53-486: LHV may stand for: Longer Heavier Vehicle , a type of commercial vehicle in the United Kingdom Local hidden-variable theory , a hypothetical manifestation of unknown classical physical parameters LHV Pank (Lõhmus, Haavel & Viisemann), an Estonian bank Lower heating value , a property of a fuel, defined as the amount of heat released by combusting
106-531: A 10-year trial of high-volume, longer semi-trailers (LSTs) in the UK. 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 trailers were required to meet a range of other technical specifications, in particular, that each new chassis design be tested to show it could meet
159-428: A 1980s US conventional, the result of such a crash was: Frame, front axle and wheels would go under the truck in front, while the motor got pushed into the cab (which was very small in a 1980s conventional). Both conventionals and cabovers need structural protection against rollovers, and special protection against massive objects at the height of another truck body. The survival space should be able to move backward on
212-425: A COE, provide a level of 60–65 dB(A) . Because of their flat front design, early COE semi-trucks had significantly worse aerodynamics than conventional tractors. Modern cab-over designs, in both semi-trucks and light- and medium-duty models, have improved aerodynamics significantly over early models, but often still have higher drag coefficients than their modern conventional-design counterparts. Although
265-506: A Swedish standard, and was adopted by the European Community in simplified form as ECE R-29 in 1974. During the early 1980s, the safest place for a truck driver was a European truck, usually a cabover. Motor placement before or under the cab does not have much influence on the results of rollovers. Behind the danger of a rollover, heavy truck on heavy truck crashes are the second most relevant reason for occupant casualties. With
318-670: A consultation into ending the LST Trial and options for proceeding to wider use of the trailers under one of several possible regulatory options. DfT stated that "we believe the trial has reached a point where continuing is unlikely to provide useful results and that remaining issues, relating to the safety, can only be answered outside of trial settings". The consultation closed on 1 February 2021 and DfT's conclusions on next steps are pending. Cab over Cab-over , also known as cab over engine ( COE ), cab forward or flat face (U.S.), flat nose (Canada), or forward control (UK),
371-572: A decline in sales to less than 1000 units worldwide, with European sales declining by 50% and sales in South America by 90%, within one decade. In addition, Asian regulations are typically stricter, and the relatively shorter journey distances allow trucks to forgo sleepers to save even more length. Cabover trucks are widely used in the United States for refuse collection , terminal tractors , and other vocational applications requiring
424-480: A ministerial decision on changing the regulations would take even longer. That report was being prepared by WSP, MDS Transmodal, TRL, MIRA and Cambridge University among others and would examine safety, industry benefits, CO 2 effects and effects on the rail industry. Eddie Stobart was also trialling a 950 mm (37.4 in) longer than standard trailer in 2009. In late 2009, Lincoln based haulage company Denby Transport announced their intention to challenge
477-447: A more complex configuration, with the largest examples being similar to so called road trains elsewhere in the world. Whatever configuration of vehicle used, to be legally operated on UK roads, vehicles must adhere to the EU defined articulated vehicle turning circle regulations, which state that any vehicle must be able to navigate a turning circle around a set-point, keeping the whole of
530-504: A net increase CO 2 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). On 4 June 2008 based on
583-529: A number of "responsible" transport companies to be allowed to carry out monitored trials of LHVs at their own expense. As a result of the desk study, in June 2009 the DfT launched another study into the benefits and impact of legalising longer semi-trailers (LSTs), to investigate extending ordinary trailers by up to 2.05 m (6 ft 9 in). The LST report was not expected to be released until December 2009, and
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#1732782852725636-413: A reduction in incidents. At the same time, analysis of the rate of safety and damage incidents on a per km basis , the trial has demonstrated that it is possible to operate LSTs as safely, or indeed more safely, than the averages for GB articulated HGVs. Qualitative analysis involving operators on the trial attributes this to good practices in not only the training of drivers before they operate LSTs, but
689-534: A specified quantity (initially at 25°C or another reference state) and returning the temperature of the combustion products to 150°C Laban Hrad Vidyapith , a higher secondary school in Saltlake City, Kolkata, India William T. Piper Memorial Airport with FAA LID LHV Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title LHV . If an internal link led you here, you may wish to change
742-473: A tight turning radius or frequent ingress/egress by the driver. Autocar , the oldest surviving motor vehicle manufacturer in America, produces primarily cabover trucks. Although cabover trucks were popular among U.S. heavy truckers and trucking companies during the 1970s because of strict length laws in many states, when those length laws were repealed, most heavy-truck makers moved to other body styles. One of
