DOCSLIB.ORG

Modern Rail Modern Europe

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Modern Rail Modern Europe Modern rail modern Europe • TOWARDS AN INTEGRATED EUROPEAN RAILWAY AREA Contents Challenges and opportunities for European rail ................................................................................................................................................................ 2 An efficient rail sector .................................................................................................................................................................................................................. 4 An integrated European rail market ....................................................................................................................................................................................... 6 A modern rail system ................................................................................................................................................................................................................... 8 Meeting citizens’ expectations ............................................................................................................................................................................................... 10 Rail in evolution: what the future holds .............................................................................................................................................................................. 12 cover: © Shutterstock A great deal of additional information on the European Union is available on the Internet. It can be accessed through the Europa server (http://europa.eu). Luxembourg: Office for Official Publications of the European Communities, 2008 ISBN: 978-92-79-07608-4 DOI: 10.2768/22613 © European Communities, 2008 Reproduction is authorised provided the source is acknowledged. Manuscript completed in September 2008. Photos courtesy of: ATOC, DB AG/Dorothea Schmid, Directorate-General for Energy and Transport, ERFA, iStockphoto, OEBB, Peter Lydén/Green Cargo, Shutterstock, UIRR Printed in Belgium PRINTED ON WHITE CHLORINE-FREE PAPER Foreword Rail transport is facing major challenges today. On one hand, We all need modern, safe and clean rail transport. Our economy it must meet the needs of citizens for greater mobility while, also needs an efficient and competitive rail network. We will on the other, it must provide a valid alternative to other therefore spare no effort in building the rail network of the modes of transport against a backdrop of rising fuel prices future in cooperation with all rail sector partners. and the increasing importance of the impact of transport on the environment. In this context, rail transport must be ever more efficient. The European Union is pursuing an active and balanced policy which aims to provide citizens with a quality rail transport service, to improve the management of rail infrastructure, to encourage the development and use of new technologies to build a modern and competitive rail network, and to make rail transport a privileged instrument for European integration. This brochure sets out the principles of that policy. Antonio Tajani Vice-President with responsibility for transport 1 ©OEBB Challenges and opportunities for European rail Europe’s railways started to struggle from the late 1960s, with both rail freight transport and passenger services finding it difficult to compete with the increasing popularity of road and air and to adapt to new customer requirements. This was partly due to a lack of competition on rail networks. The tables are gradually being turned as the European Union (EU) pursues a series of initiatives to modernise the rail sector and to enable it to fulfil its undoubted potential. As this brochure explains, the aim is to build an integrated European railway area based on compatibility between national systems and high levels of performance and safety. Rail past Rail transport in Europe has been in decline in recent decades, especially in freight. Rail’s share in the freight land transport market dropped from 32.6 % in 1970 (EU-15) to just 16.7 % in 2006 in the EU-27. In absolute terms, based on the amount of goods carried and distances transported, rail freight transport activity (EU-15) declined between 1970 and 2006 by about 1 %. However, freight transport by road more than tripled in the same period. Rail has also struggled in terms of passenger transport: in 1970 (EU-15), rail’s share of passenger land transport was over 10 % but this had fallen to a stable 6.9 % in 2006 in the EU-27, even though there was more rail travel in absolute terms. The trends have improved to a certain extent in the past few years. Rail freight volumes have stopped falling and the decline 2 in rail’s market share for freight has slowed. This has also been a period of time in which Europe’s railways have undergone significant structural changes, triggered to a large extent by initiatives taken at EU level to, for instance, open up rail markets to greater competition and increase technical harmonisation. ©ERFA Evolution of the modal share of inland modes for freight (Modal split) % Year Road Rail Inland waterways Oil pipelines 2006 72.7 16.7 5.3 5.2 2005 72.4 16.6 5.5 5.5 2004 72.0 17.0 5.6 5.4 2003 71.6 17.2 5.4 5.7 2002 71.4 17.0 5.9 5.7 2001 70.6 17.4 6.0 6.0 2000 69.7 18.4 6.1 5.8 1999 69.9 18.2 6.0 5.9 1998 68.6 19.0 6.3 6.1 1997 67.4 20.4 6.3 5.9 1996 67.4 20.3 6.1 6.2 1995 67.5 20.2 6.3 6.0 Source: EU energy and transport in figures — Statistical pocketbook 2007/08 Tables 3.2.4c to 3.2.7. Road: national and international haulage by vehicles registred in the EU-27. Rail present: strengths, weaknesses, opportunities, threats Recent difficulties notwithstanding, rail plays a significant part in the European economy. In 2004 in EU-27, rail transport had an estimated turnover of EUR 60 billion and brought EUR 34 billion added value to the economy, accounting for over 900 000 jobs. Rail has a number of strengths it can draw on to build on the recent signs of recovery. As well as being particularly safe, rail is environmentally friendlier and less polluting than other modes of transport — a significant advantage at a time of increasing congestion on Europe’s roads and growing public concern about environmental issues. Moreover, on some market segments, ©Shutterstock rail can be cheaper than road and can outperform both road and air. Taking the train is now often faster than flying even over longer distances, for instance. Meeting the challenges: the EU’s answer In order to capitalise on the strengths and opportunities And there are other opportunities for rail. The increasing and address the weaknesses and threats, the European rail constraints on land use, notably in terms of planning consents sector needs to become more efficient, integrated, modern for the construction of major infrastructure, could hamper the and responsive to customer demand. Building a modern, growth of other modes of transport. Furthermore, rail is likely competitive railway network is indeed a top priority for the EU, to be in demand — from commuters for example, or due to both for the smooth operation of the EU internal market and the increase in the long-distance and bulk transport of goods for the development of a sustainable transport system. brought about by the globalisation of trade and commerce. EU efforts in this regard focus on opening up rail markets However, rail does have certain weaknesses that it must to greater competition, promoting technical standardisation 3 overcome. There is still a certain lack of dynamism, reliability, between rail systems and modernising Europe’s rail infrastructure flexibility and customer orientation on the part of railway — including through the use of new technology — while working undertakings. At times the political influence on the railway to ensure safety and promoting passenger rights. All this is business is too strong, while there is still insufficient essential if the railways are to increase their share of freight interoperability between national rail systems as well and passenger carriage relative to other modes of transport. as insufficient — and decreasing — investment. These are the EU’s chosen policy options for the rail sector: In addition, rail is often hamstrung by outdated business the rest of this brochure will tell you more about them… and operational practices, by the presence of too much ageing infrastructure and rolling stock and by a financial situation that is often weak. Rail’s relatively small share of the overall transport market is another threat that has to be addressed. ©ATOC An efficient rail sector Making the rail sector more efficient is a top priority for the EU, which has spearheaded efforts to encourage greater competitiveness of rail. A separation between managing infrastructure and running train services, and between different aspects of the rail business in accounting terms, is an essential pre-requisite for more competitive railways — and effective public spending. Restructuring the rail sector Ensuring financial transparency Over recent years there have been significant changes in the Ensuring transparency of accounts and processes is a core part structure of the rail sector in Europe. This has seen a shift from of EU efforts to improve rail’s competitiveness. EU rules require a situation where an ‘incumbent’ State-owned company Member States to make incumbent railway undertakings would typically run the national rail network and rail services inde pendent in a financial sense. This is an essential
Load more

Recommended publications
  • Integrating Urban Public Transport Systems and Cycling Summary And
    CPB Corporate Partnership Board Integrating Urban Public Transport Systems and Cycling 166 Roundtable Summary and Conclusions Integrating Urban Public Transport Systems and Cycling Summary and Conclusions of the ITF Roundtable on Integrated and Sustainable Urban Transport 24-25 April 2017, Tokyo Daniel Veryard and Stephen Perkins with contributions from Aimee Aguilar-Jaber and Tatiana Samsonova International Transport Forum, Paris The International Transport Forum The International Transport Forum is an intergovernmental organisation with 59 member countries. It acts as a think tank for transport policy and organises the Annual Summit of transport ministers. ITF is the only global body that covers all transport modes. The ITF is politically autonomous and administratively integrated with the OECD. The ITF works for transport policies that improve peoples’ lives. Our mission is to foster a deeper understanding of the role of transport in economic growth, environmental sustainability and social inclusion and to raise the public profile of transport policy. The ITF organises global dialogue for better transport. We act as a platform for discussion and pre- negotiation of policy issues across all transport modes. We analyse trends, share knowledge and promote exchange among transport decision-makers and civil society. The ITF’s Annual Summit is the world’s largest gathering of transport ministers and the leading global platform for dialogue on transport policy. The Members of the Forum are: Albania, Armenia, Argentina, Australia, Austria,
