June 10, 2026 - TRA Newswire -

It's an annual ritual for the trucking lobby to ask legislators at the federal and state level to allow larger, heavier trucks on our roadways. It's happening now in Washington with the Surface Transportation Reauthorization bill, rebranded as the BUILD America 250 Act.

It also happens regularly at the state level. In the 2025 session, a bill almost passed that would have increased truck weights from 80,000 pounds gross weight to 90,000 pounds on certain Texas highways. The highly debated topic pushing for limits up to 100,000 pounds gets stiff opposition from groups on safety concerns, law enforcement, damage to highways and bridges and from railroads citing competitive issues.

The House Transportation and Infrastructure Committee’s five-year surface transportation reauthorization proposal includes a heavier truck pilot program that has raised eyebrows at the Texas Short Line and Regional Railroad Association. In a statement the TSLRRA "remains concerned about competitive impacts to short-haul rail and added wear on rural infrastructure."

Chuck Baker, President of the American Short Line and Regional Railroad Association said “we were disappointed to see an amendment accepted to increase truck weights to 91,000 pounds in some states through a 10-year pilot program. Heavier trucks would shift freight from the safer and more sustainable rail network onto the more dangerous and already overburdened and heavily subsidized highway network,” he said.

The legislation is not final. It still requires action by the full House, the Senate, and the president.

Other reauthorization issues the Texas short line group is watching includes:

• CRISI funding remains a priority. The committee bill continues to authorize $1.8 billion per year for the Consolidated Rail Infrastructure and Safety Improvements program, subject to annual appropriations. This level of authorization supports the types of projects Texas short lines pursue most: bridge rehabilitation, 286,000-pound capability upgrades, safety improvements, and state of good repair work.
• New rural freight opportunity. The bill establishes a Surface Transportation Accelerator Grant program and includes a rural component. Rail eligibility under this rural piece opens another path for projects tied to grade separations, truck diversion, and industrial access.
• State flexibility preserved. The proposal maintains flexibility within the National Highway Freight Formula Program, supporting the ability to invest in non-highway strategies that improve freight movement.
• Additional positives. The bill includes rail provisions tied to RRIF modernization, a railroad emergency relief and disaster mitigation concept, and continued support for the Short Line Safety Institute.

There are some areas of concern in the federal bill as well:

• Heavier truck pilot program. The committee adopted language that creates a voluntary pilot program allowing up to 91,000-pound trucks on federal interstates, with a sixth axle requirement. TSLRRA remains concerned about competitive impacts to short-haul rail and added wear on rural infrastructure.
• Safety and inspection amendments. Several adopted provisions focus on Class I railroads. TSLRRA will review final language for downstream compliance and cost impacts that may affect short lines over time.