Higher Capacity Vehicles (HCVs) Briefing Report SRF International - - PowerPoint PPT Presentation

Higher Capacity Vehicles (HCVs)

Briefing Report SRF International Workshop 5-6th December 2019

Centre for Sustainable Road Freight

Maja Piecyk and Julian Allen University of Westminster

Purpose of SRF Briefing Report on HCVs

• To review the available evidence on HCVs from publically available

documents

• To produce a summary of the findings from field trials and desk

studies into HCVs

• To publish an SRF Briefing Report to inform and assist those involved

with public and corporate decision-making

• So that other organisations can draw on the findings, and disseminate

more widely

• The Briefing Report does not include new research – it is a review

There have been many research reports on High Capacity Vehicles (HCVs) in recent years

Maximum goods vehicle size and weights in selected countries

Country Regulation (Tonnes/Metres) Year established The Netherlands 60 t / 25.25 m 2013 Finland 76 t / 25.25 m 2013 Denmark 60 t / 25.25 m (long-term trial) 2014 Norway 60 t / 25.25 m 2014 Sweden 64 t / 25.25 m 2015 Spain 60 t / 25.25 m (special permits) 2016 Germany 40/44 t / 25.25 m 2017 Brazil 91 / 74 t; 91 t, max 60 km/h 2017 Argentina 75 t / 25.25 m 2018 Sweden 74 t / 25.25 m 2018 Finland 76 t / 34.5 m 2019

Source: OECD/ITF, 2019

Changes in maximum goods vehicle weight and length in UK

Maximum goods vehicle weight Maximum articulated vehicle length (semi-trailer)

2 4 6 8 10 12 14 16 18 20

1922 1923 1926 1929 1932 1935 1938 1941 1944 1947 1950 1953 1956 1959 1962 1965 1968 1971 1974 1977 1980 1983 1986 1989 1992 1995 1998 2001 2004 2007 2010 2013 2016 2019

Maximum length (metres) 5 10 15 20 25 30 35 40 45 50

1905 1908 1911 1914 1917 1920 1923 1926 1929 1932 1935 1938 1941 1944 1947 1950 1953 1956 1959 1962 1965 1968 1971 1974 1977 1980 1983 1986 1989 1992 1995 1998 2001 2004 2007 2010 2013 2016 2019

Maximum weight (tonnes)

Current maximum = 44 tonnes (since 2001) Current maximum: 16.5 metres for semi-trailer (since 1990) 18.75 metres for drawbar (since 1998)

Main UK research and trials into HCVs

TRL-led desk study for DfT (2008) DfT Longer Semi Trailer field trial since 2012

Longer semi-trailers trialled in the UK since 2012

• Max weight of goods vehicles last increased in 2001 (to 44 t)
• Max length of semi-trailer last increased in 1990 (to 16.5 m)
• 10-year longer semi-trailer trial started in 2012 (now extended to 2027)
• 1800 vehicles in two length categories permitted
• “to test the impact of such operations on efficiency, and on emissions”

Maximum vehicle length – 17.5 metres Maximum gross weight – 44 tonnes (on 6 axles) Maximum vehicle width – 2.55 metres Maximum vehicle length – 18.55 metres Maximum gross weight – 44 tonnes (on 6 axles) Maximum vehicle width – 2.55 metres

HCV Briefing Report

• Short report
• Length: 8 pages
• Summary of findings of results from field trials and desk studies reviewed
• Conclusions
• Recommendations
• Full report
• Total length: 30 pages
• Provides more in-depth detail from the review work
• Appendix contains a detailed summary of findings of each field trial and desk

study reviewed by topic

Sections in Full Report

• Executive Summary

1. Introduction 2. Policy developments in the UK 3. Policy development in European Union countries and the rest of Europe 4. Policy developments in the rest of the world 5. Performance Based Standards and related management practices 6. The potential impacts of HCVs 7. Approaches to researching HCVs 8. HCV study findings 9. Conclusions and recommendations

• Appendix containing table summary of all field trials and desk studies reviewed

Four main international desk reviews of HCVs in last decade - all generally positive towards HCV use

European Commission report (2009) ITF/OECD report (2011) European Parliament report (2013) ITF/OECD report (2019)

“LHVs (i.e. HCVs) would be beneficial for the EU economy and, under certain conditions, environment and society as a whole”. “all studies have found that increased road transport productivity would be likely if weight and dimensions limits were to be relaxed”. “widespread agreement that HCT (i.e. HCVs) would reduce operating costs for road freight and GHG emissions per tonne-km of goods transported….” HCVs “can contribute to improving the efficiency and safety of road transport

• perations and reduce

transport costs and energy demand”.

Documents reviewed for SRF Briefing Report on HCVs

• Publications reviewed:
• reports, briefings and academic papers
• provide results from field trials and/or desk studies
• international coverage
• Approx. 50 publications referred to in carrying out the review
• Countries from which field trials and desk studies results drawn include:

Australia, Denmark, Finland, Germany, Netherlands, Norway, South Africa, Spain, Sweden, UK

• 13 field trials / reviews of HCV implementations
• 11 desk studies
• Reference made to four main international HCV review reports

Potential effects of HCVs mentioned by researchers

Freight transport vehicle activity Road infrastructure costs Road freight traffic collisions and casualties Freight transport operating costs Environmental impact of freight transport Load consolidation

(leading to reduced vehicle kms)

Modal shift

(from rail and intermodal)

Impact on traffic flow Rebound effect

(increased demand for freight transport)

Vehicle emissions and noise pollution

(due greater road vehicle size/weight)

Environmental impacts of modal shift (from

rail & intermdl)

Costs per unit of goods transported Collisions & casualties with HCV use (frequency & severity) Road maintenance and modification costs Results of field trials/implementations and desk studies reviewed for evidence of each

Impact on traffic flow Rebound effect

(increased demand for freight transport)

Modal shift

(from rail and intermodal)

Potential effects of HCVs – results of field trials and desk studies

Freight transport vehicle activity Road infrastructure costs Road freight traffic collisions and casualties Freight transport operating costs Environmental impact of freight transport Load consolidation

(leading to reduced vehicle kms)

Costs per unit of goods transported Road maintenance and modification costs

Marginal impact

4 field trials 1 desk study 6 desk studies

7 field trials 2 desk studies 2 field trials 5 field trials 2 field trials 6 field trials 2 desk studies 5 field trials 3 desk study 2 desk studies

Key: Positive impact Negative impact No impact Collisions & casualties with HCV use (frequency & severity) Vehicle emissions and noise pollution

(due greater road vehicle size/weight)

1 desk study which assumes modal shift from rail indicates small increase in fuel use

Environmental impacts of modal shift (from

rail & intermdl)

Summary of results of trials & desk studies into impacts of HCV use

Conclusions and recommendations

• Growing consensus that well-loaded HCVs result in vehicle km reduction
• In turn leading to lower GHG emissions and air pollution than conventional

road vehicles per unit of goods carried

• No worsening in road safety – several field trials reporting improvements
• No worsening in road wear and tear
• Importance of Performance-Based Standards and suitable road network in

HCV use

• Research suggesting modal shift from rail to HCVs based on analysis and

modelling in desk studies rather than field trials and observations from implementation

• Potential for reduction in vehicle km, fuel consumption, GHG and AQ

pollution emissions in field trials suggests UK government should reconsider its policy regarding adoption of HCVs