Jennifer Tierney Letter to the Editor: Bill should focus on safety

In 2015, 4,067 people were killed in large truck crashes in the United States

Jennifer Tierney Letter to the Editor: Bill should focus on safety

It has been more than 30 years since my father, James Mooney, was killed in a large truck crash. He was driving on a dark rural road at a time when truck conspicuity was barely a consideration. I see too many crashes, like the one that occurred in Pierce County, Nebraska, this past June, in which the truck driver rear-ended a stationary vehicle, which constantly reminds me of the dangers posed by large trucks and underscores legislators’ inaction to improve truck safety.

The recently passed long-term Senate highway bill is a step back, and the greatest assault to public safety on our roads since losing my father (“Work together on roads, U.S. transportation chief says in Nebraska,” Aug. 12). While I support a “robust freight policy,” it should not come at the expense of more deaths and injuries. Provisions in the bill, like allowing 18- to 20-year-old interstate [truck] drivers and permitting greater exemptions to hours-of-service requirements do not advance public safety. Actual safety advances, like mandating forward collision avoidance and mitigation braking systems on all large trucks, should be a key component in the re-authorization bill.

The current Senate legislation does not reflect a consideration for safety, nor a consideration for families. Lawmakers should realize the lasting effects of a six-year surface transportation re-authorization bill and engage in a thoughtful deliberation about a “robust” safety title.

Jennifer Tierney, Kernersville, N.C

Link to Article:

NY Times Op-Ed The Trucks Are Killing Us


ACCIDENTS like the one that critically injured the comedian Tracy Morgan, killed his friend and fellow comedian James McNair, known as Jimmy Mack, and hurt eight others on the New Jersey Turnpike last year are going to continue to happen unless Congress stops coddling the trucking industry.

More people will be killed in traffic accidents involving large trucks this year than have died in all of the domestic commercial airline crashes over the past 45 years, if past trends hold true. And still Congress continues to do the trucking industry’s bidding by frustrating the very regulators the government has empowered to oversee motor carriers.

In recent months, Congress has pursued a number of steps to roll back safety improvements ordered by federal regulators. It has pushed to allow truck drivers to work 82 hours a week, up from the current 70 hours over eight days, by suspending a rule that drivers take a 34-hour rest break over two nights in order to restart their work week; discouraged the Federal Motor Carrier Safety Administration from investing in wireless technology designed to improve the monitoring of drivers and their vehicles; and signaled its willingness to allow longer and heavier trucks despite widespread public opposition. Congress also wants to lower the minimum age for drivers of large trucks that are allowed to travel from state to state to 18, from 21.

All of these concessions to the trucking industry have gained traction in Congress even though the industry has consistently resisted safety improvements. The death toll in truck-involved crashes rose 17 percent from 2009 to 2013. Fatalities in truck-involved crashes have risen four years in a row, reaching 3,964 in 2013, the latest data available. Those crashes are killing not only car drivers but also, during 2013 alone, 586 people who were truck drivers or passengers.

And while a more than 3 percent drop in car deaths over the same period was largely accomplished by technological improvements like airbags, electronic stability control and anti-lock brakes, the trucking industry has resisted most of those safety devices. The Centers for Disease Control and Prevention estimates the annual cost to the economy of truck and bus crashes to be $99 billion.

A number of changes that will inevitably make us all less safe are tucked into the pending highway bill, currently stalled because of differences between the House and Senate versions. In fact, Congress has failed to adopt a comprehensive highway funding bill for years, relying instead on dozens of temporary extensions since 2009 to keep any semblance of a federal road construction program moving. In July, the House and Senate passed another temporary patch, good through the end of October.

The crash involving Tracy Morgan shows why Congress needs to toughen its oversight of trucking, not loosen it. The driver who caused the crash was in a modern 18-wheeler that was well maintained and managed, owned and operated by Walmart. As detailed in the causation report on the crash released earlier this month, the National Transportation Safety Board found that the driver had been on duty for about 13 and a half hours; federal rules allow a 14-hour workday. About a mile before the crash, the driver ignored work-zone warning signs on the New Jersey Turnpike of likely delays ahead. About a half-mile later, the posted speed limit dropped to 45 m.p.h. from the usual 65, which the driver also ignored.

