Weighing Trade-Offs: Economic and Environmental Impacts of Increasing Log Truck Weight Limits in Texas

Abstract

Texas has abundant forest resources, and the forest sector contributes tremendously to the state economy. However, Texas has the lowest log truck weight limits among the neighboring states, which puts the state at a competitive disadvantage in the forest industry. This study examined the economic and environmental impacts of increasing log truck weight limits from 84,000 to 92,000 pounds across these supply chain sectors: forestry, logging, sawmills, and truck transportation. Economic estimation was conducted using IMPLAN with 2023 data, while the environmental impacts were assessed through a survey. Two scenarios, representing 12 and 13 percent efficiency improvements from the increased log truck weight limits, were analyzed using standard truck tare weights. The 12 percent efficiency improvement generated a total of 864 jobs, USD 56.31 million in labor income, USD 90.90 million in value added, and USD 189.91 million in industry output. While the 13 percent efficiency improvement generated a total of 936 jobs, USD 61.01 million in labor income, USD 98.52 million in value added, and USD 205.73 million in industry output. Additionally, the 12 percent and 13 percent efficiency improvements reduced annual fuel consumption by 4.69 million and 5.53 million liters and lowered carbon dioxide emissions by 12.61 thousand and 14.89 thousand tonnes, respectively. These results offer valuable insights for policymakers aiming to improve efficiency and profitability in the timber industry.

1. Introduction

Texas has more than 23 million hectares (57 million acres) of forestland. Among them, 5 million hectares (13 million acres) are considered as timberland, with the capacity of producing at least 1.40 cubic meters of timber per hectare (20 cubic feet of timber per acre) annually. The majority of this timberland, around 89 percent, is located in East Texas, adjacent to Oklahoma, Arkansas, and Louisiana. Ninety-three percent of Texas’s forestland is privately owned, including land held by corporations, trusts, individuals, and tribes [1]. According to the latest data [2], Texas forests store 3.26 billion tonnes of carbon. Of this, the majority portion, 74 percent, is stored in the soil, while the remaining 26 percent is stored in forest biomass. Texas’s forest sector plays a pivotal role in supporting local and regional economies, standing as the largest among the 13 southern states in terms of total employment, labor income, and gross domestic product [3]. In 2025, wood-based industries maintained their position as one of the top ten manufacturing sectors in the state. The value of harvested timber ranked ninth among Texas’s top agricultural commodities. The forest sector in Texas directly contributed USD 28.92 billion to industry output, USD 8.94 billion to value added, and USD 5.48 billion to labor income and employed more than 72,000 individuals. The logging sector directly contributed USD 314.97 million to industry output, USD 297.04 million to value added, and USD 202.21 million to labor income and employed over 4000 individuals [4].

Truck weight limit laws in the United States (US) are regulated by the US Department of Transportation (DOT), which use pounds as the standard unit of measurement nationwide. To maintain consistency with the federal standards, this paper presents all the truck weight limits in pounds. In Texas, truck weight regulations are enforced by the Texas Department of Public Safety (DPS). The maximum allowable weight limit for trucks is 80,000 pounds, with certain exceptions. One such exception is for vehicles transporting timber-related products, such as unrefined timber, wood chips, and woody biomass. The Texas DPS issues an annual timber permit that authorizes log trucks to carry up to 84,000 pounds [5]. The log trucking industry is an integral part of the logging sector, transporting logs to processing facilities and contributing significantly to the overall supply chain. Efficient trucking from forestland to mill is essential to ensure landowners receive adequate timber revenue to sustain their investment in timberland and that loggers remain profitable. However, this industry faces several challenges, such as lower log truck weight limits [6], a shortage of skilled and qualified drivers [7], rising fuel and insurance costs [8], and lower wages for drivers [9]. Of these, the low truck weight limit is one of the significant challenges.

Internationally, log trucks have higher weight limits. Australia, Brazil, Canada, and the Scandinavian countries allow for more than 140,000 pounds, while Finland permits over 160,000 pounds [10]. In the US, the log truck weight limits vary significantly by region (Figure 1). The Lake States, northeast, and west regions generally allow for higher weight limits, accommodating approximately 100,000 pounds. Michigan stands out with the highest weight limits in the country, allowing up to 164,000 pounds, while Wisconsin permits up to 98,000 pounds. Maine has allowed log trucks to carry 100,000 pounds for decades [6]. Oregon and Idaho permit 105,500 pounds [11,12]. In contrast, the US South has some of the lowest log truck weight limits, despite being referred to as the “wood basket” of the world. Georgia, Mississippi, Oklahoma, and Louisiana allow truck weight limits ranging from 88,000 to 92,000 pounds. Texas stands out with the lowest log truck weight limit among these southern states, permitting a maximum of only 84,000 pounds for timber products. This discrepancy places Texas at a competitive disadvantage when transporting logs to neighboring states.

