 30 States. 
Comments were received concerning those descriptions for 23 States. The 
vehicle descriptions included in appendix C to part 658 by this final 
rule have been modified, where appropriate, by comments received and by 
the change in categories described earlier. Comments, changes, and 
corrections made to appendix C information will be discussed by State, 
by subheadings, in the same order that they appear in appendix C:

STATE NAME
COMBINATION:
LENGTH OF THE CARGO-CARRYING UNITS:
MAXIMUM ALLOWABLE GROSS WEIGHT:
OPERATIONAL CONDITIONS:
    WEIGHT:
    DRIVER:
    VEHICLE:
    PERMIT:
    ACCESS:
ROUTES:
LEGAL CITATIONS:
OTHER COMMENTS:

    Other comments considered, that did not result in a change, will be 
discussed at the end. Any heading not included in the discussion means 
that the information included in the SNPRM was accurate, and the same 
information has been included in appendix C as published by this final 
rule.

Alaska

OPERATIONAL CONDITIONS:
    WEIGHT: The State DOT commented that the weight restriction 
discussion in the SNPRM for Alaska should not apply because the section 
1023 freeze applies only to the Interstate System, and Alaska does not 
have Interstate System mileage designated under 23 U.S.C. 103, 139(a), 
or 139(b). The FHWA agrees with this comment. Accordingly, the weight 
condition for each vehicle described has been revised to indicate that 
a carrier has to be in compliance with State laws and regulations and 
does not list maximum weight limit values. In addition, because LCV's, 
as defined in the ISTEA, do not operate in Alaska due to the lack of 
Interstate System mileage, the ``LCV'' notation previously included by 
the combination description has been removed.
    VEHICLE: The State indicated that the hours of operation for three 
trailing unit combinations are established by permit and not by 
regulation. Accordingly, this has been removed from the ``VEHICLE'' 
discussion.
    PERMIT: The SNPRM noted that permits were required for divisible 
loads. The State commented that this was incorrect. Permits are only 
required for nondivisible loads.
OTHER COMMENTS:
    The CRASH stated that Alaska Administrative Permit Manual Section 
11.6 provides that ``all oversize or overweight vehicles not in convoy 
shall maintain a minimum distance of 800 to 1,500 feet from any other 
oversize vehicle or vehicle with load and pilot car traveling in the 
same direction on the same highway in rural areas.'' Since Alaska is 
not contiguous to any other State this type of information would be of 
little use to any out-of-State trucker. Any vehicle requiring a permit 
would be subject to the Alaska permit rules which would be given to the 
driver when the permit was obtained. Therefore, in view of its limited 
usefulness in terms of general information, we will not add this 
provision to appendix C.
    Section 4006(a) of the ISTEA provides that Alaska ``may allow 
operation of commercial motor vehicle combinations which were not in 
actual operation on June 1, 1991, but which were in actual operation 
prior to July 6, 1991.'' Verification has been furnished that 
``Triples'' with trailers not over 45 feet in length were in actual 
operation under permit prior to July 6, 1991. The CRASH believes that 
the operation of ``Triples'' after June 1, 1991, was authorized only on 
an experimental basis as provided in 17 AAC 25.106(b)(4). However, the 
ISTEA allows the continued operation of any combinations put into 
service between June 2 and July 5, 1991, without further condition. 
Therefore, ``Triples'' may continue to operate, as indicated in 
appendix C.
    The State advised that under Alaska regulations, a truck tractor 
equipped with a dromedary box is defined as not being cargo carrying. 
Dromedary boxes do in fact carry cargo. However, for the reasons given 
above, the FHWA has decided for the time being not to list the cargo-
carrying length of dromedary tractor-semitrailer combinations.
    The State indicated that an additional route, AK-1 from Palmer-
Wasilla Highway Junction to Wishbone Hill Coal Access Road, must be 
added to Alaska's routes chart under the caption for ``Rocky Mountain 
Double-LCV'' (58 FR 11467) of the SNPRM. However, this is incorrect 
because the freeze on vehicle length is applicable only on the NN, and 
this is not an NN route. The State is free to regulate the size and 
weight of vehicles off the NN as it sees fit.

ARIZONA

LEGAL CITATIONS:
    The CRASH stated that Arizona statute ARS 28-1011.N should not be 
shown as authority for permitting overweight vehicles on the NN since 
it only covers the issuance of permits on other than NN routes. We 
agree, since the provisions of Section 4006 of the ISTEA apply only to 
vehicles on the NN. Therefore, ARS 28-1011.N has been deleted from the 
``Legal Citations'' for Arizona in appendix C.
OTHER COMMENTS:
    The CRASH stated that the legal size for ``Rocky Mountain Doubles'' 
is 90 feet, and not 92 feet as shown in proposed appendix C contained 
in the SNPRM. Arizona statute ARS 28-1011.A provides that the Arizona 
DOT may issue oversize permits for vehicles exceeding otherwise 
applicable length limits on the State highway system. Further, the 
change in categories from those listed in the SNPRM makes this a moot 
point insofar as the final appendix C is concerned.
    The CRASH stated that the State may not issue ``verbal policy 
directives'' authorizing overlength vehicles. It adds that the State 
appears to be violating its own statutes. The question cannot be 
resolved in this proceeding but the FHWA will investigate the issue in 
connection with Arizona's certification of compliance with 49 U.S.C. 
app. 2311(j).
    The CRASH also stated that weight limits for LCV's on US 89A and I-
15 cannot be determined under ARS 28-1011.N. The FHWA agrees. Since the 
ISTEA freezes the weight of LCV's only on the Interstate System, we 
will not further consider weight limits on US 89A. The State indicated 
that the maximum allowable weight limits for all LCV's on the 
Interstate System is 111,000 pounds, except for ``Triples,'' which it 
said are subject to a maximum allowable weight of 123,500 pounds. The 
111,000-pound maximum weight limits are specifically authorized under 
ARS 28-1011.M, and higher maximum weights may be authorized under ARS 
28-1011.A on the State highway system. Since the State indicated that 
the highest weight authorized for ``Triples'' on or before June 1, 
1991, was 123,500 pounds, that value is retained in appendix C.

COLORADO

LENGTH OF THE CARGO-CARRYING UNITS:
    Appendix C in the SNPRM showed the cargo-carrying length for 
``Rocky Mountain Doubles'' in Colorado as 85 feet, for ``Turnpike 
Doubles'' 95 feet, for ``Triples'' 95 feet, and for truck-trailer 
combinations as 78 feet. However, on June 1, 1991, the State actually 
allowed one of the trailing units in ``Rocky Mountain Doubles'' to be 
up to 48 feet long and the other up to 28 feet 6 inches long, with not 
over 15 feet of hitch between the two units, or a total cargo-carrying 
length of 91.5 feet. The State also allowed ``Turnpike Doubles'' to 
have two trailers of approximately equal length, not to exceed 48 feet 
each, with a hitch not to exceed 15 feet in length. The resulting 
cargo-carrying length becomes 111 feet. Revised appendix C has been 
changed to reflect these values.
    The State allowed ``Triples'' to have three trailing units, not to 
exceed 28.5 feet, with a 15-foot hitch between the trailing units. 
Appendix C has been changed to a cargo-carrying length of 115.5 feet to 
reflect this.
OPERATIONAL CONDITIONS:
    PERMIT: The State requested that a new sentence be added after the 
first sentence under the ``Permit'' provisions for ``Rocky Mountain 
Doubles'' in appendix C as follows: ``Also, the vehicle must purchase 
an overweight permit pursuant to C.R.S. 42-4-409(11)(a)(II)(A), (B), or 
(C), and comply with Rule 4-15 in the rules pertaining to Extra-Legal 
Vehicles or Loads.'' The State also commented that the time 
restrictions on the operation of ``Rocky Mountain Doubles'' in the next 
sentence should be changed from 7 a.m. to 6 a.m. and from 4 p.m. to 3 
p.m. and that the sentence in parentheses should read as follows: 
``('Rocky Mountain' doubles not operating at greater than the legal 
maximum weight of 80,000 pounds are subject to different hours of 
operation restrictions. Refer to rules pertaining to the Operation of 
Longer Vehicle Combinations on Designated State Highway Segments).'' 
The CRASH said motor carriers that operate ISTEA vehicles must have an 
established safety program as provided in Chapter 9 of the Colorado 
Department of Highways Rules and Regulations for Operation of Longer 
Vehicle Combinations on Designated State Highway Segments. Elements of 
the program include compliance with minimum safety standards at 8 CCR 
1507-1; hazardous materials regulations at 8 CCR 1507-7, 8, and 9; 
Colorado Uniform Motor Vehicle Law, Articles 1 through 4 of Title 42, 
C.R.S., as amended; and Public Utility Commission's regulations at 4 
CCR 723-6, 8, 15, 22, and 23. Revised appendix C includes these 
changes.
ROUTES:
    Appendix C in the SNPRM indicated routes on which ``Rocky Mountain 
Doubles'' could travel as ``National Network routes except that LCV's 
may not operate on I-70 from Exit 90 to Exit 259.'' However, the State 
indicated that they essentially may operate only on the Interstate 
System. Appendix C has been amended accordingly.
LEGAL CITATIONS:
    The State said that in the ``Legal Citations'' for ``Rocky Mountain 
Doubles,'' 42-4-407(1)(C)(III)(A), should be corrected by changing the 
capital ``C'' to a small ``c.'' It also said that provisions following 
this citation should be deleted and the following added: ``LVC's must 
comply with Longer Vehicle Combination Rules and the Extra-Legal 
Vehicles or Load Rules. However, when the rules address the same 
subject, the LVC, since it is operating at greater than 80,000 pounds, 
must comply with the Extra-Legal Vehicles or Loads Rules. Such rules 
are: 4-1-2 and 4-1-3 concerning holiday travel restrictions, 4-1-5 
concerning hours of operation restrictions, 4-8 concerning minimum 
distance between vehicles and 4-15 concerning maximum allowable gross 
weight.'' These changes have been made.
OTHER COMMENTS:
    The State pointed out that no maximum gross weight is shown in 
connection with the truck-trailer combination listed in appendix C. 
This is correct because a truck-trailer combination is not an LCV as 
defined in the ISTEA since it is not a combination of a truck tractor 
and two or more trailers or semitrailers. Therefore, its maximum weight 
on the Interstates is not frozen as of June 1, 1991, but remains as 
provided in 23 U.S.C. 127(a). The listing for this combination has been 
changed in appendix C by adding ``WEIGHT'' as a separate category under 
``Operational Conditions'' and indicating that the vehicle must be in 
compliance with State laws and regulations.
    The State also noted that ``Rocky Mountain Doubles'' could operate 
from milepoint 8.9 to milepoint 9.7 on State Highway 133 in Delta. 
However, as this is not on the Interstate System or the NN, the ISTEA 
freeze provisions do not apply. Accordingly, the route is not listed in 
the vehicle descriptions. The CRASH said that prior to June 1, 1991, 
``Rocky Mountain Doubles'' could operate on I-70 from the Utah State 
Line only to State Highway 65 (Exit 49). In fact, the route was 
extended from State Highway 65 to State Highway 13 (Exit 90) on April 
5, 1990. Since this was prior to June 1, 1991, ``Rocky Mountain 
Doubles'' may continue to operate from the Utah State Line to State 
Highway 13 (Exit 90) after that date.
    The State also commented that the freeze on the operation of LCV's 
on the Interstate System and the freeze on the operation of CMV's with 
two or more cargo-carrying units on the NN may create administrative 
and enforcement problems. However, it also recognized that this arises 
from the ISTEA and cannot be changed in this proceeding.

FLORIDA

COMBINATION:
    The State commented that Florida law and rules contain no 
references to ``Rocky Mountain Doubles'' and that all references to 
them in appendix C should be deleted. The revision of the categories 
used in appendix C, as presented by this final rule, addresses the 
State's concern over nomenclature.
OTHER COMMENTS:
    Florida commented that the 106-foot length previously given for 
``Turnpike Doubles,'' now shown for a truck tractor and two trailing 
unit combination, is incorrect. The maximum length should be 116 feet. 
The 116-foot dimension is the maximum overall vehicle length 
established by State regulation. Appendix C is a listing which includes 
maximum cargo-carrying length. The convention used throughout this 
rulemaking is that, in the absence of any information to the contrary, 
cargo-carrying length for a truck tractor combination is the maximum 
overall length minus 10 feet. Thus, 106 feet remains the cargo-carrying 
length value for Florida's truck tractor and two trailing unit 
combination.
    The State also expressed concern over the fact that the vehicles 
listed for Florida are not considered LCV's as provided in the ISTEA 
definition, because the route on which they operate, Florida's 
Turnpike, is not part of the Interstate System. The State made the 
point that the twin-trailer combinations which operate on the Florida 
Turnpike match the configuration and weight criteria for LCV's, and 
only an administrative action, whether or not the Turnpike is part of 
the Interstate System, keeps them from being designated as such.
    Until the ISTEA was enacted, the meaning of the term LCV differed 
from one region to another, and sometimes depended on the commodity 
being transported. By providing a definition of LCV, Congress has 
provided a basis for describing these combinations on a national basis. 
Any combination which does not meet all of the criteria, including 
operation on the Interstate System, is not to be considered an LCV.

IDAHO

OTHER COMMENTS:
    The CRASH stated that the SNPRM omitted the provisions for time-of-
travel restrictions for overlegal loads published in Idaho 
Transportation Department Rule 39.C.11.5, and the requirement that an 
applicant for a permit certify that the load is indivisible. These 
restrictions apply only to nondivisible loads as indicated in Rule 
39.C.11.4.c. There are no time-of-day restrictions for Extra-Length 
Vehicle Combinations operating under permits issued pursuant to Rule 
39.C.22. The CRASH also indicated that time-of-travel restrictions 
applied to overweight loads under Rule 39.C.11.5. Although the rule is 
entitled ``Time of Travel Restrictions for Overlegal Loads,'' the text 
deals only with ``oversize'' loads. The CRASH said that the SNPRM 
omitted seasonal weight limits in Rule 39.C.14. The Rule simply 
provides that such limits will be posted. Therefore, they are in the 
same category as speed limits or other general restrictions that all 
vehicles must observe.
    The ``Dromedary tractor semitrailer'' combination listed in the 
SNPRM has been removed from appendix C due to the exclusion of such 
combinations from the list as discussed earlier. The ``Dromedary 
tractor semitrailer trailer'' combination has also been removed from 
appendix C due to the dromedary equipment exclusion. This vehicle is 
covered by the listing for the truck tractor and two trailing unit 
LCV's.

INDIANA

OPERATIONAL CONDITIONS:
    VEHICLE: The CRASH commented that the SNPRM omitted several 
equipment requirements for all LCV combinations including those for 
emergency equipment, safety chains, lights, reflectors, and for three 
trailing unit combinations, spray-suppressant mud flaps. All of these 
items have been added to appendix C.
    PERMIT: The CRASH indicated that maximum speed and the State wind 
operational restrictions were omitted from the permit discussion. These 
have been added.
OTHER COMMENTS:
    The CRASH also commented that the State 3-inch sway limitation was 
not included in the SNPRM. The requirement was, in fact, included in 
the SNPRM and has been retained in this final rule.

KANSAS

MAXIMUM ALLOWABLE GROSS WEIGHT:
    The State commented that the maximum allowable gross weight listed 
for ``Triples'' in the SNPRM was incorrectly listed as 110,000 pounds 
and that the value should instead be 120,000 pounds. The 110,000-pound 
limit applies only to three trailing unit operations on I-70 between 
the Colorado State Line and Goodland. The Kansas Turnpike allows these 
combinations to operate at 120,000 pounds. This change has been made in 
appendix C.
OPERATIONAL CONDITIONS:
    Under the Operational Conditions described for ``Triple--LCV'' in 
the SNPRM, the phrase at the beginning of the section ``called special 
vehicle combinations (SVC's) in Kansas,'' has been deleted in appendix 
C at the request of the State. The term ``SVC'' applies only to 
operations on I-70 between the Colorado State Line and Goodland. It 
does not apply on the Turnpike.
    DRIVER: At the request of the State, the wording has been corrected 
to accurately differentiate between SVC operations and operations on 
the Turnpike.
    VEHICLE: The CRASH commented that vehicle equipment requirements 
concerning lateral movement in the travel lane and anti-spray devices 
were not included in the SNPRM for SVC operations. Both items are now 
included in appendix C.
    PERMIT: The CRASH commented that the permit discussion for SVC 
operations did not include the requirement to have insurance coverage 
of certain amounts. Appendix C has been changed to reflect the 
requirement to have insurance coverage, however, the amounts are not 
included in appendix C. The amount of insurance coverage is not an item 
that is directly related to the size and weight of LCV's.
    ACCESS: SVC access was not included in the SNPRM because SVC 
operations were not included. Appendix C now includes SVC access 
provisions according to comments provided by the State.
ROUTES:
    I-70 in Western Kansas: Kansas allows SVC's on the short segment of 
I-70 from Goodland to the Colorado State line. Kansas submitted this 
information and it was published in the NPRM. The FHWA subsequently 
learned that SVC operations began on that route only on May 31, 1991, 
the day before the June 1 freeze date.
    The ISTEA provides that LCV's (including SVC's) must have operated 
``on a regular or periodic basis'' on or before June 1, 1991 (23 U.S.C. 
127(d)(1)(A)). According to the ISTEA conference report:

    To be considered ``regular or periodic'' use, operations must 
have occurred at recurring intervals over a period of time. 
Moreover, periodic operations must have occurred on an intermittent 
but consistent basis. Use of an LCV on only one or two occasions 
pursuant to a special permit would not provide a basis for 
satisfactorily certifying grandfather rights or operations * * * . 
(H.R. Rep. No. 404, 102d Cong., 1st Sess., at 314 (1991))

Because SVC operations on I-70 did not appear to be ``regular or 
periodic'' by this standard, the FHWA revised the SNPRM to remove the 
Goodland segment from the list of authorized Kansas LCV routes.
    Thirty-seven commenters discussed this subject, and all of them 
favored restoration of the I-70 route. Yellow Corporation, the parent 
company of Yellow Freight, explained in detail how the problem arose. 
Yellow Freight uses a hub and spoke system. The company commented that 
``(w)here distances between hubs do not allow for the journey to be 
made within the ten-hour federal drivers hours of service limit, Yellow 
Freight has established driver relay facilities (where) * * * drivers * 
* * are changed, with the equipment moving on to meet customer service 
demands.'' Yellow Freight has for 25 years maintained a driver relay 
facility at Goodland which serves vehicles moving between its Kansas 
City and Denver hubs. ``Linehaul drivers leave Kansas City westbound to 
Goodland, layover and return eastbound the next day. Goodland-domiciled 
linehaul drivers operate a turn between Goodland and the Denver hub.''
    Colorado authorized triple-trailer and other large combinations in 
1989. Unlike competitors with facilities in eastern Colorado, Yellow 
Freight was unable to use these vehicles between Goodland and Denver 
because Kansas did not allow them on I-70. Rather than move its relay 
facility into Colorado or forgo the economic advantages of ``Triples,'' 
Yellow Freight asked Kansas in September 1989, to allow SVC's on
I-70 between Goodland and the Colorado line. The Kansas Department of 
Transportation (KDOT) announced a rulemaking proposal in January 1990, 
that would have allowed ``Triples'' on all Kansas Interstates. The 
Kansas Railroad Association (KRA) responded by having a bill to ban 
``Triples'' introduced in the legislature; the KDOT withdrew its 
proposal. Yellow Freight and the KRA negotiated a compromise which, 
among other things, allowed triple-trailer combinations on the Goodland 
segment of I-70. The bill was approved on April 12, 1990, and SVC 
regulations to implement it were promulgated on March 4, 1991. Yellow 
Freight ran one ``Triple'' on May 31, 1991, and a second on June 1.
    Both Yellow Freight and the KDOT place much of the blame for delays 
in issuing the permits required to start
I-70 operations on the FHWA's failure to clarify its position on the 
State's grandfather rights in a timely fashion. The FHWA and a number 
of States--not including Kansas--had long disagreed on the question of 
whether LCV operations were legitimately grandfathered. One of the 
purposes of the LCV freeze was to resolve these disputes by ratifying 
actual operations allowed by State law on June 1, 1991. The KDOT's 
announced intention to allow SVC's on I-70 was one more indication of 
the rapid spread of LCV's in States west of the Mississippi. Because of 
the desirability of a uniform policy toward all States that allowed LCV 
operations, the FHWA did not immediately address the question of 
Kansas' grandfather rights. However, on April 8, 1991, just over a 
month after the KDOT's regulations authorizing SVC permits became 
effective, the FHWA asked for an opinion by the Kansas Attorney General 
(AG). The KDOT requested the opinion on April 26, 1991, and the AG 
replied on May 30, 1991, that the State's grandfather rights were broad 
enough to encompass SVC operations on I-70. Since the issue here is 
``regular or periodic'' operations, it would serve no purpose to 
discuss the AG's grandfather claims. The KDOT quickly issued an annual 
SVC permit to Yellow Freight and operations began the following day.
    The State's regulatory process was not completed until March 4, 
1991, and the Kansas AG required more than a month to respond to the 
KDOT's request for an opinion. The FHWA had no part in these delays. It 
is true, however, that the KDOT made a good faith effort to satisfy the 
FHWA's legal concerns and postponed the start of SVC operations on I-70 
until the deadline included in the draft ISTEA legislation had nearly 
passed. We do not wish to penalize Kansas simply for cooperating with 
the FHWA.
    Yellow Freight asserted that ``(a)s originally drafted, the Federal 
LCV freeze date would have been April 1, 1991. Senator Dole's office 
intervened to move that federal freeze date to June 1, 1991, 
specifically to accommodate the Goodland triples route.''
    In its comments in response to the SNPRM, the ATA said:

    ATA was deeply involved in the Congressional deliberations 
leading to the LCV freeze. It is our understanding that the language 
in the Conference report was designed to preclude establishing LCV 
operations based on single trip permits for infrequent truck 
movements. Therefore one or two movements of heavy machinery by a 
specialized carrier would not create ``grandfathered rights.''
    ATA understands that for Kansas, a single trip permit would 
normally be issued for ``occasional use'' purposes. It is clear that 
the intent of the (SVC) permit was for multiple trip purposes and 
not occasional ``one or two trips.'' The permit had been applied for 
long before the freeze language was proposed. It was only a matter 
of timing that so few trips were made.

    There is nothing in the ISTEA legislative history that clarifies 
the meaning of ``regular or periodic basis,'' but the ATA's 
interpretation is plausible, especially in view of the Caltrans' 
response to the SNPRM. The Caltrans stated that it

    [I]ssued two permits, at the request of the California 
Legislature, allowing two vehicle combinations with three 26.5-foot 
trailers to operate from October 27 to November 5, 1971. These 
vehicle combinations had an overall length of 94.25 feet with gross 
vehicle weights of 76,800 pounds and 90,000 pounds. The 1971 permits 
were issued to gather information on truck tractor and triple 
trailer combination operations. The information was used to consider 
whether triple combination operations should be allowed in 
California.

    In 1983, the Caltrans issued permits for operational tests of (1) a 
111,000-pound ``Triple'' (28-foot trailers) between October 24-28; (2) 
a 106,850-pound ``Rocky Mountain Double'' (48-foot semitrailer, 28-foot 
pup) between November 7-10; and (3) a 122,650-pound ``Turnpike Double'' 
(two 48-foot trailers) between November 14-18. The Caltrans argued that

    California retains the right to issue an extralegal permit for 
good cause to operate a divisible combination of vehicles exceeding 
the maximum size or weight limits with specific guidance provided by 
the California Legislature.

    The brief tests performed by California one and two decades ago, 
which never resulted in the authorization of LCV's, are certainly among 
the minimal operations that the requirement for ``regular or periodic'' 
use was intended to exclude. The FHWA has therefore declined to list 
these vehicles in appendix C.
    Kansas and Yellow Freight, on the other hand, clearly expected 
LCV's to use I-70 routinely and for years to come, and made elaborate 
preparations on that basis. In addition, the KDOT's efforts to 
cooperate with the FHWA delayed the issuance of the first permits, 
which would otherwise have been available in March 1991. On balance, 
the FHWA believes that the SVC operations on I-70 satisfy the statutory 
standard. The Goodland route has therefore been restored to appendix C.
    The CRASH commented on the accuracy of the lists of routes 
available to the different vehicle combinations. Appendix C now 
reflects the proper route listings. Due to the SVC and Turnpike 
operations, the truck tractor and three trailing unit combination does 
have more route mileage available to it than do two trailing unit 
combinations. The new route lists show that I-70 between the Colorado 
State Line and Goodland is available only to SVC's with three trailing 
units and not to LCV combinations with two trailing units.
LEGAL CITATIONS:
    One change has been made at the request of the State. KSA-8-1915 
has been moved from the list of applicable statutes for two trailing 
unit combinations to the list for three trailing unit combinations.

MASSACHUSETTS

LENGTH OF THE CARGO-CARRYING UNITS:
    The CRASH commented that the cargo-carrying length listed in the 
SNPRM for the ``Turnpike Double--LCV'' was incorrectly listed as 114 
feet. This figure is the overall length previously allowed for this 
configuration. Applying the convention for determining cargo-carrying 
length used throughout this rulemaking, 10 feet will be deducted for 
the tractor. The cargo-carrying length now shown in appendix C for the 
truck tractor and two trailing unit combination is 104 feet.
OPERATIONAL CONDITIONS:
    VEHICLE: The CRASH pointed out two vehicle requirements missing 
from the SNPRM, one concerning emergency equipment and the other 
concerning passing requirements. Both provisions have been added to 
appendix C.
    PERMIT: The CRASH commented that the SNPRM did not include the 
requirement to have insurance coverage of certain amounts. Appendix C 
has been changed to reflect the requirement to have insurance coverage, 
however, the amounts are not included in appendix C. The amount of 
insurance coverage is not an item that is directly related to the size 
and weight of LCV's.

MICHIGAN

COMBINATION:
    The State commented that the vehicle in question is a truck 
tractor-semitrailer-trailer where one of the cargo units exceeds 28.5 
feet in length. Michigan statutes allow an overall length for the two 
trailers, as measured from the front of the first trailer to the rear 
of the second trailer, of 58 feet, including the load. This vehicle 
configuration was excluded from the original listing of LCV's in the 
NPRM. The exclusion was based on a definition of excepted combination 
used in the NPRM (57 FR 9901, March 20, 1992) as follows:

    Truck tractor-semitrailer-semitrailer and truck tractor-
semitrailer-trailer configurations with a maximum length of cargo-
carrying units of 62 feet or less are subject to the provisions of 
23 CFR part 658. These are the twin 28-foot units authorized by the 
STAA, and the 28-foot B-train doubles authorized as specialized 
equipment by the FHWA.

    Michigan contends that the vehicle was correctly excepted in the 
NPRM since the Michigan vehicle clearly fell within the length 
parameters of non-LCV vehicles.
    The exclusion by the FHWA in the NPRM was erroneous. The vehicle 
was included in the SNPRM and is now in the final rule since it can 
consist of a truck tractor and two trailing units and can carry more 
than 80,000 pounds on the Interstate System.
    The State also commented that the ``Rocky Mountain Double--LCV'' 
description in the SNPRM was inappropriate for the vehicle in operation 
in Michigan. The revised combination categories now used in appendix C 
has alleviated this concern.
MAXIMUM ALLOWABLE GROSS WEIGHT:
    The State commented that the table listing vehicle combinations 
subject to the ISTEA, illustrating a Michigan vehicle listed under 
``Rocky Mountain Doubles'' with a 128,000-pound maximum gross weight, 
was inappropriate. Michigan, the State argued, is an axle weight State 
with a grandfather provision and maximum gross weights are determined 
based on axle and axle group weight limits. Therefore, it would be 
inappropriate to specify a single maximum gross weight for Michigan. 
The FHWA does not agree. The table and text have been revised to show a 
maximum allowable gross weight of 154,000 pounds. The 154,000-pound 
figure was determined from the maximum axle weight limits for an 11-
axle vehicle (the maximum number of axles allowed under State law) with 
optimum axle spacing and with a combined cargo-carrying box length of 
58 feet. Vehicles with fewer axles or less than optimum axle spacing 
will have a lower allowable gross weight based on State requirements.
OPERATIONAL CONDITIONS:
    VEHICLE: Michigan commented that certain statements included in the 
SNPRM did not apply to the vehicle in question. These statements 
concerned (1) the overall length of a truck and trailer or semitrailer 
combination and (2) operational hours for certain vehicles hauling 
hazardous materials. The appropriate sentences have been removed from 
the text.
    ACCESS: The State commented that ``Access'' should read ``all 
designated State highways.'' This change has been made.
ROUTES:
    In response to a comment by the State, the ``ROUTES'' description 
has been changed to indicate that all Interstate and designated State 
highways are open to these vehicles.

MISSISSIPPI

COMBINATION:
    The State commented that a CMV with two cargo units, subject to the 
freeze requirements of section 4006 of the ISTEA, originally submitted 
by the State and included in the NPRM, was inadvertently left out of 
the SNPRM. The vehicle, which is subject to the freeze because the 
trailing units may each be up to 30 feet long, has been included in 
appendix C with the operational information listed as supplied by the 
State.

MISSOURI

OTHER COMMENTS:
    The CRASH claimed that an error in available routes had been made 
in the SNPRM, and that the SNPRM did not include several items that 
pertain to permitted loads. The CRASH not only questioned the 
availability of several Interstate routes in the Kansas City 
metropolitan area, but also the availability of I-44 in southwest 
Missouri. It stated that ``the only National Network route from which 
LCV's can enter Missouri is I-70 in Kansas.'' Several NN routes in 
Kansas and Oklahoma come up to the Missouri State Line. LCV's are 
allowed to operate on I-44 in Oklahoma, thus making I-44 available to 
enter Missouri. In Kansas, LCV's have access to the northeastern end of 
the Kansas Turnpike, over any route within a 20-mile radius. Within 
that 20-mile radius in Kansas, several Interstate and other highways, 
which prior to passage of the ISTEA were designated as Federal-aid 
Primary highways, come up to the Missouri State Line. LCV's may use any 
of these routes to reach terminals in Missouri which fall within a 20-
mile band of the Kansas State Line.
    The CRASH indicated that the State indivisible load requirement had 
been omitted from the SNPRM. In addition, the CRASH contends that 
several operational requirements were also omitted, including those 
involving time-of-day restrictions, weather requirements, oversize load 
signs, speed, tractor unit power, and the need for insurance. The State 
responded that routine overdimension and overweight special permit 
issuance in Missouri is made in accordance with State Rule 7 CSR 10-
2.010 (based on Section 304.200, Revised Statutes of Missouri 1992), 
which provides for a uniform administration of large and heavy loads.
    Although the rule (7 CSR 10-2.010) as originally promulgated by the 
Missouri Highway and Transportation Commission disallows routing 
reducible loads (except for farm products) under permit, in July 1986 
the State's chief engineer, exercising other authority within the rule, 
authorized travel for multi-unit LCV's carrying reducible loads. To 
quote Rule 7 CSR 10-2.010:

    [T]he chief engineer of the State Department of Highways and 
Transportation, for good cause shown and when the public safety or 
public interest so justifies, shall issue special permits for 
vehicles or equipment exceeding the limitations on width, length, 
height, and weight herein specified * * *.

    It was determined to be in the public interest to allow LCV 
operation to relieve economic stress and give motor carriers the 
incentive to retain terminals in Missouri. Missouri would then be more 
competitive with adjacent western States which allow LCV operations. 
The operation of LCV's has gone without reported incident, according to 
annual documented safety assessments made by the Missouri Highway and 
Transportation Department, the Missouri State Highway Patrol, the 
Kansas City Public Works Department, and the Kansas City Police 
Department.
    In response to other items listed, the State made the point that 
Missouri Revised Statute Sec. 304.200 (1992) gives the chief engineer 
significant latitude in allowing the operation of LCV's, and that 
several items including speed and weather restrictions are conditions 
of the permit issued for the operation of LCV's.

MONTANA

OPERATIONAL CONDITIONS:
    PERMIT: The CRASH said that a provision requiring carriers 
operating vehicles subject to the ISTEA freeze to have ``public 
liability and property damage insurance for the protection of the 
traveling public as a whole'' was omitted from appendix C. Appendix C 
has been changed to reflect the requirement to have insurance coverage; 
however, the amounts are not included. The amount of insurance coverage 
is not an item that is directly related to the size and weight of 
LCV's.
OTHER COMMENTS:
    The CRASH said that Chapter 672 of the Montana Session Laws of 
1991, which amended Montana Code Annotated (MCA) section 61-10-124, 
increased the length of Turnpike Doubles from 95 to 100 feet in length 
effective January 1, 1992, and, therefore, the cargo-carrying length in 
appendix C should be based on the shorter length. This is incorrect. 
Before the change, section 61-10-124 read as follows:

    A term permit may be issued for any combination of vehicles that 
exceeds 95 feet in length but does not exceed 100 feet in length, * 
* *.

After the 1992 change, it read as follows, with the additional word 
underlined.

    A term permit may be issued for any combination of vehicles that 
exceeds 95 feet in length but does not exceed 100 feet in 
combination length, * * *.

    The amendment clarified but did not substantially change the law; 
term permits could be issued for ``Turnpike Doubles'' not more than 100 
feet long on June 1, 1991.

NEVADA

OPERATIONAL CONDITIONS:
    VEHICLE: The CRASH said that the Nevada Department of 
Transportation Rules and Regulations in Sections 484.400, 484.405(4), 
484.425, 484.430, 408.100-4, and 408.100-6(a), primarily dealing with 
emergency and safety equipment, should be added to the Nevada 
provisions in appendix C. We concur, and this has been done.
OTHER COMMENTS:
    While appendix C has been changed to reflect the requirement to 
have insurance coverage, the amounts are not included in appendix C. 
The amount of insurance coverage is not an item that is directly 
related to the size and weight of LCV's.

NEW MEXICO

LENGTH OF THE CARGO-CARRYING UNITS:
    The cargo-carrying length restriction does not apply to two 
trailing unit combinations. The length of each trailing unit is limited 
to 28.5 feet. This describes a two trailing unit vehicle whose 
operation is guaranteed by the STAA regardless of inter-unit spacing. 
As long as each trailing unit is 28.5 feet long or less, cargo-carrying 
length is not restricted. This combination is listed as an LCV because 
it can exceed the 80,000-pound threshold established in the 
congressional definition. New Mexico has a grandfathered gross weight 
limit of 86,400 pounds.

NEW YORK

COMBINATION:
    The State submitted an additional vehicle for inclusion in appendix 
C. It is an STAA Double (twin 28.5-foot units) hauling up to 100,000 
pounds under a State DOT permit. As this combination may operate on NN 
highways in New York, appendix C has been amended to account for its 
operation. This combination was inadvertently omitted by the State DOT 
in its previous LCV submissions and docket comments.
OPERATIONAL CONDITIONS:
    VEHICLE: The CRASH commented that several items were omitted from 
the ``VEHICLE'' discussion in the SNPRM, including the need to carry 
emergency equipment, mud flaps, safety chains, and a tractor 
certification identification number. All of these items are now 
included in appendix C.
    The discussion under DRIVER, VEHICLE, and PERMIT has been revised 
to note the fact that the New York State Thruway Authority, in addition 
to its responsibility for the tolled sections of Interstate routes 87, 
87/287, 90, 95, and 190 (the original Thruway mainline between New York 
City and Pennsylvania along with the Berkshire, New England, and 
Niagara sections), now also has jurisdiction over the full length of I-
84, and that portion of I-287 between Thruway exit 8 and I-95. These 
latter two sections remain toll-free, and the operating rules that 
apply are the same as those in effect on all other highways in the 
State that are under the jurisdiction of the New York State DOT.
OTHER COMMENTS:
    The CRASH also sought to include the insurance requirements and the 
amounts. While appendix C has been changed to reflect the requirement 
to have insurance coverage, the amounts are not included in appendix C. 
The amount of insurance coverage is not an item that is directly 
related to the size and weight of LCV's.
    In addition to the added combination discussed earlier, the State 
submitted a second vehicle for inclusion in appendix C. It is a 
combination which uses twin 28.5-foot units to carry nondivisible 
loads. This vehicle has not been included as nondivisible loads moving 
under permit are not subject to the freeze.

OKLAHOMA

LENGTH OF THE CARGO-CARRYING UNITS:
    The cargo-carrying unit length for the two trailing unit 
combination has been listed in this final rule at 110 feet. This length 
was determined after further review of docket comments submitted by the 
CRASH, actual operation documentation submitted by various carriers, 
and the appropriate State statutes and regulations. The composite of 
the information available leads the FHWA to conclude that on or before 
June 1, 1991, the longest legally allowed multi-unit combination 
vehicle in regular or periodic use in the State consisted of a truck 
tractor-semitrailer-trailer, wherein each of the trailing units was 53 
feet long. Combining twin 53-foot units with a 4-foot drawbar results 
in the 110-foot cargo-carrying length. In the NPRM the cargo-carrying 
length listed for both the ``Rocky Mountain'' and ``Turnpike'' Doubles 
was 123 feet. In the SNPRM, 123 feet was again listed for the 
``Turnpike'' Double. The 123-foot distance was the result of combining 
a 4-foot drawbar with twin 59-foot 6-inch units.
    For purposes of establishing a cargo-carrying length subject to the 
freeze provisions of the ISTEA, the State incorrectly interpreted 
relevant provisions of the STAA of 1982. It appears the State reasoned 
that since the STAA required (1) that all States allow truck tractor-
semitrailer-trailer ``Doubles'' combinations, and (2) that Oklahoma 
must allow a 59-foot 6-inch semitrailer to meet the grandfather 
provisions of the STAA (53 FR 2599, Jan. 29, 1988), it follows that 
Oklahoma must therefore allow twin 59-foot 6-inch units to operate as 
part of a multi-unit combination vehicle.
    While the STAA does require all States to allow ``Doubles,'' the 
only applicable length requirement is that each State must allow at 
least 28.5-foot trailing units. The allowance of any longer unit is at 
a State's discretion within the parameters established by this final 
rule. The grandfathered semitrailer length applies only for truck 
tractor-semitrailer combinations. The STAA requires that each State 
continue to allow trailers or semitrailers of such dimensions as those 
that were in actual and lawful use in the State on December 1, 1982. 
The January 1988 rulemaking referred to earlier established that length 
as 59 feet 6 inches for Oklahoma.
    For purposes of establishing a cargo-carrying length subject to the 
freeze provisions of the ISTEA, a determination must be made as to the 
unit lengths comprising combination vehicles authorized by State 
statute or regulation and in actual operation on a regular or periodic 
basis on or before June 1, 1991. Re-examination of all submitted 
material and docket comments resulted in the 110-foot length.

