Jan 1 sees increased weight limits for intermodal container freight within Texas commercial zone
OOIDA, for no reason other than it benefits Mexican drayage carriers, vigorously opposes it.
January 1, 2018 in Texas sees a new law that authorizes an increase in truck weights for tractor-trailers hauling intermodal shipping containers.
Signed by Gov. Greg Abbott earlier this year, the new law allows seven-axle combinations with a gross vehicle weight of up to 100,000 pounds. Six-axle combinations will be permitted up to 93,000 pounds.
And of course, OOIDA was quick to go whining to Texas lawmakers while the then-bill made its way through the statehouse that the truckers’ group had concerns about the change. It wasn’t really the truckers group, per se, who number less than 150,000, but the leadership who opposes anything to do with Mexican trucks or the border, other than sealing it closed.
Why else should OOIDA care? The new law allowing the increased vehicle weights will be subject to an annual permit fee of $6,000, and the loads will be prohibited on interstates, load-restricted roads or bridges, and other routes set by the Texas Department of Transportation. In other words, they can cross the bridges and go directly to a forwarding warehouse within the commercial zone for break down and transloading.
Permits are valid for travel within 30 miles of select port authorities or ports of entry located in a county bordering the Gulf of Mexico, bay or inlet opening into the Gulf. Affected loads could not exceed a 30-mile radius. In addition, the new law includes load-sealing instruction, a prohibition on transporting hazardous materials, requirements for permit sticker display and recordation, and provisions for compliance enforcement.
Mike Matousek, OOIDA director of governmental lobbying and pandering, claimsthe changes “unnecessarily jeopardize the safety of the traveling public, provide certain business interests (those hated Mexicans) with a significant competitive advantage, and potentially create a number of enforcement challenges.”
Matousek also erroneously claims that trucks with higher gross vehicle weight allowances compromise margins of safety. They are also harder to handle and maneuver, and additional axles or different axle configurations will not entirely mitigate infrastructure damage.
Considering Mexican truckers who will be pulling these containers out of places such as the Port of Manzanilla are all skilled and licensed to handle the weights now being allowed, seeing as how the maximum gross weights allowed in Mexico well exceed 109,000 pounds.
This is just another example of the hate and bigotry coming from the executive offices of OOIDA towards Mexico and it’s safe, well regulated trucking industry.
As usual, despite OOIDA’s objections, the bill passed and was signed into law. Just another of many failures of OOIDA to disrupt border commerce.