Mr. Morgan’s Mercedes van was moving at less than 10 m.p.h. because of the construction. The truck driver, fatigued and slow to react, according to the N.T.S.B., was unable to stop in time, and slammed into the van, turning it on its side and jamming the passenger door closed. According to the board, if the driver had slowed to 45 when warned to do so, he should have been able to stop before crashing. But before his official work day began, the driver, the board found, had spent 12 hours driving his own vehicle from his home in Georgia to pick up his truck at a Walmart facility in Delaware, and had been awake for 28 consecutive hours at the time of the crash.

Large trucks are disproportionately involved in fatal accidents. While heavy trucks accounted for less than 10 percent of total miles traveled in the United States during 2013, according to federal data, the N.T.S.B. recently reported that they were involved in one in eight of all fatal accidents and about one-quarter of all fatal accidents in work zones, like the crash that injured Mr. Morgan.

Many accidents involve trucks rear-ending vehicles that have stopped or slowed because of accidents or roadwork. Technology to prevent or lessen the impact of such crashes is available from all of the manufacturers of heavy trucks in North America. Yet only about 3 percent of the Class 8 trucks — the heaviest ones, including most tractor-trailers — are equipped with any version of this collision-avoidance technology, according to safety advocates.

Most automakers now include or offer anti-lock brakes, electronic stability control, airbags and collision-avoidance devices in their vehicles, and the technology is included in many of the heavy trucks sold in Europe. But the United States trucking industry has largely avoided using the safety technologies available for vehicles sold here, because of their cost.

The truck that injured Mr. Morgan was one of the few tractor-trailers that had a collision-detection system. But the N.T.S.B. was unable to prove that the system issued a warning to the driver. The board said it could not fully assess the performance of the device because the unit does not store enough system performance data. (The board has suggested all safety-system makers should ensure that their products store more data in the future.)

The trucking industry, through its chief trade group, the American Trucking Associations, insists that it needs longer work weeks and bigger vehicles so that more trucks will not be needed on the road, which it says could result in more accidents. That logic is laughable, but Congress seems to be buying it.

The industry also bases its opposition to safety-rule changes on money, saying that increasing costs will hurt profits and raise rates for shippers and, ultimately, consumers.

Higher safety standards and shorter work weeks may increase freight costs, but some of those standards should save carriers money in the long run through lower insurance rates and damage claims. And since trucking generates more than $700 billion a year in revenue, according to the trucking association, a small increase in safety costs would not put a large financial strain on carriers.

The trucking industry is vital to the nation’s economic well-being — it carried almost 69 percent of all domestic freight last year — and its executives have done an excellent job in keeping costs down. But Congress must make it clear to all parties that safety has to be a higher priority than penny-pinching.

Congress must pass a comprehensive highway funding bill and ensure that safety regulators have sufficient resources and political support to do what must be done in order to reduce the continuing carnage on our highways.

Correction: August 26, 2015

An Op-Ed article on Friday about trucking incorrectly described a recent change to a federal regulation. To restart their workweek week, drivers must take a rest break of 34 hours; Congress suspended a requirement that the 34 hours include two consecutive early morning periods. (There was no rule requiring drivers to take a two-day rest break each week.)

Link to Article:

Kim Telep Letter to the Editor

Federal studies affirm dangers of longer truck trailers | Letter

I am writing in response to Mark Rosenker’s July 28 letter, “Longer truck trailers have a good safety record.”  Nearly three years ago my husband Brad, a truck driver, was killed by a fatigued truck driver who swerved off the road and struck Brad while he was standing on the shoulder. Sadly, this crash is not unique. All too often I read about a construction worker hit by a semi in a work zone, or a family crushed in their minivan simply because the truck driver did not apply the brakes soon enough.

Yet some people in Washington believe it’s time to increase the length of double tractor trailers, from 28 feet per trailer to 33 feet. Proponents of the increase rely on one study — industry-funded junk science that claims these longer trucks to be safer. That is false.

