Some lorries
could be allowed to use longer trailers after independent research
showed that this could cut carbon without compromising safety. The
research is being published today by Roads Minister Mike Penning
alongside a consultation seeking views on the proposed changes.
Today's consultation proposes allowing a two metre
increase in the total length of articulated lorries operating
within the existing weight limit of 44 tonnes. This would take the
maximum permitted length of an articulated lorry to 18.75 metres
but would not allow any increase in overall weight. The Department
for Transport estimates that this move could increase capacity for
hauliers transporting lightweight goods by up to 13% and cut
carbon emissions by around one hundred thousand tonnes each year.
Mike Penning said:
"The road haulage industry is vital to the economy,
making goods and services accessible across the country.
"These proposals would allow haulage firms to use one
larger truck where previously they may have needed to send two
vehicles. This will help to make our haulage industry cleaner and
greener as well as allowing businesses greater flexibility without
compromising safety.
"I hope that everyone with an interest in this issue
will take time to look at this consultation and let us know their
views on this proposed change."
The proposed changes would make the total permitted length for
articulated lorries 18.75 metres; the maximum length for lorries
using a truck and drawbar trailer is 18.75 metres. The Government
has ruled out any further increase in length.
As there is no proposed increase in weight there is not expected
to be any additional pressure on road surfaces caused by the
proposed increase in length.
The consultation and study can be found here:
http://www.dft.gov.uk/consultations/open/2011-06/
http://www.dft.gov.uk/pgr/freight/research/longersemitrailer/
Notes to Editors
1. In 2006, DfT commissioned research into the potential effects
of longer, heavier vehicles (LHVs) including longer semi-trailers.
The research completed in 2008 and highlighted a number of
drawbacks that make the introduction of significantly longer and
heavier vehicles (i.e. typically 25.25 metres long) – those beyond
the existing limits of 18.75 metres length and 44 tonnes gross
vehicle weight (GVW) – impractical on either a permanent or a
trial basis in the UK1. Consequently, the Government has ruled out
the introduction of this type of LHV for the foreseeable future.
2. The report also indicated that there could be benefits from
permitting a small increase in the length of current articulated
vehicles while remaining within both the overall permitted weight
and the dimensions already permitted for rigid truck / drawbar
trailer goods vehicles. 3. In June 2009, DfT therefore
commissioned a further study into the feasibility and impacts of
allowing longer semi-trailers to operate within the British road
haulage market, within the existing weight limit of 44 tonnes GVW.
The primary objective was to establish whether the introduction of
longer semi-trailers would deliver overall economic, environmental
and societal benefits or disbenefits. 4. Current UK regulations
limit the maximum loading length of semi-trailers to 13.6 metres.
The study has considered two main possibilities: increasing this
by up to one metre to 14.6m in total, or increasing it by up to
2.05 metres. The latter option would increase the maximum
permitted loading length of a semi-trailer to 15.65 metres, which
would provide the same loading length as an existing rigid truck /
drawbar trailer combination. This represents the greatest increase
that could be permitted under EU rules without having to accept
the longer, 25.25 metre combination vehicles into the UK. 5. The
study has concluded that while an increase of one metre could
produce some benefits, there are potentially very significant
advantages in allowing 15.65 metre semi-trailers. At this length
the semi-trailer would have to be equipped with a steering system
to meet existing manoeuvrability requirements. The study has also
concluded that overall, the benefits from maintaining existing
construction standards are greater than those that would be gained
from tighter standards, which would effectively rule out
conventional rear steer technology.
[1]http://www.trl.co.uk/online_store/reports_publications/trl_reports/cat_vehicle_engineering/report_Longer_and/or_Longer_and_Heavier_Goods_Vehicles_LHVs___a_Study_of_the_Effects_if_Permitted_in_the_UK_Final_Report.htm
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