Commercial vehicle / dimensions and weights

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In Germany, the permitted weights and dimensions for commercial vehicles result from the Road Traffic Licensing Regulations (StVZO). The German legislature has thus implemented essential rules prescribed by EC law into national law.

The regulation is primarily intended to serve traffic safety, road protection and environmental protection. EC law aims to harmonize national regulations in the European Union in order to create uniform conditions of competition and to facilitate traffic between the member states. In the past, regulations were also enacted with a steering intention to prevent the transport of goods from being shifted from rail to road.

Dimensions and weights of commercial vehicles in the EU

Commercial vehicles in the European Union must be built and equipped in such a way that they do not harm, endanger, hinder or annoy anyone in traffic. There are corresponding national regulations in Europe.

In the Council Directive 96/53 / EC of July 25, 1996, a. The following dimensions and total weights are specified for cross-border traffic, which must be observed. However, the individual member states may allow different regulations for domestic traffic in their national law (in Germany: StVZO ):

Greatest length:

  • 18.75 m for a truck ( truck with trailer )
  • 16.50 m for an articulated vehicle (motor vehicle with a semitrailer or semi-trailer)

Largest width (without exterior mirrors):

  • 2.55 m all vehicles, including trucks, trailers and semi-trailers
  • 2.60 m largest width of the superstructure of air-conditioned vehicles that are equipped for the transport of goods in temperature-controlled condition and whose side walls including thermal insulation are at least 45 mm thick.

Greatest height:

  • 4 m

Largest distance:

  • 12 m between the axis of the kingpin and the rear boundary of the semi-trailer
  • 16.40 m between the foremost outer point of the loading area behind the driver's cab and the rearmost outer point of the trailer of the vehicle combination
  • 15.65 m between the foremost outer point of the loading area behind the driver's cab and the rearmost outer point of the trailer of the vehicle combination, minus the distance between the rear boundary of the motor vehicle and the front boundary of the trailer (usable loading area)

Maximum weight of the vehicle:

  • 18 t two-axle trailer
  • 25 t three-axle trailer
  • 26 t three-axle trailer with air suspension
  • 36 t four-axle trucks or articulated vehicles
  • 40 t vehicle combinations with five or six axles
  • 44 t three-axle motor vehicle with a two- or three-axle semitrailer that transports an ISO container of 40 or 45 feet in combined traffic

Maximum permissible axle loads

  • 10 t single axle without drive
  • 11.5 t drive axle

Section 35 of the StVZO also stipulates that trucks and buses, including luggage trailers, and articulated vehicles and truck trains that were first put on the market after January 1, 2001, must have an engine output of at least 5 kW (6.8 PS) per tonne of the gross vehicle weight ) of the motor vehicle and the respective trailer load. For motor vehicles, articulated vehicles and trains, on which the motor vehicle or the towing vehicle first came into traffic between January 1, 1969 and December 31, 2000, a minimum engine output of 4.4 kW (5.98 PS) applies. per ton.

Dimensions and weights of commercial vehicles in Germany

In the German federal states, pilot projects with the EuroCombi with respective specific special permits have been and are being tested. At the beginning of 2010, a nationwide field trial was announced that would run until the end of 2016 and was based on the volume-oriented Dutch variant. The results of the BaSt speak in favor of the continuation of the use of EuroCombi or long trucks due to the guidelines 96/53 EG or 2015/719 dimensions and weights. The draft from the BMVI envisages converting the field test of the EuroCombi / long truck (type 2), which will run until December 31, 2016, into permanent operation. "All in all, the results of the scientific monitoring speak clearly in favor of continuing the use of long trucks," says the paper. Nothing will change in the weights of type 1 and type 2 long trucks.

Type 1 long lorry = lengthened semitrailer combination of 17.80 m. As part of the 7th Amendment to the Exemption Ordinance for Long Trucks, the BMVI approved a seven-year test period, whereby it should be noted that the 1st Exemption Ordinance came into force since January 1, 2012 and z. B. eight federal states have allowed the area-wide use (without positive road network) the "17.80 m". As part of the 8th Amendment Ordinance, the federal states of Saxony-Anhalt, Rhineland Palatinate and Saarland will also allow nationwide use. Only Baden-Württemberg, Bremen, Mecklenburg-Western Pomerania and Berlin-Brandenburg are missing.