A survey conducted in East Texas to collect 2023 timber harvest data found that the majority of forest products were transported to mills within Texas, while the remaining was delivered to these neighboring states: Oklahoma (763.48 thousand green tonnes), Louisiana (598.18 thousand green tonnes), and Arkansas (275.18 thousand green tonnes) [13]. The largest volume was transported to Oklahoma and Louisiana, which allow for higher log truck weight limits than those of Texas, making cross-border transportation more efficient and cost-effective for haulers operating under those rules. Texas timber haulers face higher transportation costs compared to those in neighboring states, which incentivized some mills to relocate to Louisiana, where they benefit from lower transport costs, directly impacting on the competitiveness of the Texas forestry sector [14]. A higher number of trips required due to a lower weight limit results in higher fuel, labor, and equipment costs for logging companies and landowners. In some counties, these costs are so significant that contractors opt out of bidding on timber sales [15,16], further constraining market access for Texas forest products. This disparity has raised concerns among Texas forest industry stakeholders.

Texas’s lower weight limit has several economic, environmental, and operational consequences. It results in higher fuel consumption, increased carbon emissions, and greater wear and tear on vehicles [6] when drivers must take more trips to haul the same load of logs, ultimately raising the hauling costs. These higher costs reduce the revenues of related forest stakeholders, making them less competitive in regional markets. It also reduces productivity, which increases the number of drivers needed [17], exacerbating the ongoing nationwide log truck driver shortage. The lower log truck weight limit, rising costs for fuel, insurance, and maintenance, and mill quotas on load deliveries make it increasingly difficult for loggers to run their own trucks profitably. This could lead to a shift toward relying more on contracted trucks, potentially reducing their control over logistics, impacting efficiency. Ultimately, this limits log transportation capacity and forces logging businesses to reduce production in the long term.

Only a limited number of scientific articles have discussed this issue and suggested potential solutions. Several tools have been developed to help reduce transportation costs. These include a spreadsheet-based truck costing model from New Zealand [18], a log transportation cost model developed in Canada [19], my fuel treatment planner used in the Pacific Northwest [20], and a forest residue transportation costing model designed for the southern US [21]. Grebner et al. [22] suggested reducing the empty or tare weight of log trucks by removing non-essential equipment to increase the payload capacity. Keramati et al. [23] emphasized that road maintenance policies are crucial for mitigating the transportation costs and environmental impacts related to log truck operation. Blinn et al. [24] and Conrad [25] proposed that allowing state-legal and loaded log trucks access to interstate highways could enhance safety; improve the efficiency of log transportation; and reduce pavement damage costs, fuel consumption, and CO₂ emissions. Conrad [6] highlighted that increasing the log truck weight limits could improve the profitability and efficiency of transporting logs. Further, Conrad [26] emphasized that strategies, such as reducing turn times at harvest sites and mills, increasing the percentage of loaded miles, and improving payload consistency, will decrease the hauling costs. Of these proposed solutions, raising the truck weight limits offers a promising approach to this issue, improving efficiency and supporting the sustainability of the timber industry.

There is a general belief that increasing the log truck weight limits leads to higher crash rates, though various studies have indicated otherwise. Conrad [27] mentioned that raising the weight limits has not been associated with a decline in transportation safety. A study conducted in the European Union found that increased truck loads did not inherently lead to more accidents or fatalities; in fact, heavy trucks were associated with fewer traffic accidents compared to light trucks [28]. Research from Maine and New Hampshire highlighted an inverse relationship between payload size and fatal crash risk, indicating that as the payloads increased, the fatal crash risk decreased [29]. The Michigan Department of Transportation found that lowering the weight limits from the current 164,000 pounds to 80,000 pounds would result in an additional 10,000–15,000 trucks on the road, leading to increased traffic and crash risks [30]. Interestingly, states with the highest truck weight limits tend to have the lowest log truck crash rates [24]. The US South, which has the lowest log truck weight limits, experienced 50 percent higher crash rates than those in the northeast region and 150 percent higher than those in the Lake States and west regions [31]. Most crashes involving passenger vehicles and heavy trucks are caused by the passenger vehicle, with log trucks at fault in a minority of cases [32].

There is a lack of research in the existing literature investigating the effects of raising log truck weight limits across the entire supply chain. The objective of this study is to fill this gap by evaluating the economic and environmental impacts of increasing the weight limits from 84,000 pounds (38,102 kg) to 92,000 pounds (41,731 kg). Specifically, this study calculated efficiency resulting from changes in the truck weight limits. The economic assessment of different stakeholders in forestry, logging, sawmill, and truck transportation were also conducted. In addition, this study estimated the potential reductions in fuel consumption and carbon emissions, along with the associated monetary benefits of these reductions.

This study makes several significant contributions to the field of forestry. From an economic perspective, it provides the first data-driven analysis of the economic impact of the truck weight limit in Texas, which is the lowest among the southern states and the nation. Although the challenges posed by Texas’s lower truck weight limit have been discussed for years, there has been no supporting data until now. This research is the first to directly assess the economic effects of increasing the weight limit in Texas. From an environmental perspective, this study further examines the potential impacts of raising the truck weight limit in Texas, specifically addressing concerns related to carbon emissions. Economic growth is often accompanied by environmental costs, and this study offers a more comprehensive view by considering both the dimensions. Furthermore, the results provide valuable insights for policymakers seeking to improve both efficiency and sustainability in the timber industry and offer a practical framework for other states facing similar issues. In a broader context, this study demonstrates how increasing the log truck weight limits can support the sustainable development goals (SDG), especially SDG 9 (industry, innovation, and infrastructure) [33] and SDG 13 (climate action) [34].