795-461: A tilting cab, with the last non-tilting cabs produced well into 1983. Truck occupant safety depends on survival space within the cab, with " rollover " being the most significant heavy truck accident causing occupant casualties. In the 1950s, when many truck cabs were still wooden structures, knowledge about the most common accidents was already established, and led to the first mechanized truck cab crash test in 1959, performed by Volvo. The test became
848-518: A whole range of operational measures including route risk assessment and compliance management. 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. The trial was initially intended to run to 2022, and was then extended (when the number of allocations was increased to 2,800) to run until 2027. In November 2020, DfT published
901-463: Is a large goods vehicle category in the United Kingdom . Longer Heavier Vehicles are not currently allowed to operate on UK roads because they exceed the mandated limit of six axles and 44 tonnes (43.3 long tons ; 48.5 short tons ) of gross weight and length of 16.5 m (54 ft 2 in) for articulated lorries , or 18.75 m (61 ft 6 in) for drawbar lorries. In
954-411: Is a body style of truck , bus , or van that has a vertical front, "flat face" or a semi-hood , with the cab of the truck sitting above (or forward of) the front axle . This contrasts with a conventional truck where the engine is mounted in front of the driver. This truck configuration is currently common among European and Asian truck manufacturers. European regulations set restrictions for both
1007-428: Is a less common example of large LGV, and consists of a rigid lorry with cargo carrying capacity, which also pulls a second cargo trailer, using a drawbar link. The UK also allows the use of 18 m (59 ft 1 in) long 'bendy buses' for public transport. Buses however have their own legal classification, as PSVs (Passenger Service Vehicles). Since 1992, weight and axles limits for goods carrying lorries in
1060-418: Is above the front axle . In the 1970s, COEs used to be noisier, because the engine is directly below. This was an important consideration back then: Interior noise in the cab was between 80 and 90 dB(A) , creating an unhealthy work environment . As of 2017 , US long-distance trucks provide an interior noise level of 60–70 dB(A) at highway speed, while European long-distance trucks, all built as
1113-460: Is why the majority of UK lorries are hauled by ' cab over ' tractor units, although for the minority of UK uses where the weight limit is reached before the length limit, conventional trucks are legal. Longer, heavier vehicles (LHVs) is a classification given to any vehicle that is heavier and/or longer than these legal limits. This can involve basic extensions of the normal articulated or drawbar configuration, or can be achieved with more axles and
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#17327828527251166-565: The Denby Eco-Link , an 8 axle, 60-tonne (59.1-long-ton; 66.1-short-ton), 25.25 m (82 ft 10 in) long vehicle with two trailers, known as a B-Double . Supported by the Road Haulage Association , it was proposed that these LHVs would only be used on motorways to carry cargo between regional distribution centres . The application was opposed by Transport 2000 who believed it would eventually lead to
1219-653: The Kenworth and Peterbilt brands) still manufactures traditional cab over engine designs for the Australian and South African markets where length restrictions still make them advantageous. In Australia , both American (cab over axle) and European/Japanese/Chinese ( cab forward of axle) types, as well as the conventional type are common. Cab over engine types dominate urban and light duty use, with conventional trucks predominating in remote and off-road areas. Both types are common for highway use. The first truck in
1272-539: The Metro series of vans and trucks for International Harvester . The bodies for these vehicles were initially produced by the Metropolitan Body Company (MBC). The company produced a wide variety of truck and commercial bodies for several vehicle manufacturers such as Chevrolet, Ford, Dodge Bros., and International Harvester until 1948 when they were purchased by the latter. MBC was instrumental in
1325-457: The COE designs' being smaller in general, over-the-road tractors can still be fully equipped with single or bunk beds. Also, lack of a hood gives better visibility to the driver and a tighter turning radius , and significantly reduces the forward blind spots . One critique is that the shorter wheelbase in the COE semi-trucks gives a rougher ride than those with conventional cabs, as the driver's seat
1378-566: The DfT initiated a desk based research project into the potential use of LHVs. The study was titled Longer and/or longer and heavier goods vehicles - a study of the effects if they were to be permitted in the UK , and it ran from 3 November 2006 to 3 June 2008. The compilation of the report was contracted to the Transport Research Laboratory , with Heriot-Watt University also involved. The study looked at seven different scenarios for increased weight and/or length over
1431-715: 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. 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 . 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". The FTA had also previously wanted
