Heavy Vehicle Productivity Project - Questions and Answers

What is the Heavy Vehicle Productivity Project?

The Heavy Vehicle Productivity Project is focused on increasing the productivity benefits of the current heavy vehicle fleet through the development of a permit system to allow vehicles to operate outside the current mass and dimension limits on selected routes.

What is the current weight limit for vehicles on New Zealand roads?

The current gross weight limits depend on the number and layout of the vehicles axles. The heaviest permitted weight without a special permit is 44 tonnes.

Why is work on a permit system that will allow increased size and weight of heavy haulage loads being undertaken?

The projected doubling of the road freight task (total tonnage multiplied by total distance) over the next 20 years means freight needs to be moved as efficiently as possible. An increase in the limits for heavy vehicles is expected to improve vehicle productivity by consolidating loads and reducing the number of vehicle movements required to distribute that freight.

This in turn will reduce fuel consumption, reduce emissions, improve safety and overall will contribute positively to the government’s economic productivity objectives. 
 
Is there a timeframe for the development of a new permit system?

Work is currently under way preparing an amendment to Land Transport Rule: Vehicle Dimension and Mass 2002, and it is anticipated to be in place by April 2010.

Does this mean that there will be bigger trucks on the roads?

No.  There will not be any bigger trucks on the roads. Trucks carrying heavier loads will not be any wider or higher than trucks on the road at present.  In fact they will generally be the same trucks; they will just be maximising using existing capacity.

Will vehicles carrying heavier loads be as safe?

Yes.  The vehicles in the trials have met all current safety standards.
Any vehicle issued with a permit to operate at a heavier weight under a future permit system will have to meet all appropriate safety requirements.

Are there restrictions on what roads/routes the heavier vehicles can travel? (ie near schools, quiet country roads, narrow windy roads etc.)

Trial vehicles have been restricted to specific routes which were strictly enforced. Roads and routes deemed inappropriate for the trials were not used. The same approach will be required under a new permit regime.

What will a permit system for heavy vehicles achieve?

Improved heavy vehicle productivity under the right conditions will enable a given amount of freight to be carried on fewer trucks. This will help to reduce road congestion, operating costs, vehicle emissions and improve road safety.

A permit system will enable the impacts of heavier vehicles to be properly managed by taking into account roading costs, safety and environmental impacts, and any impacts on other freight modes.

Why not provide open access for road transport operators?

Not all roads and other infrastructure such as bridges can handle heavier loads. To avoid damage or stability concerns only specific routes will be approved.

How do you know a permit system will work?

The trials and other information have clearly shown significant productivity benefits as well the workability of a permit system.  There is currently a permit system in place for ‘one-off’ over-weight and over-dimension vehicles which has, over past years, shown that such a regime does work.

How will the permit system be policed?

The trials have been monitored by the Commercial Vehicle Inspection Unit of the NZ Police as part of its normal road policing function.  This would continue to be the case under any longer term permit system. 

Heavier loads will mean extra road maintenance costs: who will pay? 

The government is very conscious of the implications of potential extra road maintenance costs and will continue to work closely with the NZ Transport Agency (NZTA) and local authorities on this.

Will the heavier loads increase emissions?

Heavier vehicles use more fuel than lighter vehicles, but the difference is small. It will be outweighed by the greater load on each truck and the consequent lower trip numbers, bringing a useful overall reduction in emissions.

During the trials emissions from both heavier and existing trucks were measured to assess if there is any measurable or significant difference in emissions. Differences in emissions between 44 tonne and 50 tonne loads were found to be negligible.

What trucking companies took part in the trials?

Trial participants represented a cross-section of New Zealand’s freight sector to ensure results reflect the country’s current freight environment.
As the Ministry is moving into the next phase of the project no more new trials are being initiated.

What were the selection criteria for trial participants?

The trial participants were largely those identified in a 2007 survey undertaken by consultants on behalf of the Ministry of Transport. The study identified a wide range of possible trial participants from across New Zealand’s road transport sector and this formed the basis of the initial development of the trials.

Will these trucks still be able to go on ferries?

Yes, heavier trucks will be able to use ferries – subject to the ferry carrying capability.

Will they fit tunnels and over bridges?

Heavier trucks will be no higher or wider than existing trucks. Some bridges and tunnels already have height and/or weight restrictions and these will continue to apply.  However, most bridges on state highways and local roads are already adequate for heavier trucks. In the longer term other bridges could be strengthened, replaced or closed to heavier trucks.

What will happen to the present system of overweight permits?

The existing overweight system will continue to be used for one-off trips for individual loads. Any new system will be used to permit multiple and ongoing trips by nominated trucks operating a particular load and route or area.