    [Show full text]
  • Intercity Bus Transportation System and Its Competition in Malaysia
    Proceedings of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 Intercity Bus Transportation System and its competition in Malaysia Bayu Martanto ADJI Angelalia ROZA PhD Candidate Masters Candidate Center for Transportation Research Center for Transportation Research Faculty of Engineering Faculty of Engineering University of Malaya University of Malaya 50603 Kuala Lumpur, Malaysia 50603 Kuala Lumpur, Malaysia Fax: +603-79552182 Fax: +603-79552182 Email: [email protected] Email: [email protected] Raja Syahira RAJA ABDUL AZIZ Mohamed Rehan KARIM Masters Candidate Professor Center for Transportation Research Center for Transportation Research Faculty of Engineering Faculty of Engineering University of Malaya University of Malaya 50603 Kuala Lumpur, Malaysia 50603 Kuala Lumpur, Malaysia Fax: +603-79552182 Fax: +603-79552182 Email: [email protected] Email: [email protected] Abstract : Intercity transportation in Malaysia is quite similar to other countries, which involve three kinds of modes, namely, bus, rail and air. Among these modes, bus transportation continues to be the top choice for intercity travelers in Malaysia. Bus offers more flexibility compared to the other transport modes. Due to its relatively cheaper fare as compared to the air transport, bus is more affordable to those with low income. However, bus transport service today is starting to face higher competition from rail and air transport due to their attractive factors. The huge challenge faced by intercity bus transport in Malaysia is the management of its services. The intercity bus transport does not fall under one management; unlike rail transport which is managed under Keretapi Tanah Melayu Berhad (KTMB), or air transport which is managed under Malaysia Airports Holdings Berhad (MAHB).
    [Show full text]
  • Land Transport Safety
    - PART II - Outline of the Plan CHAPTER 1 Land Transport Safety Section 1 Road Transport Safety 1 Improvement of Road Traffic Environment To address the changes in the social situation such as the problem of a low birthrate and an aging population, there is a need to reform the traffic community to prevent accidents of children and ensure that the senior citizens can go out safely without fear. In view of this, people-first roadway improvements are being undertaken by ensuring walking spaces offering safety and security by building sidewalks on roads such as the school routes, residential roads and urban arterial roads etc. In addition to the above mentioned measures, the road traffic environment improvement project is systematically carried out to maintain a safe road traffic network by separating it into arterial high-standard highways and regional roads to control the inflow of the traffic into the residential roads. Also, on the roads where traffic safety has to be secured, traffic safety facilities such as sidewalks are being provided. Thus, by effective traffic control promotion and detailed accident prevention measures, a safe traffic environment with a speed limit on the vehicles and separation of different traffic types such as cars, bikes and pedestrians is to be created. 1 Improvement of people-first walking spaces offering safety and security (promoting building of sidewalks in the school routes) 2 Improvement of road networks and promoting the use of roads with high specifications 3 Implementation of intensive traffic safety measures in sections with a high rate of accidents 4 Effective traffic control promotion 5 Improving the road traffic environment in unison with the local residents 6 Promotion of accident prevention measures on National Expressways etc.
    [Show full text]
  • By James Powell and Gordon Danby
    by James Powell and Gordon Danby aglev is a completely new mode of physically contact the guideway, do not need The inventors of transport that will join the ship, the engines, and do not burn fuel. Instead, they are the world's first wheel, and the airplane as a mainstay magnetically propelled by electric power fed superconducting Min moving people and goods throughout the to coils located on the guideway. world. Maglev has unique advantages over Why is Maglev important? There are four maglev system tell these earlier modes of transport and will radi- basic reasons. how magnetic cally transform society and the world economy First, Maglev is a much better way to move levitation can in the 21st Century. Compared to ships and people and freight than by existing modes. It is wheeled vehicles—autos, trucks, and trains- cheaper, faster, not congested, and has a much revolutionize world it moves passengers and freight at much high- longer service life. A Maglev guideway can transportation, and er speed and lower cost, using less energy. transport tens of thousands of passengers per even carry payloads Compared to airplanes, which travel at similar day along with thousands of piggyback trucks into space. speeds, Maglev moves passengers and freight and automobiles. Maglev operating costs will at much lower cost, and in much greater vol- be only 3 cents per passenger mile and 7 cents ume. In addition to its enormous impact on per ton mile, compared to 15 cents per pas- transport, Maglev will allow millions of human senger mile for airplanes, and 30 cents per ton beings to travel into space, and can move vast mile for intercity trucks.