In 2015, the National Transportation Safety Board highlighted regulators’ failure to implement more than 100 recommendations to improve truck safety, something the NTSB has long considered a top priority. Additionally, the U.S. Department of Transportation recommended no increases in truck size, citing insufficient data from the Federal Motor Carrier Safety Administration’s truck size and weight study.

The study did however, affirm the dangers of longer trucks. The length increase would result in a six-foot-wider turning radius and an additional stopping distance of 22 feet. The wider turning radius could be the difference between life and death for a bicyclist next to a truck. The stopping distance of 22 feet could be the difference in a family getting home.

These differences could be what prompts yet another wife or mother to write a letter to the editor on truck safety.

Kim Telep

Link to Article:

Op-Ed: Federal transportation bill shouldn’t sacrifice public highway safety

By Roy Crawford – August 19, 2015

Whenever I read about a fatal large-truck crash, my heart goes out to the families of those whose lives were ended too soon.

I know what they are going through. More than 20 years ago my son Guy was killed in a crash with a grossly overloaded coal truck. This is why crashes like the chain-reaction crash in May on Interstate 75 in Rockcastle County, which killed two young men, hit especially close to home.

As an engineer I acknowledge the need to improve the country’s crumbling infrastructure. As a father and a forensic engineer who has reconstructed many fatal truck crashes, however, I cannot justify the safety sacrifices in the Senate’s long-term highway bill.

For instance, the provision that allows 18-to-20-year-old interstate truck drivers may please several motor carriers, but it deprives Kentuckians of the safety we are entitled to on our roads.

This should be especially concerning given the fact that WKYT found that the number of truck crashes involving out of state drivers is rising in Kentucky, spiking from 25 percent in 2009 to 46 percent in 2013.

Additionally, the U.S. Senate highway and transportation bill contains language that would make it easier for groups of motor carriers to acquire exemptions from hours of service requirements, while at the same time making it more difficult for the Federal Motor Carrier Safety Administration to engage in rule-making on critical safety regulations.

The current Senate bill forsakes several clear opportunities to enhance safety. Legislators should use this opportunity to craft a strong safety title that requires large trucks to be equipped with lifesaving technologies, like forward collision and mitigation braking systems and improved rear underride guards. Mandating these measures would reduce crashes and the severity of crashes that do occur.

I agree with Senate Majority Leader Mitch McConnell, who was key to negotiating the transportation bill, that with a long-term highway bill “we can rebuild our infrastructure… and improve traffic safety for Kentuckians.” Yet, the DRIVE Act fails to accomplish this dual goal.

It is vital that lawmakers go back to the drawing board and include meaningful safety reforms and remove dangerous rollbacks before enacting a six-year surface transportation reauthorization bill.

Link to Op-Ed:

Daphne Izer Statement In Response to NTSB Morgan Crash

Statement of Daphne Izer, Founder of Parents Against Tired Truckers (PATT)

In response to the National Transportation Safety Board’s Hearing on Tracy Morgan Crash

August 11, 2015

Over 20 years ago, my husband Steve and I founded Parents Against Tired Truckers (PATT) after a Wal-Mart truck driver fell asleep at the wheel of his 80,000 pound truck, killing our son Jeff, three other innocent teenagers and permanently injuring one more. I am saddened that despite years of advocating to prevent overworked and overtired truckers from jeopardizing public safety on our roads, the economic interests of the trucking industry have prevailed. I am not surprised, however, that once again a Wal-Mart truck has forced other families, like the McNairs and the Morgans, to deal with the devastating effects of preventable, fatigue-related truck crashes.

