eon atternat 22 Chapter IT solutiontothis dilemma it either increase rates o allow greater loads and cargo space. The latter eourse appears mos attractive from all standpoints, Because ofthe relatively higher investment required forthe longer combinations, ‘commonly referred toasdouble 40s and triple? a greater degree oftmaintenance and attention to operation prevails. This has contributed toa fine safety record ‘which surpasses the excellent record established by the shorter combinations. ‘Tests have proven that the longer combinations have achieved comparable stopping distances with less sverving or jackkifingthan the tractor-semi combi- nation. Many ofthese combinations are now operating successfully over our tll roads in various parts of the U.S. Pending legislation looks favorable for the introduction of the longer combinations tothe Interstate Highway System and eventually by many ofthe state highways In Chapter Il, Road Performance, and ChapterX, Brakes and Retardets, certain {qualifications and recommendations are made forthe successful operation of the longer combinations. The Economics of Vehicle Combinations A study by the Highway Research Board shows decreasing costs per payload ton- ime as combination gross increases, Calculations are based on average operating costs and average payload weights throughcut the U.S, taking into account increases in tare weights as gross weight is increased The total cubic volume of lighterdensity cargo has risen substantially during the past decade, Because ofits volume, this eargo may not permit maximum gross ‘weight loadings because of “cubing out,” i. utilizing fll cargo space, without achieving the maximum allowable gross combination weight (GCW). The “eubing out” at approximate GCW is necestary for economical and efficient operation. The proportionately higher volume attainable with the longer combinations adequately provides forthe lighter density cargos and enhances their use ‘Asshown in Figure?-3 the longer combinations will“cube out” atnear GCW with Tow-densitycargoveraging 13.5 Ib. Thiseompares favorably withthe average LCL freight density of 12 Ib or the overall commodity average of epproximately Ig bi