Weight And Dimensions Of Heavy Commercial Vehicles As .

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Weight and dimensions of heavycommercial vehicles as established byDirective 96/53/EC and theEuropean Modular System (EMS)Workshop on LHVsStefan LarssonDirector, Regulatory ProjectsJune 24, 2009Brussels

A new approach to increase capacitywere developed whenSweden and Finland joined EUIssueFor environmental and competitive reasons itwas unacceptable for both Sweden and Finlandto apply the existing EU Directive on vehicle sizeand weight, as they since long had allowedlonger and heavier vehicle combinationsChallengeTo find a solution that enables foreigntransporters to compete on equal termsin Sweden and FinlandSolutionThe ”Modular Concept” introduced in 96/53/EC.Allowing increased vehicle length and weight onappointed road networks on the condition thatestablished EU modules were used.

The European Modular System (EMS)on an appointed road network7.82 m13.6 m7.82 m13.6 mStreet Class 17.82 m13.6 m7.82 mRoad Class 27.82 mRoad Class 3Max. length 25.25 m and max. weight 60 ton on “Class 3” roads for EMScombinations allowed in Sweden and Finland when joining the European Union

Road freight capacity was earlier increasedby introducing new and larger loading unitsEMS increases the capacity by using existing unitsTable only as illustration (not always logic links between rows and colums)Containers Swapbodies (m)LengthLengthClass C Class ATractor –Truck –Semitrailer (TST) trailer (TT)20 7.1515 m18 m40 7.4515.5 m16.5 m **18.35 m45 **7.8248 8.2212.513.6Load length*13.6 m (TST)18.75 m**15.65 (2x7.82) (TT)53 * Introduced by 89/461 EEC to protect the driver environment **96/53 EC (as introduced in 1996 and incl.(Cab space) and establised also the two loading units 7.82 m declaration in Dec 2006)and 13.6 m

EMS is based on existing modulesLoadunitsVehiclesTrailers20ft – 7,82mShort moduleDimensions equal to ISO container 20ft Swap body CEN Class C7,15m 7,45m 7,82mTruckFor shortmoduleSemitrailer “13,6m”for long moduleCentre axle trailerfor short moduleTractor 4x2For semitrailer40ft / ”13,6m” (& 45ft)Long moduleDimensions equal to ISO container 40ft “13,6m” semitrailer 45 ft container if this willbe generally allowed inEUVariant of Semitrailer;“B-train”dollyTractor 6x2, 6x4For semitrailerCombine existing modules (vehicle components and load units) ina more efficient way and allow this on an appointed road network,to make better use of what we already have

The European Modular SystemACEA supports a wider EU application ofEMS because: Positive environmental impact (CO2 and other emissions) The Lisbon Agenda – European competitiveness Reduced congestion Co-modality & Intermodality considerations Traffic safety is maintained or improved Supports Efficient Logistics Flexible use of existing units Already included in Directive 96/53/ECAn EU wide application of EMS is likely themost cost-effective way to address all therelevant concerns, including co-modality

Impacts of different vehicles sizesto transport 106 EU pallets (600kg/pallet)No. oftrucksSpaceFuel peron road 1000tonkm*FuelIndexGCW2130 m16 lit8460 ton3172 m19 lit10040 ton6300 m27 lit14226 ton9432 m37 lit19518 ton16755 m53 lit27912 ton20903 m78 lit4107.5 ton532360 m178 lit9373.5 ton2 x 25.251 x 18.752x 16.5Source: Volvo * Note: Calculated with consideration to “normal” utilization

EMS is efficient logistics It is a new systems thinking – the possibility to combine modules indifferent ways for adapting to local conditions Use longer combinations on an appointed road network Avoid national specific demands Not necessarily heavier vehicles – general cargo type of goods isoften volume sensitiveUse long combinations when possible,shorter combinations when necessary.

Efficient LogisticsFewer trucks needed for the same transport workClass 2 roadsShort moduleShort moduleLong moduleClass 3 roadsLong moduleShort moduleShort moduleLong moduleLong moduleFewer vehicles Based on existing equipment Easy to implement Possible to rearrangeto shortercombinations andadopt to localconditions Standard loading units Same volume of cargo Less total fuel consumptionLess emissions per tonkmLess total room on roadLower cost per tonkmLess road damage

Integrated Logistics SolutionsExampleTractor B-train for long haul, 25,25 m on Class 3 roads13.6 m7.82 mDisconnect the semitrailer

Integrated Logistics SolutionsExampleTractor B-train for long haul, 25,25 m13.6 m7.82 mMove the trailer wheels forwardThe long distance truck is converted into a distribution vehicle

EMS using existing modules(vehicle components and load units)on an appointed road networkCombine existing modules in a more efficientway and allow this on an appointed road network,to make better use of what we already have

EMS using existing modules(vehicle components and load units)on an appointed road network innational territories of MSWhen using existing modules to form longer and heaviervehicle combinations beyond the limits of requirements validin national territories of Member States, some of theserequirements might need to be modified.When operation of these combinations are only intended ona limited part of the available road network somerequirements valid for general vehicle usage might loosetheir relevance.

EMS using existing modules(vehicle components and load units)on an appointed road networkin cross border trafficRequirements to be considered for EMS combinations incross border operations should be evaluated on the basis ofthe requirements that are valid for their national operationsin the bordering Member States.For efficient cross border operations of EMS combinations,it is strongly recommended that the EU Commissionprovides recommendations to support a harmonisedapplication of the EMS.

