Swedish Road Administration (SRA) Sören Hedberg Society and Traffic Division S – Borlange

European Community, Road Transport- Technology, Weight and Dimensions for Road Traffic 85/3/EC was the first Directive to harmonise Vehicle Weight and Dimension for international traffic Is regarded as minimum provisions for weight, national Limits Truck + semitrailer length to 16.5 meter Limits Truck + full Trailer length to meter Total authorised mass 40/44 tonnes for int. traffic Not for Type Approval of Vehicles (97/27/EC)

Aim of the Directive To reflect a balance between the rational and economical use of vehicles and the cost for infrastructure maintenance, road safety and the protection of the environment Common standards on vehicle dimensions should remain stable in the long term

96/53/EC There were different standards applied in Member States This affects the conditions of competition and is an obstacle to traffic between Member States To limit wear and tear on the roads and bridges, i e preserve the road capital (road friendly suspension introduced) This Directive is primarily a transport safety measure but, it also allows for the well functioning of the Single Market with harmonised rules

Scope 1.Certain road vehicles circulating within the Community, Categories: M2, M3, N2, N3, O3 and O4 (definitions in 70/156/EEC) 2.Controls maximum authorized dimensions in - national and - international traffic 3.Limits maximum authorized masses in - international traffic

Recast Directive 96/53/EC, main provisions Contain 85/3/EC and its amendments Increase truck + full trailer max length to meter Introduce max. loading length of meter (enable truck cabins 0.4 meters longer for safety reasons) Still, articulated vehicles are max meter, which prevents the carriage of 45 feet maritime containers Vehicle width increased to 2.55 m (2.60 m) Extended to national transport No positive tolerances may be applied on dimensions

In short: The free circulation of a 40 tonne, standard five-axle vehicle and semitrailer combination is guaranteed throughout the EU, provided the load on the driving axle does not exceed 11,5 tonnes. Equally, a standard two-axle bus or lorry of up to 18 tonnes can circulate freely. 44 tonnes in total is allowed when carrying 40 ft ISO container in combined transport (road/rail) Member States are free to apply higher axle loads and vehicle height above 4 meter in national traffic

Council Directive 2002/7/EC Deals with increased length of buses -Bus with two axles max meters -Bus with three or more axles max meters -Bus + Trailers max meters

Exemptions allowed Exceptional transports/loads Modular concept Special operations linked to logging and forestry industry Prototype Vehicles Grandfathers rights 7.82 m 13.6 m

Implementation of 96/53/EC Example of one Member State – SWEDEN Public roads km Private roads km receiving state subsidies bridges on the state road network local community and private bridges 36 ferry routes on the state road network

500 km SWEDEN

How did we implement the new Directives 1.First step 85/3/EC : - projected mix of vehicles - traffic flow - road design 2.Second step 96/53/EC additional: - twin tyres - air suspension - inflation pressure maximum 8 bars

Problems involved Axle loads and tyre inflation pressure affects the speed of road degradation Vehicle total mass affects the lifespan of bridges

Results/Investments Reinforcement of roads and bridges: 1.10/16 tonnes to 10/18 tonnes was carried through from 1988 up to 1995 necessary investment 300 M € (about 3000 € / km) 2.10/18 tonnes to 11.5/19 tonnes from 1996 onwards necessary investment 300 M € Step 2 also increased new road investment costs by 2 % and also maintenence costs yearly by 25 M € for km of main roads

Effectiveness? The benefit of increased bogie weights from tonnes together with the increase of total roadtrain mass from 51.4 to 60 tonnes is 10 times larger than the costs for the improvements of road network in timespan In practice, in the longer term the cost is higher due to tyre inflation pressure over 8 bars and in many cases overloaded vehicles

Development of max. Roadtrain mass in Sweden Before tonnes onwards ?

Special Provision in 96/53/EC There is an important exemption: the "modular concept", is used for national goods transport in Sweden and Finland. It allows lorry combinations of up to 25,25m in length (e.g. a 7,82m long load carrier and a 13,6 m long semi-trailer) and is a concept built on existing vehicle types available in the Community. is allowed on the basis that this exemption does not have a significant effect on international competition in these Member States

Modular concept, m Some facts: 1.When 96/53/EC was adopted, all present transport ministers, except S and FIN, did commit themselves not to make use of the modular system until the Commission evaluated the system with long vehicle combinations. No report is yet issued. 2.Transport ministers from new MS and candidate countries were not present and thus may feel free to use the system for their domestic transport operation

How does it work in practise ? In operation since 1998

European Standard Vehicles vs. Module System Two vehicles instead of three Less total fuel consumption Less emissions per tonkm Less total room on road Lower cost per tonkm Less road damage Possible to recouple to shorter combinations Standard loading units Same volume of cargo EU 13.6 m 7.82 m 13.6 m SWE & FIN 13.6 m 7.82 m 13.6 m7.82 m

The Modular Concept is in favour of Intermodality when using semitrailer and swap body units or containers 7.82 m 13.6 m 7.82 m 13.6 m

Source: DG-TREN Statistical pocketbook 2004 General development

4830 pallets (+38%) 138 trucks m road space = 4830 pallets x 2,5 + 38% of goods, Today’s trucks Effects of 38% transport increase (EU White Paper) When looking at the work of 100 trucks today 100 trucks m road space Today 3500 pallets Average 35 pallets/truck +38% of goods, Modular Concept 4830 pallets (+38%) 93 trucks 8940 m road space = 4830 pallets x 1.85 Average 52 pallets/truck 70 m safety distance between trucks

Nominal GVW/GCW, tonnes litres/1000tonkm Larger vehicles = lower fuel consumption per tonkm -15%

The future for longer Vehicle combinations ? Report on public consultations on the Transport White Paper december 2005, comments from stakeholders, - Various regions express concern on their peripheral situation - Suggestions to improve efficiency of European logistic chains (ex. update weight/dim. of trucks) - In the report about Freight Transports Logistics in Europe, com. suggests: ”It might now be opportune to seriously explore this modular concept for Europe”

Summary 96/53/EC is important for Int. Transport The harmonised axle loads increases maintenence costs Policing of axle overloads important Open for future development The reason is the increase in goods flow New direction in transport policy, multimodality

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