OREGON

LENGTH OF THE CARGO-CARRYING UNITS:
    The Oregon Department of Transportation (ODOT) commented that 
overall length requirements for three trailing unit combinations have a 
significant impact on public safety and must be retained. The ODOT also 
said that the length of tractors in combination with three trailing 
units is not a uniform 10 feet long but can range from 9 to 14 feet.
    The freeze does not affect the authority of the ODOT to enforce an 
overall length limit on triple-trailer combinations. However, it does 
limit the overall length of the cargo-carrying units to what was 
authorized and in use on or before June 1, 1991. Although the comment 
does not specifically indicate that 9-foot-long tractors were in use 
with ``Triples'' on or before June 1, 1991, we assume that was the 
intent. Therefore, appendix C has been changed to correct the cargo-
carrying length of three trailing unit combinations from 95 to 96 feet.
OPERATIONAL CONDITIONS:
    VEHICLE: The CRASH commented that ORS 818.150(5) provides that any 
towed vehicles in a combination must be equipped with safety chains or 
cables to prevent the towbar from dropping to the ground in the event 
the coupling fails. The chains or cables must have sufficient strength 
to control the towed vehicle in the event the coupling device fails and 
must be attached with no more slack than necessary to permit proper 
turning. However, this requirement does not apply to a fifth-wheel 
coupling if the upper and lower halves of the fifth wheel must be 
manually released before they can be separated. Appendix C has been 
amended accordingly.
ROUTES:
    The ODOT indicated that there is no direct relationship between 
approved routes for three trailing unit combinations and the NN 
highways. The connection is that the freeze applies only on NN 
highways. Consequently, truck tractor and three trailing unit 
combinations may not operate with more than 96 feet of cargo-carrying 
length on routes shown in appendix C. The State is free to regulate the 
use of triple-trailer combinations as it sees fit on other highways.
OTHER COMMENTS:
    The CRASH also indicated that officials who issue permits may 
require the applicant to furnish public liability and property damage 
insurance and establish that the permit vehicle will stay on the right 
side of the centerline at all times. We do not regard these conditions 
to be the type which must be published in appendix C since the State 
has discretion whether or not to apply them.
    The ODOT asked for a definition of terms and vehicles used in FHWA 
rulemakings but did not cite any specific items that should be defined. 
We are unaware of any items that should be defined or that could be 
defined without affording interested persons the opportunity to comment 
on the proposed definitions.

SOUTH DAKOTA

OPERATIONAL CONDITIONS:
    VEHICLE: The CRASH said that provisions relating to public 
liability insurance, the amount of offtracking allowed and the entering 
of the dimensions used to calculate the offtracking on the permit form 
should be included in appendix C. We concur, and appendix C has been 
modified accordingly.
OTHER COMMENTS:
    The State said that the maximum weight limit for ``Rocky Mountain 
Doubles'' is not ``129K'' as shown on the table at 58 FR 11465-11466 of 
the SNPRM but is the ``Uncapped Federal Bridge Formula.'' For LCV's the 
maximum allowable weight is capped at what was allowed and in actual 
operation on June 1, 1991. Based on the information submitted by the 
State, a ``Turnpike Double,'' which must also comply with the Federal 
Bridge formula, is limited to a maximum of 129,000 pounds. The 
recategorization of the vehicles subject to the LCV freeze has adopted 
the 129,000-pound value for the ``Turnpike Double'' as the maximum for 
a truck tractor and two trailing units.
    The State showed the length of the road tractor-trailer-trailer 
combination as 80 feet. However, this is the overall length. When the 
length determination in the SNPRM is used, the cargo-carrying length is 
the overall length minus 10 feet for the length of the tractor. 
Therefore, the cargo-carrying length of this combination is shown in 
appendix C as 70 feet.
    The State asked for certain additions and deletions to appendix C. 
The recategorization of the vehicles subject to the LCV freeze 
accounted for most of the changes suggested by the State. The 
descriptions for South Dakota, which now appear in appendix C, take 
into account the comments made by the State.

UTAH

OPERATIONAL CONDITIONS:
    VEHICLE: The CRASH said that Utah Regulations for Legal and 
Permitted Vehicles, sections 400.2(8), (12), and (14) pertaining to 
sway of multiple-trailer vehicles, following distance, and insurance 
requirements, respectively, should be reflected in appendix C. We 
concur, and appendix C has been amended accordingly.
ROUTES:
    The State clarified the basis for delineating vehicles allowed to 
operate on divided or nondivided highways from overall length to length 
of cargo-carrying units. This reformatting did not change the lengths 
allowed, but simply re-stated the lengths to match the language of the 
ISTEA.
LEGAL CITATIONS:
    The State also corrected the legal citation for truck tractor and 
two trailing unit combinations and indicated that those for ``Triples'' 
should be the same. These changes have been made.

WASHINGTON

COMBINATION:
    The State indicated that the listing in the SNPRM for ``Dump truck 
with pup trailers'' should be changed to ``Truck and trailer.'' We 
agree, and this change has been made in appendix C.
OTHER COMMENTS:
    The State indicated that the listing in the SNPRM of ``truck 
tractor with dromedary box-semitrailer-trailer'' should be changed to 
read ``truck tractor carrying a freight compartment no longer than 
eight feet-semitrailer-semitrailer or full trailer.'' As indicated 
previously, we have decided for the time being not to list dromedary 
equipment separately. This vehicle is therefore covered by the listing 
for the truck tractor and two trailing unit LCV which also has a cargo-
carrying length of 68 feet.
    The State also commented that the length of the cargo-carrying 
units for ``Rocky Mountain Doubles'' should indicate that the 68-foot 
length includes the load. We disagree. The ISTEA limited the length of 
cargo-carrying units, not loads. If the State wants to prohibit, or 
allow, cargo overhangs over that length, it is free to do so since it 
retains all the authority it possessed prior to the ISTEA to regulate 
cargo overhangs.

WYOMING

    Many of the comments made by the WTA and the State DOT involved 
allowable lengths and weights for what previously had been 
differentiated as ``Rocky Mountain'' and ``Turnpike'' Doubles. The 
recategorization into truck tractor and two trailing units now used in 
appendix C, has accommodated many of these comments.
COMBINATION:
    On or before June 1, 1991, Wyoming only allowed combination 
vehicles consisting of not more than three single vehicles. This 
precluded the operation of triple-trailer combinations which consist of 
four single vehicles--a truck tractor, a semitrailer, and two trailers. 
A provision of the ISTEA, in effect, gave the State until the next 
general election day following enactment (November 3, 1992) to decide 
whether to allow ``Triples.'' A Statewide referendum to allow their use 
was defeated in the November 3, 1992, election and, as a result, the 
ISTEA bars the use of ``Triples'' in Wyoming.
LENGTH OF THE CARGO-CARRYING UNITS:
    Provisions relating to the length of a semitrailer in a truck 
tractor-semitrailer combination will not be added to appendix C since 
this vehicle is not subject to the ISTEA freeze. The State DOT argued 
that its 60-foot semitrailer length limit would apply to automobile and 
boat transporters with no overall length limit. This is not consistent 
with the Federal requirement that States must allow standard automobile 
and boat transporters to have a minimum overall length of 65 feet (75 
feet if stinger-steered), with no specific limit on the length of the 
semitrailer. However, application of the State rule does not conflict 
with the Federal requirement since, as a practical matter, it only 
applies to vehicles longer than 65 or 75 feet. Such longer combinations 
would be subject to the ISTEA freeze. As a result, appendix C has been 
changed to list the overall length of auto and boat transporters, since 
cargo is typically carried on a headrack the same length as the 
tractor, in addition to the cargo on the trailer.
OTHER COMMENTS:
    The WTA said that a truck-trailer combination falls under the 
definition of ``any other combination of vehicles'' in Wyoming law and, 
therefore, is limited to a total overall length of 85 feet with no 
single unit exceeding 60 feet. While the combination is limited to 85 
feet, the 60-foot limit applies only to semitrailers in a truck 
tractor-semitrailer combination. The showing of 78 feet for the length 
of the cargo-carrying units was based on allowing 7 feet for cab 
length.
    The WTA said that it could not understand why the cargo-carrying 
length of saddlemount combinations was shown in the SNPRM as 75 feet. 
Under Wyoming law it would be considered as ``any other combination'' 
subject to an overall length of 85 feet. We agree. Since the tractor in 
a saddlemount combination is part of the cargo being transported, we 
have changed the length of the cargo-carrying units for this 
combination to 85 feet.

TOW TRUCK OPERATIONS

    The nature of the service provided by wreckers or tow trucks is 
such that these vehicles need to have immediate access to all roads in 
a State to remove disabled or abandoned, as well as accident-damaged, 
vehicles. They are, to that extent, emergency vehicles. There is no 
evidence that Congress intended to include these operations under the 
freeze restrictions. Therefore, the FHWA proposed in the SNPRM to 
exclude emergency towing operations from any of the freeze provisions 
proposed in appendix C. Comments on this issue were received from the 
California and Washington DOT's and the California Highway Patrol.
    Both of the California agencies recommended that proposed 23 CFR 
658.23(b)(5), which would allow tow trucks and vehicles in tow to 
operate on the NN without regard to the freeze on length, be amended to 
require a State permit to operate overlength. This is unnecessary since 
23 CFR 658.23(b)(5) merely means that they are not limited to whatever 
length was allowed and in use on June 1, 1991. Since they also are not 
STAA vehicles, the State may regulate their length in any manner it 
sees fit, including the requirement for a permit, if it wishes.
    The Washington DOT asked if tow truck operations are restricted to 
the length and weight in effect on June 1, 1991. As stated in the 
SNPRM, emergency towing operations are excluded from any of the freeze 
provisions in appendix C. However, the proposed provisions in paragraph 
(b) of 23 CFR 658.23 only excluded tow trucks from the length 
provisions of appendix C. In order to fully exclude emergency towing 
operations from any of the provisions contained in new 23 CFR 658.23, 
the underlined phrase in paragraph (a)(1) has been added:

    (a)(1) Except as otherwise provided in this section and except 
for tow trucks with vehicles in tow, * * *.

    Also, in paragraph (b)(5) ``with'' has been substituted for 
``and.''

Pole Trailers

    In the SNPRM the FHWA proposed to list, as the authorized length 
for expandable trailers used for carrying poles, logs or pipe, etc. 
(pole trailers), the lengths allowed by State law, even if these limits 
refer to the cargo rather than the vehicle itself.
    Only five sets of comments were received which specifically 
addressed the issue of pole trailers. The South Dakota DOT supported 
the position that the State-allowed length of the cargo should be 
considered the cargo-carrying length of the unit. The State added that 
the FHWA should establish a national cargo overhang policy similar to 
that in effect for automobile and boat transporters; that is, 3 feet in 
front and 4 feet to the rear of the vehicle. The Pennsylvania DOT 
commented that its special length limitation (70 feet) for any 
combination transporting nondivisible articles has been in place for 
over 20 years, and that it should be listed as Pennsylvania's length 
for these vehicles. The California Highway Patrol provided that State's 
applicable length limits for pole or log trailers. Taking a different 
tack, both the ATA and the WTA stated in their comments that pole 
trailers should not be considered or regulated as LCV's. The ATA stated 
that the ``FHWA is incorrect in believing that establishing length 
limits for pole trailers is consistent with the purpose of section 4006 
of ISTEA.'' In addition to echoing the ATA's comment, the WTA went on 
to state that the FHWA's proposal with regard to regulating pole 
trailers as an LCV, ``does not recognize that timber harvesters do not 
cut logs in the same lengths all the time. Utility poles transported by 
telephone and power companies are not the same length and neither are 
the joints of pipe used in oil well drilling, pipe line construction 
and water and sewer line repair and construction.''
    The FHWA has re-examined this issue. In the SNPRM, the FHWA 
admitted that the statutory language concerning the freeze is not 
readily applicable to such vehicles. The discussion of pole trailers 
and the inclusion of these vehicles in the SNPRM was based on an 
interpretation that the two cross-members on which the cargo rests 
constitute individual cargo-carrying units for purposes of section 4006 
of the ISTEA. That argument is difficult to maintain. In fact, the 
hitch, the load, and rear dolly combine to create a de facto 
semitrailer. The FHWA has decided not to include these vehicles in 
appendix C, as truck tractor-semitrailers are not subject to the 
requirements of the freeze. Two separate pole trailers pulled by a 
tractor, however, must comply with section 4006.

Further Restrictions on ISTEA Vehicles

    The ISTEA provides that States may further restrict, or even 
prohibit, the operation of LCV's or CMV's with two or more cargo-
carrying units after June 1, 1991. Such restrictions, however, must be 
consistent with sections 411, 412, and 416(a) of the STAA. This means 
that States may not prohibit twin trailer combinations with trailers 
not over 28 feet long (28.5 feet if grandfathered) from operating on 
the NN or reasonable access routes. States may not restrict the width 
of vehicles on the NN or reasonable access routes to less than 102 
inches or the metric equivalent, 102.36 inches.
    A State must notify the Secretary within 30 days after the 
imposition of further restrictions or prohibitions on the operation of 
LCV's or CMV's with two or more cargo-carrying units. The FHWA does not 
have approval authority over any additional restrictions a State may 
impose, but is required to publish such restrictions in the Federal 
Register. The FHWA may require further information or clarification 
before publishing the restrictions in the Federal Register.
    No additional comments were received on this issue in response to 
the SNPRM. The proposed regulatory language in the SNPRM directly 
reflected congressional intent as expressed in the ISTEA. That language 
has been adopted unchanged by this final rule in Sec. 658.23(e).

Minor Adjustments to Listed Information

    Sections 1023 and 4006 of the ISTEA allow States to make minor 
adjustments of a temporary and emergency nature which will relax route 
designations and vehicle operating restrictions in effect on June 1, 
1991. They also direct the Secretary to issue regulations establishing 
criteria for the States to follow in making such adjustments.
    Minor adjustments must be both temporary and caused by an 
emergency. According to the Conference Report on the ISTEA (H.R. Conf. 
Rep. No. 404, 102d Cong., 1st Sess. 314 (1991)), such adjustments are 
intended to be temporary and limited, e.g., a bridge failure that would 
require the rerouting of ISTEA vehicles to highways where they would 
otherwise be prohibited. Since it is impossible to foresee all types of 
emergencies that might necessitate a minor adjustment, and it is not 
the intent of the FHWA to establish a burdensome reporting requirement, 
the proposed regulation would require a State to report the details of 
an adjustment only if the duration was expected to exceed 30 days. 
Emergency adjustments with a duration of 30 days or less would not be 
reported to the FHWA.
    The NPRM proposed to cap the duration of minor adjustments at 1 
year. Adjustments lasting more than 1 year would not be considered to 
be of a temporary or emergency nature. Minor adjustments for the same 
emergency would not be permitted to be broken into periods of less than 
1 year to extend the emergency for a period longer than that. 
Similarly, an emergency would not be permitted to be broken into 30-day 
or shorter periods to avoid reporting. The FHWA re-examined the issue 
in light of the comments received to the NPRM docket. Subsequently, the 
SNPRM removed the NPRM's 1-year maximum duration for a minor 
adjustment, but clearly spelled out that the FHWA must approve any 
minor adjustments which exceed 30 days. The SNPRM proposal also clearly 
spelled out that rejection of a State's request would cause the 
immediate reimposition of freeze restrictions, with failure to do so 
putting a State at risk of a funding penalty pursuant to 23 U.S.C. 141.
    Two sets of comments to the SNPRM addressed the issue, those of the 
CRASH and those of the Advocates For Highway and Auto Safety 
(Advocates). Both organizations objected to the removal of the original 
1-year time limit. They feared that under the SNPRM States would be 
allowed to detour LCV's onto highways less capable of safely 
accommodating these vehicles for unspecified, indefinite lengths of 
time. The Advocates also objected to the SNPRM proposal because

    It fails to provide any criteria for the states to use in 
choosing alternate routes. The agency (FHWA) simply asserts that it 
will exercise its discretion to review and approve or disapprove any 
state's request for an LCV routing adjustment.

It argues that the FHWA is reserving for itself a power to make 
decisions on an important issue without publicly available guidelines 
which have been developed through a rulemaking process.
    The criteria represented in the final rule by Sec. 658.23(c) are 
necessarily general and rely on the review-and-approval nature of the 
Federal-State relationship.
    It is not practical to develop specific criteria to evaluate 
requests which might originate for any number of reasons. However, to 
allay the concerns of both the CRASH and Advocates--that minor 
adjustments, insofar as alternate routes are concerned, will result in 
LCV's temporarily operating on highways perceived to be less safe--this 
final rule includes additional guidance in selecting alternate routes. 
Section 658.23(c) now provides that in selecting alternate routes, 
States should, to the extent possible, select routes with geometric and 
pavement design features equivalent to those of the highway segment 
which is temporarily unavailable. In addition, each request involving 
an alternate route should include a discussion of what steps the State 
will take to mitigate any operational and/or safety problems that may 
develop.
    The operating philosophy of the FHWA with respect to State issues 
has always been that of individual office autonomy within broad 
national guidelines. The Division Office of Motor Carriers within each 
State is in the best position to evaluate requests involving truck 
issues in the State. However, in order to assure that a degree of 
uniformity is applied to such requests, the Regional Office of Motor 
Carriers must be consulted before a decision is made on a State's 
request. On issues which involve alternate routes for LCV's, the final 
rule directs the Division Office of Motor Carriers to coordinate with 
the Division Administrator before consulting with the Regional Office.

Definition of Nondivisible Loads

Background

    The definition of a nondivisible vehicle or load included in the 
NPRM was criticized by many commenters, and the following revised 
definition was therefore proposed in the SNPRM:

    Nondivisible vehicle or load. As used in this part, 
``nondivisible'' means any vehicle or load exceeding applicable 
length or weight limits which cannot readily be separated into 
smaller vehicles or loads that comply with such limits without:
    (1) Compromising the intended use of the vehicle,
    (2) Destroying the value of the load, or
    (3) Using expert knowledge or specially designed tools. The 
intended use of a vehicle would be compromised if separating it into 
smaller units would make it unable to perform the function for which 
it was designed. The value of a load would be destroyed if 
separating it into smaller units would make the load unusable for 
its intended purpose. Expert knowledge means familiarity with 
procedures required to dismantle and reassemble a load which are 
beyond the job requirements typically associated with positions in 
the motor carrier industry. Specially designed tools means equipment 
designed and manufactured only for use with the load in question. A 
State may treat a sealed containerized load moving in international 
commerce as a nondivisible load.

    Many of those who responded to the SNPRM discussed nondivisible 
loads, but a number of comments suggested that the scope of the 
definition requires clarification. The definition adopted here (and the 
others already codified in 23 CFR 658.5) apply, like the ISTEA freeze 
itself, to the same highways and vehicle characteristics as the 
underlying Federal law. The following paragraphs explain that principle 
in more detail.
    Weight: As a condition of receiving Federal-aid funds, States are 
required to enforce Federal weight limits (23 U.S.C. 127) on the 
Interstate System and on routes providing reasonable access to and from 
the Interstate. The penalty for failure to do so is the withholding of 
a State's National Highway System (NHS) apportionment. A State may set 
any weight limit it wishes on other highways, though many have 
voluntarily adopted Interstate limits for all roads. States are 
therefore required to use the FHWA's definition only when considering 
whether to issue a nondivisible load permit allowing an overweight 
vehicle to operate on the Interstate System and roads providing 
reasonable access to and from the Interstate.
    Length: Federal laws relating to vehicle length (49 U.S.C. app. 
2311 and 23 CFR 658.13, 658.23) apply to the NN of highways--see 
appendix A to part 658--and routes providing reasonable access to and 
from the NN (49 U.S.C. app. 2312 and 23 CFR 658.19). The Interstate is 
part of the larger NN, and reasonable access rights extend the reach of 
Federal size laws beyond the NN itself. In contrast to Federal weight 
law, these provisions and the implementing regulations preempt 
conflicting State laws or regulations.
    As a practical matter, the FHWA definition of a nondivisible load 
will rarely be applied to cargo length because it does not cover 
straight trucks or single-trailer combinations. It covers only loads on 
vehicles (1) operating on the NN, and routes providing reasonable 
access to and from the NN, (2) which have two or more cargo-carrying 
units, and (3) when the overall length from the front of the first to 
the rear of the last cargo-carrying unit exceeds the longest such 
length in actual legal operation for a specific configuration on or 
before June 1, 1991. There are very few single loads that rest 
simultaneously on the bed of a straight truck and on a trailer, or on 
two or more trailers. And even in those cases, the definition would not 
apply unless the total cargo box length were greater than that allowed 
by the State in 1991. The definition will apply more often to loads, 
like entire buildings, that are moved on a series of dollies, each of 
which is a single cargo-carrying unit. There has been virtually no 
controversy about these loads, and we expect little in the future.
    Width: Federal width law (49 U.S.C. app. 2316 and 23 CFR 658.15), 
like the length requirements, applies on the NN and reasonable access 
routes, and it preempts conflicting State laws or regulations. However, 
the definition of a nondivisible load adopted by this rule does not 
apply to an overwidth vehicle because Federal law provides that States 
may issue permits to motor vehicles more than 102 inches wide without 
regard to divisibility or nondivisibility (49 U.S.C. app. 2316(c)).
    Height: The FHWA has no authority to regulate vehicle height; there 
is no Federal law on this subject.

Comments to the Docket

    Containers: The SNPRM proposed to allow States to treat containers 
moving in international commerce as nondivisible loads. Responses were 
about equally divided. Three State transportation departments favored 
the proposal, while two States, the ATA, and the Advocates opposed it.
    Missouri said that ``(u)niformity among States to issue overweight 
permits for containerized loads in excess of 80,000 pounds gross weight 
would be a giant accomplishment.''
    Connecticut suggested that States be required to treat sealed 
containerized loads moving in international commerce as nondivisible, 
subject to maximum dimensions and weights it did not specify. Florida 
went even further, pointing out that

no justification is presented in the SNPRM for not affording 
identical containerized loads in domestic commerce a benefit being 
afforded such containers in international commerce. Therefore, it is 
proposed that the final rule make no reference to either 
international or domestic commerce and the statement in question 
should be revised to read: A State may treat a sealed containerized 
load as a nondivisible load.

    On the other hand, the Washington State Patrol strongly disagreed 
with the proposal.

    If that were allowed, the industry could load any container to 
whatever weight, claim its (sic) moving in international commerce 
and obtain an overweight permit, without regard to axle, gross 
weight or bridge formula requirements * * *.
    During a recent ``Container Weight'' study, conducted by the 
Washington State Patrol, it was shown that of the 3,100 vehicles 
transporting containers, which exceeded the legal weight limits, all 
but one could be transported legally by using vehicles with the 
proper number of axles and axle spacings.

The Washington State Patrol concluded that ``(t)he proposal * * * 
appears to be in conflict with the `Intermodal Safe Container 
Transportation Act of 1992' * * *.''
    Similarly, the Washington DOT argued that ``(r)ather than stating a 
policy that the FHWA is ambivalent about whether the states allow 
containerized cargo to be treated as non-divisible, it would seem 
better to encourage a national policy that they are not. This would 
alleviate competition on this point among ports to make their services 
more amenable to haulers and shippers.'' South Dakota contended that 
``(j)ust because the container is `sealed' or is `moving in 
international commerce' should not preclude a loaded container from 
meeting the same size and weight requirements which exists for a load 
which is loaded in a container, such as a truck box, not `sealed' and 
not `moving in international commerce.'''
    The ATA recommended that the proposal to allow containers to be 
treated as nondivisible loads be dropped and that the issue be 
addressed in the rulemaking to implement the Intermodal Safe Container 
Transportation Act.
    The Advocates argued that the FHWA had ``openly contravened 
Congressional intent'' expressed in section 4006 of the ISTEA ``by 
explicitly endorsing the prospective regular issuance of such permits 
for any `sealed containerized cargo in international commerce.'''
    FHWA Response: The FHWA agrees that there is a serious question 
whether the proposal to allow States to treat containers in 
international commerce as nondivisible loads is consistent with the 
Intermodal Safe Container Transportation Act of 1992 (Safe Container 
Act) (Pub. L. 102-548, 106 Stat. 3646, partly codified at 49 U.S.C. 
508).
    Briefly, the Safe Container Act requires the party tendering a 
loaded intermodal container or trailer with a cargo weight in excess of 
10,000 pounds to provide the initial carrier a written certification of 
the cargo weight and a reasonable description of the contents. Each 
carrier in the intermodal chain is required to transmit the 
certification to the next carrier. Motor carriers are prohibited from 
hauling loaded intermodal containers or trailers subject to the Safe 
Container Act without receiving a certification. It is also illegal to 
coerce a motor carrier to haul such a container or trailer (1) without 
a certification or (2) when the certified weight would make the 
combination vehicle exceed applicable State weight limits. There are 
two statutory options if State enforcement personnel discover an 
overweight tractor-chassis-intermodal container (or tractor-intermodal 
semitrailer) combination which is on the highway because the motor 
carrier relied on a false or erroneous certified weight. First, the 
State is authorized to assess the overweight fine against the initial 
tenderer and to impound the container or trailer until that party or 
the beneficial owner of the cargo has paid the fine. Second, if the 
State fines the motor carrier instead of trying to collect from the 
shipper or beneficial owner, the motor carrier has a lien on the 
contents of the container or trailer equal to the amount of the fine 
imposed and any additional costs incurred in the incident until it 
receives payment from the tenderer or beneficial owner. If payment is 
not made within a reasonable time, the carrier may sell the contents to 
satisfy the lien. The FHWA's proposed regulations to implement the Safe 
Container Act were published on July 14, 1993, at 58 FR 37895.
    The Safe Container Act imposes administrative requirements and 
costs on tens of thousands of intermodal shippers around the world, and 
on the international transportation system, in part to reduce the 
number of overweight containers operating on the Nation's highways. The 
Safe Container Act is designed to give U.S. motor carriers enough 
information about the weight and cargo characteristics of intermodal 
containers and trailers to enable them to decide whether a particular 
vehicle can be transported without violating State weight limits. If 
States were allowed to continue routinely to issue nondivisible load 
permits for overweight containers, some of the essential purposes of 
the Safe Container Act would appear to be compromised. There would be 
little incentive for shippers to load intermodal containers or trailers 
with U.S. weight limits in mind, little if any reduction in the number 
of overweight vehicles (even though a permit makes them legal), and 
little reduction in pavement and bridge damage. Many of the expected 
benefits of the Safe Container Act would be lost, and the regulatory 
burdens it entails for shippers and carriers would be pointless, if the 
FHWA adopted the rule on containers proposed in the SNPRM. The FHWA has 
therefore decided not to promulgate a final rule dealing with 
containers, but to treat this subject in a separate notice of proposed 
rulemaking where the issue can be examined more explicitly and in 
greater detail. In the meantime, the FHWA's previous policy will remain 
in effect: the States may continue to issue nondivisible load permits 
to containers moving in international commerce.
    Expert Knowledge or Specially Designed Tools: Many of the comments 
focused on the third test for nondivisibility proposed in the SNPRM. If 
``expert knowledge or specially designed tools'' were required to 
dismantle a load, it would be considered nondivisible. Most of the 
comments were critical.
    The Pennsylvania Department of Transportation found the test to be
    (1) Vague,
    (2) Impractical to measure or verify,
    (3) Subject to manipulation by industry,
    (4) Subject to subjective factors other than the vehicle or load 
itself, such as driver knowledge of cargo,
    (5) Subject to varying interpretation, and
    (6) In reality, a restatement of the initial economic criterion 
that was deleted from this latest rulemaking * * * .
    The members of the Specialized Carriers & Rigging Association 
(SCRA) often move loads that would qualify as nondivisible by any 
definition. The SCRA noted that the definition proposed by the SNPRM 
explained expert knowledge as familiarity with procedures required to 
dismantle and reassemble a load which are ``beyond the job requirements 
typically associated with positions in the motor carrier industry.'' 
The Association argued that because highly specialized skills are 
typically associated with positions in its segment of the motor carrier 
industry, the definition would make it impossible for special carriers 
and riggers to obtain nondivisible load permits.
    The Alaska Department of Transportation and Public Facilities also 
commented that ``expert knowledge'' means very different things in 
different parts of the industry. It concluded that ``(s)ome further 
work needs to be done on this definition.''
    The Caltrans commented that, ``(w)hatever definition is finally 
promulgated, Caltrans is totally opposed to the provisions concerning 
expert knowledge and specially designed tools.''
    FHWA Response: The FHWA agrees that a test based on ``expert 
knowledge or specially designed tools'' is too complicated and 
ambiguous to be effective. It has therefore been replaced with a test 
based on the time required to divide a load. This general approach was 
suggested by the Oregon DOT in response to the NPRM. The full 
definition adopted by this rule is as follows:
    Nondivisible load or vehicle.
    (1) As used in this part, ``nondivisible'' means any load or 
vehicle exceeding applicable length or weight limits which, if 
separated into smaller loads or vehicles, would:
    (i) Compromise the intended use of the vehicle, i.e., make it 
unable to perform the function for which it was intended;
    (ii) Destroy the value of the load or vehicle, i.e., make it 
unusable for its intended purpose; or
    (iii) Require more than 8 workhours to dismantle using appropriate 
equipment. The applicant for a nondivisible load permit has the burden 
of proof as to the number of workhours required to dismantle the load.
    (2) A State may treat emergency response vehicles and casks 
designed and used for the transport of spent nuclear materials as 
nondivisible vehicles or loads.
    The first two tests proposed in the SNPRM, and adopted here as 
paragraphs (1)(i) and (1)(ii), have elicited little comment and no 
controversy. These standards are appropriate but very stringent. The 
FHWA believes there are loads that could be divided without literally 
destroying their value, but only after unreasonable delay and expense 
to the shipper and motor carrier; the States should be allowed to issue 
nondivisible load permits in those cases. As the Pennsylvania DOT 
recognized, this is essentially an ``economic criterion.'' Our earlier 
proposals to codify this idea would have allowed nondivisible load 
permits if dismantling the load imposed ``significant additional costs 
on the shipper or motor carrier'' (NPRM) or required ``expert knowledge 
or specially designed tools'' (SNPRM). The final rule uses 8 workhours, 
i.e., a full working day, as a proxy for nondivisibility. The number of 
workhours required by the rule is the same no matter how many people 
are involved; for example, if one person working 8 hours, 2 people 
working 4 hours each, or 4 people working 2 hours apiece, could not 
dismantle the load, it would be nondivisible. Most loads that require 
more than one full workday to dismantle, using appropriate equipment, 
probably were not designed to be taken apart after leaving the factory. 
We believe Congress intended to allow the use of nondivisible load 
permits for cargoes which are theoretically divisible, but so tightly 
integrated that they cannot be dismantled without excessive cost and 
delay. On the other hand, the definition sets a standard high enough to 
keep easily divided overweight machinery and equipment off the highway.
    The definition adopted today as paragraph (1)(iii) is more 
objective than that proposed in the NPRM and less confusing than the 
amended version included in the SNPRM. It remains complex, however, and 
disagreements between enforcement officers, motor carriers, and 
shippers are likely. The rule does not specify how State officials are 
to determine the length of time required to break down a given load. 
Manufacturers may sometimes provide the necessary information. The 
motor carrier itself may have reliable data if it has previously 
dismantled such cargoes. The rule does not require a carrier or shipper 
to demonstrate that a given load cannot be broken down in less than 8 
workhours, but it would not prohibit a State from requiring such a 
demonstration either. Enforcement officials may be able to work out 
other reliable methods in cooperation with motor carriers. Paragraph 
(1)(iii) requires that ``appropriate equipment'' be used in an effort 
to dismantle a cargo. The number of workers involved and the type of 
equipment used will depend on the load to be moved. A State is not 
required to grant a permit in any case, and it would certainly be 
reasonable to deny a permit to a carrier or shipper which makes a 
perfunctory or deliberately inadequate effort to dismantle a load 
within 8 workhours.
    The FHWA intends to allow the States some latitude in implementing 
the definition, unless indications of nonenforcement or abuse appear.
    Overweight and Overwidth Vehicles: In many cases, nondivisible load 
permits are likely to be requested for loads which are both overweight 
and overwidth. The South Dakota DOT favored the definition of a 
nondivisible load adopted by the Western Association of State Highway 
Officials (WASHTO), which includes the following:

    Portions of a load can be detached and reloaded on the same 
hauling unit provided that the separate pieces are necessary to the 
operation of the machine or equipment which is being hauled, if the 
arrangement does not exceed permittable limits.

The State explained how this definition would work in case of an 
overweight, overwidth load.

    For example, suppose that a ten foot wide crawler tractor with a 
fourteen foot wide dozer is to be moved. This load can be moved two 
ways, overweight and fourteen feet wide with the dozer and ten feet 
wide without the dozer. Clearly the safest way to move the load 
would be legal weight and ten feet wide but separating the dozer 
from the crawler tractor destroys the unit for its intended use and 
it requires expert knowledge to take the dozer off.

    FHWA Response: The State has misread the FHWA's proposed 
definition. Although a bulldozer might be temporarily ``unusable for 
its intended purpose'' without a blade, that phrase merely clarifies 
the term ``destroy the value of the load.'' Removing the blade 
certainly would not destroy the value of the bulldozer. The ``expert 
knowledge'' test has been eliminated, but it is unclear whether a blade 
would require more than 8 workhours to remove.
    The flaw in the WASHTO definition is that it allows the separate 
pieces of an allegedly nondivisible load to be reloaded onto the same 
vehicle. That defeats the purpose of such a provision, which is to hold 
down vehicle weights in order to protect the public investment in roads 
and bridges. The WASHTO definition simply allows a divisible load 
permit to masquerade as a nondivisible load permit. That is 
unacceptable.
    Overwidth Vehicles: The WTA described a related, but different 
situation:

    FHWA seems to assume that all overlength (and over-width) loads 
are also overweight. Much of the equipment used in agriculture is 
oversize, but not overweight. Allowing the removal of a portion of 
this type of machinery such as tires and allowing it to be carried 
on the same trailer is clearly in the public interest, especially 
when in all respects, the machinery is otherwise eligible for a 
nondivisible load permit. Requiring a second vehicle to haul the 
removed part(s) is not smart economics.

    FHWA Response: If a piece of farm machinery is overwidth but not 
overweight, the State may either issue an overwidth permit, make the 
permit conditional upon the removal of tires but allow them to be 
carried on the same trailer, or deny a permit. These options are 
entirely within the discretion of the State. If farm machinery is 
neither overwidth nor overweight, the question of divisibility would 
not arise unless two or more cargo-carrying units were needed to 
transport it, certainly a rare occurrence.
    California Policy: The California Highway Patrol also argued that 
``there are incidents involving the transportation of some nondivisible 
loads, when more than one unit is loaded, (and) can be transported 
safely. To qualify, loads would have to be oversize, rather than 
overweight in nature. California permit policy allows the 
transportation of multiple nondivisible pieces together, provided 
sufficient supporting justification is given.'' The Caltrans asked for 
a definition that allows this kind of flexibility.
    FHWA Response: States may allow several nondivisible overwidth 
loads on the same vehicle, as long as the normal weight limits are 
observed. That appears to be what California authorizes. As mentioned 
above, Federal law gives the States great discretion in issuing permits 
for overwidth loads. There would also be no conflict with Federal 
regulations if a State allowed more than one overlength nondivisible 
load to be carried on a single trailer vehicle--assuming the vehicle 
was not overweight--because the FHWA's definition of a nondivisible 
load applies only to overlength nondivisible loads carried on two or 
more cargo-carrying units.
    Safety: The Wyoming DOT, the WTA, and Black Hills Trucking, Inc., 
referred to Rocky Mountain Prestress, Inc., v. Leno Menghini et al., 
No. C79-057B, an unreported 1979 Wyoming Federal district court 
decision, in support of the proposition that safety should be 
considered in any definition of nondivisible loads. Rocky Mountain 
Prestress manufactured concrete panels that were to be mounted, two at 
a time, on A-frame trailers and transported from Denver to Casper for 
use in construction projects. Wyoming law allowed special permits for 
overweight ``indivisible loads,'' but the Highway Department rejected 
plaintiff's application on the ground that two panels were a divisible 
load. Plaintiff sued the Chief Engineer of the Department, arguing 
among other things that Wyoming's permit law violated the Commerce 
Clause of the Constitution. The court held the law constitutional, but 
found that it had been applied in an arbitrary and capricious manner 
which impermissibly burdened interstate commerce. The court explained 
that:

    Our conclusion is buttressed by the admission of the Defendants 
that heavy equipment which is being carried by trailer qualifies as 
an indivisible load even though the parts thereof may be easily 
dismantled. Such an approach to granting overweight permits 
signifies that the State Highway Department has previously, as they 
must in this case, considered circumstances other than the mere 
physical divisibility of the goods in transit.
* * * * *
    We would also observe that forestry goods, baled hay and sugar 
beets are statutory exceptions to the mandated weight limits. The 
special interest group exceptions in the Wyoming statutes 
discriminate against the Plaintiff and others similarly situated who 
may be equally deserving of exceptions from the weight limitation in 
view of the safety and economic factors involved. * * *
    * * * [T]he State's desire to protect its highways has been 
severely diluted by the discriminatory granting of overweight 
permits to special interest groups, as well as by the routine 
issuance of such permits based on an indivisible load regulatory 
provision that we believe was arbitrarily and capriciously applied 
to the Plaintiff.