2. Materials and Methods

2.1. Methodology

2.1.1. Theoretical Analysis

According to the forestry supply chain, the implicit stumpage price (P_S) equals the delivered price (P_D) minus logging (C_L) and transportation costs (C_T). Figure 2 illustrates the theoretical analysis of both the economic and environmental impacts of increasing the truck weight limit in Texas. From an economic perspective, an increase in truck weight limit will reduce the unit cost per trip, which enables truckers to service longer distances within the same budget. From an environmental perspective, higher weight limits reduce the total number of trips required, leading to less fuel consumption and decreased carbon emissions.

P_S = P_D − (C_L + C_T)

(1)

The left graph in Figure 2 shows the economic analysis of increasing the truck weight limit. The x-axis represents the distance traveled by log trucks, while the y-axis measures stumpage price per unit of distance (above zero) and the impact level (below zero). The downward line C₀ means a more distant relationship between them will decrease the stumpage price under the same conditions. Initially, trucks operate at equilibrium point E₀, traveling up to distance D₀ at a stumpage price of P₀ and serving an area of OI₀D₀. Increasing the truck weight limit shifts the relationship line upward (C₁) and generates a new equilibrium E₁, allowing trucks to travel further distances (D₁) under the same budget, expanding the service area to OI₁D₁. The green shaded area I₀I₁D₁D₀ represents the economic benefits resulting from increasing the truck weight limit by more distance covered per trip.

The right graph in Figure 2 represents the environmental analysis of increasing the truck weight limit. The x-axis represents the number of trips required, while the y-axis measures the stumpage price (above zero) and the impact level (below zero). The downward line C₀ represents the relationship between the number of trips and the stumpage price, indicating that an increase in trips leads to a decrease in stumpage price under otherwise identical conditions. Initially, trucks operate at the equilibrium point E₀, where they make a number of trips (T₀) at a lower stumpage price (P₀). Increasing the truck weight limit shifts this relationship downward (C₁) and generates a new equilibrium E₁, meaning fewer trips (T₁) are needed to transport the same amount of logs. The reduction in the total number of required trips leads to less fuel consumption and decreased carbon emissions. This environmental impact is illustrated by the blue shaded area I₁I₀T₀T₁ in the figure below.

This preliminary economic analysis suggests that increasing the truck weight limit from 84,000 pounds to 92,000 pounds per truck can save transportation costs. For a given logging project, the truck tare weight is m pounds, and the unit transportation cost is USD n/ton. Without any change, the total transportation cost per truck is C₀ = n × [(84,000 − m)/2000]. After increasing the truck weight limit, one truck can load 8000 pounds more per trip, which is 4 tons more per truck. The unit transportation cost now changes to C₁ = n₁ × [(92,000 − m)/2000]. Thus, the efficiency (absolute value) improvement from this change is given as follows:

|E| = |n₁ − n|/n = 8000 (92,000 − m)

(2)

This study assumed that the tare weight of log trucks ranged from 25,000 to 30,000 pounds, aligning with the values reported in the literature [26,35,36]. Two scenarios were examined: Scenario 1: if the tare weight of a truck is 25,000 pounds (11,340 kg), efficiency improves by 12 percent; Scenario 2: if the tare weight of a truck is 30,000 pounds (13,608 kg), efficiency improves by 13 percent.

2.1.2. Economic Estimation

Impact Analysis for Planning (IMPLAN) is an economic simulation tool that utilizes regional datasets and constructs an input–output model, which illustrates the interdependence among various sectors within an economy. The data used by IMPLAN is primarily sourced from the US Bureau of Economic Analysis, the US Department of Agriculture, the US Bureau of Labor Statistics, and the US Census Bureau [37]. It is a widely used tool for conducting economic contribution. This study used IMPLAN Cloud software (version 25.1) along with the latest 2023 IMPLAN data [4] and reported the results in 2025 dollars. It focused on four sectors within the supply chain: forestry (Sector 15), logging (Sector 16), sawmills (Sector 124), and truck transportation (Sector 399).

IMPLAN estimates how the direct effects of the sector’s expenditure contributed to the indirect effects of the supporting sectors as well as induced effects of consumption by households. The direct, indirect, and induced effects are related to changes in employment, labor income, value added, and industrial output resulting from industry activities. In addition, the multiplier effect of the social accounting matrix (SAM) was evaluated by calculating the relationship between the different sectors to reflect industry impacts on the local economy. The SAM multiplier reflects additional jobs, labor income, value added, and output created by an industry for the local economy. This study also reported county, state, and federal tax revenues and identified the sectors mostly impacted by the increase in weight limit.

2.1.3. Environmental Estimation

The potential reductions in fuel consumption and CO₂ emissions, as well as the associated monetary benefits, were used to estimate environmental impacts of an increased log truck weight limit. Fuel consumption per trip was calculated separately for loaded and unloaded trucks by dividing one-way distance by the respective miles per gallon (MPG), and then the values were added to determine the total fuel consumption per trip. Annual fuel consumption was determined by multiplying the total fuel consumed per trip by the annual number of truckloads. To estimate annual CO₂ emissions, annual fuel consumption was multiplied by CO₂ emissions per gallon of fuel consumed. Emissions were calculated based on the total annual number of truckloads. These calculations were performed for both scenarios, considering the conditions before and after the change in truck weight limit.

