Transport Exemptions - a Guidebook

Exceptions (exemptions) for broad, long and heavy road transports

Publication TRV 2011:

Official website: www.transportoversize.eu Part-financed by the European Union Phone number: +370 46 390857 (European Regional Development Fund)

Email address: [email protected]

Title: Transport Exemptions (wide, long and heavy road transports) - a guide Publication number: 2011:057 Publication date: 01-04-2011 Publisher: Swedish Transport Administration

Author: Thomas Holmstrand Cover photo: Thomas Holmstrand Layout cover: The studio, Swedish Transport Administration ISBN: 978-91-7467-121-6

Official website: www.transportoversize.eu Part-financed by the European Union Phone number: +370 46 390857 (European Regional Development Fund)

Email address: [email protected]

Foreword

The Swedish Transport Administration is working with a strong customer perspective and through the effective exercise of its authority. This is the starting point for this guide.

For the Swedish Transport Administration, it is important to have a community perspective in its actions regarding transport infrastructure and transport exemptions, and the disruption that these transports cause for other traffic and the service and maintenance of roads.

The purpose of the guide is to support exemption authorities (municipalities and state road maintenance authorities), transport buyers, conveyors and others.

In their areas of responsibility, the Swedish Transport Administration's regions shall process and make decisions on issues of transport exemptions in a uniform manner throughout the entire country. The guide refers in many cases to the Swedish Transport Administration's practices in different situations.

This guide has been produced by the Swedish Transport Administration's transport exemptions unit, which processes and makes decisions on matters concerning transport exemptions within the Swedish Transport Administration on behalf of the regions. This publication replaces the Swedish Transport Administration publication 2007:144.

Borlänge 1 April 2011

Lena Erixon

Deputy Director-General and head of the operational area Community

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FOREWORD...... 2

ABBREVIATIONS...... 6

GLOSSARY...... 7

1 GENERAL ...... 13 1.1 THE TRAFFIC LAWS OF SWEDEN IN BRIEF...... 13 1.2 LARGE WEIGHTS AND DIMENSIONS...... 15 1.3 SCOPE OF EXEMPTION OPERATIONS...... 16

2 WEIGHTS AND DIMENSIONS...... 17 2.1 GENERAL ...... 17 2.2 WHERE DO THE REGULATIONS APPLY?...... 17 2.3 VEHICLE'S WEIGHT...... 19 2.4 VEHICLE'S WIDTH...... 22 2.5 VEHICLE'S LENGTH...... 24 2.6 VEHICLE'S HEIGHT...... 26

3 EXEMPTION REGULATIONS ...... 27 3.1 EXEMPTION AUTHORITIES ETC...... 27 3.2 CONDITIONS FOR EXEMPTION ...... 31 3.3 APPLICATION...... 33 3.4 APPLICATION FEES...... 35 3.5 CONTENTS OF EXEMPTION DOCUMENTS...... 36 3.6 PERIOD OF VALIDITY...... 36 3.7 EXTENSION OF EXEMPTION ...... 39 3.8 WITHDRAWAL OF EXEMPTION...... 39 3.9 APPEAL OF DECISIONS ...... 39

4 HEAVY TRANSPORTS...... 41 4.1 GENERAL...... 41 4.2 CONDITIONS FOR EXEMPTION ...... 41 4.3 APPLICATION...... 47 4.4 CONDITIONS FOR HEAVY EXEMPTIONS...... 48 4.5 GENERAL HEAVY ROAD NETWORK EXEMPTIONS...... 50 4.6 CONSULTATION ...... 50 4.7 LOCAL TRAFFIC DIRECTIVES...... 51 4.8 PERIOD OF VALIDITY ...... 52 4.9 CONTENTS OF EXEMPTION DOCUMENTS...... 52

5 WIDE TRANSPORTS...... 53 5.1 GENERAL ...... 53 5.2 CONDITIONS FOR EXEMPTION...... 54 5.3 APPLICATION...... 57 5.4 CONDITIONS...... 57 5.5 GENERAL WIDTH EXEMPTIONS ...... 59 5.6 CONSULTATION ...... 60

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5.7 LOCAL TRAFFIC DIRECTIVES...... 60 5.8 PERIOD OF VALIDITY ...... 60 5.9 CONTENTS OF EXEMPTION DOCUMENTS...... 61

6 LONG TRANSPORTS ...... 62 6.1 GENERAL ...... 62 6.2 CONDITIONS FOR EXEMPTION...... 62 6.3 APPLICATION ...... 64 6.4 CONDITIONS ...... 65 6.5 GENERAL ROAD NETWORK EXEMPTIONS FOR LONG TRANSPORTS...... 67 6.6 CONSULTATION ...... 67 6.7 LOCAL TRAFFIC DIRECTIVES...... 68 6.8 PERIOD OF VALIDITY ...... 68 6.9 CONTENTS OF EXEMPTION DOCUMENTS...... 68

7 MOBILE CRANES ...... 69 7.1 MOBILE CRANES - GENERAL ...... 69 7.2 EC MOBILE CRANES...... 70 7.3 UNREGISTERED MOBILE CRANES - MACHINERY CLASS II ...... 71 7.4 INSPECTION OF MOBILE CRANES ...... 71 7.5 CONDITIONS FOR EXEMPTION...... 71 7.6 APPLICATION ...... 73 7.7 CONDITIONS ...... 73 7.8 GENERAL ROAD NETWORK EXEMPTIONS FOR MOBILE CRANES ...... 74 7.9 CONSULTATION ...... 74 7.10 LOCAL TRAFFIC DIRECTIVES...... 75 7.11 PERIOD OF VALIDITY ...... 75 7.12 CONTENTS OF EXEMPTION DOCUMENTS...... 75

8 SLOW-MOVING TRANSPORTS ...... 76 8.1 HIGHWAYS AND EXPRESSWAYS ...... 77 8.2 DRIVING ON THE SHOULDER FOR HEAVY, SLOW-MOVING VEHICLES ...... 77

9 MILITARY TRANSPORTS...... 78 9.1 SPECIAL PROVISIONS FOR THE SWEDISH ARMED FORCES ...... 78 9.2 OTHER TRANSPORT OF MILITARY VEHICLES ...... 80

10 VEHICLES...... 80 10.1 VEHICLE CATEGORIES ...... 81 10.2 REGISTRATION OF VEHICLES ...... 8

11 BRIDGES ...... 95 11.1 INTRODUCTION ...... 95 11.2 LOAD-BEARING CAPACITY OF BRIDGES...... 95 11.3 EXEMPTIONS ...... 98 11.4 SAFETY PHILOSOPHY ...... 102

12 ROAD TRANSPORT LEADERS AND ESCORTS ...... 106 12.1 ROAD TRANSPORT LEADERS - GENERAL ...... 107 2.12 LEGISLATION REGARDING ROAD TRANSPORT LEADERS...... 107

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12.3 TRAINING OF ROAD TRANSPORT LEADERS ...... 108 12.4 LIST ...... 108 12.5 ESCORT REQUIREMENTS...... 108 12.6 CONDITIONS ...... 108

13 OVERLOADS ...... 110 1.13 GENERAL INFORMATION ABOUT OVERLOADS...... 110 13.2 VEHICLES FOR WHICH THE OVERLOAD FEE IS TAKEN ...... 111

APPENDIX 1 - WEIGHT REGULATIONS IN TRF - COMMENTS ...... 112 LOAD-BEARING CAPACITY CLASSES...... 112 WEIGHTS...... 112 WHEELBASE DISTANCES BETWEEN VEHICLES IN A ROAD TRAIN ...... 120 VEHICLES IN INTERNATIONAL TRAFFIC...... 122 MAXIMUM LOADS ...... 123

APPENDIX 2 - GROSS WEIGHT TABLE – GENERAL ROAD NETWORK EXEMPTIONS (INDIVISIBLE LOADS) ...... 124

APPENDIX 3 - MARKING OF EXEMPTED TRANSPORTS ...... 127

APPENDIX 4 - LIST OF STATUTES ...... 129

APPENDIX 5 - A BRIEF HISTORY ...... 131 WEIGHT ...... 132 WIDTH ...... 133 LENGTH ...... 133

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Abbreviations

AvgF The Fees Ordinance Act ( 1992:191 )

FDEF Decree ( 2001:651 ) on Road Traffic Definitions

KKL Driving License Act ( 1998:488 )

LDEF Law ( 2001:559 )on Road Traffic Definitions

LTF Traffic Regulations

LVTR The ( 2001:558 )Road Traffic Register Act

MTrF Military Traffic Regulations ( 2009:212 )

RÅB The Prosecutor General's regulations ( 1999:178 ) on penalties for certain traffic offences

SFS Swedish Code of Statutes

SäkITrf Swedish Armed Forces Safety Instructions for weapons and ammunition, etc., military traffic safety

TrF Swedish Road Traffic Ordinance ( 1998:1276 )

TSFS The Swedish Transport Agency's Book of Statutes

TRVFS The Swedish Transport Administration's Book of Statutes

VMF Road Signs Ordinance ( 2007:90 )

VTSL The Road Traffic Tax Act ( 2006:227 )

VVFS The Swedish National Road Administration list of statutes

VägK Decree on Roads ( 1971:594 )

VägL The Roads Act ( 1971:948 )

YTL The Professional Transport Act ( 1998:490)

ÖVL Act ( 1972:435 ) on Fee on Excess Weight

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Glossary

In the cases where the definition is taken from the Act (2001:559) on Road Traffic Definitions (LDEF) or from the Ordinance (2001:651) on Road Traffic Definitions (FDEF), it is stated in the column “SFS”.

Term Meaning SFS

Axel weight The total static weight that the wheels on one wheel axle exert on the road LDEF surface.

Car A motor vehicle that is equipped with three or more wheels or skids or a LDEF track, and which cannot be considered a motorcycle or a moped. Cars are divided into personal cars, trucks and buses.

Double-axle Two wheel axles on a vehicle with an internal distance that is less than 2 LDEF metres.

Double-axle load The total static weight that the wheels on a double-axle exert on the road LDEF surface.

Gross weight of The total static weight that all the wheels, tracks or skids on a vehicle exert on LDEF vehicle the road surface at a particular moment.

Bus A car that is designed principally for transporting people or is furnished with LDEF more than eight seating places excluding the driver’s. Buses are divided into light and heavy buses.

Load-bearing capacity Grouping of roads by permissible single-axle, double-axle and triple-axle load LDEF, class as well as permissible gross weight. Load-bearing capacity classes are load- bearing capacity class 1 (BK1), load-bearing capacity class 2 (BK2) and load- FDEF bearing capacity class 3 (BK3).

Exemption type The Swedish Road Administration’s practice of having different assignment LDEF types depending on whether the application concerns temporary or general exemption as well as the transport’s width, length, load and vehicle type.

Dolly A small trailer that is designed to act as a steering axle for a semi-trailer and LDEF that is equipped with a coupling device (fifth wheel) for a semi-trailer.

Twin wheels A double-mounted tyre on one wheel axle (also four wheels on one wheel axle).

Towed vehicle A vehicle which is coupled to a car, tractor, motorized machinery or an off- LDEF road motor vehicle and which is not a trailer vehicle.

Own lane The term is used in bridge conditions for heavy transports. The heavy transport is driven in a lane which can be arbitrarily placed. Oncoming traffic as well as the traffic in its own lane are assumed to be on the bridge at the same time as the heavy transport.

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See also “road middle” as well as Chapter 14.

EC Mobile crane A heavy truck that is not equipped for goods transport and which is equipped LDEF with a crane whose lifting moment is at least 400 kilo newton metres.

Escort In accordance with Section 3 of the Act (2001:1167) on road transport leaders , the cooperation of a person that has the right to give directions for traffic on the roads.

Vehicle An arrangement of wheels, tracks, skids or similar which is designed LDEF principally for travel on the ground, and which does not run on rails. Vehicles are divided into motorized vehicles, trailer vehicles, trailing vehicles, sidecars, cycles, horse-drawn vehicles and other vehicles.

Vehicle train A motorized vehicle with one or more coupled vehicles. LDEF

Coupling distance The coupling distance stated in registration certificates for vehicles differs between vehicles that were registration inspected before and after 02-04- 2007. In the earlier registration certificates, the distance is measured from the front axle on the car to the coupling device’s centre, and for trailers, the distance between the coupling device’s centre and the rearmost axle. For newer vehicles, the distance is measured from the car’s frontmost edge to the coupling device’s centre and from the trailer’s coupling device’s centre till its backmost edge, respectively.

Roadway A part of a road which is intended for travel of vehicles, although not a cycle FDEF path or shoulder.

Lane One such longitudinal lane of a roadway indicated with road signs, or if there FDEF is no signage, is wide enough for traffic in a file with four-wheeled vehicles.

Driving ban A ban on using a vehicle. FDEF

Truck 1. A car that is designed principally for goods transportation. FDEF

2. Another car type which can not be considered a personal car or bus.

Trucks are divided into light and heavy trucks.

Loading board Load surface which accommodates the goose-neck and shoulders of a semi- trailer.

Load length The distance from the load space’s forwardmost, furthest point to its FDEF rearmost, furthest point.

Slow-moving vehicle A vehicle that is designed for a speed of maximum 40 kilometres per hour or that may not be driven at a higher speed than 40 km/hr. Examples include tractors, motorized machinery class II and trailing vehicles.

Light bus A bus with a total weight of maximum 3.5 tons. LDEF

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Light truck A truck with a total weight of maximum 3.5 tons. LDEF

Light trailer vehicle 1. A trailer vehicle with a total weight of maximum 750 kilograms. LDEF

2. A trailer vehicle with a total weight of over 750 kilograms on the condition that it does not exceed the towing vehicle’s service weight and that the towing vehicle’s and trailer vehicle’s total weight does not exceed 3.5 tons.

Light off-road vehicle An off-road vehicle whose service weight is maximum 2 tons. LDEF

Maximum load The difference between the vehicle’s total weight and service weight . LDEF

Motorized vehicle A vehicle that is equipped with a motor for propulsion, although not an LDEF electricity-driven vehicle, which is to be considered a cycle.

Motorized vehicles are divided into motor vehicles, tractors, motorized machinery and off-road motor vehicles.

Motor vehicle A motorized vehicle that is designed principally to be used on roads, LDEF regardless of whether it is ready-built or not, and which is not established

1. principally for independent use as a people or goods transporter, or

2. for any other purpose than that considered under 1, if the vehicle can not be considered a tractor or motorized machinery.

Motor vehicles are divided into cars, motorcycles or mopeds.

Motorized machinery A motorized vehicle which is designed principally as a work tool or for shorter LDEF transport of goods.

Motorized machinery is divided into class I and class II.

Motorized machinery A motorized machine that is designed with a maximum speed that exceeds 30 LDEF class I kilometres per hour.

Motorized machinery A motorized machine that is designed with a maximum speed that does not LDEF class II exceed 30 kilometres per hour.

N-value The value that explains where the centre of gravity of the load should sit on the platform in relationship to the forwardmost of the vehicle’s rear axles. If the N-value has a minus sign before it this means that the load’s centre of gravity should be placed behind the axle. If there is no minus sign, the centre of gravity should be placed in front of the axle.

Indivisible load A load that can not be divided into two or more separate loads without the FDEF risk of unnecessary costs or damage.

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Personal car A car that is equipped with a maximum of eight sitting places excluding the LDEF driver’s place and

1. is created principally for the transport of people, or

2. is permanently equipped with a chassis that is created as living space and is furnished with at least

a. fixed mounted sitting places

b. fixed mounted sleeping places which can be transformed from sitting places into such

c. fixed mounted equipment for cooking food and storage and

d. table

Personal cars are divided into class I and class II

Personal car class I A personal car that does not belong to class II LDEF

Personal car class II A personal car that is permanently equipped with a chassis that is created as LDEF living space and is furnished with at least

a. fixed mounted sitting places

b. fixed mounted sleeping places which can be transformed from sitting places into such

c. fixed mounted equipment for cooking food and storage and

d. table

Pivot plate (fifth Coupling device on a towing vehicle. wheel)

Pivot pin (pin, kingpin) Coupling device on a semi-trailer (connects together with pivot plate on towing vehicle)

Level Crossing A crossing on the same plane between a road and railway or tramway that is FDEF built on a certain embankment.

Pusher axle An extra relieving axle placed in front of the driving axle/axles.

Puller axle An extra relieving axle placed behind the driving axle/axles.

Semi-trailer A trailer that, through a pin and fifth wheel or similar device, is equipped to LDEF be combined with a car, tractor or motorized machine and that is designed in such a way that the trailer body or chassis rests directly on the towing vehicle.

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Registered vehicle A vehicle that is listed in the road traffic register. FDEF

Registration number The number under which a vehicle is registered in the road traffic register. FDEF

Towed vehicle A vehicle that is set up for coupling to a motorized vehicle other than a LDEF moped class II, and is intended for person or goods transport, or for carrying a device for driving these vehicles. Towed vehicles are divided into trailers, towed sleds and off-road trailer as well as light towed vehicles and heavy towed vehicles.

Towed cart A trailer with rigid (unjointed) drawbar where the static vertical load that is LDEF transferred to the towing vehicle does not exceed 10 per cent of the trailer’s total weight or 1 ton.

Trailer A towed vehicle on wheels or tracks that is designed to be drawn by a motor LDEF vehicle, a tractor or motorized machinery.

Trailer’s weight The combined total weight of a trailer’s tare weight and load. LDEF

Comment: For a semi-trailer, the weight refers to the coupling device, pivot load plus gross weight.

Goose-neck The coupling arm (arm where pivot pin is placed, is also the arm that connects the semi-trailer with the towing car).

Temperature- A vehicle with fixed or removable superstructure that is specially equipped for FDEF controlled vehicle goods transport at controlled temperatures and whose side walls include insulation which is at least 45 millimetres thick.

Off-road motor A motorized vehicle that is not a motor vehicle, and is created principally to LDEF vehicle be independently used for people or goods transport off-road. Off-road motor vehicles are divided into off-road vehicles and off-road scooters.

Off-road trailer A towed vehicle that is created to be drawn by an off-road motor vehicle. LDEF

Off-road vehicle An off-road motor vehicle with a service weight over 400 kilograms. Off-road LDEF vehicles are divided into light and heavy off-road vehicles.

Service weight The total weight of the vehicle in normal, fully-operational order with the LDEF heaviest car body that belongs to the vehicle, tools and reserve wheel that (for a car, tractor or belong to the vehicle, fuel, oil and water, as well as the driver. motorized machinery)

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Service weight Weight of the vehicle in normal, fully-operational order with the heaviest car LDEF body that belongs to the vehicle. (for a towed vehicle)

Service weight The total weight of the vehicle in normal, fully-operational order with the LDEF heaviest car body that belongs to the vehicle, tools that belong to the vehicle, (for an off-road motor fuel, oil and water. For a heavy off-road vehicle, the weight of the driver and vehicle) reserve wheels are also counted.

