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reposition themselves in the United States to capture a backhaul probably along some other routing. Northbound traffic is dominated by food and produce haul from the southern United States (principally California) destined for Calgary and Edmonton, Alberta. Eight-five percent of the northbound movements are conducted by Canadian-registered vehicles.

Truck characteristics at this crossing are primarily controlled by U.S. regulations, and in particular those of Idaho, Washington, Oregon, and California, and the Federal law. As the crossing highway is not on the IS, the ISTEA GVW freeze does not apply. Because U.S. Route 395 is an NN highway, the highway is subject to an ISTEA length freeze of 95 feet for double cargo- carrying unit combinations.

There are several relatively unique truck configurations operating on the crossing. These result from the combined effects of the governing TS&W regulations, commodity handlings and intermodal operations present in the region. Examples include five- to seven-axle truck-trailers, six- to eight-axle tractor-semitrailers, six- to eight-axle Rocky Mountain doubles, and eight-axle Canadian B-trains. The BN exchanges lumber traffic with Canadian Pacific Railway and trucks at this crossing.

4.2.4 Sweetgrass-Coutts

This is the third highest volume crossing on the western border, averaging 460 trucks per day in 1994 (two-way), which is 31 percent higher than in 1992. Southbound traffic is dominated by truckload movements of grain (30 percent of the southbound tonnage, and 22 percent of the southbound trucks), livestock, forest products, horticulture commodities, and perishable food. Western and northern States account for 80 to 90 percent of the southbound trucking movements from Alberta. About 8 percent of the southbound trucks are empty. Northbound traffic is dominated by perishable food (38 percent of the northbound tonnage and 32 percent of the northbound trucks), general freight, bulk dry chemicals, and equipment. Montana and California account for nearly one-half of the northbound traffic destined for Alberta. About 13 percent of the northbound trucks are empty. Two-thirds of the northbound movements are conducted by Canadian-registered vehicles.

Truck characteristics at this crossing are primarily controlled by U.S. regulations, and in particular those of Montana and States south, and the Federal law. Being on I-15, this crossing is subject to the ISTEA provision of 137,800 pounds GVW as far south as Shelby, 131,060 pounds GVW on the rest of I-15 in the State, and a 93-foot cargo-carrying unit length for double cargo unit combinations.

There are many unique truck configurations operating on the crossing. These result from the combined effects of the governing TS&W regulations (including the special provisions of ISTEA permitting Canadian RTAC weights between the border and Shelby, Montana), commodity handlings and intermodal operations present in the region. Examples include five- to seven-axle truck-trailers, five- to eight-axle tractor-semitrailers (75 percent of the southbound trucks and

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