Long truck type 2 = u. a. Articulated vehicles with a central axle trailer (EuroCombi) were not yet sufficient scientific results to be able to unequivocally recommend a transfer to continuous operation from 2017 and should initially only be approved for a limited period until the end of 2017.

Historical development in Germany

German Empire

1908 to 1919

In 1908, the conditions for subsidized trucks were set: the track width and wheelbase were stipulated, and between 16 and 20 km / h maximum speed was required for the largest trucks.

  • 4 t payload
  • 9 t GVW truck
  • 22 kW minimum motor power

With the entry into force of the first Road Traffic Act on April 1, 1910, general regulations were passed, but weights and measures were not.

1919 to 1926

Axle loads were limited to 6 t from June 1, 1919, the other dimensions were taken over by the subsidized trucks.

  • 2.25 m width
  • 3.80 m high

1926 to 1938

For the first time, the permissible axle loads, truck lengths and widths for two and three-axle vehicles, as well as the number and gross vehicle weight of the trailers, were regulated.

December 5, 1925

  • 9 t GVW two-axle truck
  • 15 t three-axle
  • 7.5 t GVW trailer
  • 6 t single axle axle pressure
  • 5 t double axle axle pressure

July 15, 1930

  • 10.8 t GVW two-axle
  • 16 t GVW three-axle
  • 5 t biaxial (payload)
  • 10 t biaxial (payload)
  • 4 t single-axle trailer (payload)
  • 7.5 t two-axle trailer (payload)
  • 10.5 t three-axle trailer (payload)
  • 7.5 t single axle axle pressure
  • 5.5 t double axle axle pressure
  • 2.25 - 2.35 m width (the latter value applies to 9.5 t trucks and 5.5 t buses)

October 1, 1934 (2nd regulation to RStVO - RGBl.I No. 112)

  • 13 t GVW two-axle truck trailer
  • 18.5 t GVW three-axle
  • 24 t GVW four-axle
  • 7.5 t double axle axle pressure
  • 2.35 m width up to 7 t GVW
  • 2.50 m width over 7 t GVW
  • 4 m high
  • 22 m truck length

November 13, 1937 , the first StVZO ( Road Traffic Licensing Regulations ) was issued, which came into force on January 1, 1938. New regulations were made: (StVZO - RGBl. I p. 1215).

  • 16 t GVW two-axle truck
  • 24 t GVW three-axle
  • 24 t GVW four-axle
  • 40 t GVW truck axle pressure
  • 35 t GVW semitrailer
  • 10 t single axle axle pressure
  • 16 t double axle axle pressure
  • 2.50 m width up to 7 t GVW
  • 2.50 m width over 7 t GVW
  • 10 m long two-axle truck
  • 12 m long two + three-axle buses
  • 14 m length semitrailer
  • 4 m high
  • 20 m truck length

From March 1938

In 1939 the axle loads were greatly simplified and increased.

  • 9 t GVW single axle
  • 14 t GVW two-axle vehicle

Due to a circular of June 15, 1940 (RGBl. P. 220), two trailers with overrun brakes could be carried behind motor vehicles (trucks) with immediate effect .

Historical development in Europe

1949 to 1956 - adaptation to the development of commercial vehicles

Europe

In 1949 the European transport ministers met for the first time in Geneva and decided on a convention for Europe on commercial vehicle lengths and weights. There should be a harmonization of regulations and a. take place as legal security for the commercial vehicle industry. Germany had not signed this resolution. The following dimensions and weights were planned:

  • 18.00 m truck length
  • 32 t GVW trucks
  • 2.50 m width
  • 4 m high

Germany

On November 25, 1951, the StVZO was reset to its pre-war status. From April 1, 1953, the second trailer for trucks was banned. The second trailer could still be used for the tractors.

