Longer and Heavier Vehicles in Prakt

Longer and Heavier Vehicles in
practice
Longer and Heavier Vehicles in practice
Economic, logistical and social effects
Datum July 2011

Status Final
LHVs in practice | July 2011
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Longer and Heavier Vehicles in practice
Economic, logistical and social effects
Datum July 2011

Status Final
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Colofon
Published by: Directorate General for Public Works and Water

Management (Rijkswaterstaat) – Traffic and Shipping
Department
Information: Marieke Honer and Loes Aarts
Telephone: 06 31011499 of 06 20249147
Fax
Executed by NEA, Manfred Kindt (project management), Arnaud Burgess
and Rudy Groen.
Layout
Date July 2011, the original version of the report dates back
from October 2010 and was written in Dutch
Status Final
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Contents
Summary – 7
1 Introduction – 9
1.1 Background – 9
1.2 Policy – 9
1.3 Objectives and formulation of the study – 10
1.4 Reading guide – 12
2 Study 13
2.1 Study design – 13
2.2 Research progress – 14
2.3 Organisation – 15
3 LHVs: current state of affairs – 17

3.1 Size of the current LHV market – 17
3.2 LHV configurations – 18
3.3 Haulage firms, own transport and initiative by client – 20
3.4 Preconditions – 20
3.5 Exemptions – 21
3.6 Innovation – 22
3.7 Journey pattern by market segment – 22
3.8 Need for international use – 23
3.9 Expansion of the LHV fleet – 25
4 Social effects – 28
4.1 Geographical intensities – 28
4.2 Time of day – 29
4.3 Effects of LHVs – 30
4.4 Emissions – 31
4.5 Engine type – 32
4.6 Number of axles and axle load – 33
4.7 Reverse modal shift – 34
5 Market segment: retail – 36

5.1 The market – 36
5.2 LHV companies – 37
5.3 Type of vehicles – 38
5.4 Use of LHVs – 39
5.5 Savings and investments – 40
5.6 International use and future expectations – 43
6 Market segment: container transport – 46

6.5 Investments and savings – 53
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7 Market segment: ornamental horticulture – 56

7.5 Investments and savings – 61
8 Market segment: waste/bulk – 67

8.5 Savings and investments – 73
9 Other market segments – 77
10 Conclusions and recommendations – 83

10.1 Conclusions – 83
10.2 Recommendations – 85
Appendix A Characteristics of LHV companies – 87
Appendix B Characteristics of non-LHV companies – 89
Appendix C Survey of companies using LHVs – 91
Appendix D Survey of companies not using LHVs – 97
Appendix E Journey analysis form – 101
Appendix F Monitoring plan – 105
Appendix G Consultative party – 107
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Summary
The Dutch Minister of Infrastructure & Environment has promised the Dutch Lower
House to monitor the admission of longer and heavier vehicles (LHVs) during the
third trial period, the so-called ‘experience phase’. The Directorate General for Public
Works and Water Management has commissioned the NEA to conduct this
monitoring. This monitoring study aims to give insight into the economic, logistical
and societal consequences of the use of LHVs and provide insight into what effects
LHVs will have on traffic volumes and emissions. The results of this monitoring
research will also serve as input for the new authorisation regime in the post-
experience phase.
Out of a total of 153 companies, some 118 LHV companies participated in this study.
And 51 non-LHV companies provided reasons why these companies do not use
LHVs.
It can be concluded that, in spite of the fact that this concerns a trial, the use of
LHVs has increased in comparison to the last measurement in 2006. Since then the
number of LHVs has doubled (397). The number of companies (153) that are using
LHVs during the experience phase has also doubled. In accordance with one of the
policy goals, LHVs will mainly be used on long routes between distribution centres,
transhipment locations and ports. This concerns goods flows that are characterised
by a constant pattern and accommodate sufficient volume. The use of LHVs is purely
intended as a replacement for regular vehicles. This has led to an increase in road
transport efficiency. In the Netherlands, LHVs are primarily used in the following
market segments - retail, containers, ornamental horticulture and waste/bulk. This
report also extensively examines the use of LHVs in these market segments.
LHVs are primarily used because of cost considerations. This means that the same
volume is transported, but at lower costs. Furthermore, this more efficient form of
transport contributes towards better environmental performances. Cost savings of
up to around 20% can be achieved, and the logistics chain will only require limited
modifications. The main modifications in the chain will be required with regard to the
loading and unloading of LHVs.
Permitting the use of LHVs will help reduce the number of journeys and
consequently the number of kilometres travelled on Dutch roads. Based on the
current preconditions and the current use of LHVs, a reduction of around 20 million
kilometres will be attained annually. As a result LHVs contribute towards a reduction
in CO2 emissions. The total reduction in CO2 emissions resulting from the use of
LHVs currently amounts to 16 million Kg per year. For road freight transport this is
an important innovation in the effort to reduce CO2 emissions.
With the exception of the ornamental horticulture sector, LHVs are primarily used
during the day. This pattern coincides with the opening hours of clients and
consumers. Therefore, LHVs only have a limited influence on congestion. However,
they do have an effect on traffic volumes in general. Due to the fact that they are
primarily used as a replacement for regular trucks, LHVs contribute towards a more
efficient form of road transport. Based on interviews with LHV companies and the
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journey analysis, it can be concluded that they do not expect or hardly expect a
reverse modal shift to occur. LHVs are used throughout the Netherlands and their
intensity differs per motorway. The highest number of exemption applications are
submitted around the Ports of Rotterdam and Amsterdam. More exemption
applications are also applied for around Tilburg, Zwolle and the auction locations in
the Netherlands. This corresponds with the intensities per motorway as observed in
the trial.
Based on the current number of LHVs and the expected expansion, the previous
estimate of the potential size of the LHV fleet - ranging between 6 and 12 thousand
- seems to have been too optimistic. However, the number of LHVs in the
Netherlands is expected to show a further increase. Over the coming five years, LHV
companies expect the number of LHVs to double. This means the number of LHVs in
the Netherlands would increase to 1,000 vehicles, or around 1% of the entire Dutch
fleet of vehicles. If international transport is permitted, this will lead to a further
increase.
Nevertheless, for the time being the number of LHVs in the Netherlands is not
expected to be similar in size as in Sweden, where the number of longer and heavier
vehicles makes up over half of the fleet of vehicles. This is, among others, due to
the fact that the Netherlands is only a small country. Consequently, this means that
more effort and creativity is required to actually achieve potential gains through the
use of LHVs. The use of LHVs in retail distribution, with large vehicles on transport
routes to the city and small vehicles in the city, proves that the use of LHVs is also
increasing via innovations on short distances.
It is safe to establish that the LHV policy is functioning accordingly. The sector’s
assessment of the authorisation regime varies between ‘reasonable’ and ‘good’. The
current preconditions subject to which LHVs are permitted in the Netherlands, offer
transporters sufficient flexibility in terms of using their equipment. The sector has
proposed a number of points for improvement; the three main points concern:
improving the exemption system, expanding the number of core areas and roads,
and permitting LHVs in international transport.
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1 Introduction
1.1 Background
‘LHVs’ or ‘longer and heavier vehicles’ have been driving in the Netherlands since
2001. Permitting combinations of vehicles with a length of 25.25 metres on the
Dutch road network was and still is completely new. In view of the fact that it was
thus not possible to build on previous experience, either nationally or internationally,
LHVs were introduced in the Netherlands in a step-by-step process. Although LHVs
have been driving in Sweden for many years, the road network and traffic densities
there are not comparable to the busier Dutch situation.
In each phase in which authorisation was further expanded, the actual and potential
undesirable effects were closely examined. A first trial period was carried out
between 2001 and 2004. The authorisation of LHVs was extended in a second trial
period between 2004 and 2006. After a transitional phase, the experience phase for
LHVs commenced on 1 November 2007. This was the first time that LHVs were
introduced on such a large scale. This experience phase will continue until 1
November 2012. During the experience phase the transport businesses are not
subject to a maximum number of vehicle combinations.
In 2006 Arcadis conducted a monitoring study on the use of LHVs. In the meantime
there has been an increase in the number of LHV companies and corresponding
LHVs, and the experience phase will enter its final year in 2012. To gain better
insight into the economic and logistical effects the NEA was commissioned to
conduct a new monitoring study.
1.2 Policy
LHVs can be/are being deployed to help to overcome some of the negative effects
(emissions, transport movements, shortage of drivers) of the future expected
growth in goods traffic. The large-scale use of LHVs is broadly based on achieving
various goals:
• Improving transport efficiency