According to the NTSB, the probable cause of the Cranbury crash was the Wal-Mart truck driver’s fatigue due to his failure to obtain sleep before reporting for duty, which resulted in his delayed reaction to slowing for the stopped traffic ahead. The truck driver had been on duty 13.5 hours, with more driving planned. An examination of his work schedule indicated he had four hours of sleep opportunity in the 33 hours prior and had been awake in excess of 28 hours at the time of the crash. He had driven 12 hours in his personal vehicle from his residence in Georgia to Delaware where he began driving commercially. The truck approached the slowed traffic warning area at a speed of 65 mph, 20 miles above the posted work zone speed limit. The roadway was straight with an unobstructed line of sight and taillights were visible for more than half a mile. The forward collision avoidance technology available in Wal-Mart trucks only apply the brakes when the truck operates in cruise control; better, available versions of this technology apply brakes regardless of whether the truck is in cruise control. Additionally, the technology in the Wal-Mart truck failed to store the data in a retrievable manner.

Forward collision avoidance and mitigation systems are proven lifesaving technology for which the NTSB believes the industry is long overdue. The NTSB notes that they made the same recommendation following a fatal crash in Oklahoma several years prior. They believe large scale inaction by motor carriers underscores the need for a mandate rather than waiting for members to act of their own volition. The Truck Safety Coalition has already petitioned NHTSA to require FCAM technology on all large trucks.

There are several ways in which elected officials could end driver fatigue, but our legislators continue to ignore the problem. Electronic logging devices should be required in all commercial vehicles. Unfortunately legislative measures, like the Collins’ amendment that remove a truck driver’s weekend and another that allows greater exemptions to hours of service (HOS) requirements, take us two steps back. Permitting truck drivers to operate for up to 82 hours per week and removing the restart provision, as well as allowing groups of motor carriers to apply for permanent exemptions to HOS requirements will weaken enforcement efforts, and ultimately erode safety.

In response to a recently released Government Accountability Office (GAO) report on the Federal Motor Carrier Safety Administration’s (FMCSA) study on the HOS changes that were made in 2011 and implemented in 2013, the agency stated, “during the nearly 18 months in which the new restart provisions were in effect, the GAO report found evidence of reduced driver fatigue and enhanced roadway safety. Specifically, the report found: fewer fatal crashes; fewer drivers working the maximum schedules; lower risk of driver fatigue; and no increase in crashes during the 5 a.m. to 9 a.m. morning rush hour.” While the FMCSA report is scheduled for release in the fall, the GAO report alone is far more evidence than Senator Collins had when she originally proposed her amendment.


Letter to Senator Reid in Response Carl Pope Letter

August 6, 2015

The Honorable Harry Reid

Minority Leader

United State Senate

Washington, D.C. 20510


Dear Senator Reid:

Thank you for your longstanding and ongoing leadership on highway and auto safety. We have been made aware of a letter recently sent to you regarding purported environmental and safety impacts of the proposal being advanced by FedEx and a few other trucking and delivery service companies to force states to allow double 33-foot tractor trailer trucks (double 33s) on their roads and highways (Letter from Carl Pope dated July 25, 2015). Unfortunately this letter contains numerous untruths, parrots industry propaganda, and underscores Mr. Pope’s lack of knowledge regarding the safety problems of large trucks, the increased damage to roads and bridges they will inflict, and general freight transportation issues.

Mr. Pope supports consideration of double 33s in place of the current national standard 28-foot trailers, but Mr. Pope’s facts are incomplete or incorrect. Mr. Pope’s letter asserts, “I have found no evidence in the testimony and submissions of those who opposed this change that it will impair safety…” showing that he is unaware of the studies that have found that the use of multiple trailers is associated with an 11% higher crash rate compared to single trailer combinations.[1] This statement also completely ignores the recent U.S. Department of Transportation Comprehensive Truck Size and Weight Limits Study (DOT Study) that concludes there is a “profound” lack of data from which to quantify the safety impact of double 33s and consequently recommends that no changes in the relevant truck size and weight laws and regulations be considered until data limitations are overcome.[2]

Furthermore, Mr. Pope writes, “I have found no evidence in the testimony and submission of those who oppose this change that it will…increase wear and tear on our roads…” This statement overlooks the fact that the DOT Study stated that an empty double 33-foot trailer weighs 2,362 pounds more than an empty double 28-foot trailer,[3] increasing the overall and axle weights which inflict more damage to bridges and pavement, even when the truck is empty. Allowing longer trucks will also enable them to carry more weight for the same type of freight, further increasing the axle weights and bridge and pavement damage compared to current national standard 28-foot double trailers. Despite the letter’s admonishment that the Senate should allow longer “BUT NO HEAVIER” trucks, Mr. Pope appears astonishingly ignorant of the fact that longer trailers weigh more, and because they can carry more freight, will weigh even more when loaded than 28-foot trailers even if they do not reach the maximum federal weight limit. This obvious contradiction has eluded Mr. Pope.