    FHWA Response: The court concluded that ``the `A' frame is the 
safest * * * mode of transportation for loading and shipping panels,'' 
but its evidence on that point was meager. The issue of safe 
transportation of concrete panels was discussed at some length in the 
SNPRM (see 58 FR 11455-11457). As we noted there, a single panel, 
mounted horizontally, would improve the vehicle's braking capability 
and reduce its susceptibility to side winds. Two such panels obviously 
constitute a divisible load, and a ``safety'' rationale for doubling 
the weight of a divisible load is not persuasive.
    Black Hills Trucking now contends that one panel cannot be carried 
horizontally because it ``is not constructed to stand up to forces 
coming through its sides,'' or vertically ``because it is not heavy 
enough in proportion to the `sail' area exposed to side winds which 
destabilize the load.'' The apparent fragility of these concrete panels 
does not make two of them any less divisible. Furthermore, the Great 
Plains experience winds high enough to overturn tractor trailer 
combinations and double-stack container trains. The interests of safety 
are better served by halting trucking operations under those conditions 
than by doubling the weight of the cargo in an effort to anchor the 
vehicle.
    The Rocky Mountain Prestress decision is not binding on the FHWA. 
To the extent this rule requires Wyoming to adopt and enforce a new 
definition for purposes of issuing nondivisible load overweight permits 
for the Interstate System, it is no longer binding on the State either. 
The 1979 decision was based upon the State's arbitrary and capricious 
administration of its own permit law, in particular its failure to 
apply that law consistently to all motor carriers and commodities. At 
the time, there was no Federal law on nondivisible loads. Congress 
enacted nondivisible load provisions for vehicle weight in 1982 and for 
vehicle length in 1991. Proposed regulations to implement that 
authority have been subjected to extensive comment and discussion in 
this rulemaking. Wyoming, like the other States, will be required to 
adopt the new definition for Interstate operations. That definition 
will result in greatly increased nationwide uniformity in the treatment 
of nondivisible loads. Wyoming will have no more administrative 
discretion than any other State. A judicial challenge to the FHWA's 
definition of a nondivisible load would therefore confront a legal and 
factual situation completely different from that which existed in 1979.
    Emergency Vehicles: Section 1023(e)(1) of the ISTEA prohibited the 
FHWA from penalizing States that allow emergency vehicles to use the 
Interstate at weights in excess of Federal axle and Bridge Formula 
limits. The exemption was in effect for 2 years after the date of 
enactment of the ISTEA and expired on December 18, 1993. Section 
1023(e) also required a study of State laws and permit practices to 
determine whether statutory changes were needed to accommodate 
emergency vehicles.
    To carry out the study, the FHWA requested comments on a variety of 
questions (57 FR 46941, October 13, 1992). The information submitted 
indicated that most fire trucks exceed the Federal single- and/or 
tandem-axle weight limits (20,000 and 34,000 pounds, respectively). 
These vehicles are rarely short enough to violate the Bridge Formula, 
however, and almost all of them have gross weights under 80,000 pounds. 
Technological developments in the manufacturing sector combined with 
the equipment preferences of fire departments are driving up the size 
and, especially, the weight of fire trucks. On the other hand, tandem 
and tridem axles are not favored because they reduce the 
maneuverability these vehicles need to reach burning buildings. Some 
States exempt fire equipment from normal weight limits, and others 
issue blanket overweight permits. The Caltrans reached a compromise 
with fire officials that will require the latter to observe specific 
axle limits for various types of vehicles and to make purchasing 
decisions accordingly.
    The U.S. DOT's report was transmitted to Congress on September 7, 
1993. It recommended that Congress take no further action because the 
matter could be resolved by an FHWA policy statement. On November 9, 
1993, the Federal Highway Administrator informed the FHWA's regional 
offices, and through them the States, that ``the FHWA will not withhold 
Federal-aid funds from States which issue nondivisible load permits to 
emergency vehicles equipped for their intended use. We will not require 
that the vehicles have a full crew or be operating under emergency 
conditions. States may set whatever permit terms, conditions, and fees 
they consider appropriate.'' The Federal Highway Administrator added 
that this policy ``is compatible with the Agency's draft definition'' 
published on February 25, 1993, in the SNPRM and that if it ``in any 
way conflicts with the definition ultimately adopted through the 
rulemaking process, appropriate action will be taken to amend or 
rescind the policy.''
    The Federal Highway Administrator's decision was based upon 
conclusions set forth in his November 9, 1993, letter:

    Some States may have refused to issue nondivisible load permits 
to emergency vehicles because much of their equipment is readily 
detachable. Fire trucks often carry firefighting teams, water, 
hoses, axes, respirators and other devices; advanced life support 
vehicles typically carry at least two paramedics (one of whom 
drives), defibrillators, oxygen tanks, stretchers, and medical 
supplies. In one sense, ancillary equipment and personnel are 
``divisible'' parts of the load, and removing them might lighten an 
emergency vehicle enough to restore compliance with Interstate 
weight limits. Doing so, however, would defeat the purpose of these 
vehicles and make it impossible for them to respond effectively to 
emergencies. New vehicles may even be overweight as they leave the 
final stage manufacturing facility, either because the base vehicle 
is particularly heavy or because ancillary equipment is supplied 
with it. The equipment that could be removed from emergency vehicles 
to reduce weight is essential to the services they are designed to 
perform. These vehicles and loads are functionally if not physically 
nondivisible, and I believe the States should have the option to 
treat them as such.

    In the language of the regulation we are adopting today, requiring 
an emergency vehicle to unload separable pieces of equipment would 
``compromise the intended use of the vehicle.'' Emergency vehicles meet 
the definition of a nondivisible vehicle or load.
    Spent Nuclear Fuel: The Pennsylvania DOT pointed out that the FHWA 
informed the American Association of State Highway and Transportation 
Officials several years ago that the FHWA regards overweight casks used 
to move spent nuclear fuel as nondivisible. This determination was not 
reflected in the SNPRM. The casks used to transport spent nuclear 
materials, especially nuclear fuel, are extraordinarily strong and 
heavy, both to prevent a release in case the transporter vehicle was 
involved in an accident and to block radiation that would penetrate 
lighter materials. Some of these containment devices can make a vehicle 
overweight even before the nuclear materials are loaded. These vehicles 
cannot be used for any other cargo or reduced to legal weights without 
frustrating their purpose. A new provision has therefore been added 
which essentially states that specially designed casks used to move 
spent nuclear fuel meet the definition of a nondivisible load.
    Other Issues: The Pennsylvania DOT suggested that the SNPRM be 
amended to acknowledge that both the President and State governors

    [H]ave the executive authority to temporarily modify any vehicle 
size or weight law or regulation, including the nondivisible 
criteria, in order to provide for emergency relief to promote the 
general welfare and public safety, without threat of Federal 
sanction after the emergency.

While the FHWA would not necessarily impose sanctions if weight 
enforcement suffered during emergencies that threatened public welfare, 
Federal weight law simply does not authorize waivers of the Interstate 
limits or regulatory definitions.
    The Connecticut DOT suggested that we use the definition of a 
nondivisible load to establish ``an Ultimate Limit or a guideline to be 
used by manufacturing.'' Federal size and weight laws confer no 
authority to regulate manufacturers.
    The FHWA mentioned in the SNPRM that bulk commodities such as 
liquids, grain, and cement are inherently divisible. The CRASH 
suggested that the definition include ``a much more complete listing of 
loads that are inherently divisible * * * .'' In view of the enormous 
variety of products that move by truck, we do not believe divisible 
loads could reasonably be itemized.
    Grove Worldwide, a manufacturer of cranes, proposed that a load be 
defined as nondivisible if dismantling it would cause a competitive 
disadvantage, compromise the integrity and safety of the equipment when 
disassembled, or jeopardize the warranty. The FHWA considers these 
tests too far removed from the question of physical divisibility to be 
appropriate.

Procedure to Review and Correct Final List

    Sections 1023 and 4006 of the ISTEA provide a review and correction 
procedure for the final list of ISTEA vehicles, published today as 
appendix C to 23 CFR part 658. Any person or State may request that the 
Secretary review the final list to determine if there is cause to 
believe that it contains a mistake. The Secretary may also initiate the 
review. If the Secretary believes an error exists, he or she must 
commence a proceeding to determine if the list should be corrected, and 
if so, make the correction. Proposed language establishing such a 
procedure was included in the SNPRM. No comments were received on this 
issue. Accordingly, that language has been adopted, unchanged, by this 
final rule in Sec. 658.23(f).

Temporary Exemption for Public Transit Vehicles

    Section 1023 of the ISTEA was amended by the Department of 
Transportation and Related Agencies Appropriations Act for fiscal year 
(FY) 1993, Public Law 102-388, 106 Stat. 1520. Section 341 added a new 
subsection (h) which reads in part as follows:

    (h) Public Transit Vehicles.--
    (1) Temporary Exemption.--The second sentence of section 127 of 
title 23, United States Code, relating to axle weight limitations 
for vehicles using the Dwight D. Eisenhower System of Interstate and 
Defense Highways, shall not apply, in the 2-year period beginning on 
the date of the enactment of this Act, to any vehicle which is 
regularly and exclusively used as an intrastate public agency 
transit passenger bus. The Secretary may extend such 2-year period 
for an additional year.

    This prevents the FHWA from sanctioning States that fail to enforce 
the Interstate axle-weight limits for public transit vehicles at least 
until October 6, 1994. If the Secretary exercises the authority to 
extend the exemption an additional year, it would apply until October 
6, 1995. The 2-year exemption was included in the ISTEA to allow States 
to suspend axle weight enforcement on the Interstate System against 
public transit vehicles while the Secretary conducts the study called 
for in section 1023(h)(2). That study, which is currently underway, is 
to determine whether or not public transit vehicles should be exempted 
from the requirements of 23 U.S.C. 127, State weight laws, or if such 
laws should be modified to accommodate these vehicles. The FHWA and the 
Federal Transit Administration published a joint notice and request for 
comments on this issue on November 16, 1993 (58 FR 60481). A report on 
the results of the study, along with recommendations, will ultimately 
be submitted by the Secretary to Congress.
    In a comment to the SNPRM docket, the American Public Transit 
Association urged that the temporary exemption language be codified 
into part 658. The FHWA agrees with this comment. Accordingly, the 
exemption is codified in this final rule at Sec. 658.17(k).

Temporary Exemption for Emergency Vehicles

    Section 1023(e) of the ISTEA added the following exemption from 23 
U.S.C. 127:

    (1) Temporary Exemption.--The second sentence of section 127 of 
title 23, United States Code, relating to axle weight limitations 
and the bridge formula for vehicles using the Dwight D. Eisenhower 
System of Interstate and Defense Highways, shall not apply, in the 
2-year period beginning on the date of the enactment of this Act, to 
any existing vehicle which is used for the purpose of protecting 
persons and property from fires and other disasters that threaten 
public safety and which is in actual operation before such date of 
enactment and to any new vehicle to be used for such purpose while 
such vehicle is being delivered to a fire fighting agency. The 
Secretary may extend such 2-year period for an additional year.

    This prevented the FHWA from sanctioning States that failed to 
enforce the Interstate axle-weight and Bridge Formula limits for fire 
or emergency vehicles in actual operation on or before December 18, 
1991, and for such equipment being delivered from the manufacturer to a 
fire department. The normal gross weight limit was not affected by the 
exemption. The exemption remained in effect through December 18, 1993. 
The SNPRM proposed to codify the exemption at Sec. 658.17(k).
    Two comments were received on this issue. The South Dakota DOT 
expressed its desire to go on record as ``not in favor of allowing a 
temporary or permanent axle weight exemption or bridge formula weight 
exemption for emergency vehicles.'' The State contends that ``operation 
of these vehicles overweight threatens the public's safety'' and ``that 
emergency vehicles should be designed to operate within legal size and 
weight limits.'' The Caltrans objected to the FHWA's interpretation of 
the law which indicated that the normal gross weight limit (80,000 
pounds) remained in effect during the period of the exemption. They 
contend that gross weight is determined by the Bridge Formula and that 
our interpretation was contradictory.
    The FHWA believes that Congress intended the exemption in section 
1023(e)(1) to cover (1) single- and tandem-axle limits, (2) application 
of the bridge formula to intermediate axles (the inner bridge limits), 
and (3) application of the Bridge Formula to the overall wheelbase of 
the vehicle (the outer bridge limit). However, the 80,000-pound maximum 
gross weight allowed by 23 U.S.C. 127(a) is not inherently part of the 
Bridge Formula. It is a separate statutory restriction, and we do not 
believe Congress intended to authorize an exemption to the 80,000-pound 
limit.
    The 2-year exemption was included in the ISTEA to allow States to 
suspend enforcement action against these vehicles while the Secretary 
conducted the study called for in section 1023(e)(2). That study has 
been completed, as indicated above, and the authority of the Secretary 
to extend the temporary exemption an additional year will not be 
exercised. The temporary exemption expired December 18, 1993. However, 
the definition of a nondivisible load adopted in this final rule 
specifically declares emergency vehicles to be nondivisible. States may 
therefore issue overweight permits for these vehicles if they wish.

Interstate System Weight Requirements

    The first sentence in 23 U.S.C. 127(a) was amended by the STAA of 
1982 to require all States to allow the maximum weights permitted by 
Federal law on the Interstate System. In effect, the weight limits set 
forth in section 127 became minimums which the States must allow, as 
well as the maximums the States could allow, on the Interstate System. 
Since the STAA amendment of section 127 became effective (January 6, 
1983), States have occasionally argued that the amendment applied only 
to the single-axle, tandem-axle, and maximum gross weight limits, and 
not to gross weights developed by the Bridge Formula. In addition, a 
degree of confusion regarding applicability has lingered over the years 
as a result of the regulations issued to implement the STAA (49 FR 
23302, June 5, 1984). Although those regulations were published 1\1/2\ 
years after enactment of the STAA, the statutory action making the 
weight value minimums was not highlighted nor was any regulatory 
language included.
    The SNPRM proposed to clarify and resolve this issue by including a 
Sec. 658.17(f) as follows.

    (f) States may not enforce on the Interstate System vehicle 
weight limits of less than 20,000 pounds on a single axle, 34,000 
pounds on a tandem axle, or the weights derived from the bridge 
formula, up to a maximum of 80,000 pounds, including all enforcement 
tolerances.

    Comments on this proposal were received from six State Departments 
of Transportation (Arizona, Montana, Nevada, Oregon, South Dakota, and 
Washington), as well as from the WASHTO's Subcommittee on Highway 
Transport. All seven commenters objected to the paragraph as proposed 
for fear that it would no longer allow the States to further control 
axle weight using a regulation based on pounds per inch of tire width. 
Each of the six States providing direct comments currently has this 
type of weight control regulation in force. The ``Guide For Uniform 
Laws and Regulations Governing Truck Size and Weight Among the WASHTO 
States,'' prepared by the WASHTO Subcommittee on Highway Transport and 
adopted by the WASHTO Policy Committee on June 26, 1993, recommends 
that all 17 member States adopt a 600-pound/inch tire width weight 
control.
    State tire loading regulations are intended to limit the use of 
single tires or wheels designed for dual tire applications. This is a 
practice which results in higher pavement stress and shorter pavement 
life, and greatly reduces the safety margin provided by dual tires. 
Depending on the pound-per-inch limit chosen, these regulations may 
also restrict the use of some ``super single'' tires. The Washington 
State DOT included in its docket comments a copy of a report of 
research on the effects of wide based single tires on flexible 
pavements conducted by the FHWA at our Pavement Testing Facility during 
1989 and 1990. Dual 11R22.5 radial tires, previously identified as one 
of the most common truck tires in use today, were tested against a 425/
65R22.5 wide base single tire. Under a load rating methodology 
established by the United States Tire and Rim Association, the load 
ratings for the duals and the single are equivalent; however, the 
footprint on the pavement is significantly different. The approximate 
footprint of an 11R22.5 tire is 8.5 inches. Thus, two sets of duals 
(four tires) can result in approximately 34 inches of tire being 
available to transmit an axle load to the pavement. For the 425/65R22.5 
wide base tire, the footprint is approximately 11 inches, which would 
make approximately 22 inches available to transmit an axle load to the 
pavement. The research demonstrated that the 425/65R22.5 wide based 
single tire was significantly more damaging to conventional flexible 
pavements than the traditional 11R22.5 dual tires.
     The Federal axle weight limits on the Interstate System were 
adopted to protect the tremendous Federal investment in that System. 
Restrictions on the weight a tire may carry, based on its width, are 
consistent with that goal and not forbidden by Federal law. It would be 
anomalous to adopt axle weight limits to protect Interstate System 
pavements and then prevent States from blocking the use of tires so 
narrow that much of the protection was lost. In addition, a pound-per-
inch tire limit does not directly limit the weight that an axle may 
carry, since additional or wider tires may be utilized. Therefore, 
unless such restrictions operate so that, as a practical matter, axles 
cannot be loaded to the Federal weight limits, they are not 
inconsistent with 23 U.S.C. 127. We believe that laws limiting tire 
weights as low as 500 pounds per inch width of tire or tread width will 
allow axles to be loaded to the Federal axle weight limits without 
particular difficulty.
    Steering axles must be treated differently, however, since they 
cannot always be equipped with wider or additional tires. The FHWA has 
already recognized a different standard for steering axles by not 
requiring States to allow truckers to load them to 20,000 pounds when 
the manufacturer's weight rating is less than that. Therefore, States 
may not impose pound-per-inch restrictions that would reduce the 
allowed weight of steering axles on the Interstate System to less than 
20,000 pounds or the manufacturer's weight rating, whichever is lower.
    Arizona, Montana, and Oregon also suggested that proposed 
Sec. 658.17(f) be amended to allow temporary weight restrictions based 
on climatic conditions or emergencies.
    Some northern States have for decades enforced lower axle limits 
during spring thaw. When moisture in a pavement's sub-base, frozen 
during the winter months, begins to melt, the load-carrying capacity of 
the pavement structure is reduced until the moisture drains. The degree 
of reduction is a function of the overall pavement structure thickness, 
the type of underlying material, amount of moisture, and depth of frost 
penetration.
    Federal weight restrictions apply only to the Interstate System. 
The standards to which the System has been built include pavement 
designs developed with the strength to allow maximum legal weights year 
round. The FHWA does not agree that there is a need to provide 
regulatory flexibility for climatic conditions. The pavement design 
parameters of the Interstate System preclude the need for this 
authority. However, the States do retain the authority to establish 
such restrictions for highways that are not part of the Interstate 
System.
    ``Emergency'' weight restrictions requested by States generally are 
not restrictions at all, but rather the lessening of restrictions to 
allow heavier weights. For example, when natural disasters occur, 
carriers, relief agencies, or States would often like to allow trucks 
carrying relief supplies to exceed normal weight limits. Federal law 
simply does not allow waivers of this kind. On the other hand, if a 
flood or earthquake has seriously weakened a bridge or stretch of 
pavement, it remains within the police powers of the State or 
municipality to close or limit access to the facility in order to 
protect the public.
    Of the three exceptions to Sec. 658.17(f) sought by commenters, the 
FHWA agrees that States should retain the authority to enforce the tire 
loading restrictions, but does not concur in the request to provide 
climatic or emergency restrictions. Accordingly, Sec. 658.17(f), as 
proposed in the SNPRM, is amended to read as follows:


Sec. 658.17  Weight.

* * * * *
    (f) Except as provided herein, States may not enforce on the 
Interstate System vehicle weight limits of less than 20,000 pounds 
on a single axle, 34,000 pounds on a tandem axle, or the weights 
derived from the Bridge Formula, up to a maximum of 80,000 pounds, 
including all enforcement tolerances. States may not limit tire 
loads to less than 500 pounds per inch of tire or tread width, 
except that such limits may not be applied to tires on the steering 
axle. States may not limit steering axle weights to less than 20,000 
pounds or the axle rating established by the manufacturer, whichever 
is lower.

Bus Length and Access

    Section 4006(b)(1) of the ISTEA amended section 411(a) of the STAA 
[49 U.S.C. app. 2311(a)] by inserting ``of less than 45 feet on the 
length of any bus,'' after ``vehicle length limitation.''
    Section 4006(b)(2) of the ISTEA amended section 412(a)(2) of the 
STAA [49 U.S.C. app. 2312(a)(2)] by inserting ``motor carrier of 
passengers'' after ``household goods carriers.''
    The first provision has the effect of requiring States to allow 
buses with a length of 45 feet or less on the NN and reasonable access 
routes. The second provision requires States to allow motor carriers of 
passengers to have the same access off the NN as household goods 
carriers, i.e., to ``points of loading and unloading.'' In the SNPRM, 
the FHWA proposed changes to the ``Length'' and ``Reasonable Access'' 
sections of part 658 to account for these provisions.
    Comments on this proposal were received from the Caltrans and the 
Department of California Highway Patrol. Both agencies recommended that 
a final rule include definitions of both ``bus'' and ``motor carrier of 
passengers'' to ``prevent confusion on the interpretation and 
application of the regulations.'' The FHWA agrees with this comment.
    The STAA defines a ``commercial motor vehicle'' in part as ``any 
self-propelled * * * vehicle used on the highways in [interstate] 
commerce principally to transport passengers * * * (B) if such vehicle 
is designed to transport more than 10 passengers, including the driver 
* * *'' (49 U.S.C. app. 2301(1)(B)). While this definition applies only 
to subchapter I of chapter 32 of title 49, U.S.C., which makes grants 
available to States that agree to enforce Federal, or compatible State, 
safety regulations, it is an indication of congressional intent. For 
purposes of administering the commercial vehicle safety program, 
``bus'' was defined in 49 CFR 390.5 as ``any motor vehicle designed, 
constructed, and or used for the transportation of passengers, 
including taxicabs.'' The Motor Carrier Safety Act of 1984 amended the 
definition of a bus to a ``vehicle designed to transport more than 15 
passengers, including the driver * * *.'' (49 U.S.C. app. 2503(1)(B)).
    The intent of Congress, as expressed in the ISTEA, is to guarantee 
national route availability and reasonable access for ``buses'' not 
exceeding 45 feet in length. Since virtually all States already allowed 
40-foot buses to operate Statewide prior to the ISTEA, the number of 
passengers the vehicle is designed to carry is not an issue, simply the 
establishment of a national standard length. Accordingly, this final 
rule will use the most generic of the definitions already established, 
that found in 49 CFR 390.5.
    While the term ``motor carrier of passengers'' has not previously 
been defined, this type of operation can generally be characterized as 
belonging to at least one of three groups: (1) Common carriers that 
offer service on regular (and sometimes on irregular) routes, (2) 
contract carriers that provide charter service to groups, or (3) 
private carriers that do not serve the public but use buses as part of 
some other enterprise. Someone who uses a 45-foot bus for recreational 
or other non-business purposes would not qualify as a motor carrier of 
passengers. For this final rule ``motor carrier of passengers'' is 
defined as follows:

    Motor Carrier of Passengers--is a common, contract, or private 
carrier using a bus to provide commercial transportation of 
passengers.

    The list of definitions contained in 23 CFR 658.5 has been amended 
to include this definition. In addition, the provisions of Sec. 658.13 
(Length) and Sec. 658.19 (Reasonable Access) have been amended to 
account for these provisions.

Lengths of Trailers and Semitrailers

    Fruehauf Trailer Corporation (Fruehauf) commented that the FHWA 
should clarify the methods by which length is determined for trailers 
which are part of a multi-unit vehicle subject to the freeze. Because 
of the attention focused on the LCV length issue by the freeze, 
Fruehauf contends that it is important that all States (and enforcement 
agencies) have a uniform understanding of how the length of the 
individual units is to be determined. Fruehauf's specific concern is 
with full trailers used in LCV's which are actually made up of a 
semitrailer and a converter dolly.
    In a Notice of Interpretation (NOI) published on March 13, 1987, at 
52 FR 7834, the FHWA addressed the issue of trailer or semitrailer 
length, as part of an overall discussion of length and width exclusive 
devices. The first length interpretation is relevant here.

    1. The length of a semitrailer equipped with an upper coupler 
(mates with a truck tractor fifth wheel) and a full trailer (with 
either a permanently mounted dolly or equipped with a converter 
dolly) is to be measured from the front vertical plane of the 
foremost transverse load carrying structure to the rear vertical 
plane of the rearmost transverse load carrying structure. The towbar 
of a full trailer is excluded from the length measurement (of that 
trailer) since, technically, it carries no load, but rather it is 
the means by which the trailer unit is drawn.

    The length of any two or more units subject to the freeze 
requirements of section 4006 is to be measured from the front of the 
foremost transverse load-carrying structure of the first cargo-carrying 
unit to the rear of the rearmost transverse load-carrying structure of 
the last such unit. The upper coupler on a semitrailer is not to be 
included in the length determination of these units.

National Network--California

    This final rule will also amend appendix A to 23 CFR part 658, 
National Network--Federally-Designated Routes, to reflect the inclusion 
of the I-580 Richmond-San Rafael Bridge (toll) in the NN. Under the 
STAA, all Interstate System routes are part of the NN unless deletion 
is authorized by law. The I-580 Richmond-San Rafael Bridge was withheld 
from the NN until a direct connection to I-80 from the east end of the 
bridge could be completed. This condition was reflected in Note 1 to 
the California listing of NN routes in appendix A. Now that this 
connection has been completed, the FHWA is amending appendix A by 
removing Note 1 and redesignating Note 2 as ``Note.''
    This amendment will merely reflect the fact that the I-580 
Richmond-San Rafael Bridge is now included in the NN pursuant to the 
provisions of the STAA. For this reason, and the others set forth 
above, the FHWA has determined that prior notice and opportunity for 
public comment on this action are unnecessary. Furthermore, due to the 
technical nature of this amendment, the FHWA has determined that prior 
notice and opportunity for comment are not required under the U.S. 
Department of Transportation's Regulatory Policies and Procedures, as 
it is not anticipated that such action will result in receipt of useful 
information.

National Network--Virginia

    The ISTEA freeze applies to the operation of specified CMV's on the 
Interstate and other portions of the NN. The identification of NN 
routes in Virginia contained in appendix A to 23 CFR part 658 utilizes 
Interstate System exit numbers to identify the beginning or end of some 
NN routes. During 1992, the State converted all Interstate System exit 
numbers from a consecutive number system to a milepost numbering 
system. In response to this portion of the SNPRM, the State indicated 
that there appeared to be a discrepancy between what was published in 
the SNPRM and what the State was considering to be its NN.
    The State list not only includes those highway sections designated 
by the Secretary which comprise appendix A to part 658, but also 
additional segments which the State has also decided to open to STAA 
vehicles. Each State retains the authority to open additional mileage, 
beyond what is listed in appendix A of part 658, to STAA vehicles 
without the approval of the Secretary. In order to identify NN routes 
in Virginia which have been federally designated, we are reissuing the 
State's NN routes in appendix A, 23 CFR part 658, to reflect the new 
milepost-based exit numbers.

Definition Of Maxi-Cube

    Among the vehicles specifically excluded from listing in appendix 
C, and therefore not subject to the restrictions described in section 
4006 of the ISTEA, is the maxi-cube vehicle. ``Maxi-Cube'' is a 
registered trademark of LHT Industries, which designed the vehicle, but 
the maxi-cube regulations adopted in this rule apply to any vehicles 
that meet their terms.
    In 1987, Congress amended the STAA by adopting a definition of a 
maxi-cube and authorizing the vehicle to operate on the same terms as 
other STAA vehicles (49 U.S.C. app. 2311(f)(2) and 2311(c), 
respectively). It soon became apparent that the definition, reproduced 
below, was flawed:

    (2) For purposes of this section, maxi-cube vehicle means a 
truck tractor combined with a semi-trailer and a separable cargo-
carrying unit which is designed to be loaded and unloaded through 
the semi-trailer, except that the entire combination shall not 
exceed 65 feet in length and the separable cargo-carrying unit shall 
not exceed 34 feet in length.

49 U.S.C. app. 2311(f)(2).

    Although the term maxi-cube was intended to apply to a specific 
combination of straight truck and trailing unit, the 1987 language 
described the power unit as a ``truck tractor,'' which the STAA 
elsewhere defines as ``the noncargo carrying power unit that operates 
in combination with a semitrailer or trailer * * * `` (49 U.S.C. app. 
2311(f)(1)).
    Theoretically, therefore, the maxi-cube is a noncargo-carrying 
power unit combined with a semitrailer and a separable cargo-carrying 
unit which is designed to be loaded and unloaded through the semi-
trailer. Unfortunately, this vehicle is a chimera. The separable cargo-
carrying unit cannot be placed on the ``noncargo carrying'' power unit, 
and if it were placed on the semitrailer, the result would seem to be a 
truck tractor-chassis-intermodal container combination. Container 
vehicles had long been legal, however, so the 1987 language certainly 
was not directed at them. In some sense all containers and semitrailers 
are designed to be loaded and unloaded ``through'' themselves, but the 
description does not really fit a combination with only one cargo-
carrying unit. The fact is that the definition of the vehicle to be 
authorized did not correspond to the actual vehicle.
    Recognizing the problem, Congress amended the STAA again in 1990 to 
make maxi-cubes ``specialized equipment'' and thus eligible for the 
special regulatory treatment authorized by 49 U.S.C. app. 2311(d). The 
accompanying report of the House Appropriations Committee said the 
following:

    The bill includes language (Sec. 327) amending section 411(d) of 
the Surface Transportation Assistance Act of 1982 regarding maxi-
cube vehicles. A maxi-cube vehicle is a truck combination consisting 
of a power unit capable of carrying cargo that pulls a semitrailer. 
The power unit is a single or tandem axle truck that carries either 
a detachable or a permanently attached cargo box or platform. The 
trailing unit is a semitrailer attached to the front unit by a 
specially built draw bar which gives the entire combination a single 
point of articulation. The front of the rear unit is specially 
designed so cargo may be loaded through the rear unit to the front 
unit. The length of the trailing cargo unit can be no more than 34 
feet excluding the draw bar. The distance from the front of the 
cargo box on the power unit to the rear of the trailing unit can be 
no more than 60 feet.

(H.R. Rep. No. 584, 101st Cong. 2d Sess. at 78-79 (1990).)

    Although this is an accurate description of a maxi-cube, the flawed 
definition of the same vehicle in 49 U.S.C. app. 2311(f)(2) was not 
repealed. In the SNPRM, the FHWA therefore exercised its broad 
discretionary authority over specialized equipment to propose a 
definition of the maxi-cube that largely codified the policy guidance 
of the Committee Report while omitting or modifying the erroneous parts 
of the statutory definition. We believe this is consistent with the 
principle that ambiguous or confusing statutes must be interpreted and 
implemented in a manner that minimizes difficulties and produces the 
most sensible result.
    The definition of a maxi-cube proposed in the SNPRM has been 
adopted in this final rule, with slight modifications for clarity. It 
should be noted that the word ``semitrailer'' used in the statute and 
Committee Report has been changed to ``trailer or semitrailer,'' since 
some of the vehicles built as maxi-cubes in recent years are equipped 
with pintle-hooks, non-load-bearing hitches used for full trailers. 
Others are equipped with load-bearing fifth-wheel hitches typical of 
semitrailers. This modification of the definition is well within the 
FHWA's authority to promulgate rules to accommodate specialized 
equipment.
    The SNPRM also proposed that maxi-cube vehicles should be measured 
with the adjustable-length drawbar (if so equipped) at its maximum 
extension, since we assumed that was how the drawbar would be 
positioned for over-the-road operations. The Pennsylvania DOT supported 
this proposal in its comments to the docket.
    It appears, however, that adjustable drawbars usually are not fully 
extended when the vehicle is in motion. Magna Van and Coca Cola 
commented that 24 inches is the normal distance between the first and 
second units of their maxi-cube vehicles during over-the-road 
operations, but that longer distances are used for access to driveways 
and transferring freight in off-road situations. Other information 
submitted to the docket indicated that 27 inches is probably the 
longest distance between cargo units for highway travel. However, there 
are times when a longer drawbar setting may be desirable, such as on 
rough terrain to keep the cargo boxes from hitting each other; in urban 
areas while making sharp turns; or while loading and unloading cargo 
from the front unit while the rear unit is attached. The maximum 
reported unit separation in these instances is 42 inches.
    The FHWA believes Congress intended the maxi-cube length limits to 
apply to vehicles in their normal operational configuration. We have 
concluded that the cargo capacity of these vehicles would be needlessly 
reduced if the rule required length measurements to be made with the 
drawbar at maximum extension, since that position is used only to 
assist in low-speed maneuvering or loading and unloading. The last 
sentence of Sec. 658.13(e)(4) has therefore been modified to read:

    If the maxi-cube vehicle is equipped with an adjustable drawbar, 
the 60- and 65-foot distances shall be measured with a drawbar 
spacing of not more than 27 inches. The drawbar may be temporarily 
extended beyond that distance to maneuver or load the vehicle.

    The American Movers Conference believes that the load-through 
feature of the maxi-cube should be made optional. We do not agree. That 
language is included both in the statutory definition in 49 U.S.C. app. 
2311(f)(2) and in the Appropriations Committee report. This feature is 
one of the primary reasons Congress declared maxi-cubes specialized 
equipment. Removing the load-through element from the definition would 
make these vehicles indistinguishable from truck-trailer combinations.
    The State of Connecticut asked if the maxi-cube vehicle will be 
designated as specialized equipment since it will be limited to the NN 
and reasonable access routes. Maxi-cube vehicles are by statute 
specialized equipment, and Federal regulations for such equipment apply 
only on the NN and reasonable access routes.
    This action concludes the FHWA rulemaking proceeding that was 
designated with the regulation identification number 2125-AC65.

Beverage Semitrailers

    A rulemaking to designate as specialized equipment the 28-foot van-
type, drop-frame beverage semitrailer when it is equipped with an upper 
coupler plate that extends in front of the semitrailer, has been 
underway since 1990. The last action on the subject was publication of 
an NPRM on June 25, 1990, at 55 FR 25850. The final rule was being 
prepared when the ISTEA was enacted. Since the rulemaking necessary to 
implement the ``LCV-freeze'' would, like the beverage semitrailer rule, 
amend 23 CFR part 658, the decision was made to include both in a 
single document. Since they amend the same existing regulation, 
combining them minimizes the number of separate changes made to an 
already complex regulatory document.
    The STAA, codified at 49 U.S.C. app. 2311 et seq., established 
length and width standards for vehicles using the highways designated 
as the NN (appendix A to 23 CFR part 658 (1993)). The STAA prohibited 
any State from enforcing a length limit of less than 28 feet on a 
semitrailer or trailer operating in a truck tractor-semitrailer-trailer 
combination on the NN (49 U.S.C. app. 2311 (a)). The STAA, under an 
equipment grandfather provision, also allows the use of 28.5-foot 
semitrailers and trailers in truck tractor-semitrailer-trailer 
combinations if they were actually and lawfully operating on December 
1, 1982, within a 65-foot overall length limit in any State. The 
statute prohibited any State from denying reasonable access to points 
of loading and unloading for a truck tractor pulling a single 28-foot 
(28.5-foot if grandfathered) semitrailer that generally operates as 
part of a truck tractor-semitrailer-trailer combination. In addition, 
the STAA gave the Secretary authority to exclude from measurement of 
trailer length and width, devices necessary for the safe and efficient 
operation of CMV's, provided length exclusive devices did not have, by 
design or use, the capability to carry cargo (49 U.S.C. app. 2311(h), 
2316(b)).
    Questions involving permissible vehicle length and length exclusive 
devices are critical to a new design for 28-foot beverage semitrailers. 
As used in this proceeding, ``beverage'' means a liquid for drinking, 
including water. One new design places the kingpin under the nose of 
the trailer with a portion of the upper coupler plate extending beyond 
the front of the vehicle. Since these beverage semitrailers use an 
enclosed van-type, drop-frame design, mounting the kingpin in this 
manner allows the drop-frame portion of the semitrailer to be extended 
forward. The FHWA has issued several NOI of length and width exclusive 
devices. The most recent was published on March 13, 1987, at 52 FR 
7834. That NOI recognized a number of length-exclusive design features, 
including (1) the pickup plate lip of the upper coupler, and (2) any 
non-load-carrying device which falls within the swing radius of the 
semitrailer (measured from the center line of the kingpin to the front 
corner of the semitrailer). As applied to the new design described 
above, these two provisions have proved difficult to administer and 
have caused confusion and misunderstanding between the FHWA and the 
industry. The June 25, 1990, NPRM proposed to designate as specialized 
equipment van-type, drop-frame beverage semitrailers. A 30-day comment 
period (through July 25, 1990) was provided.
    In addition to seeking general comments, the NPRM requested all 
interested parties to respond to four questions concerning these 
vehicles.
    The FHWA solicited comments on the following questions as well as 
other comments:
    1. Should ``beverage trailer'' and ``beverage semitrailer'' be 
defined in the proposed regulation?
    2. Is the proposed length limit for the upper coupler extension of 
the semitrailer clear?
    3. Will the semitrailer, as configured, be as safe as one with the 
upper coupler plate positioned fully under the semitrailer?
    4. Will the position of the center of the kingpin, not more than 28 
feet from the rear of the semitrailer, produce offtracking 
characteristics that are significantly greater than those of 
conventional 28-foot semitrailers?

