1 Introduction
Maximum gross vehicle weight limit | Maximum payload weight | ||||
---|---|---|---|---|---|
Truck type | Old | New | Old | New | Increase in payload |
4-axle truck without trailer | 32 t | 35 t | 18 t | 21 t | 17% |
5-axle truck without trailer | 38 t | 42 t | 21 t | 25 t | 19% |
8-axle articulated truck | 60 t | 68 t | 37 t | 45 t | 22% |
9-axle articulated truck | 60 t | 76 t | 35 t | 51 t | 46% |
In addition, the amendment in regulation included temporary weight increases, which were in force until the end of April 2018. The temporary increases were: | |||||
2-axle truck without trailer | 18 t | 20 t | 26 t | 28 t | 18% |
3-axle truck without trailer | 26 t | 28 t | 16 t | 18 t | 13% |
7-axle articulated truck | 60 t | 64 t | 40 t | 44 t | 10% |
2 Literature review
3 Methodology
- trip length (km)
- number of axles in truck and trailer
- own weight (kg)
- maximum total weight (kg), i.e. weight limit of a fully loaded truck and trailer combination as defined in vehicle registration
- payload weight (kg)
- type of payload (originally 45 commodity types, here aggregated to 20 + forestry, according to the NST2007 commodity classification).
- total vehicle kilometres
- total tonnes
- total tonne-kilometres
- total number of trips
- total fuel consumption and CO2 emissions.
- each trip is checked to see if the maximum total weight is greater than the former weight limit for a truck with certain number of axles, e.g. greater than 60 t for 8-axle vehicle combination.
- if yes,
- ◦ the old maximum payload weight is calculated as the difference of old weight limit and own weight,
- ◦ the extra payload weight allowed by new weight limits is then calculated as the difference of payload weight and old maximum payload weight,
- ◦ the extra tonne-kilometres are then calculated by multiplying the extra payload weight with the trip length,
- ◦ the extra tonne-kilometres of each trip are then expanded to correspond the national total using the sample multipliers,
- ◦ total extra tonne-kilometres are then divided by the old maximum payload weight of a truck, i.e. 40 t. This results in total vehicle kilometres saved using the new higher weight limits.
- ◦ Then, total vehicle kilometres saved is multiplied with cost factors by vehicle type (Table 1) to get the cost savings. There are five vehicle types (part load, forestry, long-haul, tanker and bulk, construction), and commodities are assigned to these vehicle types as presented in Table 2. Cost factors are calculated for each vehicle type based on the ones presented by Vierth et al. [33] and changing the currency from SEK to EUR using the conversion rate 1 SEK = 0,0984 EUR, which is estimated based on the EUR/SEK exchange rate during most of 2008 [34] and taking into account the changes in the freight transport cost index between 2010 and 2014 [35]. The resulting costs are presented in Table 2.
- ◦ Next, fuel savings and CO2 emission reductions are calculated based on the total vehicle kilometres saved by using average fuel consumption on laden trips (presented in Table 2) calculated for each vehicle type using the methodology outlined in Liimatainen & Pöllänen [32]. The fuel consumption saved is calculated based on the average fuel consumption on trips in which extra capacity of HCVs was not used.
