Amendment to The Road Vehicle (Authorised Weight) Regulations 1998

Print Print page   Download PDF PDF image

Introduction and summary

  1. At present, some of the largest lorries cannot be fully loaded with heavier goods because of weight restrictions - they have to run part empty. These regulations will raise the maximum general weight for six axle lorries from 41 to 44 tonnes, allowing the same lorries to operate with more goods in each load, reducing the empty space running around our roads.
  2. The Government's Transport 10 year plan, 'Transport 2010', stated that 44 tonne lorries would be introduced from 1 February 2001. This increase in weight limits is the result of extensive consultation and a study that showed a move to 44 tonne lorries will save 100 million lorry kilometres every year, with consequent reductions in congestion and emissions. This is consistent with Government's sustainable transport strategy.
  3. The only type of lorry being considered to operate at 44 tonnes is an articulated vehicle or a drawbar-trailer combination conforming to the current maximum dimension limits for such vehicles. They must have six axles (three on the drawing unit, three on the trailer or semi-trailer), road-friendly suspension (air suspension or equivalent), a 10.5 tonne weight limit on the drive axle and a low emission (Euro II) engine. Such vehicles meet the same minimum braking and maximum noise requirements as current articulated lorries and drawbar combinations. These vehicles would cause less road wear than the five axle vehicles with a gross weight of 40 tonnes which have been allowed since January 1999 and about the same wear as the five axle 38 tonnes lorries, which was the maximum weight permitted up to the end of 1998. Six axle 44 tonne lorries have been allowed to operate for combined road/rail operations since 1994.

Purpose and intended effects of the measures

  1. The 44 tonne lorries proposed are no bigger than existing lorries. In some cases they would be the same lorries permitted to carry heavier loads. This would enable those lorries which now have to run only partly loaded because of weight restrictions to run with more of their space filled.
  2. The report by the CfIT[1] concluded that the environmental advantages associated with the introduction of 44 tonne lorries outweigh the environmental disbenefits associated with the probable loss of some traffic from rail. The CfIT's figures show a saving of approximately 100 million vehicle kilometres annually, with consequent savings in CO2 and other emissions, even allowing for any loss of freight by rail. These benefits take account of any effect upon rail freight, see paragraph 10 below.

Options

  1. Two - to allow 44 tonnes lorries or not to.

Benefits

  1. Increasing the lorry weight limit to 44 tonnes will allow lorries that had previously run part empty to operate with more goods in each load, reducing empty running. This in turn will lead to traffic levels being cut by around 100 million vehicle kilometres per year, equating to around 1,000 fewer lorries on the roads than would otherwise of been the case - the equivalent of 230 return lorry journeys a day between London and Edinburgh - and a consequent annual saving of 80,000 - 100,000 tonnes of CO2 emissions.
  2. The 44 tonne, six axle vehicles will cause less road wear than the 40 tonne, 5 axle vehicles already on our roads. Road wear is determined by axle weights, not gross vehicle weight. By specifying 6 axles, not 5, a maximum axle weight of 10.5 tonnes, not 11.5 tonnes and road friendly suspension, these vehicles will cause less ground vibration and be less prone to overloading.
  3. Efficiency gains in the haulage sector will impact on the sectors they serve. A good example is multi-drop deliveries of heavy loads, such as petrol tankers making stops at petrol stations. The reduction in the number of lorry journeys will have a positive effect on congestion while the reduced road wear of the 44 tonne, 6-axle lorry will affect requirements for road maintenance.

Sectors affected

  1. The introduction of the 44 tonne lorry for general haulage will most directly affect the areas of the road haulage industry involved in the movement of high density, weight limited cargoes and the rail freight industry.
  2. In certain cases 44 tonne lorries will attract freight from rail to road. The CfIT report acknowledged that allowing heavier lorries could pose a competitive threat to rail freight but concluded that the environmental advantages associated with the introduction of 44 tonne lorries outweigh the environmental disbenefits associated with the probable loss of some traffic from rail, see paragraph 6 above.

Compliance cost estimates

  1. The choice whether or not to operate lorries at 44 tonnes is for individual operators taking into account the goods that have to be moved and the economics of operation. For movers of heavy goods there will be cost savings.
  2. The Vehicle Excise Duty (VED) rate of a 44 tonne, 6 axle vehicle is £2,950. This is £1,000 less than the VED rate for a 40 tonne, 5 axle vehicle, reflecting that the vehicle is more environmentally friendly than the 40 tonner.

Consultation with small business

  1. In 1996 the previous Government went out to public consultation on lorry weights. This resulted in a limited increase to the legislation allowing 44 tonne lorries for combined transport movements.
  2. In 2000 The Department consulted extensively with the road freight industry and other interested parties about the introduction of 44 tonne lorries.

Total non-recurring compliance costs

  1. The cost to the haulier to 'up-plate' his vehicle (to amend the "Ministry" plates supplied by the Vehicle Inspectorate to show that the vehicle is registered to operate at 44 tonnes), is £14.00 per vehicle. The up-plating process is normally a paper exercise requiring the haulier to submit his application, payment and old plating certificate to the Vehicle Inspectorate. However, some vehicles may require a physical inspection at a test station or other suitable location to confirm the presence of a low emission engine. The Vehicle Inspectorate estimate that up to 2000 vehicles would require such a check at a cost of around £200 per vehicle - this takes account of the cost of fuel, wages and loss of earnings involved in the inspection.

Other costs not subject to the Regulations

  1. None have been identified.

Results of consultation

  1. The majority of the replies to the consultation have been in favour of the increase in weight to 44 tonnes. Environmental groups, whilst being against the weight increase, have welcomed the benefits to the environment.

Enforcement, sanctions, monitoring and review

  1. Lorry weights in Great Britain are enforced by the Vehicle Inspectorate, the Police and Local Authorities, who prosecute those who ignore the regulations by overloading. The Continuing Survey of Roads Goods Transport and Vehicle Licensing Statistics will show how many vehicles are registered to operate at 44 tonnes. The regulations are unlikely to be reviewed, as further increases in lorry weights are unlikely.
  2. A copy of the draft regulations is attached.

Declaration

  1. The Road Vehicles (Authorised Weight) (Amendment) (No.[1]) Regulations 2000

I have read the Regulatory Impact Assessment and I am satisfied that the balance between cost and benefit is the right one in the circumstances.

Signed by the responsible Minister:

Lord Whitty
Minister for Transport, Department of the Environment, Transport and the Regions.
Date: 8 December 2000

1. Commission for Integrated Transport Interim Report: Permitting 44 Tonne Lorries for General Use in the UK. March 2000.