1484-745: The EU Council of Ministers and the European Parliament. The issue of the prospect of LHVs, at the time being called "road trains" or "super lorries", being allowed on Britain's roads came to national attention through the media in September 2005, following an application by hauliers to be allowed to trial longer trucks, and a report on the issue being prepared for the Department of Transport. UK hauliers Dick Denby of Denby Transport and Stan Robinson from Stan Robinson Group were two of
1537-724: The Netherlands, Sweden and Finland, with trials also having occurred in Germany. As of 2009, European Union member countries only have the power to raise the existing EU weight and length limits in their own countries. As of January 2009, the European Union was considering the conclusions of a European Commission (EC) instigated report, which recommended raising limits EU wide to 60 tonnes (59.1 long tons; 66.1 short tons) and 25.25 m (82 ft 10 in), for reasons of cost-effectiveness. This would require approval of
1590-437: The UK, cargo carrying vehicles were previously defined, and are still commonly known, as HGVs (Heavy Goods Vehicles), although for harmonisation with other European Union member states, this term was officially changed to LGV ( Large goods vehicle ). 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 . The drawbar configuration
1643-538: The United Kingdom had increased in stages from 38 tonnes (37.4 long tons; 41.9 short tons) and 5 axles. As of 2009 , vehicles are limited to a maximum of 6 axles , and limited to an overall maximum weight of 44 tonnes (43.3 long tons; 48.5 short tons) and 16.5 m (54 ft 2 in) in length for articulated lorries , and 44 tonnes (43.3 long tons; 48.5 short tons) and 18.75 m (61 ft 6 in) for drawbar lorries. The restriction on overall length
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1696-444: The United States was built by Autocar in 1899 using a format then called "engine-under-the-seat" and was available with optional 5 or 8 horsepower (3.7 or 6.0 kilowatts) motors. Although early Autocar trucks were not exactly "cab-over", since the truck did not have a cab, per se, they were the fore-runners to COEs. The Sternberg company of Wisconsin produced cab-over trucks as early as 1907, though by 1914 only their seven-ton model
1749-521: The biggest supporters of an LHV trial. Both companies had been developing their own designs, and had been lobbying the government for permission to test them on UK roads. The Robinson Group were developing the Stan Robinson Road Train , an 11 or 12 axle 84-tonne (82.7-long-ton; 92.6-short-ton) combination of two 13.6 m (44 ft 7 in) semi-trailers linked by a trailer dolly . Since around 2002, Denby had been developing
1802-426: The cab-over design allows the vehicle's wheelbase to be shorter than in the conventional arrangement , wherein the engine is placed in front of the cab, covered by a horizontal or sloping hood that opens to allow engine access. Its shorter wheelbase allows cab-over semi-trucks to have a shorter overall length, thereby allowing for longer trailers to be used. For light- and medium-duty solid- or rigid-axle trucks,
1855-533: The cab-over design requires less length for the cab and engine, in a given wheelbase, and therefore allows a greater length for the truck body or load area. In both class 8 tractors and light- and medium-duty vocational trucks, the cab-over-engine design gives the COE model an advantage in maneuverability over a conventional model. And since COEs are generally lighter than conventionals, they can often haul heavier loads, given equal gross vehicle weight rating (GVWRs) and gross combination weight rating (GCWRs). Despite
1908-511: The courts could definitively rule on the issue. 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. Having been notified by Mr Denby beforehand, police stopped the vehicle just outside the gates of Denby's depot, and Mr Denby was ordered to return
1961-481: The current arrangements: The report had originally been due to be published in October 2007. During 2007, the prospect of LHVs being approved sparked public debate on "road trains" for the UK, with the claimed environmental, cost and road safety benefits being contrasted with quality of life issues, and questions of perceived safety risk to pedestrians, cyclists and motorists of LHVs on British roads. An increase in
2014-457: The design in 1934. Autocar reintroduced the engine-under-the-seat format with their Model U in 1933, which became a staple of U.S. roads and the U.S. military through World War II and well into the 1950s. White- Freightliner introduced its first tilting cab-over design in 1958, which allowed the entire cab to tilt forward for access to the engine. In Class 8 tractors (using the US designation),
2067-411: The development of COE route delivery bodies in the 1930s. The laws of the time limited overall truck length to 42 feet (12.8 m) on highways. Setting the cab over the engine and front axle shaved several feet off the length of the tractor, feet which could then be added to the length of the trailer while keeping the dimensions of the entire truck within the permissible limit. Schreckengost patented
2120-441: The front and into the cab. European or Chinese or Japanese truckers enter their cab in a straight fashion with handrails left and right. Cabovers are also very popular in the US's light- and medium-duty truck segment where compact size is required for urban mobility without sacrificing payload; Hino (a Toyota subsidiary), Isuzu , and Mitsubishi Fuso models are a regular sight for this reason. American company Paccar (which owns