Discussion

    Eight responses to the June 25, 1990, NPRM were submitted to the 
docket. The respondents included four State Departments of 
Transportation; California (Caltrans), Florida (FDOT), Minnesota 
(MnDOT), and Virginia (VDOT) and the Connecticut Department of Motor 
Vehicles, the Port Authority of New York and New Jersey, Hackney and 
Sons, Inc. (trailer manufacturer), and one individual. Of these 
respondents, six favored designating the beverage semitrailer as 
specified equipment, one (Caltrans) opposed, and one (VDOT) was not 
sure the vehicle could operate on its current system of highways for 
STAA dimensioned vehicles.

Comments Submitted to Docket 90-9

    1. Should ``beverage trailer'' and ``beverage semitrailer'' be 
defined in the proposed regulation?
    Six respondents commented on defining the ``beverage trailer'' and 
``beverage semitrailer.'' Two State DOT's (FDOT and VDOT) and the Port 
Authority requested that the terms ``beverage trailer'' and ``beverage 
semitrailer'' be defined in order to administer the regulation without 
erroneous interpretations. They see this terminology as a potential 
enforcement problem. The individual stated that the definition was 
incomplete as it was now written and should specify that the trailer 
has side access only for cargo. The trailer manufacturer requested that 
it not be defined because the trailers are also used for palletized 
cargo as well. Other types of cargo hauled on this type of trailer 
include automobile batteries, coin compartments from pay telephones, 
mushrooms, and nursery plants.
    The trailer manufacturer also suggested that the regulation read as 
follows: ``with the center line of the kingpin mounted not more than 28 
feet from the rear of the semitrailer * * *.'' It requested the 
addition of the words ``the center line of'' because (1) in the 
semitrailer design under consideration, every inch is important, (2) 
this change would provide more swing clearance for the tractor under 
the gooseneck area of the semitrailer, (3) the length of the trailer 
body would not be increased, and (4) it is common in the industry to 
specify kingpin location by kingpin center. Based on these comments, 
the FHWA has modified the definition to state that the semitrailer have 
``side access only'' and that the cargo be limited to bottled or canned 
beverages. The definition has also been revised to allow the 28-foot 
length to be measured from the centerline of the kingpin to the rear of 
the semitrailer.
    2. Is the proposed length limit for the upper coupler extension of 
the semitrailer clear?
    The trailer manufacturer and the individual commented that the 
proposed length limit of the upper coupler was clear and in a workable 
location. They did not foresee any possible misinterpretation. The 
trailer manufacturer responded that by limiting the upper coupler 
extension to fall within the swing radius of the front corner of the 
semitrailer it is both clear and very workable. This approach has been 
allowed for the purpose of excluding other front-mounted items from 
length measurement and accordingly is to be used for this case as well. 
The FDOT commented that the proposed length limit was not clear as 
described in the June 25, 1990, NPRM. The FDOT also suggests that 
language is needed to assure that the coupler plate does not become a 
cargo carrier in and of itself and that the device stays reasonable in 
length. The MnDOT responded that its law currently allows semitrailers 
of 28.5 feet, in three vehicle combinations, and the proposed design 
would only minimally exceed the current standard.
    In accordance with these comments, the FHWA concludes that not 
allowing the upper coupler plate extension to extend beyond the swing 
radius of the semitrailer is a clear and sufficient means to restrict 
the length of this device. The operational rules have been amended to 
specify that the upper coupler plate itself cannot be used to carry 
cargo.
    3. Will the semitrailer, as configured, be as safe as one with the 
upper coupler plate positioned fully under the semitrailer?
    The Caltrans, MnDOT, trailer manufacturer, and individual agreed 
that the configuration would be as safe as the upper coupler positioned 
fully under the semitrailer. The FDOT commented that the final rule 
should include requirements similar to those found in 49 CFR part 393, 
subpart F--Coupling Devices and Towing Methods. These and other Federal 
regulations continue to apply to beverage trailers and need not be 
cross-referenced in every other applicable regulation. Due to the 
specialized nature of the equipment discussed here, however, reference 
to an applicable provision of 49 CFR part 393 is included.
    The trailer manufacturer responded that the configuration would be 
safe because the maximum kingpin-to-trailer axle span will be 25.5 
feet. A single 53-foot semitrailer can have a kingpin-to-center of 
trailer tandem-axle span of 45.5 feet and still be considered safe. The 
individual commented that there is no reason to believe that trailers 
produced to this configuration would be less safe than trailers with 
upper couplers fully under the trailer. Dump trailers and short 
container chassis often have configurations that place the kingpin 
forward of the body.
    The VDOT commented that demonstrations should be conducted with 
each type of semitrailer to determine any difference between the two 
mounting plates. A demonstration is not necessary because this style of 
trailer has been in operation for several years, and the operating 
characteristics are known to be compatible to other trailers in current 
use.
    Based on the comments, the FHWA concludes that the semitrailer as 
configured will be as safe as one with the upper coupler positioned 
fully under the semitrailer.
    4. Will the position of the kingpin, not more than 28 feet from the 
rear of the semitrailer, produce offtracking characteristics that are 
significantly greater than those of conventional 28-foot semitrailers?
    The Port Authority and the manufacturer responded ``no'' to the 
question. The Port Authority commented that it appears to them that the 
offtracking of the beverage semitrailer combinations set forth in the 
proposed regulation will not differ significantly from the conventional 
semitrailer combinations already permitted upon port authority 
vehicular crossings. The trailer manufacturer used a ``sum of squares'' 
method to determine offtracking (Society of Automotive Engineers (SAE) 
J695) and does not find a great increase in offtracking.
    The individual commented that offtracking of these specialized 
trailers will be greater than conventional 28-foot trailers since the 
distance from the kingpin to the trailer's axle will increase by up to 
3 feet. Also, using the techniques of SAE J695, he calculated the 
offtracking for conventional and beverage semitrailers as shown in the 
following table: 

           Comparison of Offtracking of Selected Semitrailers           
------------------------------------------------------------------------
      Radius                                                            
   conventional     Conventional 28-      Beverage                      
curve semitrailer  foot semitrailer     semitrailer          48-foot    
                                                                        
------------------------------------------------------------------------
50 feet..........  6.86 feet........  8.70 feet.......                  
120 feet.........  2.55 feet........  3.17 feet.......  8.53 feet.      
------------------------------------------------------------------------

    The FDOT responded that the potential of an extra 2 or 3 feet to 
the kingpin setting may be important with units running as a tandem 
combination; however, as a single-unit semitrailer, the difference 
would be insignificant when considering the 41-foot kingpin setting 
that is being discussed as a de facto national limit for such settings.
    Based on the comments, the FHWA concludes that the offtracking 
characteristics of the beverage semitrailer being designated as 
specialized equipment are not significantly greater than those of 
conventional 28-foot semitrailers.
5. Other comments.
    The Caltrans, FDOT, and MnDOT expressed concerns about future 
petitions for the FHWA to propose a similar rule for longer beverage 
semitrailers or semitrailers of a similar design for carrying other 
goods. The Caltrans' concern is that the beverage semitrailer is 
another small step toward allowing larger vehicles by means of an 
exception process. For example, since the weight of the beverage 
semitrailer and load rest on the upper coupler plate extending from the 
front of the semitrailer, why not allow the van portion to the 
semitrailer to be extended over the plate? Also, if a weight supporting 
upper coupler plate is permitted for a 28-foot beverage semitrailer, is 
a 48-foot beverage semitrailer next? The possibility of a 48-foot 
beverage semitrailer raises strong concerns about offtracking. A 
typical semitrailer has the kingpin located 3 feet from the front of 
the semitrailer. The Caltrans' evaluation of the State Highway System 
for designation of terminal access routes is on the basis of a 48-foot 
trailer with a 43-foot kingpin-to-center of the rearmost axle which is 
equivalent to the 41-foot kingpin-to-center of tandem axles.
    The FDOT responded that the proposed rule needs to be modified to 
assure that other trailers/semitrailers do not grow in length as a 
result of this proposed rule. It should be expected that other segments 
of the industry will seek the same benefits as are being provided to 
the beverage haulers under this proposed rule. Similarly, the MnDOT 
would discourage the FHWA from further ``piecemeal'' exemptions until a 
comprehensive review of the commercial vehicle length definition is 
conducted. The State finds that this examination is warranted in light 
of the recent research from the Roads and Transportation Association of 
Canada, which demonstrates that the U.S. may in fact be discouraging 
uniformity and the use of more stable vehicle configurations on U.S. 
highways, due to current vehicle definitions. The State supported the 
use of the terms ``box length'' and uniform ``kingpin or wheelbase'' 
for specifying length limits for commercial vehicle equipment. On the 
other hand, the MnDOT also commented that the configuration under 
discussion here would not have adverse effects on pavements, bridges, 
or maneuvering.
    The FHWA understands the concerns of these States about its 
handling of petitions from other segments of the trucking industry for 
relief similar to that being provided for beverage semitrailers. The 
FHWA also recognizes that different ways to specify trailer length 
provisions do exist. Future petitions for similar relief provisions 
will be evaluated with these concerns in mind.
    Finally, the Caltrans commented that the 28-foot beverage 
semitrailer was not specialized equipment, but rather another attempt 
to incrementally increase (by regulatory action) the limits set by the 
STAA. The FHWA disagrees. This equipment as defined by this rulemaking 
is highly specialized.

Conclusions

    In order to remove any doubt about using 28-foot beverage 
semitrailers with an upper coupler plate that extends beyond the front 
of the semitrailer on the NN without a special permit, the FHWA is 
designating them as specialized equipment pursuant to our authority 
under section 411(d) of the STAA (49 U.S.C. app. 2311(d)).
    This designation as specialized equipment applies only to van-type, 
drop-frame, side-loading only, beverage semitrailers for which the 
upper coupler plate extends beyond the front of the semitrailer, and 
the distance from the centerline of the kingpin connection to the rear 
of the semitrailer is not greater than 28 feet. The rule preempts 
States from imposing an overall length limit on such vehicles operating 
in semitrailer or double trailer combinations and guarantees these 
truck tractor-single beverage semitrailer combinations the same access 
to points of loading and unloading as 28-foot (28.5-foot if 
grandfathered) semitrailers in 23 CFR 658.19. After reviewing the 
comments to the docket, the FHWA has concluded that this action would 
allow for a productivity gain without adversely effecting public 
safety. A definition of beverage semitrailer has been added to 
Sec. 658.5, and regulatory language has been added to Sec. 658.13. This 
action concludes the FHWA rulemaking proceeding that was designated 
with the regulation identification number 2125-AC57.

Certification

    Section 1023(c) of the ISTEA amended 23 U.S.C. 141(b) by adding a 
new sentence at the end which reads as follows:

    Each State shall also certify that it is enforcing and complying 
with the provisions of section 127(d) of this title and section 
411(j) of the Surface Transportation Assistance Act of 1982.

(49 U.S.C. app. 2311(j)).

    As implemented by 23 CFR 657.13, 23 U.S.C. 141(b) requires each 
State to certify annually that it is enforcing its size and weight laws 
on the Federal-aid Primary System (FAP), Federal-aid Urban System 
(FAU), Federal-aid Secondary System (FAS), and the Interstate System in 
accordance with 23 U.S.C. 127.
    Under the new ISTEA provision, States must also certify that they 
are enforcing and complying with the ISTEA freeze on the use of LCV's 
and other multi-unit vehicles. Failure to certify would subject a State 
to the penalties provided in 23 U.S.C. 141(c)(2).
    The ISTEA, however, effectively replaced the FAP with the NHS, and 
eliminated the FAU and FAS Systems, without providing a conforming 
amendment to 23 U.S.C. 141(b). Until 23 U.S.C. 141 is amended to 
reflect changes in system nomenclature, the FHWA will require the 
States to certify size and weight enforcement on those routes which, 
prior to October 1, 1991, were designated as part of the FAP, FAS, or 
FAU Systems.
    The State of Alaska objected to the certification statement 
proposed in the SNPRM. That statement would require the State to 
certify that it is enforcing the freeze provisions of 23 U.S.C. 127(d) 
and that its State laws are consistent with 23 U.S.C. 127 (a) and (b). 
Alaska asserts that section 127 does not apply to the State because the 
State does not have any Interstate System mileage as defined in 23 
U.S.C. 103, 139(a) or 139(b). The FHWA agrees with this comment.
    The same situation with respect to highway system also exists in 
Puerto Rico, which is considered a ``State'' for the purposes of title 
23, United States Code.
    The certification language proposed by the SNPRM has been retained, 
except that language to recognize the situations in Alaska and Puerto 
Rico has also been included.
    Language describing size and weight enforcement coverage in urban 
areas has also been clarified in this final rule.
    Since its initial publication in 1980 (45 FR 52365), Sec. 657.15 
has required that ``Urban areas not subject to State jurisdiction shall 
be identified and the statement shall address total (Federal-aid) 
mileage involved and an analysis of enforcement efforts in such 
areas.'' In practice, the FHWA's interpretation of this requirement 
over the years has been to focus on those areas over 50,000 population, 
also called urbanized areas (as determined by the Bureau of the 
Census). The FHWA recognizes an area as ``urban'' when the population 
is 5,000 or more. It is not now, nor has it ever been, the intent of 
the FHWA to require extensive size and weight enforcement activities, 
or an analysis thereof, in areas with a population between 5,000 and 
50,000. The intent of this requirement has always been to ensure that 
an adequate size and weight enforcement effort be conducted by larger 
cities, i.e., over 50,000 population, where the State weight 
enforcement agency does not have legal jurisdiction. Substitution of 
the word ``urbanized'' for ``urban'' (both terms as defined in 23 
U.S.C. 101) in the second sentence of Sec. 657.15(b) accomplishes this 
clarification.
    What, prior to October 1, 1991, was Federal-aid system mileage in 
urban areas of less than 50,000 population, should continue to be 
covered by the State's overall weight enforcement program. This change 
in wording does not preclude, nor should it discourage, weight 
enforcement activity by local jurisdictions. Such activity is 
encouraged with results to be reported as part of the overall 
enforcement activity in the State.

Conforming Amendment

    ISTEA section 4006(c) consisted of a conforming amendment as 
follows:

    Section 411(e)(1) of such Act (the STAA of 1982) is amended by 
striking ``those Primary System highways'' and inserting ``those 
highways of the Federal-aid primary system in existence on June 1, 
1991 * * *.''

    Section 411(e)(1) of the STAA describes the type of highways that 
the Secretary shall designate as open to the vehicles described by the 
STAA. These designated highways, in combination with the Interstate 
System, have come to be known as the NN. The ISTEA effectively replaced 
what had been known as the FAP System with the NHS. This conforming 
amendment corrects the technical problem of designating segments of a 
highway system (the FAP) which no longer exists. The necessary 
corrections to the definitions of ``Federal-aid Primary System'' and 
``National Network,'' both found in 23 CFR 658.5, have been made by 
this final rule.

Operation of Certain Specialized Hauling Vehicles on Interstate Route 
68

    Section 1023(d) of the ISTEA added 23 U.S.C. 127(e) to read as 
follows:

    (e) Operation of Certain Specialized Hauling Vehicles on 
Interstate Route 68.--The single-axle, tandem-axle, and bridge 
formula limits set forth in subsection (a) (23 U.S.C. 127(a)) shall 
not apply to the operation on Interstate Route 68 in Garrett and 
Allegany Counties, Maryland, of any specialized vehicle equipped 
with a steering axle and a tridem axle and used for hauling coal, 
logs, and pulpwood if such vehicle is of a type of vehicle as was 
operating in such counties on United States Route 40 or 48 for such 
purpose on August 1, 1991.

    This exempts the described vehicles with selected cargo from the 
axle and Bridge Formula weight limits that Maryland must enforce on 
Interstate Route 68 in Allegany and Garrett Counties. However, the 
normal gross weight limit (80,000 pounds) remains in effect. This 
change is adopted by this final rule in Sec. 658.17(j).

Reassignment of Size and Weight Responsibilities Within the FHWA

    On October 1, 1991, responsibility for the vehicle Size and Weight 
and NN Programs in the FHWA's regional and divisional offices was 
transferred to the Office of Motor Carriers. Revisions to 23 CFR 657.11 
and 657.17 were proposed in the SNPRM to reflect this change.
    No comments were received on this issue. This final rule includes 
the changes as proposed.
    Size and weight responsibilities in the Washington, DC., 
Headquarters office remain assigned to the Office of Motor Carriers.

Rulemaking Analyses and Notices

    This final rule implements sections 1023 and 4006 of the ISTEA, 
which restrict the operation of LCV's on the Interstate Highway System 
and CMV combinations with two or more cargo-carrying units on the NN to 
the type of vehicles in use on or before June 1, 1991, subject to 
whatever State rules, regulations, or restrictions were in effect on 
that date.
    As noted in the following paragraphs, the FHWA has determined that 
this rulemaking is: (1) Not a significant regulatory action within the 
meaning of Executive Order 12866; (2) not a significant action within 
the meaning of Department of Transportation Regulatory Policies and 
Procedures; (3) will not have a significant economic impact on a 
substantial number of small entities; (4) does not require the 
preparation of a federalism assessment; and (5) does not require the 
preparation of an environmental impact statement. All of these findings 
were made and included in the NPRM and again in the SNPRM, in each case 
after the FHWA had carefully reviewed the applicable Federal statutes 
and Executive Orders.
    The WTA submitted comments to the docket in response to both the 
NPRM and the SNPRM challenging what it saw as the FHWA's casual 
dismissal of determinations required by various statutes and Executive 
Orders. In comments on the NPRM, the WTA argued that a long-term effect 
of any freeze would be to prohibit the natural evolution of technology 
in the trucking industry. Such a situation, in turn, would be likely to 
cause major and significant impacts on competing transportation modes, 
related businesses, and the general public. Accordingly, the WTA 
insisted that the FHWA conduct (1) a full regulatory evaluation, (2) a 
full economic assessment, (3) a federalism assessment, and (4) an 
environmental impact study.

Effects on Small Entities and Other Economic Issues

    After undertaking the analysis required by the Regulatory 
Flexibility Act (5 U.S.C. 601-612), the FHWA reiterated in the SNPRM 
its conclusion that this rulemaking would not have a significant 
economic impact on a substantial number of small entities. This 
conclusion remains unchanged in this final rule. The WTA, responding to 
an earlier document, stated that ``there is no question that the form 
and substance of this NPRM are clearly harmful to small entities. Most 
businesses affected in Wyoming are small entities. The few large 
entities doing business in Wyoming are similarly adversely affected.''
    This rule in no way restricts the ability of small entities to 
enter the LCV segment of the motor carrier industry. The LCV segment of 
the industry can expand as rapidly as it finds customers. Neither the 
rule nor any State affected by the rule limits the number of LCV's that 
may be placed in service, or the number of motor carriers that may 
operate them. The rule does not reduce the highway network on which 
carriers may run LCV's; it simply lists the routes where the States 
have decided very large vehicles can operate without seriously damaging 
pavements and bridges. In Wyoming, that amounts to every NN route in 
the State.
    The WTA seems to be demanding, not better regulatory analyses, but 
something like a full-scale econometric model of the transportation 
segment of the economy. The WTA apparently believes that such a model, 
when run, would demonstrate that the ISTEA freeze is likely to change 
the competitive balance between railroad and highway transportation, 
retard the technological development of trucks, reduce employment in 
the motor carrier industry, and raise freight costs.
    Because the LCV freeze includes all State routes currently in use, 
and because we are not aware that any State wishes to expand its LCV 
network, we expect that the freeze will have none of the effects 
predicted by the WTA, at least in the short term. The FHWA believes 
that the ``frozen'' LCV Network offers ample opportunity for reasonable 
growth. Insufficient data exist to evaluate the possible longer-term 
effects of this rulemaking, and any conclusions presented here would be 
speculative in nature.

Environmental Issues

    In considering this rulemaking action from the perspective of the 
National Environmental Policy Act of 1969 (42 U.S.C. 4321 et seq.) 
(NEPA), the FHWA has twice found that it would have no effect on the 
quality of the environment. The WTA disagreed: ``A rule which dictates 
increased use of fuels, a scarce natural resource, affects the quality 
of the environment in a negative fashion.'' The rule does not dictate 
increased use of fuels. If LCV's move freight at a lower fuel or 
emission cost per ton/mile than other motor vehicles, as the WTA 
appears to believe, the rule would not prevent LCV's from displacing 
less efficient vehicles. The FHWA sees no reason to change its 
conclusion.

Changes to Part 658--National Network

    As discussed earlier, this final rule makes two technical 
amendments to appendix A, 23 CFR part 658, which lists federally-
designated routes on the NN. These changes would amend the listings for 
California, to reflect the inclusion of the I-580 Richmond-San Rafael 
Bridge in the NN, and also for Virginia, to reflect that State's new 
milepost-based exit numbering system. For the reasons set forth earlier 
in this document, the FHWA has determined that prior notice and 
opportunity for comment are not required for either amendment under the 
U.S. Department of Transportation's Regulatory Policies and Procedures, 
as it is not anticipated that such action will result in the receipt of 
useful information.

Executive Order 12866 (Regulatory Planning and Review) and DOT 
Regulatory Policies and Procedures

    The FHWA has determined that this action is not a significant 
regulatory action within the meaning of Executive Order 12866 or 
significant within the meaning of U.S. Department of Transportation 
Regulatory Policies and Procedures. It is anticipated that the economic 
impact of this rulemaking will be minimal; therefore, a regulatory 
evaluation is not required.

Regulatory Flexibility Act

    In compliance with the Regulatory Flexibility Act, the FHWA has 
evaluated the effects of this rule on small entities. Based on the 
evaluation, the FHWA hereby certifies that this action will not have a 
significant economic impact on a substantial number of small entities. 
This action merely lists applicable limitations by specific vehicle 
configuration, by State, in effect on June 1, 1991, and will not 
further restrict the operation of any vehicle in lawful operation on or 
before June 1, 1991, which is subject to those limitations.

Executive Order 12612 (Federalism Assessment)

    This action has been analyzed in accordance with the principles and 
criteria contained in Executive Order 12612, and it has been determined 
that this action does not have sufficient federalism implications to 
warrant the preparation of a federalism assessment. Although its effect 
will be to prevent the expansion of the ISTEA vehicle network beyond 
that which States allowed on June 1, 1991, that is a direct result of 
the underlying statute. Moreover, there is no indication at this time 
that the States planned any significant expansion of that network which 
would be impeded by this requirement. This action merely implements 
requirements of the ISTEA.

Executive Order 12372 (Intergovernmental Review)

    Catalog of Federal Domestic Assistance Program Number 20.217, Motor 
Carrier Safety. The regulations implementing Executive Order 12372 
regarding intergovernmental consultation on Federal programs and 
activities do not apply to this program.

Paperwork Reduction

    This action does not contain an additional or expanded collection 
of information requirement for purposes of the Paperwork Reduction Act 
of 1980, 44 U.S.C. 3501 et seq. Data collection necessary for the 
States to be able to certify enforcement of State size and weight laws 
currently operates under OMB approval number 2125-0034.

National Environmental Policy Act

    The FHWA has analyzed this action for the purpose of the NEPA and 
has determined that this action would not have any effect on the 
quality of the environment.

Regulation Identification Number

    A regulation identification number (RIN) is assigned to each 
regulatory action listed in the Unified Agenda of Federal Regulations. 
The Regulatory Information Service Center publishes the Unified Agenda 
in April and October of each year. The RIN contained in the heading of 
this document can be used to cross reference this action with the 
Unified Agenda.

List of Subjects in 23 CFR Parts 657 and 658

    Grant programs--transportation, Highways and roads, and Motor 
carrier size and weight.

    Issued on: May 27, 1994.
Rodney E. Slater,
Federal Highway Administrator.

    In consideration of the foregoing, the FHWA is amending 23 CFR, 
subchapter G, parts 657 and 658 as set forth below.

PART 657--CERTIFICATION OF SIZE AND WEIGHT ENFORCEMENT

    1. The authority citation for 23 CFR part 657 is revised to read as 
follows:

    Authority: Sec. 123, Pub. L. 95-599, 92 Stat. 2689; 23 U.S.C. 
127, 141, and 315; 49 U.S.C. app. 2311, 2312, and 2316; sec. 1023, 
Pub. L. 102-240, 105 Stat. 1914; and 49 CFR 1.48(b)(19), (b)(23), 
(c)(1), and (c)(19).

    2. Section 657.11 is revised to read as follows:


Sec. 657.11  Evaluation of operations.

    (a) The State shall submit its enforcement plan or annual update to 
the Office of Motor Carriers in the FHWA division office by July 1 of 
each year. However, if a State's legislative or budgetary cycle is not 
consonant with that date, the FHWA and the State may jointly select an 
alternate date. In any event, a State must have an approved plan in 
effect by October 1 of each year. Failure of a State to submit or 
update a plan will result in the State being unable to certify in 
accordance with Sec. 657.13 for the period to be covered by the plan.
    (b) The Office of Motor Carriers in the FHWA division office shall 
review the State's operation under the accepted plan on a continuing 
basis and shall prepare an evaluation report annually. The State will 
be advised of the results of the evaluation and of any needed changes 
either in the plan itself or in its implementation. Copies of the 
evaluation report and subsequent modifications resulting from the 
evaluation shall be forwarded through the Regional Director of Motor 
Carriers to the Washington, D.C., Headquarters office.
    3. Section 657.13 is revised to read as follows:


Sec. 657.13  Certification requirement.

    Each State shall certify to the Federal Highway Administrator, 
before January 1 of each year, that it is enforcing all State laws 
respecting maximum vehicle size and weight permitted on what, prior to 
October 1, 1991, were the Federal-aid Primary, Secondary, and Urban 
Systems, including the Interstate System, in accordance with 23 U.S.C. 
127. The States must also certify that they are enforcing and complying 
with the ISTEA freeze on the use of LCV's and other multi-unit 
vehicles. The certification shall be supported by information on 
activities and results achieved during the preceding 12-month period 
ending on September 30 of each year.
    4. Section 657.15 is revised to read as follows:


Sec. 657.15  Certification content.

    The certification shall consist of the following elements and each 
element shall be addressed even though the response is negative:
    (a) A statement by the Governor of the State, or an official 
designated by the Governor, that the State's vehicle weight laws and 
regulations governing use of the Interstate System conform to 23 U.S.C. 
127.
    (b) A statement by the Governor of the State, or an official 
designated by the Governor, that all State size and weight limits are 
being enforced on the Interstate System and those routes which prior to 
October 1, 1991, were designated as part of the Federal-aid Primary, 
Urban, and Secondary Systems, and that the State is enforcing and 
complying with the provisions of 23 U.S.C. 127(d) and 49 U.S.C. app. 
2311(j). Urbanized areas not subject to State jurisdiction shall be 
identified. The statement shall include an analysis of enforcement 
efforts in such areas.
    (c) Except for Alaska and Puerto Rico, the certifying statements 
required by paragraphs (a) and (b) of this section shall be worded as 
follows (the statements for Alaska and Puerto Rico do not have to 
reference 23 U.S.C. 127(d) in (c)(2), or include paragraph (c)(3) of 
this section):

    I, (name of certifying official), (position title), of the State 
of ______________ do hereby certify:

    (1) That all State laws and regulations governing vehicle size and 
weight are being enforced on those highways which, prior to October 1, 
1991, were designated as part of the Federal-aid Primary, Federal-aid 
Secondary, or Federal-aid Urban Systems;
    (2) That the State is enforcing the freeze provisions of the 
Intermodal Surface Transportation Efficiency Act of 1991 (23 U.S.C. 
127(d) and 49 U.S.C. app. 2311(j)); and
    (3) That all State laws governing vehicle weight on the Interstate 
System are consistent with 23 U.S.C. 127 (a) and (b).
    (d) If this statement is made by an official other than the 
Governor, a copy of the document designating the official, signed by 
the Governor, shall also be included in the certification made under 
this part.
    (e) A copy of any State law or regulation pertaining to vehicle 
sizes and weights adopted since the State's last certification and an 
analysis of the changes made. Those laws and regulations pertaining to 
special permits and penalties shall be specifically identified and 
analyzed in accordance with section 123 of the Surface Transportation 
Assistance Act of 1978 (Pub. L. 95-599).
    (f) A report of State size and weight enforcement efforts during 
the period covered by the certification which addresses the following:
    (1) Actual operations as compared with those forecast by the plan 
submitted earlier, with particular attention to changes in or 
deviations from the operations proposed.
    (2) Impacts of the process as actually applied, in terms of changes 
in the number of oversize and/or overweight vehicles.
    (3) Measures of activity--(i) Vehicles weighed. Separate totals 
shall be reported for the annual number of vehicles weighed on fixed 
scales, on semiportable scales, on portable scales, and on WIM when 
used for enforcement.
    (ii) Penalties. Penalties reported shall include citations issued, 
civil assessments, and incidences of load shifting or off-loading of 
excess weight categorized as follows: violations of axle and/or gross 
vehicle weights, or violations resulting from application of the bridge 
formula.
    (iii) Permits. The number of permits issued for overweight loads 
shall be reported. The reported numbers shall specify permits for 
divisible and nondivisible loads and whether issued on a trip or annual 
basis. Permits issued for excess height, length, or width need not be 
reported except where issued for the overwidth movement of a divisible 
load.
    5. Section 657.17 is revised to read as follows:


Sec. 657.17   Certification submittal.

    (a) The Governor, or an official designated by the Governor, shall 
submit the certification to the Office of Motor Carriers in the FHWA 
division office prior to January 1 of each year.
    (b) The Office of Motor Carriers in the FHWA division office shall 
forward the original certification to the Associate Administrator for 
Motor Carriers and one copy to the Office of Chief Counsel. Copies of 
appropriate evaluations and/or comments shall accompany any 
transmittal.

PART 658--TRUCK SIZE AND WEIGHT, ROUTE DESIGNATIONS--LENGTH, WIDTH, 
AND WEIGHT LIMITATIONS

    6. The authority citation for 23 CFR part 658 is revised to read as 
follows:

    Authority: 23 U.S.C. 127 and 315; 49 U.S.C. app. 2311, 2312, and 
2316; 49 CFR 1.48(b)(19) and (c)(19).

    7. Section 658.1 is revised to read as follows:


Sec. 658.1   Purpose.

    The purpose of this part is to identify a National Network of 
highways available to vehicles authorized by provisions of the Surface 
Transportation Assistance Act of 1982 (STAA) as amended, and to 
prescribe national policies that govern truck and bus size and weight.
    8. Section 658.5 is amended by removing the arabic letter paragraph 
designations from all definitions, placing the definitions in 
alphabetical order, revising two existing definitions, and adding six 
new definitions in appropriate order. The added and revised definitions 
read as follows:


Sec. 658.5   Definitions.

* * * * *
    Beverage semitrailer. A van-type, drop-frame semitrailer designed 
and used specifically for the transport and delivery of bottled or 
canned beverages (i.e., liquids for drinking, including water) which 
has side-only access for loading and unloading this commodity. 
Semitrailer has the same meaning as in 49 CFR 390.5.
* * * * *
    Cargo-carrying unit. As used in this part, cargo-carrying unit 
means any portion of a commercial motor vehicle (CMV) combination 
(other than a truck tractor) used for the carrying of cargo, including 
a trailer, semitrailer, or the cargo-carrying section of a single-unit 
truck.
* * * * *
    Federal-aid Primary System. The Federal-aid Highway System of rural 
arterials and their extensions into or through urban areas in existence 
on June 1, 1991, as described in 23 U.S.C. 103(b) in effect at that 
time.
* * * * *
    Longer combination vehicle (LCV). As used in this part, longer 
combination vehicle means any combination of a truck tractor and two or 
more trailers or semitrailers which operates on the Interstate System 
at a gross vehicle weight greater than 80,000 pounds.
* * * * *
    Maxi-cube vehicle. A maxi-cube vehicle is a combination vehicle 
consisting of a power unit and a trailing unit, both of which are 
designed to carry cargo. The power unit is a nonarticulated truck with 
one or more drive axles that carries either a detachable or a 
permanently attached cargo box. The trailing unit is a trailer or 
semitrailer with a cargo box so designed that the power unit may be 
loaded and unloaded through the trailing unit. Neither cargo box shall 
exceed 34 feet in length, excluding drawbar or hitching device; the 
distance from the front of the first to the rear of the second cargo 
box shall not exceed 60 feet, including the space between the cargo 
boxes; and the overall length of the combination vehicle shall not 
exceed 65 feet, including the space between the cargo boxes.
* * * * *
    Motor carrier of passengers. As used in this part, a motor carrier 
of passengers is a common, contract, or private carrier using a bus to 
provide commercial transportation of passengers. Bus has the same 
meaning as in 49 CFR 390.5.
* * * * *
    National Network (NN). The composite of the individual network of 
highways from each State on which vehicles authorized by the provisions 
of the STAA are allowed to operate. The network in each State includes 
the Interstate System, exclusive of those portions excepted under 
Sec. 658.11(f) or deleted under Sec. 658.11(d), and those portions of 
the Federal-aid Primary System in existence on June 1, 1991, set out by 
the FHWA in appendix A to this part.
* * * * *
    Nondivisible load or vehicle.
    (1) As used in this part, nondivisible means any load or vehicle 
exceeding applicable length or weight limits which, if separated into 
smaller loads or vehicles, would:
    (i) Compromise the intended use of the vehicle, i.e., make it 
unable to perform the function for which it was intended;
    (ii) Destroy the value of the load or vehicle, i.e., make it 
unusable for its intended purpose; or
    (iii) Require more than 8 workhours to dismantle using appropriate 
equipment. The applicant for a nondivisible load permit has the burden 
of proof as to the number of workhours required to dismantle the load.
    (2) A State may treat emergency response vehicles and casks 
designed and used for the transport of spent nuclear materials as 
nondivisible vehicles or loads.
* * * * *


Secs. 658.13 and 658.15   [Amended]

    9. In the list below, for each section indicated in the left 
column, remove the citation indicated in the middle column from 
wherever it appears in the section, and add the citation indicated in 
the right column:

------------------------------------------------------------------------
            Section                         Remove                 Add  
------------------------------------------------------------------------
658.13(d)(1)(i)...............  658.5(k)......................     658.5
658.13(d)(2)(i)...............  658.5(k)......................     658.5
658.13(e).....................  658.5(e)......................     658.5
658.15(b).....................  658.5(i)......................     658.5
658.15(c).....................  658.5(g)......................     658.5
------------------------------------------------------------------------

    10. In Sec. 658.13, paragraphs (d), (e), and (f) are redesignated 
as paragraphs (e), (f), and (g), respectively, a new paragraph (d) is 
added, and new paragraphs (e)(4) and (e)(5) are added under 
redesignated paragraph (e) to read as follows:


Sec. 658.13   Length.

* * * * *
    (d) No State shall impose a limit of less than 45 feet on the 
length of any bus on the NN.
    (e) * * *
    (4) Maxi-cube vehicle. No State shall impose a length limit on a 
maxi-cube vehicle, as defined in Sec. 658.5 of this part, of less than 
34 feet on either cargo box, excluding drawbar or hitching device; 60 
feet on the distance from the front of the first to the rear of the 
second cargo box, including the space between the cargo boxes; or 65 
feet on the overall length of the combination, including the space 
between the cargo boxes. The measurement for compliance with the 60- 
and 65-foot distance shall include the actual distance between cargo 
boxes, measured along the centerline of the drawbar or hitching device. 
For maxi-cubes with an adjustable length drawbar or hitching device, 
the 60- and 65-foot distances shall be measured with a drawbar spacing 
of not more than 27 inches. The drawbar may be temporarily extended 
beyond that distance to maneuver or load the vehicle.
    (5) Beverage semitrailer. (i) A beverage semitrailer is specialized 
equipment if it has an upper coupler plate that extends beyond the 
front of the semitrailer, but not beyond its swing radius, as measured 
from the center line of the kingpin to a front corner of the 
semitrailer, which cannot be used for carrying cargo other than the 
structure of the semitrailer, and with the center line of the kingpin 
not more than 28 feet from the rear of the semitrailer (exclusive of 
rear-mounted devices not measured in determining semitrailer length). 
No State shall impose an overall length limit on such vehicles when 
operating in a truck tractor-beverage semitrailer or truck tractor-
beverage semitrailer-beverage trailer combination on the NN.
    (ii) The beverage trailer referred to in paragraph (e)(5)(i) of 
this section means a beverage semitrailer and converter dolly. 
Converter dolly has the same meaning as in 49 CFR 393.5.
    (iii) Truck tractor-beverage semitrailer combinations shall have 
the same access to points of loading and unloading as 28-foot 
semitrailers (28.5-foot where allowed by Sec. 658.13) in 23 CFR 658.19.
* * * * *
    11. In Sec. 658.17, paragraphs (f), (g), and (h) are redesignated 
as paragraphs (g), (h), and (i), respectively; new paragraphs (f), (j), 
and (k) are added; and redesignated paragraph (h) is revised. 
Paragraphs (f) through (k) now read as follows:


Sec. 658.17  Weight.

