Senators Push Fix for Dry Bulk Trucking Penalties
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Federal lawmakers that would give dry bulk haulers a 10% axle weight variance, aiming to ease penalties tied to load shifting during transport.
The , led by Sen. Pete Ricketts (R-Neb.) and Sen. Adam Schiff (D-Calif.), would raise the allowable weight on tandem axles from 34,000 to 37,400 pounds for trucks hauling dry bulk goods. The proposal leaves the 80,000-pound federal gross vehicle weight limit unchanged.
Supporters say the bill addresses a long-standing challenge in dry bulk transport, where braking forces routinely shift cargo forward in the trailer, unintentionally overloading front axles despite legal overall weight.
“ATA applauds Senators Ricketts and Schiff for this bipartisan, common-sense solution that will prevent motor carriers from being unfairly penalized for weight variances, promote the efficient movement of freight and support hardworking Americans in the trucking industry,” said Henry Hanscom, senior vice president of legislative affairs for American Trucking Associations.
ATA and other industry backers emphasized that the proposal does not increase payloads but allows for a more realistic approach to axle weight distribution during transit. The provision would apply specifically to dry bulk commodities such as grain, fertilizer, aggregates, flour and plastic pellets — products prone to shifting in motion due to their granular structure.
The issue is particularly acute for tandem-axle trailers, which dominate dry bulk hauling and face enforcement actions even when trucks are loaded correctly at departure.
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“This is common-sense policymaking,” Ricketts said. “American truckers want to carry the same-sized load in loose dry bulk that they can for any other freight. This bill is a win for every step along the supply chain.”
Companion legislation was introduced in the House by Reps. Rick Crawford (R-Ark.) and Salud Carbajal (D-Calif.), and the bill has drawn support from agriculture and retail trade groups as well as tank truck and export-focused coalitions.
Ryan Streblow, president and CEO of National Tank Truck Carriers, said the measure would reduce highway congestion by enabling more carriers to operate at full gross vehicle weight. Peter Friedmann, executive director of the Agriculture Transportation Coalition, framed the change as a competitive necessity for U.S. exporters relying on efficient domestic trucking.
“By enhancing weight distribution for dry bulk trailers, we can increase payload efficiency, reduce highway congestion and boost safety, all without additional infrastructure wear,” Streblow said.
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Richard Gupton of the Agricultural Retailers Association said the adjustment would help prevent costly delays in the delivery of fertilizer and other critical inputs, particularly during peak planting seasons.
Federal axle weight limits were established to protect highway infrastructure and promote safe braking, but industry groups argue those standards don’t account for how certain materials behave during transit. State enforcement practices often penalize carriers for axle overages even when total truck weight is within federal limits.
The VARIANCE Act offers a narrowly targeted change that could reduce these violations without triggering broader debate over the 80,000-pound cap — a politically sensitive threshold that has remained unchanged since the early 1980s.
The bill arrives as lawmakers consider broader transportation policy, and industry groups are urging its inclusion in the next surface transportation reauthorization package.
