The nation’s infrastructure has been a topic of concern for decades, with past and current presidential administrations recognizing the importance of investing in infrastructure. In January 2025, U.S. Transportation Secretary Pete Buttigieg announced nearly $5 billion in grants for 560+ projects in all 50 states. The focus appears to be having an impact.
In March, the American Society of Civil Engineers (ASCE) released the 2025 Report Card for America’s Infrastructure. The 2025 grades range from a B in ports to a D in stormwater and transit. However, for the first time since 1998, no Report Card categories were rated D-. Among the 18 categories assessed, eight saw grade increases.
How are heavy equipment and the products needed to complete infrastructure projects transported? In most instances, specialized carriers operate Oversize (OS) and Overweight Vehicles (OV) that are required to support these projects.
“Civil infrastructure is one of the core industries served by specialized carriers,” said Chris Smith, Vice President of Transportation for the Specialized Carriers & Rigging Association (SC&RA).
“These trucks are vital to infrastructure improvement projects because they enable the efficient and cost-effective transportation of large, indivisible equipment and materials like construction machinery, prefabricated bridge components, and specialized equipment,” Smith explained.
However, like the entire trucking industry, OS & OV carriers are subject to numerous regulations at both the federal and state levels. Staying current with the widely varying rules of each state is one of the factors that impacts the efficiency of OS & OV trucks.
Frost Laws Freeze Trucking Efficiency in Some States for Months
One example of a unique regulation impacting OS & OV trucking is Frost laws, also known as seasonal weight restrictions. These are implemented during the spring thaw in many northern states, restricting the weight limits and sometimes speed limits on roads to prevent damage caused by thawing ground. These laws are typically implemented in March and April and can last until July, depending on the state.
The unintended consequences of the frost laws on the transportation of goods are delayed shipments, required re-routing changes, and increased costs to carriers and, ultimately, consumers.
While Frost laws only impact certain states for a specified period, some trucking issues have a more long-term impact on carriers. One example is the truck size and weight limits, which have been debated for years, with many groups like the Coalition Against Bigger Trucks (CABT) arguing that heavier trucks damage infrastructure. However, according to Emily DeLuca, Director of Advocacy for CABT, the organization has not taken a position on “super-size” loads.
“We understand that there are times when this occurs, and usually these are permitted and must follow designated routes approved by a state DOT and local governments,” said Ms. DeLuca. “CABT covers ‘traditional’ semi-trailer configurations and proposed exemptions to the federal 80K lb. weight limit; and length increases to double 28’ trailers.”
Discussions Heat up as Alabama Proposes Legislation Increasing Truck Size and Weight
Proposed state legislation in Alabama does not appear to differentiate between the two types of heavy vehicles and is generating a great deal of debate. Alabama State Senate Bill 110 proposes increasing the maximum weight per axle, significantly raising the tandem axle limit while maintaining the overall gross weight limit. Opponents to the plan view it as benefiting one industry, logging, while resulting in significant damage to Alabama’s infrastructure and posing a significant risk to public safety.
SC&RA Lobbies for Conformity of State Laws Regarding the Use of Trunnion Trailers
The SC&RA is concerned about a lack of conformity in state laws that make the use of trunnion trailers difficult for regional transportation. These trailers are designed to safely distribute the weight of a load on a much shorter trailer, nearly 25’, through the utilization of additional but smaller tires and axles.
The challenge, according to SC&RA’s Smith, is that state regulations permitting the use of trunnion trailers have not kept up with their increased use by the industry. “While many states, principally west of the Mississippi River, now permit use of a 9-axle trunnion configuration, the same as a 13-axle tridem configuration, several do not, creating a regulatory donut hole for carriers wishing to utilize 9-axle trunnions for regional interstate commerce.”
Despite scientific research, the primary objection to trunnions stems from the state bridge engineers, who have concerns that the much shorter trailers do not sufficiently distribute the weight in an acceptable way to the safety and condition needs of the structure, regardless of the other potential safety benefits.
“The three states most widely recognized by the industry as barriers to trunnion policy uniformity are Oklahoma, Colorado, and Utah, each of which limits the maximum axle weights on trunnions, regulating them instead of tandem axles, rather than recognition of trunnions as more equivalent to tridems other states use,” said Smith. “Additionally, the state of North Dakota has commissioned an ongoing study on trunnion impacts that, in the long run, should provide reassurance to engineers’ concerns with length, but in the short term, enable states to delay reform until the study is complete.”
The ability to enact reform regarding trunnion policy in Colorado, Utah, and Oklahoma varies widely, he said. “Oklahoma is constrained by specific axle limits existing in law that would require legislative action to make a change,” Smith explained. “Utah and Colorado could amend administrative rules, but opposition exists in both states for various reasons.”
The SC&RA continues to work to effect change in these three states, using scientific data and grassroots advocacy. The organization partners with state trucking associations, all part of the national lobbying group, the American Trucking Associations.
“We also use our relationship with the Western Association of State Highway and Transportation Officials, WASHTO,” he said.
WASHTO is a regional association of transportation professionals and policymakers from Western States. They focus on identifying transportation issues, developing solutions, promoting uniformity, and recommending policies to improve highway infrastructure and the efficient movement of goods.
Big Trucks Are Not a Detriment to Improved Infrastructure, But Are Vital to Completing Projects
For many, increased spending on infrastructure is long overdue and a necessity to support both business and personal travel throughout the U.S. To make these plans a reality, OS & OV trucks are crucial, requiring carriers to navigate a complex regulatory landscape and public opinion, which in some cases views bigger trucks as a detriment, not an enabler of improved infrastructure.
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