To determine the annual reduction in fuel consumption, the annual fuel usage of trucks operating at the current limit was subtracted from those operating at the increased limit. Similarly, the annual reduction in CO₂ emissions was calculated by subtracting the emissions from trucks at the current limit with those at the increased limit. The monetary value of CO₂ reduction was calculated by applying the unit value per ton to the total amount of CO₂ reduced. This provided an estimate of the financial benefits resulting from the reduced CO₂ emissions. This procedure was conducted for both the scenarios.

2.2. Data

2.2.1. Survey Data

A survey was conducted in East Texas to collect the 2023 timber harvest data for evaluating the environmental impacts of increasing the log truck weight limit. This region was selected instead of the entire state because it contains 89 percent of Texas’s five million hectares of timberland [1] and is home to over two-thirds of the state’s forestry, logging, and forest products industries [38]. As such, East Texas serves as a strong proxy for the state. Initially, a telephone call was made to sawmill owners to inform them of the survey’s objective and importance and to verify whether they are still in business. Following this, the survey was sent via email, with two follow-up reminders conducted via telephone calls at one-month intervals. The survey collected data from 80 mills (Figure 3) [13]. The results showed that in 2023, the timber harvest totaled 15.67 million cubic meters (553.50 million cubic feet) of pine and 1.07 million cubic meters (37.68 million cubic feet) of hardwood [13]. This survey data was used to estimate the annual total number of truckloads under both the scenarios for environmental analysis (

Table 1. Texas annual number of truckloads under two scenarios [13].

Weight Limits (lbs)	12% Efficiency	13% Efficiency
Current (84,000)	692,489	756,610
Proposed (92,000)	609,799	658,977

Note: 2023 Timber harvest data was obtained from survey conducted in 2024 and converted into total number of truckloads with relevant conversion factors [39,40].

).

2.2.2. Economic Data

This study analyzed four key sectors of the forest supply chain: forestry, logging, sawmills, and truck transportation. The economic output data for these sectors were obtained from IMPLAN, with the exception of log truck transportation, which came from the US DOT. IMPLAN’s truck transportation sector encompasses all types of trucking establishment, which could lead to the overestimation of log truck contribution. According to the US DOT [41], the value of log movement by trucks from Texas was USD 753.23 million in 2023. These output values represent the economic contributions of each sector to Texas’s economy. Based on these values, Texas forest stakeholders could potentially reduce their annual log truck costs by USD 90.39 million and USD 97.92 million with 12 percent and 13 percent efficiency gains, respectively. These savings were then redistributed across the four sectors based on each sector’s share of the total output. For example, the sawmill sector, which represents 64.54 percent of the total output, was allocated USD 58.32 million and USD 63.20 million in the two scenarios (

Table 2. Sectoral allocation of log truck cost savings under two scenarios (USD million).

IMPLAN Code	Description	Total Industry Output	Share of Total Output (Percent)	Cost Savings Allocation (IMPLAN Input)
				12% Efficiency	13% Efficiency
15	Forestry, forest products, and timber tract production	35.01	1.13	1.02	1.11
16	Commercial logging	308.90	9.98	9.02	9.78
124	Sawmills	1996.76	64.54	58.34	63.20
399	Truck transportation	753.23	24.35	22.01	23.84

). The remaining savings were distributed among forestry, logging, and truck transportation according to their respective output shares. These allocated amounts were then used as inputs in IMPLAN to model how the cost reductions would ripple through the state’s economy.

2.2.3. Environmental Data

The data from our survey and the existing literature were used to estimate the environmental impacts resulting from increasing the log truck weight limit. In 2023, the average hauling distance for log trucks in the US South was 79 km (49 miles) [40]. Fuel consumption by loaded vehicles (80,000–100,000 pounds) totaled 37.94 L per 100 km (L/100 km) (6.20 MPG), while unloaded vehicles consumed 34.09 L/100 km (6.90 MPG) [42]. CO₂ emissions were estimated assuming 2.69 kg per liter (22.45 pounds per gallon) of diesel consumed [43]. According to the Interagency Working Group on Social Cost of Greenhouse Gases [44], the US government’s current and most widely referenced social cost of carbon dioxide (SC-CO₂) is USD 51 per tonne (USD 56.20 per ton) (in 2020 dollars) based on a 3 percent discount rate. The SC-CO₂ is an estimate, expressed in dollars, of the economic damages caused by releasing an additional tonne of CO₂ into the atmosphere. The SC-CO₂ converts the effects of carbon emission into economic values, helping policymakers and decision makers evaluate the economic impacts of actions that increase or decrease emissions [45]. The SC-CO₂ value is adjusted to 2025 dollars using the Consumer Price Index Inflation Calculator from the US Bureau of Labor Statistics [46], resulting in USD 62.80 per tonne (USD 69.32 per ton).