• Reducing emissions
• Reducing traffic volumes
Longer and heavier vehicles are primarily intended for larger volumes of goods flows
to and from industrial sites, ports and transhipment areas. Further policy principles
include: this may not have a negative impact on traffic safety; the authorisation of
the use of LHVs may not lead to a reverse modal shift; and with the exception of
service areas, there will be no modifications to infrastructure.
On 10 July 2007 the Dutch Minister of Infrastructure & Environment wrote a letter to
the Dutch Lower House saying: “the Dutch trials and foreign research have shown
that with combinations an average 33% in fuel savings can be achieved for the
transport of the same quantity of cargo. Over the long term, the Netherlands could
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thus achieve a 3-6% reduction in CO2 emissions and a 2-4% reduction in NOx
emissions of goods transport. This only applies to national transport.”
1.3 Objectives and formulation of the study

The monitoring study aims to provide insight into the economic, logistical and social
consequences of the use of longer and heavier (road) vehicles (‘LHVs’) to serve as a
basis for informing the Dutch Lower House on how the use of LHVs in the experience
phase is developing, and to what extent the policy goals, namely fewer vehicle
kilometres, reduction of traffic volumes and a reduction in the emissions of
hazardous substances and noise are being met.
The results of this monitoring research will also serve as input for the new
authorisation regime in the post-experience phase. The study outlines which criteria
might possibly be considered for authorising the use of LHVs in the Netherlands.
The above-mentioned goals are divided into the following sub-questions.
Goal 1: Provide insight in the economic and logistical effects of the use LHVs within
the different market sectors.
• Describe the characteristics of the use of LHVs per market sector in terms of the
type of company, client, goods carried, vehicle configuration and type of
transport, etc. The reasons why LHVs are used by companies, clients and for
different goods, etc. shall also be elaborated;
• Describe the economic and geographical characteristics of the use of LHVs in the
Netherlands;
• How will the business sector benefit from the use of LHVs, and what investments
will be required within the chain;
• What effects will the use of LHVs have on the logistics organisation of the chain
per market sector;
• What new logistics and vehicle concepts have emerged as a result of the arrival of
LHVs and what will this mean in the long term with regard to the measures and
weights of longer and heavier vehicles;
• Substantiate any wishes for an adjustment of policy;
• Modal shift effects: has the use of LHVs caused any shifts between the different
transport modalities (rail, inland shipping, road)?
Goal 2: Provide insight into what effects LHVs will have on traffic volumes and
emissions.
• How efficient is the use of LHVs in comparison with the total transport of goods by
road;
• What effect does the use of LHVs have on traffic volumes;
• What effect does the use of LHVs have on noise, air quality and CO2 emissions?
Sub-questions for both goals:

• What are the future expectations for LHVs?
• How will LHVs relate to other transport modalities for the above-mentioned goals
1 and 2 (in broad outline)?
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Requirements on the use of LHVs

Transporters are required to have a special exemption to be allowed to
drive with a longer and heavier vehicle. The Government Road
Transport Agency (RDW) issues these exemptions (in the case of the
Netherlands). Every transport company can apply for an exemption to
drive with an LHV combination. The exemptions are issued for a so-
called core area. If a road administrator grants permission, then this
applies to all companies that want to drive with LHVs in the core area.
This is referred to as the autonomous discretion which the road
administrator grants the RDW.
In view of the fact that insufficient information on the road safety of
LHVs in the Netherlands is available, and to ensure road safety, as part
of the trial, on top of the statutory requirements extra requirements
apply to LHVs. Accordingly, LHVs are not allowed to transport livestock
or hazardous materials and are equipped with the following extra
facilities:
• a mirror kit in accordance with the latest European

regulations;
• advanced braking systems;
• an axle load measuring system;
• side protection between the wheels;
• side markings to ensure better visibility in the dark;
• a sign on the back showing the contour of the combination
and stating the length in metres.
The handling of the combination and the detailed operation of the

vehicles are also subject to further requirements. In accordance with
the conditions for participation, before combinations are permitted to
drive on the road they require RDW approval.
In addition to equipment requirements, with regard to road safety, in
order to drive an LHV the driver must comply with the following three
conditions:
• the driver must have at least five years of experience driving

an articulated vehicle;
• the driver must possess a specific LHV certificate.
• in the three years prior to participation in the trial, the driver
may not have been disqualified from driving, have had his
driving licence revoked or been required to surrender his
licence due to an offence or crime.
The certificate is valid for a five-year period.
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1.4 Reading guide