    [Show full text]
  • Growth Before Steam: a GIS Approach to Estimating Multi-Modal Transport
    Growth before steam: A GIS approach to estimating multi-modal transport costs and productivity growth in England, 1680-1830 Eduard J Alvarez-Palau, Dan Bogart, Oliver Dunn, Max Satchell, Leigh Shaw Taylor1 Preliminary Draft May 2017 Abstract How much did transport change and contribute to aggregate growth in the pre-steam era? This paper answers this question for England and Wales by estimating internal transport costs in 1680 and 1830. We build a multi-modal transport model of freight and passenger services between the most populous towns. The model allows transport by road, inland waterway, or coastal shipping and switching of transport modes within journeys. The lowest money cost and travel time for passenger and freight is identified using network analysis tools in GIS. The model estimates show substantial reductions in the level of transport costs and its variability across space. The model’s results also imply substantial productivity growth in transport, equalling close to 0.8% per year. Plausible assumptions imply a social savings of 10.5% of national income by 1830. 1 Data for this paper was created thanks to grants from the Leverhulme Trust (RPG- 2013-093) Transport and Urbanization c.1670-1911 and NSF (SES-1260699), Modelling the Transport Revolution and the Industrial Revolution in England. We thank Alan Rosevear for extremely valuable assistance in this paper. We also thank seminar participants at the Economic History Society Meetings, 2017. All errors are our own. 1 I. Introduction Transport improvements are one of the key engines of economic growth. Their significance is often measured through the effects of a single modal innovation, such as railways or steamships.2 However, there are some limitations to this approach.
    [Show full text]
  • Domestic Ferry Safety - a Global Issue
    Princess Ashika – Tonga – 5 August 2009 74 Lives Lost Princess of the Stars – Philippines - 21 June 2008 800 + Lives Lost Spice Islander I – Zanzibar – 10 Sept 2011 1,600 Dead / Missing “The deaths were completely senseless… a result of systemic and individual failures.” Domestic Ferry Safety - a Global Issue John Dalziel, M.Sc., P.Eng., MRINA Roberta Weisbrod, Ph.D., Sustainable Ports/Interferry Pacific Forum on Domestic Ferry Safety Suva, Fiji October / November 2012 (Updated for SNAME Halifax, Oct 2013) Background Research Based on presentation to IMRF ‘Mass Rescue’ Conference – Gothenburg, June 2012 Interferry Tracked Incidents Action – IMO / Interferry MOU Bangladesh, Indonesia, … JWD - Personal research Press reports, blogs, official incident reports (e.g., NZ TAIC ‘Princess Ashika’) 800 lives lost each year - years 2000 - 2011 Ship deemed to be Unsafe (Source - Rabaul Queen Commission of Inquiry Report) our A ship shall be deemed to be unsafe where the Authority is of the opinion that, by reason of– (a) the defective condition of the hull, machinery or equipment; or (b) undermanning; or (c) improper loading; or (d) any other matter, the ship is unfit to go to sea without danger to life having regard to the voyage which is proposed.’ The Ocean Ranger Feb 15, 1982 – Newfoundland – 84 lives lost “Time & time again we are shocked by a new disaster…” “We say we will never forget” “Then we forget” “And it happens again” ‘The Ocean Ranger’ - Prof. Susan Dodd, University of Kings College, 2012 The Ocean Ranger Feb 15, 1982 – Newfoundland – 84 lives lost “the many socio-political forces which contributed to the loss, and which conspired to deal with the public outcry afterwards.” “Governments will not regulate unless ‘the public’ demands that they do so.” ‘The Ocean Ranger’ - Prof.
