The largest increase in trucking productivity and efficiency over the last 35 years is within our grasp … double 53-foot trailer longer combination vehicles on designated federal interstates and primary highways.

You laugh, “Oh no, impossible. Never happen in my lifetime.”

That was my response each time in the last three decades when the subject was raised about thawing the freeze on LCVs imposed by the federal Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991.

In fact, in 2019 I wrote a guest post in this same blog: Why Americans Won't See LCV Expansion Anytime Soon [Opinion]. At that time I wrote, "Sorry, but the simple truth is that there won’t be any nationwide thaw in the 1991 Intermodal Surface Transportation Efficiency Act's freeze on LCVs anytime soon; not in my lifetime anyway, nor probably in my children’s lifetime. I would put money on it.”

Many have tried and failed to crack the freeze in the intervening years, and you can read about some of them in that 2019 blog post.

The Safety of LCVs Has Never Really Been an Effective Argument

But now, it’s different. The national political discourse has changed dramatically. The modal rivalry between trucks and rail has eased. Highway congestion has become nearly intolerable in many areas. The commercial driver shortage has worsened. Capital equipment costs have skyrocketed. Truck and trailer technology has exploded, making LCV configurations safer than ever.

The safety of LCVs, while a keen public perception concern, has never really been an effective argument against the big rigs. 

With railroad funding and support back in the 90s, Ralph Nader and Joan Claybrook instilled public fear that LCVs were vehicles of death and disaster, but nothing could be further from the truth, then or especially now.

Editor's Note: The descendent of those groups, the Truck Safety Coalition, is still lobbying against larger trucks. In addition, the Coalition Against Bigger Trucks recently sent a letter to Congress to "strongly oppose proposals in Congress that would allow any increase in truck weight or length." Other groups opposed to efforts to increase the maximum truck size and weight include the Owner-Operator Independent Drivers Association, International Brotherhood of Teamsters, and Advocates for Auto and Highway Safety.

Crash data over the last several decades has consistently shown that LCVs are involved in far fewer accidents per million miles. In the Canadian province of Ontario, double 53-foot LCV operation was initiated in 2009 and has since expanded successfully to include most provinces east of the Rockies.

Perhaps due in part to special LCV driver certifications and operational restrictions, Canadian incident reports for 53-foot doubles are reported to be less than single tractor-trailer combinations. 

Everywhere in the U.S. where intrastate LCV configurations are currently allowed, including turnpike 48s and even some 53s, safety data is strongly positive. Passing or being passed by a 125-foot-long rig at 65 mph may seem intimidating at first, but drivers on LCV highways have acclimated, and complaints are rare to nil. 

In short, millions of ton miles have been successfully and safely logged wherever LCVs have been allowed since the 1991 freeze was enacted.

What Does Trucking Think of LCVs?

However, not all motor carriers agree on expanding LCV operations. 

Some truckload carriers believe that set up and break down of doubles will cause delays to critical shipper just-in-time delivery schedules. That may be so in some cases, but in high-density freight corridors, for example, double 53-foot LCVs may actually ease overall traffic congestion, resulting in fewer delivery schedule failures.

In any case, why limit the opportunity for some carriers to enjoy the enormous benefits that doubles operation can potentially produce?

Other LCV detractors complain that twin 53s will require excessive amounts of capital to retool their fleets with new, pintle hook trailers. 

In fact, most vans and reefers on the road today can be cost-effectively and safely retrofitted with pintle hooks for doubles operation. It is done all the time with 48-foot doubles used on the Ohio, New York, and Massachusetts turnpikes. Retrofit installation is done locally in compliance with and certified by the state DOTs.

If the LCV freeze ends, carriers could make the choice between buying new or retrofitting existing fleet trailers as they prefer. Add the needed 2-axle dollies, and fleets can enjoy the operating benefits of doubles without delay.

LCVs Need Appropriate Licensing and Other Parameters

Common sense suggests that LCV multi-trailer operations require special driving skills and appropriate advanced licensing and certification.

In addition, limits on lane or time of day operation and restricted maximum speeds in high traffic areas are logical parameters to consider for new rules allowing doubles operation. 

Even with these types of controls, however, the productive value of twin 53s is compelling.

The truth about LCVs is that they are safer, use less fuel, reduce harmful emissions, ease traffic congestion, cause less harm to our highway infrastructure, and add tremendous productivity to participating carriers’ bottom lines.

What’s not to like in that list?

Why Is This the Right Time to End the LCV Freeze?

Reauthorization of the federal highway surface transportation act is due in 2026, providing a perfect opportunity to reopen the discussion today to incorporate LCVs and 53-foot doubles early in the legislative process.

It is easy to understand that the industry’s primary issues in the reauthorization discussion will include the elimination of the Federal Excise Tax (FET), expanding truck parking infrastructure nationwide, reducing excessive emissions regulations, and combating the rise in cargo thefts.

All excellent priorities, but reexamination and thawing of the LCV freeze needs to be added to the list of industry asks.

Is an LCV thaw really possible in the next 12-18 months? Absolutely, if the industry embraces and promotes the change as a priority. 

Historically truck-resistant railroads have learned over time that they are competitive in lanes of 600+ miles and can be highly successful with intermodal offerings in those lanes. The rest, they can afford to leave to trucks.

I believe the railroads will be willing to bargain on LCVs in exchange for trucking industry support on their transcontinental merger and partnership dreams.

Despite a hostile, partisan environment in Washington, the current Congress and administration offer the best opportunity for change since 1991, making the likelihood of passage inside a transportation reauthorization bill a strong bet.

The bottom line: The time is now for the industry to add double 53-foot LCVs to its list of regulatory priorities in 2026. The benefits of success will be a historic win for all parties.