Introducing longer and heavier trucks on European roads would cause far more environmental damage than previously expected, reveals a new study published by the Fraunhofer Institute for Systems and Innovation Research today. The results of model simulations show that the use of megatrucks across the EU cannnot be considered a suitable instrument to lower the environmental impact of transport: megatrucks would replace up to 30% of high-value and container transport volumes on rail. They would also produce an additional 2 million tonnes of CO2 each year.
Pressure has been growing from the road haulage industry to allow the use of megatrucks for freight journeys anywhere in the EU. The European Commission is considering reviewing EU legislation to allow megatrucks to circulate across European borders. These giant trucks would be up to 25.25 metres long and weigh up to 60 tonnes. Currently, trucks moving across European borders can be no more than 18.75 metres long and 44 tonnes in weight.
Supporters of megatrucks claim that two megatrucks could transport the same amount of cargo as three normal trucks. But this only considers the short-term effects. The study "Long-Term Climate Impacts of the Introduction of Megatrucks" finds strong evidence that the introduction of megatrucks would lead to negative impacts within 5 to 10 years that would far outweigh any initial positive effects. It is estimated that in the high-value goods and container transport markets, up to 30% of rail freight transport could be shifted back onto the roads.
The research team also warns that the slump in some parts of the combined rail and road freight transport market may be as high as 85%. The report concludes that longer and heavier road freight vehicles should be rejected, not least because of their effect on climate protection policy. The modal shift effects would run counter to the EU's CO2 reduction targets with an additional 2 million tonnes of CO2 produced each year if megatrucks were introduced.
Claus Doll, coordinator of the study, commented on the effects on rail traffic if megatrucks would be introduced: "Combined transport is most vulnerable, as megatrucks can carry three instead of two containers, thus making the handling of smaller shipments considerably easier. On longer distances, above 1,000 km, megatrucks will replace nearly all conventional 40 tonne trucks on the trans-European road network if their introduction is not regulated."
The Community of European Railway and Infrastructure Companies (CER) has long warned that megatrucks are incompatible with EU policy on co-modality, CO2 reduction, combined transport and road safety, and should therefore be rejected.
Johannes Ludewig, CER executive director said: "Allowing megatrucks on all European roads would be a negative move and make the EU's climate targets for 2020 harder to reach. It would inevitably produce a shift from rail back to road, both in terms of freight quantities and investment. Infrastructure investment would need to be focused on upgrading roads to cater for the new vehicles. It would also allow one particular transport mode to optimise its costs at the expense of society as a whole."
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The complete study "Long-term climate impacts of the introduction of mega trucks" is available upon request by e-mail to Fraunhofer ISI or from Elena Garcia-Sagues at the Community of European Railways and Infrastructure Companies (CER) at www.cer.be.