    [Show full text]
  • Organization for Security and Co-Operation in Europe
    EF.IO/16/06 10 May 2006 ENGLISH only Organization for Security and Co-operation in Europe Office of the Co-ordinator of OSCE Economic and Environmental Activities Vienna, 9 May 2006 To: All OSCE Delegations Partners for Co-operation Mediterranean Partners for Co-operation Subject: UNECE Report on Transport – 14th OSCE Economic Forum. Attached herewith is the document consisting of the Review of the implementation of OSCE transport related commitments with a particular focus on international legal instruments: A UNECE report for presentation at the Fourteenth OSCE Economic Forum, Prague, from 22 to 24 May 2006. UNITED NATIONS ECONOMIC COMMISSION FOR EUROPE Review of the implementation of OSCE commitments in the economic and environmental dimension TRANSPORT Fourteenth OSCE Economic Forum 22-24 May 2006 Prague, Czech Republic Table of contents List of figures and boxes Acknowledgments Foreword Conclusions Recommendations 1. Transport, international trade and economic growth 2. Transport networks: infrastructure development issues - Transport infrastructure challenges - Addressing infrastructure challenges: the role of UNECE - The UNECE TEM and TER Projects: the Master Plan - Development of Euro-Asian transport links 3. Border-crossing issues - Border crossing obstacles - Facilitating border crossing: UNECE Conventions 4. Harmonization of transport regulations, norms and standards 5. Road safety - Recent trends in road safety - Improving road safety in Europe: the role of UNECE 6. Sensitivity to health and the environment - Air pollution
    [Show full text]
  • High Speed Rail and Sustainability High Speed Rail & Sustainability
    High Speed Rail and Sustainability High Speed Rail & Sustainability Report Paris, November 2011 2 High Speed Rail and Sustainability Author Aurélie Jehanno Co-authors Derek Palmer Ceri James This report has been produced by Systra with TRL and with the support of the Deutsche Bahn Environment Centre, for UIC, High Speed and Sustainable Development Departments. Project team: Aurélie Jehanno Derek Palmer Cen James Michel Leboeuf Iñaki Barrón Jean-Pierre Pradayrol Henning Schwarz Margrethe Sagevik Naoto Yanase Begoña Cabo 3 Table of contnts FOREWORD 1 MANAGEMENT SUMMARY 6 2 INTRODUCTION 7 3 HIGH SPEED RAIL – AT A GLANCE 9 4 HIGH SPEED RAIL IS A SUSTAINABLE MODE OF TRANSPORT 13 4.1 HSR has a lower impact on climate and environment than all other compatible transport modes 13 4.1.1 Energy consumption and GHG emissions 13 4.1.2 Air pollution 21 4.1.3 Noise and Vibration 22 4.1.4 Resource efficiency (material use) 27 4.1.5 Biodiversity 28 4.1.6 Visual insertion 29 4.1.7 Land use 30 4.2 HSR is the safest transport mode 31 4.3 HSR relieves roads and reduces congestion 32 5 HIGH SPEED RAIL IS AN ATTRACTIVE TRANSPORT MODE 38 5.1 HSR increases quality and productive time 38 5.2 HSR provides reliable and comfort mobility 39 5.3 HSR improves access to mobility 43 6 HIGH SPEED RAIL CONTRIBUTES TO SUSTAINABLE ECONOMIC DEVELOPMENT 47 6.1 HSR provides macro economic advantages despite its high investment costs 47 6.2 Rail and HSR has lower external costs than competitive modes 49 6.3 HSR contributes to local development 52 6.4 HSR provides green jobs 57
    [Show full text]
  • Systems Analysis of Transport Performance and Development - E.I.Pozamantir
    SYSTEMS ANALYSIS AND MODELING OF INTEGRATED WORLD SYSTEMS - Vol. I - Systems Analysis of Transport Performance and Development - E.I.Pozamantir SYSTEMS ANALYSIS OF TRANSPORT PERFORMANCE AND DEVELOPMENT E.I.Pozamantir Institute for Systems Analysis of the Russian Academy of Sciences, Moscow, Russia Keywords: Transport, modes of transport, transport infrastructure, freight transportations, passenger transportations, public transport, private transport, transport as an element of economy, transport externalities environment, forms of property, transport policy, state management, interindustry balance, transportation tariffs, demand for transportations, transport income, transport charges, transport investment, transport network, transport and storage system Contents 1. Introduction 2. Place and Role of Transport in National Economy 3. Transport externalities 4. Forms of Property for Transport 5. National Transport System and State Management of Transport Performance and Development 6. Transport Interinddustry Connections 6.1 Balance of Production and Distribution of Goods and Services (Except for Transport Ones) 6.2. Balance of Production and Distribution of Products According to Modes of Transport 6.3. Balance of Income and Expenditures Related to Production of Material Products: 6.4. Balance of Income and Expenditures of Transport Enterprises 6.5. Production Costs 6.6. Equations of Distributing Profit of Enterprises before Taxation by Directions of its Usage 6.7. Equations of Capital Assets and Capacities Reproduction 7. Planning of Transport Network Development 8. Transport in Logistic System Glossary BibliographyUNESCO – EOLSS Biographical Sketch Summary SAMPLE CHAPTERS System analysis of transport includes studying it as a complex system that has got numerous and various connections both with external environment and its subsystems and elements. In this paper as external environment in relation to transport system economy on the whole is considered.