Moreover, Mr. Pope is apparently not aware that the DOT Study predicted one time bridge costs for strengthening or repair of $1.1 billion for introducing the use of double 33s. This figure does not even include increases in annual costs for maintaining the bridge deck and road surface.[4] The DOT Study estimated that double 33s will inflict a 1.8% to 2.7% increase in the life cycle costs (maintenance) for roads and pavements.[5]

In addition, any theoretical reduction in trucks and vehicle miles traveled (VMT) is only temporary.[6] After just one year even more trucks will be on the roads and bridges and many of them will be heavier double 33s which will pound the roads and damage bridges to an even greater extent than double 28s.

The letter continues by stating that, “I have found…unequivocal evidence that it will save substantial amounts of otherwise wasted fuel…” Yet, estimates of the impact of the shift to double 33s on fuel savings are almost entirely derived from estimated reductions in VMT. The total fuel consumption reduction calculated by the recent DOT Study is only 1.1%.[7]  The DOT Study also states clearly that any estimated benefits are so minimal that they would be offset in one year by the forecasted growth in shipments due to the expected annual increase in freight demand.[8] Moreover, the reduction in fuel consumption is only for the trucking sector and ignores the impact of shifting freight from more fuel efficient transportation modes, which in the end could increase overall fuel consumption. Regardless, the reduction in trucking fuel usage represents a pittance in terms of fuel conservation, and would be of little consolation to those highway users who may be killed or maimed as a result of the use of double 33s and who will be subsidizing the higher cost of road and bridge damage inflicted by these oversized trucks.

It should be noted that Mr. Pope’s letter does not address the fact that the industry estimates of VMT savings are wholly unrealistic and are based on a flawed study paid for by FedEx and other trucking industry supporters which assumes that both 28-foot and 33-foot double trailer trucks weigh the same – 80,000 lb.[9] This cannot possibly be true, and contradicts industry arguments that 28-foot doubles do not weigh 80,000 pounds when filled to capacity. In reality, 33-foot double trailer trucks would be heavier both when empty and when full, which undermines the industry’s estimate of theoretical fuel use reduction.

Mr. Pope also asserts, “I have found…unequivocal evidence that it will… reduce the number of trucks on our highways…” Once again, Mr. Pope appears to be blithely ignorant of the fact that increases in truck size and weight have never resulted in fewer trucks. Rather, every time there has been an increase in truck size and weight in the history of America, the result is more, not fewer, registered trucks and trailers.[10] Furthermore, as the DOT study points out, any theoretical reduction in the number of trucks on the road is ephemeral and will be wiped out in one year.[11]

Finally, he states that, “I have found…unequivocal evidence that it will… make the trucking sector more efficient – perhaps as much as 16-18% more efficient.” This 16% to 18% increase in efficiency is primarily based on the increased volume capacity of 33-foot trailers compared to 28-foot trailers.[12] Yet, for this theoretical efficiency to be achieved, every shipment must move with perfect efficiency from a 28-foot trailer to a 33-foot trailer. Current inefficiencies in the system, like empty (deadhead) trips, would further cut into this predicted efficiency when heavier and larger double 33-foot trailers travel empty or below capacity, and at the same time waste more fuel during these trips. Moving goods by rail has consistently been shown to be more fuel efficient, with rail fuel efficiency ranging anywhere from two to more than five times the fuel efficiency of trucks.[13] Increasing truck size and likely shifting freight from more fuel efficient modes to trucks could end up increasing overall fuel consumption.