Total weight Sum of the vehicle’s service weight and the calculated weight of the largest LDEF number of people (excluding the driver) and quantity of goods that the (for a car, tractor, vehicle is equipped to carry. motorized machinery or heavy off-road vehicle)

Total weight Sum of the vehicle’s service weight and the calculated weight of the largest LDEF number of people and the largest quantity of goods that the vehicle is (for towed vehicle) equipped to carry.

Tractor A motorized vehicle with at least two wheel axles that is principally created to LDEF tow another vehicle or work implements and which is designed for a maximum speed of 40 kilometres per hour, and only with difficultly can be operated at a higher speed. A tractor may be equipped for transport of goods and conveyance of passengers.

Tractor class I A tractor that belongs to tax class I according to the Road Traffic Tax Act LDEF (2006:227)

Tractor class II A tractor that belongs to tax class II according to the Road Traffic Tax Act LDEF (2006:227)

Tridem An expression for a 4-axled towing car with three adjoining rear axles.

Triple-axle Three wheel axles on a vehicle with an internal distance between the first and LDEF third axle that is less than 5 metres.

Triple-axle load The total static weight that the wheels in a triple-axle exert on the road LDEF surface.

Heavy bus A bus with a total weight over 3.5 tons. LDEF

Heavy truck A truck with a total weight over 3.5 tons. LDEF

Heavy towed vehicle A type of towed vehicle other than a light towed vehicle. LDEF

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Heavy off-road vehicle An off-road vehicle with a service weight over 2 tons. LDEF

Road 1. A road, street, square or other path or place used for driving of FDEF motor vehicles.

2. A path which is intended for cyclists, and

3. A path or riding ground next to a road, in accordance with 1 or 2.

Shoulder Part of a road that is designated for driving of motor vehicles, but not FDEF including the roadway or cycle path.

Road middle The term is used in exemption decisions for bridge conditions for heavy transports. The heavy transport is driven in a lane which is placed in the middle of (the clear width) on the bridge. The transport will be alone on the bridge. The bridge is closed to other traffic.

See also “own lane” as well as Chapter 14.

Fifth wheel (pivot Coupling device on a towing car. plate)

Y-constant The Y-constant states how the weight on the suspension (chassis + load) is distributed between the axles in a double-axle.

1 General

1.1 The traffic laws of Sweden in brief

1.1.1 Constitutional Law

The Instrument of Government is one of Sweden's four constitutional laws. The other three are the Act of Succession, the Freedom of the Press Act and the Fundamental Law on Freedom of Expression.

The Instrument of Government (RF) 1 includes provisions about the government's foundations, which laws comprise the country's constitutional law, fundamental freedoms and rights, rules regarding the head of state, parliament, government and laws and regulations.

Constitutional law stands above all other law. The content of other laws must never contradict what is stated in constitutional law.

In accordance with Chapter 8, Section 2 of the RF, regulations are issued through an act if, for

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example, they concern the relationship between the individual and the public.

1.1.2 Acts

The Swedish Parliament, with the authority granted to it by Chapter 8, Sections 2 and 3 of the RF, has created the Act (1975:88 ) Authorising the Issue of Regulations on Traffic, Transport and Communications.

The Act permits the Government to make regulations concerning, among other things, the traffic on-road or off-road, rest periods in road transportation and recording equipment. It is also with support of this act that the Road Traffic Ordinance ( 1998:1276 ) has in turn been legislated.

1.1.3 The Ordinance The Road Traffic Ordinance (1998:1276) contains provisions for on and off-road traffic. The Road Traffic Ordinance is shortened in this guide to TrF 1 (SFS 1974:152 , last reprinted SFS 2011:109 )

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1.1.4 Regulatory Authority

With the support of certain clauses in the TrF, the Swedish Transport Agency can, for example, issue regulations of a detailed nature, such as those concerning journeys with indivisible loads.

"- - - The Swedish Transport Agency may make regulations that a vehicle or vehicle train carrying indivisible loads may be driven on roads that are not private, despite the width regulations given in the first paragraph being exceeded. The load in this case may protrude more than 20 centimetres outside the vehicle. - - - "(Chapter 4, Section 15, third paragraph TrF)

Overview of legislative structure:

1. Constitutional Law (The Instrument of Government ) Constitutional Laws are enacted or amended by The Swedish Parliament through two identically worded decisions with a parliamentary election in between (published in SFS).

2. Act (adopted by parliament, under Constitutional Law) (SFS)

3. Ordinance (decided by the Government, supported by Constitutional Law or an Act, for example SFS)

4. Regulation (decided by the authority, supported by an Ordinance or Act) TSFS

An example:

1. The Instrument of Government (Constitutional Law)

2. Act (1975:88) with the authority to issue regulations on traffic, transport and communications

3. The Road Traffic Act (1998:1276)

4. The Swedish Transport Agency's regulations (TSFS 2010:141) on journeys with wide indivisible loads.

1.2 Large weights and dimensions

Regulations on how heavy, wide or long motorized vehicles (or vehicles coupled to these), including the load, may be, can be found in the TrF.

The provisions on weights and dimensions apply to a large part of the road network (roads in urban areas and public roads), and are designed taking into account the limitations imposed by the road network's physical design and load-bearing capacity. At the same time, there is a constant need to facilitate the transportation of objects that do not fit within the normal guidelines.

There are many both heavy and bulky goods for which it is advantageous to be fully manufactured or semi-finished in one place and then transported in the appropriate way to their destination. Some examples of these types of goods are transformers, generators, tanks, house sections, boiler plants and industrial furnaces. It is usually

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road transport which is found to be the most rational and economically advantageous transportation option for the freight carrier.

There are big commercial interests in the possibility of conveying and transporting cargo units that are heavier or larger than the provisions of TrF allow. Weights and dimensions of construction equipment and machinery are constantly increasing. At the same time, the number of work sites for such machines is also increasing, while the operational time at each work site is falling.

Against a background of a road network which has sections of a better standard than the base level, and considering that vehicle capacity varies from time to time, it is often possible to drive heavier and larger vehicles and loads than the provisions of TrF indicate. The TrF also provides room for exceptions (exemptions) to be permitted. Exceptions may be made or allowed if it is necessary for special reasons and if it can be done without endangering road safety, damage to the road or any other considerable inconvenience.

By imposing special requirements on the manner by which a heavy or bulky transport is carried out (demands that can not be put on normal road users) the exemption can also often be granted with neither the roads being damaged, road safety being worsened nor any other significant disadvantages arising.

The risk to traffic safety is reduced or eliminated by ensuring that extra width and length is marked in a clear way, by transportation only being performed in off-peak hours, etc. Through over-weight transports being directed to sections of road that do not contain old and weak bridges, it is possible to transport weights which are sometimes much higher than permitted within the framework of generally allowed weights. Through the vehicle's position on the roadway and/or by transports being driven at low speed over bridges, the load-bearing capacity of the foundations can be utilized in an optimal way.

1.3 Scope of dispensing operations

That there are opportunities to convey exempted vehicles and exempted loads is a prerequisite for Sweden being able to function. Swedish trade and industry are therefore heavily dependent on a properly functioning exemption operation. Exemption authorities are the Swedish Transport Administration's regions and municipalities (see also Section 3.1).

1.3.1 The Swedish Transport Administration

The Swedish Transport Administration is responsible for long-term planning of the transport system for road, railway, maritime and air operations as well as for construction, operation and maintenance of state roads and railways.

The Swedish Transport Administration's regions (which are state road maintenance authorities) currently handle approximately 24 000 exemption applications per year. For the large number of exemptions to be handled in a rational way, a common computer system (Trix) is used. The system has features such as load-bearing checks on bridges, load calculation, direct links to the road traffic register (registration), management of application fees, etc.

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1.3.2 Municipalities

How extensive exemption management is within the municipalities is not mapped in detail, but it is clear that the variations between different municipalities is large. For example, Stockholm and Göteborg municipalities handle a large number of cases per year, while in many small communities it is a small operation.

2 Weight and dimensions

2.1 General

Regulations on how heavy, wide and long motorized vehicles (or vehicles coupled to these) may be, can be found in Chapter 4 of the TrF.

The following paragraphs are current:

• Ch. 4, Sections 2-4 and 11-14 ( weight )

• Ch. 4, Sections 15, 15a and 16 ( width )

• Ch. 4, Sections 17, 17a, 17b and 17c ( length )

The provisions of the TrF are designed taking into account the limitations imposed by the road network's physical design and load-bearing capacity.

There are also EU-wide rules given in Council Directive 96/53/EG 2 of 25 July 1996 for certain road vehicles circulating within the Community, the maximum authorised dimensions in national and international traffic and the maximum authorised weight in international traffic 3. The directive is in its applicable parts incorporated into the Road Traffic Ordinance.

2.2 Where do the regulations apply?

Weight, width and length regulations in the TrF apply on roads that are not private. By roads that are not private we mean

• public roads according to the Roads Act ( 1971:948 ) (public roads are divided into national highways or county roads 4) and • streets within the planned area where the plan has municipal authority.

On private roads there are no general weight, width or length regulations. Instead, the road's owner decides whether there should be any restrictions on the weights or dimensions of transport

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2 EGT L 235, 17.9.1996, s. 59. 3 Last changed through the European Parliament and Council's directive 2002/7/EC of the 18 February 2002 concerning amendment of the Council's directive 96/53/EC on largest allowable dimensions in national and international traffic and maximum allowable weights in international traff ic for certain road vehicles that transport within the European Community (EGT L 67, 9.3.2002, s. 47, Celex 32002L0007).

4 See Decree on Roads (1971:954 ), Section 1. European Roads count as highways.

vehicles transporting on the private road. Such prohibitions shall be marked with road signs or in another other clear way (see Chapter 10, Section 10 TrF).

2.3 Vehicle's weight

Regulations on vehicle weights are in Chapter 4, Sections 2-4 and 11-14 TrF and in appendices 1-3 to the TrF. More detailed comments on the weight regulations in the TrF are given in Appendix 1 to this guide.

2.3.1 Load-bearing capacity classes

Roads that are not private fall into three classes of load-bearing capacity. Unless otherwise prescribed, a public road belongs in load-bearing capacity class 1 (BK1) and a street in load-bearing capacity class 2 (BK2).

Regulations that a public road or part of such a road should belong in load-bearing capacity class 2 or 3 are issued by the Swedish Transport Administration, or if the municipality is responsible for road maintenance, by the municipality. Regulations on whether a street or part of a street shall belong to load-bearing class 1 or 3 are issued by the municipality.

If a public road which the State maintains belongs to load-bearing capacity class 2 or 3 during one part of the year, the state road management authority (the Swedish Transport Administration's region) may decide that for a short period of time the road shall not belong to this load-bearing capacity class, with appropriate consideration given to frosty conditions.

2.3.2 Axle load

Axle load on a BK1-road shall not exceed 11.5 tons if the axel is the driving force and a maximum of 10 tons on other axles. On a BK2-road the highest axle load is 10 tons and on a BK3-road axle load must not exceed 8 tons.

2.3.3 Double-axle load

Normally, on a BK1-road, the double-axle load may reach 18 or 19 tons. Under the most favourable conditions it may reach a maximum of 20 tons. On BK2 and BK3-roads, a maximum of 16 and 12-ton double-axle load apply respectively.

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2.3.4 Triple axle load

Triple axle load for a BK1-road shall not exceed 24 tons, provided that the distance between the first and third axle is at least 260 cm. For the equivalent wheelbase, a maximum of 22 tons on a BK2-road and 13 tons on a BK3-road, apply respectively.

2.3.5 Gross weight

Permissible gross weight depends on the distance between the vehicle's or vehicle train's first and last axles. The maximum allowable gross weight is 60 tons. The wheelbase in this case must be at least 18 metres. The gross weight of a vehicle train, however, may not exceed the sum of the allowable gross weights for each vehicle comprising the vehicle train. The appendices to the Road Traffic Ordinance provide the weights, regardless of wheelbase, that are the maximum gross weights for different types of vehicles. There are also regulations concerning the minimum wheelbase in between vehicles in a vehicle train. Shown in Chapter 4, Section 14 TrF are special exemptions for vehicles used principally in international traffic.

2.3.6 Regulations supported by the TrF

The Swedish Transport Agency may, pursuant to Chapter 4, Sections 12 and 13 TrF, issue directives concerning vehicles or vehicle trains that may be driven despite the basic restrictions being exceeded. There are also some regulations from the then "Swedish National Road Administration" (e.g journeys of vehicles with variable tyre pressure).

2.3.7 General guidelines In support of exemption authorities, the Swedish Transport Agency has issued general guidelines regarding the assessment of applications for exemptions from the weight regulations.

• The Swedish Transport Agency's general guidelines (TSFS 2009:63 ) on exemptions for journeys with heavy vehicles. see also Chapter 4.

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Table of the maximum permitted weights for various axle distance on BK 2 roads

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Table of the maximum permitted weights for various axle distance on BK 3 roads

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2.4 Vehicle's width

Regulations on vehicles' widths, including load, are found in Chapter 4, Section 15 TrF (some width regulations are also found in Chapter 4, Sections 15a and 16 TrF).

The basic rules are that if a motorized vehicle (or vehicle coupled to this vehicle) 1. is loaded so that the load on either side protrudes more than 20 cm outside the vehicle or 2. the width of the vehicle, including the load, exceeds 260 cm or for a bus 255 cm, the vehicle (or vehicle coupled to this vehicle) can only travel on private roads.

For busses that were registered prior to 1 November 2004, a transitionary rule applies: until the end of 2020 they may have a maximum width, including load, of 260 cm.

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2.4.1 Measurement of vehicle's width

A vehicle's width is measured over the parts of the vehicle or the load that protrude the furthest.

Regulations on certain equipment that is not counted in the vehicle's width can be found in the Swedish National Road Administration regulations ( VVFS 2008:261 ) on equipment that is not included in the width and length of the vehicle.

They are, for example, indicator lights, width-marker lamps, parking lamps, side-marking lamps, reflectors and other prescribed lighting equipment, mirrors and other systems for indirect vision.

2.4.2 Vehicles that do not require exemption in accordance with TrF The following vehicles, in accordance with Chapter 4, Section 15 TrF, may travel on roads that are not private, even if their width exceeds 260 cm (without exemption):

• tools that are used in farming work

• tractors with mounted tools or equipment

• construction equipment/vehicles for short journeys to and from work sites or for similar purposes

Under road maintenance and similar work, the following vehicles, in accordance with Chapter 12, Section 1 TrF , may be used (without exemptions):

• tools that are wider than 260 cm

• vehicles with tools or mounted equipment where the tools or equipment protrudes more than 20 cm at the side or results in the width exceeding 260 cm

2.4.3 Transportation of wide indivisible loads without exemption

The Swedish Transport Agency may issue regulations concerning the driving of vehicles or vehicle trains carrying large indivisible loads on roads that are not private, despite the width exceeding 260 cm.

The width of the load is maximum 350 cm and the journey must occur with the conditions in the regulations being followed.

• The Swedish Transport Agency regulations ( TSFS 2010:141 ) regarding journeys with wide indivisible loads.

2.4.4 General guidelines In support of exemption authorities, the Swedish Transport Agency has issued general guidelines regarding the assessment of applications for exemptions from the width regulations.

• The Swedish Transport Agency's general guidelines (TSFS 2009:64 ) on exemptions for journeys with wide vehicles. See also Chapter 5.

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2.5 Vehicle's length

Provisions on a vehicle's or vehicle train's length can be found in Chapter 4, Sections 17, 17 a, 17 b and 17 c TrF.

The basic rule is that all motor vehicles other than buses, with or without additional coupled vehicles, may not be driven on roads other than private ones if the vehicle or vehicle train, cargo included, is longer than 24.0 metres.

2.5.1 The modular system (25.25 metre)

The length of a vehicle train, load included, may be up to 25.25 metres if certain conditions are met. In such cases, specific requirements are sometimes set for the relevant vehicle's dimensions and equipment, for example, with respect to brake design (Automatic Braking System). These conditions are found in

• Chapter 4, Section 17 TrF

• VVFS 1997:377 (turning requirements for vehicle trains whose length exceeds 24.0 metres and equipment requirements for vehicles coupled in such vehicle trains)

• VVFS 2005:131 (maximum speed for a car with two trailers, known as double combination).

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The "25.25-regulation" concerns the possibility of coupling together certain vehicles that do not deviate from the common EC regulations on vehicle dimensions in directive 96/53/EC with a maximum 25.25 metre vehicle train length. This is called the modular system and is based on load lengths 7.82 metres (the largest platform using the "CEN standard") and 13.6 metres (semi-trailer and the longest vehicle in accordance with EC regulations) are combined in a vehicle train.

2.5.2 Buses The following maximum lengths apply to buses registered after 1 July 2004 (Chapter 4, Section 17 a TrF):

Bus with two axles 13.5 metres, bus with more than two axles

15 metres, articulated bus 18.75 metres, bus with a trailer

18.75 metres

The then "Swedish National Road Administration" issued regulations on travel within the municipality of Göteborg with a "double articulated" bus (a bus that has four or more axles consisting of three fixed Sections that are joined to each other with articulated Sections). This type of articulated bus must not exceed 25.0 metres. (See VVFS 2005:103 ).

2.5.3 Measurement of vehicle's length

A vehicle's length is measured over the parts of the vehicle, vehicle train or load that protrude the furthest.

Regulations on certain equipment that is not counted in the vehicle's length can be found in the Swedish National Road Administration regulations ( VVFS 2008:261 ) on equipment that is not included in the width and length of the vehicle.

They are, for example, windscreen wipers, lighting equipment, mirrors and other devices for indirect vision and bumper-bar rubber.

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2.5.4 Transportation of long indivisible loads without exemption

The Swedish Transport Agency may, pursuant to Chapter 4, Section 17 b TrF, issue directives that a vehicle or vehicle train may be driven on roads that are not private, despite the length exceeding 24 m.

The length of a vehicle train carrying an indivisible load may according to the regulations be maximum 30 metres and the journey may occur under the requirement that the conditions of the regulation are followed.

• The Swedish Transport Agency regulations ( TSFS 2010:142 ) regarding journeys with wide indivisible loads.

2.5.5 General guidelines In support of exemption authorities, the Swedish Transport Agency has issued general guidelines regarding the assessment of applications for exemptions from the length regulations.

• The Swedish Transport Agency's general guidelines (TSFS 2009:62 ) on exemptions for journeys with long vehicles.

See also Chapter 6.

2.6 Vehicle's height

There are no regulations restricting the height of vehicles in Sweden. However, if the headroom in an underpass or similar is less than 4.5 metres, the road sign "Limited vehicle height" will be used (see note C17, Limited vehicle height , in VMF ).