    [Show full text]
  • Sounder Commuter Rail (Seattle)
    Public Use of Rail Right-of-Way in Urban Areas Final Report PRC 14-12 F Public Use of Rail Right-of-Way in Urban Areas Texas A&M Transportation Institute PRC 14-12 F December 2014 Authors Jolanda Prozzi Rydell Walthall Megan Kenney Jeff Warner Curtis Morgan Table of Contents List of Figures ................................................................................................................................ 8 List of Tables ................................................................................................................................. 9 Executive Summary .................................................................................................................... 10 Sharing Rail Infrastructure ........................................................................................................ 10 Three Scenarios for Sharing Rail Infrastructure ................................................................... 10 Shared-Use Agreement Components .................................................................................... 12 Freight Railroad Company Perspectives ............................................................................... 12 Keys to Negotiating Successful Shared-Use Agreements .................................................... 13 Rail Infrastructure Relocation ................................................................................................... 15 Benefits of Infrastructure Relocation ...................................................................................
    [Show full text]
  • TOURISM and TRANSPORT ACTION PLAN Vision
    TOURISM AND TRANSPORT ACTION PLAN Vision Contribute to a 5% growth, year on year, in the England tourism market by 2020, through better planning, design and integration of tourism and transport products and services. Objectives 1. To improve the ability of domestic and inbound visitors to reach their destinations, using the mode of travel that is convenient and sustainable for them, with reliable levels of service (by road or public transport), clear pre-journey and in-journey information, and at an acceptable cost. 2. To ensure that visitors once at their destinations face good and convenient choices for getting about locally, meeting their aspirations as well as those of the local community for sustainable solutions. 3. To help deliver the above, to influence transport planning at a strategic national as well as local level to give greater consideration to the needs of the leisure and business traveller and to overcome transport issues that act as a barrier to tourism growth. 4. In all these, to seek to work in partnership with public authorities and commercial transport providers, to ensure that the needs of visitors are well understood and acted upon, and that their value to local economies is fully taken on board in policy decisions about transport infrastructure and service provision. Why take action? Transport affects most other industry sectors and tourism is no exception. Transport provides great opportunities for growth but it can also be an inhibitor and in a high population density country such as England, our systems and infrastructure are working at almost full capacity including air, rail and road routes.
    [Show full text]
  • European Modular System for Road Freight Transport – Experiences and Possibilities
    Report 2007:2 E European Modular System for road freightRapporttitel transport – experiences and possibilities Ingemar Åkerman Rikard Jonsson TFK – TransportForsK AB ISBN 13: 978-91-85665-07-5 KTH, Department of Transportation Strandbergsgatan 12, ISBN 10: 91-85665-07-X and urban economics SE-112 51 STOCKHOLM Teknikringen 72, Tel: 08-652 41 30, Fax: 08-652 54 98 SE-100 44 STOCKHOLM E-post: [email protected] Internet: www.tfk.se European Modular System for road freight transport – experiences and possibilities . Abstract The aim of this study was to evaluate Swedish and Finnish hauliers’ experiences of using the European Modular System, EMS, which entails Sweden and Finland the use of longer and heavier vehicle combinations (LHV’s). In short, EMS consists of the longest semi-trailer, with a maximum length of 13,6 m, and the longest load-carrier according to C-class, with a maximum length of 7,82 m, allowed in EU. This results in vehicle combinations of 25,25 m. The maximum length within the rest of Europe is 18,75 m. Thus, by using LHV’s, the volume of three EU combinations can be transported by two EMS combinations. This study indicates that the use of LHV’s according to EMS have positive effect on economy and environment, while not affecting traffic safety negatively. Swedish hauliers have the possibility of using either the traditional 24 m road trains or 25,25 m LHV’s according to EMS for national long distance transports. Experiences of using EMS vehicle combinations are mostly positive. LHV’s according to EMS implies increased load area and flexibility compared to the 24 m road trains.
    [Show full text]