  • 20 m truck length
  • 14 m tractor length

1956 to 1960 - Great restrictions

Germany

The then Federal Transport Minister Hans-Christoph Seebohm tried to restrict the rapidly growing truck traffic and make the Deutsche Bundesbahn more competitive again with drastic size and weight restrictions for trucks . On March 21, 1956 there was a new regulation of the StVZO, unofficially called the Seebohm'schen laws .

The following restrictions applied to trucks registered for the first time on or after January 1, 1958:

  • 11 m length and 12 t gross vehicle weight for two-axle trucks
  • 12 m length and 16 t gross vehicle weight for three-axle trucks
  • 14 m length and 24 t gross vehicle weight for trucks and articulated vehicles
  • 8 t axle load
  • 6 HP engine power per ton of total weight

These restrictions did not initially apply to trucks that were already registered; they were to come into force at a later date. A trailer carried along was allowed to have the maximum permissible total weight of the towing vehicle. Different regulations applied to a solo three-axle vehicle than to a two-axle vehicle. With a gross vehicle weight of 16 tons, the three-axle vehicle could form a truck with a total weight of 32 tons with a 16-ton trailer. However, the trailer must have been built before January 1958. A typical example of this is the Mercedes-Benz LP 333 , the legendary "millipede".

1960 to 1965 - easing in view of the future EEC

Germany

On July 7, 1960, the first European weights and measures were introduced by the StVZO. Regarding EEC membership, the harmonization regulations that were not signed in 1949 came into force.

  • 11 m length and 16 t gross vehicle weight for two-axle trucks
  • 12 m length and 22 t gross vehicle weight for three-axle trucks
  • 15 m total length and 32 t gross vehicle weight for articulated trucks
  • 16.5 m total length and 32 t gross vehicle weight for trucks
  • The trailer load must not exceed the gross vehicle weight of the towing vehicle

The new limit values ​​came into force for all trucks registered for the first time before January 1, 1958, by April 1, 1964 at the latest. 6 HP per ton of engine power were required as early as April 1, 1963. Up to March 31, 1962, trucks registered before January 1, 1958 were still allowed to run with a three-axle trailer and a total length of 20 m, from April 1, 1961 only if the driver had a confirmation of purchase for a two-axle trailer of shorter dimensions which shows that the trailer manufacturer can only deliver later. Road trains in cross-border freight traffic were allowed to be up to 18 m long, provided the regulations of the foreign areas touched during the journey allowed this. For trucks and articulated trucks in cross-border freight traffic, the restrictions on engine power and trailer load did not apply until December 31, 1965.

1965 to 1990 - First regulation within the EEC

On May 1, 1965, the StVZO came into force in accordance with Directive 85/3 EEC, which was agreed within the EEC by the EC Council of Transport Ministers.

  • 12 m long and 16 t gross vehicle weight for two-axle trucks
  • 12 m length and 22 t gross vehicle weight for three-axle trucks
  • 15 m total length and 38 t gross vehicle weight for articulated trucks
  • 18 m total length and 38 t gross vehicle weight for trucks
  • Maximum trailer load 1.4 times the gross vehicle weight of the towing vehicle (with continuous braking system)
  • 10 t axle load
  • 2.50 m width
  • 4 m high

For vehicles with a gross vehicle weight of more than 32 t, an exception was made from the required 6 HP per ton of engine power. For trucks registered for the first time up to December 31, 1965, 5 HP per ton was sufficient, for trucks registered between January 1, 1966 and December 31, 1968, 5.5 HP per ton.

8 HP per ton were valid until April 25, 1976 for all trucks up to 28.5 t registered for the first time on January 1, 1971 and all articulated trucks and truck trailers registered for the first time with more than 28.5 t from January 1, 1972. Subsequently, the minimum engine output was 4.4 kW (5.98 PS) per ton for motor vehicles, articulated vehicles and trains, which first came into service on January 1, 1969.

On July 1, 1986 the truck weights in the StVZO were changed due to the EEC. The approved four-axle vehicle has been heavier since 1984.