The report has been compiled as follows:
Chapter two examines the study design and progress of the study. Chapter three
looks at the state of affairs of LHVs in the Netherlands. Chapter four examines the
social effects. Chapters five through nine provide an in-depth look at the economic
and logistical effects per market segment. Chapter ten examines the conclusions
and recommendations. Lastly, appendices A and B include information from
respondents that participated in the web survey. Appendices C and D show the web
survey conducted among LHV companies and non-LHV companies. Appendix E
describes the journey analysis. Appendix F includes the measurement plan and
appendix G gives the names of the consultative group.
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2 Study
This monitoring study aims to answer the research questions formulated in

paragraph 1.3. This chapter outlines the method that was applied on behalf of
gathering the data, and converting the available data into research results.
2.1 Study design

The structure of the study comprises the following phases:
• Phase 1: agreeing the monitoring plan

• Phase 2: the market approach
• Phase 3: analysis and assessment
• Phase 4: the report
Phase 1: agreeing the monitoring plan

The monitoring plan was drawn up in consultation between commissioning party and
contracted party. The main points of this monitoring plan were:
• Equipment: type, Euronorm, visual records

• Journeys: location, time, route, decoupling points
• LHV companies: company size, number of LHVs, starting year, logistics planning
• Investments: investment items
• Start-up: problems, initiator
• Preconditions: points for improvement, exemptions
• Future: expectations
• Non-LHV companies: why no LHV, future
• Social effects: effect on distances driven, environment, traffic flows, noise
Phase 2: market approach

The second phase primarily consisted of the approach to the market. The data that
was collected during this phase was used in the analysis.
The information was gathered via the following sources and techniques:
• Via the commissioning party, the RDW provided information on companies that
had previously requested an LHV exemption.
• In depth interviews (20 company visits) with transporters and drivers on the use
of LHVs, the start-up, investments and savings. General experiences and
expectations for the future were also discussed. This was carried out via open
discussions whereby a questionnaire served as a guideline. In particular,
information was gathered on the circumstances under which companies operate in
the chain. This concerned both the benefits and drawbacks of using LHVs.
• The in depth interviews were held with businesses representing different market
segments. The market segments were selected on the basis of the size of the
number of companies that operate LHVs in that market segment. This concerns
the following market segments: retail, containers, ornamental horticulture and
waste. Additionally, a number of companies in different market segments were
contacted. The depth interviews also served as input for the web surveys.
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• Both LHV companies (118) and non-LHV companies (51) were contacted via web
surveys. The questionnaires are included in appendix C and D. The primary goal
of these surveys was to gain insight in the aspects mentioned in the monitoring
plan.
• The non-LHV companies were sent the questionnaire for the purpose of acting as
a reference group. The questionnaire examined the following points among others
– the needs with regard to preconditions, the reason why companies do not use
LHVs, development plans, minimum required weight limit to use LHVs
internationally. Companies in the NEA transport database were randomly sent an
open mailing. The response from 51 respondents was in accordance with pre-set
goals, however this is a relatively small group. The received information should
therefore be viewed as an indication. Appendix B includes data from non-LHV
companies.
• A separate journey form was created to gather data on journeys from at least 1/3
of the companies. This form is included in appendix E. The primary goal of the
journey form was to gain insight in the type of journeys, the route, the start and
end location, the kilometres travelled and any reduction in distance.
• Various different methods were used to gain information on the use of LHVs via
members of the advisory group.
Phase 3: analysis and assessment

In the third phase the data received was checked for consistency and quality. Where
possible and necessary, the companies were contacted to further explain the
received data.
This was followed by the analysis, whereby data was converted into workable
information. The interim results were put into perspective and tested against
information made available by the sector.
The draft results were presented in a seminar with companies and verified among
the business entrepreneurs. The entrepreneurs were also given the opportunity to
address other points of interest.
Lastly, the results were discussed with and subsequently approved by the
consultative party.
Phase 4: report
The last phase consisted of writing the final report. During this phase the feedback
from the transporters, consultative and commissioning parties was processed, and
resulted in the present report.
2.2 Research progress

The research was conducted with pre-determined throughput times. LHV companies
were generally committed to contributing towards the project. The web survey
among the LHV companies received a record response (118 of the 153 LHV
companies). When more intensive contact was established regarding data on
journeys, companies generally responded less enthusiastically. However, the pre-
determined numbers were achieved.
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The draft results were evaluated in a seminar with companies; the consultative
party also assessed the results.
2.3 Organisation
The commissioning party was the Directorate General for Public Works and Water
Management, Traffic and Shipping Department (Rijkswaterstaat, Dienst Verkeer and
Scheepvaart (DVS) on behalf of the Directorate General for Mobility (DGMo). NEA
was the contracted investigative party.
The progress of the study was safeguarded through regular consultation between
the commissioning party and contracted party.
A consultative party was set up to also critically assess the results and progress. For
a list of names, please see appendix G.
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3 LHVs: current state of affairs
3.1 Size of the current LHV market

According to information from the RDW and research by the NEA, the LHV market in
the Netherlands consists of 153 companies and 397 LHVs (status July 2010). In
2006, at the end of the large-scale trial, some 162 LHVs were participating on behalf
of 72 companies. Up to this point in the experience phase both the number of
companies and the number of LHVs has doubled.
A total of 118 companies with LHVs completed the questionnaire. They collectively
represent 302 LHVs. In addition to the 118 companies that responded to the survey,
some 20 LHVs owned by driving schools were included. There was also a group of
companies that did not participate in the study. The following figures are based on
information that was gathered from participants in the monitoring study.
As shown in Figure 3.1, LHV companies are made up of the following market
segments. In the rest of the study a number of market segments are referred to
collectively as: building materials, contract logistics, express, air freight, liquid bulk
and silo.
50
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30
20 Number of companies
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Figure 3.1
LHV companies by market segment. (LHV survey, 118 companies)
Over 40% of the companies owned one LHV. Three out of four companies owned
three or less LHVs. And 15% of the companies owned five or more LHVs.
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Number of LHVs per company Number Percentage
1 48 40.7
2 33 28.0
3 8 6.8
4 12 10.2
5 6 5.1
6 4 3.4
7 3 2.5
8 1 0.8
10 1 0.8
11 1 0.8
12 1 0.8
Table 3.1
Number of LHVs per company (LHV survey, 118 companies)
The companies were asked the question since when have they been making use of
LHVs? More than half of the companies commenced using them in 2007 or later. The
experience phase commenced on 1 November. The preconditions regarding the use
of LHVs during the experience phase offer a greater amount of flexibility than in
previous trials. A restriction on the maximum weight of 50 tonnes applied to mid-
2008. Depending on the exemption and road administrator, some companies may
not have been permitted to drive with 60 tonnes until the second half of 2008.
140 started using LHV in

120
development in number of
100 LHV's
numbe LHV's
80
60
40
20
0
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010*
Year
Figure 3.2
Been using LHVs since the year* concerns the first half of 2010 (LHV survey, 118 companies)
3.2 LHV configurations

