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Although they’ve been talked about for some time, longer semi-trailers still cause a divide – not only in government, but in the industry as well
Words: Christopher Walton LONGER SEMI-TRAILERS (or as the Department for Transport [DfT] likes to refer to them – high-volume semi-trailers) have been on the radar for a while. In 2008, a report by the Transport Research Laboratory into longer and, crucially, heavier semi-trailers was rejected by the then transport secretary, Ruth Kelly. She believed they could lead to an increase in CO2 emissions because
of goods shifting from rail to road, and that they were “not compatible with British roads”.
But supporters of increasing trailer capacity did not give up the ight. Yes, most did not go to the lengths that Dick Denby did in 2009 when he attempted to test the law to its fullest by driving the now infamous B-double 25.25m Eco-Link on a jaunt around Lincolnshire. But some studied their freight lows, looked at their customers, and realised that with an extension of anywhere between 90cm to 2.05m they could improve productivity.
Stobart Group has always been at the forefront of the argument – and you can read our exclusive interview with chief operating oficer William Stobart on page 32 – but while the company might be ahead of the curve when it comes to developing the kit (our increased capacity models are based on its specs), it is not alone.
Studies and benefits
Wincanton technical services director Dave Rowlands says the company has been conducting studies since the “door was left open from the longer, heavier report” in 2008, and 50% of its contract customers would beneit from an increase in length. “An extra metre would make a huge improvement, just that extra little bit to add to the tool box, to add to retailers that have low weight but high cube. We would see a 15% increase in pallet space on double-deck trailers.” The irm expects to begin testing its version of a longer semi-trailer in August, but says all the leg work was done 18 months ago, well before the DfT began (and subsequently closed) its consultation on increasing the length of a semitrailer this year.
While Wincanton has the commercial clout to bring longer semi-trailers into its leet, what of the many operators that subcontract for one of Britain’s largest logistics irms? Will they be forced to splash out on new assets just to keep their business?
“There is going to be commercial tension to optimise productivity,” Rowlands says. “But there is still a lot of high-mass, low-cube business out there. But we understand that there is some reticence and concerns about where [operators] are going to get the money to compete. But longer-semi trailer adoption will be a big bang.” Even the Road Haulage Association (RHA) and the Freight Transport Association (FTA) are split on the issue.
According to the RHA’s submission to the DfT consultation, compiled by policy director Jack Semple, its members’ enthusiasm for increasing the length of a semi-trailer by 2.05m is “if anything, dwindling”.
“Best advantaged will be those groupage operators for which the incremental increase proposed will allow more revenue-earning freight in its existing operation,” Semple says.
However, he adds those most disadvantaged by a change would be operators whose premises are unable to accommodate longer trailers; those who have only a relatively small proportion of trafic applicable to the volume change; and irms with a relatively new, high-value trailer leet.
Permanent change
The FTA’s submission, compiled by head of engineering policy Andy Mair and chief economist Simon Chapman, says it would like to see the length increase made a permanent regulatory change “as soon as is possible”.
The FTA points to a 13% eficiency gain through carrying more goods, resulting in fewer vehicle journeys for the same amount of goods carried.
But not all the big operators are as keen on longer semis as a method of creating eficiency gains. Last week John Matthews, head of UK leet at Norbert Dentressangle Transport Services, told CM the irm was not “chomping at the bit” to order its irst 15.65m semi-trailer and does not have anything in the planning stage.
While he conceded he could see the beneit in using the trailers on some of its overnight routes, or with retail customers focusing on out-of-town outlets, he says these customers want certainty over a ive to 10-year life-span so they can plan their business with conidence, not further trials. Matthews says he is concerned about the pressures some subcontractors would ind themselves under to stay in certain contracts. “There is a natural commercial pressure, and it would be a negative thing for the smaller end of the market.”
There is also a certain reticence at this end of the market for an operator to speak his mind and (potentially) talk himself out of a lucrative contract. However, one Yorkshire operator, who wished to remain anonymous, tells CM: “No small haulage operator wants longer semi-trailers, but the big boys do. However, a general haulier would want to see an increase in weight to 48 tonnes as there are some trailers that can handle the weight on the axles.
“That 10% increase would help me dramatically. Small operators carrying things such as fertiliser are topping out. If we could run out and come back with 32 tonnes [of load] it would give us an enormous cash boost. This is what the government could do to help small operators.” But he concedes that any proposal for an increase on weight would be shot down by the rail lobby because it would argue it would take freight off rail. “But there is no way that us carrying an extra two to three tonnes would make a difference to them.”
He calls for a system similar to that in the Netherlands whereby operators can apply for a licence to run vehicles of extended lengths on a case-by-case basis. But he admits: “Longer semitrailers are only going to make the divide between Eddie Stobart and us guys even wider.” ■
What do you think about increasing the trailer lengths? Email christopher. walton@roadtransport.com