Figure 1. Limited vehicle height

The sign states a restriction applying to traffic with vehicles over a certain height if the free headroom is less than 4.5 metres.

Maximum permissible vehicle height is stated on the sign.

Data on instances of limited headroom of less than 4.5 metres is also presented in "Summary of public roads", which is published annually by the County Administrative Board in each municipality.

For transports higher than 450 cm, the applicant must attach a "certificate of route" to the application. It should be clear therein that the intended route has been reconnoitered and is considered accessible with respect to the large total height. Exemptions cannot be approved for heights on transports, as such legislation is lacking, but it is the carrier's and ultimately the driver's responsibility to see that the journey takes place in a safe manner.

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3 EXEMPTION REGULATIONS ......

3.1 Exemption authorities etc.

3.1.1.1 Municipalities and the Swedish Transport Administration's regions

In Chapter 13, Sections 3-5 TrF the regulations on exemptions can be found. A municipality may allow an exception from the regulations on weight, width and length in chapter 4 if the journey (the transport route) involves only that municipality.

If the journey involves more than one municipality, the issue is assessed by the State road maintenance authority in the region where the journey begins.

The State road maintenance authorities are the Swedish Transport Administration's regions (see Section 7 Road K).

The Swedish Transport Administration's regions.

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Exemptions can also be granted from the directives issued through local traffic regulations . Decision-making expertise is divided between the municipality and the state road maintenance agency - and in some cases the police - in the same manner as for an exemption from the basic rules.

The table below shows in which cases exceptions may be made and by which authorities.

Table 1. Excerpt 5 from Chapter 13, Section 3 TrF.

Regulations The exception concerning Authority

Chapter 4 Regulations for traff ic with motorized vehicles Common regulations

7. Chapter 4 Section s 2 or 3 One municipality The Municipality More than one municipality The state road maintenance authority in the region where the Chapter 4 Regulations for traffic with motorized vehicles Traffic with motorized vehicles on the road

11. Chapter 4 Section s 12 -15 One municipality The a, 17, 17a municipalit or 18 y More than one municipality

The state road maintenance authority in Chap ter 9 Provisions for traffic on highway s and expresswaysthe region where the

19. Chapter 9 Section 1 first a) Tracking of wildlife that Police authority may paragraph 1-5 or Section 2 have been injured in a road accident or at other measures in connection

with such a accident

b) other cases The One municipality municipalit y More than one municipality The state road maintenance authority in the region where the

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5 According to wording in SFS 2011:178.

Regulations The exception concerning Authority

Chapter 10 Local traffic regulations etc.

21. Local One municipality The municipality traffic regulations More than one municipality according to Chapter 10 Section 1 second within paragraph 9 a county The state road a) exceptions in maintenance authority in (Bans against traffic connection with the region where the with vehicles) assessment s concerning journey begins long, wide or heavy transports b) other cases County administration

More than one county a) exceptions in The state road connection with maintenance authority in assessment s concerning the region where the long, wide or heavy journey begins transports b) other cases The Swedish Transport Agency 25. Local One municipality The municipality traffic regulations in accordance with Chapter More than one municipality The state road maintenance 10 Section 1 second within authority in the region paragraph 19 or 20 a county where the journey begins

(Limitations to lower weights than Chapter 4 Section 12 and restrictions to smaller

According to Chapter 13, Section 4 TrF an exception may be permitted if there are special reasons and it can be done without affecting 1. traffic safety, 2. damage to the road or 3. any other considerable inconvenience.

A further condition is that the exception from Chapter 4, Section 15 or 17 that arises from the load's length or width may be granted only if the load is indivisible.

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According to Chapter 15, Section 5 TrF, an exception to the length, width and weight regulations may, if necessary for safety or accessibility reasons, also be combined with exemptions from:

• Chapter 3, Section 7 first paragraph (the vehicle shall be driven in the far right lane )

• Chapter 3, Section 7 second paragraph (among others, slow-moving vehicles <40 km/hr should be driven on the right of the shoulder)

• Chapter 3, Section 9, first paragraph (placement in lane and changing lanes)

• Chapter 3, Section 9, third paragraph (changing lanes )

• Chapter 3, Section 11 (prohibited area or solid line )

• Chapter 3, Section 12, first paragraph 3 (the shoulder will be used by slow-moving vehicles )

• Chapter 9, Section 1, first paragraph and Section 2 (permitted vehicles on highways and expressways )

• Chapter 9, Section 1, first paragraph 2 and Section 2 (permitted vehicles on highways and expressways )

With exceptions from the regulations in Chapter 4. Section 2 (number of towed vehicles and gross-weight limit of towed vehicles) , the maximum permissible speed is determined. In other cases, exemptions can also be subject to specific conditions.

There are also two different authorities, a municipality or the state road maintenance authority in the region where the journey begins ( The Swedish Transport Administration's region ), which is authorized to rule on deviations from weight, width and length of regulations.

The same agencies may also rule on exemptions from the regulations on motorways and express roads (Chapter 9, Section 1 paragraphs 1-5 and Section 2 TrF), both in connection with an exemption to the weight, width and length regulations (Chapter 13. Section 5) or in other cases (Chapter 13 Section 3 point) 13 TrF).

3.1.2 Police authorities

The police authorities may consider applications relating to a municipality, if the municipality's decision can not be awaited without inconvenience (Chapter 13 Section 3 third paragraph TrF). For exemptions applying to heavy transports, consultation should always be done with the road maintenance authority. This means that the police should always consult with municipal and/or state road maintenance authorities before decisions about weight exemptions.

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3.1.3 The Swedish Transport Agency

The main task of the Swedish Transport Agency is to be responsible for regulations, permit assessment and supervision within the transport sector.

They design rules for all four traffic types and regulate how they are enforced, provide permits (licenses and certificates), register changes of ownership, and manage congestion tax and motor vehicle tax. The Swedish Transport Agency is also responsible for matters concerning the overload fee (about the overload fee, see also chapter 13).

The general guidelines that the Swedish Transport Agency has decided on and that exist for the testing of wide, long and heavy transports, contain in brief:

• What information an application should contain

• Assessment of application

• Period of validity

• Transport times

• Contents of the decision (conditions)

The general guidelines are published in the Swedish Transport Agency's book of statutes (see TSFS 2009:62, 63 and 64).

3.2 Conditions for exemptions

In Chapter 13, Section 4 TrF it states that exceptions to rules concerning, for example, a vehicle's dimensions and weight may be granted if required for special reasons and if transport can occur without danger to road safety, damage to road or other substantial inconvenience.

3.2.1 Exemption assessment

The considerations made in an exemption case are essentially as follows.

• Is the load is indivisible?

• Can transportation be carried out without considerable inconvenience?

• Are the vehicles that will carry out the transportation suitable?

• Is it likely that the load can be placed in the proposed manner?

• Can the proposed weight distribution be accepted?

• Is there a suitable route? • What traffic safety issues exist?

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• Could the road be damaged?

• Is consultation with another road maintenance authority necessary?

• Are there bridge repairs, road works or other obstacles that must be considered?

• Is the proposed time frame for the transportation suitable?

• Does the transport need an escort?

3.2.2 Special reasons

Special reasons for driving a heavy or bulky transport on the road exist when the load is indivisible and has such a weight, width or length that it can not be transported within the weight or dimension regulations.

The same applies to vehicles such as mobile cranes, the design of which requires such a weight, width or length that they can not be driven within weight or dimension regulations.

3.2.3 Without danger for road safety

Exemptions may be granted if the journey can be made without danger to road safety.

It is important that the increased risks that could be caused due to the transports' dimensions, or by the way the transportation must be carried out, are removed through warning markings, warning cars, traffic directing (escort) and/or other safety increasing measures.

3.2.4 Damage to the road

An exempted transportation shall be made considering the same prerequisite demands for the road system’s load-bearing capacity, regulation and permanence that apply to normal transports.

This means that the transport must be able to occur in such a way that damage to roads and bridges is not risked.

3.2.5 Other considerable inconvenience

Exemptions can be granted if the transport can occur without considerable inconvenience.

A heavy and/or bulky road transport must almost always, to a greater or lesser extent, occurs at the cost of the other traffic's accessibility.

Considerable inconvenience is when the road journey is expected to cause a stop or delay of other traffic of more than 60 minutes per 10 kilometres of the route.

Such considerable inconveniences can generally be avoided even for very heavy or bulky shipments if the journey can be accommodated during the times of day when traffic is lowest.

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3.2.6 Indivisible load

Exemptions that arise from the load's length or width may be granted only if the load is indivisible (Chapter 13, Section 4 TrF).

Exemptions that arise from the load's weight should be permitted only if the load is indivisible. Exemptions may however be permitted for journeys with a divisible cargo for crossing of roads that are not private. This applies only to vehicles that are not cars or cars with trailers (see also chapter 4).

The term "indivisible load" is defined in Section 2 of the FDEF , as "load that is not, without risk of unnecessary costs or damages, divisible into two or more loads."

A container or other vessel that contains divisible loads is not regarded as indivisible. Customs seals (TIR) are no reason to consider a container or vehicle as an indivisible load.

The load should be placed on the vehicle in such a way that the total width or length is the minimum possible. Multiple load units may not be placed next to each other if the width then exceeds 260 cm or one after another if the length exceeds 24 m (or 25.25 m if transportation occurs by a vehicle train that meets the terms of the "modular system", see Section 2.5.1 above) .

3.3 Application

3.3.1 Processing time

Processing of applications for transportation exemptions should be given high priority.

The Swedish Transport Administration's objective is that 80% of their applications will have a processing time of maximum three working days.

3.3.2 Application Procedure etc.

An application for transportation exemption should always be in writing.

Application to the Swedish Transport Administration's regions should be done firstly through the e- service Trix, which is accessible from the Swedish Transport Administration's website. If a claim is made in another way, a Swedish Transport Administration application form should be used and completed as appropriate. There are current forms on the website.

• The Swedish Transport Administration's website: www.trafikverket.se/transportdispens

The documents required for the respective transport mode should be attached to the application. With, for example, long and heavy transportation, vehicle registration must be attached (although not required for vehicles registered in Sweden, where the Swedish Transport Administration has access to the road traffic register's data).

The applicant should suggest the journey route in the application. Through the Swedish Transport Administration's web service, an advanced application may also be used . To access this requires personal training from the Swedish Transport Administration and that the applicant's company has signed a contract with the Swedish Transport Administration.

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For transports higher than 450 cm, wider than 450 cm and longer than 30 m, the applicant shall attach a route certificate. For heavy transports with cargo, a consignor’s certificate is also required. The consignor of the cargo shall certify what the cargo is, what dimensions (length, width, height) the load has as well as its weight and centre of mass, etc.

The additional documents that are required are outlined in the different chapters below.

3.3.3 Registration of applications etc.

Public documents, in accordance with Chapter 5, Section 1 of the Public Access to Information and Secrecy Act ( 2009:400 ) are registered as soon as they have been received or established by an authority.

An application made to the Swedish Transport Administration's regions via e-service Trix is officially recorded immediately.

If an application is submitted to the authority by fax, e-mail or regular mail shall it be stamped with the date and promptly registered.

An application can be either accepted or rejected.

The case can also be written off, if the applicant reconsiders and takes back their application (in Trix called "Cancel").

The task may be submitted to another authority, if it transpires that the applicant has applied to the wrong authority. The administrator shall submit the application to the relevant authority (in Trix called "Submit"). The applicant shall be notified about this in such cases.

When the application is received, it must be checked to to determine whether the journey's starting place is located within the region and that it does not refer to only one municipality.

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3.4 Application fees

Regulations relating to fees to be charged for the assessment of applications in accordance with the TrF can be found in (Chapter 13, Section 10 TrF).

Regulations regarding the municipal authority to charge fees for assessing applications can be found in Chapter 13, Section 11 TrF and the Act (1978:234 ) regarding the boards governing certain traffic issues.

The applicant for an exemption from the state road maintenance authority must pay an application fee. According to the Fees Ordinance ( 1992:191) the fee shall be paid when the application is submitted to the Authority (before treatment of the task begins).

An application fee is payable for each fee-paying task that an application relates to.

The fee also applies to applications from state or local authorities. Military consultation (military exercise in accordance with MTrF), however, is free of charge (see also chapter 10).

The application fee must be paid even if the decision involves rejection, and likewise for applications cancelled at the applicant's request. An authority may, however, if there are special circumstances, repay all or part of the application fee (Section 13 AvgF).

The size of the fee is information written out in detail on the exemption decision.

Table 2. Application fees 6 (Swedish Traffic Administration's regions).

Heavy Transport SEK 1350

Wide transport

When the width is maximum 450 cm SEK 700

When the width exceeds 450 cm SEK 1350

Long transport

When the width is maximum 35 m SEK 700

When the width exceeds 35 m SEK 1350

Combined cases (heavy, wide and/or long transport)

Combined wide and long transport When the width is maximum 450 cm and length SEK 700 maximum

35 m SEK 1350 Other combinations 6 These charges apply from 01-04-2011 in accordance with SFS 2011:216. Previously fees were SEK 600 and SEK 1200 respectively.

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3.5 Contents of exemption documents

The exemption decision must clearly state from which regulations that the exception is granted. In addition, the conditions associated with the transport must be stated, the period of validity of the decision, etc. The decision shall clearly state what (load, vehicle, dimensions, weight, etc.) the granted exemption applies to. It should also clarify that the exemption only applies to the transport of an indivisible unit.

If the exemption is only allowed along a certain route, this will be stated in the decision. The phrase "and vice versa" should be given only when the same goods or vehicles shall return using the same route. A prerequisite for "and vice versa" being allowed for heavy transport is that bridges are checked in the reverse journey's direction.

A decision is combined with different conditions depending on what type of exemption it is concerned with. One condition is always that the exemption decision or a copy shall be carried during the journey.

The driver should be able to check references to conditions, the route, etc. before and during the journey. The decision should also be able to be shown to the police or car inspectors.

3.6 Period of validity

According to the Transport Agency's general guidelines (TSFS 2009:62, 2009:63 and 2009:64), an exemption decision should normally provide a validity period of maximum one month and apply to a maximum one journey. The validity of an exemption for more than one trip should not exceed five years.

This section covers the Swedish Transport Administration's practice of exemption decision periods of validity.

3.6.1 Temporary exemptions for a single transportation

An exempted transportation normally occurs within a few days of the decision, but it is appropriate to allow the exemption to apply for a longer time. In this way administrative problems are avoided if the transportation for any reason must be postponed.

Decisions on exemptions for a single operation should normally be valid for one month and apply for a maximum one journey.

If the transport shall return, the text " or vice versa ” can also be given in the decision.

If the applicant has, for example, set April 21 as the day that transportation shall take place, the following period of validity is given in the decision: 21 April – 20 May 2011

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3.6.2 Temporary exemptions for recurring transports on one stretch of road

For recurring transports on a particular stretch of road, it may be appropriate that the period of validity is extended.

The Swedish Transport Administration's practice is to allow travel on the shortest suitable route between the starting place (A) and final destination (B) as well as maximum of one waypoint (C).

More waypoints can be granted if they do not depart from the shortest suitable journey route between A and B (as well as C). The journey may if necessary be reversed as well as the shortest journey back from the final destination and the starting place (without passing waypoints).

Example: Göteborg, Sweden - Skövde via Jönköping (or vice versa), as well as back Skövde - Göteborg (or vice versa).

The Swedish Transport Administration's practice for periods of validity for different varieties of wide, long and heavy traffic are shown in the table below.

If another road maintenance authority is involved, they should also be consulted about the period of validity's length. The period of validity can therefore be shorter than that indicated in the table.

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Table for the period of validity of recurring transportations on one stretch of road.

Maximum Transport's width B (cm) period of validity No width > 260 - 350 > 350 - 400 > 400 – 450 > 450

(months) Transport's length L (m)

No length > 24-30 > 30 35 - > 35 No length > 24-30 > 30 35 - > 35 No length > 24 30 - > 30 35 - > 35 No length > 24 30 - > 30 35 - > 35 No length > 24 30 - > 30 35 - > 35 Without - 12 3 3 12 12 3 3 6 6 3 3 3 3 3 3 1 1 1 1 weight exemption With 6 6 3 3 6 6 3 3 3 3 3 3 3 3 3 3 1 1 1 1 weight exemption

3.6.3 General road network exemptions

3.6.3.1 Heavy transports

For heavy transports period of validity may be extended to 12 months for recurring transportation of an indivisible load on a certain road network and with a specified maximum weight (see Section 4.5 and Appendix 2 of the gross weight table).

The period of validity can also be extended to 12 months for journey with a heavy vehicle on a certain road network and with a specified maximum weight. The following exemption types are current:

• Heavy off-road vehicles • Mobile cranes (machinery class I) • EC-mobile cranes (heavy truck) • Concrete pumps, "cherry pickers", etc. (Heavy trucks) • Motorised work machines Class II

The road network is the "main road network (E4-499)" within a National Transport Administration region.

3.6.3.2 Wide vehicles

For journeys with wide vehicles validity may be extended to five years for recurring transport on a certain road network and with a specified maximum width. The following exemption types are current (see also Section 5.5):

• Trailers, width 261-310 cm (e.g semi-trailers intended for transporting indivisible loads) • Heavy off-road vehicles, width 261-310 cm (dump-trucks, forwarders) • Heavy off-road vehicles, width 311-350 cm (dump-trucks, forwarders)

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The road network is "streets and public roads" throughout the entire country. 3.6.3.3 Long vehicle trains

For long vehicle trains, without load, the period of validity may be extended to five years for journeys on a certain road network and with a specified maximum length (see also Section 6.5).

The road network is "public roads" throughout the entire country.

3.7 Extension of exemptions

If the applicant wishes for extension of the period of validity, this may be permitted without charge if the request is made before the period of validity has expired.

The extension is issued for maximum one week, otherwise a new application is required.

3.8 Revocation of exemptions

In order for an exemption to be revoked, it must be clear in the decision. Usual reasons for revocation are if the authority wishes to correct an error in the decision or the specified route becomes inaccessible for transportation due to technical reasons (road damage or bridge damage).

Revocation must be through a written decision. In the cases where revocation is made, the decision is sent with a description of technical reasons. A copy of the revocation decision should in such cases also be sent to the concerned police authorities.

3.9 Appeal of decisions

The basic rules on appeal of decisions is contained in Sections 22-25 Administrative Procedure Act (1986:223 ). A decision may be appealed by the person that the decision affects, if it has been decided against him and if the decision can be appealed.

Regulations regarding to which authority an appeal of decision must be made to can be found in Chapter 15, Section 1 TrF. It shows that the decision of a police authority or a state road maintenance authority may be appealed with the county administrative board.

