Review of U.S. Department of Transportation Truck Size and Weight Study - Second Report: Review of USDOT Technical Reports (2015) / Chapter Skim
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Pages 12-24
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10 2. GENERAL OBSERVATIONS The conclusions below concern the extent to which the technical reports as a whole address the issues identified by Congress and the appropriateness of methods and data that affect all parts of the USDOT study.
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11 estimates of nationwide dollar impacts in the body of the report. The tabular summary in the 2015 USDOT report (Summary, ES-11–ES-12)
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12 presentation: missing estimates of categories of costs and benefits, inconsistent units of measure of impacts, and inconsistent and sometimes misleading assessments of the uncertainty of estimates. These limitations are examined in the sections below.
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13 uncertainties in evaluations of changes in size and weight limits, according to the 2002 TRB committee review of the problem (TRB 2002, 3-4) , are safety consequences and bridge costs.
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14 Costs of accommodating bridge structures to heavier gross weights are reported as an upper bound of the one-time capital expenditure required for replacement or retrofit of bridges. Pavement wear costs are presented as a percentage change in life-cycle cost (i.e., the percentage change in the present value of highway agency costs for construction and rehabilitation of pavement in all future years)
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15 narrowed the range of uncertainty about safety impacts (TRB 1986, 320–324)
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16 sensitivity analysis to show how alternative assumptions about the relationship of truck weight to crash rate would affect the estimates of safety costs of changes in limits (TRB 1990a, 252–253)
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17 committee defined as "balancing the potential public costs of truck travel against the benefits of lower shipper and carrier costs for freight transportation" (TRB 2002, 41)
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18 each State that allows vehicles to operate with size and weight limits that are in excess of the Federal law and regulations.
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19 problem. However, the data requirements and other features of the new models imposed restrictions on the study.
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20 of the observations is unjustifiable because the extrapolated crash frequencies have extremely large uncertainties. The table presenting estimates of the change in life-cycle pavement costs (Pavement, 28, Table 12; Summary, 58–59, Table 9)
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21 (and changes in traffic) on highway performance and at supporting state and local highway agencies' efforts to manage the impacts.
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22 Research Council, Washington, D.C.
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