* * * * *
    (f) Except as provided herein, States may not enforce on the 
Interstate System vehicle weight limits of less than 20,000 pounds on a 
single axle, 34,000 pounds on a tandem axle, or the weights derived 
from the Bridge Formula, up to a maximum of 80,000 pounds, including 
all enforcement tolerances. States may not limit tire loads to less 
than 500 pounds per inch of tire or tread width, except that such 
limits may not be applied to tires on the steering axle. States may not 
limit steering axle weights to less than 20,000 pounds or the axle 
rating established by the manufacturer, whichever is lower.
    (g) The weights in paragraphs (b), (c), (d), and (e) of this 
section shall be inclusive of all tolerances, enforcement or otherwise, 
with the exception of a scale allowance factor when using portable 
scales (wheel-load weighers). The current accuracy of such scales is 
generally within 2 or 3 percent of actual weight, but in no case shall 
an allowance in excess of 5 percent be applied. Penalty or fine 
schedules which impose no fine up to a specified threshold, i.e., 1,000 
pounds, will be considered as tolerance provisions not authorized by 23 
U.S.C. 127.
    (h) States may issue special permits without regard to the axle, 
gross, or Federal Bridge Formula requirements for nondivisible vehicles 
or loads.
    (i) The provisions of paragraphs (b), (c), and (d) of this section 
shall not apply to single-, or tandem-axle weights, or gross weights 
legally authorized under State law on July 1, 1956. The group of axles 
requirements established in this section shall not apply to vehicles 
legally grandfathered under State groups of axles tables or formulas on 
January 4, 1975.
    (j) The provisions of paragraphs (c) through (e) of this section 
shall not apply to the operation on Interstate Route 68 in Allegany and 
Garrett Counties, Maryland, of any specialized vehicle equipped with a 
steering axle and a tridem axle and used for hauling coal, logs, and 
pulpwood if such vehicle is of a type of vehicle as was operating in 
such counties on U.S. Routes 40 or 48 for such purposes on August 1, 
1991.
    (k) Beginning October 6, 1992, and ending October 5, 1994, the 
provisions of paragraphs (c) through (e) of this section shall not 
apply to any vehicle which is regularly and exclusively used as an 
intrastate public agency transit passenger bus. The Secretary may 
extend this temporary exemption for an additional year.
    12. In Sec. 658.19, paragraph (a) is revised to read as follows:


Sec. 658.19  Reasonable access.

    (a) No State may enact or enforce any law denying reasonable access 
to vehicles with dimensions authorized by the STAA between the NN and 
terminals and facilities for food, fuel, repairs, and rest. In 
addition, no State may enact or enforce any law denying reasonable 
access between the NN and points of loading and unloading to household 
goods carriers, motor carriers of passengers, and any truck tractor-
semitrailer combination in which the semitrailer has a length not to 
exceed 28 feet (28.5 feet where allowed pursuant to Sec. 658.13(b)(5) 
of this part) and which generally operates as part of a vehicle 
combination described in Secs. 658.13(b)(5) and 658.15(a) of this part.
* * * * *
    13. Part 658 is amended by adding Sec. 658.23 as follows:


Sec. 658.23  LCV freeze; cargo-carrying unit freeze.

    (a) (1) Except as otherwise provided in this section and except for 
tow trucks with vehicles in tow, a State may allow the operation of 
LCV's on the Interstate System only as listed in appendix C to this 
part.
    (2) Except as otherwise provided in this section, a State may not 
allow the operation on the NN of any CMV combination with two or more 
cargo-carrying units (not including the truck tractor) whose cargo-
carrying units exceed:
    (i) The maximum combination trailer, semitrailer, or other type of 
length limitation authorized by State law or regulation of that State 
on or before June 1, 1991; or
    (ii) The length of the cargo-carrying units of those CMV 
combinations, by specific configuration, in actual, lawful operation on 
a regular or periodic basis (including continuing seasonal operation) 
in that State on or before June 1, 1991, as listed in appendix C to 
this part.
    (b) Notwithstanding paragraph (a)(2) of this section, the following 
CMV combinations with two or more cargo-carrying units may operate on 
the NN.
    (1) Truck tractor-semitrailer-trailer and truck tractor-
semitrailer-semitrailer combinations with a maximum length of the 
individual cargo units of 28.5 feet or less.
    (2) Vehicles described in Sec. 658.13(e) and (g).
    (3) Truck tractor-trailer and truck tractor-semitrailer 
combinations with an overall length of 65 feet or less.
    (4) Maxi-cubes.
    (5) Tow trucks with vehicles in tow.
    (c) For specific safety purposes and road construction, a State may 
make minor adjustments of a temporary and emergency nature to route 
designations and vehicle operating restrictions applicable to 
combinations subject to sections 1023 and 4006 of Pub. L. 102-240 and 
in effect on June 1, 1991 (July 6, 1991, for Alaska). Adjustments which 
last 30 days or less may be made without notifying the FHWA. Minor 
adjustments which exceed 30 days require approval of the FHWA. When 
such adjustments are needed, a State must submit to the Division Office 
of Motor Carriers, by the end of the 30th day, a written description of 
the emergency, the date on which it began, and the date on which it is 
expected to conclude. If the adjustment involves route designations, 
the State shall describe the new route on which vehicles otherwise 
subject to the freeze imposed by sections 1023 and 4006 of Pub. L. 102-
240 are allowed to operate. To the extent possible, the geometric and 
pavement design characteristics of the alternate route should be 
equivalent to those of the highway section which is temporarily 
unavailable. Approval or disapproval by Office of Motor Carriers 
officials of adjustments involving route designations shall be 
coordinated with the Division Administrator. If the adjustment involves 
vehicle operating restrictions, the State shall list the restrictions 
that have been removed or modified. Approval or disapproval of the 
adjustment by the Division Office of Motor Carriers shall take place 
only after consultation with the Regional Office of Motor Carriers. If 
the adjustment is approved, a copy of the approved submission shall be 
forwarded through the Regional Office of Motor Carriers, to the 
Associate Administrator for Motor Carriers at Headquarters, who will 
publish the notice of adjustment, with an expiration date, in the 
Federal Register. Requests for extensions of time beyond the originally 
established conclusion date shall be subject to the same approval and 
publication process as the original request. If upon consultation with 
the Regional Office of Motor Carriers, a decision is reached that minor 
adjustments made by a State are not legitimately attributable to road 
or bridge construction or safety, the Division Office of Motor Carriers 
will so inform the State, and the original conditions of the freeze 
must be reimposed immediately. Failure to do so may subject the State 
to a penalty pursuant to 23 U.S.C. 141.
    (d) A State may issue a permit authorizing a CMV to transport an 
overlength nondivisible load on two or more cargo-carrying units on the 
NN without regard to the restrictions in Sec. 658.23(a)(2).
    (e) States further restricting or prohibiting the operation of 
vehicles subject to sections 1023 and 4006 of Public Law 102-240 after 
June 1, 1991, shall notify the FHWA Division Office of Motor Carriers 
within 30 days after the restriction is effective. The Division Office 
of Motor Carriers shall forward the information through the Regional 
Office of Motor Carriers to the Associate Administrator for Motor 
Carriers at Headquarters. The FHWA will publish the restriction in the 
Federal Register as an amendment to appendix C to this part. Failure to 
provide such notification may subject the State to a penalty pursuant 
to 23 U.S.C. 141.
    (f) The Federal Highway Administrator, on his or her own motion or 
upon a request by any person (including a State), shall review the 
information set forth in appendix C to this part. If the Administrator 
determines there is cause to believe that a mistake was made in the 
accuracy of the information contained in appendix C to this part, the 
Administrator shall commence a proceeding to determine whether the 
information published should be corrected. If the Administrator 
determines that there is a mistake in the accuracy of the information 
contained in appendix C to this part, the Administrator shall publish 
in the Federal Register the appropriate corrections to reflect that 
determination.
    14. Appendix A to part 658 is amended in the entry for the State of 
California by removing Note 1 and redesignating Note 2, and by revising 
the entry for the State of Virginia to read as follows: 

 Appendix A to Part 658--National Network--Federally Designated Routes  
------------------------------------------------------------------------
    Route                  From                           To            
------------------------------------------------------------------------
US 11........  I-81 Exit 195...............  0.16 Mi. N. of VA 645      
                                              Rockbridge Co.            
US 11........  VA 220 Alt. N. Int..........  2.15 Mi. S. of VA 220 Alt. 
                                              N. Int. Cloverdale.       
US 11........  VA 100 Dublin...............  VA 643 S. of Dublin.       
US 11........  1.52 Mi. N. of VA 75........  US 19 N. Int. Abington.    
US 13........  MD State Line...............  I-64 Exit 282 Norfolk.     
US 17........  US 29 Opal..................  VA 2/US 17 BR New Post.    
US 17........  VA 134 York County..........  I-64 Exit 258 Newport News.
US 17........  BR/SCL Fredericksburg.......  US 17 New Post VA 2.       
US 19........  I-81 Exit 14 (via VA 140)     US 460 N. Int./VA 720      
                Abington.                     Bluefield.                
US 23........  TN State Line...............  US 58 Alt. Big Stone Gap.  
US 23........  0.33 Mi. N. of US 23 BR       KY State Line.             
                Norton.                                                 
US 25E.......  TN State Line...............  KY State Line.             
US 29........  NC State Line...............  I-66 Exit 43 Gainesville.  
US 33........  N. Carlton Street             US 340 Elkton.             
                Harrisonburg.                                           
US 33........  I-295 Exit 49...............  0.96 Mi. W. of I-295       
                                              Hanover County.           
US 50........  VA 259 Gore.................  VA 37 Frederick County.    
US 50........  Apple Blossom Loop Road       I-81 Exit 313 Winchester.  
                Winchester.                                             
US 58........  VA 721 W. of Martinsville...  US 220 BR N. Int.          
                                              Martinsville.             
US 58........  S. Fairy Street Martinsville  WCL Emporia.               
US 58........  0.6 Mi. E. of ECL Emporia...  VA 35 S. Int. Courtland.   
US 58........  US 58 BR E. of Courtland....  US 13/I-264 Bowers Hill.   
US 58 Alt....  US 23 Norton................  US 19 Hansonville.         
US 58 Alt....  0.4 Mi. W. of US 11.........  I-81 Exit 17 Abington.     
US 58 BR.....  VA 35 Courtland.............  US 58 E. of Courtland.     
US 58........  W. Int. VA 337 Claremont St.  US 460/St. Paul's Blvd.    
                Norfolk.                      Norfolk.                  
US 60........  0.03 Mi. West of VA 887       US 522 Powhatan.           
                Chesterfield County.                                    
US 220.......  NC State Line...............  I-581 Roanoke.             
US 220.......  I-81 Exit 150...............  SCL Fincastle.             
US 220 BR....  US 220 S. Int...............  0.16 Mi. N. of VA 825 S. of
                                              Martinsville.             
US 220 BR....  US 58 N. Int. Martinsville..  US 220 N. Int. Bassett     
                                              Forks.                    
US 250.......  US 340 E. Int. Waynesboro...  VA 254 Waynesboro.         
US 250.......  I-81 Exit 222...............  VA 261 Statler Blvd.       
                                              Staunton.                 
US 258.......  NC State Line...............  US 58 Franklin.            
US 258.......  VA 10 Benns Church..........  VA 143 Jefferson Ave.      
                                              Newport News.             
US 301.......  VA 1250 S. of I-295.........  I-295 Exit 41 Hanover      
                                              County.                   
US 301.......  US 301 BR N. Int. Bowling     MD State Line.             
                Green.                                                  
US 340/522...  I-66 Exit 6 Front Royal.....  2.85 Mi. N. of I-66.       
US 340.......  VA 7 Berryville.............  WV State Line.             
US 360.......  US 58 South Boston..........  VA 150 Chesterfield County.
US 360.......  I-64 Exit 192...............  VA 627 Village Richmond.   
US 460.......  VA 67 W. Int. Raven.........  US 19 Claypool Hill.       
US 460.......  VA 720 Bluefield............  WV State Line at Bluefield.
US 460.......  WV State Line at Glen Lyn...  I-81 Exit 118 Christians-  
                                             burg.                      
US 460.......  I-581 Roanoke...............  0.08 Mi. E. of VA 1512     
                                              Lynchburg.                
US 460.......  US 29 Lynchburg.............  1 Mi. W. of VA 24          
                                              Appomattox County.        
US 460.......  0.64 Mi. E. of VA 707         I-85 Exit 61 Petersburg.   
                Appomattox County.                                      
US 460.......  I-95 Exit 50 Petersburg.....  US 58 Suffolk.             
US 501.......  VA 360 S. Int. Halifax......  US 58 South Boston.        
US 522.......  0.6 Mi. S. of US 50.........  US 50 Frederick County.    
US 522.......  VA 37 Frederick County......  1.07 Mi. N. of VA 705 Cross
                                              Junction.                 
VA 3.........  US 1 Fredericksburg.........  VA 20 Wilderness.          
VA 7.........  I-81 Exit 315 Winchester....  0.68 Mi. W. of WCL Round   
                                              Hill.                     
VA 10........  US 58 Suffolk...............  VA 666 Smithfield.         
VA 10........  ECL Hopewell................  0.37 Mi. W. of W. Int. VA  
                                              156 Hopewell.             
VA 10........  US 1 Chesterfield County....  VA 827 W. of Hopewell.     
VA 20........  I-64 Exit 121...............  Carlton Rd.                
                                              Charlottesville.          
VA 30........  I-95 Exit 98 Doswell........  US 1.                      
VA 33........  I-64 Exit 220...............  VA 30 E. Int. West Point.  
VA 36........  I-95 Exit 52 Petersburg.....  VA 156 Hopewell.           
VA 37........  I-81 Exit 310 S. of           I-81 Exit 317 (via US 11)  
                Winchester.                   N. of Winchester.         
VA 42........  VA 257 S. Int. Bridgewater..  VA 290 Dayton.             
VA 57........  VA 753 Bassett..............  US 220 Bassett Forks.      
VA 86........  US 29 Danville..............  NC State Line.             
VA 100.......  I-81 Exit 98................  US 11 Dublin.              
VA 105.......  US 60 Newport News..........  I-64 Exit 250.             
VA 114.......  US 460 Christians- burg.....  0.09 Mi. E. of VA 750      
                                              Montgomery County.        
VA 156.......  VA 10 W. Int. Hopewell......  VA 36 Hopewell.            
VA 199.......  US 60 Williamsburg..........  I-64 Exit 242.             
VA 207.......  I-95 Exit 104...............  0.2 Mi. S. of VA 619       
                                              Milford.                  
VA 220 Alt...  US 11 N. Int. N. of           I-81 Exit 150/US 220.      
                Cloverdale.                                             
VA 277.......  I-81 Exit 307 Stephens City.  1.6 MI. E. of I-81 Exit    
                                              307.                      
VA 419.......  I-81 Exit 141 Salem.........  Midland Ave. Salem.        
VA 624.......  I-64 Exit 96................  Old SCL Waynesboro.        
Commonwealth   Market Street...............  N. Fairy Street.           
 Blvd. in                                                               
 Martins-                                                               
 ville.                                                                 
                                 *****                                  
------------------------------------------------------------------------
                                                                        
                               CALIFORNIA                               
------------------------------------------------------------------------
                                                                        
                                  *****                                 
                                                                        
Note: I-580 Oakland--All vehicles over 4\1/2\ tons (except passenger    
 buses and stages) are prohibited on MacArthur Freeway between Grand    
 Avenue and the north city limits of San Leandro. (Excepted under 23 CFR
 658.11(f)).                                                            
                                                                        
                                 *****                                  
------------------------------------------------------------------------
                                                                        
                                Virginia                                
------------------------------------------------------------------------
                                                                        
 Note 1: I-66 Washington, DC, area--There is a 24-hour total truck ban  
 on I-66 from I-495 Capital Beltway to the District of Columbia.        
 (Excepted under 23 CFR 658.11(f)).                                     
Note 2: I-264 Norfolk--Truck widths are limited to 96 inches for the    
 westbound tube of the Elizabeth River Downtown Tunnel from Norfolk to  
 Portsmouth because of clearance deficiencies.                          
------------------------------------------------------------------------

    15. Part 658 is amended by adding appendix C to read as follows:

Appendix C to Part 658--Trucks over 80,000 Pounds on the Interstate 
System and Trucks over STAA Lengths on the National Network

    This appendix contains the weight and size provisions that were in 
effect on or before June 1, 1991 (July 6, 1991 for Alaska), for 
vehicles covered by 23 U.S.C. 127(d) (LCV's) and 49 U.S.C. app. 2311(j) 
(commercial motor vehicles (CMV's) with 2 or more cargo-carrying 
units). Weights and dimensions are ``frozen'' at the values shown here, 
which were in effect on June 1, 1991 (Alaska, July 6, 1991). All 
vehicles are listed by configuration type.
Trucks Over 80,000 Pounds on the Interstate System
    In the State-by-State descriptions, CMV combinations which can also 
be LCV's are identified with the letters ``LCV'' following the type of 
combination vehicle. The maximum allowable gross vehicle weight is 
given in this appendix (in thousands of pounds indicated by a ``K''), 
as well as information summarizing the operational conditions, routes, 
and legal citations. The term ``Interstate System'' as used herein 
refers to the Dwight D. Eisenhower System of Interstate and Defense 
Highways.
Trucks Over STAA Lengths on the National Network
    Listed for each State by combination type is either:
    1. The maximum cargo-carrying length (shown in feet); or
    2. A notation that such vehicle is not allowed (indicated by a 
``NO'').
    CMV's are categorized as follows:
    1. A CMV combination consisting of a truck tractor and two trailing 
units.
    2. A CMV combination consisting of a truck tractor and three 
trailing units.
    3. CMV combinations with two or more cargo-carrying units not 
included in descriptions 1 or 2.
    In the following table the top number is the maximum cargo-carrying 
length measured in feet from the front of the first cargo unit to the 
rear of the last cargo unit. This distance is not to include length 
exclusive devices which have been approved by the Secretary or by any 
State. Devices excluded from length determination shall only include 
items whose function is related to the safe and efficient operation of 
the semitrailer or trailer. No device excluded from length 
determination shall be designed or used for carrying cargo. The number 
below the length measurement is the maximum gross weight in thousands 
of pounds that the type of vehicle can carry when operating as an LCV 
on the Interstate System. For every State where there is a length or 
weight number in the table that follows, additional information is 
provided.

                                Vehicle Combinations Subject to Pub. L. 102-240                                 
----------------------------------------------------------------------------------------------------------------
                                                             1 Truck tractor   2 Truck tractor                  
                          State                              and 2 trailing    and 3 trailing       3 Other     
                                                                 units              units                       
----------------------------------------------------------------------------------------------------------------
Alabama...................................................  NO..............  NO..............  NO              
Alaska....................................................  95'.............  110'............  83'             
Arizona...................................................  95' 111K........  95' 123.5K......  (1)             
Arkansas..................................................  NO..............  NO..............  NO              
California................................................  NO..............  NO..............  NO              
Colorado..................................................  111' 110K.......  115.5' 110K.....  78'             
Connecticut...............................................  NO..............  NO..............  NO              
Delaware..................................................  NO..............  NO..............  NO              
Dist. of Columbia.........................................  NO..............  NO..............  NO              
Florida...................................................  106' (2)........  NO..............  NO              
Georgia...................................................  NO..............  NO..............  NO              
Hawaii....................................................  65' (2).........  NO..............  NO              
Idaho.....................................................  95' 105.5K......  95' 105.5K......  (1)             
Illinois..................................................  NO..............  NO..............  NO              
Indiana...................................................  106' 127.4K.....  104.5' 127.4K...  58'             
Iowa......................................................  NO..............  NO..............  NO              
Kansas....................................................  109' 120K.......  109' 120K.......  NO              
Kentucky..................................................  NO..............  NO..............  NO              
Louisiana.................................................  NO..............  NO..............  NO              
Maine.....................................................  NO..............  NO..............  NO              
Maryland..................................................  NO..............  NO..............  NO              
Massachusetts.............................................  104' 127.4K.....  NO..............  NO              
Michigan..................................................  58' 154K........  NO..............  NO              
Minnesota.................................................  NO..............  NO..............  NO              
Mississippi...............................................  65' (2).........  NO..............  NO              
Missouri..................................................  109' 120K.......  109' 120K.......  NO              
Montana...................................................  93' 137.8K......  100' 131.06K....  (1)             
Nebraska..................................................  95' 95K.........  95' (2).........  68'             
Nevada....................................................  95' 129K........  95' 129K........  98'             
New Hampshire.............................................  NO..............  NO..............  NO              
New Jersey................................................  NO..............  NO..............  NO              
New Mexico................................................  86.4K(3)........  NO..............  NO              
New York..................................................  102' 143K.......  NO..............  NO              
North Carolina............................................  NO..............  NO..............  NO              
North Dakota..............................................  103' 105.5K.....  100' 105.5K.....  103'            
Ohio......................................................  102' 127.4K.....  95' 115K........  NO              
Oklahoma..................................................  110' 90K........  95' 90K.........  NO              
Oregon....................................................  68' 105.5K......  96' 105.5K......  NO              
Pennsylvania..............................................  NO..............  NO..............  NO              
Puerto Rico...............................................  NO..............  NO..............  NO              
Rhode Island..............................................  NO..............  NO..............  NO              
South Carolina............................................  NO..............  NO..............  NO              
South Dakota..............................................  100' 129K.......  100' 129K.......  (1)             
Tennessee.................................................  NO..............  NO..............  NO              
Texas.....................................................  NO..............  NO..............  NO              
Utah......................................................  95' 129K........  95' 129K........  (1)             
Vermont...................................................  NO..............  NO..............  NO              
Virginia..................................................  NO..............  NO..............  NO              
Washington................................................  68' 105.5K......  NO..............  68'             
West Virginia.............................................  NO..............  NO..............  NO              
Wisconsin.................................................  NO..............  NO..............  NO              
Wyoming...................................................  81' 117K........  NO..............  (1)             
----------------------------------------------------------------------------------------------------------------
(1)--State submission includes multiple vehicles in this category--see individual State listings.               
(2)--No maximum weight is established as this vehicle combination is not considered an ``LCV'' per the ISTEA    
  definition. Florida's combination is not allowed to operate on the Interstate System, and the combinations for
  Hawaii, Mississippi, and Nebraska are not allowed to exceed 80,000 pounds.                                    
(3)--No maximum cargo-carrying length is established for this combination. Because State law limits each        
  trailing unit to not more than 28.5 feet in length, this combination is allowed to operate on all NN routes   
  under the authority of the STAA of 1982, regardless of actual cargo-carrying length. The maximum weight listed
  is New Mexico's maximum allowable gross weight on the Interstate System under the grandfather authority of 23 
  U.S.C. 127.                                                                                                   

    The following abbreviation convention is used throughout the 
narrative State-by-State descriptions for the captions OPERATIONAL 
CONDITIONS, ROUTES, and LEGAL CITATIONS: two letter State abbreviation, 
dash, ``TT'' for truck tractor, and 2 or 3 for two or three trailing 
units. For example, the phrase ``Arizona truck tractor and 2 trailing 
units'', would be noted as ``AZ-TT2''; the phrase ``Indiana truck 
tractor and 3 trailing units'' would be noted as ``IN-TT3'', etc.

STATE: ALASKA

COMBINATION: Truck tractor and 2 trailing units
LENGTH OF THE CARGO-CARRYING UNITS: 95 feet
OPERATIONAL CONDITIONS:
    WEIGHT: The combination must be in compliance with State laws and 
regulations. There are no highways in the State subject to Interstate 
System weight limits. Therefore, the ISTEA freeze as it applies to 
maximum weight is not applicable.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement.
    VEHICLE: Combinations with an overall length greater than 75 feet, 
measured bumper to bumper, must display an ``OVERSIZE## warning sign on 
the front and rear. In combinations where one cargo-carrying unit is 
more than 5,000 pounds heavier than the other, the heavier unit shall 
be placed immediately behind the power unit. Weather restrictions are 
imposed when hazardous conditions exist, as determined by the Alaska 
Department of Transportation and Public Facilities (DOT&PF) and the 
Alaska Department of Public Safety, Division of State Troopers. Time of 
day travel is not restricted.
    PERMIT: None required.
    ACCESS: Alaska allows reasonable access not to exceed 5 miles to 
reach or return from terminals and facilities for food, fuel, or rest. 
The most direct route must be used. The Commissioner of the Alaska 
DOT&PF may allow access to specific routes if it can be shown that 
travel frequency, necessity, and route accommodation are required. 

                                 Routes                                 
------------------------------------------------------------------------
                        From                             To             
------------------------------------------------------------------------
AK-1        Anchorage (Potter Weigh        Palmer (Palmer-Wasilla       
             Station).                      Highway Junction).          
AK-2        Fairbanks (Gaffney Road        Delta Junction (MP 1412      
             Junction).                     Alaska Highway).            
AK-3        Jct. AK-1....................  Fairbanks (Gaffney Road      
                                            Junction).                  
------------------------------------------------------------------------

LEGAL CITATIONS:
    17 AAC 25, and 35; the Administrative Permit Manual.
STATE: ALASKA
COMBINATION: Truck tractor and 3 trailing units
LENGTH OF THE CARGO-CARRYING UNITS: 110 feet
OPERATIONAL CONDITIONS:
    WEIGHT and ACCESS: Same as the AK-TT2 combination.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement. Drivers of this combination must have 10 years 
of experience in Alaska and certified training in operation of these 
combinations.
    VEHICLE: Individual trailer length in a three trailing unit 
combination shall not exceed 45 feet. Engine power rating shall not be 
less than 400 horsepower.
    These combinations are allowed to operate only between April 15 and 
September 30 of each year. Weather restrictions are imposed when 
hazardous conditions exist, as determined by the Alaska DOT&PF and the 
Department of Public Safety, Division of State Troopers. No movement is 
permitted if visibility is less than 1,000 feet.
    PERMIT: Permits are required with specified durations of not less 
than 3 months or more than 18 months. There is a fee. 

                                 Routes                                 
------------------------------------------------------------------------
                                  From                      To          
------------------------------------------------------------------------
AK-1...................  Anchorage (Potter Weigh  Jct. AK-3.            
                          Station).                                     
AK-3...................  Jct. AK-1..............  Fairbanks (Gaffney    
                                                   Road Junction)       
------------------------------------------------------------------------

LEGAL CITATIONS: Same as the AK-TT2 combination.
STATE: ALASKA
COMBINATION: Truck-trailer
LENGTH OF THE CARGO-CARRYING UNITS: 83 feet
OPERATIONAL CONDITIONS:
    WEIGHT, DRIVER, PERMIT, and ACCESS: Same as the AK-tt2 combination.
    VEHICLE: Same as the AK-TT2 combination, except that overall 
combination length may not exceed 90 feet.
    ROUTES: Same as the AK-TT2 combination.
    LEGAL CITATIONS: Same as the AK-TT2 combination.

STATE: ARIZONA

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 95 feet
MAXIMUM GROSS VEHICLE WEIGHT: 111,000 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: Single-axle maximum weight limit is 20,000 pounds, tandem-
axle maximum weight limit is 34,000 pounds, and the gross vehicle 
weight limit is 111,000 pounds, subject to the Federal Bridge Formula.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement. Drivers must comply with the Federal Motor 
Carrier Safety Regulations of the U.S. Department of Transportation and 
Title 28, Arizona Revised Statutes.
    VEHICLE: This vehicle must be able to operate at speeds compatible 
with other traffic on level roads and maintain 20 miles per hour speed 
on grades where operated. A heavy-duty fifth wheel is required. The 
kingpin must be a solid type, not a screw-out or folding type. All 
hitch connectors must be of a no-slack type, preferably an air-actuated 
ram. Axles must be those designed for the width of the body. All 
braking systems must comply with State and Federal requirements. A 
brake force limiting valve, sometimes called a ``slippery road'' valve, 
may be provided on the steering axle. Mud flaps or splash guards are 
required. When traveling on a smooth, paved surface, trailers must 
follow in the path of the towing vehicle without shifting or swerving 
more than 3 inches to either side when the towing vehicle is moving in 
a straight line.
    PERMITS: Permits are required. Fees are charged. This vehicle is 
allowed continuous travel, however, the State may restrict or prohibit 
operations during periods when traffic, weather, or other safety 
considerations make such operations unsafe or inadvisable. All 
multiple-trailer combinations shall be driven in the right-hand traffic 
lane.
    Access: Access is allowed for 20 miles from I-15 Exits 8 and 27 or 
20 miles from other authorized routes. 

                                 Routes                                 
------------------------------------------------------------------------
                                  From                      To          
------------------------------------------------------------------------
I-15...................  Nevada.................  Utah                  
US 89..................  20 miles south of Utah.  Utah                  
US 160.................  US 163.................  New Mexico            
US 163.................  US 160.................  Utah                  
                                                                        
------------------------------------------------------------------------
                                         LEGAL CITATIONS                
                                                                        
------------------------------------------------------------------------
ARS 28-107.............  ARS 28-1009............  ARS 28-1011.O         
ARS 28-108.5...........  ARS 28-1009.01.........  ARS 28-1012           
ARS 28-108.13..........  ARS 28-1011.A..........  ARS 28-1013           
ARS 28-108.14..........  ARS 28-1011.C..........  ARS 28-1014           
ARS 28-403.............  ARS 28-1011.F..........  ARS 28-1031           
ARS 28-405.............  ARS 28-1011.K..........  ARS 28-1051           
ARS 28-1001............  ARS 28-1011.L..........  ARS 28-1052           
ARS 28-1004.G..........  ARS 28-1011.M..........  R17-40-426            
ARS 28-1008............                                                 
------------------------------------------------------------------------

STATE: ARIZONA

COMBINATION: Truck tractor and 3 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 95 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 123,500 pounds
OPERATIONAL CONDITIONS:
    VEHICLE, and ACCESS: Same as the AZ-TT2 combination.
    WEIGHT: Single-axle maximum weight limit is 20,000 pounds, tandem-
axle maximum weight limit is 34,000 pounds, and the gross vehicle 
weight limit is 123,500 pounds, subject to the Federal Bridge Formula.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement. Drivers must comply with the Federal Motor 
Carrier Safety Regulations of the U.S. Department of Transportation and 
Title 28, Arizona Revised Statutes. Drivers must be trained by an 
experienced driver of a three trailing unit combination. Training 
should be through special instructions or by traveling with the new 
driver until such time as the new driver is deemed adequately qualified 
by the trainer on the use and operation of these combinations.
    PERMIT: Permits are required. Fees are charged. This vehicle is 
allowed continuous travel, however, the State may restrict or prohibit 
operations during periods when traffic, weather, or other safety 
considerations make such operations unsafe or inadvisable. These 
combinations shall not be dispatched during adverse weather conditions. 
All multiple-trailer combinations shall be driven in the right-hand 
traffic lane.
    ROUTES: Same as the AZ-TT2 combination.
    LEGAL CITATIONS: Same as the AZ-TT2 combination.

STATE: ARIZONA

COMBINATION: Truck-trailer
LENGTH OF THE CARGO-CARRYING UNITS: 69 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER, VEHICLE, PERMIT, and ACCESS: Same as the AZ-TT2 
combination.
    ROUTES: Same as the AZ-TT2 combination.
    LEGAL CITATIONS: Same as the AZ-TT2 combination.

STATE: ARIZONA

COMBINATION: Truck-semitrailer-trailer
LENGTH OF THE CARGO-CARRYING UNITS: 98 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER, VEHICLE, PERMIT, and ACCESS: Same as the AZ-TT2 
combination.
    ROUTES: Same as the AZ-TT2 combination.
    LEGAL CITATIONS: Same as the AZ-TT2 combination.

STATE: COLORADO

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 111 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 110,000 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: The maximum gross weight is 110,000 pounds, subject to the 
formula W=800(L+40) where ``W'' equals the gross weight in pounds and 
``L'' equals the length in feet between the centers of the first and 
last axles, or the gross weight determined by the Federal Bridge 
Formula, whichever is least. A single axle shall not exceed 20,000 
pounds and a tandem axle shall not exceed 36,000 pounds.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement. The driver cannot have had any suspension of 
driving privileges in any State during the past 3 years where such 
suspension arose out of the operation of a motor vehicle used as a 
contract or common carrier of persons or property.
    The driver must be certified by the motor carrier permit holder's 
safety office. The certification shall demonstrate that the driver has 
complied with all written requirements, and that the driver has 
successfully completed a company-approved road test for each type of 
combination vehicle operated.
    VEHICLE: Vehicles shall not have fewer than six axles or more than 
nine axles. They shall be configured such that the shorter trailer 
shall be operated as the rear trailer, and the trailer with the heavier 
gross weight shall be operated as the front trailer. In the event that 
the shorter trailer is also the heavier, the load must be adjusted so 
that the front trailer is the longer and heavier of the two.
    Vehicles shall have adequate power to maintain a minimum speed of 
20 miles per hour on any grade over which the combination operates and 
can resume a speed of 20 miles per hour after stopping on any such 
grade.
    Tires must conform to the standards in the Department of Public 
Safety's (DPS) Rules and Regulations Concerning Minimum Standards for 
the Operation of Commercial Motor Vehicles, at 8 CCR 1507-1 and C.R.S. 
42-4-225 and 42-2-406.
    Vehicles are required to have a heavy-duty fifth wheel and equal 
strength pick-up plates that meet the standards in the DPS Commercial 
Vehicle Rules. This equipment must be properly lubricated and located 
in a position that provides stability during normal operation, 
including braking. The trailers shall follow in the path of the towing 
vehicle without shifting or swerving more than 3 inches to either side 
when the towing vehicle is moving in a straight line.
    Kingpins must be of a solid type and permanently fastened. Screw-
out or folding type kingpins are prohibited.
    Hitch connections must be of a no-slack type, preferably air-
actuated ram.
    Drawbar lengths shall be adequate to provide for the clearances 
required between the towing vehicle and the trailer(s) for turning and 
backing maneuvers.
    Axles must be those designed for the width of the body of the 
trailer(s).
    Braking systems must comply with the DPS Commercial Vehicle Rules 
and C.R.S. 42-4-220. Fast air-transmission and release valves must be 
provided on all trailer(s) and converter dolly axles. A brake force 
limiting valve, sometimes called a ``slippery road'' valve, may be 
provided on the steering axle.
    PERMIT: An annual permit is required for which a fee is charged. 
Also, the vehicle must have an overweight permit pursuant to C.R.S. 42-
4-409(11)(a)(II) (A), (B), or (C), and comply with Rule 4-15 in the 
rules pertaining to Extra-Legal Vehicles or Loads.
    A truck tractor and two trailing units wherein at least one of the 
trailing units exceeds 28.5 feet in length shall not operate on the 
following designated highway segments during the hours of 6 a.m. to 9 
a.m. and from 3 p.m. to 6 p.m., Monday through Friday, for Colorado 
Springs, Denver, and Pueblo. (A truck tractor with two trailing units 
wherein at least one of the trailing units exceeds 28.5 feet in length 
not operating at greater than the legal maximum weight of 80,000 pounds 
is subject to different hours-of-operation restrictions. Refer to rules 
pertaining to Extra-Legal Vehicles or Loads).

Colorado Springs: I-25 between Exit 135 (CO 83 Academy Blvd. So.) and 
Exit 150 (CO 83, Academy Blvd. No.).
Denver: I-25 between Exit 200 (Jct. I-225) and Exit 223 (CO 128, 120th 
Avenue),
    I-70 between Exit 259 (CO 26/US 40) and Exit 282 (Jct. I-225),
    I-76 between Exit 5 (Jct. I-25) and Exit 12 (US 85),
    I-225 entire length,
    I-270 entire length.
Pueblo: I-25 between Exit 94 (CO 45 Lake Ave.) and Exit 101 (US 50/CO 
47).

    The holder of a longer vehicle combination (LVC) permit must have 
an established safety program as provided in Chapter 9 of the 
``Colorado Department of Highways Rules and Regulations for Operation 
of Longer Vehicle Combinations on Designated State Highway Segments.'' 
Elements of the program include compliance with minimum safety 
standards at 8 CCR 1507-1, hazardous materials regulations at 8 CCR 
1507-7, -8, and -9, Colorado Uniform Motor Vehicle Law, Articles 1 
through 4 of Title 42, C.R.S. as amended, and Public Utility Commission 
regulations at 4 CCR 723-6, -8, -15, -22, and -23.
    ACCESS: A vehicle shall not be operated off the designated portions 
of the Interstate System except to access food, fuel, repairs, and rest 
or to access a facility. Access to a facility shall be subject to the 
following conditions:
    (1) The facility must:
    (a) Be either a manufacturing or a distribution center, a 
warehouse, or truck terminal located in an area where industrial uses 
are permitted;
    (b) Be a construction site; and
    (c) Meet the following criteria:
    1 vehicles are formed for transport or broken down for delivery on 
the premises;
    2 adequate off-roadway space exists on the premises to safely 
maneuver the vehicles; and
    3 adequate equipment is available on the premises to handle, load, 
and unload the vehicle, its trailers, and cargo.
    (2) The facility must be located within a maximum distance of 10 
miles from the point where the vehicle enters or exits the designated 
portions of the Interstate System. Such 10-mile distance shall be 
measured by the actual route(s) to be traveled to the facility, rather 
than by a straight line radius from the designated Interstate System to 
the facility;
    (3) The access route(s) between the designated Interstate System 
and the facility must be approved in advance by the public entity 
(Colorado DOT, municipality, or county) having jurisdiction for the 
roadway(s) that make up the route(s). Where the State of Colorado has 
jurisdiction over the access route(s), it will consider the following 
safety, engineering, and other criteria in determining whether to 
approve the route(s):
    (a) Safety of the motoring public;
    (b) Geometrics of the street and roadway;
    (c) Traffic volumes and patterns;
    (d) Protection of State highways, roadways, and structures;
    (e) Zoning and general characteristics of the route(s) to be 
encountered; and
    (f) Other relevant criteria warranted by special circumstances of 
the proposed route(s).
    Local entities, counties, and municipalities having jurisdiction 
over route(s), should consider similar criteria in determining whether 
to approve the proposed ingress and egress route(s); and
    (4) A permit holder shall access only the facility or location 
authorized by the permit. If the permit authorizes more than one 
facility or location, then on any single trip by an LVC from the 
designated Interstate System the permit holder may access only one 
facility or location before returning to the designated Interstate 
System.

