Longer and heavier vehicles
07.31
From 2007 to 2008
TML examined the consequences of adapting Directive 96/53/EC, with a focus on the use of longer and/or heavier trucks in the EU. The study included extensive stakeholder consultations and analysis of different scenarios to identify impacts on transport demand, intermodality, road safety, infrastructure, and emissions.
Directive 96/53/EC deals with the maximum permissible vehicle size and load volume for national and international road transport in the EU. The directive harmonises the maximum dimensions of vehicles on the road in the EU and the approved levels for weights for free circulation through the EU, but allows different national rules on the maximum weights. Member States can deviate from the restrictions in certain circumstances for national transport. The modular concept is the most recent example. Several industry sectors have also called for a relaxation in weight and length restrictions to allow more efficient loading (e.g., more pallets or passenger vehicles) or to carry a heavier load.
TML was project leader of the study on the impact of adapting this Directive 96/53/EC.
The study focused on the positive and negative effects of the use of longer and/or heavier trucks (LHV), including the modular concept, in and between the various member states. Three scenarios were developed for the year 2020, in addition to the business-as-usual scenario that served as a reference:
Before we started calculations, the various stakeholders were consulted extensively. Road hauliers, shippers, and manufacturers showed themselves in favour of extending dimensions, mainly because of the lower costs of the LHV. Opponents came mainly from the camp of rail and inland waterway organisations, supported by the German Government among others, and infrastructure managers, especially from the Alpine countries and Eastern Europe. Their main counterarguments were the negative effects on the market position of rail transport and the environmental impact that a strongly growing demand would cause. The consultation also showed that an increase in volume was more important than an increase in weight: 2/3 of trips were found to be limited by volume.
For the calculations, we worked around six impacts:
1. Contribution to meeting transport demand
The additional capacity of LHV reduces costs. This increases transport demand (in tonne-kilometres) by 0.99%, while the number of vehicle kilometres driven decreases by 12.9% (compared to the 2020 baseline) in the Full Option scenario. The Compromise scenario provides a 0.42% increase in tonne-kilometres. The decrease in vehicle kilometres is then limited to 4.3%.
2. Contribution to intermodality
Rail and inland waterway transport lose slightly in volume - 3.8% and 2.9% respectively - compared to the reference scenario in 2020. As an increase in total freight volume of 30% to 60% by 2020 is also expected in the reference scenario, the growth of these modes is guaranteed. However, it cannot be ruled out that certain rail lines may suffer from LHV competition.
3. Road safety
Although certain types of LHV clearly underperform in terms of road handling and stability, research indicates that the introduction of LHV will not negatively affect road safety. Only an increase in truck length has a barely perceptible impact on stability, but in combination with an increase in the authorised mass an individual vehicle does perform less. However, this needs to be weighed against the reduced mileage that these vehicles need to travel due to their larger load, thus reducing the overall risk. It does conclude that LHVs are best equipped with the latest electronic safety systems.
4. Infrastructure
Certain types of LHV, especially those of 60 tonnes, have strong negative effects on the service life of European bridges and roads. The 44-tonne type on five axles, already in use in several European countries (including Belgium), has a particularly detrimental effect on the infrastructure. However, an extension to 25.25 metres with a limitation to 50 tonnes does well. Increasing loading and unloading terminals and truck parking spaces should also be considered.
5. Energy, CO2, and other emissions
60-tonne LHVs have up to 12.45% more efficient energy use and CO₂ emissions per tonne-kilometre in the Full Option scenario. In the Compromise scenario, CO₂ emissions increase slightly: a limited increase in dimensions is insufficient to make up for the increased consumption. NOx emissions fall by up to 4.03%, while PM falls by 8.39%. As fewer vehicle kilometres are travelled, emissions also fall. The larger drop in PM emissions is mainly due to a decrease in emissions from mechanical parts such as tyres and brakes and windblown dust.
Conclusions
Taking all effects together, it appears that longer and heavier trucks will have a positive impact on European society, for each of the three scenarios.
The Full Option scenario (25.25 metres and 60 tonnes) offers the largest positive impact of the three. Given that the Corridor scenario also leads to an improvement, one can conclude that harmonisation is not necessary for this measure.
However, several measures are strongly recommended. For instance, the impact of the price decrease on the demand of road, rail, and waterway transport should be closely monitored, especially at the level of specific routes. It should also be ensured that all modes pay their external costs to allow competition on an equal footing. Finally, enforcement is also very important: new, more flexible legislation should be enforced with stricter controls.