In the Netherlands there are five different types of LHV configurations. Figure 3.3
provides an overview of the different types.
The following table shows that of the 118 interviewed LHV companies around
two-thirds had an LHV with a D configuration (truck – dolly – trailer). Based on the
total number of LHVs, the percentage of vehicles with a D configuration is lower,
namely 50%.
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Figure 3.3
Different LHV configurations
Source: RDW, *The combination of two city trailers is a new type of vehicle
Based on the total number of LHVs, 24% of the vehicles have an A configuration and
20% have a B configuration. Over 5% of the LHVs have an E configuration. The
number of LHVs with a C configuration is limited to 1.5%. This configuration hardly
plays a role in the Dutch fleet of LHVs. The reason that the C and E configurations
are hardly used is due to the fact that the modules which these types consist of are
less prevalent among regular vehicles. Additionally, types A, B and D are more
efficient because they can be coupled and decoupled faster.
Configuration Number of companies in Number of LHVs in Number of LHVs in

2010 2010 2006
A configuration 29 (24.6%) 72 (23.8%) 16
B configuration 24 (20.3%) 60 (19.9%) 14
C configuration 3 (2.5%) 5 (1.7%) 0
D configuration 77 (65.3%) 149 (49.3%) 63
E configuration 7 (5.9%) 16 (5.3%) 7
Total 118 302 100
Table 3.2
Number of companies and LHVs per configuration (LHV survey, 118 companies)
The ‘waste/bulk’ and ‘volume’ market segment primarily rely on the D configuration.
This is among others due to the fact that regular vehicles in these market segments
mostly consist of a truck plus trailer. In this way LHV configurations are determined
on the basis of available equipment to minimise investments and maximise
flexibility.
The ‘containers’ market segment mainly relies on two configurations, namely B and
D. The ‘ornamental horticulture’ market segment also primarily relies on two
configurations namely, A and D. Because of the equipment used in this market
segment, the choice of these configurations is also self-evident.
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Lastly, the ‘distribution/retail’ market segment opted for three configurations

namely, A, B and D. Within this market segment, companies active in retail
distribution mainly chose the B configuration.
Market A B C D E Total
segment configuration configuration configuration configuration configuration
Retail 43 19 0 57 1 120
Containers 0 39 3 19 0 61
Ornamental
21 1 1 21 0 44
horticulture
Other 4 0 0 17 9 30
Volume 3 0 1 18 0 22
Waste/bulk 0 0 0 14 1 15
Packaging 1 1 0 3 5 10
Total 72 60 5 149 16 302
Table 3.3
Number of LHVs per market segment per configuration (LHV survey, 118 companies)
3.3 Haulage firms, own transport and initiative by client

Eighty percent of companies with LHVs are haulage firms and 20% are shippers
using their own transport. In nine out of ten haulage firms, the companies
themselves decided to start using LHVs. And in one out of ten haulage firms, the
initiative was taken by the client.
3.4 Preconditions
The majority (66%) of LHV companies are satisfied with the current preconditions
under which LHVs are permitted to drive in the Netherlands. Of the companies that
currently do not use LHVs, 94% indicated that they do not need the preconditions to
be modified. Those companies that do want the preconditions to be modified, all
want to use LHVs internationally.
Most of the suggested improvements that were put forward primarily concerned the
aspect of issuing exemptions (see next paragraph).
The companies were also asked to provide suggestions regarding the use of LHVs.
Seven indicated a need for more parking spaces at service areas. The parking
spaces should also be indicated more clearly, and closer supervision regarding
compliance is needed. During the seminar the companies clearly indicated the fact
that there is a greater need for more decoupling points than more parking spaces.
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3.5 Exemptions
In the questionnaire respondents were asked to indicate if there were points for
improvement with regard to the issuance of exemptions. More than half of the
companies (60%) felt that there were points for improvement. The following
suggestions were put forward:
• The need for one exemption for all core areas and the network of roads;
• As an alternative to a single exemption, it was suggested that the period during
which the exemption applies should be extended. For example to five years
instead of one year;
• Shorter decision-making processes when applying for a new core area;
• A few respondents indicated the desired to receive an automatic notification just
prior to the termination of the exemption; similar to the national Dutch system for
driving licences and passports.
The desire to have one exemption for all core areas and network of roads was due
to cost savings on the one hand, and the administrative burden and limited flexibility
regarding the use of equipment on the other. The last-mentioned argument was
considered the most important. Companies that served multiple destinations would
welcome the reduction in administrative burden if as a result only one exemption
being introduced. Additionally, some destinations were only visited a limited number
of times per year which meant the effort required to submit the application was
extra cumbersome.
An important reason for limiting the exemption period to one year was that the local
traffic situation can (quickly) change in this period. For example, the construction of
a new bicycle path or a new school could have a significant impact on the traffic
pattern. This allows road administrators to assess whether a change in
circumstances could get in the way of a new exemption when a company applies for
an extension.
According to the companies, submitted applications take too long to process. (NB: if
the RDW is given autonomous discretion regarding a specific application, then the
RDW aims to grant the exemption within five working days). But the fact remains
that procedures are more time consuming than companies like. Various companies
in the ornamental horticulture sector indicated that when an exemption application
was refused, the road administrator failed to provide reasons for the decision. Traffic
safety was sometimes used as an argument to refuse an application. From the
transporter’s perspective some situations suggested this decision was
incomprehensible. These companies would much appreciate the road administrator
visually demonstrating their positions.
At the start of the survey it turned out that some companies with LHVs were driving
with expired exemptions. The questionnaire also revealed that around 10% of the
companies had insufficient knowledge regarding the validity of an exemption. Some
of these companies indicated that it has been over a year since they applied for an
exemption.
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Need to expand core areas

Over 40% of the companies indicated that they had applied for an exemption for
specific areas, however they had not been issued the exemption. This mainly
concerned N roads and roads with railway crossings by which distribution centres
and production locations are reached.
Within the retail market segment, some companies have to stock shops which are
almost exclusively located in city centres. At the moment these companies must
travel a lot of extra kilometres between these shops and the decoupling points
outside the city. Some of these companies have indicated that if they were able to
decouple nearer to the city centres they could reduce the number of kilometres
travelled.
Some companies in the container market segment use LHVs on all journeys and all
distances travelled, including areas without exemptions, and then decouple the LHV.
If the number of core areas were to be expanded, this could lead to a reduction in
the number of times that LHVs were required to decouple.
Nearly all companies in the waste/bulk market segment indicated that exemptions
had been granted for nearly all areas. However, this did exclude several provincial
roads to and from waste processing plants (incinerators).
3.6 Innovation
The transport sector is not typically a sector characterised by leadership in
innovation. Nevertheless, the use of LHVs for road transport has proven a true
innovation. The vehicle bodywork specialists have responded to the development
that more and more companies and market segments are using LHVs. Real
innovations have been achieved on B-configuration vehicles, in particular regarding
the use of LHVs in retail distribution where vehicles are frequently decoupled. The
case description on retail in chapter five provides further information on the different
types of LHVs for retail distribution.
The loading and unloading system between the front and back load compartment is
a somewhat older innovation that is widely used by the ornamental horticulture
sector. This means that the LHV does not require to be decoupled during loading and
unloading. Following on from this market segment, companies that are active in
volume transport are also considering switchover to such a system.
A small number of companies are experimenting with other types of fuel. Among
them, Versteijnen has several LHVs that run on natural gas. A fast-fill system is
used to refuel with CNG. The Netherlands only has a limited number of CNG filling
stations, however this number is on the increase.
3.7 Journey pattern by market segment

