Articulated lorries are the more common configuration of larger LGV in the UK, where a tractor unit tows a semi-trailer through a fifth wheel coupling.
[6] Vehicle turning circles are particularly important in the UK due to the historical existence of many narrow streets, and a high number of roundabouts.
[9] The study looked at seven different scenarios for increased weight and/or length over the current arrangements:[4] The report had originally been due to be published in October 2007.
It concluded that, depending on the industry take-up, LHV usage could lead to a net increase CO2 emissions by effecting a modal shift from rail, although it revealed that LHVs would result in a net reduction of fatalities due to the overall reduction in vehicles on the roads, and would substantially reduce freight transport costs (although capital investment costs had not been accounted for).
The report found there could be several benefits to allowing the extension of existing articulated trailer lengths, creating Longer Semi-Trailers (LSTs).
[13] On 4 June 2008 based on the DfT report, Transport Minister Ruth Kelly declared that the use of LHVs would not be trialled in the UK, but indicated support for a study into extending the length of normal articulated semi-trailers.
[9] Ruth Kelly's decision not to allow practical investigation of most LHVs was criticised by the Freight Transport Association (FTA), but welcomed by the UK's largest railfreight operator English Welsh & Scottish.
[4] The Chartered Institute of Logistics and Transport (CILT) believed it would have been better to allow specific trials "in order to reach an objective conclusion".
[16] In late 2009, Lincoln based haulage company Denby Transport announced their intention to challenge the prohibition of LHVs, through the law courts if necessary.
Feeling he had reached an impasse with the DfT, on 1 December the company owner Dick Denby took the Eco-Link for a test drive on the A46, intending to fight any resulting prohibition order through the courts.
[18] The trial was designed to demonstrate whether anticipated (from desktop studies) gains in terms of carbon reduction and safety improvement (arising from reduced numbers of journeys) would be delivered in real world operations as part of existing fleets.
The number of spaces on the trial was expanded in 2018 and at the time of the last annual report,[20] there were 2,565 trailer licences (Vehicle Special Orders) issued to 228 haulage operators.
Insights into the many practices adopted by hauliers in integrating LSTs safely and efficiently to their operations were published alongside the analytical results in November 2020.