3. Results

3.1. Economic Estimation

3.1.1. Scenario 1: 12 Percent Efficiency

The economic contribution of increasing the Texas log truck weight limit is summarized in

Table 3. Economic contribution of increased log truck weight limits under 12% scenario.

Effects	Employment	Labor Income (USD Million)	Value Added (USD Million)	Output (USD Million)
Direct Contribution
Forestry	16	0.77	0.86	1.02
Logging	123	5.79	8.51	9.02
Sawmills	113	8.99	14.21	58.34
Truck Transportation	106	7.54	10.06	22.01
Total	359	23.09	33.64	90.39
Indirect Contribution
Forestry	3	0.12	0.13	0.15
Logging	7	0.24	0.32	0.43
Sawmills	209	14.88	24.55	44.56
Truck Transportation	84	5.58	8.83	15.21
Total	303	20.82	33.84	60.35
Induced Contribution
Forestry	4	0.25	0.47	0.79
Logging	28	1.71	3.24	5.40
Sawmills	110	6.74	12.75	21.28
Truck Transportation	60	3.71	7.01	11.70
Total	202	12.40	23.47	39.16
Total Contribution
Forestry	24	1.13	1.46	1.96
Logging	158	7.75	12.07	14.85
Sawmills	432	30.60	51.52	124.18
Truck Transportation	251	16.83	25.89	48.91
Total	864	56.31	90.94	189.91
SAM Multiplier
Forestry	1.44	1.48	1.70	1.92
Logging	1.28	1.34	1.42	1.65
Sawmills	3.81	3.40	3.62	2.13
Truck Transportation	2.37	2.23	2.57	2.22
Total	2.41	2.44	2.70	2.10

. This analysis revealed that the change resulted in the creation of 359 direct jobs across forestry, logging, sawmills, and truck transportation. These 359 direct jobs supported an additional 303 jobs in related industries, such as support activities for agriculture and forestry. These direct and indirect jobs contributed to 202 induced jobs in sectors like hospitals and truck transportation. In total, the direct, indirect, and induced jobs combined to support 864 jobs across the four sectors.

Furthermore, this analysis found that the increased weight limit directly contributed to USD 90.39 million in industry output, with a payroll of USD 23.09 million. These sectors contributed USD 33.64 million through payroll, other employee compensation, and property taxes. Ancillary industries indirectly contributed USD 60.35 million in industry output with USD 20.82 million in labor income and USD 33.84 million in value added. The induced effects were USD 39.16 million in industry output, USD 12.40 million in labor income, and USD 23.47 million in value added. Overall, including the direct, indirect, and induced effects, these sectors contributed a total of USD 189.91 million in industry output, with a payroll of USD 56.31 million, and USD 90.94 million in value added.

Economic contribution varied across the sub-industries within the supply chain. Among the four key sectors, sawmills and truck transportation were the largest sub-industries in the Texas forest sector. The sawmill sector produced the highest industry output (USD 124.18 million), employment (432 jobs), labor income (USD 30.60 million), and value added (USD 51.52 million), accounting for over 65 percent of the total industry output. The truck transportation sector had the second-largest industry output (USD 48.91 million), employment (251 jobs), labor income (USD 16.83 million), and value added (USD 25.89 million), representing over 26 percent of the total industry output. Among all the sub-industries, the forestry sector had the smallest output, contributing around three percent of the total industry output.

The increase in the log truck weight limit generated a significant economic ripple effect. Each job generated by the weight limit increase resulted in an additional 1.41 jobs and USD 1.44 in payroll in Texas. Furthermore, every dollar of value added by the Texas forest industry generated an additional USD 1.70 in value added. The SAM multiplier for output is 2.10, indicating that each dollar of output from the four sectors contributed an additional USD 1.10 to the state’s economy (Table 3).

Overall, the truck transportation sector showed the highest SAM multipliers for industry output, indicating that the local economies benefited more significantly from this sector compared to others. Each dollar generated in the truck transportation sector added USD 1.22 to the state economy. Conversely, the sawmill sector had the highest SAM multipliers for employment, labor income, and value added, demonstrating that the local economies gained the most in these areas from this sub-industry. For every job generated in the sawmill sector, an additional 2.81 jobs and USD 2.40 in payroll were generated in Texas.

The tax benefits from the log truck weight limit increase are detailed in

Table 4. Tax revenue generated by increased log truck weight limit under 12% scenario (USD million).

Effects	County	State	Federal	Total
Direct	0.08	0.41	4.88	5.37
Indirect	0.19	1.00	4.58	5.77
Induced	0.19	1.00	2.87	4.06
Total	0.46	2.41	12.33	15.20

. This increase could directly contribute USD 0.46 million in county taxes, USD 2.41 million in state taxes, and USD 12.33 million in federal taxes, with the total tax revenue amounting to USD 15.20 million.

Table 5. Top ten industries impacted by increased log truck weight limit under 12% scenario (USD million).