Table 3.4 shows that the use of LHVs gives small differences by journey pattern per
market segment. Retail, ornamental horticulture, packaging and volume clearly
show that point-to-point transport is the most common transport pattern. In the
container transport sector, point-to-point transport and the combined journey
(point-to-point-to-point) occur most frequently.
Pagina 24 van 112

Ornamental
Retail Containers Waste/bulk Packaging Volume Other
horticulture
journey
pattern
64% 57% 60% 45% 67% 88% 46%
point-to-
point
journey
pattern
point-to-
point- 36% 29% 13% 9% 17% 0% 8%
decoupling-
multiple
points
journey
pattern
point- 16% 19% 40% 18% 17% 25% 31%
multiple
points
journey
pattern
point-to-
14% 52% 20% 27% 33% 13% 15%
point-
to-point
(combined)
Table 3.4
Journey pattern by market segment (LHV survey, 118 companies)
3.8 Need for international use

Over 70% of interviewed LHV companies indicated that, if permitted, they would use
LHVs for international transport. Even though non-LHV companies have stated that
they achieve greater turnover from international transport, the percentage of
companies that thinks they will use LHVs for international transport is lower than
among LHV companies. The main reason why companies indicated that they do not
want to use LHVs is due to the restriction on the weight limit.
Percentage among
non-LHV companies
Yes
No
Unforeseeable
Percentage among
LHV companies
0% 20% 40% 60% 80% 100%
Figure 3.4
Do you think you will use LHVs internationally if this option presents itself?
(LHV survey, 118 companies and non-LHV survey 51 companies)
Pagina 25 van 112

Not every country in Europe will permit a weight limit of 60 tonnes. This means it is
important to gain insight in the minimum required weight category. According to the
questionnaire the needs differ strongly. It is also striking that, among non-users of
LHVs, the minimum required weight limit is higher than among LHV companies. This
could be due to the fact that companies that have gained experience with LHVs see
better uses than non-users, e.g. through different cargo combinations.
Pagina 26 van 112

Required tonnage for international transport by market segment

The diagram below shows that the minimum required (total) weight in the
international LHV transport differs per market segment. Because of volume density
and empty weight of the equipment, in particular in the container and bulk transport
sectors, the expectation is that companies would require a minimum weight of over
55 tonnes. However, the majority of container companies would be satisfied with a
minimum weight that is below 55 tonnes. The waste/bulk transport sector has a
large need for heavy tonnage capability. This market segment is less suited for
international transport via LHVs. The ornamental horticulture sector can make do
with a relatively low tonnage. The retail sector shows huge differences with regard
to the required tonnage.
100%
90%
80%
70%
Retail
60%
Ornamental
50% horticulture
Containers
40% Waste/bulk
30% Other
Volume
20%
10%
0%
< 44 tonnes 44 - 50 tonnes 50 - 55 tonnes > 55 tonnes
Figure 3.5
Minimum required tonnage (including empty weight) among LHV companies for international use
of LHVs per market segment (LHV survey, 118 companies)
Almost half of the companies that currently do not use LHVs indicated that they
thought they would require at least 55 tonnes for international transport. One in
four thought that a tonnage of less than 44 tonnes would be sufficient.
3.9 Expansion of the LHV fleet

The companies that use LHVs were asked how many extra LHVs they expect to
deploy up to the year 2015. These companies expected to operate a total of 339
extra LHVs. This is more than double the current number.
Of the total number of LHV companies, 25% expect to have two extra LHVs within
five years. And over the coming five years, over ten percent of companies expect to
be using more than five LHVs.
Among non-LHV companies around 30% expected to invest in one LHV over the
coming years. Approximately 10% expected to be using more than one LHV.
In some market segments authorising the use of international transport with LHVs
would be a true innovation. One express delivery company expected to be able to
use at least 25 LHVs on international transport. The air freight sector would also be
pleased if LHVs were used internationally. In other words, international transport via
LHVs could have a huge impact on individual companies and sectors.
Pagina 27 van 112

The majority of non-LHV companies do not expect to use LHVs. However it is

important to realise that these figures are only an indication because with only 50
respondents the random check among non-LHV companies was relatively small.
The following table shows that almost 75% of LHV companies expected that their
own fleet of LHVs will constitute less than 15%.
Future percentage of LHVs % companies Cumulative %
0-5% 37.1 37.1
5-10% 22.4 59.5
10-15% 12.9 72.4
>15% 27.6 100.0
Table 3.5
Future percentage of LHVs as part of the fleet (LHV survey, 118 companies)
Based on the current number of LHVs and the expected expansion, the estimate in
the previous monitoring study indicating that the size of the LHV fleet would range
between 6 and 12 thousand vehicles appears to have been overly optimistic.
Expansion of LHVs by market segment

Figure 3.6 shows that companies whose primary market segment is the retail sector
have the biggest plans with regard to expanding their LHV fleets. The retail sector is
the most important market segment of around 40% of LHV companies in the
Netherlands. It is therefore logical that the biggest expansions might be expected to
occur in this sector; these companies indicated that to mid-2015 they would possess
a total of 152 extra LHVs (45% of the mentioned development plans).
Over the coming five years the container sector expects to show a 19% (66 LHVs)
increase among current users of LHVs. The ornamental horticulture sector, which
represents around 13% of the total number of LHV companies in the Netherlands,
expects to expand their fleet by around 39 LHVs (11.5% of the mentioned
development plans).
160 152
140
Expansion in number of LHV's
120
100
80
66
60
39
40 35
21
20 16
10
0
Retail Containers Ornamental Other Volume Packaging Waste/bulk
horticulture
Deelmarkt
Figure 3.6
Development plans of LHV companies by market segment (LHV survey, 118 companies)
Pagina 28 van 112

