Perceptions of Log Truck Weight Regulations Among Loggers and Forest Industry in Georgia, USA

2021 ◽  
Author(s):  
Joseph L Conrad
Keyword(s):  
The State ◽  
Transportation Costs ◽  
Forest Industry ◽  
Public Infrastructure ◽  
Truck Traffic ◽  
Telephone Surveys ◽  
Southern States ◽  
Vehicle Weight ◽  
Gross Vehicle Weight ◽  
Truck Weight

Abstract Georgia and other southern states have far lower gross vehicle weight (GVW) limits for log trucks than other US regions and other countries. Low GVW limits result in high hauling costs and truck traffic. In 2020, including tolerances, five-axle log tractor-trailers were allowed 38,102 kg (84,000 lb) GVW in Georgia. Telephone surveys of 30 loggers and 32 forest industry representatives from the state of Georgia were conducted to measure perceptions of weight regulations and assess support for alternative weights and configurations. The four alternatives included five axles, 39,916 kg (88,000 lb); six axles, 41,277 kg (91,000 lb); six axles, 45,359 kg (100,000 lb); and seven axles, 45,359 kg (100,000 lb) GVW. The majority of loggers and forest industry representatives stated that GVW limits for log trucks were too low. The average preferred GVW limits were 39,621 kg (87,350 lb) and 40,545 kg (89,387 lb) for loggers and forest industry, respectively. Loggers and forest industry supported the five-axle 39,916 kg (88,000 lb) configuration whereas many loggers opposed both 45,359 kg (100,000 lb) configurations. Loggers, forest industry, and policymakers should work to modernize weight laws to reduce hauling costs, maintain or improve safety, and protect public infrastructure. Study Implications Increasing gross vehicle weight (GVW) limits in combination with adding axles to tractor-trailers has been demonstrated to reduce both timber transportation costs and damage to public roads. This study found that loggers and forest industry supported additional GVW but were hesitant to support configurations that would necessitate upgrading log truck fleets. If Georgia is to make its weight limits competitive regionally and internationally, it will be necessary to clearly communicate the benefits of heavier trucks with more axles to skeptical loggers.

scholarly journals Improving Log Trucking Efficiency by Using In-Woods Scales

2011 ◽  
Vol 35 (4) ◽  
pp. 178-183 ◽  
Author(s):  
Ryan P. Reddish ◽  
Shawn A. Baker ◽  
W. Dale Greene
Keyword(s):  
Coefficient Of Variation ◽  
Forest Products ◽  
Fuel Prices ◽  
Southern States ◽  
Vehicle Weight ◽  
Gross Vehicle Weight ◽  
The Mean ◽  
Weight Data

Abstract We evaluated weight data from 47,953 truckloads of wood delivered to forest products mills in nine southern states to determine the effect of in-woods scale use on reducing the variability of net and gross weights. Four mill-owning companies provided the data and indicated whether in-woods scales were used for each load. We used these data to compare the mean tare, net, and gross weights of truckloads using scales to those not using scales. Trucks using scales had average tare weights only 108 lb greater, but their net payload averaged 1,799 lb higher than trucks not using scales. The coefficient of variation for the net payload was 38% lower for loads with scales than those without (P < 0.001). Individual southern states have different regulations regarding maximum gross vehicle weight (GVW), so we calculated a GVW index to remove state bias and allow comparisons of loads across states. Loads using scales were within 2% of the legal maximum GVW 54% of the time compared with 30% for loads not weighed in-woods. We estimated haul costs for trucks using scales at $7.44 per ton, compared with $7.74 per ton for trucks not using scales (P < 0.001). We found that 11% of loads with in-woods scales had haul costs exceeding $8.00 per ton, compared with 32% of loads not using scales. Across all data, scales represent a 4% savings on per-ton haul costs with even greater savings available as fuel prices increase.

scholarly journals The Impact of a Mill Policy to Discourage Overweight Log Trucks

2004 ◽  
Vol 28 (3) ◽  
pp. 132-136 ◽  
Author(s):  
Ian P. Conradie ◽  
W. Dale Greene ◽  
Michael L. Clutter
Keyword(s):  
Minimal Amount ◽  
Vehicle Weight ◽  
Legal Limit ◽  
Gross Vehicle Weight ◽  
Truck Weight ◽  
The Impact