IMPLAN Code	Description	Industry Total Output	Impact Output	Growth (Percent)
16	Commercial logging	308.90	13.39	4.34
124	Sawmills	1996.76	62.66	3.14
15	Forestry, forest products, and timber tract production	35.01	1.05	2.99
130	Cut stock, resawing lumber, and planning	208.95	0.29	0.14
399	Truck transportation	60,961.14	26.46	0.04
19	Support activities for agriculture and forestry	2023.19	0.39	0.02
379	Wholesale—Other durable goods merchant wholesalers	51,096.15	9.33	0.02
202	Abrasive product manufacturing	291.02	0.05	0.02
243	Electroplating, anodizing, and coloring metal	618.35	0.09	0.01
402	Scenic and sightseeing transportation and support activities for transportation	12,749.57	1.67	0.01

lists the top ten industries impacted by the weight limit increase. The sector most impacted by this increase is logging (4.34 percent) followed by sawmills (3.14 percent), forestry (2.99 percent), and truck transportation (0.04 percent). While the impact output from the sawmills exceeds that of logging, the percent growth is lower due to the larger total output of the sawmill sector. In addition to the four main sectors within the supply chain, the other affected sectors include cut stock and resawing lumber; support activities for agriculture and forestry; wholesale; abrasive product manufacturing; electroplating, anodizing, and coloring metal; veneer; and scenic and sightseeing transportation.

3.1.2. Scenario 2: 13 Percent Efficiency

The economic contribution of raising the Texas log truck weight limit is summarized in

Table 6. Economic contribution of increased log truck weight under 13% scenario.

Effects	Employment	Labor Income (USD Million)	Value Added (USD Million)	Output (USD Million)
Direct Contribution
Forestry	18	0.83	0.93	1.11
Logging	133	6.28	9.22	9.78
Sawmill	123	9.74	15.40	63.20
Truck Transportation	115	8.17	10.89	23.84
Total	388	25.02	36.44	97.92
Indirect Contribution
Forestry	3	0.13	0.14	0.17
Logging	7	0.27	0.35	0.46
Sawmill	226	16.11	26.60	48.28
Truck Transportation	91	6.04	9.56	16.47
Total	329	22.55	36.65	65.38
Induced Contribution
Forestry	4	0.27	0.51	0.85
Logging	30	1.85	3.51	5.85
Sawmill	119	7.30	13.81	23.05
Truck Transportation	65	4.01	7.59	12.67
Total	219	13.44	25.42	42.43
Total Contribution
Forestry	26	1.23	1.58	2.13
Logging	171	8.39	13.08	16.09
Sawmill	468	33.15	55.81	134.53
Truck Transportation	271	18.23	28.05	52.99
Total	936	61.01	98.52	205.73
SAM Multiplier
Forestry	1.44	1.48	1.70	1.92
Logging	1.28	1.34	1.42	1.65
Sawmills	3.81	3.40	3.62	2.13
Truck Transportation	2.37	2.23	2.57	2.22
Total	2.41	2.44	2.70	2.10

. The increase in weight limit directly generated 388 jobs across forestry, logging, sawmills, and truck transportation. These 388 direct jobs, in turn, supported 329 indirect jobs in associated industries and 219 induced jobs through household spending. Overall, the direct, indirect, and induced effects created 936 total jobs across the four sectors.

This analysis also found that the increase in weight limit directly contributed USD 25.02 million in labor income, USD 36.44 million in value added, and USD 97.92 million in output. The associated industries indirectly contributed USD 65.38 million in output, with a payroll of USD 22.55 million. These sectors contributed USD 36.65 million through the payroll, other employee compensation, and property taxes. The induced effects represent USD 42.43 million in output, USD 13.44 million in labor income, and USD 25.42 million in value added. In total, these sectors contributed USD 205.73 million in output, with a payroll of USD 61.01 million, and generated USD 98.52 million in value added.

The economic contributions differed across the sub-industries within the supply chain. Sawmill and truck transportation were the largest sub-industries within the four sectors. The sawmill sector generated the highest industry output (USD 134.53 million), employment (468 jobs), labor income (USD 33.15 million), and value added (USD 55.81 million), accounting for over 65 percent of the total industry output. The truck transportation sector followed, with the second-largest industry output (USD 52.99 million), employment (271 jobs), labor income (USD 18.23 million), and value added (USD 28.05 million), representing over 26 percent of the total industry output. However, the forestry sector had the smallest output, contributing around one percent of the total industry output. The SAM multiplier in this scenario yields the same results as the previous one (Table 6).

Along with the economic contribution through employment, labor income, value added, and output, the increase in log truck weight limit also contributed to Texas’s economy through county, state, and federal taxes, encompassing direct, indirect, and induced effects. The contribution in terms of county, state, and federal taxes due to this increase were USD 0.50 million, USD 2.61 million, and USD 13.36 million, respectively, with the total tax revenue amounting to USD 16.47 million (

Table 7. Tax revenue generated by increased log truck weight limit under 13% scenario (USD million).

Effects	County	State	Federal	Total
Direct	0.08	0.45	5.29	5.82
Indirect	0.21	1.08	4.96	6.25
Induced	0.21	1.08	3.11	4.40
Total	0.50	2.61	13.36	16.47

).

Table 8. Top ten industries impacted by increased log truck weight limit under 13% scenario (USD million).