Regarding the decision (refusal) in a case for an exemption for the width, height and weight, it is the county administrative board where the Swedish Traffic Administration's region sits, that the case should be appealed to. In practice, there are therefore only six county administrative boards that are current:

• The county administrative board of Skåne county (for appeals against decisions of the Swedish Transport Administration's Region South – region part Kristianstad)

• The county administrative board of Västra Götalands county (for appeals against decisions of the Swedish Transport Administration's Region West – region part Göteborg)

• The county administrative board of Södermanlands county (for appeals against decisions of the Swedish Transport Administration's Region 39

East – region part Eskilstuna)

• The county administrative board of Stockholm county (for appeals against decisions of the Swedish Transport Administration's Region Stockholm – region part Solna) • The county administrative board of Gävleborg’s county (for appeals against decisions of the Swedish Transport Administration's Region Middle – region part Gävle)

• The county administrative board of Norbottens county (for appeals against decisions of the Swedish Transport Administration's Region East – region part Luleå)

The county administrative board's decision may be appealed to the Swedish

Transport Agency. The Swedish Transport Agency's decision in the contested case may not be appealed.

A decision by a municipality , according to the law ( 1978:234 ) about the boards governing certain traffic issues is appealed with the county administrative board. The county administrative board's decision may be appealed to the Swedish Transport Agency. The Swedish Transport Agency's decision in the contested case may not be appealed. The state road maintenance authorities and police authorities may appeal a municipality or county administrative board's decision (if the municipality was the first instance).

3.9.1 How to appeal

Instructions for the appeal ("reference to appeal") must always be attached to decisions of rejection and decisions that are decided against the applicant in some other way. Here's an example of how it can be formulated:

How to appeal

The Swedish Transport Administration Region North's decisions may be appealed to the County Administrative Board of Norrbotten. The appeal should, however, be sent to the Transport Administration Region North, Box 809, SE-971 25 Luleå.

The letter must be received by the Transport Administration's Region North within three weeks from the date you received the decision. Explain which decision you are appealing by specifying the decision's date and case number and explain why and how you think the decision should be changed.

The letter must be signed and include address and phone number.

For further information you can contact the National Transport Administration's Region North, telephone 0771-119 119.

In order to calculate the date from which the three-week period begins, from the date the applicant was informed of the decision, the rejection decision is sent with a receipt.

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4 Heavy transports

4.1 General

Regulations on vehicle weights are in Chapter 4, Sections 11-14 TrF. Chapter 2 of this guide provides an overview of weight regulations. More detailed comments on these are found in Appendix 1.

The Swedish Transport Agency has communicated general guidelines on exceptions for journeys with heavy vehicles (TSFS 2009:63). The guidelines contain the following sections:

• General

• Definitions

• Application

• Assessment of application

• Period of validity

• Contents of the decision

4.2 Conditions for exemptions

4.2.1 Load and vehicle

Exemptions should only be granted for journeys with

- A vehicle or vehicle train with an indivisible load,

- An unloaded vehicle or vehicle train with weights greater than those stated in Chapter 4, Section 12 TrF, or

- A vehicle or vehicle train with for crossing of roads that are not private (does not apply to journey with car or car with trailer/s).

Exemptions will not normally be granted for journeys with indivisible loads which can be carried by another vehicle without permissible weights being exceeded.

Normally, an exemption is not granted, for example, for the transport of a load on only a truck, because the load weight transported by a truck, in most cases can be transported by another vehicle combination (e.g towing vehicle and trailer) without permissible weights being exceeded.

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Light loads shall not be carried on unnecessarily heavy vehicles. A rule of thumb is that service weight should not be more than the freight weight.

For example, there are no special reasons to use a mobile crane as a towing vehicle. The service weight of a mobile crane may be between 10 and 15 tons higher than on a normal towing vehicle, but can without load operate on roads according to applicable weight regulations. There are benefits to the conveyor financially with this kind of arrangement (mobile crane) instead of using a normal towing vehicle, but that does not constitute any "particular reason" either.

Weight distribution between the towing vehicle and semi-trailer and the axles of each vehicle should be as uniform as possible.

Number of towed vehicles and gross weight limitation on vehicles

Exemptions should not normally be granted from the regulations in Chapter 4, Section 2 TrF (number of towed vehicles as well as the gross weight limit of towed vehicles). If exemption is nevertheless granted from the regulations of Chapter 4, Section 2, the maximum permissible speed shall be determined. (see also Chapter 3.1.)

Tracked vehicles

According to general guidelines TSFS 2009:63, exemption should not be granted from the regulations in Chapter 4. 12, Section 4 b TrF (gross weight of tracked vehicles). Travel with certain tracked tractors in agricultural practices has become more common, however, and exemption can be considered for journeys with these.

See also Chapter 9 for tracked vehicles used by the Swedish Armed Forces.

Intermediate wheelbase

Exemptions from Chapter 4, Section 13 TrF must be given to transports where the semi-trailer axles sit tight after the gooseneck (common in many "heavy trailers," ex. Goldhofer). The wheelbase is often less than the rules in Chapter 4, Section 13.

Heavy vehicles

Exceptions to travel with heavy vehicles should be permitted only for vehicles which, because of their function have greater service weight than the maximum gross weight permitted for the vehicle according to Chapter 4, Section 12 TrF.

Examples of these vehicles are mobile cranes, EC-mobile cranes, concrete pumps (truck) and some dump trucks (heavy off-road trucks). (See also Section 4.2.3 and Chapter Error! Can not find reference source.).

Guaranteed axle loads

Waivers may not be granted for higher weights than the vehicle's guaranteed axle loads and/or total weight permits.

With respect for the technical sustainability, guaranteed axle load and/or mass may not be exceeded. The exemption authorities do not have the power to allow "overload" of the vehicle, but "only" the road.

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Roads with new surface

On roads with a new surface and at high air temperatures, extra strict assessment should be made on exemptions for increased axle loads.

Recommendation on maximum axle load that can possibly be granted in view of the road network's restrictions, all categories.

Axle load 15 tons Bogie load 28 tons Triple axle load 39 tons 4 axles 50 tons 5 axles 60 tons 6 axles 66 tons* 7 axles 70 tons* 8 axes or more 10 tons per axle*

* For trailers with swing axles or similar construction, 12 tons per axle can be permitted. Higher axle loads should only be permitted if the axle load can be verified by weighing.

4 axles, 5 axles, 6 axles etc. means that the wheelbase is less than 2.0 m between each axle.

The above is a guideline based on the 15-ton single-axle load is essentially the upper limit of what a well-built road construction can handle without damage.

In the case of axle load on the axles in the axle groups, it is usually bridge load-bearing capacity which determines how large an axle load the involved axle shafts may have. Swing axles have better preconditions for high axle loads than live axles, because the former provides better distribution of weight between the wheels of the axle.

With very high gross weights, the accessibility possibilities are smaller, even on modern bridges. To transport such high weights on the road often causes considerable inconvenience. It should be made clear that other transport modes or other manufacturing alternatives are lacking, and other manufacturing processes are impossible.

In an exemption decision for transports with heavy indivisible loads, the vehicle's registration number, wheelbase and axle load are given and the decision will concern only one vehicle train. With exemptions for heavy vehicles (e.g. a mobile crane or concrete pump) one decision also applies to only one vehicle with stated registration number, wheelbase and axle load.

Reduced axle load in accordance with registration certificate

If a higher maximum weight is permitted for a vehicle under the condition that a certain speed is not exceeded, information on the maximum permissible speeds for specified gross weights are given in 43

the exemption decision.

During bridge checking, the speed that applies in accordance with the registration certificate should be stated.

Exemptions should not be allowed for shipments to be driven longer distances (rule of thumb 100 km) with slow-moving vehicles, unless there are special reasons, e.g. that the height would exceed 450 cm if loaded onto another vehicle.

General heavy road network exemptions, however, should not be issued for vehicles which have a reduced speed for "technical reasons "(see Chapter 4.5).

Load Calculation

Determining whether a heavy vehicle can be driven on the road are, among other things, the vehicle or vehicles' number of axles and axle placement. How the vehicle combination's vehicle gross weight is distributed between the axles can be calculated with the aid of the load calculation program in Trix. The load calculation program is only an aid, and the weight distribution that is calculated can not replace actual values. If a different weight distribution is to be set out in a decision (one different from what the applicant described in the application), this must be communicated to the applicant before the decision is taken.

The vehicle registration documents contains the information needed to assess the vehicle's suitability as well most of the technical data needed for the calculations. Service weight distribution for newer vehicles is not stated in the registration certificates; the applicant must obtain these in another manner. This should be done through a scales/weighing certificate.

Guaranteed axle load, the vehicle's maximum load and total weight must not be exceeded.

4.2.2 Routes

Before assessment is made of prospects for transportation of heavy loads which entail considerable difficulty for road transport, investigation should be made into the possibility of alternative modes of transport and solutions therein.

The grounds for exemption will be examined in each individual case. Important information includes the bearing capacity of appropriate bridges, the route to be taken and the weight distribution of the load on the concerned vehicles.

The travel distance will not influence the choice of route; this shall be determined by suitability of the roads.

4.2.2.1 Bridge checking Information on the bridges' bearing capacities is found in the bridge register BatMan. The database contains information on all bridges on the public road network.

The guideline for calculation of a bridge's bearing capacity for heavy transports is "MB (Method Statement) 803 Bärighetsutredning tunga transporter” (Vägverkets publikation 2009:62).

Stage 1 Trix/BatMan

When application for exemption for a heavy transport is received, a calculation is made of the

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possibilities for mobility of the vehicle/vehicle train across bridges in the BatMan module "Bridge checking" which can be used via Trix. The results of the calculation are reported in Trix. If the response following machine testing is "yes" (with condition) the transport can be driven in the specified manner without the bridge being damaged. The bridge checking is validated, which means that the calculations are accepted, in accordance with appendix 9 of the Swedish National Road Administration publication 2009:62.

Stage 2 ”Manual” calculations

If the result after calculation in Bridge checking in Trix is that crossing is not possible ("stop" condition) but the test administrator feels it may be possible, a manual calculation can be done; in which case this must be carried out for each of the bridges in question.

If manual calculations have previously been made for a particular bridge, this may in some cases be re-used in a new calculation. If such "existing data" can be found and is used, it must be certified that all conditions are comparable, i.e., that nothing has happened to change the bridge’s bearing capacity rating since the previous calculation was made and that the vehicle/vehicle combination does not give a higher load effect than the existing calculation, i.e., that the vehicle/vehicle combination is almost identical, in regard to both wheelbase and weight distribution.

The calculation is to be done by someone who is qualified for the task. The calculation will be accepted in accordance with appendix 9 of the Swedish National Road Administration's publication 2009:62.

4.2.3 Heavy vehicles

A heavy vehicle is a vehicle which due to its function and thereby has a high service weight . Examples of these include mobile cranes (see Chapter Error ! Can not find reference source.), Wheel loaders, vehicle-mounted concrete pumps and some haulers.

For registered vehicles there are registration documents that contain the information necessary for processing the case. Information on vehicles that are not registered (e.g., engine-gear class II) can be obtained through fact sheets and weighing of the vehicle.

Please note therefore that it is the service weight, which is the "indivisible" weight for which exemption may be granted. Loads of different kinds, such as the filled water tank on a concrete pump, are not the indivisible type for which exemption can be granted.

För registrerade fordon finns registreringsbevis som innehåller de uppgifter som behövs för behandlingen av ärendet. Uppgifter om fordon som inte är registrerade (exempelvis motor- redskap klass II) kan man få via faktablad och genom kontrollvägning av fordonet.

Observera alltså att det är tjänsteviktensom är den ”odelbara” vikten för vilken dispens kan medges. Last av olika slag, t.ex. fylld vattentank på en betongpump, är inte sådan odelbarhet för vilken dispens kan medges.

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4.2.4 Släpvagnar

4.2.4 Trailers

Trailers shall, in accordance with Section 12 LVTR be registered for use. The exceptions are, in principle, only trailers that are used in the same way as agricultural tractors.

4.2.5 Salvage vehicles

A salvage vehicle is a vehicle with chassis number 76 or 91 (see below). (More on chassis codes, see Section 10.2).

Code 76 is given for vehicles designated for salvage and towing of damaged vehicles and which are equipped with solid suspension attachment with a minimum lifting capacity of 500 kg. In additional data on the registration, is it stated "salvage vehicles for recovery of x ton vehicles." (Code 76 is however no longer in use, as of 17-09-2004, but may still exist in parts of the highway code).

Code 91 is given for vehicles designated for salvage and towing of damaged vehicles and which are equipped with a solid suspension attachment with a minimum lifting capacity of 500 kg. In the registration document, it is stated "Salvage vehicles. The vehicle's lift arm must not be loaded to the extent that the load on the front axle is less than 15% of the gross vehicle weight. "

Exemption for salvage vehicles can be given for a vehicle (with registration number) and

• for the salvage of a wrecked vehicle

• on the main road network and if possible on the necessary diversions to garages

• by region

• the maximum double-axle load 22 tons

• for length of maximum 30 m when salvaging an articulated bus.

4.2.6 Dump trucks (heavy off-road vehicles)

Off-road vehicles may be driven by those with a category B driving license (Chapter 2, Section 5 KKL).

Heavy off-road vehicle may be driven in commercial traffic only by those who have a driver's license with competence C, D or E or a taxi driver's ID (Chapter 3, Section 10 YTL).

Since 1993, dump trucks have been classified as heavy off-road vehicles (=a vehicle). Before 1993, registered dumpers as two vehicles (single-axle tractor and single-axle trailer). General road network exemption may be granted for unladen dump trucks, but with a maximum axle pressure of 13 tons per axle.

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4.2.7 Ballast tractor

In order for a heavy trailer - which is built as an "ordinary" trailer (truss rod with a loop) and which is linked to a lorry by towing jar coupling, or (exceptionally) a plant trailer with a draw bar with an indivisible load - to be operated safely, it is usually necessary that the tractor unit is ballasted or has a high service weight with the necessary weight (about 25% of the vehicle train gross weight) on the driving axles. The fact that the towing unit is ballasted should be reflected in the decision.

According to the Swedish Transport Administration's practices, exemption can be granted for at least the transport of heavy trailers. Transports with machine trailers load with a heavy indivisible load, even if this requires the towing unit to be balasted, should be avoided.

4.3 Application

An application for exemption from the provisions of the vehicle's or vehicle train's weight must be in writing. Application to the Swedish Transport Administration should normally be done through the e-service Trix.

An application must contain the following information:

• the applicant's (company or equivalent) name, address, telephone and fax numbers as well as e- mail address • Contact person • transport starting and ending points, indicated by street address or equivalent within the urban area. • desired route, desired date when the transportation will be performed • registration number of the vehicle train • current distances for

1. trucks; the distance from the first axle's centre to the centre of the coupling device 2. for trailers; the distance from the centre of the coupling device to the last axle's centre

• length and width of the vehicle or vehicle train without load • a description of the load • load's dimensions (length, width, height and weight) • possible add-on weight for load securing equipment, etc. * • the centre of mass in relation to the trailer's first axle • total axle load and wheelbase as well as gross weight (including the load) • single shipment or more (specify how many)

* Load securing equipment needed for loading, transportation and unloading, however, should normally be no more than 2000 kg, accepted as the add-on weight. If the applicant can justify why more is necessary, for example, in the transport of very heavy load units (transformers, etc.) that need to be cradled or the like, this may be accepted. Extra weight add-ons so that the service weight is not correct for the vehicles will not be accepted. Service weight is defined by law, and extra weight above the load and an acceptable extra for load securing equipment, is accordingly defined as extra (divisble) load and not "service weight ".

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4.3.1 Consignor's certificate

For heavy transports with indivisible loads, a consignor's certificate must be attached to the application.

The purpose of consignor's certificate is that the consignor of the goods shall feel a greater responsibility for the correct weight for the sent goods being declared. It has previously often been the case that the carrier in connection with the loading, or the police during their weight control, have established that the cargo weight is heavier than that provided by the consignor. To deal with inaccurate weight information, the then Swedish National Road Administration, the Swedish Association of Road Transport Companies and the association of Swedish Earth Moving Contractors agreed on the routine regarding the consignor's certificate, where the consignor of heavy indivisible load weighs and certifies the load's weight.

The consignor's certificate may not be older than one year for an application.

4.4 Conditions for heavy exemptions

The decision should contain the following information:

• Chapter and Section of the ordinance regulations which the exemption concerns as well as the regulation's title and statutory number. • Possible exceptions from local traffic directives. • Possible exceptions for safety or accessibility reasons from Chapter 3, Section 7, first and second paragraph, Section 9, first and third paragraph, Sections 11 and 12, first paragraph point 3, Chapter 9 Section 1, first paragraph points 1 and 2 and Section 2 of the Road Traffic Ordinance (1998:1276). • The vehicle's or vehicle train's registration number. • The vehicle's or vehicle train's full wheelbase. • Highest allowable single axle, double-axle, and triple-axle loads and gross weight. • A description of the load • The journey's starting and ending points, indicated by street address or equivalent within the urban area. • Route (or a certain road network). • Period of validity • The reserved right to revoke the decision.

4.4.1 Special conditions for crossing of bridges

Heavy transports must frequently cross bridges in a particular way. Possible conditions for crossing of bridges are obtained through bridge checking in Trix or through a special bridge investigation (see section above 4.2.2).

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Example of a table in an exemption decision with bridge conditions.

A heavy exemption is not permitted if the road sign indicates limited axle load, double-axle load, or limited gross weight of a vehicle or vehicle train. This applies particularly during the spring thawing period in which the carrier must consult with the concerned road maintenance authorities. If a road load-bearing capacity is temporarily reduced during the spring thawing period, it is often road- signed C20, Limited gross weight of vehicles, in the Road Signs Ordinance (VMF). A limitation that applies permanently should be noted and have been taken into account in the assessment of the exemption application.

C20 Limited gross C21 Limited gross C23 Limited axle load C24 Limited weight of vehicles weight of vehicles double-axle and vehicle load trai n

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Because of the current bridge conditions that a bridge investigation through Trix gives, exceptions may need to be made from the regulations on traffic on highways. If there is anything in the bridge conditions which provides a speed limit of 40 km/hr, it must be clear from the decision that there is also an exception granted from the regulations on the minimum speed on motorways and major roads:

The decision also includes exceptions from Chapter 9, Section 1, first paragraph 1 of the Road Traffic Ordinance in connection with bridge crossing on a motorway or expressway.

4.5 General heavy road network exemptions

For transportation with an "indivisible load unit" general road network exemptions can be issued. Maximum allowable axle load for a single axle is 12 tons (if the axle has twin wheels). Double-axle load shall not exceed 22 tons and gross weight may not exceed 71 tons. The specific gross weight table for general road network exemptions is found in Appendix 2 to this guide. The exemption is given only on the main road network (E 4-499) within the Swedish Traffic Administration's Region. Bridge conditions for the current combination of vehicles are obtained from bridge checking.

