France Trials Increased MAM on Road
France has recently announced a major trial within its national road transport industry, increasing the Maximum Authorised Mass (MAM) for combined tractor and semi-trailer units to 46 tonnes, up from the previous limit of 42–44 tonnes. The 18-month pilot scheme, launched in July 2023, marks a significant step in how France manages freight and logistics on its national and international road network.
The French government has introduced this initiative with several clear goals. By allowing heavier vehicles on the road, they aim to:
Improve efficiency in multimodal transport, ensuring that freight moving between road, rail, and sea can be carried more effectively.
Boost cross-channel services by making it easier for French operators to compete with UK and European hauliers.
Support truck drivers and logistics operators with greater flexibility when moving heavy goods.
Authorities will closely monitor the impact of the trial, gathering data on infrastructure wear and tear, road safety, CO₂ emissions, and overall transport performance. The project is being framed as a way to modernise the road freight sector while aligning with Europe’s wider environmental and logistical objectives.
Environmental and economic implications
One of the central arguments in favour of heavier MAM limits is sustainability. By allowing a truck to carry more goods in a single journey, fewer trips may be required overall, potentially reducing congestion, fuel consumption, and carbon emissions. In theory, a 46-tonne HGV could help businesses improve supply chain efficiency, lower transport costs, and contribute to climate goals.
However, critics warn that the environmental benefits may not be as straightforward as they appear. Heavier vehicles naturally put more strain on roads, bridges, and infrastructure, which could increase long-term maintenance costs. They may also generate more tyre and brake particulates, another environmental concern often overlooked in freight debates.
Industry reaction
The decree, published on 27th July, has sparked mixed reactions from across the logistics and haulage sector. Ralph-Charley Schultze, CEO of UIRR, expressed reservations:
“It could be beneficial if this is only for the first and last mile, but for the longer haul by road, this is not a good idea. The bridges and road infrastructure in general cannot handle this weight.”
This concern reflects a broader tension in European logistics: the balance between efficiency and infrastructure sustainability. While rail and inland waterways are often promoted as greener long-haul alternatives, road haulage continues to dominate freight movements, both domestically and internationally.
The wider European context
France is not alone in trialling heavier MAM limits. Several EU countries have been testing longer and heavier vehicles (LHVs) as a way to improve freight efficiency. Nordic countries such as Sweden and Finland already allow higher weight limits, and their experience is often cited as proof that such policies can succeed with the right infrastructure investment.
For the UK, where the standard maximum gross vehicle weight for articulated lorries is 44 tonnes, the French trial raises interesting questions. Could Britain follow suit and introduce a 46-tonne limit to remain competitive in European logistics? Proponents argue it would give UK hauliers parity in cross-channel operations, while critics stress the risks to already ageing UK road infrastructure.
What happens next?
The French trial still has 16 months to run, and its findings could have a significant influence on European transport policy. If successful, it may set a precedent for other EU nations, potentially reshaping freight standards across the continent. On the other hand, if road damage, safety issues, or public opposition mount, the project may end without permanent adoption.
Final thoughts
France’s 46-tonne trial highlights the constant evolution of the road freight and logistics industry. Balancing efficiency, environmental responsibility, and infrastructure resilience remains a complex challenge for governments, hauliers, and supply chain operators alike.
Would you support the UK increasing its Maximum Authorised Mass to 46 tonnes? Or do you believe the risks outweigh the potential benefits? Let us know your thoughts in the comments — this debate is one that will continue to shape the future of freight transport in both France and the UK.