Pagina 29 van 112

Pagina 30 van 112

4 Social effects
4.1 Geographical intensities

Providing clear insight in the intensity of the use of LHVs on the Dutch roads is
complex. A quantitative overview of the motorways based on the journey analysis
can easily give a distorted picture. That is why a qualitative impression is given per
market segment.
Intensity Motorways
High A12, A28, A50, A1, A15, A4, A27
Significant A2, A58, A16, A7, A73, A32, A10, A20, A6
Moderate A44, A17, A67, A59, A35, A30, A13, A9, A18,A37, A325,A31
Low A76, A77, A65, A79, A261, A270, A5
Table 4.1
Intensity of LHVs per motorway (journey analysis, 51 companies)
In the retail market a spread of the use of LHVs can be observed across the entire
network. The intensity is obviously higher on the motorways around the distribution
centres of a number of leading supermarket chains. The container transport sector
also makes use of the entire LHV network. Although there is a higher concentration
from the port of Rotterdam to inland terminals such as that in Tilburg. The transport
of ornamental horticulture products is concentrated on the motorways between
auction locations in Naaldwijk, Aalsmeer, Rijnsburg, Eelde, Bleiswijk and Venlo. A
higher than average intensity is observed especially between Naaldwijk, Aalsmeer
and Rijnsburg. This concerns the A4 motorway. Waste transport is mainly
transported to national waste depots and processing locations in the Randstad, and
between slaughterhouses and meat processing plants in North Brabant/Gelderland
and Friesland.
The number of exemption applications for core areas in the Netherlands has been
registered. Although this is not equivalent to the traffic intensity, it does given an
impression of which core areas might expect a higher traffic intensity. The following
table shows that auction locations are frequently located in core areas. The
Rotterdam port is divided into different areas: Botlek (70), Maasvlakte (69),
Europoort (46) and Vondelingenplaat – Eemhaven (56).
Pagina 31 van 112

Number of exemption
Core area (city) Industrial area
applications
Botlek (70), Maasvlakte
(69), Europoort (46)
Rotterdam 241
and Vondelingenplaat-
Eemhaven (56)
Amsterdam Westelijk Havengebied 109
Tilburg Loven 89
Bleiswijk Klappolder 82
Delfgauw Ruyven 79
Honselersdijk Tradepark Westonia 78

Bloemenveiling Aalsmeer
Aalsmeer 77
/ VBA site
Zwolle Marslanden 77
Barendrecht Dierenstein 76
Breda Heilaar 76
Venlo Venlo Trade Port 74
Table 4.2
Top 10 of core areas by exemption applications, source: RDW
4.2 Time of day

The following table shows the pattern of the daily use of LHVs. This shows that LHVs
are primarily used during the day between 06:00 and 19:00, and that their use is
lowest between 23:00 and 03:00.
90
During the day
79.7
80 75.4 76.3 Evening/night
70
60 56.8 57.6
Percentage of use
50
39.8
40
30
20
10
0
03:00 – 06:00 06:00 – 10:00 10:00 – 15:00 15:00 – 19:00 19:00 – 23:00 23:00 - 03:00
Period of the day
Figure 4.1
Average use of LHVs by period (LHV survey, 118 companies)
LHVs by period per market segment

Table 4.3 shows that in the ornamental horticulture market segment LHVs are
regularly used during the day and at night. Where the packaging sector is concerned
the LHVs are mostly used in the early morning and during the day. And in the
waste/bulk market segment, the LHVs are mainly used during the day. The use of
LHVs is related to the opening hours of clients and consumers.
Pagina 32 van 112

Period/market Ornamental
Retail Containers Waste/ Packaging Volume Other
segment horticulture
03:00-06:00 57% 57% 73% 36% 50% 50% 62%
06:00-10:00 77% 90% 67% 100% 83% 88% 62%
10:00-15:00 70% 81% 67% 100% 83% 88% 62%
15:00-19:00 75% 86% 73% 100% 33% 75% 69%
19:00-23:00 61% 62% 87% 36% 0% 50% 54%
23:00-03:00 43% 24% 73% 18% 0% 25% 62%
Table 4.3
Use of LHVs by period per market segment (LHV survey, 118 companies)
4.3 Effects of LHVs
Increasing use of LHVs

The use of LHVs in the Netherlands is still in a trial phase. In other words,
companies investing in LHVs face uncertainties with regard to the period during
which the use of their LHVs will (continue to) be authorised. Moreover, the
preconditions subject to which LHVs can be used may also be altered with each
extension of this period. Until now the trial has been extended successively and,
with the exception of a temporary period when the weight limit was reduced from 60
to 50 tonnes, the conditions subject to which LHVs could be used have become more
flexible; all except for the strict conditions that apply with regard to safety.
In spite of this uncertainty the number of LHVs has steadily increased and some
companies are still investing in new LHVs. On the one hand, this concerns
companies that, based on their experiences, see possibilities to expand their fleet
with LHVs. On the other hand, this stimulates competitors to consider using LHVs
and, where possible, to actually start using them. The decision of various
supermarket chains in the Netherlands to make greater use of LHVs has also
contributed to the growth.
The following figures are based on the web survey and the journey analysis.
Of the 302 LHVs, some 275 are used on a daily basis. In other words, 9% of LHVs
are not used daily. For example because the client’s order flow is not based on a
daily pattern. In this case regular vehicles are used.
Distances travelled
In accordance with the policy goal LHVs are mainly used between industrial sites,
ports and transhipment areas. This was also underlined by the questionnaire
whereby companies indicated that point-to-point transport was by far the most
frequently used (60%) journey pattern.
Journey pattern Percentage
Point – point transport 60.2%
Point – point, decoupling, multiple points 22.9%
Point – to multiple points (distribution journey) 22.0%
Point-to-point-to-point (combined journey) 23.7%
Table 4.4
Journey pattern (LHV survey, 118 companies)
Pagina 33 van 112

This concerns journeys along relatively long distances. LHVs travel an average of
416 kilometres per day or 104,000 kilometres annually. This distance corresponds
with the distance travelled by regular vehicles that previously performed this work.
For domestic journeys the annual average distance travelled is above the average
distance for domestic transport. Trucks drive between 80,000 and 90,000
kilometres per year. This is partly dependent on the market segment and the extent
to which these vehicles travel to city centres. As the character of the distribution
pattern rises, so does the annual distance travelled decrease towards 60,000
kilometres.
Load
Participating companies were asked to indicate the average LHV load on the
outbound and return journeys. Despite the higher volumes the pattern was similar
to that of regular vehicles.
Market segment Outbound journey Return journey
Retail 22 tonnes 18 tonnes
Containers 3 TEU 3 TEU
Ornamental horticulture 14 tonnes 11 tonnes
Waste/bulk 35 tonnes empty
Volume 14 tonnes 5 tonnes
Packaging 7 tonnes 5 tonnes
Other 26 tonnes 16 tonnes
Table 4.5
The average load of an LHV on the outbound and return journey (journey analysis, 51 companies)
Reduction in vehicle kilometres