Abstract In Jan. 2002, Rayonier adopted a new truck weight policy at their Georgia mills to discourage gross overloading of trucks. Under this policy, logging contractors were paid a minimal amount per ton for weights exceeding 44 tons. To evaluate the effectiveness of this policy, we compared the weights of all trucks delivering wood to three company mills in Jan. 2001 (before the new policy) with the weights of all trucks delivering to the same three mills in Jan. 2002 (the first month the policy was used). This policy was very effective in a short amount of time. The percentage of trucks with gross vehicle weights exceeding 44 tons dropped from 5.56 to 3.01% after the new policy took effect and this improvement was seen within a week. We also observed other improvements in trucking performance. The percentage of loads within 5% of the legal limit increased from 45.8 to 57.4% through dramatic reductions in the percentage of underloaded trucks. In fact, after the new policy took effect, average gross vehicle weight and the average truck payload both increased due to this reduction in the percentage of underloaded trucks. South. J. Appl. For. 28(3):132–136.

Impact of Size and Weight Regulations on Trucks Crossing the Canadian-U.S. Border

1998 ◽  
Vol 1613 (1) ◽  
pp. 33-42 ◽  
Author(s):  
Fred P. Nix ◽  
John R. Billing ◽  
Michèle Delaquis
Keyword(s):  
Low Density ◽  
Federal Regulations ◽  
Truck Traffic ◽  
State Regulations ◽  
Conventional View ◽  
Cross Border ◽  
Vehicle Weight ◽  
Gross Vehicle Weight

The conventional view is that U.S. federal limits govern trucks operating across the Canadian-U.S. border. The identification of 118 roads crossing the border and a description of the regulations in neighboring provinces and states governing traffic on them are provided. Surveys at 25 crossings that carry 87 percent of cross-border truck traffic have identified truck configurations in different regions. The standard fiveaxle tractor-semitrailer, at a gross vehicle weight of up to 36 287 kg (80,000 lb), is the principal truck used between the two countries, but mainly for low-density freight or long hauls. Almost 22 percent of trucks crossing the border are configured to carry payloads heavier than possible with this truck. Most have at least six axles, and many make use of liftable axles. Local cross-border trucking operations are making significant use of trucks larger and/or heavier than those allowed under U.S. federal regulations and under provincial and state regulations, grandfather rights, or permits.

Truck weights as a function of regulatory limits

1990 ◽  
Vol 17 (1) ◽  
pp. 45-54 ◽  
Author(s):  
A. Clayton ◽  
R. Plett
Keyword(s):  
Key Words ◽  
Vehicle Weight ◽  
Regulatory Limits ◽  
Weight Distributions ◽  
Gross Vehicle Weight ◽  
Important Input ◽  
Truck Weight

Models are developed for the gross vehicle weight and axle weight distributions of laden trucks as a function of governing weight limits. The models are based on truck weight surveys conducted in Manitoba between 1972 and 1986, a period of changing weight limits. They are developed for 2-axle trucks, 3-axle trucks, 5-axle (3-S2) tractor-semitrailers, 7-axle (3-S2-2) A-trains, and 7-axle (3-S2-S2) B-trains. The models can provide important input to the analysis of pavement loadings (and costs), given particular weight limits or changes in weight limits. They can also provide useful input to estimates of the relative benefits of alternative weight limit regimes. Key words: truck weights, weight limits.

scholarly journals Evaluation of the Impact of Timber Truck Configuration and Tare Weight on Payload Efficiency: An Australian Case Study

Forests ◽  
2021 ◽  
Vol 12 (7) ◽  
pp. 855
Author(s):  
Mark W. Brown
Keyword(s):  
Load Management ◽  
Vehicle Design ◽  
Forest Industry ◽  
Post Operation ◽  
Gross Vehicle Weight ◽  
Australian Case ◽  
Trends Over Time ◽  
The Impact

The forest industry tends to plan, and model transportation costs based on the potential payload benefits of increased legal gross vehicle weight (GVW) by deploying different configurations, while payload benefits of a configuration can be significantly influenced by the vehicle design tare weight. Through this research the relative benefit of increased legal GVW of different configurations is compared across Australia over a 13-year period from 2006 to 2019, by examining data collected post operation across multiple operations. This approach is intended to offer realistic insight to real operations not influenced by observation and thus reflect long-term operating behaviour. The inclusion of the three most common configuration classes in Australian forestry over a 13-year period has also allowed the exploration of load management between configurations and potential trends over time. When considering the legal GVW and the tare weight impacts across the fleets, the semi-trailer has an 8 t payload disadvantage compared to B-Doubles and 19.6 t disadvantage compared to road trains.