IMPLAN Code	Description	Industry Total Output	Impact Output	Growth (Percent)
16	Commercial logging	308.90	13.39	4.34
124	Sawmills	1996.76	62.66	3.14
15	Forestry, forest products, and timber tract production	35.01	1.05	2.99
130	Cut stock, resawing lumber, and planning	208.95	0.29	0.14
399	Truck transportation	60,961.14	26.46	0.04
19	Support activities for agriculture and forestry	2023.19	0.39	0.02
379	Wholesale—Other durable goods merchant wholesalers	51,096.15	9.33	0.02
202	Abrasive product manufacturing	291.02	0.05	0.02
243	Electroplating, anodizing, and coloring metal	618.35	0.09	0.01
402	Scenic and sightseeing transportation and support activities for transportation	12,749.57	1.67	0.01

lists the top ten industries impacted by the increase in weight limit. Logging (4.70 percent) was the most impacted sector, followed by sawmills (3.40 percent), forestry (3.25 percent), and truck transportation (0.05 percent). Additionally, cut stock and resawing lumber; support activities for agriculture and forestry; wholesale; abrasive product manufacturing; electroplating, anodizing, and coloring metal; veneer; and scenic and sightseeing transportation were the other impacted sectors.

3.2. Environmental Estimation

The impact of increasing the log truck weight limit on fuel consumption and CO₂ emissions under the two scenarios is presented in

Table 9. Environmental impact of increased log truck weight limits under two scenarios.

Metric	Unit	12% Efficiency			13% Efficiency
		84,000 lbs	92,000 lbs	Reduction	84,000 lbs	92,000 lbs	Reduction
Fuel Consumption	Thousand liters	39,250	34,564	4687	42,884	37,351	5534
CO2 Emissions	Tonnes	105,590	92,980	12,607	115,360	100,480	14,886

. The fuel consumed by the loaded and unloaded log trucks per trip totaled 29.90 L (7.90 gallons) and 26.88 L (7.10 gallons), respectively, resulted in a total fuel consumption of 56.78 L (15 gallons) per trip. At 12 percent efficiency, the trucks at the current weight limit consumed 39.25 million liters (10.37 million gallons) of fuel and released 105.59 thousand tonnes (116.39 thousand tons) of CO₂ annually. In contrast, the annual fuel consumption and CO₂ emissions by the trucks with the increased weight limit were 34.56 million liters (9.13 million gallons) and 92.98 thousand tonnes (102.50 thousand tons), respectively. This represents an annual reduction of 4.69 million liters (1.24 million gallons) of fuel consumption and 12.61 thousand tonnes (13.90 thousand tons) of CO₂ emitted. This CO₂ reduction was converted into an economic value of USD 791.72 thousands using the SC-CO₂. At 13 percent efficiency, annual fuel consumption and CO₂ emissions by the trucks at the current log weight limit were 42.88 million liters (11.33 million gallons) and 115.36 thousand tonnes (127.17 thousand tons), respectively. However, under the increased log truck weight limits, fuel consumption decreased to 37.35 million liters (9.87 million gallons), and CO₂ emissions dropped to 100.48 thousand tonnes (110.76 thousand tons). This showed annual reductions of 5.53 million liters (1.46 million gallons) of fuel consumption and 14.89 thousand tonnes (16.41 thousand tons) of CO₂ emissions. The economic value of this CO₂ reduction was USD 934.84 thousand.

4. Discussion and Conclusions

This study assessed the economic and environmental impacts of increasing the log truck weight limit in Texas from the current 84,000 pounds to 92,000 pounds. The findings indicate that this change would enhance transportation efficiency under both of the simulation scenarios, generating benefits across the supply chain, including increased employment, labor income, value added, total output, and tax revenues. The economic contribution varied across sub-industries within the supply chain, with the sawmills contributing significantly, followed by truck transportation, logging, and forestry. While truck transportation demonstrated the highest output multiplier, the sawmills have a more pronounced impact on employment, labor income, and value added. In addition to the economic gains, the higher truck weight limit offers notable environmental benefits. Fewer trips are needed to transport the same number of logs, leading to reductions in fuel consumption and carbon emissions. The associated economic value of these carbon reductions was also found to be substantial.

From a broader economic perspective, increasing the log truck weight limit has the potential to strengthen Texas’s forest industry across the entire supply chain. This impact could be even more significant when considering downstream sectors, such as lumber production and national and international forest products markets. Texas is generally a net importer in the forest products industry. Between 2008 and 2024, the state experienced a substantial increase in forest product imports, rising 133 percent from USD 2.23 billion to USD 5.21 billion. In 2024, Texas ranked first in the South and second nationally in imports of solid wood and wooden furniture products, which accounted for 70 percent of total wood imports and totaled USD 3.63 billion. Domestic production has not kept pace with the demand, particularly during the COVID-19 pandemic, when the Texas housing market experienced a significant boom [47].

The recent shifts in US trade policy may significantly alter these dynamics. For instance, in February 2025, the US announced an additional 25 percent tariff on imports from Mexico and Canada, along with an extra 10 percent on imports from China [48]. However, in 2024, Texas’s top four forest product import partners were Mexico, Canada, Vietnam, and China. This push for domestic forest production has also gained political momentum. On 1 March 2025, President Trump signed an executive order titled the Immediate Expansion of American Timber Production, which aims to increase timber production, while promoting forest health, wildfire mitigation, and economic growth [49]. As trade policies continue to evolve, enhancing domestic production efficiency and strengthening Texas’s role in the global supply chain becomes increasingly important.

