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Prescott imposes new 41-tonne limit

23rd July 1998, Page 6
23rd July 1998
Page 6
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Page 6, 23rd July 1998 — Prescott imposes new 41-tonne limit
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by Rob Willock and David Craik • Hauliers face new maximum weight limits of 40 and 41 tonnes following publication of the Government's long-awaited White Paper on integrated transport.

Deputy Prime Minister John Prescott remains unpersuaded by the case for general-haulage 44-tonners, opting instead for a two-tier weight system which accommodates EU law but also protects railfreight.

From January 1999, European-standard five-axle 40-tonners will be allowed for international and domestic movements because "it would be difficult in practice to distinguish national from international journeys". But to encourage more road-friendly operations, six-axle lorries with "road-friendly suspension" will be allowed to run at 41 tonnes, with substantial tax benefits.

Five-axle artics are expected to be hit with a heavy VED burden: "With the introduction of new lorry weights it will be particularly important to ensure that those operating vehicles with an 11.5-tonne maximum drive-axle weight pay a rate of VED commensurate with their increased road costs in comparison with vehicles operating at a maximum of 10.5 tonnes."

The Government estimates that 11.5tonne drive axles cause about a third more wear than the heaviest trucks currently permitted for general haulage—it will probably try to tax them off the roads. The Government has not abandoned the idea of 44tonne general haulage traffic—it will be among the areas to be considered by the new Commission for Integrated Transport—but it could now not be implemented before 2003. It would also most likely be limited to lorries with "the highest standards of emissions".

The White Paper claims: "A significant disadvantage of allowing 44-tonne lorries for general use is that this could, in some situations, provide an incentive to switch from rail to road. It seems likely that some existing or future railfreight would transfer to road if 44-tonne lorries were allowed. It is our intention to give the railways the chance to develop the heavy load market."

Rail is a major beneficiary of the White Paper: a new Strategic Rail Authority will promote the use of rail.

Prescott accepts industry predictions that railfreight will double in five years and treble in 10 years. "Overall, reaching these targets could mean that in 2010 the share of freight going by road would be 10% lower than is currently forecast," he says. "For every percentage point reduction in road freight that is achieved, some 1,000 to 2,000 heavy lorries could be taken off the road."

In a move which will please the green lobby, railfreight grants are to be increased by a third and extended to include coastal and short sea shipping. Better road connections to railfreight terminals and ports are promised in a bid to tempt hauliers to switch to rail and ships.

But the road network will have to make do without new building plans. "The days of predict and provide are over," says Prescott. "We will give top priority to improving the maintenance and management of existing roads before building new ones."

The Highways Agency gets a new role as a "network operator rather than road builder". It will be tasked with reducing delays and introducing pilot road charging schemes. The agency will also set up "regional traffic control centres" to help traffic flows, backed up by improved "free-of-charge roadside information" for road users.

Local authorities will be given new powers to introduce charges on congestion and workplace parking.

These funds will be ring-fenced for investment in public transport. "Ns

WHITE PAPER REACTIONS

The Freight Transport Association calls the White Paper a "lost opportunity", claiming the Government has fudged the issue of lorry weights: "Sanctioning 44-tonne vehicles would have meant operating 9,000 fewer vehicles with 480-million fewer lorry miles."

Midiael Warn, operations director at lames 'Ham & Sons, says of the weight increase: "Although the big boys will be able to accommodate it, this could create a lot of cost for smaller hauliers."

John Bridge, managing director of Bridge and national chairman of the RIK. says: 'This is totally unacceptable and leaves us in the quandary of not knowing what type of vehicle to invest in."

Steven Norris, director-general of the Road Haulage Association, says: "We are relieved the Government has accepted our arguments on 40 tonnes for domestic haulage."

Frank Stears of Frank Stears Haulage in Faversham. Kent says: "We really should have 44 tonnes throughout the EC. The move not to go to 44 tonnes will affect many operators, particularly those running fridges."

Exel Logistics says further integration of transport to reduce vehicle movements on OK roads should include: allowing HGVs to share bus lanes; planning load sharing between haulage operators; and improving scheduling of deliveries to avoid peaks.

David Northcott. commercial director of Cohn Rdilfreigjit, welcomes the decision to increase railfreight grants but believes the application procedure should be made more user-friendly: "The move to 41 tonnes is encouraging, but I would have gone for broke with 44 tonnes to reduce vehicle movements."

English Welsh & Scottish Rail'i■Fis (DVS) is pleased that the Government has endorsed its growth targets to double railfreight in five years and treble it in 10, saying: "Plans for a Strategic Rail Authority, revised local planning guidelines, increased investment for network capacity and protection of railway land will help us achieve this."

Philip Parker of environmental group transport 2000 comments: "We wanted to see more carrots and sticks to cut traffic. We are pleased the Government has taken a more thoughtful approach to the issue of lorry weights rather than introduce a blanket 44-tonne limit."


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