Directive 96/53/EC deals with the maximum permissible vehicle size and load volume for national and international road transport in the EU. The directive harmonises the maximum dimensions of vehicles on the road in the EU and the approved levels for weights for free circulation through the EU, but allows different national rules on the maximum weights. Member States can deviate from the restrictions in certain circumstances for national transport. The modular concept is the most recent example. Several industry sectors have also called for a relaxation in weight and length restrictions to allow more efficient loading (e.g., more pallets or passenger vehicles) or to carry a heavier load.
TML was project leader of the study on the impact of adapting this Directive 96/53/EC.
The study focused on the positive and negative effects of the use of longer and/or heavier trucks (LHV), including the modular concept, in and between the various member states. Three scenarios were developed for the year 2020, in addition to the business-as-usual scenario that served as a reference:
- Full Option: unlimited use of trucks up to 25.25 metres and 60 tonnes on the entire European main road network.
- Corridor: unlimited use of trucks up to 25.25 metres and 60 tonnes on the main road network in six countries: Finland, Sweden, Denmark, Germany, the Netherlands, and Belgium.
- Compromise: unlimited use of trucks up to 20.75 metres and 44 tonnes on the entire European main road network.
Before we started calculations, the various stakeholders were consulted extensively. Road hauliers, shippers, and manufacturers showed themselves in favour of extending dimensions, mainly because of the lower costs of the LHV. Opponents came mainly from the camp of rail and inland waterway organisations, supported by the German Government among others, and infrastructure managers, especially from the Alpine countries and Eastern Europe. Their main counterarguments were the negative effects on the market position of rail transport and the environmental impact that a strongly growing demand would cause. The consultation also showed that an increase in volume was more important than an increase in weight: 2/3 of trips were found to be limited by volume.
For the calculations, we worked around six impacts:
1. Contribution to meeting transport demand
The additional capacity of LHV reduces costs. This increases transport demand (in tonne-kilometres) by 0.99%, while the number of vehicle kilometres driven decreases by 12.9% (compared to the 2020 baseline) in the Full Option scenario. The Compromise scenario provides a 0.42% increase in tonne-kilometres. The decrease in vehicle kilometres is then limited to 4.3%.
2. Contribution to intermodality
Rail and inland waterway transport lose slightly in volume - 3.8% and 2.9% respectively - compared to the reference scenario in 2020. As an increase in total freight volume of 30% to 60% by 2020 is also expected in the reference scenario, the growth of these modes is guaranteed. However, it cannot be ruled out that certain rail lines may suffer from LHV competition.
3. Road safety
Although certain types of LHV clearly underperform in terms of road handling and stability, research indicates that the introduction of LHV will not negatively affect road safety. Only an increase in truck length has a barely perceptible impact on stability, but in combination with an increase in the authorised mass an individual vehicle does perform less. However, this needs to be weighed against the reduced mileage that these vehicles need to travel due to their larger load, thus reducing the overall risk. It does conclude that LHVs are best equipped with the latest electronic safety systems.
4. Infrastructure
Certain types of LHV, especially those of 60 tonnes, have strong negative effects on the service life of European bridges and roads. The 44-tonne type on five axles, already in use in several European countries (including Belgium), has a particularly detrimental effect on the infrastructure. However, an extension to 25.25 metres with a limitation to 50 tonnes does well. Increasing loading and unloading terminals and truck parking spaces should also be considered.
5. Energy, CO2, and other emissions
60-tonne LHVs have up to 12.45% more efficient energy use and CO₂ emissions per tonne-kilometre in the Full Option scenario. In the Compromise scenario, CO₂ emissions increase slightly: a limited increase in dimensions is insufficient to make up for the increased consumption. NOx emissions fall by up to 4.03%, while PM falls by 8.39%. As fewer vehicle kilometres are travelled, emissions also fall. The larger drop in PM emissions is mainly due to a decrease in emissions from mechanical parts such as tyres and brakes and windblown dust.
Conclusions
Taking all effects together, it appears that longer and heavier trucks will have a positive impact on European society, for each of the three scenarios.
The Full Option scenario (25.25 metres and 60 tonnes) offers the largest positive impact of the three. Given that the Corridor scenario also leads to an improvement, one can conclude that harmonisation is not necessary for this measure.
However, several measures are strongly recommended. For instance, the impact of the price decrease on the demand of road, rail, and waterway transport should be closely monitored, especially at the level of specific routes. It should also be ensured that all modes pay their external costs to allow competition on an equal footing. Finally, enforcement is also very important: new, more flexible legislation should be enforced with stricter controls.