scholarly journals Israel: Is COVID-19 Expected More Than a War? (The Increase in Customs Value in Israel, Due to the COVID-19 Increase in Transport Prices - The Problem, and the Solution)

2021 ◽  
Vol 5 (11) ◽  
pp. 20-23
Author(s):  
Omer Wagner ◽  
Keyword(s):  
The State ◽  
Transportation Costs ◽  
The Past ◽  
The Law ◽  
Made In

Sea freight prices have risen sharply, due to the COVID-19 crisis, global shortages of ships, declining competition in the field, and containers of contagious demand. The increase in transportation costs leads to the increase in the value of goods for customs purposes, and to a further collection of customs duties. The Israeli law allows the state to facilitate importers and waive the extra customs duties, and similar and other facilitations have been made in the past. Therefore, all that is required is the flexibility and activation of goodwill on the part of the state, when interpreting the law.

The Rise and Fall of a Slaveholder’s Republic

2018 ◽  
pp. 38-63
Author(s):  
Erik Mathisen
Keyword(s):  
United States ◽  
State Government ◽  
The United States ◽  
The State ◽  
White Southerners ◽  
Southern States ◽  
Home State ◽  
Modern War

When southern states seceded from the United States, a fiery argument held that white southerners’ love of their home state would translate without trouble into love for a new southern nation. As a consequence of a Confederate nation that grew in size and power to fight a modern war, however, a southern nation would in time swallow southern states whole. This chapter focuses on Mississippi, where Governor John Pettus imagined a state government that would maintain its sovereignty and the loyalty of the populace. As he would discover, however, a combination of Union incursions into the state and the development of the Confederate nation, would together sap Pettus’ government of its power.

Vehicles and gross vehicle weight

2021 ◽  
pp. 11-46
Author(s):  
Andrzej Nowak ◽  
Jacek Chmielewski ◽  
Sylwia Stawska
Keyword(s):  
Vehicle Weight ◽  
Gross Vehicle Weight

scholarly journals A Framework for Tracking the State of the Forest Industry: Case Study of Georgia

2009 ◽  
Vol 33 (4) ◽  
pp. 157-163
Author(s):  
Tim Sydor ◽  
Brooks Mendell ◽  
Jacek Siry ◽  
Rafael De La Torre ◽  
Tom Harris ◽  
...  
Keyword(s):  
Oriented Strand Board ◽  
Local Level ◽  
The State ◽  
Forest Industry ◽  
Efficient Manner ◽  
Forest Inventories ◽  
Size Type ◽  
Wood Demand ◽  
Wood Procurement ◽  
Timber Markets

Abstract This research introduces a framework for tracking the state of the forest industry and relative competitiveness at the local level and applies it to the state of Georgia. Key insights highlight how localized forestry and forest industry profiles indicate where wood demand and suppliesare in and out of balance on an annual basis. Alternately, localized profiles that emphasize physiographic regions may not correspond well with traditional wood procurement areas. More importantly, ongoing tracking of wood supply viability and competitive analysis must distinguish between timber markets (stumpage, forest inventories and removals, and growth) and end product commodity markets (lumber, pulp, oriented strand board, and plywood). Mills, like forests, are not uniformly distributed throughout a state, whether measured by size, type, or end product. Tracking the forest industry in a localized, annual manner can support ongoing planning, investment, and policymaking activities in a targeted and efficient manner.

scholarly journals “Slaves of the State”: Christianity and Convict Labor in the Postbellum South

Religions ◽  
2020 ◽  
Vol 11 (12) ◽  
pp. 651
Author(s):  
Brad Stoddard
Keyword(s):  
Civil War ◽  
Black Men ◽  
Primary Source ◽  
The State ◽  
Public Works ◽  
Men And Women ◽  
Convict Labor ◽  
Southern States ◽  
Labor Camp ◽  
Protestant Christianity

In the wake of the Civil War, southern states incarcerated record numbers of black men and women, closed their prisons, and sent convicted criminals to convict lease camps. Inside these camps, convict laborers worked for businesses, for individual entrepreneurs, on plantations, and on public works projects contracted to private businesses. Due to the Thirteenth Amendment’s “slaves of the state” clause, these laborers were legally classified as slaves and treated as such by labor camp operators. Conditions inside these camps were quite harsh, and in most camps, state-sanctioned Protestant socialization efforts were the laborers’ primary source of leisure. This essay provides a preliminary overview of the convergence of Protestant Christianity and convict lease camps as it calls scholars to explore this convergence in greater detail in future scholarship.

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