A requirement for the granting of a general road network exemption is that the load weight must be at least 25 tons. The requirement of a minimum 25-ton load applies when calculating the gross weight table for general exemptions (Appendix 2) and not with the BK1-table.

General road exemptions should not be granted for truck and draw bar trailer. This is because the combination's gross weight, due to the towing vehicle's ballast, becomes unnecessarily high when compared with transportation occurring via a towing vehicle and semi-trailer.

General road dispensation should not be granted for vehicle/road trains whose speed, for vehicle- technical reasons (e.g. increased weight), has fallen to less than 80 km/hr. The reason is that it is often detrimental from a road safety and accessibility viewpoint, if the exempted equipment can not match the flow of traffic.

4.6 Consultation

Before the decision to grant and exception is communicated, municipal road maintenance authorities and state road maintenance authorities should be given the opportunity to comment on the case.

For local traffic directives, see the next section.

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4.6.1 Level crossings

If a vehicle or vehicle train whose gross weight exceeds 100 tons, must pass a level crossing with a railway, the railway's owner (normally the Swedish Transport Administration) is given the opportunity to express their views before an exemption is granted.

It should also be considered whether the crossing has an acceptable road profile. There may be problems with road crests (small vertical radius), cross-curve (small horizontal curve radius), steep slope or a sharp crossing angle.

An acceptable level crossing allows for a road vehicle to pass if it has 20 centimetres of ground clearance and a wheelbase of 10 metres. For those level crossings that do not have an acceptable road profile (road crests) there is sometimes the warning sign 'Other danger':

4.7 Local traffic directives

Before an exception is allowed from local traffic directives with special traffic regulations concerning single, double and triple-axle load or gross weight with limitations to lower weights than those required by Chapter 4, Section 12 Road Traffic Ordinance, consultation with that authority authorized to issue such directives should occur. Local traffic directives (and other traffic directives, such as speed, load-bearing capacity class, etc.) shall according to the ordinance ( 2007:231 ) on electronic publication of certain traffic regulations, be found published on a particular website. The website can be found via the Swedish Transport Agency website.

It is important that the decision also states whether it also includes exceptions to local traffic directives. It is the municipalities or counties issuing the local traffic directives with support of regulations in Chapter 10 TrF.

Exceptions to the local traffic directives can be designed like this in the decision:

Exceptions are granted even from local traffic directives on the largest allowed at xxx-street in xxx.

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4.8 Period of validity

See section 3.6.

4.9 Contents of exemption documents

According to paragraph 13 of TSFS 2009:63 there are certain requirements that an exemption decision should contain. A minimum of the following information should exist:

– Chapter and Section of the ordinance regulations which are concerned in the exemption as well as the regulation's title and statutory number. – Possible exceptions from local traffic directives. – Possible exceptions for safety or accessibility reasons from Chapter 3, Section 7, first and second paragraph, Section 9, first and third paragraph, Sections 11 and 12, first paragraph 3, Chapter 9. Section 1, first paragraph 1 and 2 and Section 2 TrF – The vehicle's or vehicle train's registration number. – The vehicle's or vehicle train's full wheelbase. – Highest allowable single axle, double-axle, and triple-axle loads and gross weight. – A description of the load – The journey's starting and ending points, indicated by street address or equivalent within the urban area, – Route (or a certain road network). – Period of validity. – The reserved right to revoke the decision.

The decision should be made subject to the conditions that – The concession only applies if the conditions of that decision are followed, – The decision, or a copy of it, must be carried on the journey and upon demand be shown to a police officer or car inspector, – Before the journey begins, the driver must ensure that the route is accessible with regard to road construction, height or width barriers, etc., and when the journey may occur.

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5 Wide transports

5.1 General

Regulations on vehicle weights can be found in Chapter 4, Sections 15, 15 a and 16 TrF.

The Swedish Transport Agency has communicated general guidelines on exceptions for journeys with wide vehicles (TSFS 2009:64 ). The guidelines contain the following sections:

• General

• Definitions

• Application

• Assessment of application

• Period of validity and transportation time

• Contents of the decision 53

There are also regulations on journeys with wide indivisible loads (maximum 350 cm) (see TSFS 2010:141 ) which means that a wide indivisible load with a maximum width of 350 cm can be transported without special exemption if the conditions in the regulations are complied with.

Exemptions should not be granted for transports in which the load protrudes more than 20 cm outside the vehicle when the total width is less than 260 cm. In such cases, the carrier should be asked to select a more suitable vehicle, even if he does not have such a vehicle himself.

5.1.1 Processing of width exemption types

Width exemptions can be divided into the following exemption types:

• temporary exemption for the transportation of a specified indivisible load, width 351-450 cm • temporary exemption for the transportation of a specified indivisible load, wider than 450 cm • temporary exemption for a journey with a wide vehicle, with maximum width 310 cm

Temporary exemptions for specified indivisible loads, with widths of 261-310 or 311-350 should not normally be given, except where the regulations on journeys with wide indivisible loads apply (TSFS 2010:141).

• general exemption for a journey with a wide vehicle, with maximum width 310 cm • general exemption for a journey with a heavy off-road vehicle, with width 261-310 cm • general exemption for a journey with a heavy off-road vehicle, with width 311-350 cm

To improve road safety and accessibility for other road users, wide transports with a width of 351 cm and above shall be "channelled" to suitable roads, i.e. taking into account the current transport width and road width.

5.2 Conditions for exemptions

In Chapter 13, Section 4 TrF there are regulations regarding exceptions leading from the load's width only being given if the load is indivisible.

Exemptions may also be granted for journeys with a wide vehicle.

Exemptions are required for all transportation with vehicles or loads that are wider than 260 cm, with the exceptions listed in Section 2.4.2 and those transports accommodated in TSFS 2010:141.

The load should be placed on the vehicle in such a way that the total width is the minimum possible. Multiple load units may not be placed side by side if it causes the vehicle's width with load to exceed 260 cm.

Over-wide transports are bulky and can result in deterioration of road safety. The route will therefore be chosen so that the inconvenience to other road users is as small as possible. This applies even if this means that the journey will be considerably longer.

It is not obvious that an exemption should always be granted! Goods that are intended to be transported by road should normally be manufactured in such a size that an exemption is not necessary.

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5.2.1 Houses and house modules

In principle, prefabricated houses and house sections do not need to be assembled into larger dimensions than what is allowable to transport under the basic rules for transportation of loads by road.

In accordance with TSFS 2009:64, exceptions for newly manufactured houses and house sections should not be allowed if the width exceeds 415 cm.

Exemption for transportation of newly manufactured houses and house sections wider than 415 cm should not normally be granted except when there are special reasons and in the case of individual sections of larger width. This practice has been applied for many years after agreement with the house-manufacturers. The individual sections with width greater than 415 cm would normally be part of a larger delivery to the same address. The specific reasons should be stated in the document (certificate) from the manufacturer, but transport possibilities for the sections should be ensured before their manufacturing.

In the case of old houses, judgement is done on a case by case basis, depending on the route's width, how far it is transported, current amount of traffic on the stretch of road, if the house is divisible, etc.

To minimize the inconvenience of a bulky transport there may be reason to lay down a decision that, for example, it should occur at off-peak periods, such as night time.

5.2.2 Routes

Machines with mounted dozer blades should be considered indivisible if it requires a visit to the workshop for the demounting of blades, or the disassembly time is at least as long as the transportation will take. If the blade is demounted it must be transported separately, if the weight provisions are exceeded. As the general rule for heavy exemptions is that the goods shall be indivisible, this also means that loose machine accessories, tanks, etc. may not be included in the case for an exemption from the weight rules.

5.2.3 Trailers

Trailers should as a basic rule, in accordance with Section 12 LVTR, be registered for use. Trailers are normally intended for the carriage of goods. Some trailers, with no suspension, are classified as following vehicles, despite being intended for the transport of certain loads. This applies to, among other things, boat trailers (see below).

Over-wide trailers (wider than 260 cm) may be used for the transportation of indivisible loads that are at least as wide as the trailer. Exemptions can also be given for journeys with over-wide trailers (semi- trailers) without load (see also 5.5.1).

5.2.4 Slow-moving wide transports

Slow-moving vehicles in this context means vehicles that can not or may not be driven at higher speeds than 40 km/hr. For example, tractors 55

(design speed maximum 40 km/hr), machinery class II (design speed maximum 30 km/hr) and following vehicle (traffic rule: speed maximum 30 km/hr).

Max 100 km transport distance if the width is greater than 310 cm!

The basic rule is that slow-moving transport exemptions should not be allowed over longer distances. For widths over 310 cm and distances longer than 100 km, in order to avoid unnecessary disruption to other traffic, the journey should occur with a vehicle that can and may be driven at a minimum of 40 km/hr. Exceptions to this practice may sometimes be necessary when the goods, if loaded onto another vehicle, produce an excessive overall height.

Examples of slow-moving wide transports where exemptions may be considered are:

• boat trailers with wide boats. Boat trailers without suspension are classified as following vehicles and may thus be drivena maximum speed of 30 km/hr. • conveyors • other crushing equipment

A journey with slow-moving vehicles may not happen on motorways and expressways, in accordance with the basic rules of the TrF. Exceptions may be granted in connection with an exception for wide transportation. . A warning car must always be stipulated. The warning car must drive behind the transport vehicle to warn overtaking traffic for the slow-moving vehicle train.

Travelling on expressways with oncoming traffic

In cases where slow-moving vehicles with a width greater than 310 cm must operate on an expressway with oncoming traffic (nowadays most expressways are separated by type 2 +1 road) double warning cars must be stipulated. One warning car drives ahead and warns the oncoming traffic, while the other is driven behind the transport vehicle to warn overtaking traffic for the wide and slow-moving vehicle.

If there is an alternative route to choose, consultation with the applicant regarding route should occur.

It may also be appropriate to stipulate double warning cars in other cases, for example, on roads where the traffic intensity is high. For solely slow-moving, it should be enough to have one warning car that follows behind the transport.

5.2.5 Wide vehicles without exemption

Certain implements or vehicles, for example, motorized work machines that are solely wide, may in certain cases be used without an exemption on roads that are not private, even if the width exceeds 260 cm (see chapter 2.4):

On request, it is recommended that such vehicles are marked with the same signs "Wide load", etc., as an exempted transport.

5.2.6 Plates and other thin goods

Transportation of indivisible loads with a maximum width of 350 cm can be performed without an exemption if the prerequisites of the regulations TSFS 2010:141 are followed.

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Maximum permissible width may, in accordance with TSFS 2010:141, not be exceeded in the transportation of trays, plates, structural sheeting and similar thin load units (or the transport of containers, tanks or other vessels containing parcels, liquid, gas or other divisible loads).

If thin freight units can be transported upright and avoid a wide transportation, the exemption is not granted (for lying down thin load units). If these thin goods units "must" be transported horizontally, special justification can be made:

• The applicant must justify in writing why it does not work to stand the goods upright. • If exemption is granted, it shall be valid for a certain stretch. • Normally a maximum of one months period of validity. • Validity period not exceeding three months if the applicant knows that there will be more shipments on the same route. • Width 260-310 cm: the transport must be accompanied by a warning car if the load is equal to or less than 10 cm high.

5.3 Application

An application for exemption from the regulations on the vehicle's width must be in writing.

An application must contain the following information:

– the applicant's (company or equivalent) name, address, telephone and fax numbers as well as e-mail address – contact person, – transportation's starting and ending points, indicated by street address or equivalent within the urban area, – desired route, – desired date for the journey or journeys, – the vehicle's or vehicle train's registration number. – vehicle train's width (if the vehicle's width without load exceeds 260 centimetres), – vehicle's width (without load), – a description of the load, – the load's dimensions (length, width, height and weight) and – the vehicle's or vehicle train's largest width, load included.

If the width of the vehicle, including the load, exceeds 450 cm, a route certificate must be attached to the application. The certificate must state that the preferred route has been reconnoitered in advance and is judged to be accessible for the transport.

5.4 Conditions

Which conditions should be stipulated in the exemption decision depends on, among other things, the width of the transport and the roads that will be used.

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5.4.1 General conditions

These are the conditions to be stipulated in all exemptions, regardless of width, and which essentially follow the Swedish Transport Agency's general guidelines (TSFS 2009:64) and the Swedish Transport Agency's regulations (TSFS 2010:141).

• The exemption only applies if the conditions are complied with, • that several load units may not be placed next to each other if the width thus exceeds 260 centimetres; • that the exemption must be carried during the journey, • that it is the owner's responsibility to ensure that the road is accessible with regard, for example, to road works and • how the transport vehicles and load will be marked/signed

5.4.2 Width 311-350 cm

Transportation of indivisible loads with a maximum width of 350 cm can be performed without an exemption if the preconditions in the regulations TSFS 2010:141 are followed.

For journeys with a vehicle whose width, including the load, exceeds 310 centimetres, exceptions should not be given for – Friday after 15:00; – day before Sunday or public holiday 10:00-18:00, – day before Sunday or public holiday 12:00-20:00, and – when heavy traffic is expected.

If the width exceeds 310 cm, journeys in the dark should not be permitted during the following times

• Monday to Friday 06:00 to 09:00 • Monday to Thursday 15:00 to 20:00

If a carrier requests "exception" from the conditions of the times when the shipment should not be executed, it is only the authority that issued the exemption which can make a new decision ("exemption" can not be given from the previously made decision, ).

Acceptable reasons for allowing journeys at those times that are normally not permitted, i.e. weekends, Fridays, etc. can be accidents and other extraordinary unplanned events.

Poor transport planning such as driver's working hours, optimal use of transport vehicle etc. are not acceptable reasons.

Consent shall only apply to journeys on the shortest possible route on road numbers E 4 - 404 (main road network) as well as on streets and public roads between loading/unloading locations and the main road network.

Multiple load units should not be placed next to each other if the width thus exceeds 260 centimetres.

The transportation shall only be performed by motor vehicles designed for and may be driven at a minimum speed of 40 km/hr. 58

Shown in TSFS 2010:141 are some road stretches that may not be used with widths of 310-350 cm, such as travel through the Tingstad tunnel in Göteborg on the road E 6.

The transport must be accompanied by a warning car which should be marked in a particular way.

With certain exceptions for travel on a highway in daylight with a vehicle or vehicle train whose width does not exceed 350 centimetres, including the load, the conditions requiring a warning car may be dropped. On highways with high traffic volumes, the conditions requiring a warning car apply even in daylight.

5.4.3 Width 350-450 cm

For transports wider than 350 cm, the route is specified in the decision.

If central parts of urban or other roads/streets with municipal road maintenance are involved, the concerned road maintenance authority must be given the opportunity to express their views before an exemption is granted.

For transports that are wider than 350 cm and concern the city of Stockholm, the city's opinion should be attached to the decision.

5.4.4 Width greater than 450 cm

For a transport that is wider than 450 cm, additional conditions regarding an escort by road transport leaders normally apply. Consultation with the concerned police authorities should occur before a decision is made.

5.5 General width exemptions

Regulations for the transport of wide indivisible loads are in the Swedish Transport Agency's directives (TSFS 2010:141) on journeys with wide indivisible loads.

General (or temporary) exemptions for broad indivisible loads should not be issued if it involves a transport with only large indivisible loads having a maximum width of 350 cm.

5.5.1 Wide vehicles

A general exemption can be granted for journeys with wide vehicles on "streets and public roads." This primarily concerns

• Trailers (e.g semi-trailers intended for transporting indivisible loads) The trailer may only be driven without load or in connection with the transportation of indivisible loads. Multiple load units may not be placed next to each other, or, if the length 59

thus exceeds 24.0 metres, one after another.

• Heavy off-road vehicles (forwarders or dump-trucks). Exemptions granted for transportation without load. These exemption types can be given an period of validity of up to five years (see section 3.6.3).

5.6 Consultation

Before the decision to grant and exception is communicated, municipal road maintenance authorities and state road maintenance authorities should be given the opportunity to comment on the case.

Consultation is important, as there may be local conditions, e.g. work in progress, which limits accessibility on the planned route.

When the width of a vehicle or vehicle train, including the load, exceeds 450 centimetres the police should be given the opportunity to express their views on whether exceptions may be allowed without danger to road safety or any other considerable inconvenience.

For local traffic directives, see the next section.

5.7 Local traffic directives

Before an exception is made from local traffic regulations regarding particular traffic regulations on restrictions to a smaller width or length of vehicle, vehicle train or load than those prescribed in Chapter 4, Sections 15, 17 or 17 a TrF, consultation should occur with the authority authorized to issue such regulations.

Local traffic directives (and other traffic directives, such as speed, load-bearing capacity class, etc.) shall according to the ordinance ( 2007:231 ) on electronic publication of certain traffic regulations, be found published on a particular website. The website can be found via the Swedish Transport Agency website.

It is important that the decision also states whether it also includes exceptions to local traffic directives. It is the municipalities or counties that issue local traffic directives with support of regulations in Chapter 10 TrF.

Exceptions to the local traffic directives can be designed like this in the decision:

Exceptions are granted even from local traffic directives on the maximum permissible width of vehicle or load on xxx-street in xxx (prohibiting the circulation of vehicles wider than xx metres).

5.8 Period of validity

See section 3.6.

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5.9 Contents of exemption documents

The decision should contain the following information: – Chapter and Section of the ordinance regulations which the exemption concerns as well as the regulation's title and statutory number. – Possible exceptions to Chapter 3, Section 7, first and second paragraphs, Section 9, first and third paragraph, Section 11 and Section 12, first paragraph 3, Chapter 9, Section 1, first paragraph 1 and 2 and Section 2 TrF. – Possible exceptions from local traffic directives. – vehicle registration number, if the vehicle's width without load exceeds 260 centimetres. – A description of the load – Largest allowable width. – The journey's starting and ending points, indicated by street address or equivalent within the urban area. – Route or road network, if the width exceeds 350 centimetres. – Period of validity. – The reserved right to revoke the decision.

The decision should be made subject to the conditions that – The concession only applies if the conditions of that decision are followed, – The decision, or a copy of it, must be carried on the journey and upon demand be shown to a police officer or car inspector,

– Exception does not apply to travel in reduced visibility (e.g, in fog, heavy snowfall or gusting snowy weather conditions); – Before the journey begins, the driver must ensure that the route is accessible with regard to road construction, height or width barriers, etc., as well as – when the journey may occur

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6 Long transports

6.1 General

Provisions on a vehicle's or vehicle train's length can be found in Chapter 4, Sections 17, 17 a, 17 b and 17 c TrF.

The Swedish Transport Agency has communicated general guidelines on exceptions for journeys with long vehicles (TSFS 2009:62 ). The guidelines contain the following sections:

• General

• Definitions

• Application

• Assessment of application

• Period of validity and transportation time

• Contents of the decision

6.2 Conditions for exemptions

In Chapter 13, Section 4 TrF there are regulations regarding exceptions leading from the load's length only being given if the load is indivisible.