                                 Routes                                 
------------------------------------------------------------------------
                                  From                      To          
------------------------------------------------------------------------
I-25...................  New Mexico.............  Wyoming               
I-70...................  Utah...................  I-70 Exit 90 Rifle    
I-70...................  I-70 Exit 259 Golden...  Kansas                
I-76...................  Jct. I-70..............  Nebraska              
I-225..................  Jct. I-25..............  Jct. I-70             
I-270..................  Jct. I-76..............  Jct. I-70             
------------------------------------------------------------------------

    LEGAL CITATIONS: Vehicles must comply with all applicable statutes, 
such as C.R.S. 42-4-402(1), 42-4-404(1), 42-4-407(1)(c)(III)(A), 42-4-
409(11)(a)(II) (A), (B) or (C). All LVC's must comply with the Extra-
Legal Vehicles and Loads Rules and the Longer Vehicle Combination 
Rules. However, when the rules address the same subject, the LVC, since 
it is operating at greater than 80,000 pounds, must comply with the 
Extra-Legal Vehicles and Loads Rules. Such rules are: 4-1-2 and 4-1-3 
concerning holiday travel restrictions, 4-1-5 concerning hours of 
operation restrictions, 4-8 concerning minimum distance between 
vehicles and 4-15 concerning maximum allowable gross weight.

STATE: COLORADO

COMBINATION: Truck tractor and 3 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 115.5 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 110,000 pounds
OPERATIONAL CONDITIONS: Same as the CO-TT2 combination.
    ROUTES: Same as the CO-TT2 combination.
    LEGAL CITATIONS: Same as the CO-TT2 combination.

STATE: COLORADO

COMBINATION: Truck-trailer
LENGTH OF THE CARGO-CARRYING UNITS: 78 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER, VEHICLE, PERMIT, and ACCESS: Same as the CO-TT2 
combination.
    ROUTES: Same as the CO-TT2 combination.
    LEGAL CITATIONS: Same as the CO-TT2 combination.

STATE: FLORIDA

COMBINATION: Truck tractor and 2 trailing units
LENGTH OF THE CARGO-CARRYING UNITS: 106 feet
    OPERATIONAL CONDITIONS: All overdimensional and weight regulations 
of the Florida Turnpike Authority shall apply to such units unless 
specifically excluded under the terms of the Tandem Trailer Permit or 
these regulations.
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement. Proposed drivers of tandem-trailer units shall 
be registered by the Florida Turnpike Authority prior to driving such 
equipment on the turnpike system. For further information, see Rule 14-
62.016 FAC.
    VEHICLE: A complete tandem-trailer combination shall consist of a 
truck tractor, first semitrailer, fifth-wheel converter dolly, and a 
second semitrailer. The converter dolly may be either a separate unit 
or an integral component of the first semitrailer. The width shall not 
exceed 102 inches and the height shall not exceed 13 feet 6 inches. A 
tractor used in the tandem-trailer operations shall be capable of 
hauling the maximum gross load to be transported by a permittee at a 
speed of not less than 40 miles per hour on all portions of the 
turnpike system excepting that portion of the roadway, as posted in 
1988, between mileposts 234 and 238 where a minimum speed of 30 miles 
per hour will be permitted.
    Every tandem-trailer combination shall be equipped with full air 
brakes or air-activated hydraulic brakes on the tractor and either air 
or electric brakes on the dolly and trailers.
    A tractor, which will be used to haul a complete tandem-trailer 
combination with a total gross weight of 110,000 pounds or more, shall 
be equipped with tandem rear axles and driving power shall be applied 
to all wheels on both axles. When the above tandem-axle tractor is 
required, a tandem-axle dolly converter must be used.
    Every tandem-trailer combination shall be equipped with emergency 
equipment that equals or exceeds both the equipment requirements and 
the performance standards cited in Chapter 316, Florida Statutes and 
subpart H ``Emergency Equipment'' of 49 CFR 393.95.
    A converter (fifth-wheel) dolly used in the tandem-trailer 
operations may have either single or tandem axles, according to its 
total gross weight. In addition to the primary towbar(s), the dolly 
vehicle must be equipped with safety chains or cables for connecting 
the dolly to the lead semitrailer and must be adequate to prevent 
breakaway.
    Lamps and Reflectors. Each tractor, trailer, and converter dolly in 
a tandem-trailer combination shall be equipped with electric lamps and 
reflectors mounted on the vehicle in accordance with Chapter 316, 
Florida Statutes, and subpart B ``Lighting Devices, Reflectors and 
Electrical Equipment,'' of 49 CFR 393.9 through 49 CFR 393.33.
    Coupling Devices. Coupling devices shall be so designed, 
constructed, and installed and the vehicles in a tandem-trailer 
combination shall equal or exceed both the equipment requirements and 
the performance standards established on 49 CFR 393.70, except that 
such devices shall be so designed and constructed as to ensure that any 
such combination traveling on a level, smooth paved surface will follow 
in the path of the towing vehicle without shifting or swerving from 
side to side over 2 inches to each side of the path of the vehicle when 
it is moving in a straight line. (For further information see Rule 14-
62.002; 14-62.005; 14-62.006; 14-62.007; 14-62.008; 14-62.009; 14-
62.010; 14-62.011; 14-62.012; 14-62.013; and 14-62.015, FAC)
    PERMIT: Tandem-trailer units may operate on the turnpike system 
under a Tandem Trailer Permit issued by the Florida Turnpike Authority 
upon application, except as provided in subparagraph (2) below.
    (1) The Florida Turnpike Authority shall provide a copy of each 
such permit to the Motor Carrier Compliance Office.
    (2) Tandem-trailer trucks of the dimensions mandated by the STAA of 
1982 and operating in compliance with Rule Chapter 14-54, FAC, and 
under the provisions of section 316.515, Florida Statutes shall be 
exempt from the provisions of this rule chapter to the extent provided 
in Rule 14-54.0011, FAC.

(For further information see Rules 14-62.001; 14-62.022; 14-62.023; 14-
62.024; 14-62.026; 14-62.027, FAC)
    ACCESS: Staging. Tandem-trailer combinations shall be made up and 
broken up only in special assembly (staging) areas as designated for 
this purpose. For further information, see Rule 14-62.017, FAC. Make-up 
and break-up of tandem-trailer combinations shall not be allowed on a 
public right-of-way unless the area is designated for such use or 
unless an emergency exists. 

                                 Routes                                 
------------------------------------------------------------------------
                                  From                      To          
------------------------------------------------------------------------
Florida's Turnpike.....  South end Homestead      Exit 304 Wildwood.    
                          Extension at US 1.                            
------------------------------------------------------------------------

    LEGAL CITATIONS: Chapter 14-62, ``Regulations Governing Tandem 
Combinations of Florida's Turnpike,'' Florida Administrative Code.

STATE: HAWAII

COMBINATION: Truck tractor and 2 trailing units
LENGTH OF CARGO CARRYING UNITS: 65 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement.
    VEHICLE: No load may exceed the carrying capacity of the axles 
specified by the manufacturer and no combination vehicle shall have a 
total weight in excess of its designed gross combination weight limit.
    PERMITS: No permits are required.
    ACCESS: Designated routes off the NN.
    ROUTES: All NN routes except HI-95 from H-1 to Barbers Point 
Harbor.
    LEGAL CITATIONS: Chapter 291, Section 34, Hawaii Revised Statutes 
and Chapter 104 of Title 19, Administrative Rules.

STATE: IDAHO

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 95 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 105,500 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: Single axle: 20,000 pounds, tandem axle: 34,000 pounds, and 
gross vehicle weight up to 105,500 pounds.
    Axle spacing: must comply with Idaho Code 49-1001.
    Trailer weights: The respective loading of any trailer shall not be 
substantially greater than the weight of any trailer located ahead of 
it in the vehicle combination. Substantially greater shall be defined 
as more than 4,000 pounds heavier.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement.
    VEHICLE: The rules provide that all CMV's with two or more cargo-
carrying units (except for truck-trailer combinations which are limited 
to an 85-foot combination length) are subject to calculated maximum 
off-tracking (CMOT) limits. The CMOT formula is:

CMOT=R-[R2-(A2+B2+C2+D2+E2)]\1/2\
R=161
A, B, C, D, E, etc.=measurements between points of articulation or 
pivot. Squared dimensions to stinger steer points of articulation are 
negative.

    The power unit of LCV's and extra-length combinations shall have 
adequate power and traction to maintain a speed of 15 miles per hour 
under normal operating conditions on any up-grade over which the 
combination is operated.
    Fifth-wheel, drawbar, and other coupling devices shall be as 
specified by Federal Motor Carrier Safety Regulations, section 393.70.
    Every combination operated under special permit authority shall be 
covered by insurance meeting State and Federal requirements. Evidence 
of this insurance must be carried in the permitted vehicle.
    PERMIT: Permits are required. Permit duration is for 1 year from 
the date of issuance.
    ACCESS: Combinations with a CMOT limit of less than 6.5 feet may 
use any Interstate or designated highway system interchange for access. 
Combinations with a CMOT of 6.5 to 8.75 feet may use only the following 
Interstate System interchanges:

I-15 Exits 58 and 119.
I-84 Exits 3, 49, 50, 52, 54, 57, 95, 168, 173, 182, 208, and 211.
I-86 Exits 36, 40, 56, and 58.
    ROUTES: All NN routes.
    LEGAL CITATIONS: Other regulations and restrictions that must be 
complied with are:

Idaho Code 49-1001, -1002, -1004, -1010, and -1011.
Idaho Transportation Department Rules 39.C.01, .06, .08, .09, .10, .11, 
.15, and .19-.23.

STATE: IDAHO

COMBINATION: Truck tractor and 3 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 95 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 105,500 pounds
    OPERATIONAL CONDITIONS: Same as the ID-TT2 combination.
    ROUTES: Same as the ID-TT2 combination.
    LEGAL CITATIONS: Same as the ID-TT2 combination.

STATE: IDAHO

COMBINATION: Truck-trailer
LENGTH OF THE CARGO-CARRYING UNITS: 78 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER, PERMIT, and ACCESS: Same as the ID-TT2 combination.
    VEHICLE: Overall combination length limited to 85 feet.
    ROUTES: Same as the ID-TT2 combination.
    LEGAL CITATIONS: Same as the ID-TT2 combination.

STATE: IDAHO

COMBINATION: Truck-trailer-trailer, and Truck-semitrailer-trailer.
LENGTH OF THE CARGO-CARRYING UNITS: 98 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER, PERMIT, and ACCESS: Same as the ID-TT2 combination.
    VEHICLE: Overall combination length limited to 105 feet.
    ROUTES: Same as the ID-TT2 combination.
    LEGAL CITATIONS: Same as the ID-TT2 combination.

STATE: INDIANA

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 106 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 127,400 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: Single axle=22,400 pounds. Axles spaced less than 40 inches 
between centers are considered to be single axles.
    Tandem axle=36,000 pounds. Axles spaced more than 40 inches but 
less than 9 feet between centers are considered to be tandem axles.
    Gross vehicle weight=90,000 pounds plus 1,070 pounds per foot for 
each foot of total vehicle length in excess of 60 feet with a maximum 
gross weight not to exceed 127,400 pounds.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement, and a Toll Road identification card. Drivers 
must be at least 26 years old, in good health, and with 5 years of 
experience driving tractor-semitrailers or tandem-trailer combinations. 
Experience must include driving in all four seasons.
    VEHICLE: Lightest trailer to the rear. Distance between coupled 
trailers shall not exceed 9 feet. The combination vehicle, including 
coupling devices, shall be designed and constructed so as to ensure 
that while traveling on a level, smooth paved surface each trailing 
unit will follow in the path of the towing vehicle without shifting or 
swerving from side to side more than 3 inches. The combination vehicle 
must have at least five axles but not more than nine axles and except 
on ramps be able to achieve and maintain a speed of 45 miles per hour. 
Following distance is 500 feet, and passing maneuvers must be completed 
within 1 mile. The truck tractor must be equipped at a minimum with 
emergency equipment including fire extinguisher, spare fuses, tire 
chains, tire tread minimums, and disabled vehicle warning devices. 
Every dolly must be coupled with safety chain directly to the frame of 
the semitrailer by which it is towed. Each unit in a multi-trailer 
combination must be equipped at a minimum with electric lights and 
reflectors mounted on the vehicle.
    PERMIT: A free annual tandem-trailer permit must be obtained from 
the Indiana DOT for loads which exceed 90,000 pounds. A multiple-trip 
access permit, for which a fee is charged, must also be obtained for 
access to points of delivery or to breakdown locations. Permission to 
operate can be temporarily suspended by the Indiana DOT due to weather, 
road conditions, holiday traffic, or other emergency conditions. Any 
oversize vehicle whose length exceeds 80 feet shall not be operated at 
a speed in excess of 45 miles per hour. Oversize loads are not to be 
operated at any time when wind velocity exceeds 25 miles per hour.
    ACCESS: 15 miles from toll gates.

                                 Routes                                 
------------------------------------------------------------------------
                                   From                     To          
------------------------------------------------------------------------
I-80/90 (IN Toll Road).  Toll Road Gate 21......  Ohio.                 
I-90 (IN Toll Road)....  Illinois...............  Toll Road Gate 21.    
------------------------------------------------------------------------

LEGAL CITATIONS:
Indiana Code 9-8-1-16
Indiana Code 8-15-2
135 Indiana Administrative Code 2

STATE: INDIANA

COMBINATION: Truck tractor and 3 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 104.5 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 127,400 pounds
OPERATIONAL CONDITIONS:
    WEIGHT, DRIVER, PERMIT, and ACCESS: Same as the IN-TT2 combination.
    VEHICLE: Semitrailers and trailers shall not be longer than 28.5 
feet, and the minimum number of axles for the combination is seven. 
Three trailing unit combinations must be equipped with adequate spray-
suppressant mud flaps which are properly maintained.
    ROUTES: Same as the IN-TT2 combination.
    LEGAL CITATIONS: Same as the IN-TT2 combination.

STATE: INDIANA

COMBINATION: Combination of three or more vehicles coupled together
LENGTH OF THE CARGO CARRYING UNITS: 58 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement.
    VEHICLE: The maximum width is 102 inches, and the maximum height is 
13 feet 6 inches.
    PERMIT: None required.
    ACCESS: Unlimited.
ROUTES: All roads within the State.
LEGAL CITATIONS: Indiana Code 9-8-1-2.

STATE: KANSAS

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 109 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 120,000 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: Combinations consisting of a truck tractor and two trailing 
units must comply with the Federal Bridge Formula, with maximum weights 
of 20,000 pounds on a single axle and 34,000 pounds on a tandem axle, 
and with a maximum gross weight of 120,000 pounds.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement.
    VEHICLE: Truck tractor and two trailing unit combinations must meet 
legal width and height with no time-of-day travel restrictions or other 
special requirements.
    PERMIT: Permits are not required for operation on the Kansas 
Turnpike. A permit is required for access between the Turnpike and 
motor freight terminals located within a 10-mile radius of each toll 
booth, except at the northeastern end of the Turnpike where a 20-mile 
radius is allowed. Access permits are valid for 6 months.
    ACCESS: Turnpike access routes include all routes between the 
Turnpike and a motor freight terminal located within a 10-mile radius 
of each toll booth, except at the northeastern end of the Turnpike 
where a 20-mile radius is allowed.

                                 Routes                                 
------------------------------------------------------------------------
                                  From                      To          
------------------------------------------------------------------------
I-35 Kansas Tpk.         Oklahoma...............  KTA Exit 127.         
 Authority (KTA).                                                       
I-70 KTA...............  KTA Exit 182...........  KTA Exit 223.         
I-335 KTA..............  KTA Exit 127...........  KTA Exit 177.         
I-470 KTA..............  KTA Exit 177...........  KTA Exit 182.         
LEGAL CITATIONS:                                                        
Kansas Statutes                                                         
 Annotated (KSA)                                                        
KSA 8-1911.............  KSA 68-2004............  KSA 68-2019.          
KSA 8-1914.............  KSA 68-2005............  KSA 68-2048a.         
KSA 68-2003 ...........                                                 
------------------------------------------------------------------------

STATE: KANSAS

COMBINATION: Truck tractor and 3 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 109 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 120,000 pounds
    OPERATIONAL CONDITIONS: The operations of triple trailing unit 
combinations are governed by two sets of criteria: (1) The Turnpike and 
Turnpike access rules, and (2) the SVC rules which apply off of the 
Turnpike except in the case of vehicles operating under Turnpike access 
authority. The Turnpike and Turnpike access rules allow a maximum 
combination vehicle length of 119 feet overall. The SVC rules require 
``Triples'' to have trailers of no more than 28.5 feet maximum length 
or a cargo-carrying length of approximately 95 feet.
    The Turnpike and Turnpike access rules have no time-of-day travel 
restrictions or other special requirements.
    The SVC rules have several operational conditions. SVC's cannot 
operate on holidays or during holiday weekends. SVC's cannot be 
dispatched or operated during adverse weather conditions. SVC's must 
travel in the right lane, except for passing, and the following 
distance is 100 feet for every 10 miles per hour. SVC permits can 
include any restrictions deemed necessary, including specific routes 
and hours, days, and/or seasons of operation. Rules and regulations can 
be promulgated regarding driver qualifications, vehicle equipment, and 
operational standards.
    WEIGHT: All triple trailing unit combinations must comply with the 
Federal Bridge Formula with maximum axle weights of 20,000 pounds on a 
single axle and 34,000 pounds on a tandem axle. The maximum gross 
weight is 120,000 pounds on the Turnpike and Turnpike access routes, 
but the SVC's have a maximum weight of 110,000 pounds.
    DRIVER: A commercial driver's license with the appropriate 
endorsement is required under both Turnpike and SVC rules. In addition, 
for SVC operation drivers must have completed SVC driver training and a 
company road test. Drivers must also have 2 years of experience driving 
tractor-semitrailers and 1 year driving doubles.
    VEHICLE: Vehicle requirements apply to the SVC program only. All 
axles, except steering axles, must have dual wheels, and all vehicles 
must be able to achieve and maintain a speed of 40 miles per hour on 
all grades. Antispray mud flaps shall be attached to the rear of each 
axle except the steering axle. Mud flaps shall have a surface designed 
to absorb and deflect excess moisture to the road surface. Drop and 
lift axles are prohibited. Vehicles may have a minimum of six and a 
maximum of nine axles. The heaviest trailers are to be placed forward. 
Hazardous cargo is prohibited. Convex mirrors are required on both 
sides of the cab. Equipment must comply with the requirements of 49 CFR 
390-399.
    Any SVC shall be stable at all times during normal braking and 
normal operation. When traveling on a level, smooth paved surface, an 
SVC shall follow the towing vehicle without shifting or swerving beyond 
the restraints of the lane of travel.
    PERMIT: Same as the KS-TT2 combination on the Turnpike and Turnpike 
access routes. A fee per company plus a permit fee for each power unit 
is required for the SVC program, and the SVC permits are valid for 1 
year. SVC's operated pursuant to regulation 36-1-33 under an annual 
permit shall be covered by insurance.
    ACCESS: Turnpike access routes include all routes between the 
Turnpike and a motor freight terminal located within a 10-mile radius 
of each toll booth, except at the northeastern end of the Turnpike 
where a 20-mile radius is allowed. SVC access routes include all routes 
between the Interstate and a motor freight terminal located within 5 
miles of the Interstate at Goodland.
ROUTES:
    A. For vehicles subject to the Turnpike and Turnpike access rules: 

------------------------------------------------------------------------
                                  From                      To          
------------------------------------------------------------------------
I-35 KTA...............  Oklahoma...............  KTA Exit 127.         
I-70 KTA...............  KTA Exit 182...........  KTA Exit 223.         
I-335 KTA..............  KTA Exit 127...........  KTA Exit 177.         
I-470 KTA..............  KTA Exit 177...........  KTA Exit 182.         
------------------------------------------------------------------------

    B. For vehicles subject to the SVC rules: 

------------------------------------------------------------------------
                                  From                      To          
------------------------------------------------------------------------
I-70...................  Colorado...............  I-70 Exit 19 Goodland.
------------------------------------------------------------------------

    LEGAL CITATIONS: Same as the KS-TT2 combination, plus KSA 8-1915.

STATE: MASSACHUSETTS

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF CARGO-CARRYING UNITS: 104 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 127,400 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: Any combination of vehicles may not exceed a maximum gross 
weight of 127,400 pounds. The maximum gross weight of the tractor and 
first semitrailer shall not exceed 71,000 pounds. The maximum gross 
weight of each unit of dolly and semitrailer shall not exceed 56,400 
pounds. The maximum gross weight for the tractor and first semitrailer 
is governed by the formula 35,000 pounds plus 1,000 pounds per foot 
between the center of the foremost axle and the center of the rearmost 
axle of the semitrailer. The maximum gross weight on any one axle is 
22,400 pounds, and on any tandem axle it is 36,000 pounds. Axles less 
than 46 inches between centers are considered to be one axle.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement and must be registered with the Massachusetts 
Turnpike Authority (MTA). Registration shall include all specified 
driving records, safety records, physical examinations, and minimum of 
5 years of driving experience with tractor trailers.
    VEHICLE:
    (1) Brake Regulation. The brakes on any vehicle, dolly converter, 
or combination of vehicles used in tandem-trailer operations as a 
minimum shall comply with Federal Motor Carrier Safety Regulations in 
49 CFR part 393. In addition, any vehicle, dolly converter or 
combination of vehicles used in tandem-trailer operations shall meet 
the requirements of the provisions of the Massachusetts Motor Vehicle 
Law. Tandem-trailer combinations certified on or after June 1, 1968, 
shall be equipped with suitable devices to accelerate application and 
release of the brakes of the towed vehicle.
    (2) Axles. A tractor used to haul a tandem trailer combination with 
a gross weight of more than 110,000 pounds shall be equipped with 
tandem rear axles, each of which shall be engaged to bear its full 
share of the load on the roadway surface.
    (3) Tandem Assembly. When the gross weight of the trailers vary by 
more than 20 percent, they shall be coupled with the heaviest trailer 
attached to the tractor. Coupling devices and towing devices shall 
comply with the Federal regulations as stated in 49 CFR part 393. When 
the distance between the rear of the one semitrailer and the front of 
the following semitrailer is 10 feet or more, the dolly shall be 
equipped with a device, or the trailers shall be connected along the 
sides with suitable material, which will indicate to other Turnpike 
users that the trailers are connected and are in effect one unit. The 
MTA shall approve the devices or connections to be used on the 
semitrailers that would indicate it is one unit. Coupling devices shall 
be so designed, constructed, and installed, and the vehicles in a 
tandem trailer combination shall be so designed and constructed to 
ensure that when traveling on a level, smooth paved surface they will 
follow in the path of the towing vehicle without shifting or swerving 
over 3 inches to each side of the path of the towing vehicle when it is 
moving in a straight line. A tandem trailer unit may pass another 
vehicle traveling in the same direction only if the speed differential 
will allow the tandem trailer unit to complete the maneuver and return 
to the normal driving lane within a distance of 1 mile.
    Each truck tractor shall be equipped with at least one spare fuse 
or other overload protective device, if the devices are not of a reset 
type, for each kind and size used. The vehicle is to carry at least one 
set of tire chains for at least one driving wheel on each side between 
October 15 and May 1 of each year. Each truck tractor shall carry a 
fire extinguisher which shall have an aggregate rating of 20 BC.
    PERMIT: A permittee must demonstrate to the MTA that it has 
insurance coverage of the type and amounts required by Turnpike 
regulation. Both the tractor manufacturer and the permittee shall 
certify to the MTA, prior to the approval of a tractor, that it is 
capable of hauling the maximum permissible gross load to be transported 
by the permittee at a speed not less than 20 miles per hour on all 
portions of the turnpike system. The MTA may revoke or temporarily 
suspend any permit at will and the instructions of the MTA or 
Massachusetts State Police shall be complied with immediately.
    ACCESS: Makeup and breakup areas. Tandem trailer units shall not 
leave the Turnpike right-of-way and shall be assembled and disassembled 
only in designated areas. 

                                 Routes                                 
------------------------------------------------------------------------
                                   From                     To          
------------------------------------------------------------------------
I-90 Mass Turnpike.....  New York State.........  Turnpike Exit 18      
                                                   Boston.              
------------------------------------------------------------------------

LEGAL CITATIONS:
    The MTA, Massachusetts Rules and Regulations 730, and CMR 4.00.

STATE: MICHIGAN

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF CARGO-CARRYING UNITS: 58 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 154,000 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: The single-axle weight limit for LCV's is 18,000 pounds for 
axles spaced 9 feet or more apart. For axles spaced more than 3.5 feet 
but less than 9 feet apart, the single-axle weight limit is 13,000 
pounds. The tandem-axle weight limit is 16,000 pounds per axle for the 
first tandem and 13,000 pounds per axle for all other tandems. Axles 
spaced less than 3.5 feet apart are limited to 9,000 pounds per axle. 
Maximum load per inch width of tire is 700 pounds. Maximum gross weight 
is determined based on axle and axle group weight limits. The maximum 
practical gross weight is 154,000 pounds.
    When restricted seasonal loadings are in effect, load per inch 
width of tire and maximum axle weights are reduced as follows: Rigid 
pavements--525 pounds per inch of tire width, 25 percent axle weight 
reduction; Flexible pavements--450 pounds per inch of tire width, 35 
percent axle weight reduction.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement.
    VEHICLE: Truck height may not exceed 13.5 feet. There is no overall 
length for LCV's operating on the Interstate System when semitrailer 
and trailer lengths do not exceed 28.5 feet. If either the trailer or 
semitrailer is longer than 28.5 feet, the distance from the front of 
the first box to the rear of the second box may not exceed 58 feet. A 
combination of vehicles shall not have more than 11 axles, and the 
ratio of gross weight to net horsepower delivered to the clutch shall 
not exceed 400 to 1.
    PERMIT: Permits for divisible loads of more than 80,000 pounds must 
conform to either Federal or grandfathered axle and bridge spacing 
requirements.
    ACCESS: All designated State highways.
    ROUTES: All Interstate routes and designated State highways.
LEGAL CITATIONS:
Michigan Public Act 300, section 257.722
Michigan Public Act 300, section 257.719

STATE: MISSISSIPPI

COMBINATION: Truck tractor and 2 trailing units
LENGTH OF THE CARGO-CARRYING UNITS: 65 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement.
    VEHICLE: Each trailing unit may be a maximum of 30 feet long.
    PERMIT: None required.
    ACCESS: No restrictions, may operate Statewide.
    ROUTES: All NN routes.
    LEGAL CITATIONS: Section 63-5-19, Mississippi Code, Annotated, 
1972.

STATE: MISSOURI

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 109 feet
    MAXIMUM ALLOWABLE GROSS WEIGHT: 120,000 pounds when entering 
Missouri from Kansas; 95,000 pounds when entering from Nebraska; 90,000 
pounds when entering from Oklahoma.
    OPERATIONAL CONDITIONS: Missouri allows vehicles from neighboring 
States access to terminals in Missouri which are within 20 miles of the 
Missouri State Line. These vehicles must be legal in the State from 
which they are entering Missouri.
    WEIGHT, DRIVER, VEHICLE: Same conditions which apply to a truck 
tractor and two trailing units legally operating in Kansas, Nebraska, 
or Oklahoma.
    PERMIT: Annual blanket overdimension permits are issued to allow a 
truck tractor and two trailing units legally operating in Kansas, 
Nebraska, or Oklahoma to move to and from terminals in Missouri which 
are located within a 20-mile band of the State Line for these three 
States. There is a permit fee per power unit. The permits carry routine 
permit restrictions, but do not address driver qualifications or any 
other restrictions not included in the rules and regulations for all 
permitted movement.
    ACCESS: Routes as necessary to reach terminals.
    ROUTES: All NN routes within a 20-mile band from the Kansas, 
Nebraska, and Oklahoma borders.
    LEGAL CITATIONS: Sec. 304.170 and Sec. 304.200 Revised Statutes of 
Missouri 1990.

STATE: MISSOURI

COMBINATION: Truck tractor and 3 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 109 feet
    MAXIMUM ALLOWABLE GROSS WEIGHT: 120,000 pounds when entering 
Missouri from Kansas; 90,000 pounds when entering from Oklahoma.
    OPERATIONAL CONDITIONS: Missouri allows vehicles from neighboring 
States access to terminals in Missouri which are within 20 miles of the 
Missouri State Line. These vehicles must be legal in the State from 
which they are entering Missouri.
    WEIGHT, DRIVER, VEHICLE: Same conditions which apply to a truck 
tractor and three trailing units legally operating in Kansas or 
Oklahoma.
    PERMIT: Annual blanket overdimension permits are issued to allow a 
truck tractor and three trailing units legally operating in Kansas or 
Oklahoma, to move to and from terminals in Missouri which are located 
within a 20-mile band of the State Line for these two States. There is 
a permit fee per power unit. The permits carry routine permit 
restrictions, but do not address driver qualifications or any other 
restrictions not included in the rules and regulations for all 
permitted movement.
    ACCESS: Routes as necessary to reach terminals.
    ROUTES: All NN routes within a 20-mile band from the Kansas and 
Oklahoma borders.
    LEGAL CITATIONS: Sec. 304.170 & Sec. 304.200 Revised Statutes of 
Missouri 1990.

STATE: MONTANA

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF CARGO-CARRYING UNITS: 93 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 137,800 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: Except for vehicles operating under the Montana/Alberta 
Memorandum of Understanding (MOU), any vehicle carrying a divisible 
load over 80,000 pounds must comply with the Federal Bridge Formula 
found in 23 U.S.C. 127.

Maximum single-axle limit: 20,000 pounds
Maximum tandem-axle limit: 34,000 pounds
Maximum gross weight is based upon application of the Bridge Formula.
Maximum weight allowed per inch of tire width is 600 pounds.
    WEIGHT, MONTANA/ALBERTA MOU:
Maximum single-axle limit: 20,000 pounds
Maximum tandem-axle limit: 37,500 pounds
Maximum tridem-axle limit:
    Axles spaced from 94'' to less than 118'': 46,300 pounds
    Axles spaced from 118'' to less than 141'': 50,700 pounds
    Axles spaced from 141'' to 146'': 52,900 pounds
Maximum gross weight:
    A-Train: 118,000 pounds
    B-Train (eight axle): 137,800 pounds
    B-Train (seven axle): 124,600 pounds

    The designation of ``A-Train'' or ``B-Train'' refers to the manner 
in which the two trailing units are connected.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement.
    VEHICLE: No special requirements beyond compliance with Federal 
Motor Carrier Safety Regulations.
    PERMIT: Special permit required for double trailer combinations if 
either trailer exceeds 28.5 feet. Permits are available on an annual or 
a trip basis and provide for continuous travel. Statutory reference: 
61-10-124, MCA. For vehicles being operated under the Montana/Alberta 
MOU, operators must have paid gross vehicle weight fees for the total 
weight being carried. In addition, a term Restricted Route and Oversize 
Permit for which an annual fee is charged must be obtained. Finally, 
vehicle operators must secure a single-trip, overweight permit prior to 
each trip.
    ACCESS: Access must be authorized by the Montana DOT. For vehicles 
operated under the Montana/Alberta MOU, access routes from I-15 into 
Shelby are authorized when permits are issued. For vehicles with a 
cargo-carrying length greater than 88 feet, but not more than 93 feet, 
a 2-mile access from the Interstate System is automatically granted to 
terminals and service areas. Access outside the 2-mile provision may be 
granted on a case-by-case basis by the Administrator of the Motor 
Carrier Services Division.
    ROUTES: Combinations with a cargo-carrying length greater than 88 
feet, but not more than 93 feet, are limited to the Interstate System. 
Combinations with a cargo-carrying length of 88 feet or less can use 
all NN routes except U.S. 87 from milepost 79.3 to 82.5. For vehicles 
being operated under the Montana/Alberta MOU, the only route available 
is I-15 from the border with Canada to Shelby.
    LEGAL CITATION: 

61-10-124 MCA..........  61-10-104 MCA..........  ARM 18.8.509(6)       
61-10-107 (3) MCA......  61-10-121 MCA..........  ARM 18.8.517, 518     
                                                                        

Montana/Alberta Memorandum of Understanding
Administrative Rules of Montana

STATE: MONTANA

COMBINATION: Truck tractor and 3 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 100 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 131,060 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: Any vehicle carrying a divisible load over 80,000 pounds 
must comply with the Federal Bridge Formula found in 23 U.S.C. 127.

Maximum single-axle limit: 20,000 pounds
Maximum tandem-axle limit: 34,000 pounds
Maximum gross weight is based upon application of the Bridge Formula.
Maximum weight allowed per inch of tire width is 600 pounds.

    DRIVER: Drivers of three trailing unit combinations must be 
certified by the operating company. This certification includes an 
actual driving test and knowledge of Federal Motor Carrier Safety 
Regulations and State law pertaining to triple vehicle operations. 
Drivers are also required to have a commercial driver's license with 
the appropriate endorsement.
    VEHICLE: The 100-foot cargo-carrying length is only with a 
conventional tractor within a 110-foot overall length limit. If a 
cabover tractor is used, the cargo length is 95 feet within a 105-foot 
overall length limit. Vehicles involved in three trailing unit 
operations must comply with the following regulations:
    1. Shall maintain a minimum speed of 20 miles per hour on any 
grade;
    2. Kingpins must be solid and permanently affixed;
    3. Hitch connections must be no-slack type;
    4. Drawbars shall be of minimum practical length;
    5. Permanently affixed axles must be designed for the width of the 
trailer;
    6. Anti-sail mudflaps or splash and spray suppression devices are 
required;
    7. The heavier trailers shall be in front of lighter trailers;
    8. A minimum distance of 100 feet per 10 miles per hour is required 
between other vehicles except when passing;
    9. Operating at speeds greater than 55 miles per hour is 
prohibited; and
    10. Vehicle and driver are subject to Federal Motor Carrier Safety 
Regulations.
    Reference: 18.8.517 Administrative Rules of Montana.
    PERMIT: Special triple vehicle permits are required for the 
operation of these combinations. Permits are available on an annual or 
trip basis. Permits are good for travel on the Interstate System only 
and are subject to the following conditions:
    1. Travel is prohibited during adverse weather conditions;
    2. Transportation of Class A explosives is prohibited; and
    3. Companies operating triple combinations must have an established 
safety program including driver certifications.
    ACCESS: Access is for 2 miles beyond the Interstate System, or 
further if granted by the Administrator of the Motor Carrier Services 
Division.
    ROUTES: Interstate System routes in the State.
    LEGAL CITATION: 18.8.517 Administrative Rules of Montana.

 STATE: MONTANA

COMBINATION: Truck-Trailer
LENGTH OF CARGO-CARRYING UNITS: 88 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER, and ACCESS: Same as the MT-TT2 combination.
    VEHICLE: Same as the MT-TT2 combination, except overall length 
limited to 95 feet.
    PERMIT: Special permit required if overall length exceeds 75 feet. 
Special permits allow continuous travel and are available on an annual 
or trip basis.
    ROUTES: Same as the MT-TT2 combination.
    LEGAL CITATIONS: 61-10-121 and 61-10-124, MCA.

STATE: MONTANA

COMBINATION: Truck-trailer-trailer
LENGTH OF THE CARGO-CARRYING UNITS: 103 feet
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER, PERMIT, and ACCESS: Same as the MT-TT2 combination.
    VEHICLE: The cargo-carrying unit length is 103 feet with a 
conventional truck within a 110-foot overall length limit, and 98 feet 
with a cab-over-engine truck within a 105-foot overall length limit. On 
two-lane highways the cargo-carrying unit length is 88 feet within a 
95-foot overall length limit.
    ROUTES: All NN routes except U.S. 87 between mileposts 79.3 and 
82.5.
LEGAL CITATIONS:
61-10-124 MCA
61-10-121 MCA
ARM 18-8-509

STATE: NEBRASKA

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 95 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 95,000 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: The following conditions are for a truck tractor and 2 
trailing units with a length of cargo-carrying units of 65 feet or 
less.
Maximum Weight:
    Single axle = 20,000 pounds
    Tandem axle = 34,000 pounds
    Gross = Determined by Federal Bridge Formula B, but not to exceed 
95,000 pounds.

