Night and Weekend Movement of Oversize/Overweight Loads (2021)

Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

31   Case Example Follow-up Interviews A final part of the research effort was for the research team to complete additional inter- views with a few states to extract additional information on the practices that states use. Four states were selected for these extended interviews, completed in April and May 2020. The four states were selected from a list of survey respondents indicating their willingness to sup- ply additional information. Just over 80% of the survey respondents expressed willingness to provide additional information. Wisconsin was selected, along with Michigan, Utah, and West Virginia. The interview questions template is presented in the appendix following the survey questions. Wisconsin Bureau of Highway Maintenance In Wisconsin, 74% of total freight tonnage is carried by truck, a crucial transportation mode in a state that produces or processes over $300 billion USD in goods annually. Over the last 25 years, average loads transported on ships and trains have become heavier while truck loads have stayed constant—largely due to size and weight limits—leading to an increase in the pressure to understand and evaluate OS/OW permit practices. Wisconsin DOT issues both single-trip and multi-trip permits for OS/OW vehicles. Single- trip permits are granted for a specific vehicle and route. Permit routes for vehicles with GVW of less than 270,000 pounds are automatically analyzed by Wisconsin DOT’s enterprise geographic information system, which includes a database of segment restrictions such as bridge ratings, spring thaw limitations, and temporal restrictions due to traffic regulations or special events. Superheavy vehicle permits for vehicles heavier than 270,000 pounds are analyzed manually by Wisconsin DOT’s bridge and pavement engineering divisions before approval. Multi-trip permits allow the carrier to operate vehicles up to 170,000 pounds GVW without restriction within the permit’s time frame (3 to 12 months), but the state does not track precise vehicle weights, dimensions, and route information. Night and weekend movements are generally supported whenever requested and within these envelopes. Wisconsin DOT has completed previous studies of the effect of heavy truckloads on pavement damage and performance, conducted using various techniques, including field investigations and measurements as well as mechanistic and theoretical analyses using tools such as finite element methods. Several of these studies were conducted on specific pavements based on observations of pavement damage or in relation to specific superheavy load moves. Wisconsin DOT noted that it always tries to accommodate OS/OW freight movement to support economic activity in the state. There is a strong desire to allow movements as needed, especially in emergencies. Wisconsin DOT indicated that emergency permitting is a priority and C H A P T E R   4

32 Night and Weekend Movement of Oversize/Overweight Loads that permits will be issued centrally versus at a regional level. Most emergency permits for night and weekend movement, however, are related to train derailments. In most cases, carriers are responsible for determining specific routes; however, depending on load dimensions, the state’s regions may get involved to assist with routing. Wisconsin uses Bentley Superload software for routing OS/OW freight; however, it does not have information regarding lights or wires. The state relies on regional offices to supply information on lights and wires. To avoid traffic congestion-related issues, the state will avoid permitting over-dimensional loads in areas that may have sporting events, like college football games and Green Bay Packer games. The Experimental Aircraft Association annual meeting would also typically eliminate cleared permits near Oshkosh during nights and weekends for that limited time frame. More than 50% of all issued permits are self-issued by the carrier in Wisconsin. Wisconsin DOT has reported to be in the process of upgrading permit software that will increase the number of self-issued permits anywhere from 60–70%, and perhaps even higher. The state may place some restrictions on over-dimensional weekend or night moves imposed by regional offices, depending on the dimension of the freight being moved. Michigan Utility Coordination and Permits Services Michigan does not typically permit single trip OS/OW movements at night or on weekends. MDOT will consider special circumstances where it is beneficial to traffic and system operations to permit an OS/OW load to move at night or on a weekend. Some annual permit types are permitted to move on weekends and at night. MDOT will consider emergency movements in situations that could negatively affect life safety, highway operations, governmental or private property, or the environment, such as power outages, highway closures, train derailments, bridge hits, and severe weather. MDOT does not provide routing for OS/OW. The transporter is responsible. At the present time, MDOT does not use any databases to assess risk of OS/OW operations (routes that would require traffic stoppage or the movement of infrastructure such as lights or wires). MDOT will consider events that impact OS/OW operations in decisions to issue night or week- end permits, including construction, holiday traffic, peak hour traffic, and emergency responses. MDOT does utilize permit software that transporters employ for routing. Their software is updated regularly to show where restrictions are along the route so transporters may re-route to avoid. Michigan regularly references the unique challenges of border crossings and bridges in its permitting decisions. Michigan is divided into two peninsulas connected by a bridge and does not have substantial OS/OW movements across state lines. Connections to Canada over bridges may also limit night/weekend OS/OW movements. The higher traffic-volume areas of the state complete much road/bridge construction at night, which places lane width restrictions at night and on weekends. Without regular permitting, each night or weekend movement is considered unique and reviewed on a case-by-case basis. Some of the restrictions MDOT has used include police escorts and additional lighting. MDOT noted the successful moves of multiple 1.3 million pound generators at night roughly 70 miles from port to final destination in the Upper Peninsula. These moves were closely coordinated with the surrounding communities.