If the load does exceed length restrictions, exception should not be allowed if another vehicle or vehicle train can be used and the total length can thus be reduced considerably.

6.2.1 Protruding load (overhang)

Exceptions should not be allowed if the load protrudes more than 5.0 m behind the centre of the vehicle's or vehicle train's last axle. Longer overhang should be allowed only if the total length still exceeds 35 metres (the transport is then escorted by the road transport leader). A justification must always be attached to the application if the overhang "must" be longer than 5.0 m.

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6.2.2 Long vehicles or vehicle trains

An exception for a vehicle or vehicle train without load should only be permitted if it must be longer than 24.0 metres because it is specially adapted for the transport of indivisible loads ( point 5 (TSFS 2009:62 ).

The vehicles in question here may include extendable semi-trailers (extendable loading skids) or trailers that consist of interchangeable modules (axle units, skids, etc.).

If a vehicle train is longer than 24.0 metres due to the towing vehicle being too long in relation to the trailer (semi-trailer) or vice versa, this not grounds to grant an exemption.

Exemptions should therefore not be given for vehicle combinations where the total length exceeds 24.0 metres and it is not possible to alter the vehicles by pushing them together, moving the fifth wheel, etc.

Only vehicle combinations that it is possible to make shorter (length <= 24 m) should be granted an exemption.

It sometimes occurs that the applicant does not state the vehicle train's length (without load) in the application. It is therefore important that this information is checked, even if it is initially not clear from the application.

6.2.3 Checking of the vehicle's length through coupling distance

The coupling distance specified in the vehicle's registration documents varies between vehicles that were inspected and registered before and after 02-04-2007.

In the earlier registration documents, the distance is regarded as from the front axle of the car to the coupling device, and for a trailer, the distance between the coupling device and the back axle.

For newer vehicles, the distance is from the car's front edge to the coupling device, and from the trailer's coupling device to the rear edge ("coupling distance EU"). If the coupling distances of new registration documents are added together, the vehicle train's entire length is obtained. Please note that the date of the alternation to registration documents is not exact.

In the earlier registration information on overhang is often lacking. Typically, the measurement from a towing vehicle's most forward edge to the front axle's centre point is about 135-150 cm. A check of the vehicle's coupling distance gives an indication of whether the vehicle train might be too long (ie longer than 24.0 metres).

Example : The towing vehicle's distance from the first axle to the coupling's centre is 4750 mm and the semi-trailer's distance from the coupling pin to last axle is 17 300 mm. The front overhang is 1350 mm and the rear overhang of the semi-trailer is 900 mm (Rear axle centre to the rear edge). Added together this is: 1350+4750+17300+900=24300 mm (24.3 metre). The vehicle train is too long.

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Transport with truck and "beam trailer". The vehicle is connected to the shared load.

6.2.4 Beam trailer

Some combinations of vehicles consist of a special trailer, sometimes called a "beam trailer", which is connected to the towing vehicle through the shared load. These vehicle combinations may be driven at a maximum of 50 km/hr (if they have passed a suitability inspection by the Swedish Motor Vehicle Inspection Company, otherwise a maximum of 30 km/hr applies). 64

6.3 Application

An application for exemption from the provisions of the vehicle's or vehicle train's length must be in writing.

• An application must contain the following information: • the applicant's (company or equivalent) name, address, telephone and fax numbers as well as e- mail address • Contact person • transport starting and ending points, indicated by street address or equivalent within the urban area. • desired route • desired date when the transportation will be carried out • vehicle train's registration number • vehicle train's length (without load) • the actual coupling distance (for trucks, the distance from the coupling device to the centre of the first axle, and for trailers, the distance from the coupling device to the centre of the last axle) • a description of the load • load's dimensions (length, width, height and weight) • in the case of overhang: how far the load protrudes behind the vehicle's or vehicle train's last axle • the vehicle train's total length (including the load)

A route certificate must be attached to the application if the vehicle's or vehicle train's length, load included, exceeds 30 metres , where it is clear that the desired route has been checked in advance and can be used with the vehicle or vehicle train in question.

6.4 Conditions

6.4.1 General conditions

These are the conditions to be stipulated in all exemptions, regardless of length, and which essentially follow the general guidelines (TSFS 2009:62).

The decision should be made subject to the conditions that

• the concession only applies if the conditions of that decision are followed, • the decision, or a copy of it, must be carried on the journey and upon demand be shown to a police officer or car inspector, • exception does not apply to travel in reduced visibility (e.g, in fog, heavy snowfall or gusting snowy weather conditions), • before the journey begins, the driver must ensure that the route is accessible with regard to road construction, height or width barriers, etc., and when the journey may occur.

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• that multiple load units may not be placed next to each other if the length thus exceeds 24.0 metres • how the transport vehicles and load will be marked/signed • the load shall not protrude in front of the trailer's forward limit or more than 5.0 metres behind the centre of the trailer's last axle. • that the shipment may not be performed when the visibility is reduced • that the decision applies to journeys on the shortest route suitable on public roads between starting and finishing locations. • how the transport vehicles and load will be marked/signed

6.4.2 Lengths between 30.01 and 35.00 metres

For vehicles whose length, load included, exceeds 30 metres, certain time constraints should be made, particularly because such transportations should not be made during times when traffic is most intense.

• Friday after 15:00, • day before Sunday or public holiday 10:00- 18:00, • Sunday and public holiday 12:00-20:00 or • other times when heavy traffic can be predicted.

In addition to the above conditions, it applies that

• at least one of the trailer's axles must be steerable and

• a warning car shall be driven behind the long transport. One warning car may accompany a maximum of three trucks or road trains. When travelling in daylight on the highway the warning car is not necessary

If exceptions are allowed for journeys in the dark, the journey should not be permitted during the following times:

• Monday-Friday 06:00-9:00 and • Monday-Thursday 15:00-20:00

6.4.3 Lengths over 35.00 metres

In addition to the above conditions, it also applies that such transports are usually escorted by a road transport leader or police.

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6.5 General road network exemptions for long transports

"Years exemptions" were previously granted for the transportation of indivisible loads with a length of up to 30 metres. Nowadays, this exemption type is replaced by the Swedish Transport Agency's general guidelines (TSFS 2009:62 ) regarding exceptions for journeys with long vehicles.

6.6 Consultation

Before the decision to grant and exception is communicated, municipal road maintenance authorities and state road maintenance authorities should be given the opportunity to comment on the case.

When the length of a vehicle or vehicle train, including the load, exceeds 35 metres, the concerned police authorities should be given the opportunity to express their views on whether exceptions may be allowed without danger to road safety or any other considerable inconvenience.

For local traffic directives, see the next section.

6.6.1 Level crossings

If the shipment must pass a level crossing with a railway, and the vehicle's or vehicle train's length, load included, exceeds 35.0 metres, the railway's owner (normally the Swedish Transport Administration) must be provided an opportunity to express their views before the exception is allowed.

It should also be considered whether the crossing has an acceptable road profile. There may be problems with road crests (small vertical radius), cross-curve (small horizontal curve radius), steep slope or a sharp crossing angle.

An acceptable level crossing allows for a road vehicle to pass if it has 20 centimetres of ground clearance and a wheelbase of 10 metres. For those level crossings that do not have an acceptable road profile (road crests) there is sometimes the warning sign 'Other danger':

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6.7 Local traffic directives

If the trip will take place on a stretch of road where a local traffic directive (LTF) exists, there must also be an exemption granted from the local traffic directive. Before an exemption is granted from the LTF, consultation with the authority authorized to issue such directives should occur.

Local traffic directives (and other traffic directives, such as speed, load-bearing capacity class, etc.) shall according to the ordinance ( 2007:231 ) on electronic publication of certain traffic regulations, be found published on a particular website. The website can be found via the Swedish Transport Agency website.

It is important that the decision also states whether it also includes exceptions to local traffic directives. It is the municipalities or counties that issue local traffic directives with support of regulations in Chapter 10 TrF.

Exceptions to the local traffic directives can be designed like this in the decision:

Exceptions are granted even from local traffic directives on the maximum permissible length of vehicle, vehicle train or load on xxx-street in xxx (prohibiting the travel with vehicles or vehicle trains longer than xx metres).

6.8 Period of validity

See section 3.6.

6.9 Contents of exemption documents

The decision should contain the following information:

• Chapter and Section of the ordinance regulations which the exemption concerns as well as the regulation's title and statutory number. • Possible exceptions from Chapter 3, Section 7 first and second paragraph, Section 9 first and third paragraph, Sections 11 and 12, first paragraph 3, Chapter 9, Section 1, first paragraph 1 and 2 and Section 2 TrF. • Possible exceptions from local traffic directives. • The vehicle's or vehicles' registration number(s). • A description of the load • The journey's starting and ending points, indicated by street address or equivalent within the urban area. • Route (or a certain road network). • Period of validity • The reserved right to revoke the decision. 68

. 7 Mobile cranes

Mobile cranes are normally classed as motorized machinery (they can also be classified as heavy trucks, see Section 7.2 below).

Motorized machinery is a motor driven vehicle which is equipped mainly as a work tool, or for shorter movements of goods. Examples of motorized work vehicles include mobile cranes, loaders, combine harvesters, trucks and backhoe loaders.

Motorized machinery is divided into motorized machinery Class I and Class II.

Motorized machinery class I is a motorized machine which is designed for a maximum speed exceeding 30 km/hr but may be driven at a maximum of 50 km/hr. Motorized machinery class I shall be registered in the road traffic register.

Motorized machinery class II is machinery that is designed for a maximum speed of 30 km/hr. These motorized machinery are usually unregistered.

Most solely wide motorized machinery can travel by road within the framework permitted in TrF, Chapter 4, Section 15 point 5 (shorter journeys to or from work sites, see 2.3).

7.1 Mobile cranes - general

Mobile cranes as a rule belong to motorized machinery class I with chassis number 90. As a rule they belong to one of the following types (see further in TSFS 2009:59):

T17D xxxxxx Mobile slewing crane with telescopic arm and with a maximum lift capacity of xxxxxx

kg. T17E xxxxxx Mobile slewing crane with lattice arm and a maximum lift capacity of xxxxxx kg.

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T17F xxxxxx Tower cranes with a maximum lift capacity of xxxxxx kg. These are often mounted on the truck's or crane's chassis.

Exempel of additional data from a registration document for a mobile crane (with code T17D).

Exemptions may only be granted for "indivisible vehicles". Exemptions can therefore only be granted for service weight . A mobile crane is in principle considered an indivisible unit, even with counterweights in place (if included in the service weight according to the registration certificate).

In certain cases reasons may exist for the counterweights to be removed and transported separately.

On some types of mobile cranes, it has occurred that the boom was extended during transport and rested on a trailer. This is not common.

Motorized machinery in Class I shall not, in accordance with Chapter 9, Section 1 TrF, be driven on motorways and expressways. The then Swedish National Road Administration, however, through VVFS 2005:119 prescribed exception to motorized machinery class I, established that mobile cranes (chassis number 90) may be driven on such roads. However, exemptions from width and weight regulations are required in particular.

7.2 EC-mobile cranes

An "EC-mobile crane" refers to a heavy truck that is not equipped for the transport of goods and that is equipped with a crane whose lifting moment is 400 kilo Newton metres. An EC-mobile crane is not motorized machinery.

EC-mobile cranes are taxed in the same way that currently exists for the motorized machinery that does not belong to tax class I or II. Overload fees and congestion charges should not be paid for EC- mobile cranes.

New mobile cranes approved in accordance with the new Framework directive 7 will be registered as 70

trucks. The jurisdictional regulations and rules of the appropriate inspection body that apply for heavy trucks will then be applicable for such mobile cranes as well.

Since an EC-mobile crane is a truck, it may be driven on highways and expressways.

To be able to drive a heavy truck requires driver competence C. (There are accordingly no exemption conditions regarding the C-competence in the decision).

7 the European Parliament's and Council's directive 2007/47/EC

Permissible speed is the same as for trucks, maximum 80 km/hr, or on the highway 90 km/hr unless a lower rate is prescribed for the road.

7.3 Unregistered mobile cranes - motorized machinery class II

Many older cranes, often built on a truck chassis, are unregistered. The condition for this is that the vehicle has been designed with a maximum speed of 30 km/hr.

For an exemption application for heavy motorized machinery Class II, a route certificate should always attached. For this vehicle group, the service weight is also the exemption weight. For general decisions, motorways and expressways should not be included. Exemptions should, as far as possible, also in general not be granted for journeys on motorways and expressways (see also chapter 8).

7.4 Inspection of mobile cranes

From July 1, 2010, vehicle inspection in Sweden is competitive. This means that the market is open to all inspection companies. Those companies that are accredited for the inspection of motorized machinery are SMP Swedish Machinery Testing AB and Inspecta Sweden AB.

On Swedacs website there is a list of inspection companies and stations.

7.5 Conditions for exemptions

7.5.1 Service weight

Exceptions to travel with heavy vehicles should be permitted only for vehicles which, because of their function have a greater service weight than the maximum gross weight permitted for the 71

vehicle according to (Chapter 4, Section 12 TrF).

7.5.2 Routes

The Swedish Transport Administration's practice is to allow travel on the shortest suitable route between the starting place (A) and final destination (B) as well as a maximum of one waypoint (C).

More waypoints can be granted, if they do not depart from the shortest suitable journey route between A and B (as well as C). The journey may if necessary be reversed, as well as the shortest journey back from the final destination and the starting place (without passing waypoints).

See also section 3.6.2.

7.5.3 Mobile crane with trailer

A mobile crane with attached trailer is not an "indivisible unit". Exemptions should therefore not be granted if such a combination exceeds TrF's weight regulations in cases other than below.

Mobile crane with a weight exemption may carry a registered trailer if

• the vehicle train complies with the intermediate wheel base requirements for BK1 in accordance with Chapter 4, Section 13 TrF • the trailer meets the requirements of BK1 single and double axle loads in accordance with Chapter 4, Section 12 TrF • crane and trailer meet the combination's permitted gross weight according to the gross weight table BK1, as well as • it does not require more extensive bridge conditions than the crane on its own.

Act (1972:435) on the overload fee, ÖVL, does not apply to the crane, but to the trailer.

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7.6 Application

An application must contain the following information:

• the applicant's (company or equivalent) name, address, telephone and fax numbers as well as e- mail address • Contact person • transport starting and ending points, indicated by street address or equivalent within the urban area. • desired route • desired date when the transportation will be carried out • mobile crane's registration number • mobile crane's width, length, wheelbase and all axle loads

7.7 Conditions

Which conditions should be stipulated in the exemption decision depend on, among other things, the weight and width of the mobile crane and which roads shall be travelled.

The decision should be made subject to the conditions that

• the concession only applies if the conditions of that decision are followed, • the decision, or a copy of it, must be carried on the journey and upon demand be shown to a police officer or car inspector, • Before the journey begins, the driver shall ensure that the route is accessible with regard to roadwork, height or side barriers, etc., as well as when the journey may take place. • the driver shall hold a license with competence C or equivalent foreign license that is valid in Sweden.

7.7.1 Conditions only for heavy mobile cranes

In addition to the above conditions, it applies that

• transportation can not occur where limited single-axle load, double-axle load or gross weight for the vehicle or vehicle train is indicated by road signs. During the spring thaw period, you should consult with the concerned road maintenance authorities. • Current bridge conditions are contained in the decision.

7.7.2 Conditions for wide (261-310 cm) and heavy mobile cranes

In addition to the above conditions, it shall be stated

• how the mobile crane shall be marked/signed as well as • what applies when driving in darkness. 73

7.8 General road network exemptions for mobile cranes

General road network exemptions are given only to registered mobile cranes under the following conditions:

• no axle load on any of the axles of the crane can exceed 13 tons • A/B-value (vehicle classification according to DISA) must be maximum 12/24. • Bridge checking is done for the main road network by region and current bridge conditions are stated in the decision

A general road network exemption applies to one Swedish Traffic Administration Region.

7.9 Consultation

Before the decision to grant and exception is communicated, municipal road maintenance authorities and state road maintenance authorities should be given the opportunity to comment on the case.

For local traffic directives, see the next section.

7.9.1 Level crossings

If a vehicle or vehicle train whose gross weight exceeds 100 tons must pass a level crossing with a railway, the railway's owner (normally the Swedish Transport Administration) is given the opportunity to express their views before an exemption is granted.

It should also be considered whether the crossing has an acceptable road profile. There may be problems with road crests (small vertical radius), cross-curve (small horizontal curve radius), steep slope or a sharp crossing angle.

An acceptable level crossing allows for a road vehicle to pass if it has 20 centimetres of ground clearance and a wheelbase of 10 metres. For those level crossings that do not have an acceptable road profile (road crests) there is sometimes the warning sign 'Other danger':

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7.10 Local traffic directives

Before an exception is allowed from local traffic directives with special traffic regulations concerning single, double and triple-axle load or gross weight with limitations to lower weights than those required by Chapter 4, Sections 15, 17 or 17 a TrF, or restrictions to smaller width or length of the vehicle, vehicle train or load than permissible in Chapter 4, Section 15, 17 or 17 a TrF, consultation should occur with the authority authorized to issue such regulations. Local traffic directives (and other traffic directives, such as speed, load-bearing capacity class, etc.) shall according to the ordinance ( 2007:231 ) on electronic publication of certain traffic regulations, be found published on a particular website. The website can be found via the Swedish Transport Agency website.

It is important that the decision also states whether it also includes exceptions to local traffic directives. It is the municipalities or counties issuing the local traffic directives with support of regulations in Chapter 10 TrF.

Exceptions to the local traffic directives can be designed like this in the decision:

Exceptions are granted even from local traffic directives on the largest allowed at xxx-street in xxx.

7.11 Period of validity

see chapter 3.6.

7.12 Contents of exemption documents

– Chapter and paragraph of the ordinance regulations which the exemption concerns as well as the regulation's title and statutory number. – Possible exceptions from local traffic directives. – Possible exceptions for safety or accessibility reasons from Chapter 3, Section 7, first and second paragraph, Section 9, first and third paragraph, Sections 11 and 12, first paragraph 3, Chapter 9. Section 1, first paragraph 1 and 2 and Section 2 TrF – The vehicle's or vehicle train's registration number. – The vehicle's or vehicle train's full wheelbase. – Highest allowable single axle, double-axle, and triple-axle loads and gross weight. – A description of the load – The journey's starting and ending points, indicated by street address or equivalent within the urban area, – Route (or a certain road network). – Period of validity. – The reserved right to revoke the decision. 75

8 Slow-moving transports

Transportation of a wide slow-moving transport over Sandö bridge, road 332. Photo: The Swedish National Road Administration Region Middle.

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8.1 Highways and expressways

Only journeys with motor vehicles or motor vehicles with attached vehicles that are designed for and may be driven at a minimum speed of 40 km/hr may occur on highways or expressways (Chapter 9, Section 1 first paragraph 1 TrF).

