Policy & Compliance
and regulators were persuaded that those smaller batteries presented reduced hazards compared with their larger counterparts through the supply chain. Clearly there is now a need for a radical review of this classification, as the size and energy capacity of these batteries has altered dramatically since then. As has the volume being carried in containerships. The situation is further complicated by the existence of various special provisions applicable to lithium batteries. The focus here is on one alone. On the basis that smaller lithium batteries present a reduced hazard, within the UN regulations SP188 exists to enable transport under specific conditions. Where lithium batteries or cells meet these requirements, when offered for transport, they may not be subject to other provisions of the IMDG code. Notwithstanding qualification for transport under SP188, however, these batteries continue to be dangerous goods, presenting the same risks, rather on a smaller scale. Once lithium batteries, particularly those shipped under SP188, are placed into the intermodal supply chain there is very little opportunity for the cargo to be checked, visually or otherwise, to verify compliance. Incorrect classi fi cation The clear conclusion is that lithium- ion batteries are not classified as sufficiently hazardous and the range of potential special provisions increases complexity and uncertainty. All this may have serious ramifications when a container is being accepted for shipment or a ship stowage plan is being compiled. In addressing the commercial opportunities in answering the agenda to move away from fossil fuels, there also needs to be urgent engagement from all involved to resolve the justifiable concerns of the logistics industry – ahead of regulatory strengthening. BIFA is grateful to TT Club’s MD Loss Prevention, Mike Yarwood, for this article. Visit www.ttclub.com for further information and guidance on the transport of Lithium-ion batteries and other topics.
Longer lorries allowed on the UK’s roads
I n general, the transport industry welcomed the announcement from government that longer lorries will be allowed on Britain’s roads. Lorry trailers up to 15.65 m long have been permitted to be used since 31 May 2023 under legislation laid in Parliament on Wednesday 10 May.There are already around 3,000 such lorries in use. The total length of the tractor and trailer is 18.55 m – which is about 2.05 m longer than the standard size. This decision follows an 11-year trial of longer semi-trailers (LSTs), during which the additional load capacity of such vehicles was evaluated alongside the safety aspects of their operation. The trials indicated that this change would increase productivity, reduce HGV journeys – by carrying the same volume of freight in fewer lorries – and cut mileage, congestion and carbon emissions. However, such vehicles are not suitable for all trades; the main beneficiaries are sectors carrying mainly volumetric freight such as light consumer goods and retail products. The new lorries will move the same volume of goods using 8% fewer journeys than current trailers. The Road Haulage Association commented: “The government could, however, go further by increasing the permitted weight to 48 tonnes. This will be increasingly important when we roll out zero- emission trucks, to compensate for the increased weight from batteries.” There is a precedent for such a
facilitation. In 2018, the UK government gave the go-ahead for drivers with a standard UK category B driving licence to drive vehicles powered by electricity, natural gas, biogas or hydrogen up to the weight of 4.25 tonnes for the purpose of transporting goods. Previously motorists would have been required to obtain a category C driving licence (an HGV licence) if they wanted to drive a van in excess of 3.5 tonnes in weight. Tail swing concerns One campaign group has warned that the tail swing of the longer lorries when turning covers a larger area, which could put pedestrians and cyclists at risk. Ministers have said the lorries, which have been trialled since 2011, are safe; in fact they have a lower accident rate than the currently standard 16.5 m articulated lorry. The Department for Transport (DfT) has said that the vehicles had been involved in “around 61% fewer personal injury collisions than conventional lorries”. The DfT has said the vehicles would help businesses be more productive. The move is set to result in £1.4 billion of economic benefits and take one standard- size trailer off the road for every 12 trips or, looked another way, potentially reduce journeys by this class of vehicle by approximately 8%. It estimates the vehicles will save 70,000 tonnes of carbon dioxide from being released into the atmosphere over 11 years.
“ The clear conclusion is that lithium-ion batteries are not classified as sufficiently hazardous
and the range of potential special
provisions increases complexity and uncertainty
August 2023 | 19
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