WASHINGTON, D.C. — The U.S. House Transportation and Infrastructure Committee passed the American Energy and Infrastructure Act (H.R. 7) early Friday morning, though not before approving an amendment that strips provisions to allow states to increase truck weight and size limits – provisions supported by many agricultural interests.

Mike Steenhoek, executive director of the Soy Transportation Coalition (STC), called the amendment “disappointing” to soybean producers anticipating greater profits for their commodities through the increased truck size and weight provision.

“The decision to instead commission a (U.S. Department of Transportation) study to examine an issue is unnecessary. A number of entities, including the (STC), have thoroughly analyzed the issue and discovered that a responsible increase in semi weight limits – by having a sixth axle – does not impose greater danger to motorists or additional wear and tear on the roads,” Steenhoek said. “It is one of the most efficient methods available of expanding the capacity of our transportation system.”

The STC study stated that increasing semi weight limits to 97,000 pounds with a sixth axle would increase efficiency, reduce congestion, lower emissions and reduce costs.

“A 97,000-pound semi would accommodate 183 additional bushels of soybeans per truckload,” noted Steenhoek. “Soybean farmers could expect $1.2 million fuel savings when diesel is $4 per gallon. The reduced number of deliveries could result in farmers gaining an entire day of productivity if semi weight limits are increased.”

If the provision had been included in the act, states could have allowed double- and triple-trailer trucks to travel over longer distances and trucks weighing up to 126,000 pounds to access interstates for up to 25 miles per trip.

Steve Wellman, president of the American Soybean Assoc. (ASA), was also upset by the amendment scrubbing the enhanced truck weight limit provision. “ASA is disappointed with efforts during the markup to block provisions to allow increased truck limit weights,” Wellman said in a prepared statement.

However, “ASA applauds (Committee) Chairman (John, R-Fla.) Mica’s proposal, which includes multiple soybean farmer priorities, including the renewal of an agricultural harvest time exemption from the hours-of-service rules that limit the number of hours truck drivers may operate,” said Wellman.

“ASA is also particularly encouraged that the proposed bill includes stated support for the Realize America’s Maritime Promise (RAMP) Act, which will ensure sufficient funding for dredging of inland waterways and port maintenance activities. Our industry and agriculture as a whole needs reliable and modern roads and highways, rail infrastructure, inland waterways and ports to ensure that American farmers can move their products to market as quickly and efficiently as possible. The steps taken by Chairman Mica and the Transportation and Infrastructure Committee are productive ones toward this ultimate goal.”

Steenhoek agreed the RAMP Act and hours-of-service exemption which survived the amendment process are key elements of the bill, for agriculture.

“Given how so much of the overall profitability of agriculture is the result of short, intense time periods in the spring and fall, it is important that farmers are not constrained in their ability to secure and apply their inputs and make deliveries of their ultimate production due to hours-of-service limitations,” he said.

“We are also encouraged the bill may include the (RAMP) Act. The bill ensures funds brought into the Harbor Maintenance Trust Fund are used as originally intended – the dredging and maintenance of the nation’s ports and waterways. About half is (currently) spent on such projects; the balance is spent on other discretionary projects that are unrelated to harbor maintenance.”

Mica said the legislation will help put Americans back to work rebuilding the nation’s roads and bridges. “The American Energy and Infrastructure Jobs Act is the largest transportation reform bill since the creation of the Interstate Highway System in 1956,” according to Mica.

“This is a five-year bill that reforms our federal transportation programs, cuts the red tape and bureaucracy that delays projects across the country, gives states more flexibility to determine their most critical infrastructure needs, provides states with the long-term stability to undertake major improvements and encourages private sector participation in helping to finance transportation projects.”

The full House is scheduled to address transportation reauthorization the week of Feb. 13, while the Senate version of the bill, Moving Ahead for Progress in the 21st Century, must be reconciled with a funding bill from its Finance Committee and a transit bill from the Banking Committee before facing a full Senate vote.