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Unladen journeys are already being reduced and the environment protected.
Thirdly, to environmental protection and the conservation of energy resources by reducing unladen journeys.
By restricting ourselves to 3 tons unladen we are talking about bread vans, milk floats, and nothing much bigger.
Information about the unladen weight of buses and coaches is not kept.
Now let me take the case of a typical commercial vehicle of a chassis price of£1,500 or£1,600, of seven or eight tons unladen weight.
The rebasing of vehicle excise duty from unladen to gross laden weight which occurred last month was designed to be tax negative.
However, vehicles must be able to attain a speed of 25 mph when unladen and not drawing a trailer before being permitted to use motorways.
The 20 miles per hour limit for commercial vehicles of over three tons unladen weight offers precisely the same inducement.
These are lorries of three tons unladen weight or less which have a permissible maximum weight of over 7·5 tonnes.
Heavy goods vehicles are usually regarded as those of over 3 tons unladen weight.
Our own criterion—which dates back a long time—has been unladen weight.
It is arbitrary whether you say that the unladen weight of 1½tons or up to 2 tons should be exempt.
It would be theoretically possible to give the same maximum operating weights to all vehicles of a given unladen weight.
The new traffic signs regulations came into force then and prohibited the use of road signs showing restrictions in unladen weight.
It is, however, prohibited for passenger vehicles which weigh less than 2½ tons unladen.