- ◦ Finally, CO2 reductions are calculated by multiplying the fuel savings by the emission factor 2.66 kg CO2/litre
Vehicle type | Part load | Forestry | Long-haul distribution | Tanker and bulk | Construction |
---|---|---|---|---|---|
SEK/10 km | 130 | 149 | 144 | 178 | 195 |
Share of personnel costs | 36% | 33% | 44% | 42% | 38% |
Share of fuel costs | 30% | 30% | 26% | 22% | 22% |
Share of other vehicle costs | 35% | 37% | 30% | 37% | 40% |
Exchange rate | 1 SEK = 0.0984 EUR | ||||
Personnel costs (€/km) | 0.46 € | 0.48 € | 0.62 € | 0.74 € | 0.73 € |
Fuel costs (€/km) | 0.38 € | 0.44 € | 0.37 € | 0.39 € | 0.42 € |
Other vehicle costs (€/km) | 0.45 € | 0.54 € | 0.43 € | 0.65 € | 0.77 € |
Total (€/km) | 1.29 € | 1.47 € | 1.42 € | 1.77 € | 1.92 € |
Fuel consumption (l/100 km) on laden trips | 30.3 | 66.7 | 37.5 | 46.5 | 58.1 |
4 Results
4.1 Implementation and utilization of higher maximum payload
Commodity group with NST number | Vehicle type | Q4/2013 | 2014 | 2015 | 2016 | 2017 |
---|---|---|---|---|---|---|
Forestry | Forest raw material | 53% | 83% | 86% | 85% | 91% |
03 Mining and quarrying | Construction | 13% | 45% | 42% | 60% | 64% |
07 Coke and petroleum products | Tanker and bulk | 0% | 17% | 39% | 31% | 61% |
08 Chemical products | Tanker and bulk | 13% | 31% | 56% | 56% | 51% |
06 Wood products | Long-haul distribution | 13% | 36% | 32% | 43% | 43% |
14 Waste | Construction | 3% | 24% | 22% | 33% | 39% |
01 Agricultural products w/o forestry | Long-haul distribution | 11% | 22% | 27% | 22% | 39% |
09 Glass, other non-metallic mineral products | Long-haul distribution | 13% | 37% | 33% | 48% | 38% |
02 Coal | Tanker and bulk | 100% | 30% | 39% | 24% | |
04 Food products | Long-haul distribution | 1% | 9% | 24% | 17% | 24% |
10 Metal products | Long-haul distribution | 9% | 30% | 19% | 39% | 22% |
18 Grouped goods | Long-haul distribution | 0% | 10% | 13% | 18% | 21% |
11 Machinery and equipment | Part load | 32% | 1% | 2% | 2% | 19% |
15 Mail | Part load | 0% | 0% | 0% | 4% | 8% |
16 Empty containers, packaging | Part load | 0% | 0% | 0% | 0% | 5% |
17 Household and office removals | Part load | 0% | 0% | 5% | 37% | 0% |
19 Unidentifiable goods | Long-haul distribution | 0% | 0% | 0% | 26% | 0% |
12 Transport equipment | Part load | 0% | 1% | 6% | 2% | 0% |
05 Textiles | Part load | 0% | 0% | 0% | 0% | 0% |
13 Furniture | Part load | 0% | 0% | 0% | 0% | 0% |
20 Other goods and empty | 0% | 0% | 0% | 0% | 0% | |
ALL COMMODITIES | 16% | 35% | 37% | 43% | 46% |
4.2 Effect on average payload and mileage
Commodity group with NST number | Saved vehicle km (million km) | Total vehicle km (million km) | Saved vkm as % of total vkm |
---|---|---|---|
01 Agricultural products w/o forestry | 2.8 | 70 | 3.9% |
Forestry | 26.4 | 122 | 21.6% |
02 Coal | 0.0 | 1 | 2.8% |
03 Mining and quarrying | 8.6 | 100 | 8.6% |
04 Food products | 3.1 | 244 | 1.3% |
05 Textiles | 0.0 | 17 | 0.0% |
06 Wood products | 4.5 | 135 | 3.3% |
07 Coke and petroleum products | 3.4 | 55 | 6.2% |
08 Chemical products | 2.4 | 54 | 4.6% |