In connection with the assessment of applications for exemptions to the weight, width or length regulations, exceptions can be made so that slow-moving transports may be driven on the motorway or on expressways (Chapter 13, Section 5).

If journeys on highways or expressways are allowed for slow-moving transports, it shall be specified as a condition that a warning car must accompany and be driven behind the slow-moving transport.

Journeys with slow-moving vehicles should not be allowed on motorways or on expressways where there is an alternative route or bypass that can be chosen without greater inconvenience.

Journeys with slow-moving vehicles on a motorway or expressway shall not occur in peak hours. If exemption is allowed, it can be formulated as follows in the exemption decision:

The decision includes exceptions also from Chapter 9, Section 1, first paragraph 1 of the Road Traffic Ordinance in connection with journeys on a motorway or expressway.

8.2 Driving on the shoulder by heavy slow-moving vehicles.

The basic regulations of the TrF (Chapter 3, Section 7 second paragraph, and Chapter 3, Section 12 first paragraph 3) state that slow-moving vehicles should be driven as close as possible to the right edge of the shoulder.

It is possible in accordance with Chapter 13, Section 5 TrF to allow exceptions from that requirement, which is necessary if the transport, for example, must pass a bridge in the middle of the roadway, or if it is not appropriate for load-bearing capacity reasons to allow the transport to drive on the shoulder. In such cases, it must be clear that the decision also includes this exception.

With support of Chapter 13, Section 5 Road Traffic Ordinance, the decision also includes exceptions to the following regulations in the same ordinance: Chapter 3, Section 7 first paragraph (the vehicle shall be driven in the far right lane) Chapter 3, Section 7 second paragraph (slow-moving vehicles shall be driven on the right of shoulder) Chapter 3, Section 12, first paragraph 3 (the shoulder will be used by slow-moving vehicles) Chapter 9, Section 1, first paragraph 1 and Section 2 (permitted vehicles on highways and expressways)

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9 Military transports

9.1 Special regulations for the Swedish Armed Forces

The civil road traffic laws apply, with certain exceptions, for military operations. Those exceptions are given in the Military Traffic Regulations (2009:212), MTrF.

In the event that the Swedish Armed Forces issues further regulations according to MTrF, these regulations will be found in a publication called SäkI Trf.

In MTrF there are two concepts that are central - exercises and military operations. A military exercise is defined as "military training that is not driver's license training". Military operations are defined as "activities for defending the country through the initiation of combat forces, as well as support for the police according to the Terrorism Act (2006:343) regarding the Swedish Armed Forces' support to the police in fighting terrorism."

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During a military exercise, all vehicles used by the Swedish Armed Forces or other authorities involved in the exercise, among other things

- may be driven despite the regulations in Chapter 4, Sections 2-6, 10, 12, 13, 15, 15a, 17, 17 a, 18, 19-22, Chapter 9, Section 1 first paragraph 1 TrF.

According to the MTrF, the Swedish Armed Forces may issue regulations for the execution of this. The Swedish Armed Forces shall consult with the Swedish Transport Agency before the regulations are issued.

These regulations can again be found in the Swedish Armed Forces' publication SäkI Trf - Military traffic safety, Safety instruction for weapons and ammunition, etc. (SäkI).

9.1.1 Wide vehicles

SäkI Trf Chapter 7 Sub-Section 38-40 contains the Swedish Armed Forces regulations for wide vehicles. Any additional "permits" to drive wide transports in connection with military exercises are not required.

9.1.2 Long vehicles

SäkI TrF contains no specific regulations for long transports, mainly because transports that exceed TrF's length regulations are extremely rare within the Swedish Defence Forces.

9.1.3 Heavy vehicles

SäkI Trf Chapter 7 Sub-Sections 17 12-20 contains rules about roads and axle loads, heavy transports in connection with exercises etc. Therein it is stated that the maximum allowable axle, double-axle and triple-axle load or maximum gross weight can not be exceeded without the consent of the Swedish Transport Administration. This is not the issue of an exemption, in the case of an agreement through consultation, but the issue of consent from the Swedish Transport Administration. This means that consent must be obtained from the Swedish Transport Administration even if the transportation concerns only one municipality. If it concerns roads/streets of municipal road maintenance authorities, consultation with the municipality should occur. For consent, no application fee applies. The Swedish Armed Forces may also use consent for transport of divisible goods.

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9.2 Other transportation with military vehicles

For military road traffic that can not be attributed to exercises or military operations or those activities referred to in Chapter 2, Section 14, the civil road traffic laws apply regarding weights and dimensions.

10 Vehicles

10.1 Vehicle categories

A Vehicle is defined in Section 2 LDEF as a device on wheels, tracks, skids or similar that is geared primarily for travel on the ground and does not run on rails. Vehicles are divided into motor vehicles, trailers, following vehicles, sidecars, bicycles, horse-drawn vehicles and other vehicles.

At the beginning of this manual there is a glossary with explanations for vehicle concepts, among other things. Below is a systematic representation of the vehicle categories.

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10.1.1 Motorized vehicles

10.1.2 Motor vehicles

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10.1.3 Towed vehicle

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10.2 Registration of vehicles

10.2.1 General

The legislation on registration of vehicles is found in the Act (2001:558) on the road traffic register (LVTR), ordinance (2001:650) on the road traffic register (FVTR) and the Swedish Transport Board's regulations (TSFS 2010:112) concerning vehicle registration, etc. in the road traffic register.

10.2.2 Registration duty

The following vehicles in accordance with Section 12 LVTR, shall be registered in the road traffic register for use.

1. Cars, motorcycles, mopeds class I, tractors, motorized machinery class I and off-road motor vehicles.

2. Motorized machinery class II when being used a) to carry passengers on a road that is not private, if it occurs in cases other than when crossing the road, on driving the shortest route to or from a worksite of the vehicle or the like, or, exceptionally, when travelling shorter stretches in cases other than those now mentioned, b) for the transportation of goods in cases other than those set forth in Chapter 2, Section 17 VTSL on a road that is not private.

3. Towed vehicles towed by cars.

4. Trailers towed by traffic tractors, motorized machinery class I or heavy off-road vehicles.

5. Trailers towed by such Class II motorized machinery used in the manner set out in 2, if the motorized machinery's service weight is over two tons, or if the motorized machinery is incorporated into a modified car.

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10.2.3 Certificate of registration

EU-harmonized certificate of registration (Directive 1999/37/EC)

In accordance with the Directive, the registration certificate issued by one state shall be recognized by the other member states for the identification of the vehicle in international traffic or for re-registering the vehicle in another member state.

The new EU-harmonized registration certificate contains two parts: Part I of the registration certificate , and Part II of the registration certificate . Member states must issue Part I, but do not need to issue Part II. In Sweden, both Parts I and II are issued. Part I is the part that must be carried when driving the vehicle abroad. In Sweden, however, no registration certificate needs to be carried when travelling. Part I contains information on the vehicle's technical specifications and details on the holder of the registration certificate. Part II contains information on the vehicle's owner and certain basic vehicle data such as variant, version, vehicle manufacturer and type approval number. Part I is blue and Part II is yellow.

Designation of countries

The first page of Part I of the registration certificate shall contain

• name of the member state issuing Part I of the registration certificate,

• nationality designation of the member state issuing Part I de-registration certificate, namely:

B: Belgium CY: Cyprus SLO: Slovenia CZ: Czech LV: Latvia SK: Slovakia Republic DK: LT: FIN: Finland Denmark D: Lithuania S: Sweden Germany L: Luxembourg UK: United Kingdom EST: Estonia H: Hungary GR: Greece E: M Malta Spain NL: Netherlands F: France A: Austria IRL: Ireland PL: Poland I: Italy P: Portugal

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Codes in the new EU-wide registration certificates

Part I of the registration certificate should also contain the following information which should be preceded by the corresponding harmonized Community codes:

(A) registration number

(B) day for first registration of the vehicle

(C) personal data (C.1) holder of registration certificate: (C.1.1) surname or company name (C.2) other name s or initials (in applicable cases) (C.3) address in the member state where the vehicle is registered at the point in time of the documents' issuance (C.4) if the particular information which is stated in II.6, Code C.2, is not included in the registration certificate, reference to the fact that the holder of the registration certificate: a) is the vehicle's owner b) not is vehicle owner c) not in registration certificate designated as the vehicle owner

(D) vehicle: (D.1) manufactu rer (D.2) type — variant (in applicable cases) — version (in applicable cases) (D.3) commercial description/s (E) the vehicle's identification number (F) weight: (F.1) maximum technical allowed total weight except for motorcycles (G) the vehicle's service weight including chassis and, for towing vehicles that are used in other categories than in M1, including coupling device (H) period of validity, if i is not unlimited

(I) day of the registration this certificate concerns (K) approved type number (in applicable cases) (P) motor (P.1) capacity (in cm3) (P.2) maximum net effect (in kW) (in applicable cases) (P.3) type of fuel or power source (Q) relationship power/weight (in kW/kg) (only for motorcycles) (S) number places (S.1) number sitting places, including driver's place (S.2) number standing places (in applicable cases)

Part I of the registration certificate may also contain the following information which should be preceded by the corresponding harmonized Community codes:

(C) personal data (C.2) vehicle's owner (repeated as many times as there have been owners) (C.2.1) surname or company name (C.2) other name or initials (in applicable cases) 85

(C.3) address in the member state where the vehicle is registered at the point in time of the documents' issuance (C.3) physical or legal person that may use the vehicle in other legal capacity than the owner (C.1.1) surname or company name (C.2) other names or initials (in applicable cases) (C.3) address in the member state where the vehicle is registered at the point in time of the documents' issuance (F) weight: (F.2) the vehicle's maximum permissible total weight during use in the member state where it is registered.

(F.3) the vehicle's entire maximum permissible total weight during use in the member state where it is registered (J) vehicle category, (L) number of axles (M) wheelbase (in mm) (N) distribution of maximum permissible technical total weight between the axles, for vehicles with total weights that exceed 3 500 kg:

(N.1) axle 1 (in kg)

(N.2) axle 2 (in kg), in applicable cases

(N.3) axle 3 (in kg), in applicable cases

(N.4) axle 4 (in kg), in applicable cases

(N.5) axle 5 (in kg), in applicable cases

(O) technical maximum permissible trailer weight: (O.2) braked (in kg)

(O.3) unbraked (in kg)

(P) motor:

(P.4) revolutions (in rpm)

(P.5) engine identification number

(R) vehicle's colour

(T) top speed (in km/hr) (U) sound level:

(U.1) stationary (in dB(A)) (U.2)

motor revolutions (in rpm)

(U.3) during overtaking (in dB(A)) (V) exhaust emissions:

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(V.1) CO (in g/km or g/kWh)

(V.2) HC (in g/km or g/kWh)

(V.3) NOx (in g/km or g/kWh)

(V.4) HC + NOx (in g/km)

(V.5) particle emissions for diesel (in g/km or g/kWh)

(V.6) corrected absorption coefficient for diesel (in rpm) (V.7)

CO2 (in g/km)

(V.8) fuel usage during mixed driving (in l/100 km)

(V.9) designation of environmental category for EC-type approval; referring to appropriate version in accordance with directive 70/220/EEC or directive 88/77/EEC

(W) fuel tank or tanks' volume (in litres).

Member states may add additional information (to Part I of the registration certificate) and in particular, to the identification codes in brackets, add additional national codes.

In Sweden, the following applies in accordance with Chapter 4, Sections 1 and 2 TSFS 2010:112.

Section 1 A certificate of registration shall be composed of two parts (1 and 2) and be designed in accordance with appendices I and II of Council Directive 1999/37/EC of 29 April 1999 on the registration of vehicles, and contain the obligatory information listed in the appendices. With regard to point VI of appendices (national volunteers information) the evidence shall contain the information stated in Section 2. Regarding point VII of the appendices (national additional information) shall in applicable cases, such data be indicated by codes in parentheses. The proof will be printed in blue (part 1) and yellow (part 2). ).

Section 2 Part 1 of the registration certificate shall contain the following information relating to point VI of the appendices to Directive 1999/37/EC. 1. (F.2) Maximum allowable total weight of the vehicle in running order, 2. (F.3) Maximum allowable total weight of the vehicle combination in running order, 3. (J) Vehicle category, 4. (L) Number of axles; 5. (M) Wheelbase (in mm) 6. (O.1) Maximum allowable trailer weight, braking trailer (in kg); 7. (O.2) Maximum allowable trailer weight, non-braking trailer (in kg); 8. (R) Colour of the vehicle, 9. (T) Maximum speed (in km/hr), 10. (U.1) Stationary sound level (in dB (A)), 11. (U.3) Travelling sound level (in dB (A)), 12. (V.7) CO2, and 13. (V.8) Fuel consumption for mixed driving (in l/100 km). Part 2 of the registration certificate shall include information on (J) vehicle category.

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10.2.4 Coupling distance and wheelbase

In April 2007 there was an amendment to an important piece of information in the Swedish data register. For vehicles registered/re-registered before the date specified, the coupling distance refers to the distance from the car's frontmost axle to the coupling point, and the wheelbase refers to the distance from the coupling point to the trailer's rearmost axle.

For vehicles that were inspected for registration from April 2007, the coupling distance specifies the distance from the towing vehicle's front edge to the coupling device, and the distance from the trailer's coupling device to its back edge.

Examples of four-axle towing cars inspected for registration after April 2007.

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The sketch below shows an example with the above towing car with an attached semi-trailer.

Vehicle Train wheelbase

= 2149 cm

a b c d e f g

(136) | 466 | 1683 | (86) = 2149 cm (2371 with A B C D overhang = vehicle train's length)

Measurement A is the frontal overhang (front axle's centre – front-most point of the vehicle).

Measurement B is from the front axle's centre to the coupling device's centre (fifth wheel).

Measurement C is from the coupling device's centre (pin) to the last axle's centre.

Measurement D is the rear overhang (last axle's centre – rear-most point of the vehicle). a - g is the wheelbase, of which d is intermediate wheelbase.

For newer vehicles (after 01-04-2007) "coupling distance EU" refers to the included overhang, i.e. measurements A+B and C+D.

The registration certificate shows the wheelbase of the towing vehicle (360 - 137- 143 cm) and similarly, of the semi-trailer (136 - 136 - 136 cm).

The distance between the first and last axle (B + C) in the vehicle train is obtained by adding the distances: 466 + 1683 = 2149 cm.

Axle distance d between the truck's last axle and semi-trailer's first axle ( intermediate axle distance ) is obtained by subtracting the total wheelbase of the vehicles from 2149 cm. d = B + C - (a+b+c + e+f+g)

d = 466 + 1683 – (360+137+143+ 136 + 136 + 136) = 1101 cm.

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The vehicle's maximum weights are also clear in the registration certificate: guaranteed axle loading, maximum load capacity and total weight. In the event that the total weight and guaranteed axle load do not correspond, the smaller value shall be used. The first value for guaranteed axle load on a semi-trailer generally refers to the maximum permissible weight on the coupling device.

Guaranteed axle load = absolute maximum load for the construction (Manufacturer data).

Total weight : service weight + maximum load.

10.2.5 Chassis codes

In Swedish registration certificates the vehicle's chassis is indicated in code form. A list of these codes for each vehicle category is given in appendix 3 to the Swedish Transport Board's regulations (TSFS 2009:59) on vehicle information in the road traffic register.

Below is a selection of the most common codes found in the exemption context.

Trucks and trailers:

BA Truck

BB Van

BC Towing vehicle for semi-trailer

BD Towing vehicle for trailer

DA Semi-trailer

DB Drawbar trailer

DC Towed cart

SF Mobile crane (refers to EC-mobile cranes)

85 Dolly Refers to a flatbed trailer which is designed to be the steering axle for a semi-trailer, and which is equipped with a coupling device (turntable) for a semi-trailer.

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91 Salvage vehicles Specifies vehicles designated for salvage and towing of damaged vehicles, and which are equipped with fixed suspension devices with a minimum lifting capacity of 500 kg. The vehicle may not be loaded on the lifting arm so that the load on the front axle is less than 15 % of the vehicle's gross weight. Used only for vehicles of category N. If the vehicle has

two chassis codes, the code for special purposes (SA-SH) changes to code T17C.

Chassis codes that are disused but reoccur in the road traffic register.

85 Device for semi-trailer designated for vehicles whose body consists of a fifth wheel or similar device

67 For the transport of work Given for vehicles with a special platform set up machinery for transportation of work machinery or other heavier goods.

10 Platform - dropsides in field 71 indicates"dropside height x,xx m 'or' dropside height x,x + xx,xx m". If there are both dropsides and dropside grilles, "Dropside x,xx m + dropside grille x,xx m".

51 Rolling platform switcher, hook arm Indicating vehicles that with help of a hook arm (folding, telescopic or both) can switch loaded or unloaded rolling platforms.

57 Quick-lock Specified for vehicles with front stem and a device for switching of loaded and unloaded chassis. Locking the chassis of the vehicle occurs with the quick lock system.

61 Benches If the benches are shiftable, this is given. The number of benches is stated in field 71.

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Certain towing vehicles sometimes have chassis code 57 , quick lock. It is probably the fifth wheel attached in a "Laxå-bracket". In this case, pull the towing vehicle must be re-inspected, so that it receives chassis code BC (equivalent to the old code 85). In the free text, it is indicated by Alternative chassis: quick-lock (code 57). It should also be clear that there is a fifth wheel as the coupling device.

Towing vehicles with "Laxå-brackets", where Laxå-bracket can be removed with quick-lock. fifth wheel is mounted

Tractors and motorized machinery:

07 Modified car Designa ted for tractors or motorized machinery modified cars. The code is assigned to all vehicles that are built on a car chassis. The chassis shall be specified through text code T17C.

11 Skidders

12 Fellers Refers to fellers - bunchers and feller - skidders. Fellers - forwarder is an off-road vehicle and given code 12 under off-road vehicles and off- road trailers. 21 Wheel loader

53 Concrete Pump (concrete pumps are often, even though trucks with chassis code 98, classed as Other)

90 Mobile crane - motorized machinery

Off-road vehicles:

11 Dumper

12 Forwarders 92

10.2.6 Text codes

In the Swedish registration certificates, certain information on a vehicle is given in code form, known as text codes. Text codes are inserted in the registration certificate in the free text field.

A list of these codes is given in appendix 2 to the Swedish Transport Board's regulations (TSFS 2009:59) on vehicle information in the road traffic register.

A selection of the most common codes in the exemption context are:

T13F xxxx The vehicle has been put into service year xxxx. (Stated for motorized Class I. The vehicle is authorized according to the rules that apply to vehicles put into service year xxxx.)

T17D Mobile slewing crane with telescopic arm and a xxxxxx maximum lift capacity of xxxxxx kg.

T17E Mobile slewing crane with lattice arm and a xxxxxx maximum lift capacity of xxxxxx kg.