As mentioned an LHV will typically drive an average of 104,000 kilometres per year.
This means that 397 LHVs will travel around 41 million kilometres in a year. With a
2:3 savings ratio this corresponds to a reduction of over 20 million kilometres
annually, or the equivalent to around 200 regular vehicles per year being taken off
the road. If these vehicles were to be lined up without gap between them, these 200
vehicles would collectively cover a distance of over five kilometres.
Fuel savings
LHVs consume an average of 10% more fuel than regular vehicles. Whereas regular
vehicles drive an average of 3.14 kilometres per litre, LHVs drive 2.85 kilometres
per litre. As a result total fuel savings amount to 5.2 million litres diesel.
4.4 Emissions
Carbon footprint
A trend can be observed among clients and shippers, in particular the big shippers,
whereby, within the foreseeable future, they desire to have a carbon footprint of the
transport sector. The chain must reduce its CO2 emissions. Expectations are that the
priority will mainly lie on intermodal transport, whereby as much as possible will
transported by rail and/or inland shipping. However, the road transport sector
should also aim to reduce its CO2 emissions. LHVs definitely play a role in the
reduction of CO2 emissions, both regarding road transport and in connecting to
intermodal transport. Additionally, methods to reduce emissions by LHVs by using
alternative fuels are currently also being investigated. LPG is one of the alternative
fuels that is being experimented with.
Pagina 34 van 112

As a result of using LHVs some 20 million vehicle kilometres are saved annually. To
assess the environmental effects STREAM1 indices have been used. The number of
kilometres saved is multiplied by the average of a container/non-bulk vehicle of over
20 tonnes and a truck plus trailer.
Emission in gram/km Container/Non Bulk > 20 tonne Container/Non Bulk truck plus trailer
CO2 824 733
NOx 9.23 7.92
PM10 0.2 0.161
SO2 0.013 0.011
Table 4.6
Indices to calculate emissions, source: STREAM CE Delft
The emission of contaminants is directly related to fuel consumption. A reduction in

fuel consumption directly leads to a reduction in CO2 and NOx emissions. The
production of fine particles (PM10) is related to the type of engine and fuel
consumption. Table 4.6 shows the savings in kilogram per emission.
Emission Savings in kg
CO2 16 million
NOx 177 thousand
PM10 3.7 thousand
SO2 0.25 thousand
Table 4.7
Reduction per emission
Noise effect
At the end of 2004 a noise measurement study was conducted on an LHV. This
involved a B-configuration vehicle equipped for transporting three TEU sea
containers. The measurements showed that this combination produced an increase
of approximately 0.8 dB(A) in noise emission in comparison with the regular vehicle
combination of two TEUs. These measurements were limited to sea containers and
were not conducted on other cargo types. According to a calculation in 2004 a
decline in the number of journeys as a result of the use of LHVs will yield a noise
reduction of 0.6 dB(A). At that time the conclusion was that this would result in an
almost undetectable noise reduction, as human beings are barely able to discern a
reduction of 1 dB(A) or less. In other words the noise effects from the use of LHVs
would be so limited that the effect from the use of LHVs can be deemed neutral.
4.5 Engine type

Looking at all market segments, nearly two-thirds of LHVs in the Netherlands are
pulled by a vehicle with a euro 5 engine. Almost 29% of vehicles has Euronorm 3.
This corresponds with developments in the market for regular vehicles.
1
STREAM, developed by CE Delft, is a database containing the emissions of different transportmiddelen.
Pagina 35 van 112

The fleet of LHVs in the retail market segment is ‘cleaner’ than the average fleet of
LHVs in the Netherlands; four out of five LHVs in this market segment have a Euro-5
engine.
100%
90%
80%
Retail
70%
Containers
60% Ornamental horticulture
Waste/bulk
50%
Volume
40% Packaging
Other
30%
All market segments
20%
10%
0%
Euro-3 Euro-4 Euro-5
Figure 4.2
Percentage of LHVs by Euronorm per market segment (LHV survey, 118 companies)
The engine type used in LHVs in the containers market segment differs slightly from
all other market segments, 36% of the LHV fleet has a Euro-3 engine, 15% has
Euro-4 and 49% has a Euro-5 engine. In view of the fact that the container market
has been involved in the pilot project since its introduction it is only logical that the
fleet of LHvs in this market segment is slightly older than in other segments. The
engine type in the LHV within this market segment is similar to that used in all
market segments.
The ‘waste/bulk transport’ market segment differs strongly from the other market
segments. Two-thirds of the LHV fleet has a Euro-3 engine and one third has a
Euro-5 engine. The low percentage of LHVs with a Euro-5 engine could be due to the
age of the LHV fleet in this sector: only 18% of LHVs in this sector were recently
purchased. Furthermore, the loading and unloading locations are generally situated
on industrial sites that generally do not have environmental zones.
4.6 Number of axles and axle load

The number of axles under a vehicle is dependent on the transported weight. The
lighter the transported goods (bulk goods like rock wool, ornamental horticulture, air
freight, express and electronic products) generally the lower the number of required
axles.
Just under 75% of LHVs belonging to the interviewed companies in the retail market
segment had seven or eight axles. Only one company – a transporter of light
household products – had an LHV with five axles. Twenty-five percent of companies
had one or more LHVs with six axles. The weight of cargo in this market segment
differed strongly, varying between four and 40 tonnes.
The LHVs in the container transport sector consist of vehicles with both nine and ten
axles. The benefit of vehicles with ten axles is that they have a lower axle load
which makes it easier to load the vehicle up to the maximum weight of 60 tonnes.
The 20ft sea containers, in particular, are relatively heavy and this makes it easier to
transport them.
Pagina 36 van 112