2173-411: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=LHV&oldid=1099758903 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Longer Heavier Vehicle Longer Heavier Vehicles in the UK ( LHV )
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2226-425: The prohibition of LHVs, through the law courts if necessary. On legal advice, Denby had taken the view that, due to its manoeuvrability, and if kept to the present legal maximum weight of 44 tonnes, their Denby Eco-Link LHV would be legal to use under a loophole in the present UK laws, namely the 1986 Road Vehicles Construction and Use Regulations . The DfT, maintaining that it was an illegal LHV, conceded that only
2279-492: The reasons is the Federal Bridge Formula , which is unique to the US, and encourages spreading out the load. If axle distances are too tight, the maximum load allowance is reduced. For COEs operated at maximum weight in the US, this required an axle directly behind the front bumper. This cab design caused an awkward climb into the cab for the driver, forcing them to climb up behind the front wheel, then moving to
2332-485: The size of lorries was opposed by the rail industry, with the Freight On Rail lobby group saying in 2007 that past increases had only resulted in half empty lorries. In summary, the study concluded that LHVs could not be operated in the UK without changes to infrastructure, developing dedicated routes, and changing certain speed limits. It concluded that, depending on the industry take-up, LHV usage could lead to
2385-419: The standard GB turning circle requirements. The trial initially allocated spaces for up to 1800 trailers with a trailer length up to 15.65m (which with the tractor unit added, fits inside the 18.75m noted above). The number of spaces on the trial was expanded in 2018 and at the time of the last annual report, there were 2,565 trailer licences (Vehicle Special Orders) issued to 228 haulage operators. The trial
2438-433: The tilting cab gives comparatively unobstructed access to the engine, its deployment causes unsecured items in the cab and sleeper (if equipped) to fall onto the windshield or under the instrument panel . Vehicles without a tilting cab will usually be equipped with removable floor panels through which mechanics can access and service the engine. In Europe, Mercedes-Benz was the last manufacturer to use such panels instead of
2491-490: The total length and the length of the load area, which allow a cab length of 2.35 m (7 ft 8 + 1 ⁄ 2 in) in combination with the maximum load area length. This allows a sleeper cab with a narrow bunk, or a bonneted (hooded) day cab. Nonetheless, no manufacturer in Europe produces such day cabs with bonnets. The last manufacturer of a conventional truck in Europe, Scania , stopped production in 2005 due to
2544-482: The trial to date (2021), with all haulier data being held by the evaluators, rather than by the DfT. The consultants present an annual report on the trial and these, along with many intermediate special analysis documents arising from the trial, have been published on the DfT website, presenting results including an average saving on journeys of 8% (to December 2019) giving a saving of 48,000 tonnes of CO2e and 241 tonnes of NOx. The reduction in journeys also contributes to
2597-473: The use of such vehicles in towns and villages. In March 2006, Transport minister Stephen Ladyman refused the Denby and Robinson applications, but also sought the results of further analysis. An application for a 16 m (52 ft 6 in) long trailer was also refused. The use of LHVs only on inter-modal routes was reportedly rejected due to the problems of enforcement of any such restriction. In 2006,
2650-552: The vehicle to the depot pending an inspection by the Vehicle and Operator Services Agency (VOSA), who were expected to prohibit the vehicle from being used. Following the desktop studies, DfT indicated that while they did not believe a further increase in the maximum weight of HGVs should be considered, they were open to the idea of trialling an increase in length, within the current maximum vehicle dimensions already in use (18.75m Rigid+Drawbar Combinations). In 2011/12 DfT launched
2703-415: The vehicle within a corridor bounded by two circles around that point, with the inner circle having a radius of 5.3 m (17 ft 5 in), and the outer radius being 12.5 m (41 ft 0 in). Vehicle turning circles are particularly important in the UK due to the historical existence of many narrow streets, and a high number of roundabouts . As of 2009, some types of LHV already operate in
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#17327828527252756-539: Was a cab-over. They reintroduced the cab-over layout in 1933 with their "Camel Back" model, which allowed the cab to be tilted to access the engine. The introduction of the first modern cab-over layout in the United States is credited to industrial designer Viktor Schreckengost , who, with engineer Ray Spiller, designed a cab-over truck for the White Motor Company in 1932. Schreckengost was later joined by other designers such as Raymond Loewy who designed
2809-403: Was open to operators of all sizes, as long as they could meet the data submission requirements, and the participants on the trial included companies across diverse parts of the freight industry and varied in size from the largest national operators, to single vehicle owner operators. An independent evaluation consultant (Risk Solutions) was appointed and has been in place for the whole duration of
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