The transportation sector remains a major contributor to CO₂ emissions globally. Australia’s transport sector emitted an estimated 99.20 million tonnes of CO₂, accounting for about 18 percent of the country’s total emissions [50]. Canada’s transportation sector released 166.40 million tonnes of CO₂ [51]. In 2022, Texas ranked as the highest CO₂-emitting state from transportation, contributing 219.77 million tonnes (242.25 million tons), or 11.94 percent of the nation total. This represents an increase from 128.60 million tonnes (142.86 million tons) in 1980, with an average annual growth rate of 1.27 percent over the period. Transportation sector is Texas’s second-largest source of CO₂ emissions after the industrial sector, accounting for 33.15 percent of the state’s total [52]. Improving trucking efficiency offers a practical solution that contributes to achieving the SDGs. By allowing for more wood to be transported per trip, the total number of required trips is reduced, leading to lower fuel consumption, reduced carbon emissions, and relief for the ongoing truck driver shortage. Enhanced efficiency may lower the transportation costs and strengthen the competitiveness and resilience of the forestry supply chain, supporting SDG 9 (Industry, Innovation, and Infrastructure) [33]. It also aligns with climate-smart forestry initiatives by allowing for the more efficient and lower-emission transportation of sustainably harvested wood products, supporting SDG 13 (Climate Action) [34].

Beyond the above-mentioned economic and environmental impacts, increasing the log truck weight limit could have long-term implications. Improved transportation efficiency reduces timber harvesting and delivery costs, enhancing the competitiveness of Texas producers relative to those in neighboring states. Over time, this advantage may encourage reinvestment in forestry operations, including the expansion of logging capacity, the adoption of advanced harvesting technologies, and the development or reopening of mills. It may also support investment in transportation infrastructure, such as maintaining existing roads and bridges or constructing new infrastructure capable of handling higher truck weights. Additionally, cost savings could be used to upgrade hauling fleets, which may further reduce carbon emissions. For instance, Europe’s transport sector reduced carbon emissions by 5 percent in 2024 compared to 2019 through the increased use of electric vehicles [53]. By lowering the per-ton cost of longer hauls, higher weight limits expand the economic radius for raw material sourcing and make timber from remote or previously unprofitable tracts more accessible. Furthermore, as profitability improves, landowners may have stronger incentives to keep timberland in production rather than converting it into non-forest uses, supporting both rural economies and long-term land conservation.

While this study focuses on the economic and environmental impacts of increasing log truck weight limit, it is also important to acknowledge potential effects of increased weight on road infrastructure. Heavier trucks can accelerate degradation of roads and bridges, particularly those not originally designed for such loads [15,24], leading to costly maintenance needs [54]. Although 76 percent of roads and 99 percent of bridges in Texas are currently rated in fair or good condition [55], the cumulative effect of repeated heavy truck trips could strain this infrastructure over time [56]. The monetary benefits identified in this study may help offset the infrastructure maintenance costs. However, maintaining a balance between economic efficiency and environmental sustainability is essential. This requires the regular monitoring and maintenance of road infrastructure to prevent deterioration, as well as tracking crash rates to evaluate potential safety impacts. To guide future logistical decisions, particularly in extractive industries such as mining, oil, and gas, a straightforward evaluation framework is essential. This framework considers the transportation cost savings, the environmental impacts from fuel consumption or carbon emissions, the infrastructure maintenance requirements, and the safety outcomes. Applying this framework helps ensure that policy changes support both long-term economic growth and environmental stewardship.

In summary, an increase in log truck weight limit not only creates economic value for the whole supply chain, but also offers the added benefit of reducing carbon emissions, supporting both economic growth and environmental sustainability. Policy adjustments could support both economic and environmental goals, aligning with broader state and federal initiatives like the 2050 Net-Zero Emissions. Improved truck efficiency can enhance supply chain flexibility and resilience, particularly in light of trade disruptions like tariffs or the above executive order. Moreover, combining increased weight limits with modern logistics technologies, such as GPS tracking and fuel-efficient routing, could further reduce carbon emissions and operational costs. By acknowledging the complex interplay between economic performance, environmental responsibility, and public safety, this study aims to support the long-term resilience and sustainability of Texas’s forest sector. Moving forward, considering these factors can help to ensure the continued prosperity of Texas’s forest industry, while balancing productivity, safety, and environmental stewardship.

This study identifies an opportunity to update transportation regulations that limit log truck hauling capacity, though it is not without limitations. First, the study does not account for potential long-term infrastructure impacts or road safety outcomes associated with changes in transportation policy, as these would require in-depth engineering evaluations. Future studies should consider addressing these aspects. Actual carbon emissions reduction may vary depending on factors such as truck age and terrain, which is beyond the scope of this analysis. Additionally, this study does not include the assessment of depreciation, insurance, or maintenance costs, all of which may increase with higher truck weight limits. While the focus here has been primarily at the log level, it would be valuable for future research to examine how these changes may affect lumber production and national or international forest product markets.