The final word goes to the people of Saskatchewan who pay for the roads and who share them with big trucks.  According to a September 2000, Angus Reid Survey, 82 per cent  of Manitoba/Saskatchewan residents are opposed to allowing double 53 foot trailer trucks.

In July, 1998, the Saskatchewan government proposed to allow Turnpike Double Trucks (with double 53 foot trailers) on two lane roads that were never designed to handle this type of truck.  The highways that could have been negatively affected are two lane segments of #'s 1,7,11,12,16,39,40, 2,3,4,5,6,9,10.

Canadians for Responsible and Safe Highways (CRASH) is a non-profit safety group that focuses on the safety of big trucks using public roads.  Our organization is very pleased that the Saskatchewan Government responded to safety concerns and has postponed implementation of these longer trucks on two lane roads, pending further review and discussions with organizations including CRASH.

The provincial government is doing the right thing by reviewing this decision.  Following are some of the safety concerns about the proposal for longer trucks:

$     These trucks do not meet Canada's national safety performance standards

$     Since 1991, the U.S. Congress has banned any further deployment in the use of longer trucks due to safety concerns

$     Canadian  Automobile Association national policy states: "Repeated efforts by the trucking industry to increase the size and weight limits of trucks are opposed. No increase in maximum truck size or weight should be allowed."

$     The Quebec Automobile Insurance Agency has noted that longer trucks are "more difficult to drive," with a risk of going into a skid and losing control. 

$     These so-called Turnpike Double trucks were meant for limited access toll road turnpikes, not two lane roads with level intersections G  It takes longer to pass a double trailer truck, and  the U.S. D.O.T. notes that passing zones marked on highways assume you are passing a car, not a         long truck.

$     Longer trucks create longer periods of splash, spray or white-out when you meet or pass them

$     Longer trucks are at increased risk of collision at road/rail crossings

Proponents of longer trucks say they will use only the best drivers and operate only at night, but they sometimes make promises they don't keep.  Fifteen years ago they said longer trucks would operate only on divided highways, but now they want them on two lane roads not designed for them. Proponents say that longer trucks have lower crash rates, but they compare longer trucks on rural highways with regular trucks that also drive in congested fender-bender city traffic.

Proponents say longer trucks are needed because grain elevators and branch lines are closing.  This is an excuse, not a reason.  Turnpike Doubles (double 53 foot trailers and 130 feet long overall including the tractor) would not be used to haul grain because other types of trucks are more efficient and less costly for heavy bulk products.  The common "Super B" Truck (double 30 foot trailers) is more efficient for grain because it hits the maximum allowable weight limit within the normal 82 foot overall length limit.  And proponents want to operate Turnpike Double trucks right beside main rail tracks that are not closing.

So why is the trucking industry proposing to operate longer trucks?  It's quite simple. Some of the larger trucking companies believe they can save money by having one driver operate two trucks. 

Yet the previous experience with longer trucks in Saskatchewan indicates they have been and will be bad for the economy and jobs overall:

$     Allowing longer trucks would increase pressure from the trucking industry to spend money on roads to accommodate them

$     Incompatible with economic growth under NAFTA trade  (Longer trucks are not allowed to and from the growing Southern U.S. trade zones) 

$     Creates trade and economic barriers with Eastern Canada (Ontario has banned longer trucks after finding they fail simple safety tests on the highway)

$     Allowing longer trucks to operate between Saskatoon and Regina on the divided highway has already led to the demise of many warehousing jobs in Regina (e.g. Codville, Federated and Western Grocers)

$     If Turnpike Doubles are allowed to operate on two lane roads in Saskatchewan, this will eventually lead to an extensive prairie network.  Then the remaining warehousing jobs in Saskatchewan would be lost to Calgary and Winnipeg

$     Turnpike Double trucks on two lane roads are only a competitive advantage until Manitoba and Alberta allow them, and experience shows they will follow

The final word goes to the people of Saskatchewan who pay for the roads and who share them with big trucks.  According to a September, 2000, Angus Reid Survey, 82 per cent of Manitoba/Saskatchewan residents are opposed to allowing double 53 foot trailer trucks.

The Saskatchewan Government is doing the right thing to consult with invited organizations on trucking policies. But it also needs to consider the near unanimous opposition to longer trucks by the people who vote and pay for the roads. 

If you have any questions or concerns about longer trucks or trucking safety contact Bob Evans at CRASH 1 800 530 9945 or visit www.web.ca/~crash

Who is going to pay for the increasing cost to maintain and rebuild our highway system?

Canadians need an effective multi modal national/provincial/territorial transportation policy.