  • 40 t GVW truck
  • 11 t drive axle
  • 17 t GVW two-axle vehicle
  • 24 t GVW three-axle vehicle
  • 32 t GVW four-axle vehicle

1990 to 1995 - Common weights and measures in the EEA

On December 31, 1991 there was a new StVZO. On December 17, 1990, the EC Directive 91/60 was decided by the EC Council of Ministers to amend Directive 85/3 EEC. The change affected important dimensions and certain other technical characteristics of certain freight vehicles. For the first time in Europe, it was decided that an extension of the loading area could not be permitted at the expense of road safety and the driver. It was determined how long a road train can be in order to create a healthy, always satisfactory ratio of occupied traffic area and economically optimal use of transport space. For safety reasons, the short-coupled trucks are allowed to lengthen a little while cornering, but without the intervention of the driver or other people. For the driver's cab, the "functional space" for the truck driver in long-distance traffic could now be used accordingly in terms of depth. For old trucks, a transition period up to December 31, 1998 was allowed for the loading areas and the total length. Special dimensions and weights have been regulated separately.

  • Total length of 18.75 m truck trailer
  • 2.55 m wide
  • 4 m high
  • 16.00 m total length from the rear edge of the cab
  • 15.65 m usable loading area
  • 2.35 m cab depth

See also

Sources and references

  • § 32 StVZO commercial vehicle dimensions.
  • § 34 StVZO commercial vehicle total weights and axle loads.
  • European cab regulations
  • German trucks and delivery vans. Volume 2. Motorbuch Verlag, 2004, ISBN 3-613-01197-2 .
  • H. Büssing: Man - Work - Heritage. Vandenhoeck and Ruprecht, 1989, ISBN 3-525-13175-5 .
  • A century of automotive technology - commercial vehicles. VDI-Verlag, 1987 ISBN 3-18-400656-6 .
  • Last & Kraft magazine - special edition 1-03 = Büssing 100 years.
  • Last & Kraft magazine - special edition 2-05 = economic miracle long-distance transport.

Individual evidence

  1. ↑ central: Council Directive 96/53 / EC of July 25, 1996 (PDF; 1.1 MB) on the definition of the maximum permissible dimensions for certain road vehicles in domestic and cross-border traffic in the Community and on the definition of the maximum permissible weights in cross-border traffic, Official Journal No. L 235 of 17/09/1996 pp. 0059 - 0075.
  2. ↑ Directive 96/53 / EC of the Council of July 25, 1996 laying down the maximum permissible dimensions for certain road vehicles in national and cross-border traffic in the Community and laying down the maximum permissible weights in cross-border traffic (OJ L 235 of September 17, 1996, P. 59).
  3. ↑ Giant truck on the way taz from January 20, 2010.
  4. ↑ BASt final report 2016 on the long truck, i.e. EuroCombi
  5. ↑ Details on regular operation of long trucks. In: Verkehrsrundschau. December 1, 2016.
  6. ^ Report from the Federal Ministry of Transport and Digital Infrastructure (BMVI) on the approval of type 1 and type 2 long trucks in 2017 ( Memento from December 9, 2017 in the Internet Archive ).
  7. ^ A century of automotive technology - commercial vehicles. Page 18.
  8. ^ A century of automotive technology - commercial vehicles. Page 126.
  9. ↑ Since 1925, before that there was no regulation. See § 25 (1) No. 1 of the Ordinance on Motor Vehicle Traffic. From December 5, 1925. RGBl. I p. 439.
  10. ↑ a b c d e f g H. Büssing: Mensch - Werk - Erbe, page 223
  11. ↑ § 72 (1) StVZO of November 13, 1937.
  12. ↑ See Sections 32 and 34 of the StVZO of November 13, 1937.
  13. ↑ a b German trucks and delivery vehicles. Volume 2. Page 495.
  14. ↑ See DA on § 34 (2).
  15. ↑ § 41 (6) StVZO; Circular of June 15, 1940.
  16. ↑ DER SPIEGEL 32/1961 - Scrap on three axes
  17. ↑ DIE ZEIT No. 43 - Minister Seebohm does not reply from October 20, 1961