(1) Eight hundred truckers were killed on the job in 2006 —a 17 year high no less significant than the number of troops being killed in Iraq.  Ill conceived hours of service rules requiring truckers to drive more during daytime hours have increased fatal truck crashes in urban areas 26% and multi-vehicle trucker fatalities 36% in only three years, despite record high rates of seat belt use.  

    (2) Trucking is the deadliest occupation in the United States.  One in every seven Americans killed on the job is a trucker.   Five thousand Americans are killed by trucks each year, with more than a hundred thousand injured.  A sober motorist is twice as likely to be killed by a heavy truck as by a drunk driver.   83% of multi-vehicle truck crashes involve more than two vehicles.   The number of fatal crashes involving large sport utility vehicles increased 36% since 2002 as motorists purchased larger, less fuel efficient personal transportation to protect themselves—further endangering occupants of smaller vehicles and dramatically increasing the nation's dependence on foreign oil.  

    (3) Intermodal technology is available to replace long haul trucks.   Computer driven suspensions and road-rail-waterway distribution systems can eliminate damage to roads and bridges.  Hybrid drive trains can double the fuel economy of trucks—reducing the nation's dependence on foreign oil.  Better brakes, stronger cabs, and crash absorbent body panels can prevent the high rate of death and injury in trucking.  

    (4) It is in the national interest that truck size and weight limits be adjusted to permit trucks and intermodal vehicles to be fitted with better brakes, heavier computer driven suspension components, batteries to capture energy lost during braking, and crash absorbent safety features.

“(b) Motor Carrier and Private Motor Carrier Requirements.— The Secretary of Transportation shall prescribe requirements for qualifications and maximum hours of service of employees of, and safety of operation and equipment of, a motor carrier and a motor private carrier such that

(1) commercial motor vehicle operators must cease all work for 10 uninterrupted hours after each 14 hours on duty;
(2) commercial motor vehicle operators must rest a total of one hour during each 7 hours on duty so that no more than 12 hours of driving or other labor may be performed within a 24 hour period;
(3) commercial motor vehicle operators may not be dispatched to drive more than 10 hours in a 24 hour period or to be on duty more than 70 hours in any time period unless an equivalent number of hours are logged off duty;
(4) commercial motor vehicle operators’ hours on duty, resting, and off duty are monitored on an electronic on-board recording device capable of detecting and wirelessly transmitting violations of subsections (1), (2), & (3);
(5) no person may operate an articulated commercial vehicle or a vehicle containing hazardous material unsupervised without first demonstrating (A) one year’s apprenticeship or (B) one year’s proficiency in a non-articulated commercial vehicle;
(6) no person may operate a commercial vehicle with multiple points of articulation without first demonstrating one year’s proficiency in a commercial vehicle with a single point of articulation;
(7) for the purposes of this section, ‘proficiency’ means driving without any traffic infractions, preventable crashes, or violations recorded on the device of subsection (4) and ‘apprenticeship’ means driving without any traffic infractions or preventable crashes under the supervision of a skilled commercial motor vehicle driver trainer having two years proficiency in an equivalent or larger vehicle.”.

“(13) Intermodal vehicles.—Notwithstanding subsection (a)(2), the maximum gross weight to be allowed on a group of two or more consecutive axles by any State on an intermodal vehicle using the National Highway System shall be increased by multiplying the maximum gross weight allowed in subsection (a)(2) by the fourth root (square root of the square root) of the total distance to be traveled by its cargo within the borders of the United States divided by the distance to be traveled on the National Highway System by application of the following formula:

where W equals the maximum gross weight allowed in subsection (a)(2), M equals the map distance to be traveled by the cargo within the borders of the United States, and I equals the distance to be traveled by the intermodal vehicle on the National Highway System.

(14) Combination Vehicle Lateral Stability.—After July 1st, 2010, except for those vehicles and loads which cannot be easily dismantled or divided and which have been issued special permits in accordance with applicable State laws or which the Secretary determines is necessary for the public good during a period of national emergency, the Rearward Amplification of any towed unit may not be greater than one tenth of the Sway Resistance of the vehicle or towed unit to which it is attached as produced by application of the following formulae:

Rearward Amplification = (T+L)W/2D,

Sway Resistance = BW/A,

where T equals (1) one half of the average tire tread width of a towed unit having single tires or (2) the average separation between centers of the inner and outer tires of a towed unit having dual tires, L equals the distance between the extreme of any group of two or more consecutive axles, W equals the overall gross weight on an axle or a group of two or more consecutive axles, D equals the distance between an axle or the center of a group of consecutive axles and the point of articulation by which the towed unit is attached to the tow vehicle, B equals the wheel base as measured between the center of the rear axle or group of non steerable rear axles and (1) the front axle or center of a group of steerable front axles of a tow vehicle or (2) the point of articulation by which a towed unit is attached to a tow vehicle, A equals the articulated length from the point of articulation by which a towed unit is attached to (1) the front axle or center of a group of steerable front axles of a tow vehicle or (2) a second point of articulation, and the Rearward Amplification of a towed unit to which a second towed unit is attached such as a converter dolly towing a semi-trailer or an articulated front axle of a trailer shall have added to it the Rearward Amplification of the second towed unit multiplied by A/B.”.

“(b) EXCLUSION OF SAFETY AND ENERGY CONSERVATION DEVICES.—

(1) ENERGY CONSERVATION DEVICES.—

Width calculated under this section does not include an energy conservation device the Secretary decides is necessary for safe and efficient operation of a commercial motor vehicle.

(2) SAFETY DEVICES.—

(A) IN GENERAL.—A safety device that reduces the possibility of death and injury shall not be included in the calculation of width for the purposes of this section if such device fits entirely within the travel lanes of all roads upon which the vehicle normally operates.
(B) SAFETY DEVICE DEFINED.—In this subsection, the term ‘safety device’ includes mirrors, grab handles, steps, rearview video cameras, crash absorbent bumpers and body panels, batteries for regenerative braking, wheels, tires, structural members, and drive train components positioned outward from the side of the vehicle to enhance stability.”.