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7ft longer lorries are not safe on many urban roads - Key Points
 

  • The industry and the Government fail to accept that the LST rear tail-swing on normal left and right hand turns is almost double (up from 1.7m (5.5ft) to 3.3m (10.8ft) that of existing standard length 44 tonne HGVs making them dangerous on minor roads for other vulnerable road users, especially pedestrians and cyclists.
  • The Society of Motor Manufacturers and Traders is already implying that these LSTs should be adopted in the future instead of existing full length HGV.
  • Local authorities, not the DfT, will have to resolve the problems and costs of the dangers of LSTs, on the local road network as well asthe higher likelihood of LSTs getting stuck and the costs of damage to local street furniture and buildings.
  • The DfT trial evaluation by Risk Solutions is flawed. Its justifications of its benefits largely rely on information about load efficiency, damage to infrastructure and injuries from operators without any independent verification. Furthermore, it is the operator who decides whether to report an incident and whether an injury is serious, which then has to be reported to the police.    
  • Already, existing HGVs pay only pay 30% of their crash, congestion, road damage and pollution costs with the taxpayer picking up the bill; longer semi-trailers (LSTs) will not change the level of subsidy.
  • Scroll down through this page at http://haibat.com/trucks/ to see how existing length HGVs can be dangerous, get stuck and damage street furniture and other vehicles. 
     

Diagram shows adedd dangers of even longer HGVs turning left on a two-lane urban road

Notes

The drawbar operation below, is almost the same length as the LST, but does not have the same dangers as LSTs manoeuvring in urban conditions as it is articulated in the middle. This draw-bar configuration only makes up around 2% of the large HGVs on our roads.

Draw bar configured lorry

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