This article needs to be updated. Please update this article to reflect recent events or newly available information. ( September 2012) Longer Heavier Vehicles ( LHVs), also called super, is a classification of (LGV) (formerly Heavy Goods Vehicles, HGVs) in the. LHVs are not presently allowed to operate on UK roads, being longer and/or heavier than the legal limits, which as of 2009 allowed LGVs up to a maximum of 6 and 44 (43.3; 48.5 ) of fully laden vehicle weight, and a maximum overall length of 16.5 m (54 ft 2 in) for, or 18.75 m (61 ft 6 in) for lorries. Since the early 2000s, some haulage companies in the UK had been investigating potential LHV designs and lobbying for a change in the law.
Various types of LHV exist, and most of the larger types involve using extra axles, and different trailer arrangements, forming so called. LHVs are supported by some hauliers as a way to increase productivity and reduce costs. Their introduction however faces opposition from rail freight, road safety and environmental groups, who want a general reduction in road traffic, and from portions of the public over general safety and quality of life issues. In 2005, some companies unsuccessfully applied to the (DfT) for permission to be able to trial their prototype vehicles. In November 2006, the DfT launched a desk based study into the potential impact of a multitude of LHV options on the UK road transport sector, and the wider economy and environment in general, looking at options ranging from simply extending existing lengths and weights of articulated and drawbar lorries, up to allowing 11-axle, 34 m (111 ft 7 in) long, 82- (80.7-; 90.4-) fully laden weight vehicles. In June 2008, based on the study's conclusions, the legalisation of most types of LHV was postponed indefinitely, due to concerns over the effect on the rail freight sector, and the need for infrastructure and other changes, although a further investigation into the LHV option of extending the length of articulated lorries, to create Longer Semi-Trailers (LSTs), was begun in June 2009.
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Despite the 2008 DfT ruling on LHVs, based haulage company Denby Transport, one of the most active proponents of LHVs who had developed their own 25.25 m (82 ft 10 in) long 60-tonne (59.1-long-ton; 66.1-short-ton) LHV, is attempting to have their vehicle legalised at 44 tonnes (43.3 long tons; 48.5 short tons), under an existing UK legal loophole dating from 1986. Contents. Background LGVs (HGVs) In the UK, cargo carrying vehicles were previously defined, and are still commonly known, as HGVs (Heavy Goods Vehicles), although for harmonisation with other member states, this term was officially changed to LGV.
Articulated lorries are the more common configuration of larger LGV in the UK, where a tows a through a. The drawbar configuration is a less common example of large LGV, and consists of a rigid lorry with cargo carrying capacity, which also pulls a second cargo trailer, using a link. The UK also allows the use of 18 m (59 ft 1 in) long for public transport. Buses however have their own legal classification, as PSVs (Passenger Service Vehicles). Weights and dimensions Since 1992, weight and axles limits for goods carrying lorries in the United Kingdom had increased in stages from 38 tonnes (37.4 long tons; 41.9 short tons) and 5 axles.
As of 2009, vehicles are limited to a maximum of 6, and limited to an overall maximum weight of 44 tonnes (43.3 long tons; 48.5 short tons) and 16.5 m (54 ft 2 in) in length for, and 44 tonnes (43.3 long tons; 48.5 short tons) and 18.75 m (61 ft 6 in) for drawbar lorries. The restriction on overall length is why the majority of UK lorries are hauled by ' tractor units, although for the minority of UK uses where the weight limit is reached before the length limit, are legal. Longer, heavier vehicles (LHVs) is a classification given to any vehicle that is heavier and/or longer than these legal limits. This can involve basic extensions of the normal articulated or drawbar configuration, or can be achieved with more axles and a more complex configuration, with the largest examples being similar to so called elsewhere in the world. Turning circle Whatever configuration of vehicle used, to be legally operated on UK roads, vehicles must adhere to the EU defined articulated vehicle regulations, which state that any vehicle must be able to navigate a turning circle around a set-point, keeping the whole of the vehicle within a corridor bounded by two circles around that point, with the inner circle having a radius of 5.3 m (17 ft 5 in), and the outer radius being 12.5 m (41 ft 0 in). Vehicle turning circles are particularly important in the UK due to the historical existence of many narrow streets, and a high number of.
European Union law As of 2009, some types of LHV already operate in the Netherlands, Sweden and Finland, with trials also having occurred in Germany. As of 2009, member countries only have the power to raise the existing EU weight and length limits in their own countries. As of January 2009, the was considering the conclusions of a (EC) instigated report, which recommended raising limits EU wide to 60 tonnes (59.1 long tons; 66.1 short tons) and 25.25 m (82 ft 10 in), for reasons of cost-effectiveness. This would require approval of the EU Council of Ministers and the European Parliament. Investigations Early applications The issue of the prospect of LHVs, at the time being called 'road trains' or 'super lorries', being allowed on Britain's roads came to national attention through the media in September 2005, following an application by hauliers to be allowed to trial longer trucks, and a report on the issue being prepared for the Department of Transport. UK hauliers Dick Denby of Denby Transport and Stan Robinson from Stan Robinson Group were two of the biggest supporters of an LHV trial.
Both companies had been developing their own designs, and had been lobbying the government for permission to test them on UK roads. The Robinson Group were developing the, an 11 or 12 axle 84-tonne (82.7-long-ton; 92.6-short-ton) combination of two 13.6 m (44 ft 7 in) linked by a. Since around 2002, Denby had been developing the, an 8 axle, 60-tonne (59.1-long-ton; 66.1-short-ton), 25.25 m (82 ft 10 in) long vehicle with two trailers, known as a. Supported by the, it was proposed that these LHVs would only be used on to carry cargo between regional. The application was opposed by who believed it would eventually lead to the use of such vehicles in towns and villages. In March 2006, Transport minister refused the Denby and Robinson applications, but also sought the results of further analysis.
An application for a 16 m (52 ft 6 in) long trailer was also refused. The use of LHVs only on inter-modal routes was reportedly rejected due to the problems of enforcement of any such restriction. DfT desk study In 2006, the DfT initiated a desk based research project into the potential use of LHVs. The study was titled Longer and/or longer and heavier goods vehicles - a study of the effects if they were to be permitted in the UK, and it ran from 3 November 2006 to 3 June 2008. The compilation of the report was contracted to the, with also involved.
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Longer and/or Longer and Heavier Goods Vehicles (LHVs) - A Study of the Effects if Permitted in the UK - Final Report Published Project Report 285, 2008-06-03, I Knight, W Newton, Prof A McKinnon et al.