Fred Smith, FedEx Chairman and CEO
New DOT codes turn Florida trucking industry into transportation turf war
In a little-noticed bit of bureaucracy in early February, the Florida Department of Transportation updated Florida Administrative Code 14-61, a set of rules governing the nearly 500 miles of toll roads that comprise Florida’s Turnpike System.
The codes touch upon everything from tires to tolls. They also regulate the use of what FDOT refers to as turnpike tandems — two trailers hitched together behind a truck. The rules allow tandem trailers to be from 28 feet to 48 feet long individually, but no more than 106 feet long cumulatively, including the space between them.
For years, FDOT has allowed turnpike tandems to roar up and down the 304-mile-long main spine of the turnpike, from the Homestead extension exit at U.S. 1 south of Miami to the final exit before I-75 in Sumter County. But the rules allowed them nowhere else: Before exiting the turnpike, the trucks had to stop in one of seven staging lots, where the trailers could be decoupled and hauled away one at a time.
Those staging lots — particularly the one at I-4 in Orlando — have grown more congested in recent years, as online shopping has boosted the volume of goods shipped in small batches and put a premium on fast delivery.
As of Feb. 6, FDOT’s rule changes mean the turnpike tandems can exit the turnpike and drive on state roads for up to 15 miles — as long as they are traveling to or from a seaport, inland port or other designated staging area.
The revision was a victory for a handful of companies — including UPS, Amazon and Tropical Shipping, which moves freight to and from the Caribbean and the Bahamas — that had sought the change for years. FedEx was particularly pleased; the company is the largest operator of turnpike tandems in the state. FDOT issued 269 tandem permits last year; 51 of those went to FedEx.
It also thrust Florida deeper into an intense national debate over just how big trucks should be.
Since the early 1980s, federal law has limited trucks on interstate highways to two trailers. The trailers can’t be longer than 28 feet each or weigh more than 80,000 pounds combined. (The law grandfathers in more lenient state laws for state highways, which is why longer trailers are allowed on the turnpike.)
Those rules, however, have constrained what are known as “less-than-truckload” shippers — those that bundle smaller loads of freight for many customers together rather than carrying large, single-client loads. The less-than-truckload shippers often operate trailers that are full but well below the weight limit.
Led by FedEx, UPS and Amazon, the less-than-truckload industry has lobbied Congress to allow two trailers of up to 33 feet each, which would add an extra 10 feet to their tandem trucks — “twin 33s,” in industry parlance.
FedEx and the others say twin 33s can move the same amount of freight in 18% fewer truck trips, with nearly 3.1 billion fewer truck miles traveled each year, 255 million fewer gallons of fuel burned and 2.9 million fewer tons of carbon dioxide emissions. They claim longer trucks would reduce the number of accidents, lower shipping costs and help the industry deal with what has become a severe shortage of truck drivers.
FedEx, in particular, has been out front on the issue, citing its experience with twin 33s in Florida. In lobbying materials distributed to Congress, the Memphis-based company says it has operated twin 33s on Florida’s Turnpike since 2010 without a single accident.