    Truck tractor and 2 trailing unit combinations with a length of 
cargo-carrying units of over 65 feet are required to travel empty.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement. There are no additional special qualifications 
where the cargo-carrying unit lengths are 65 feet or less. For cargo-
carrying unit lengths over 65 feet, the driver must comply with all 
State and Federal requirements and must not have had any accidents 
while operating such vehicles.
    VEHICLE: For combinations with a cargo-carrying length over 65 
feet, but not over 85 feet, the semitrailer cannot exceed 48 feet in 
length and the full trailer cannot be less than 26 feet or more than 28 
feet long. The shorter trailer must be placed to the rear. The wheel 
path of the trailer(s) cannot vary more than 3 inches from that of the 
towing vehicle.
    For combinations with a cargo-carrying length greater than 85 feet, 
up to and including 95 feet, the trailers must be of approximately 
equal length.
    PERMIT: A weight permit in accordance with Chapter 12 of the 
Nebraska Department of Roads Rules and Regulations is required for 
operating on the Interstate System with weight in excess of 80,000 
pounds. Combinations with a length of cargo-carrying units over 65 feet 
are not eligible for the overweight permit. A length permit, in 
accordance with Chapter 11 of the Nebraska Department of Roads Rules 
and Regulations, is required for two trailing unit combinations with a 
length of cargo-carrying units over 65 feet in length. Conditions of 
the length permit prohibit movements on Saturdays, Sundays, and 
holidays; when ground wind speed exceeds 25 miles per hour; and when 
visibility is less than 800 feet. Movement is also prohibited during 
steady rain, snow, sleet, ice, or other conditions causing slippery 
pavement. Between November 15 and April 15 permission to move must be 
obtained from the Nebraska Department of Roads Permit Office within 3 
hours of the movement. Between April 16 and November 14 permission to 
move must be obtained within 3 days of the movement. Fees are charged 
for the 10-day weight permit and the annual length permit. These 
permits can be revoked if the terms are violated.
    ACCESS: Two trailing unit combinations with a length of cargo-
carrying units of not more than 65 feet may operate on all State 
highways. For two trailing unit combinations with a length of cargo-
carrying units over 65 feet, access to and from the Interstate is 
limited to designated staging areas within 6 miles of I-80 between the 
Wyoming State Line and Exit 440 (Nebraska Route 50). Except for 
weather, emergency, and repair, two trailing unit combinations with a 
length of cargo-carrying units over 65 feet cannot reenter the 
Interstate after having left it.
    ROUTES: Vehicles requiring length permits are restricted to I-80 
from Wyoming to Exit 440 (Nebraska Highway 50). There are no route 
restrictions for vehicles not requiring length permits.
LEGAL CITATIONS:
Nebraska Revised Statutes Reissued 1988
Sec. 39-6,179 (Double trailers under 65 feet)
Sec. 39-6,179.01 (Double trailers over 65 feet)
Sec. 39-6,180.01 (Authorized weight limits)
Sec. 39-6,181 (Vehicles; size; weight; load; overweight; special 
permits; etc.)
Nebraska Department of Roads Rules and Regulations, Title 408, Chapter 
1 (Double trailers over 65 feet)

STATE: NEBRASKA

COMBINATION: Truck tractor and 3 trailing units
LENGTH OF THE CARGO-CARRYING UNITS: 95 feet
OPERATIONAL CONDITIONS:
    WEIGHT: A truck tractor and three trailing unit combination is 
required to travel empty.
    DRIVER, PERMIT, and ACCESS: Same as the NE-TT2 combination.
    VEHICLE: A three trailing unit combination must have trailers of 
approximately equal length and the overall vehicle length cannot exceed 
105 feet.
    ROUTES: I-80 from Wyoming to Exit 440 (Nebraska Highway 50).
LEGAL CITATIONS:
Neb. Rev. Stat. Sec. 39-6.179,01 (Reissue 1988)
Nebraska Department of Roads Rules and Regulations, Title 408, Chapter 
1

STATE: NEBRASKA

COMBINATION: Truck-trailer
LENGTH OF THE CARGO-CARRYING UNITS: 68 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement.
    VEHICLE: The overall vehicle length, including load, cannot exceed 
75 feet.
    PERMIT: No permit is required.
    ACCESS: Statewide during daylight hours only.
    ROUTES: All NN routes.
    LEGAL CITATIONS: Neb. Rev. Stat. Sec. 39-6,179.

STATE: NEVADA

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 95 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 129,000 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: The single-axle weight limit is 20,000 pounds, the tandem-
axle weight limit is 34,000 pounds, and the gross weight is subject to 
the Federal Bridge Formula limits, provided that two consecutive 
tandems with a distance of 36 feet or more between the first and last 
axle may carry 34,000 pounds on each tandem.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement, be at least 25 years old, and have had a 
medical exam within previous 24 months. Every operator must be covered 
by a liability insurance policy with personal injury and property 
damage limits meeting State requirements.
    VEHICLE: No trailer may be longer than 48 feet. If one trailer is 
48 feet long, the other trailer cannot exceed 42 feet. Towed vehicles 
must not shift or sway more than 3 inches to right or left and must 
track in a straight line on a level, smooth paved highway. Vehicles 
must be able to accelerate and operate on a level highway at speeds 
which are compatible with other traffic and with the speed limits and 
must be able to maintain a minimum of 20 miles per hour on any grade on 
which they may operate. All vehicles must have safety chains on 
converter dollies. Vehicles must carry snow chains for each drive 
wheel.
    Vehicle operations may be suspended in adverse weather and high 
winds, as determined by police or the Nevada DOT.
    The shortest trailer must be in the rear of a combination unless it 
is heavier than the longer trailer.
    Brakes must comply with all State and Federal requirements for 
commercial vehicles including automatic braking for separation of 
vehicles, parking brakes, and working lights.
    Vehicles must not exceed posted speed limits and cannot operate on 
any highway on which they cannot at all times stay on the right side of 
the center line. All LCV's must keep a distance of at least 500 feet 
from each other.
    Every full-sized truck or truck tractor used in a combination of 
vehicles must be equipped with at least the following emergency and 
safety equipment:
    1. One fire extinguisher which meets ``Classification B'' of the 
National Fire Protection Association.
    2. One spare light bulb for every electrical lighting device used 
on the rear of the last vehicle in a combination of vehicles.
    3. One spare fuse for each different kind and size of fuse used in 
every vehicle in the combination of vehicles. If the electrical system 
of any vehicle in the combination contains any devices for protection 
of electrical circuits from overloading, other than fuses and circuit 
breakers which can be reset, one spare of each such device must be kept 
as emergency and safety equipment.
    4. Any flares, reflectors or red electrical lanterns which meet 
State or Federal law or regulation.
    Before operating a combination of vehicles on a highway of this 
State, the owner or operator of the combination shall certify to the 
Nevada DOT, on a form provided by it, that all vehicles and equipment 
in the combination meet the requirements of and will be operated in 
compliance with NAC 484.300 to 484.440, inclusive.
    All axles except for steering axles and axles that weigh less than 
10,000 pounds must have at least four tires unless the tire width of 
each tire on the axles is 14 inches or greater.
    PERMIT: Permits are required and a fee is charged. They may be 
revoked for violation of any of the provisions of the legal 
regulations. The State may suspend operation on roads deemed unsafe or 
impracticable. Permits must be carried in the vehicle along with 
identification devices issued by the Nevada Department of Motor 
Vehicles.
    ACCESS: As authorized by the Nevada DOT.
    ROUTES: All NN routes, except US 93 from Nevada State route 500 to 
Arizona.
    LEGAL CITATIONS: NRS 484.400, .405(4), .425, .430, .739, 408.100-4, 
.100-6(a), and 706.531. Also, ``Regulations for the Operation of 70 to 
105 foot Combinations'' (1990).

STATE: NEVADA

COMBINATION: Truck tractor and 3 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 95 feet

MAXIMUM ALLOWABLE GROSS WEIGHT: 129,000 pounds

    OPERATIONAL CONDITIONS: Same as the NV-TT2 combination.
    ROUTES: Same as the NV-TT2 combination.
    LEGAL CITATIONS: Same as the NV-TT2 combination.

STATE: NEVADA

COMBINATION: Truck-trailer, and Truck-trailer-trailer

LENGTH OF THE CARGO-CARRYING UNITS: 98 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER, VEHICLE, and ACCESS: Same as the NV-TT2 combination.
    PERMITS: Same as the NV-TT2 combination, except permits for Truck-
trailer, or Truck-trailer-trailer combinations are only required when 
the overall length is 70 feet or more.
    ROUTES: Same as the NV-TT2 combination.
    LEGAL CITATIONS: Same as the NV-TT2 combination.

STATE: NEW MEXICO

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: Not applicable
MAXIMUM ALLOWABLE GROSS WEIGHT: 86,400 pounds
    OPERATIONAL CONDITIONS: The cargo-carrying length restriction does 
not apply to this combination. The length of each trailing unit is 
limited to 28.5 feet. This describes a two trailing unit vehicle whose 
operation is guaranteed by the STAA of 1982 regardless of inter-unit 
spacing. As long as each trailing unit is 28.5 feet long or less, 
cargo-carrying length is not restricted. This combination is listed as 
a LCV because it can exceed the 80,000-pound threshold established in 
the Congressional definition. The 86,400-pound gross weight limit is 
grandfathered for New Mexico.
    WEIGHT: Single axle = 21,600 pounds. Tandem axle = 34,200 pounds. 
Load per inch of tire width = 600 pounds. The total gross weight with 
load imposed on the highway by any vehicle or combination of vehicles 
where the distance between the first and last axles is less than 19 
feet shall not exceed that given for the respective distances in the 
following table: 

------------------------------------------------------------------------
                                                                 Allowed
                                                                 load in
                                                                 pounds 
    Distance in feet between first and last axles of group      on group
                                                                of axles
                                                                        
------------------------------------------------------------------------
 4............................................................    34,320
 5............................................................    35,100
 6............................................................    35,880
 7............................................................    36,660
 8............................................................    37,440
 9............................................................    38,220
10............................................................    39,000
11............................................................    39,780
12............................................................    40,560
13............................................................    41,340
14............................................................    42,120
15............................................................    42,900
16............................................................    43,680
17............................................................    44,460
18............................................................   45,240 
------------------------------------------------------------------------

    The total gross weight with load imposed on the highway by any 
vehicle or combination of vehicles where the distance between the first 
and last axles is 19 feet or more shall not exceed that given for the 
respective distances in the following table: 

------------------------------------------------------------------------
                                                                 Allowed
                                                                 load in
    Distance in feet between first and last axles of group       pounds 
                                                                on group
                                                                of axles
------------------------------------------------------------------------
19............................................................    53,100
20............................................................    54,000
21............................................................    54,900
22............................................................    55,800
23............................................................    56,700
24............................................................    57,600
25............................................................    58,500
26............................................................    59,400
27............................................................    60,300
28............................................................    61,200
29............................................................    62,100
30............................................................    63,000
31............................................................    63,900
32............................................................    64,800
33............................................................    65,700
34............................................................    66,600
35............................................................    67,500
36............................................................    68,400
37............................................................    69,300
38............................................................    70,200
39............................................................    71,100
40............................................................    72,000
41............................................................    72,900
42............................................................    73,800
43............................................................    74,700
44............................................................    75,600
45............................................................    76,500
46............................................................    77,400
47............................................................    78,300
48............................................................    79,200
49............................................................    80,100
50............................................................    81,000
51............................................................    81,900
52............................................................    82,800
53............................................................    83,700
54............................................................    84,600
55............................................................    85,500
56 and over...................................................    86,400
------------------------------------------------------------------------

    The distance between the centers of the axles shall be measured to 
the nearest even foot. When a fraction is exactly one-half the next 
larger whole number shall be used.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement.
    VEHICLE: No special requirements beyond normal Federal Motor 
Carrier or State regulations. The maximum length of the trailing units 
is 28.5 feet.
    PERMIT: None Required.
    ACCESS: STAA vehicles must be allowed reasonable access in 
accordance with 23 CFR 658.19.
    ROUTES: All Interstate highways.
LEGAL CITATIONS:
66-7-409 NMSA 1978
66-7-410 NMSA 1978

STATE: NEW YORK

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 102 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 143,000 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: The following information pertains to tandem trailer 
combinations with either trailer more than 28.5 feet long but not more 
than 48 feet long. A nine-axle combination vehicle may not exceed a 
total maximum gross weight of 143,000 pounds. An eight-axle combination 
vehicle may not exceed a total maximum gross weight of 138,400 pounds. 
The maximum gross weight that may be carried upon any combination of 
units is limited by the maximum gross weight that can be carried upon 
the axles as follows. For a nine-axle combination: Drive axles--36,000 
pounds, axles four/five--36,000 pounds, axles six/seven--27,000 pounds, 
and axles eight/nine--36,000 pounds. A minimum 12-foot axle spacing 
between the fifth and sixth axles is also required on the nine-axle 
LCV. For an eight-axle combination: Drive axles--36,000 pounds, axles 
four/five--36,000 pounds, sixth axle--22,400 pounds, and axles seven/
eight--36,000 pounds. The eight-axle LCV has no minimum axle-spacing 
requirements. For gross weights in excess of 138,400 pounds the 
combination must include a tandem-axle dolly to meet the nine-axle 
requirements. Maximum permissible gross weight for B-train combination 
is 127,000 pounds.
    When the gross weight of the two trailers in a tandem combination 
vary more than 20 percent, the heaviest of the two must be placed in 
the lead position.
    For tandem trailer combinations in which neither trailing unit 
exceeds 28.5 feet in length the following maximum allowable weights 
apply: for a single axle--28,000 pounds (except that steering axles may 
not exceed 22,400 pounds), for a tandem axle--42,500 pounds, for a tri-
axle--52,500 pounds. The gross weight may not exceed 100,000 pounds or 
the manufacturers gross weight rating, whichever is lower.
    DRIVER: For operation on highways under the jurisdiction of the New 
York State Thruway Authority (NYSTA), except for the full length of I-
84 and that portion of I-287 from Thruway exit 8 to I-95, the driver 
must have a commercial driver's license with the appropriate 
endorsement, and hold a Tandem Trailer Driver's Permit issued by the 
NYSTA. In order to obtain an NYSTA driver's permit, an applicant must 
(1) hold a valid commercial driver's license with multiple-trailer 
endorsement; (2) be over 26 years old, in good health, and have at 
least 5 years of provable experience driving tractor-trailer 
combinations; and (3) meet all other application requirements with 
regard to driving history established by the NYSTA. Qualified drivers 
receive a Tandem Trailer Driver's Permit for Tandem Vehicle Operation 
which is valid only for the operation of the certified equipment owned 
by the company to which the permit is issued.
    For operation on highways under the jurisdiction of the New York 
State DOT, cities not wholly included in one county, the full length of 
I-84 and that portion of I-287 from Thruway exit 8 to I-95, the driver 
must have a commercial driver's license with the appropriate 
endorsement.
    VEHICLE: All vehicles must meet the requirements of applicable 
Federal and State statutes, rules, and regulations. Vehicles operating 
on highways under the jurisdiction of the NYSTA, except for the full 
length of I-84 and that portion of I-287 from Thruway exit 8 to I-95, 
must also meet the following additional requirements. The tractor 
manufacturer and the permittee shall certify to the NYSTA prior to the 
approval of the tractor that it is capable of hauling the maximum 
permissible gross load at a speed of not less than 20 miles per hour on 
all portions of the thruway system.
    The brakes on any vehicle, dolly converter, or combination of 
vehicles shall comply with 49 CFR part 393 and, in addition, any 
vehicle or dolly converter shall meet the provisions of the New York 
State Traffic Law.
    Tandem trailer operations shall be equipped, at a minimum, with 
emergency equipment as required by 49 CFR part 393, subpart H, as 
amended, tire chains from October 15 to May 1 of each year, a fire 
extinguisher with an aggregate rating of 20BC, and each trailer with 
specific lamps and reflectors.
    All tractors certified by the NYSTA for use with tandem trailers 
will be assigned an identification number by the NYSTA which must be 
placed on the vehicle. The number must be at least 3 inches in height 
and visible to a person standing at ground level opposite the driver's 
position in the cab.
    Axle Type. Tractors to be used for hauling 110,000 pounds or more 
shall be equipped with tandem rear axles, both with driving power. 
Tractors to be used for hauling 110,000 pounds or less may have a 
single drive axle. Tandem combinations using single wheel tires 
commonly referred to as ``Super Singles'' are required to use triple-
axle tractors, dual-axle trailers, and dual-axle dollies.
    Dollies. Every converter dolly certified on and after June 1, 1968, 
used to convert a semitrailer to a full trailer may have either single 
or tandem axles at the option of the permittee. Single-axle dollies may 
not utilize low profile tires. Combination vehicles with a gross weight 
in excess of 138,400 pounds must have a tandem-axle dolly to meet the 
nine-axle requirement. If the distance between two semitrailers is 10 
feet or more, the dolly shall be equipped with a device or the trailers 
connected along the sides with suitable material to indicate they are 
in effect one unit. The devices or connection shall be approved by the 
NYSTA prior to use on a tandem trailer combination. The NYSTA tandem-
trailer provisions require that converter dollies shall be coupled with 
one or more safety chains or cables to the frame or an extension of the 
frame of the motor vehicle by which it is towed. Each dolly converter 
must also be equipped with mud flaps. Tandem combinations using a 
sliding fifth wheel attached to the lead trailer, known as a ``B-
Train'' combination, will require a separate Thruway Engineer Service 
approval prior to the initial tandem run. Special provisions regarding 
B-Trains will be reviewed at the time of the application or request for 
use on the Thruway.
    PERMIT: For operation on highways under the jurisdiction of the New 
York State DOT, cities not wholly included in one county, or the 
following highway sections under NYSTA jurisdiction; the full length of 
I-84 and that portion of I-287 from Thruway exit 8 to I-95, a permit to 
exceed the weight limits set forth in section 385(15) of the New York 
State Vehicle and Traffic Law must be obtained from the State DOT, city 
involved, or the NYSTA. A fee is charged for the permit.
    For operation on highways under the jurisdiction of the NYSTA, 
except for the full length of I-84 and that portion of I-287 from 
Thruway exit 8 to I-95, companies must file an application for a Tandem 
Trailer Permit with the NYSTA. Permits are issued to such companies 
upon meeting qualifications, including insurance, for tandem 
combinations over 65 feet in length. No permit fee is charged; however, 
Thruway tolls are charged for each use of the Thruway, and the 
equipment must be certified by the NYSTA annually. The annual re-
certification of equipment is handled by: New York State Thruway 
Authority, Manager of Traffic Safety Services, P.O. Box 189, Albany, 
New York 12201-0189
    Transportation of hazardous materials is subject to special 
restrictions plus 49 CFR part 397 of the Federal Motor Carrier Safety 
Regulations.
    ACCESS: For tandem trailer combinations with either trailer more 
than 28.5 feet long but not more than 48 feet long, the following 
access is available to authorized operating routes.

I-87 (New York Thruway) Access provided at Thruway Exit 21B to or from 
a point 1,500 feet north of the Thruway on US 9W.
I-90 (NYSTA-Berkshire Section) access provided at:
    (1) Thruway Exit B-1 to or from a point 0.8 mile north of the 
southern most access ramp on US 9.
    (2) Thruway Exit B-3 within a 2,000-foot radius of the Thruway 
ramps to NY 22.
I-90 (New York Thruway) access provided at:
    (1) Thruway Exit 28 within a radius of 1,500 feet of the toll booth 
at Fultonville, New York.
    (2) Thruway Exit 32 to or from a point 0.6 mile north of the 
Thruway along NY 233.
    (3) Thruway Exit 44 to or from a point 0.8 mile from the Thruway 
along NY 332 and Collett Road.
    (4) Thruway Exit 52 to or from:
    (a) A point 1.7 miles west and south of the Thruway via Walden 
Avenue and NY 240 (Harlem Road);
    (b) A point 0.85 mile east and south of the Thruway via Walden 
Avenue and a roadway purchased by the Town of Cheektowaga from Sorrento 
Cheese, Inc.
    (5) Thruway Exit 54 to or from a point approximately 2.5 miles east 
and north of the Thruway via routes NY 400 and NY 277.
    (6) Thruway Exit 56 to or from a point approximately 2 miles west 
and south of the Thruway via NY 179 and Old Mile Strip Road.
I-190 (NYSTA--Niagara Section) access provided at:
    (1) Thruway Exit N1 to or from:
    (a) A point 0.8 mile west of the Thruway exit along Dingens Street.
    (b) A point 0.45 mile from the Thruway exit via Dingens Street and 
James E. Casey Drive.
    (2) Thruway Exit N5 to or from a point approximately 1.0 miles 
south of the Thruway via Louisiana Street and South Street.
    (3) Thruway Exit N15 to or from a point 0.5 mile southeast of the 
Thruway via NY 325 (Sheridan Drive) and Kenmore Avenue.
    (4) Thruway Exit N17 to or from:
    (a) A point 1.5 miles north of the Thruway on NY 266 (River Road).
    (b) A point approximately 0.4 mile south of the Thruway on NY 266 
(River Road).

    Tandem trailer combinations in which neither trailing unit exceeds 
28.5 feet in length are restricted to the Designated Qualifying and 
Access Highway System.
    ROUTES: For tandem trailer combinations with either trailer more 
than 28.5 feet long, but not more than 48 feet long, the following 
routes are available:

------------------------------------------------------------------------
                                  From                      To          
------------------------------------------------------------------------
I-87 (New York Thruway)  Bronx/Westchester        Thruway Exit 24.      
                          County Line.                                  
I-90 (New York Thruway)  Pennsylvania...........  Thruway Exit 24.      
I-90 (New York Thruway   Thruway Exit B-1.......  Massachusetts.        
 Berkshire Section).                                                    
I-190 (New York Thruway  Thruway Exit 53........  Int'l Border with     
 Niagara Section).                                 Canada.              
NY 912M (Berkshire       Thruway Exit 21A.......   Thruway Exit B-1.    
 Connection of the New                                                  
 York Thruway).                                                         
------------------------------------------------------------------------

    Tandem trailer combinations in which neither trailing unit exceeds 
28.5 feet in length may operate on all NN Highways.
LEGAL CITATIONS:
Public Authorities Law--Title 9, sec. 350, et. seq. (section 361 is 
most relevant)
New York State Thruway Authority Rules & Regulations, sections 100.6, 
100.8, and 103.13
New York State Vehicle & Traffic Law, sections 385 and 1630

STATE: NORTH DAKOTA

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 103 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 105,500 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: The Gross Vehicle Weight (GVW) of any vehicle or 
combination of vehicles is determined by the Federal Bridge Formula, 
including the exception for two sets of tandems spaced 36 feet apart.
    No single axle shall carry a gross weight in excess of 20,000 
pounds. Axles spaced 40 inches or less apart are considered one axle. 
Axles spaced 8 feet or more apart are considered as individual axles. 
The gross weight of two individual axles may be restricted by the 
weight formula. Spacing between axles shall be measured from axle 
center to axle center.
    Axles spaced over 40 inches but less than 8 feet apart shall not 
carry a gross weight in excess of 17,000 pounds per axle. The gross 
weight of three or more axles in a grouping is determined by the 
measurement between the extreme axle centers. During the spring breakup 
season or on otherwise posted highways, reductions in the above axle 
weights may be specified.
    The weight in pounds on any one wheel shall not exceed one-half the 
allowable axle weight. Dual tires are considered one wheel.
    The weight per inch of tire width shall not exceed 550 pounds. The 
width of tire shall be the manufacturer's rating.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement.
    VEHICLE: The cargo length of a two trailing unit combination may 
not exceed 100 feet (when the power unit is a truck tractor) or 103 
feet (when the power unit is a truck) when traveling on the NN or local 
highways designated by local authorities.
    All hitches must be of a load-bearing capacity capable of bearing 
the weight of the towed vehicles. The towing vehicle must have a hitch 
commonly described as a fifth wheel or gooseneck design, or one that is 
attached to the frame.
    The hitch on the rear of the vehicle connected to the towing 
vehicle must be attached to the frame of the towed vehicle. All 
hitches, other than a fifth wheel or gooseneck, must be of a ball and 
socket type with a locking device or a pintle hook.
    The drawn vehicles shall be equipped with brakes and safety chains 
adequate to control the movement of, and to stop and hold, such 
vehicles. When the drawn vehicle is of a fifth wheel or gooseneck 
design, safety chains are not required.
    In any truck or truck tractor and two trailer combination, the 
lighter trailer must always be operated as the rear trailer, except 
when the gross weight differential with the other trailer does not 
exceed 5,000 pounds.
    The power unit shall have adequate power and traction to maintain a 
minimum speed of 15 miles per hour on all grades.
    PERMIT: No permits are required for GVW of 80,000 pounds or less. 
Single-trip permits are required for GVW exceeding 80,000 pounds. 
Weather restrictions (37-06-04-06, NDAC), weight distribution on 
trailers (37-06-04, NDAC), and signing requirements (37-06-04-05, NDAC) 
are applicable.
    Movements of LCV's are prohibited when:
    1. Road surfaces, due to ice, snow, slush, or frost present a 
slippery condition which may be hazardous to the operation of the unit 
or to other highway users;
    2. Wind or other conditions may cause the unit or any part thereof 
to swerve, whip, sway, or fail to follow substantially in the path of 
the towing vehicle; or
    3. Visibility is reduced due to snow, ice, sleet, fog, mist, rain, 
dust, or smoke.
    The North Dakota Highway Patrol may restrict or prohibit operations 
during periods when in its judgment traffic, weather, or other safety 
conditions make travel unsafe.
    The last trailer in any combination must have a ``LONG LOAD'' sign 
mounted on the rear. It must be a minimum of 12 inches in height and 60 
inches in length. The lettering must be 8 inches in height with 1-inch 
brush strokes. The letters must be black on a yellow background.
    Legal width--8 feet 6 inches on all highways.
    Legal height--13 feet 6 inches.
    ACCESS: Access for vehicles with cargo-carrying length of 68 feet 
or more is 10 miles off the NN. Vehicles with a cargo-carrying length 
less than 68 feet may travel on all highways in North Dakota.
    ROUTES: All NN routes.
    LEGAL CITATIONS: North Dakota Century Code, section 38-12-04; North 
Dakota Administrative Code, article 37-06.

STATE: NORTH DAKOTA

COMBINATION: Truck tractor and 3 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 100 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 105,500 pounds
OPERATIONAL CONDITIONS:
    WEIGHT, DRIVER, PERMIT, and ACCESS: Same as the ND-TT2 combination.
    VEHICLE: Same as the ND-TT2 combination, and in addition, in any 
combination with three trailing units the lightest trailer must always 
be operated as the rear trailer. For the first two trailing units the 
lighter trailer must always be second except when the gross weight 
differential with the other trailer does not exceed 5,000 pounds.
ROUTES: Same as the ND-TT2 combination.
LEGAL CITATIONS: Same as the ND-TT2 combination.

STATE: NORTH DAKOTA

COMBINATION: Truck-trailer, and Truck-trailer-trailer
LENGTH OF THE CARGO-CARRYING UNITS: 103 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER, VEHICLE, PERMIT, and ACCESS: Same as the ND-TT2 
combination.
ROUTES: Same as the ND-TT2 combination.
LEGAL CITATIONS: Same as the ND-TT2 combination.

STATE: OHIO

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 102 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 127,400 pounds
    OPERATIONAL CONDITIONS: Long double combination vehicles are only 
allowed on that portion of Ohio's Interstate System which is under the 
jurisdiction of the Ohio Turnpike Commission (OTC). These same vehicles 
are not allowed on any portion of the Interstate System under the 
jurisdiction of the Ohio DOT.
    WEIGHT: The OTC has established the following provisions for 
operation:
    Maximum Weight: Single axle = 21,000 pounds; tandem axle spaced 4 
feet or less apart = 24,000 pounds; tandem axle spaced more than 4 feet 
but less than 8 feet apart = 34,000 pounds; gross weight for doubles 90 
feet or less in length = 90,000 pounds; gross weight for doubles over 
90 feet but less than 112 feet in length = 127,400 pounds.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement, be over 26 years of age, in good health, and 
shall have not less than 5 years of experience driving tractor-trailer 
or tractor-short double trailer motor vehicles. Such driving experience 
shall include experience throughout the four seasons. Drivers must 
comply with the applicable current requirements of the Federal Motor 
Carrier Safety Regulations, Federal Hazardous Materials Regulations, 
and the Economic and Safety regulations of the Ohio Public Utility 
Commission.
    VEHICLE: Vehicles being operated under permit at night must be 
equipped with all lights and reflectors required by the Ohio Public 
Utilities Commission and the Federal Motor Carrier Safety Regulations, 
except that the trailer shall be equipped with two red tail lights and 
two red or amber stop lights mounted with one set on each side. Trailer 
and semitrailer length for doubles cannot exceed 48 feet, and mixed 
trailer length combinations are not allowed for combination vehicles 
over 90 feet in length. Combined cargo-carrying length, including the 
trailer hitch, cannot be less than 80 feet or more than 102 feet. The 
number of axles on a double shall be a minimum of five and a maximum of 
nine. A tractor used in the operation of a double shall be capable of 
hauling the maximum weight at a speed of not less than 40 miles per 
hour on all portions of the Turnpike.
    PERMIT: A special permit is required if the vehicle is over 102 
inches wide, 14 feet high, or 65 feet in length including overhang. 
Tractor-semitrailer-semitrailer combinations require a permit if over 
75 feet in length, excluding an allowed 3-foot front overhang and a 4-
foot rear overhang. For vehicles over 120 inches wide, 14 feet high, or 
80 feet long or if any unit of the combination vehicle is over 60 feet 
in length, travel is restricted to daylight hours Monday through noon 
Saturday, except holidays and the day before and after holidays. 
Operators are restricted to daylight driving if the load overhang is 
more than 4 feet. A ``Long Double Trailer Permit'' issued by the OTC is 
required for operation of doubles in excess of 90 feet in length. 
Towing units and coupling devices shall have sufficient structural 
strength to ensure safe operation. Vehicles and coupling devices shall 
be so designed, constructed, and installed in a double as to ensure 
that any towed vehicles when traveling on a level, smooth paved surface 
will follow in the path of the towing vehicle without shifting or 
swerving more than 3 inches to either side of the path of the towing 
vehicle when the latter is moving in a straight line. Vehicle coupling 
devices and brakes shall meet the requirements of the Ohio Public 
Utilities Commission and Federal Motor Carrier Safety Regulations. The 
distance between the rearmost axle of a semitrailer and the front axle 
of the next semitrailer in a coupled double unit shall not exceed 12 
feet 6 inches. In no event shall the distance between the semitrailers 
coupled in a double exceed 9 feet. Double and triple trailer 
combinations must be equipped with adequate, properly maintained spray-
suppressant mud flaps on all axles except the steering axle. In the 
event that the gross weights of the trailers vary by more than 20 
percent, they shall be coupled according to their gross weights with 
the heavier trailer forward. A minimum distance of 500 feet shall be 
maintained between double units and/or triple units except when 
overtaking and passing another vehicle. A double shall remain in the 
right-hand, outside lane except when passing or when emergency or work-
zone conditions exist. When, in the opinion of the OTC, the weather 
conditions are such that operation of a double is inadvisable, the OTC 
will notify the permittee that travel is prohibited for a certain 
period of time.
    Class A and B explosives; Class A poisons; and Class 1, 2, and 3 
radioactive material cannot be transported in double trailer 
combinations. Other hazardous materials may be transported in one 
trailer of a double. The hazardous materials should be placed in the 
front trailer unless doing so will result in the second trailer 
weighing more than the first trailer.
    ACCESS: Tandem trailer units shall not leave the Turnpike right-of-
way and shall be assembled and disassembled only in designated areas 
located at Exits 4, 7, 10, 11, 13, 14, and 16.

                                 Routes                                 
------------------------------------------------------------------------
                                   From                     To          
------------------------------------------------------------------------
I-76 Ohio Turnpike.....  Turnpike Exit 15.......  Pennsylvania.         
I-80 Ohio Turnpike.....  Turnpike Exit 8A.......  Turnpike Exit 15.     
I-80/90 Ohio Turnpike..  Indiana................  Turnpike Exit 8A.     
------------------------------------------------------------------------

    LEGAL CITATIONS: Statutory authority, as contained in Chapter 5537 
of the Ohio Revised Code, to regulate the dimensions and weights of 
vehicles using the Turnpike.

STATE: OHIO

COMBINATION: Truck tractor and 3 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 95 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 115,000 pounds
    OPERATIONAL CONDITIONS: Same as the OH-TT2 combination, except as 
follows:
    WEIGHT: Gross weight for triples with an overall length greater 
than 90 feet but not over 105 feet in length = 115,000 pounds.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement, be over 26 years of age, in good health, and 
shall have not less than 5 years of experience driving double trailer 
combination units. Such driving experience shall include experience 
throughout the four seasons. Each driver must have special training on 
triple combinations to be provided by the Permittee.
    VEHICLE: Triple trailer combination vehicles are allowed to operate 
on the Turnpike provided the combination vehicle is at least 90 feet 
long but less than 105 feet long and each trailer is not more than 28.5 
feet in length. The minimum number of axles on the triple shall be 
seven and the maximum is nine.
    PERMIT: A triple trailer permit to operate on the Turnpike is 
required for triple trailer combinations in excess of 90 feet in 
length. There is an annual fee for the permit. Class A and B 
explosives; Class A poisons; and Class 1, 2, and 3 radioactive material 
cannot be transported in triple trailer combinations. Other hazardous 
materials may be transported in two trailers of a triple. The hazardous 
materials should be placed in the front two trailers unless doing so 
will result in the third trailer weighing more than either one of the 
lead trailers.
    ACCESS: With two exceptions, triple trailer units shall not leave 
the Turnpike right-of-way and shall be assembled and disassembled only 
in designated areas located at Exits 4, 7, 10, 11, 13, 14, and 16. The 
first exception is that triple trailer combinations are allowed on 
State Route 21 from I-80 Exit 11 (Ohio Turnpike) to a terminal located 
approximately 500 feet to the north in the town of Richfield. The 
second exception is for a segment of State Route 7 from Ohio Turnpike 
Exit 16 to 1 mile south.

                                 Routes                                 
------------------------------------------------------------------------
                                   From                     To          
------------------------------------------------------------------------
I-76 Ohio Turnpike.....  Turnpike Exit 15.......  Pennsylvania.         
I-80 Ohio Turnpike.....  Turnpike Exit 8A.......  Turnpike Exit 15.     
I-80/90 Ohio Turnpike..  Indiana................  Turnpike Exit 8A.     
OH-7...................  Turnpike Exit 16.......  Extending 1 mile      
                                                   south.               
------------------------------------------------------------------------

    LEGAL CITATIONS: Same as the OH-TT2 combination.

STATE: OKLAHOMA
COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 110 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 90,000 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: Single axle = 20,000 pounds; tandem axle = 34,000 pounds; 
gross vehicle weight = 90,000 pounds. The total weight on any group of 
two or more consecutive axles shall not exceed the amounts shown in 
Table 1.

             Table 1.--Oklahoma Allowable Axle Group Weight             
------------------------------------------------------------------------
                                   Maximum load (lbs) by axle group     
     Axle Spacing (ft)      --------------------------------------------
                             2 Axles  3 Axles  4 Axles  5 Axles  6 Axles
------------------------------------------------------------------------
4..........................   34,000  .......  .......  .......  .......
5..........................   34,000  .......  .......  .......  .......
6..........................   34,000  .......  .......  .......  .......
7..........................   34,000  .......  .......  .......  .......
8..........................   34,000   42,000  .......  .......  .......
9..........................   39,000   42,500  .......  .......  .......
10.........................   40,000   43,500  .......  .......  .......
11.........................  .......   44,000  .......  .......  .......
12.........................  .......   45,000   50,000  .......  .......
13.........................  .......   45,500   50,500  .......  .......
14.........................  .......   46,500   51,500  .......  .......
15.........................  .......   47,000   52,000  .......  .......
16.........................  .......   48,000   52,500   58,000  .......
17.........................  .......   48,500   53,500   58,500  .......
18.........................  .......   49,500   54,000   59,000  .......
19.........................  .......   50,000   54,500   60,000  .......
20.........................  .......   51,000   55,500   60,500   66,000
21.........................  .......   51,500   56,000   61,000   66,500
22.........................  .......   52,500   56,500   61,500   67,000
23.........................  .......   53,000   57,500   62,500   68,000
24.........................  .......   54,000   58,000   63,000   68,500
25.........................  .......   54,500   58,500   63,500   69,000
26.........................  .......   56,000   59,500   64,000   69,500
27.........................  .......   57,500   60,000   65,000   70,000
28.........................  .......   59,000   60,500   65,500   71,000
29.........................  .......   60,500   61,500   66,000   71,500
30.........................  .......   62,000   62,000   66,500   72,000
31.........................  .......   63,500   63,500   67,000   72,500
32.........................  .......   64,000   64,000   68,000   73,500
33.........................  .......  .......   64,500   68,500   74,000
34.........................  .......  .......   65,000   69,000   74,500
35.........................  .......  .......   66,000   70,000   75,000
36.........................  .......  .......   68,000   70,500   75,500
37.........................  .......  .......   68,000   71,000   76,000
38.........................  .......  .......   69,000   72,000   77,000
39.........................  .......  .......   70,000   72,500   77,500
40.........................  .......  .......   71,000   73,000   78,000
41.........................  .......  .......   72,000   73,500   78,500
42.........................  .......  .......   73,000   74,000   79,000
43.........................  .......  .......   73,280   75,000   80,000
44.........................  .......  .......   73,280   75,500   80,500
45.........................  .......  .......   73,280   76,000   81,000
46.........................  .......  .......   73,280   76,500   81,500
47.........................  .......  .......   73,500   77,500   82,000
48.........................  .......  .......   74,000   78,000   82,000
49.........................  .......  .......   74,500   78,500   83,500
50.........................  .......  .......   75,500   79,000   84,000
51.........................  .......  .......   76,000   80,000   84,500
52.........................  .......  .......   76,500   80,500   85,000
53.........................  .......  .......   77,500   81,000   86,000
54.........................  .......  .......   78,000   81,500   86,500
55.........................  .......  .......   78,500   82,500   87,000
56.........................  .......  .......   79,500   83,000   87,500
57.........................  .......  .......   80,000   83,500   88,000
58.........................  .......  .......  .......   84,000   89,000
59.........................  .......  .......  .......   85,000   89,500
60.........................  .......  .......  .......   85,500   90,000
------------------------------------------------------------------------

    DRIVER: All drivers must have a commercial driver's license with 
the appropriate endorsement and must meet the requirements of the 
Federal Motor Carrier Safety Regulations (49 CFR parts 390-397). State 
requirements more stringent and not in conflict with Federal 
requirements take precedence.
    VEHICLE: All vehicles must meet the requirements of applicable 
Federal and State statutes, rules, and regulations. Vehicle and load 
shall not exceed 102 inches in width on the Interstate System and four-
lane divided highways. Maximum semitrailer length is 59.5 feet.
    Multiple trailer combinations must be stable at all times during 
braking and normal operation. A multiple trailer combination when 
traveling on a level, smooth paved surface must follow in the path of 
the towing vehicle without shifting or swerving more than 3 inches to 
either side when the towing vehicle is moving in a straight line. 
Heavier trailers are to be placed to the front in multiple trailer 
combinations.
    PERMIT: An annual special authorization permit is required for 
tandem trailer vehicles operating on the Interstate System having a 
gross weight of more than 80,000 pounds. A fee is charged for the 
special authorization permit.
    ACCESS: Access is allowed from legally available routes (listed 
below) to service facilities and terminals within a 5-mile radius. 

