In addition, Jackie has served as Chair of the WASHTO Subcommittee on Highway Transport for several years and now serves as Chair of the CVSA Size and Weight Committee. Her insights offer practical guidance for carriers, state officials, and enforcement agencies.

Let’s dive into the conversation.

Q: What is the mission of the CVSA Size and Weight Committee, and how does it help regulators and the heavy haul industry?

“CVSA stands for Commercial Vehicle Safety Alliance, I am sharing our Purpose and Goals right from the CVSA page.”

Purpose: Establish uniformity of size and weight regulations that will serve the needs of industry while protecting our infrastructures.

Goals:
• Facilitate communication and activities on size and weight issues among international, federal, and state agencies and the motor carrier industry.
• Promote uniformity in permitting and enforcing the regulations concerning non-divisible loads.
• Establish uniformity in the enforcement of size and weight regulations.
• Effectively communicate the safety concerns of persons operating vehicles that violate size and weight regulations.
• Assist the enforcement community by developing a uniform standard for measuring and weighing commercial motor vehicles.
• Raise awareness of the unique safety aspects of size and weight issues.

Q: As the new chair of the CVSA Size and Weight Committee, what priorities do you want to focus on?

“Lessen the amount of bridge hits would be a preferred one for me. That has been a passion of mine. I had volunteered for the NCHRP (National Cooperative Highway Research Program) study that was recently completed.

However, as the chair of the Size and Weight Committee, I know the work we do can depend on what issue requests are sent forward to the committee.

The committee is made up of a Chair, Vice Chair, Secretary, CVSA Staff Liaison, and up to 19 voting members to include associate (industry) members. The voting members are the ones that make the decision for the Size and Weight group. The chair then takes the decision to the board to vote on for final approval.”

Q: As non-divisible load policies evolve, do you expect more acceptance of stacked jeeps, boosters, and other specialized configurations across the U.S. and Canada?

“Currently, in the U.S., it is based on how states read Title 23. A federal freeze was put into place in 1991 called the ISTEA (Intermodal Surface Transportation Efficiency Act) freeze. A state was frozen to what they were currently doing when the freeze went into effect. North Dakota, for example, allows divisible loads to go up to 105,500 on the interstate with a permit if they bridge the weights. Our state also allows jeeps and boosters stacked in our state to permit as a non-divisible load, reading Title 23 658.5—it compromises the intended purpose.”

Q: Could the federal definition of non-divisible loads change in the future?

“That would need to be changed by FHWA (Federal Highway Administration). In the past, FHWA said they may open that part of Title 23 for comment.

However, we sent a survey through the CVSA Size and Weight Committee to all states in 2022. I presented the results in the fall of 2022. It showed the states varied on answers. The survey showed a picture with an explanation—for example, we had a farm tractor with duals on the back of the trailer, then asked the question: Is this divisible or non-divisible in your state?

I know since then some states, including North Dakota, have relooked at the way we have been enforcing loads and changed items to match their bordering states. I am hoping it continues to make advancements.”

Q: What advice would you give carriers who want to advocate for regulatory changes in their state?

“My main recommendation is to work collaboratively with state officials rather than taking an adversarial approach. Consider asking if there is an opportunity to discuss these issues with the state and to seek their input. For example, ask whether a particular requirement is a law, a rule, or a policy, and whether the state would be open to considering changes that could better support the motor carrier industry. Some laws were put into place several years ago, and maybe it can be relooked at. Laws tend to be the hardest to change, with state policy being the easier method if you can get everyone on board.

When proposing changes, focus on issues we are already hearing about at the federal level, such as driver shortages, emissions, congestion, and truck parking. Allowing a farm tractor to be transported with the duals detached but carried on the trailer could address all of these concerns. It would help alleviate driver shortages, reduce emissions and congestion, and improve truck parking efficiency by keeping the load to a single truck/tractor combination. The gross weight would remain the same, and axle weights may actually be better balanced than if the duals were attached to the tractor, which would also make the load wider—possibly taking up an additional parking spot.”

Q: How close are we to harmonizing size and weight rules across states and provinces, and what needs to happen next?

“What we need to do is work together. I am a firm believer that, first and foremost, the permit office and enforcement office for each state need to work together. Let’s make sure we are on the same page, giving the same size and weight answers. Get the contacts from your surrounding states to bounce ideas and issues off of one another. Find out what and where you don’t match up with harmonization, and see what you can do to move it forward.

AASHTO (American Association of State Highway and Transportation Officials) started different phases of harmonization many years ago. Phase I & II are still not completed by some states over 10 years later. I think we need to go back to Phase I & II and work with the states that didn’t harmonize in the U.S., and see if we can get them on board. I did read on the SC&RA (Specialized Carriers & Rigging Association) newsletter that Chris Smith had been attending a meeting up in Canada, and they were talking harmonization.”

Q: What role does the committee play in promoting new technologies like automated routing, and how do these systems benefit enforcement and carriers?

“We have looked at some different pieces of technology. Most recently was the HyPoint Solutions system. A truck can drive past it, and all the dimensions and axle spacings can be sent directly to the officer. This is a massive time saver for a company coming through to verify their permit dimensions, as well as for the officer that doesn’t have to manually measure it. It speeds up the inspection—a positive for both industry and enforcement.

I feel the online permit systems with the automated routing help to protect our infrastructure as well. The system will not allow industry to take out a bridge. This also takes stress off the permit staff. We have been using an automated routing and permitting system for many years in our state. We spend more time with industry teaching them how to use the system and explaining our laws, rules, and policies now.”

Q: How can carriers, associations, and state agencies work with CVSA to influence practical improvements?

“The best thing they can do is get involved. CVSA has an issue request form that can be filled out. Sometimes we don’t know there is an issue until it is brought to our attention. Be available to answer questions. We do put ad hoc committees together to discuss items between meetings as well, if there is not enough time at the meeting. Volunteer to be part of the group.”

Q: Are there any emerging safety concerns related to OD/OW transport that the committee is monitoring?

“We are currently working with the Specialized Carrier & Rigging Association on guidance on cranes.”

• Collaboration is essential for progress.
• Technology adoption improves efficiency and safety.
• Harmonization remains a challenge but is achievable with renewed focus.
• Policy changes will continue to evolve at both state and federal levels.
• Safety and efficiency must go hand in hand.

As Jackie emphasized, progress depends on involvement. Carriers, associations, and enforcement agencies should submit issues to CVSA, volunteer for committees, and explore technology solutions. Together, we can advance harmonization and protect infrastructure while supporting industry needs.

Additional Resources

National Cooperative Highway Research Program

AASHTO Committee on Transportation System Operations Permit Harmonization Project

CVSA Issue/Request for Action

CVSA Search for Open Issues