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The road haulage industry has reacted angrily to the suggestion by Freight on Rail that longer, heavier vehicles (LHVs) should not be trialled in the UK. In a letter published in The Times, Freight on Rail argued that there was no reason to hold a trial because there was not a case for LHVs  in the UK. Speaking to CM, campaigner Philippa Edmunds says Freight on Rail is not against road haulage, but believes that existing 44-tonners are large enough.

"There are issues about safety, for example how would they reverse in an emergency?" She adds that restricting LHV to motorways and dual carriageways would not be enforceable so they could end up on local roads. "I think they are unsuitable for motorways and dual carriageways as well." From a congestion point of view Edmunds says that while the traditional statistic that two LHVs could replace three LGVs may well be true, LHVs would not cut congestion on the roads.

"A trial in Germany showed that to get a fuel and therefore emissions reduction there would need to be 77% utilisation of LHVs, but the average utilisation of 44-tonners is not that high in the UK at present - so there will be no benefit." She also warns that the use of LHVs would affect water and rail freight because the market is so price-sensitive. "66%  of the container business on rail could be lost to road if LHVs are introduced, and rail freight has a much better emissions record than road haulage."

But those in the road haulage industry have questioned the motives of Freight on Rail. Geoff Dossetter, director of external affairs at the Freight Transport Association, says: "Freight on Rail needs to think carefully about whether it is objecting to the trial on the basis of safety or competition because the letter seems to be a mix of the two." He adds that LHVs could improve the efficiency of road freight transport and "FTA members are much more concerned with delivering goods economically and efficiently".

"I think this negative campaigning is just because LHVs are seen as a threat to rail freight." Roger King, chief executive at the Road Haulage Association, says he is surprised by the reaction when "all the industry is asking for is a trial". "My experience of seeing the vehicles in operation in Holland is that they can integrate with normal transport very easily. They are limited to 50mph and the manoeuvrability is such that they can negotiate even the trickiest road layouts."

King also questions Freight on Rail's environmental argument, saying that moving more freight in one vehicle will have a fuel-efficiency benefit. Dick Denby, owner of Denby Transport, who is a supporter of LHVs, says the trials in Holland showed they could reduce the number of road deaths from large vehicles. He also questioned whether shippers would want to put bulk cargo and containers on rail when currently 80-90% use road. In response to Freight on Rail's suggestions that LHVs would clog up local roads, Denby says: "At present there are few restrictions on where 44-tonners go, but unless the driver makes a mistake you don't find them on inappropriate roads. Why would this be any different with LHVs?"