Driving restrictions for heavy goods vehicles
08.16
From 2009 to 2013
TML investigated the impact of driving restrictions on trucks over 3.5 tonnes in international road transport, identifying both fixed and variable driving bans. The result was a structured overview of these restrictions and their limited direct cost impact on transport.
The aim of this project was to understand the extent to which trucks with a total weight over 3.5 tonnes face driving restrictions in international road transport. National, regional, and local governments impose various forms of driving restrictions on transit freight transport. These include fixed- and non-fixed-date driving restrictions. A night, Sunday, or weekend ban are examples of fixed restrictions. Variable driving restrictions may be linked to weather or traffic conditions. The restrictions hamper international road freight transport and make carriers' planning much more complex.
The first important result of this study is a clear and well-structured overview of driving restrictions that hamper international heavy goods transport. A second result is the assessment of the direct and indirect effects of these restrictions on the European transport market.
The calculations show that the direct effects on costs of fixed-date driving bans (e.g., no driving on Sundays) are limited. Several scenarios and case studies showed that, if the driving restriction was effective, its impact on travel costs was an increase of less than 5%. This limited effect was largely due to smart route planning in which driving restrictions were avoided or incorporated into, for example, mandatory rest periods. The more indirect (cost) effects of these types of driving restrictions are also limited. If the restriction can be anticipated, the transport company has ample time to make appropriate arrangements to compensate for possible delays.
Unlike fixed-date driving restrictions, however, non-fixed-date driving restrictions (e.g., a weather restriction) can be very disruptive. Although the direct cost of these restrictions is very limited and calculations show a cost increase of less than 2%, the delivery of cargo can be significantly delayed. If this delay was not foreseen, the indirect costs can be disproportionately high.
In cases where the communication (of the adjustment) of a driving restriction is not optimal, a strong negative impact on the transport sector can be expected. Carriers' scheduling procedures can be seriously disrupted, resulting in suboptimal scheduling of programmes. Examples were examined and showed, among other things, that the adjustment was sometimes communicated only in the home language.
The aim of this project was to understand the extent to which trucks with a total weight over 3.5 tonnes face driving restrictions in international road transport. National, regional, and local governments impose various forms of driving restrictions on transit freight transport. These include fixed- and non-fixed-date driving restrictions. A night, Sunday, or weekend ban are examples of fixed restrictions. Variable driving restrictions may be linked to weather or traffic conditions. The restrictions hamper international road freight transport and make carriers' planning much more complex.
The first important result of this study is a clear and well-structured overview of driving restrictions that hamper international heavy goods transport. A second result is the assessment of the direct and indirect effects of these restrictions on the European transport market.
The calculations show that the direct effects on costs of fixed-date driving bans (e.g., no driving on Sundays) are limited. Several scenarios and case studies showed that, if the driving restriction was effective, its impact on travel costs was an increase of less than 5%. This limited effect was largely due to smart route planning in which driving restrictions were avoided or incorporated into, for example, mandatory rest periods. The more indirect (cost) effects of these types of driving restrictions are also limited. If the restriction can be anticipated, the transport company has ample time to make appropriate arrangements to compensate for possible delays.
Unlike fixed-date driving restrictions, however, non-fixed-date driving restrictions (e.g., a weather restriction) can be very disruptive. Although the direct cost of these restrictions is very limited and calculations show a cost increase of less than 2%, the delivery of cargo can be significantly delayed. If this delay was not foreseen, the indirect costs can be disproportionately high.
In cases where the communication (of the adjustment) of a driving restriction is not optimal, a strong negative impact on the transport sector can be expected. Carriers' scheduling procedures can be seriously disrupted, resulting in suboptimal scheduling of programmes. Examples were examined and showed, among other things, that the adjustment was sometimes communicated only in the home language.
