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

Centre for Sustainable Road Freight Higher Capacity Vehicles (HCVs) Briefing Report SRF International Workshop 5-6 th December 2019 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 Year established (Tonnes/Metres) 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

Maximum weight (tonnes) 10 15 20 25 30 35 40 45 50 0 5 1905 1908 Maximum goods vehicle weight and length in UK Changes in maximum goods vehicle weight Current maximum = 44 tonnes (since 2001) 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 length (metres) (semi-trailer) Maximum articulated vehicle length 10 12 14 16 18 20 0 2 4 6 8 1922 1923 18.75 metres for drawbar (since 1998) 16.5 metres for semi-trailer (since 1990) Current maximum: 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

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

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 ITF/OECD report (2011) European Parliament ITF/OECD report (2019) report (2009) report (2013) HCVs “can contribute to “widespread agreement that “LHVs (i.e. HCVs) would be “all studies have found that improving the efficiency and HCT (i.e. HCVs) would beneficial for the EU increased road transport safety of road transport reduce operating costs for economy and, under certain productivity would be likely operations and reduce road freight and GHG conditions, environment and if weight and dimensions transport costs and energy emissions per tonne-km of society as a whole”. limits were to be relaxed”. demand”. goods transported….”

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 Environmental impact of freight transport Load Modal shift Impact on Rebound Vehicle emissions Environmental consolidation (from rail and traffic flow effect and noise pollution impacts of intermodal) (leading to (increased (due greater road vehicle modal shift (from reduced vehicle demand for size/weight) rail & intermdl) kms) freight transport) Road infrastructure costs Freight transport operating costs Road freight traffic collisions and casualties Costs per unit of Collisions & casualties Road maintenance and goods transported with HCV use modification costs (frequency & severity) Results of field trials/implementations and desk studies reviewed for evidence of each

Potential effects of HCVs – results of field trials and desk studies Freight transport vehicle activity Environmental impact of freight transport Impact on Load Modal shift Rebound Vehicle emissions Environmental consolidation (from rail and traffic flow effect and noise pollution impacts of intermodal) (leading to (increased (due greater road vehicle modal shift (from Marginal impact reduced vehicle 2 field trials demand for size/weight) rail & intermdl) 4 field trials 6 desk kms) freight transport) 1 desk study studies 6 field trials 1 desk study which assumes modal 2 desk studies 7 field trials 2 desk studies shift from rail indicates small 2 desk studies increase in fuel use Road infrastructure costs Freight transport operating costs Road freight traffic collisions and casualties Costs per unit of Collisions & casualties Road maintenance and goods transported with HCV use modification costs (frequency & severity) 5 field trials 2 field trials 3 desk study 5 field trials Key: Positive impact No impact Negative impact

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