09 Glass, other non-metallic mineral products | 2.8 | 81 | 3.5% |
10 Metal products | 1.0 | 85 | 1.2% |
11 Machinery and equipment | 0.6 | 42 | 1.3% |
12 Transport equipment | 0.0 | 42 | 0.0% |
13 Furniture | 0.0 | 10 | 0.0% |
14 Waste | 1.4 | 63 | 2.3% |
15 Mail | 0.0 | 56 | 0.1% |
16 Empty containers, packaging | 0.0 | 30 | 0.1% |
17 Household and office removals | 0.0 | 62 | 0.0% |
18 Grouped goods | 3.2 | 275 | 1.2% |
19 Unidentifiable goods | 0.0 | 9 | 0.0% |
20 Other goods and empty | 20.3 | 407 | 5.0% |
Total | 81 | 1958 | 4.1% |
4.3 Economic effects
Part load | Forestry | Long-haul distribution | Tanker and bulk | Construction | Total | Savings as % of total | |
---|---|---|---|---|---|---|---|
Vehicle kilometres saved (million km) | |||||||
2013/Q4 | 0.8 | 1.8 | 0.9 | 0.1 | 0.4 | 4.0 | 0,7% |
2014 | 0.1 | 15.8 | 9.5 | 2.4 | 6.3 | 34.0 | 1,9% |
2015 | 0.2 | 19.4 | 12.6 | 5.3 | 5.2 | 42.7 | 2,7% |
2016 | 0.5 | 30.2 | 18.8 | 5.2 | 8.8 | 63.5 | 3,4% |
2017 | 0.8 | 36.2 | 23.3 | 7.1 | 13.4 | 80.9 | 4,1% |
Total | 2.3 | 103.4 | 65.2 | 20.2 | 34.1 | 225.1 | 2,9% |
Cost savings (million €) | |||||||
2013/Q4 | 1.0 | 2.6 | 1.3 | 0.2 | 0.7 | 5.9 | 0,7% |
2014 | 0.1 | 23.2 | 13.4 | 4.3 | 12.1 | 53.1 | 2,0% |
2015 | 0.2 | 28.4 | 17.9 | 9.4 | 10.0 | 66.0 | 2,8% |
2016 | 0.6 | 44.2 | 26.7 | 9.3 | 16.9 | 97.9 | 3,6% |
2017 | 1.0 | 53.1 | 33.0 | 12.6 | 25.8 | 125.5 | 4,4% |
Total | 2.9 | 151.6 | 92.3 | 35.7 | 65.5 | 348.0 | 3,1% |
4.4 Environmental effects
Fuel consumption (l/100 km) | |||||||
Part load | Forestry | Long-haul distribution | Tanker and bulk | Construction | |||
30.3 | 66.7 | 37.5 | 46.5 | 58.1 | |||
Vehicle kilometres saved (million km) | |||||||
Part load | Forestry | Long-haul distribution | Tanker and bulk | Construction | Total | Savings as % of total | |
2013 | 0.8 | 1.8 | 0.9 | 0.1 | 0.4 | 4.0 | 0,7% |
2014 | 0.1 | 15.8 | 9.5 | 2.4 | 6.3 | 34.0 | 1,9% |
2015 | 0.2 | 19.4 | 12.6 | 5.3 | 5.2 | 42.7 | 2,7% |
2016 | 0.5 | 30.2 | 18.8 | 5.2 | 8.8 | 63.5 | 3,4% |
2017 | 0.8 | 36.2 | 23.3 | 7.1 | 13.4 | 80.9 | 4,1% |
Total | 2.3 | 103.4 | 65.2 | 20.2 | 34.1 | 225.1 | 2,9% |
Fuel savings (million l) | |||||||
Part load | Forestry | Long-haul distribution | Tanker and bulk | Construction | Total | Savings as % of total | |
2013 | 0.2 | 1.2 | 0.4 | 0.0 | 0.2 | 2.1 | 0,8% |
2014 | 0.0 | 10.5 | 3.5 | 1.1 | 3.7 | 18.9 | 1,9% |
2015 | 0.0 | 12.9 | 4.7 | 2.5 | 3.0 | 23.2 | 2,3% |
2016 | 0.1 | 20.1 | 7.1 | 2.4 | 5.1 | 34.9 | 3,0% |
2017 | 0.2 | 24.1 | 8.8 | 3.3 | 7.8 | 44.3 | 3,6% |
Total | 0.7 | 68.9 | 24.5 | 9.4 | 19.8 | 123.3 | 2,6% |
CO2 reduction (kt) | |||||||
Part load | Forestry | Long-haul distribution | Tanker and bulk | Construction | Total | Savings as % of total | |
2013 | 0.7 | 3.2 | 0.9 | 0.1 | 0.6 | 5.5 | 0,8% |
2014 | 0.0 | 28.0 | 9.4 | 3.0 | 9.8 | 50.3 | 1,9% |
2015 | 0.1 | 34.4 | 12.6 | 6.5 | 8.1 | 61.7 | 2,3% |
2016 | 0.4 | 53.5 | 18.8 | 6.5 | 13.6 | 92.7 | 3,0% |
2017 | 0.6 | 64.2 | 23.3 | 8.8 | 20.8 | 117.7 | 3,6% |
Total | 1.8 | 183.3 | 65.1 | 24.9 | 52.8 | 327.9 | 2,6% |