EMS - Safety Reduced accident risk – due to fewer trucks for the same goods Same braking capacities – as each axle braking it’s own load Overtaking distance no problem on multi lane roadsBraking tests have proven that the brakingbehaviour of a 60t EuroCombi is as good asthat of modern 40t Standard combinations

EMS - Dynamic StabilityGood dynamic stability of vehicles – equal to present EU vehiclesStandardCombinationsEMSCombinationsSource: NVF - Report no. 1/2007- Committee 54: Vehicles and Transports

EMS - Effect on infrastructure - BridgesSame or better than existing combinationsEMSSource:TRANSPORT & MOBILITY LEUVENTREN/G3/318/2007

EMS - Effect on infrastructure - BridgesSame or better than existing combinations**Measures effective in limiting the aggressiveness of vehiclessuch as minimal spacing between 2 LHV, no overtaking,authorizations limited to specific routesSource:TRANSPORT & MOBILITY LEUVENTREN/G3/318/2007

EMS - Effect on infrastructure – PavementSame or better than existing combinationsRelative aggressiveness per tonne carriedEMSSource:TRANSPORT & MOBILITY LEUVENTREN/G3/318/2007

Road transport needs above allincreased volume and load lengthsUtilisation of trucks measured per no. of pallets, volume andweight for transport of general-cargo-like goods.Utilisation level load capacity120%Full unit 100%100%Average 92%, by no. of pallets90%80%Platform length,pallets:Average: 30Full: 55%High: 39Low: 18StandardsemiAverageload utilization 92%Volume m³:Average: 81Full: 6%High: 100Low: 38Averageload utilizationStandardsemi 82%Weight tonnes:Average: 14Full: 3%High: 25.9Low: 1.2Averageload utilizationStandardsemi 57%Average 82%, by volume (m 3)60%Average 57%, by weight (kg)40%20%0%1255075Number of tripsData source: NEA.100125

Rail and road are complementary modesThe value of goods in relation to transport modesShare (%)100AirRoad7550Sea25Rail1550Source: Kenth Lumsden, CTH (1 10SEK)Goods value( /kg)Changes in road transport will not move volumes from rail toroad since road and rail handle goods of very different values

Inter-modal transports often need highervehicle weights because of the use ofheavier load carrierNote the 44 t legal limit for 40 ISO containers in combinedtransport compared with the general legal limit 40 t GCWRestriction on weight of EMS vehicle combinations will likelyhave a negative impact on inter-modal transports and on bulktransports (weight sensitive) for which no alternative exist

EMS will create a more stable situation with respect to thelifetime of standardised load units and handling equipmentIncreased capacity is achieved by using existing modules“better and longer use of what we already have”

Important aspects to be consideredin connection with the analysis Transport of general cargo needs increased volume and load-length on each unit Intermodal and bulk transports need higher weight because of heavier load carrier The efficiency of all transport modes need to improve Compare energy efficiency for the total transport (door to door) As energy is needed for loading and unloading, these should be kept to a minimum Coupling and uncoupling uses less energy than loading and unloading Different modes requires different load carrier and packaging(loading/unloading/stacking, risk of damage and theft) Production and transport of load carriers and packaging material uses energy Vehicle size restrictions in urban areas prevent the use of the most fuel efficientsolutions for intermodal transport if transit points are located in city centres EMS will create a more stable situation with respect to the lifetime of standardisedload units and related handling equipment – “better and longer use of what wealready have”

The European Modular SystemConclusionsStrengths and Opportunities Increases European transport efficiency and economic competitiveness Reduces the number of vehicles for a given amount of goods Reduces global and local environmental impact Maintains or improves traffic safety Reduces congestion Reduces road wear Supports intermodal transport Included in EU Directive 96/53/EC Is based on existing load units and vehicles Possible to rearrange into shorter combinations and adopt to localconditions Used for many years in Sweden and Finland and already tested in theNetherlands, Denmark and Germany with positive experience.

Thank you for your attention!

Back-up slides

Rail and road are complementary modesSERVICE (Lead time,Seafrequency, flexibility)RoadRail excl intermodalIntermodalROAD TRANSPORT(generally higher levelof services and highercosts per tonkm)Intermodal road/railRAIL TRANSPORTCost per tonkm(long distances,high weights)Source: Schenker SwedenProjected transport growth and competitiveness requires increasedefficiency and capacities in the whole transportation system “co-modality”.

Impacts of Financial Crisis on EU27 Vehicle Fleetsaccording to FraunhoferChange of Vehicle Fleets in EU275%[% Change compared with BAU]0%-5%-10%CarHDVLDV-15%-20%-25%-30%2008 2010 2012 2014 2016 2018 2020 2022 2024 2026 2028 2030Source:What assumption regarding theHDV fleet has been used in theanalysis for CER ?

Aerodynamic characteristics can be improvedif permitted by vehicle size regulationsBoat tails

Manoeuvrabilityof EMS combinations using existing moduleson an appointed road networkThe most relevant test manoeuvre to evaluate EMS combinationsseems to be the 90-degree turn on a 12,5 m outer radius.

18 ton 12 ton GCW 60 ton 40 ton 7.5 ton 3.5 ton No. of trucks 6 9 16 2 3 20 53 Space on road 300 m 432 m 755 m 130 m 172 m 903 m 2360 m Fuel per 1000tonkm* 27 lit 37 lit 53 lit 16 lit 19 lit 78 lit 178 lit Impacts of different vehicles sizes to transport 106 EU pallets (600kg/pallet) 2 x 25.25 1 x 18.75 2x 16.5

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