We urge the Senate to require that more information and data are collected on the safety and infrastructure impacts a change in national transportation policy on truck lengths would cause. The “Feinstein-Wicker” amendment would accomplish this critically important step before moving forward with a rulemaking. Considering that truck crash fatalities have been on the rise the last four years (2009-2013), moving commercial motor vehicle safety laws and regulations in an unsafe direction is not sound and could result in even more needless deaths and injuries.

Thank you for your time and consideration of these surface transportation safety issues. We look forward to continuing to work together with you to advance safer roads and highways for our nation’s motorists.


John Lannen, Executive Director

Truck Safety Coalition


Joan Claybrook, Chair

Citizens for Reliable and Safe Highways (CRASH), and

Former Administrator, National Highway Traffic Safety Administration


Jacqueline Gillan, President

Advocates for Highway and Auto Safety


Daphne Izer

Lisbon, ME

Founder, Parents Against Tired Truckers (PATT)

Mother of Jeff Izer, Killed in a truck crash 10/10/93


Clarence Ditlow, Executive Director

Center for Auto Safety


Andrew McGuire, Executive Director

Trauma Foundation


Jennifer Tierney

Kernersville, NC

Board Member, CRASH

Member, Motor Carrier Safety Advisory Committee (MCSAC)

Daughter of James Mooney

Killed in a truck crash 9/20/83


Officer Robert Mills

Fort Worth Texas Police Department

Commercial Vehicle Enforcement


Investigator Wes Bement

Grand Prairie, TX Police Dept.

Commercial Vehicle Enforcement


Officer Kevin Cordell

Burleson, TX Police Dept.


Jane Mathis

St. Augustine, FL

Board Member, PATT

Mother of David Mathis

Mother-in-Law of Mary Kathryn Mathis

Killed in a truck crash 3/25/04


Tami Friedrich Trakh

Corona, CA

Board Member, CRASH

Sister of Kris Mercurio, Sister-in-Law of Alan Mercurio, Aunt of Brandie Rooker & Anthony Mercurio

Killed in a truck crash 12/27/89


Larry Liberatore

Severn, MD

Board Member, PATT

Father of Nick Liberatore

Killed in a truck crash 6/9/97


Linda Wilburn

Weatherford, OK

Board Member, PATT

Mother of Orbie Wilburn

Killed in a truck crash 9/2/02


Laurie and Randall Higginbotham

Memphis, TN

Volunteers, Truck Safety Coalition

Parents of Michael Higginbotham

Killed in a truck crash, 11/18/14


Dawn King

Davisburg, MI

Board Member, CRASH

Daughter of Bill Badger

Killed in truck crash 12/23/04


Ed Slattery

Lutherville, MD

Volunteer, Truck Safety Coalition

Husband of Susan Slattery

Killed in a truck crash 8/16/10

Sons Matthew & Peter Slattery critically injured


Kate Brown

Gurnee, IL

Volunteer, Truck Safety Coalition

Mother of Graham Brown

Injured in a truck crash 5/2/05


Marianne and Jerry Karth

Rocky Mount, NC

Volunteers, Truck Safety Coalition

Parents of AnnaLeah and Mary Karth

Killed in a truck crash 5/4/13


Frank and Marchelle Wood

Falls Church, VA

Volunteers, Truck Safety Coalition

Parents of Dana Wood

Killed in a truck crash 10/15/02


Jackie Novak

Edneyville, NC

Volunteer, Truck Safety Coalition

Mother of Charles “Chuck” Novak

Killed in a truck crash 10/24/10


Bruce King

Davisburg, MI

Volunteer, Truck Safety Coalition

Son-in-law of Bill Badger

Killed in truck crash 12/23/04


Ron Wood

Washington, D.C.

Volunteer, Truck Safety Coalition

Son of Betsy Wood, Brother of Lisa Wood Martin, Uncle of Chance, Brock, and Reid Martin

Killed in a truck crash 9/20/04


Gary Wilburn

Weatherford, OK

Volunteer, Truck Safety Coalition

Father of Orbie Wilburn

Killed in a truck crash 9/2/02


Melissa Gouge

Washington, D.C.

