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A variety of (often undesirable) long-drawbar A-trains and truck-trailer combinations would probably see increased use.

U.S.-Canada crossborder traffic probably will grow at a rapid rate. The rate was 25 percent between 1992 and 1994.

Split tandems and wide-base tires will be increasingly employed, given the GVW limits of more than 80,000 pounds and the 600 pounds per inch of tire width limits in selected States.

What would happen to western border trucking if Federal size limits were applied to non- NN highways on the NHS?

This would have little or no effect. The length limits are minimums and are already surpassed by the western States more or less throughout their road networks.

What would happen to western border trucking if Federal and State grandfathered weight provisions were applied to non-IS highways on the NHS in conjunction with the above size provisions?

Based on the discussion on devolving Federal TS&W regulation authority to the States, this would seem to have little immediate impact. The grandfather authority would basically replicate the current situation.

What would happen to western border trucking if Federal weight provisions were modified to accommodate freight moving in interstate and international commerce, particularly in containers on NHS highways? This question is considered subject to the following assumptions:

The modified limits would be applied to IS and other NHS highways.

They would include: (1) lifting the 80,000-pound limit on gross vehicle weight to accommodate effective use of six-axle semitrailer combinations and their handling of interstate and international commerce particularly in containers, (2) establishing a weight limit for a tridem-axle group which would facilitate the effective use of six-axle semitrailers while not overstressing NHS bridges, and (3) revising the Federal bridge formula accordingly.

They would include requirements needed to ensure that such vehicles: (1) would perform as well or better than existing vehicles in braking, handling, and stability; (2) can operate satisfactorily in prevailing highway and traffic conditions; and (3) provide full compensation for any additional cost responsibility for the use of NHS highways.

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