------------------------------------------------------------------------
                                  From                      To          
------------------------------------------------------------------------
I-40 Bus...............  I-40 Exit 119..........  US 81 El Reno.        
US 60..................  I-35 Exit 214..........  US 177 Ponca City.    
US 62..................  US 69 Muskogee.........  OK 80 Ft. Gibson.     
US 62..................  I-44 Exit 39A Lawton...  OK 115 Cache.         
US 64..................  I-35 Exit 186 Perry....  US 77 Perry.          
US 64..................  I-40 Exit 325 Roland...  Arkansas.             
US 70..................  OK 76 Wilson...........  I-35 Exits 31A-B      
                                                   Ardmore.             
US 77..................  I-35 Exit 141 Edmond...  3.5 mi. W of I-35.    
US 81..................  OK 51 Hennessey........  11.5 mi. N of US 412. 
US 169.................  OK 51 Tulsa............  OK 20 Collinsville.   
US 270.................  OK 9 Tecumseh..........  I-40 Exit 181.        
US 412.................  OK 58 Ringwood.........  I-35 Exits 194A-B.    
US 412.................  US 69 Chouteau.........  OK 412 B.             
OK 3...................  I-44 Exit 123..........  Oklahoma/Canadian     
                                                   County Line.         
OK 7...................  I-44 Exits 36A-B.......  OK 65 Pumpkin Center. 
OK 7...................  I-35 Exit 55...........  US 177 Sulphur.       
OK 7...................  South intersection US    7.5 mi. E of US 81.   
                          81 Duncan.                                    
OK 9...................  I-35 Exit 108A.........  US 77 Norman.         
OK 11..................  I-35 Exit 222..........  US 177 Blackwell.     
OK 33..................  US 77 Guthrie..........  I-35 Exit 157 Guthrie.
OK 51..................  I-35 Exit 174..........  US 177 Stillwater.    
OK 165.................  US 64/Bus. US 64         Muskogee Tpk.         
                          Muskogee.                                     
------------------------------------------------------------------------

    ROUTES: Doubles with 29-foot trailers may use any route on the NN. 
Doubles which include a grandfathered 59.5-foot semitrailer or trailer 
are limited to Interstate and four-lane divided highways as shown 
below: 

------------------------------------------------------------------------
                                  From                      To          
------------------------------------------------------------------------
I-35...................  Texas..................  Kansas.               
I-40...................  Texas..................  Arkansas.             
I-44...................  Texas..................  Missouri.             
I-235..................  Entire length in                               
                          Oklahoma City.                                
I-240..................  Entire length in                               
                          Oklahoma City.                                
I-244..................  Entire length in Tulsa.                        
I-444..................  Entire length in Tulsa.                        
US 64..................  Cimarron Turnpike......  I-244/Tulsa.          
US 69..................  Texas..................  I-44 (Will Rogers     
                                                   Tpk.) Exit 282.      
US 75..................  I-40 Exits 240A-B        I-244 Exit 2 Tulsa.   
                          Henryetta.                                    
US 75..................  I-44 Exits 6A-B Tulsa..  Dewey.                
US 81..................  I-44 (Bailey Tpk.) Exit  South Intersection OK 
                          80.                      7 Duncan.            
US 270.................  Indian Nation Tpk. Exit  US 69 McAlester.      
                          4.                                            
US 271.................  Texas..................  Indian Nation Tpk.    
                                                   Hugo.                
US 412.................  I-44 Exit 241 Catoosa..  US 69.                
OK 3A..................  OK 3 Oklahoma City.....  I-44 Exit 125B        
                                                   Oklahoma City.       
OK 11 Tulsa............  US 75 Tulsa............  I-244 Exit 12B.       
OK 51..................  I-44 Exit 231 Tulsa....  Muskogee Tpk. Broken  
                                                   Arrow.               
OK 165.................  Connecting two sections                        
                          of the Muskogee                               
                          Turnpike at Muskogee.                         
Cimarron Tpk...........  I-35 Exit 194..........  US 64.                
Cimarron Tpk. Conn.....  US 177 Stillwater......  Cimarron Tpk.         
Indian Nation Turnpike.  US 70/271 Hugo.........  I-40 Exits 240A-B     
                                                   Henryetta.           
Muskogee Tpk...........  OK 51 Broken Arrow.....  US 62/OK 165 Muskogee.
Muskogee Tpk...........  OK 165 Muskogee........  I-40 Exit 286 Webber's
                                                   Falls.               
------------------------------------------------------------------------

LEGAL CITATIONS:
Title 47 1981 O.S. 14-101
Title 47 1990 O.S. 14-103, -109, and -116
DPS Size and Weight Permit Manual 595:30.

STATE: OKLAHOMA

COMBINATION: Truck tractor and 3 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 95 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 90,000 pounds
OPERATIONAL CONDITIONS:
    WEIGHT and ACCESS: Same as the OK-TT2 combination.
    DRIVER: Same as the OK-TT2 combination except that in addition, a 
driver of a three trailing unit combination must have had at least 2 
years of experience driving tractor-trailer combinations.
    VEHICLE: All vehicles must meet the requirements of applicable 
Federal and State statutes, rules, and regulations. Vehicle and load 
shall not exceed 102 inches in width on the Interstate System and other 
four-lane divided highways. Maximum unit length of triple trailers is 
29 feet. Truck tractors pulling triple trailers must have sufficient 
horsepower to maintain a minimum speed of 40 miles per hour on the 
level and 20 miles per hour on grades under normal operation 
conditions. Heavy-duty fifth wheels, pick-up plates equal in strength 
to the fifth wheel, solid kingpins, no-slack hitch connections, mud 
flaps and splash guards, and full-width axles are required on triple 
trailer combinations. All braking systems must comply with State and 
Federal requirements.
    Multiple trailer combinations must be stable at all times during 
braking and normal operation. A multiple trailer combination when 
traveling on a level, smooth paved surface must follow in the path of 
the towing vehicle without shifting or swerving more than 3 inches to 
either side when the towing vehicle is moving in a straight line. 
Heavier trailers are to be placed to the front in multiple trailer 
combinations.
    PERMIT: An annual special authorization permit is required for 
triple trailer combination vehicles operating on the Interstate System 
having a gross weight of more than 80,000 pounds. A special vehicle 
combination permit is required for the operation of triple trailers on 
the Interstate System and on other four-lane divided primary highways. 
The permit holder must certify that the driver of a triple trailer 
combination is qualified. Operators of triples must maintain a 500-foot 
following distance and must drive in the right lane except when passing 
or in an emergency.
    Speed shall be reduced and extreme caution exercised when operating 
triples under hazardous conditions such as those caused by snow, wind, 
ice, sleet, fog, mist, rain, dust, or smoke. When conditions become 
sufficiently dangerous as determined by the company or driver, 
operations shall be discontinued and shall not resume until the vehicle 
can be safely operated. The State may restrict or prohibit operations 
during periods when, in the State's judgment, traffic, weather, or 
other safety conditions make such operations unsafe or inadvisable.
    Class A and B explosives; Class A poisons; and Class 1, 2, and 3 
radioactive material or any other material deemed to be unduly 
hazardous by the U.S. DOT cannot be transported in triple trailer 
combinations.
    Permit movements are limited to travel from one-half hour before 
sunrise to one-half hour after sunset, 7 days a week except on 
specified holidays, beginning at noon the day preceding the holiday. 
Specified holidays are: New Year's Day, Memorial Day, Independence Day, 
Thanksgiving Day, and Christmas Day.
    A fee is charged for both the special authorization and triple 
trailer combination permits.
    ROUTES: Same as the OK-TT2 combination.
LEGAL CITATIONS:
Title 47 1981 O.S. 14-101
Title 47 1990 O.S. 14-109, -116, -121
DPS Size and Weight Permit Manual 595:30.

STATE: OREGON

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 68 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 105,500 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: Maximum allowable weights are as follows: single wheel--
10,000 pounds, single axle--20,000 pounds, tandem axle--34,000 pounds. 
Gross vehicle weights over 80,000 pounds must follow the Oregon 
extended weight table, with a maximum of 105,500 pounds. Weight is also 
limited to 600 pounds per inch of tire width.
EXTENDED WEIGHT TABLE
    Gross weights over 80,000 pounds are authorized only when operating 
under the authority of a Special Transportation Permit.
MAXIMUM ALLOWABLE WEIGHTS
    1. The maximum allowable weights for single axles and tandem axles 
shall not exceed those specified under ORS 818.010.
    2. The maximum allowable weight for groups of axles spaced at 46 
feet or less apart shall not exceed those specified under ORS 818.010.
    3. The maximum weights for groups of axles spaced at 47 feet or 
more and the gross combined weight for any combination of vehicles 
shall not exceed those set forth in the following table: 

------------------------------------------------------------------------
                                    Maximum gross weight in pounds on   
                                 ---------------------------------------
      Axle spacing in feet                                        8 or  
                                  5 Axles   6 Axles   7 Axles     More  
                                                                  axles 
------------------------------------------------------------------------
47..............................    77,500    81,000    81,000    81,000
48..............................    78,000    82,000    82,000    82,000
49..............................    78,500    83,000    83,000    83,000
50..............................    79,000    84,000    84,000    84,000
51..............................    80,000    84,500    85,000    85,000
52..............................    80,500    85,000    86,000    86,000
53..............................    81,000    86,000    87,000    87,000
54..............................    81,500    86,500    88,000    91,000
55..............................    82,500    87,000    89,000    92,000
56..............................    83,000    87,500    90,000    93,000
57..............................    83,500    88,000    91,000    94,000
58..............................    84,000    89,000    92,000    95,000
59..............................    85,000    89,500    93,000    96,000
60..............................    85,500    90,000    94,000    97,000
61..............................    86,000    90,500    95,000    98,000
62..............................    87,000    91,000    96,000    99,000
63..............................    87,500    92,000    97,000   100,000
64..............................    88,000    92,500    97,500   101,000
65..............................    88,500    93,000    98,000   102,000
66..............................    89,000    93,500    98,500   103,000
67..............................    90,000    94,000    99,000   104,000
68..............................    90,000    95,000    99,500   105,000
69..............................    90,000    95,500   100,000   105,500
70..............................    90,000    96,000   101,000   105,500
71..............................    90,000    96,500   101,500   105,000
72..............................    90,000    96,500   102,000   105,500
73..............................    90,000    96,500   102,500   105,500
74..............................    90,000    96,500   103,000   105,500
75..............................    90,000    96,500   104,000   105,500
76..............................    90,000    96,500   104,500   105,500
77..............................    90,000    96,500   105,000   105,500
78..............................    90,000    96,500   105,500  105,500 
------------------------------------------------------------------------

    Distance measured to nearest foot; when exactly one-half foot, take 
next larger number.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement.
    VEHICLE: For a combination which includes a truck tractor and two 
trailing units, the lead trailing unit (semitrailer) may be up to 40 
feet long. The second trailing unit may be up to 35 feet long. However, 
the primary control is the total cargo-carrying distance which has a 
maximum length of 68 feet. Any towed vehicles in a combination must be 
equipped with safety chains or cables to prevent the towbar from 
dropping to the ground in the event the coupling fails. The chains or 
cables must have sufficient strength to control the towed vehicle in 
the event the coupling device fails and must be attached with no more 
slack than necessary to permit proper turning. However, this 
requirement does not apply to a fifth-wheel coupling if the upper and 
lower halves of the fifth wheel must be manually released before they 
can be separated.
    PERMIT: A permit is required for operation if the gross combination 
weight exceeds 80,000 pounds. A fee is charged. Permitted movements 
must have the lighter trailing unit placed to the rear, and use splash 
and spray devices when operating in rainy weather. Movement is not 
allowed when road surfaces are hazardous due to ice or snow, or when 
other atmospheric conditions make travel unsafe.
    ACCESS: As allowed by the Oregon DOT.
    ROUTES: All NN routes.
    LEGAL CITATIONS: ORS 810.010, ORS 810.030 through 810.060, and ORS 
818.010 through 818.235.

STATE: OREGON

COMBINATION: Truck tractor and 3 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 96 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 105,500 pounds
OPERATIONAL CONDITIONS:
    WEIGHT, DRIVER, PERMIT, and ACCESS: Same as the OR-TT2 combination.
    VEHICLE: Trailing units must be of equal length. The overall length 
of the combination is limited to 105 feet. Any towed vehicles in a 
combination must be equipped with safety chains or cables to prevent 
the towbar from dropping to the ground in the event the coupling fails. 
The chains or cables must have sufficient strength to control the towed 
vehicle in the event the coupling device fails and must be attached 
with no more slack than necessary to permit proper turning. However, 
this requirement does not apply to a fifth-wheel coupling if the upper 
and lower halves of the fifth wheel must be manually released before 
they can be separated.
    ROUTES: The following NN routes are also open to truck tractor and 
three trailing unit combinations. 

                                                                        
------------------------------------------------------------------------
                                  From                      To          
------------------------------------------------------------------------
I-5....................  California.............  Washington.           
I-105..................  Entire length in the                           
                          Eugene-Springfield                            
                          area.                                         
I-205..................  Jct. I-5...............  Washington.           
I-405..................  Entire length in                               
                          Portland.                                     
I-82...................  Washington.............  Jct. I-84.            
I-84...................  Jct. I-5...............  Idaho.                
US 20..................  Jct OR 22/OR 126.......  US 26 Vale Santiam    
                                                   Junction.            
US 20..................  East Jct OR 99E Albany.  I-5 Exit 233.         
US 26..................  US 101 Cannon Beach      OR 126 Prineville.    
                          Junction.                                     
US 20/26...............  Vale...................  Idaho.                
US 30..................  US 101 Astoria.........  I-405 Exit 3 Portland.
US 95..................  Nevada.................  Idaho.                
SPUR US 95.............  OR 201.................  Idaho.                
US 97..................  California.............  Washington.           
US 101.................  US 30 Astoria..........  US 26 Cannon Beach    
                                                   Jct.                 
US 101.................  OR 18 Otis.............  US 20 Newport.        
US 101.................  Bandon.................  North city limit Coos 
                                                   Bay.                 
US 197.................  I-84 Exit 87 The Dalles  Washington.           
US 395.................  I-82 Exit 1 Umatilla...  I-84 Exit 188         
                                                   Stanfield.           
US 395.................  US 26 John Day.........  OR 140 Lakeview.      
US 730.................  I-84 Exit 168..........  Washington.           
OR 6...................  US 101 Tillamook.......  US 26 near Banks.     
OR 8...................  OR 47 Forest Grove.....  OR 217 Beaverton.     
OR 11..................  Washington.............  Mission Cutoff near   
                                                   Pendleton.           
OR 18..................  US 101 Otis............  OR 99W Dayton.        
OR 19..................  I-84 Exit 137..........  South 2.5 miles.      
OR 22..................  OR 18 near Willamena...  OR 99E Salem.         
OR 22..................  I-5 Exit 253...........  Jct US 20/OR 126      
                                                   Santiam Jct.         
OR 31..................  US 97 La Pine..........  US 395 Valley Falls.  
OR 34..................  Jct US 20/OR 99W         I-5 Exit 228.         
                          Corvallis.                                    
OR 35..................  I-84 Exit 64...........  Mt. Hood Hood River.  
OR 39..................  OR 140 East of Klamath   California.           
                          Falls.                                        
OR 58..................  I-5 Exit 188 Goshen....  US 97 near Chemult.   
OR 62..................  OR 99 Medford..........  OR 140 White City.    
OR 78..................  Jct US 20/ US 395 Burns  US 95 Burns Junction. 
OR 99..................  I-5 Exit 58 Grants Pass  I-5 Exit 48 Rogue     
                                                   River.               
OR 99..................  I-5 Exit 192 Eugene....  Jct OR 99E/ OR 99W    
                                                   Junction City.       
OR 99E.................  I-5 Exit 307 Portland..  I-205 Exit 9 Oregon   
                                                   City.                
OR 99E.................  I-5 Exit 233 Albany....  Tangent.              
OR 99E.................  OR 228 Halsey..........  Harrisburg.           
OR 99W.................  Jct US 20/OR 34          I-5 Exit 294 Portland.
                          Corvallis.                                    
OR 126.................  US 20 Sisters..........  US 26 Prineville.     
OR 138.................  I-5 Exit 136 Sutherlin.  East 2 miles.         
OR 140.................  OR 62 White City.......  Jct US 97/OR 66       
                                                   Klamath Falls.       
OR 201.................  Jct US 20/US 26........  SPUR US 95 Cairo      
                                                   Junction.            
OR 207.................  I-84 Exit 182..........  OR 74 Lexington.      
OR 207/OR 74...........  Jct OR 207/OR 74         Jct OR 207/ OR 74/OR  
                          Lexington.               206 Heppner.         
OR 212.................  I-205 Exit 12..........  US 26 Boring.         
OR 214.................  I-5 Exit 271 Woodburn..  OR 99E Woodburn.      
OR 217.................  I-5 Exit 292 Tigard....  US 26 Beaverton.      
OR 224.................  OR 99E Milwaukie.......  I-205 Exit 13.        
------------------------------------------------------------------------

    LEGAL CITATIONS: Same as the OR-TT2 combination.

STATE: SOUTH DAKOTA

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF CARGO-CARRYING UNITS: 100 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 129,000 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: For all combinations, the maximum gross weight on two or 
more consecutive axles is limited by the Federal Bridge Formula but 
cannot exceed 129,000 pounds. The weight on single axles or tandem 
axles spaced 40 inches or less apart may not exceed 20,000 pounds. 
Tandem axles spaced more than 40 inches but 96 inches or less may not 
exceed 34,000 pounds. Two consecutive sets of tandem axles may carry a 
gross load of 34,000 pounds each, provided the overall distance between 
the first and last axles of the tandems is 36 feet or more. The weight 
on the steering axle may not exceed 600 pounds per inch of tire width.
    For combinations with a cargo-carrying length greater than 81.5 
feet the following additional regulations also apply. The weight on all 
axles (other than the steering axle) may not exceed 500 pounds per inch 
of tire width. Lift axles and belly axles are not considered load-
carrying axles and will not count when determining allowable vehicle 
weight.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement.
    VEHICLE: For all combinations, a semitrailer or trailer may neither 
be longer than nor weigh 3,000 pounds more than the trailer located 
immediately in front of it. Towbars longer than 19 feet must be flagged 
during daylight hours and lighted at night.
    For combinations with a cargo-carrying length of 81.5 feet or less, 
neither trailer may exceed 45 feet, including load overhang. Vehicles 
may be 12 feet wide when hauling baled feed during daylight hours.
    For combinations with a cargo-carrying length over 81.5 feet long, 
neither trailer may exceed 48 feet, including load overhang. Loading 
the rear of the trailer heavier than the front is not allowed. All 
axles except the steering axle require dual tires. Axles spaced 8 feet 
or less apart must weigh within 500 pounds of each other. The trailer 
hitch offset may not exceed 6 feet. The maximum effective rear trailer 
overhang may not exceed 35 percent of the trailer's wheelbase. The 
power unit must have sufficient power to maintain 40 miles per hour. A 
``LONG LOAD'' sign measuring 18 inches high by 7 feet long with black 
on yellow lettering 10 inches high is required on the rear. Offtracking 
is limited to 8.75 feet for a turning radius of 161 feet.

    Offtracking Formula = 61-(161\2\-L1\2\-- 
L2\2\+L3\2\-L4\2\-L5\2\+L6\2\-L7\2\-L8
\2\) \1\/\2\.

    Note: L1 through L8 are measurements between points of 
articulation or vehicle pivot points. Squared dimensions to stinger 
steer points of articulation are negative. For two trailing unit 
combinations where at least one trailer is 45 feet long or longer, 
all the dimensions used to calculate offtracking must be written in 
the ``Permit Restriction'' area of the permit along with the 
offtracking value derived from the calculation.

    PERMIT: For combinations with a cargo-carrying length of 81.5 feet 
or less, a single-trip permit is required for movement on the 
Interstate System if the gross vehicle weight exceeds 80,000 pounds. An 
annual or single-trip permit is required for hauling baled feed over 
102 inches wide.
    For combinations with a cargo-carrying length greater than 81.5 
feet, a single-trip permit is required for all movements. Operations 
must be discontinued when roads are slippery due to moisture, 
visibility must be good, and wind conditions must not cause trailer 
whip or sway.
    For all combinations, a fee is charged for any permit.
    ACCESS: For combinations with a cargo-carrying length of 81.5 feet 
or less, access is Statewide off the NN unless restricted by the South 
Dakota DOT.
    For combinations with a cargo-carrying length greater than 81.5 
feet, access to operating routes must be approved by the South Dakota 
DOT.
    ROUTES: Combinations with a cargo-carrying length of 81.5 feet or 
less may use all NN routes. Combinations with a cargo-carrying length 
over 81.5 feet, are restricted to the Interstate System and: 

------------------------------------------------------------------------
                                   From                     To          
------------------------------------------------------------------------
US 14..................  W. Jct. US 14 Bypass     So. Jct. US 14 and US 
                          and US 14 Brookings.     281.                 
Bypass US 14...........  I-29 Exit 133 Brookings  W. Jct. US 14 Bypass  
                                                   and US 14 Brookings. 
US 85..................  I-90 Exit 10 Spearfish.  North Dakota.         
US 281.................  I-90 Exit 310..........  So. Jct. US 14 and US 
                                                   281.                 
US 281.................  8th Ave. Aberdeen......  North Dakota.         
SD 50..................  Burleigh Street Yankton  I-29 Exit 26.         
------------------------------------------------------------------------

    LEGAL CITATIONS: SDCL 32-22-8.1, -38, -39, -41, -42, and -52; and 
Administrative Rules 70:03:01:37, :47, :48, and :60 through :70.

STATE: SOUTH DAKOTA

COMBINATION: Truck tractor and 3 trailing units--LCV
LENGTH OF CARGO-CARRYING UNITS: 100 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 129,000 pounds
OPERATIONAL CONDITIONS:
    WEIGHT, DRIVER, PERMIT, and ACCESS: Same as the SD-TT2 combination.
    VEHICLE: Same as the SD-TT2 combination, except trailer lengths are 
limited to 28.5 feet, including load overhang, and the overall length 
cannot exceed 110 feet, including load overhang.
    ROUTES: Same as the SD-TT2 combination with a cargo-carrying length 
over 81.5 feet.
    LEGAL CITATIONS: SDCL 32-22-14.14, -38, -39, -42, and -52; and 
Administrative Rules 70:03:01:60 through :70.

STATE: SOUTH DAKOTA

COMBINATION: Truck-Trailer
LENGTH OF CARGO-CARRYING UNITS: 73 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER, and PERMIT: Same as the SD-TT2 combination.
    VEHICLE: Same as the SD-TT2 combination except that in addition, 
the overall length including load overhang is limited to 80 feet. 
Trailer length is not limited.
    ACCESS: Same as the access provisions for the SD-TT2 combination 
with a cargo-carrying length of 81.5 feet or less.
    ROUTES: Same as the route provisions for the SD-TT2 combination 
with a cargo-carrying length of 81.5 feet or less.
    LEGAL CITATIONS: SDCL 32-22-8.1, -38, -39, -41, -42, and -52; and 
Administrative Rules 70:03:01:37, :47, and :48.

STATE: SOUTH DAKOTA

COMBINATION: Truck-Trailer
LENGTH OF CARGO-CARRYING UNITS: 78 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER, and PERMIT: Same as the SD-TT2 combination.
    VEHICLE: Same as the SD-TT2 combination with a cargo-carrying 
length over 81.5 feet, except that in addition, the overall length is 
limited to 85 feet.
    ACCESS: Same as the access provisions for the SD-TT2 combination 
with a cargo-carrying length greater than 81.5 feet.
    ROUTES: Same as the route provisions for the SD-TT2 combination 
with a cargo-carrying length greater than 81.5 feet.
    LEGAL CITATIONS: SDCL 32-22-38, -39, -42, and -52; and 
Administrative Rules 70:03:01:60 through :70.

STATE: UTAH

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 95 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 129,000 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: Weight limits are as follows:
Single axle: 20,000 pounds
Tandem axle: 34,000 pounds
Gross weight: 129,000 pounds
Vehicles must comply with the Federal Bridge Formula
    Tire loading on vehicles requiring an overweight or oversize permit 
shall not exceed 500 pounds per inch of tire width for tires 11 inches 
wide and greater, and 450 pounds per inch of tire width for tires less 
than 11 inches wide as designated by the tire manufacturer on the side 
wall of the tire. Tire loading on vehicles not requiring an overweight 
or oversize permit shall not exceed 600 pounds per inch of tire width 
as designated by the tire manufacturer on the sidewall.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement. Carriers must certify that their drivers have 
a safe driving record and have passed a road test administered by a 
qualified safety supervisor.
    VEHICLE: While in transit, no trailer shall be positioned ahead of 
another trailer which carries an appreciably heavier load. An empty 
trailer shall not precede a loaded trailer. Vehicles shall be powered 
to operate on level terrain at speeds compatible with other traffic. 
They must be able to maintain a minimum speed of 20 miles per hour 
under normal operating conditions on any grade of 5 percent or less 
over which the combination is operated and be able to resume a speed of 
20 miles per hour after stopping on any such grade, except in extreme 
weather conditions.
    Oversize signs are required on vehicles in excess of 75 feet in 
length on two-lane highways.
    A heavy-duty fifth wheel is required. All fifth wheels must be 
clean and lubricated with a light-duty grease prior to each trip. The 
fifth wheel must be located in a position which provides adequate 
stability. Pick-up plates must be of equal strength to the fifth wheel. 
The kingpin must be of a solid type and permanently fastened. Screw-out 
or folding-type kingpins are prohibited.
    All hitch connections must be of a no-slack type, preferably a 
power-actuated ram. Air-actuated hitches which are isolated from the 
primary air transmission system are recommended.
    The drawbar length should be the practical minimum consistent with 
the clearances required between trailers for turning and backing 
maneuvers.
    Axles must be those designed for the width of the body.
    All braking systems must comply with State and Federal 
requirements. In addition, fast air transmission and release valves 
must be provided on all semitrailer and converter-dolly axles. A brake 
force limiting valve, sometimes called a ``slippery road'' valve, may 
be provided on the steering axle. Anti-sail type mud flaps are 
recommended.
    The use of single tires on any combination vehicle requiring an 
overweight or oversize permit shall not be allowed on single axles. A 
single axle is defined as one having more than 8 feet between it and 
the nearest axle or group of axles on the vehicle.
    When traveling on a level, smooth paved surface, the trailing units 
must follow in the path of the towing vehicle without shifting or 
swerving more than 3 inches to either side when the towing vehicle is 
moving in a straight line. Each combination shall maintain a minimum 
distance of 500 feet from another commercial vehicle traveling in the 
same direction on the same highway. Loads shall be securely fastened to 
the transporter with material and devices of sufficient strength to 
prevent the load from becoming loose, detached, dangerously displaced, 
or in any manner a hazard to other highway users. The components of the 
load shall be reinforced or bound securely in advance of travel to 
prevent debris from being blown off the unit and endangering the safety 
of the traveling public. Any debris from the special permit vehicle 
deposited on the highway shall be removed by the permittee.
    Bodily injury and property damage insurance is required before a 
special Transportation Permit will be issued.
    In the event any claim arises against the State of Utah, Utah 
Department of Transportation, Utah Highway Patrol, or their employees 
from the operation granted under the permit, the permittee shall agree 
to indemnify and hold harmless each of them from such claim.
    PERMIT: Permits must be purchased. The Utah DOT Motor Carrier 
Safety Division will, on submission of an LCV permit request, assign an 
investigator to perform an audit on the carrier, which must have an 
established safety program that is in compliance with the Federal Motor 
Carrier Safety Regulations (49 CFR parts 387-399), the Federal 
Hazardous Materials Regulations (49 CFR parts 171-178), and a 
``Satisfactory'' safety rating. The request must show a travel plan for 
the operation of the vehicles. Permits are subject to Highway Patrol 
supervision and permitted vehicles may be subject to temporary delays 
or removed from the highways when necessary during hazardous road, 
weather, or traffic conditions. The permit will be cancelled without 
refund if violated. Expiration dates cannot be extended except for 
reasons beyond the control of the permittee, including adverse weather. 
Permits are void if defaced, modified, or obliterated. Lost or 
destroyed permits cannot be duplicated and are not transferable.
    ACCESS: Routes approved by the Utah DOT plus local delivery 
destination travel on two-lane roads. ROUTES: All NN routes, except 
that, in addition, truck tractor and two trailing unit combinations 
with a cargo-carrying length of more than 85 feet are restricted to: 

------------------------------------------------------------------------
                                  From                      To          
------------------------------------------------------------------------
I-15...................  Arizona................  Idaho.                
I-70...................  Jct. I-15..............  Colorado.             
I-80...................  Nevada.................  Wyoming.              
I-84...................  Idaho..................  Jct. I-80.            
I-215..................  Entire length in the     ......................
                          Salt Lake City area.                          
UT-201.................  I-80 Exit 102 Lake       300 West Street Salt  
                          Point Jct.               Lake City.           
------------------------------------------------------------------------

LEGAL CITATIONS:
Utah Code 27-12-154 and -155; Utah Administrative Code, Section R-909-
1.

STATE: UTAH

COMBINATION: Truck tractor and 3 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 95 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 129,000 pounds
    OPERATIONAL CONDITIONS: Same as the UT-TT2 combination.
    ROUTES: Same as the UT-TT2 combination with a cargo-carrying length 
greater than 85 feet.
    LEGAL CITATIONS: Same as the UT-TT2 combination.

STATE: UTAH

COMBINATION: Truck-trailer
LENGTH OF THE CARGO-CARRYING UNITS: 88 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER, VEHICLE, PERMIT, and ACCESS: Same as the UT-TT2 
combination.
    ROUTES: All truck-trailers with a cargo-carrying length of 70 feet 
or less, and truck-trailers used in hauling bulk gasoline or LP gas 
with a cargo-carrying length of 78 feet or less, may use all NN routes. 
Truck-trailers with a cargo-carrying length over 70 feet but not over 
78 feet, and those used in hauling bulk gasoline or LP gas with a 
cargo-carrying length over 78 feet but not over 88 feet, are restricted 
to the same routes listed for the UT-TT2 combination with a cargo-
carrying length greater than 85 feet.
    LEGAL CITATIONS: Same as the UT-TT2 combination.

STATE: UTAH

COMBINATION: Truck-trailer-trailer
LENGTH OF THE CARGO-CARRYING UNITS: 88 feet
OPERATIONAL CONDITIONS: Same as the Utah truck-trailer combination.
    ROUTES: Same as the UT-TT2 combination with a cargo-carrying length 
greater than 85 feet.
    LEGAL CITATIONS: Same as the UT-TT2 combination.

STATE: UTAH

COMBINATION: Automobile transporter
LENGTH OF THE CARGO-CARRYING UNITS: 105 feet
OPERATIONAL CONDITIONS:
    WEIGHT, DRIVER, PERMIT, and ACCESS: Same as the Utah truck-trailer 
combination.
    VEHICLE: The cargo-carrying length of automobile transporters that 
carry vehicles on the power unit is the same as the overall length.
    ROUTES: Automobile transporters with a cargo-carrying length of 92 
feet or less may use all NN routes. Automobile transporters with a 
cargo-carrying length over 92 but not more than 105 feet are restricted 
to the routes listed for the UT-TT2 combination with a cargo-carrying 
length greater than 85 feet.
    LEGAL CITATIONS: Same as the UT-TT2 combination.

STATE: WASHINGTON

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 68 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 105,500 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: Single axle limit=20,000 pounds; tandem axle limit=34,000 
pounds; gross weight must comply with the Federal Bridge Formula.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement.
    VEHICLE: Operating conditions are the same for permitted doubles as 
for STAA of 1982 doubles.
    PERMIT: Combinations with a cargo-carrying length over 60 feet in 
length but not exceeding 68 feet must obtain an annual overlength 
permit to operate. A fee is charged.
    ACCESS: All State routes except SR 410 and SR 123 in or adjacent to 
Mt. Rainier National Park. In addition, restrictions may be imposed by 
local governments having maintenance responsibilities for local 
highways.
    ROUTES: All NN routes except SR 410 and SR 123 in the vicinity of 
Mt. Rainier National Park.
    LEGAL CITATIONS:
RCW 46.37, 46.44.030, .037(3), .041, and .0941.

STATE: WASHINGTON

COMBINATION: Truck-trailer
LENGTH OF THE CARGO-CARRYING UNITS: 68 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER, PERMIT, and ACCESS: Same as the WA-TT2 combination.
    VEHICLE: Overall length limited to 75 feet.
    ROUTES: Same as the WA-TT2 combination.
    LEGAL CITATIONS: Same as the WA-TT2 combination.

STATE: WYOMING

COMBINATION: Truck tractor and 2 trailing units--LCV
LENGTH OF THE CARGO-CARRYING UNITS: 81 feet
MAXIMUM ALLOWABLE GROSS WEIGHT: 117,000 pounds
OPERATIONAL CONDITIONS:
    WEIGHT: No single axle shall carry a load in excess of 20,000 
pounds. No tandem axle shall carry a load in excess of 36,000 pounds. 
No triple axle, consisting of three consecutive load-bearing axles that 
articulate from an attachment to the vehicle including a connecting 
mechanism to equalize the load between axles having a spacing between 
the first and third axle of at least 96 inches and not more than 108 
inches, shall carry a load in excess of 42,500 pounds. No vehicles 
operated on the Interstate System shall exceed the maximum weight 
allowed by application of Federal Bridge Weight Formula B.
    No wheel shall carry a load in excess of 10,000 pounds. No tire on 
a steering axle shall carry a load in excess of 750 pounds per inch of 
tire width and no other tire on a vehicle shall carry a load in excess 
of 600 pounds per inch of tire width. ``Tire width'' means the width 
stamped on the tire by the manufacturer.
    Dummy axles may not be considered in the determination of allowable 
weights.
    DRIVER: The driver must have a commercial driver's license with the 
appropriate endorsement.
    VEHICLE: The lead semitrailer can be up to 48 feet long with the 
trailing unit up to 40 feet long. In a truck tractor-semitrailer-
trailer combination, the heavier towed vehicle shall be directly behind 
the truck-tractor and the lighter towed vehicle shall be last if the 
weight difference between consecutive towed vehicles exceeds 5,000 
pounds.
    PERMITS: No permits required.
    ACCESS: Unlimited access off the NN to terminals.
    ROUTES: All NN routes.
    LEGAL CITATIONS:
WS 31-5-1001, -1002, -1004, -1008, and WS 31-17-1-1 through 31-17-117.

STATE: WYOMING

COMBINATION: Truck-trailer
LENGTH OF THE CARGO-CARRYING UNITS: 78 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER, PERMIT, and ACCESS: Same as the WY-TT2 combination.
    VEHICLE: No single vehicle shall exceed 60 feet in length within an 
overall limit of 85 feet.
    ROUTES: Same as the WY-TT2 combination.
    LEGAL CITATIONS:
WS 31-5-1002

STATE: WYOMING

COMBINATION: Automobile/Boat Transporter
LENGTH OF CARGO CARRYING UNITS: 85 feet
OPERATIONAL CONDITIONS:
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER, PERMIT, and ACCESS: Same as the WY-TT2 combination.
    VEHICLE: The cargo-carrying length of automobile transporters that 
carry vehicles on the power unit is the same as the overall length. No 
single vehicle shall exceed 60 feet in length within an overall limit 
of 85 feet.
    ROUTES: Same as the WY-TT2 combination.
    LEGAL CITATIONS: Same as the WY-TT2 combination.

STATE: WYOMING

COMBINATION: Saddlemount Combination
LENGTH OF CARGO CARRYING UNITS: 85 feet
    WEIGHT: This combination must operate in compliance with State laws 
and regulations. Because it is not an LCV, it is not subject to the 
ISTEA freeze as it applies to maximum weight.
    DRIVER, PERMIT, and ACCESS: Same as the WY-TT2 combination.
    VEHICLE: The cargo-carrying length of saddlemount combinations that 
carry vehicles on the power unit is the same as the overall length. No 
single vehicle shall exceed 60 feet in length within an overall limit 
of 85 feet.
    No more than three saddlemounts may be used in any combination, 
except additional vehicles may be transported when safely loaded upon 
the frame of a vehicle in a properly assembled saddlemount combination.
    Towed vehicles in a triple saddlemount combination shall have 
brakes acting on all wheels which are in contact with the roadway.
    All applicable State and Federal rules on coupling devices shall be 
observed and complied with.
    ROUTES: Same as the WY-TT2 combination.
    LEGAL CITATIONS: Same as the WY-TT2 combination.

[FR Doc. 94-13774 Filed 6-10-94; 8:45 am]
BILLING CODE 4910-22-P