Volunteer, Truck Safety Coalition

Cousin of Amy Corbin

Killed in a truck crash 8/18/97


Julie Branon Magnan

South Burlington, VT

Volunteer, Truck Safety Coalition

Injured in a truck crash 01/31/02

Wife of David Magnan

Killed in a truck crash 01/31/02


Nancy Meuleners

Bloomington, MN

Volunteer, Truck Safety Coalition

Injured in a truck crash 12/19/89


Cindy Southern

Cleveland, TN

Volunteer, Truck Safety Coalition

Wife of James Whitaker, sister-in-law Anthony Hixon and aunt of Amber Hixon

Killed in a truck crash 9/18/09


Kim Telep

Harrisburg, PA

Volunteer, Truck Safety Coalition

Wife of Bradley Telep

Killed in a truck crash 8/29/12


Christina Mahaney

Jackman, ME

Volunteer, Truck Safety Coalition

Injured in a truck crash 7/19/2011

Mother of Liam Mahaney

Killed in a truck crash 7/19/2011


Sandra Lance

Chesterfield, VA

Volunteer, Truck Safety Coalition

Mother of Kristen Belair

Killed in a truck crash 8/26/09


Alan Dana

Plattsburgh, NY

Volunteer, Truck Safety Coalition

Son of Janet Dana, Uncle of Caitlyn & Lauryn Dana, Brother-in-law of Laurie Dana

Killed in a truck crash 7/19/12


Lisa Shrum

Fayette, MO

Volunteer, Truck Safety Coalition

Daughter of Virginia Baker, Step-daughter of Randy Baker

Killed in a truck crash 10/10/06


Henry Steck

Homer, NY

Volunteer, Truck Safety Coalition



[1] An Analysis of Truck Size and Weight: Phase I – Safety, Multimodal Transportation & Infrastructure Consortium, November 2013; Memorandum from J. Matthews, Rahall Appalachian Transportation Institute, Sep. 29, 2014; The U.S. Department of Transportation’s Comprehensive Truck Size and Weight Study: Volume III Scenario Analysis, Chapter VIII: Safety, FHWA-PL-00-029 (Volume III) (August 2000).

[2] DOT Transmittal letters to Congress, June 5, 2015.

[3] Comprehensive Truck Size and Weight Limits Study: Modal Shift Comparative Analysis Technical Report, Table 22, p. 52 (June 2015).

[4] Comprehensive Truck Size and Weight Limits Study: Bridge Structure Comparative Analysis Technical Report, Table ES-2, p. ES-7 (June 2015).

[5] Comprehensive Truck Size and Weight Limits Study: Pavement Comparative Analysis Technical Report, Table ES-2, p. ES-8 (June 2015).

[6] Comprehensive Truck Size and Weight Limits Study: Volume 1: Technical Reports Summary, p. ES-5 (June 2015).

[7] Comprehensive Truck Size and Weight Limits Study: Modal Shift Comparative Analysis Technical Report, Table 24, p. 54 (June 2015).

[8] Comprehensive Truck Size and Weight Limits Study: Volume 1: Technical Reports Summary, p. ES-5 (June 2015).

[9] Woodrooffe, J., De Pont, J., (2011, April 11) Comparative Performance Evaluation of Proposed 33 ft Double Trailers Combinations with Existing 28 ft Double Trailers, p. 19.

[10] Traffic Safety Facts 2013: A Compilation of Motor Vehicle Crash Data from the Fatality Analysis Reporting System and the General Estimates System, DOT HS 812 139, Table 9, p. 34, NHTSA (2015).

[11] Comprehensive Truck Size and Weight Limits Study: Volume 1: Technical Reports Summary, p. ES-5 (June 2015).

[12] Woodrooffe, J., De Pont, J., Comparative Performance Evaluation of Proposed 33 ft Double Trailers Combinations with Existing 28 ft Double Trailers, p. 20. (April 11, 2011)

[13] Comparative Evaluation of Rail and Truck Fuel Efficiency on Competitive Corridors, Federal Railroad Administration, Nov. 19, 2009.