Case Example Follow-up Interviews 33   Utah Motor Carrier Division Super Load/ Customer Service Utah generally provides night and weekend movements for OW loads, but will limit over- dimensional loads over 10 ft wide, 14 ft 6 in. tall, or 105 ft in length, which are restricted to daylight hours for safety concerns. Utah restricts these loads on the six major statewide holidays due to heavy traffic. There are some pilot car exceptions to the nighttime restrictions, and there are always exceptions for emergencies. Permits are issued by the central office Monday to Friday from 8 a.m. to 5 p.m. Mountain Time and are required prior to entering the state. However, carriers can receive single-trip permits from the ports of entry on weekends, except for some super load permits that need additional authorization and must be handled during the week. Prior to permitting OS/OW loads during an emergency, a formal emergency declaration by a head of state or the FMCSA must be made. Wildfires, train derailments, loss of utility, and other natural or human-influenced disasters are considered emergency situations. If the load is under 14 ft 6 in. in height or width, or 105 ft in length, or 125,000 pounds in weight, the permit is self-issued and routing is determined by the applicant. The Utah DOT motor carriers division website contains all the resources needed to find restricted routes to assist carriers. A telephone number is also provided for help with specific routing. Loads exceed- ing 14 ft 6 in. in height or width, 105 ft in length, or 125,000 pounds in weight are submitted to a queue and the Motor Carrier Safety Superload team will approve the routing. Routing will not change for nights or weekends. Routing is determined by the size and weight of the load, based on safety, protecting the infrastructure, and optimizing mobility, in that order. Utah DOT uses a web-based routing system based on restrictions and structures that are regularly updated in the system. It contains information about structures that cross highways in the state. Utah has rules about how high lights and wires are required to be. The database was created and is maintained by the Utah DOT structures division. It is updated nightly. Utah DOT allows or even requires some loads to travel at night, if they have required escorts, to help alleviate some traffic concerns. These loads are primarily ones that need to be moved in the more populated areas. It is safer to allow larger loads to travel at night on occasion. The major advantages are productivity, speed, and convenience for the industry. Some of the largest challenges are keeping the data (bridge heights or construction restrictions) accurate and up to date. Utah DOT has reported some connectivity and utility problems in keeping the database updated. Internet access to use the system at a port of entry is required. Utah DOT relies on three factors to determine if a night or weekend movement will be allowed: (1) Is it safe? This is most important. If it is determined to be safe, (2) will there be damage to the infrastructure? If not, (3) does it help facilitate commerce? West Virginia Division of Highway Operations West Virginia is generally a pass-through state with substantial coal industry presence. In addition, the state has many challenges related to topography that provide difficult OW and over-dimensional movements. Most nighttime movements are discouraged based on the variety of topography. The state will grant weekend travel when requested for loads not over 14 ft wide, unless on the West Virginia Turnpike or requiring low impact. Weekend travel on the West Virginia Turnpike may be requested and will be considered using the same criteria as daytime movements.

34 Night and Weekend Movement of Oversize/Overweight Loads All night movements are determined on a case-by-case basis. Loads that are OW only (not OS), up to and including 110,000 pounds GVW, and traveling on multi-lane highways can move at night without additional analysis. Loads traveling on two-lane routes will be considered on a case-by-case basis and the evaluation is situational. Some of the reported considerations include defined parameters on specific routes, sizes, and whether or not the state can accommodate. The permitting office will look at route types and vehicle specifications. An opinion was expressed that most carriers prefer avoiding night travel in West Virginia because of topography. Nearly all night travel is pass-throughs from other bordering states. West Virginia changed its approach to night-permitted moves to prevent issues, primarily parking on the side of the road on state lines. All permits are handled centrally. Everything comes through highway operations offices. Central headquarters staff will talk with the district engineers to confirm routing and event activity. If carriers can verify an emergency need, the state will expedite the review process and issue permits without extra fees. Optimal route choice is left to the haulers. Occasionally, the state permits office might suggest a re-route, but the permit office does not select the routes. Typically, West Virginia does not have the utilities listed in its routing database. All structures and clearances are available. Typically, all crossing wires are suspended above a minimum height. West Virginia noted a high degree of confidence that this minimum has ensured that nothing gets hit. In the past, occasionally a line would be suspended too low and result in a hit. West Virginia’s traffic engineering section will assist and provide line moves when requested, but there is not a central database. The state has created a temporary restriction database, completed by manual entry as part of the procedures for all construction activities. The central office typically has the contacts and will let carriers know what restrictions are in place. The system has a built-in notifications alert, issued twice daily, at noon and midnight. Weekend movements and nighttime moves will be restricted for events. The permits office keeps a list of major events, including all game days for University of West Virginia football, and restricts movements. Regional events typically are not entered into the system and may provide some conflicts. Eighty percent (80%) of permits are self-issued and the state uses Bentley System’s Superload software. Most OS/OW moves are not challenging. One advantage is that the central bridge and central permit office are in the same section within the agency, which allows for good information flow and cooperation. West Virginia expressed some interest in experimenting with lighting or other escort requirements and, ultimately, is looking to provide an approach that remains consistent with bordering states to encourage efficient movements. West Virginia has allowed night and weekend movements to try and prevent issues. Summary and Observations As with the survey, the case example states took varying approaches to night and weekend movements. However, the theme of different approaches based on pass-through traffic versus terminal moves emerged in the conversations. States that experience a high volume of pass-through and overhead traffic generally have allowed fewer restrictions on night and weekend moves. The case example participants also highlighted a general desire to preserve infrastructure without hampering commerce. While states do not have a consistent approach to doing so, all expressed willingness to find solutions and work with the carriers to meet operational challenges.