T17F Tower cranes with a maximum lift capacity of xxxxxx xxxxxx kg.

T65D Equipment for regulating tyre pressure (CTI-system).

Text codes that are disused but reoccur in the road traffic register.

T17L Quick-lock system. Manufacturer: xxxxxx xxxxxx. xxxxxxxxxx Type: xxxxxxxxxxxx. (Used together with chassis xx code 57 under the heading "Trucks and trailers'.)

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11 Bridges

11.1 Introduction

The purpose of this chapter is to illustrate how our bridges are affected by different driving styles of heavy vehicles. By different driving styles, we mean deviations from the conditions set by the Swedish Transport Administration in their exemptions, regarding how a vehicle or combination of vehicles shall be driven over a bridge, despite the weights in accordance with Chapter 4, Section 12 TrF being exceeded. Those conditions handled here are those relating to the vehicle's placement on the bridge during the crossing as well as the vehicle's speed.

The publication describes various damage that can occur due to overloading, possible consequences of this damage and the safety factors used in determining the bridge's load-bearing capacity.

11.2 Load-bearing capacity of bridges

11.2.1 General

Load-bearing capacity is specified as a value of a single-axle load and a double-axle load – A/B value. In determining load-bearing capacity, it is calculated that the bridge is crossed by a number of vehicle types, which together cover the actual vehicles operating on our roads. The different load-bearing capacity classes according to TrF are shown in appendix 2.

Bridges that according to the classification have a load-bearing capacity equal to an A/B value of at least A/B = 12/18 tons can be part of the BK1-road network. If the load-bearing capacity is not equal to A/B = 12/18 tons but at least A/B = 10/16 tons, the bridge can be part of the BK2-road network. Bridges that have a lower load-bearing capacity, but at least A/B = 8/12 tons can be included in the BK3-road network.

Many bridges, especially those which were built in the last 60 years, have an A/B value greater than 12/18 tons. This higher capacity is utilized by the Swedish Transport Administration during exemption granting for heavy transports, and is a factor that makes it possible for very heavy vehicles to sometimes be given an exemption from the regulations of the TrF. Unfortunately, there are bridges that only just meet the requirements for BK1, which as a result means that accessibility will be worse on these bridges. For bridges that do not even meet the requirements for BK1, accessibility for heavy transports is very limited.

When a bridge's load-bearing capacity is determined, the material's nominal strength value is not utilized, but a reduction is made in order to take into account the variations in strength of all materials. The strength can also be higher or lower than that value that the manufacturer states or that testing has shown. During the design calculations and construction of the bridge, anomalies occur which may 94

cause the load-bearing capacity to be lower than what has been assumed. There are also uncertainties in the presumed loads during the determination of load-bearing capacity. From weight-checks it has been shown that overloading occurs. Taking this into account means that we never can exactly determine the load-bearing capacity of a bridge or exactly predict the loads that it will be exposed to. In order to take these uncertainties into account, a number of "partial coefficients" are used, and are described in the chapter "Safety philosophy".

11.2.2 What is a fracture?

When a rope is defective because of a load, a clearly observable fracture occurs. In this simplified case (fig. 1) there is no doubt that the rope has been overloaded.

This type of fracture is known as "tensile fracture".

On a bridge that consists of several different

construction elements such as beams, columns, plates, etc. and is subjected to loads that produce different impacts on different parts of kg the bridge, several distinct fractures can occur. A bridge can also become fractured without this Fig. 1 being able to be established through simply observing the bridge externally. The following describes an overview of the mechanism for a bending fracture in a steel beam.

For steel, a fracture occurs after the material has been stretched so much that it does not return to the same shape after unloading. This phenomenon is called deformation. For a steel bridge, a fracture occurs when the cross section where the stresses are greatest has deformed through its entire height. If a bridge is loaded with incrementally increasing loads, the sagging will increase as much as the load increases. At a certain load, deformation will begin in the cross-section's top and bottom edges and when the load is increased further, eventually the entire cross-section will become deformed. After deformation has begun, sagging will increase in a greater proportion than the load increases, and when the entire cross-section is deformed, a large deformation is produced without the load being increased. A visible fracture similar to the example of the rope need not have arisen. For other types of structures, other types of fractures can arise.

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The steel bridge beam in Fig. 2a is

loaded so that the sagging is moderately large. After the car has crossed the bridge, it regains its

original shape. No deformation has occurred in the material. Fig 2a For a doubling of the load, the sagging becomes twice as large if

no deformation has occurred. If partial deformation has occurred, sagging becomes twice as large

plus a little extra. After unloading, the bridge regains its original position to a large extent. Fig. 2b

shows a load that deforms almost the entire-cross section.

In the case of a further small load Fig 2b increase (Fig. 2c) the entire cross-

section becomes deformed and the bridge suffers a large permanent deformation, i.e., after

being unloaded, the bridge will not regain its former shape. The bridge beam

has become fractured and has obtained another shape from that which it originally had. If the

bridge is loaded with the car in Fig. 2a after the fracture has occurred Fig 2c the sagging from its new position is going to be as large as it was in Fig. 2a, i.e. the bridge can still be used after a fracture has occurred. The number of possible crossings before a failure occurs, however, has been drastically reduced and the bridge must be repaired or replaced prematurely. Damage may have occurred in connected structural parts such as bearings, pillars, bridge deck plates etc.

The sagging in Fig. 2a and 2b is hardly noticeable on short bridges, while people travelling by car can sense a deformation if the bridge is long enough. The sagging in Fig. 2c can be very noticeable if the vehicle is travelling slowly or stands still on the bridge.

For concrete bridges, the same reasoning applies as for steel bridges if the fracture occurs through the reinforcement being stretched out, but if the deformations become large, a crushing fracture can occur in the concrete. After a crushing fracture, the beam has lost its strength and can not be loaded with the same load again. When a concrete bridge has become fractured it is usually easy to detect, because large cracks begin appearing in the concrete.

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Bridges are designed where possible so that a failure is preceded by large deformations, so that we will be forewarned in good time and can put measures into place before serious injury occurs. Unfortunately there are construction elements that are not possible to design in this way. Examples of these construction elements are loops, arches, columns, rivets, screws, etc. When these become fractured, it occurs suddenly, without being preceded by large deformations, and it is likely the bridge can not be crossed afterwards. Older bridges are often built with materials that do not have as much resilience as the materials in the more modern bridges. This means that the possibility for deformations before a sudden failure is smaller for these bridges.

11.3 Exemptions

In the exemptions that the Swedish Transport Agency's regions issue, the conditions that apply to a vehicle being able to cross a bridge are set out. The purpose of the conditions is that the transport can be made without road safety or bridge load-bearing capacity being compromised.

The conditions used to limit the risk of damage to bridges is primarily details on permitted lane and the maximum allowable speed. Which lane that produces the lowest load impact on the bridge depends on the type of bridge, for certain bridges it is best to drive in the middle and for other bridge types, other lanes should be chosen to minimize the load impact from the vehicle. Usually heavy vehicles shall be driven in the middle without there being other vehicles on the bridge at the same time. If the load impact of the vehicle is too great when driving in the middle, for certain bridge types it may be better to drive in another lane, and this lane is stated in the exemption.

Before an exemption for heavy vehicles is issued, a load-bearing capacity investigation of the bridges along the route is performed, among other things. During such investigations, the conditions which should apply to the transportation are determined.

11.3.1 Load-bearing capacity investigations

Load-bearing capacity investigations for heavy transports can be carried out in different ways. The quickest method is to compare the vehicle's axle loads and wheelbase to the adjusted gross weight table. The method does not utilize all the bridges' load-bearing capacities fully, yet it has proved very useful because a large number of transport permits can be issued after this type of investigation.

To make better use of certain bridges' load-bearing capacities, a method is used whereby the heavy transport's load impact is compared with the classification vehicle's load effect on each individual bridge. This method is somewhat more time consuming, while also requiring more data on the bridge under investigation to be known.

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The most time-consuming investigation method involves the bridge being calculated through the same method as is done when classifying the bridge, but with the classification vehicle being replaced by the heavy transport. This method may require an effort of several man-weeks for each investigation, while comparison against an adjusted gross weight table normally takes some hours. The calculations are basically the same in terms of how the transport loads the bridge with weight. The differences lie in how much information on the individual bridge must be processed in the various methods.

Factors affecting the accessibility of a heavy transport from bridge load-bearing capacity point of view

Accessibility for a heavy transport depends on the load impact that a vehicle has on a bridge, and the bridge's load-bearing capacity i.e. the ability of the bridge to carry the loads it is exposed to.

The following factors affect the load impact that a vehicle has on a bridge: o The vehicle's wheelbase and axle-loads o The number of wheels on the axles and the distance between the wheels o The vehicle's placement on the bridge, i.e. which lane the vehicle is driven in o The vehicle's speed during the crossing o How well the axle loads values are know, i.e. if the vehicle has been weighed or not o The bridge's span, i.e. the distance between the supports

The following factors describe a bridge's load-bearing capacity: o Bridge rating value, A/B-value o The rules that form the basis for the determination of A/B-value, EC or old rating

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The vehicle's wheelbase and axle loads

That load effect increases with increasing axle loads does not need further explanation. A B The wheelbase's impact is described best by "influence lines". Fig. 3a shows the influence line

50 0 for a support's reaction, i.e. the force that the 100 support at end A shall absorb. The influence line Fig 3a shows that when a load stands at end A, that

100% of the load is going to the bearing A. When the load 10 t 10 t 10 t stands at B, none (0%) of the load goes to the a b c bearing A. When the load is in the middle of the bridge, 50% goes to bearing A. A B

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A three-axle vehicle with a total load of 30 tons 100

58 0 is placed so that a maximum support reaction is produced at A. Fig 3b

In the first example, the load is evenly distributed on the axles (Fig. 3b). The support reaction is 10 t 10 t 10 t calculated to be: a b c

Axle a 100 % 10.0 t A B

b 88 % 8.8 t

80 48 0

100 c 58 % 5.8 t Fig 3c

Total support's reaction 24.6 tons 9 t 10 t 11 t For the same axle loads but with a larger a b c wheelbase (Fig. 3c) produces: A B

Axle a 100 % 10.0 t

80

48 0

b 80 % 8.0 t 100 Fig 3d c 48 % 4.8 t

Total support's reaction 22.8 ton

When the gross weight and wheelbase is retained, but the axle loads change (Fig. 3d) produces:

Axle a 100 % 9.0 t

b 80 % 8.0 t

c 48 % 5.3 t

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Total support's reaction 22.3 tons

From these examples it may be seen that:

• the load effect increases with decreasing wheelbase • the load effect changes if the load's centre of gravity shifts.

The vehicle's placement on the bridge

The vehicle's placement on the bridge, i.e. the choice of lane is of crucial importance for what load effect the vehicle exerts on a girder bridge, i.e. a bridge where the bridge deck is supported by girders. For slab bridges this may be of less importance. The following describes the load effect of a girder bridge with two main girders and of a slab bridge.

Girder bridge

A vehicle which crosses a two girder bridge loads the girder closest to the vehicle more than the other girder. In the example, the deviation from the bridge middle has been set at maximum 1.0 m. With an influence-line it can be seen that the girder A, which is most loaded, will take 74% of the load from the vehicle (Fig. 4a).

If the vehicle weight is 120 tons, girder A alone supports a vehicle weight of 88.8 tons.

10 0

If the vehicle crosses the bridge with a deviation of 2.0 m from the bridge middle instead, the same girder will be loaded with 97% of vehicle's weight (Fig. 4b).

With this deviation from the set driving lane, girder A alone bears a vehicle weight of 116.4 tons, i.e. an increase of 27.6 tons or 31%.

This increase can result in a fracture of the girder A if the girder’s load-bearing capacity had been fully utilized at a crossing with deviation 1.0 m from bridge middle, as set.

Slab bridge

A vehicle that crosses a slab bridge with a deviation from bridge middle of a maximum 1.0 m will load a width equal to the distance between the wheels' outside surfaces plus 1.25 m on each side. If the distance between the wheels' outside surfaces is 2.60 m, it produces an associated slab width equal to (Fig. 4c): 2.60 + 1.25 + 1.25 m = 5.10 m

The rest of the slab is assumed to be unassociated, and the vehicle's 120 tons is divided evenly over 5.10 m. Each width metre then bears:

120 / 5.10 = 23.53 ton/m.

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If the vehicle crosses the bridge with a deviation of 2.0 m from bridge middle instead, the same load will be borne by a narrower slab strip due to the vehicle being driven so close to the edge of the bridge that there is not 1.25 m left over to distribute the load on. In this example, there is 0.65 metres left to distribute the load over in one direction and 1.25 m in the other direction. The associated width is (Fig. 4b): 2.60 + 1.25 + 0.65 m = 4.5 m

In this case, load per width metre is: 120 / 4. 5 = 26.67 ton/m i.e. 13 % more.

Slab bridges are usually less sensitive to a deviation from the intended lane than girder bridges are. When the slab bridge has mid-support from pillars, which is not unusual, a deviation from the designated lanes can have an equally large impact as for a girder bridge, because a fracture called "punching-through" can occur. A punching-through means that the pillar is pushed through the slab.

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The example shows that sometimes it is important that the vehicle is driven in the lane that is specified in the exemption, while in some cases it is possible to cross the bridge with a relatively large deviation from this lane. When the bridge's load-bearing capacity is investigated, for some shipments it is possible to decide on a maximum permissible deviation from the intended lane with a small resource input, while others transports require large resources for this determination. If different bridges along a route have different requirements for the lateral deviation, a practical problem arises. Since the bridges are not marked with name or number, it is difficult to know which bridge you are about to cross and there is a risk that the indicated deviations are used on the wrong bridge. Therefore the same lane is often used on all bridges along the route.

11.4 Safety Philosophy

11.4.1 The concepts of safety and risk The previously used term, "safety factor", is no longer used in connection with building construction because a new safety philosophy started being implemented in the eighties. Safety factors have been replaced by partial coefficients which instead of describing a "safety", describe a certain level of risk. There is always a risk associated with the use of technological structures, and to describe the risks of crossing a bridge with a heavy vehicle is difficult because a number of complex mathematical concepts must be used.

The word partial coefficient can be divided into "partial", which means "part", and "coefficient", which roughly means "an amount to multiply by". The system of partial coefficients involves dividing the risks into different parts; each part is designated an amount which through multiplication affects the result. The various partial coefficients consider in essence:

How great the risk is that the construction materials are worse than anticipated. How great the risk is that the loads are larger than anticipated.

How serious the consequences of a fracture may be in terms of personal injuries or money.

The product of the different partial coefficients is crucial for the level of safety, i.e. the results obtained when all partial coefficients are multiplied together.

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11.4.2 Changes to risk through deviation from the information in the exemption

This example describes the change in the overall safety with deviation from the specified lane, speed and axle loads when crossing a bridge with two main girders.

A vehicle with a width of 2.60 m is supposed to cross the bridge in a 3.00 m wide marked lane placed in the bridge middle and with a maximum speed of 10 km/hr. No other vehicles may be on the bridge at the same time.

The vehicle's gross weight is 100 tons and the distance between the first and last axle is 9.0 m. The vehicle has been weighed.

The bridge is a double-girder concrete bridge with a span of 15 metres and rating

A/B = EG 140/220 kN.

The bridge load-bearing capacity investigation has established that the bridge’s load-bearing capacity is utilized with a crossing in accordance with the above, i.e. there is no margin for increased load or other deviations from the conditions on which the standardized partial coefficients have applied.

Of the total load in the decisive section, we assume that 30% is the weight of the bridge and the asphalt on the bridge, and 70% is the load from the vehicle.

The partial coefficients that have applied to the load-bearing capacity investigation are:

1.10 for vehicle weight, for this weighed vehicle there is a risk that the scale may have been wrong.

1.15 for the materials, i.e. for concrete and reinforcement strengths.

1.10 for how serious the consequences of a fracture are.

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Partial coefficient 1.10 for the consequences of a fracture means that the load-bearing capacity is 10% larger than required to carry the load after we have calculated the other partial coefficients. Let us count on this 10% as the margin for traffic load, which in this example is 70% of the total load:

0.10 / 0.70 = 0.14 = 14 %

The overall safety would amount to:

1.10 x 1.15 x 1.14 = 1.44 i.e. a load-bearing capacity that is 44% larger than the load.

This assumes that all other values are exactly those taken in the calculation. We can not be absolutely certain that the scale is completely accurate and therefore the use of a safety factor of 1.10 for the vehicle's weight is required. Nor do we know if we have perfect materials in the bridge and therefore the factor 1.15 is also utilized. The remaining 14% margin can be utilized for deviations of the transport itself.

Deviation from the designated lane

It is enough that the vehicle deviates from bridge middle by 30 cm for the safety factor of 1.14 to be utilized. This deviation will specifically cause girder A to be loaded with 57% of the vehicle's weight compared with the 50% set during the load-bearing capacity investigation.

1.57/1.50 = 1.14.

It becomes clear from this that it is important to actually mark the lane when an exemption designates a marking. This is especially true when it becomes necessary to choose a lane width which exceeds the vehicle's width by only a few millimetres.

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Deviation from the permitted speed

The higher the speed the vehicle has, the higher the load impact on the bridge. This is taken into account by increasing the load value with a dynamic addition that depends on the speed and the bridge's span. For the bridge span in the example, the dynamic addition can be taken from this chart:

20% 18% 16% 14% 12% 10% Dyn. addition 8% 6% 4% 2% 0% 10 30 50 70 (km/hr)

At the speed 'v' less than or equal to 10 km/hr the dynamic addition is set to zero.

For the velocity 'v' = 50 km/hr, the dynamic addition becomes 14%, i.e. if the vehicle does not deviate from the designated lane, but crosses the bridge at more than 50 km/hr instead of 10 km/hr, the entire margin according to the above has been utilized.

This example illustrates a case where the bridge’s load-bearing capacity is utilized very severely to allow the crossing of a heavy vehicle. When exemptions are granted for heavy vehicles, it is not unusual that bridges are utilized to the high degree that this example shows. The carrier must therefore assume that the bridges' load-bearing capacity is fully utilized in the specified conditions, and attach great importance to transport across the bridges occurring in the prescribed manner.

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12 Road transport leader and escort

12.1 Road transport leader - general

On 1 July 2005, a law came into effect which meant that the police were replaced by a new professional group - road transport leaders - in connection with the escort of long, wide and heavy exempted transports.

The road transport leader has the same right as the police to give directions with "police signals" to other road users, so that the transportation can be operated in a traffic-safe manner. A road user has the obligation to comply with a road transport leader's instructions (Chapter 2, Section 3 TrF).

The Act (2004:1167) on road transport leaders contains regulations on the appointment of road transport leaders and the right for a road transport leader to direct the traffic.

In law escort refers to the participation of a person who has the right to give instructions/directions to road traffic.

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