Nearly all LHVs in the ornamental horticulture market sector have six axles. Because
of the low relative density of the cargo, this is sufficient. The weight of the cargo of
a fully loaded LHV varies between six and 15 tonnes. The LHV companies in this
market segment do not have any operational problems with regard to staying under
the permitted weight. Only one company had an LHV with nine axles. This
concerned an LHV of the B configuration category which has three steerable axles.
In addition to ornamental horticulture products, the company also transports
vegetables and fruit. In order to make flexible use of these vehicles in different
market segments, the LHV is required to have more than six axles.
LHVs that primarily transport industrial and household waste are generally equipped
with seven or eight axles. LHVs that transport offal have eight or nine axles.
Figure 4.3 shows the average axle load per market segment. LHVs in the waste/bulk
market segment have the highest axle load. Given the fact that waste products
generally have a high specific gravity, this is in accordance with expectations. LHVs
in the container transport segment generally have a relatively low axle load. This
corresponds with the higher number of axles that LHVs in this sector are generally
equipped with. It also evident that LHVs in the ornamental horticulture sector, which
have a low axle load and a relatively limited number of axles, transport products
with a low relative density.
9.0
7.8
8.0
7.1
7.0
6.3
5.8
6.0
Average Axle load
5.0
4.3
4.0 3.5 3.4
3.0
2.0
1.0
0.0
Retail Containers Ornamental Waste/bulk Volume Packaging Other
horticulture
Market segment
Figure 4.3
The average axle load per market segment (journey analysis, 51 companies)
4.7 Reverse modal shift

A reverse modal shift refers to a situation in which goods are first transported by rail
or inland shipping and subsequently transported by road transport. During the
interviews respondents were asked whether they considered a reverse modal shift
to be likely. The transporters unanimously agreed that a reverse modal shift would
Pagina 37 van 112

not occur. This is also evidenced by the journey analysis. LHVs are only used as a
replacement for regular road transport. Among the majority of companies two LHV
journeys correspond to three regular journeys. Because this concerns regular goods
flows, for example from a production location or supplier to a distribution centre, the
LHVs are used in a similar way as regular vehicles. This means an increase in road
transport efficiency. The transported volume remains the same, but, where empty
vehicle kilometres on the return journey used to be frequent, due to the use of LHVs
the number of empty vehicle kilometres has declined.
The fact that road transport is dominant in the retail and ornamental horticulture
market segments is due to aspects such as speed and accessibility. For the transport
between seaports and inland terminals, the container transport sector mainly relies
on inland shipping and rail. Due to the need for rapid delivery (for example for high
value products) a small percentage is transported via road.
If international transport with LHVs is authorised, then the container transporters do

not expect any competition between rail and road transport on long distances either.
This is mainly because, from an economic standpoint, a good intermodal connection
will continue to be more appealing than road transport with LHVs.
The previous monitoring study also showed that a reverse modal shift is unlikely to
occur.
Pagina 38 van 112

5 Market segment: retail
One of the innovations of the B configuration: a truck with two city-

trailers with normal rear closure loading flaps whereby it makes no
difference which trailer is coupled in front and in the rear.
The retail market segment is the fastest growing market segment in

the Dutch LHV transport. Looking at the future, the greatest growth
is also expected to occur in this area. Some 44 transporters and
shippers that are active in the retail sector participated with a total
of 120 LHVs.
5.1 The market
Within this market segment, LHVs are used on three route types:
• Firstly, the route between the manufacturer and their distribution centre and/or –
if the distribution activities are outsourced – the logistical service provider’s
distribution centre.
• Secondly, the route between the manufacturer’s and/or logistics service provider’s
distribution centre, and the retailer’s distribution centre.
• Thirdly, the route between the retailer’s distribution centre and, after being
decoupled, the retailer’s shops.
Products in the retail market that are transported with LHVs can broadly be divided
into foods and household articles. Thus far, companies within this market segment
have rated the use of LHVs as varying between good and very good. The presence
of large transport flows between the hubs mentioned proved to be an important
reason for using LHVs.
Pagina 39 van 112

Clients in this market segment are mostly supermarket chains, retail chains for
household articles, and food wholesalers. These companies include Albert Hein,
C1000, Spar, and Jumbo, but also Blokker and Zeeman.
50%
40%
30%
percentage
Retail
20%
All market segments
10%
0%
A configuration B configuration C configuration D configuartion E configuration
Figure 5.1
Percentage of LHVs by configuration, container market segment and all market segments (LHV survey, 44 companies)
5.2 LHV companies

Companies that are active in the retail sector are characterised as a mixed group.
This includes transport companies that have specialised in a market segment such
as vegetables and fruit, but also companies that work directly for supermarket
chains. And lastly, companies that transport products from the non-food sector. It is
nearly always the transporters themselves who have taken the initiative to start
using LHVs.
Most companies have between one and ten LHVs, and nearly 50% of them have one
LHV.
Number of LHVs Number of companies in retail
1 19
2 9
3 1
4 6
5 4
6 2
7 2
10 1
Table 5.1
Number of companies by number of LHVs (LHV survey, 44 companies)
From 2004 onwards at least one company has started purchasing LHVs. The year
2009 was a peak year. In that year 15 companies started using an LHV.
Pagina 40 van 112

50
45
40
35
All companies
30
Started using LHVs in the yearr
25
Cumulative
20
15
10
0
2001 2002 2004 2005 2006 2007 2008 2009 2010
Year
Figure 5.2
Development of the number of LHV retail companies per year (LHV survey, 44 companies)
5.3 Type of vehicles

The configuration types that are most widely used in this market segment are the A
and D configuration. The LHV B configuration is also used. Transporters that used
the last-mentioned configuration all operate in the retail distribution sector, this
concerns a relatively recent innovation. The C and E configurations are hardly used.
The interviewed companies that indicated that they use a B configuration vehicle
– eight in total – said that they had purchased the following versions:
• D-Tec Burgers
• 2-City
• Combitrain
• triCS
D-Tec Burgers, a bodywork specialist, has introduced two types on the market,
namely one with a front trailer 8.20 metres in length and a rear trailer, with two or
three axles, that is 13.60 metres in length. The second type is a combination with
two 10.5 metre long city trailers. The LHV can also be fitted with steerable axles.
The trailers are coupled via a dolly with one or two axles.
In 2009 a group of bodywork companies, Van Holten/Stam/Broshuis, introduced the

2-City type with two 10.4 m long trailers. Both trailers are steered, which means
that goods no longer have to be transferred from the LHV to city trailers or other
vehicles on behalf of city distribution. The two identical trailers are coupled via a
single axle steered dolly.
Over the past years manufacturers, suppliers and rental companies have started
putting a new version of the B-configuration LHV on the market. This concerns an
LHV without a separate dolly. One such rental company is Twan Heetkamp. This
company introduced a type with a short extendable trailer with two axles. A 7.80
metre long container is positioned on the trailer. After locking the trailer’s brakes
and unlocking the sliding system, the driver can extend the trailer. This allows it to
function as a dolly. A normal 13.60 metre trailer can now be coupled to the
turntable. In addition to a version with two rigid axles, another version has a
steered rear axle.
Pagina 41 van 112

In 2009 the manufacturer Tracon Trailers put the Combitrain on the market. This
type of LHV has a front trailer that is equipped with an extendable axle system.
When the axle is retracted one or two axles are lifted to create a city trailer. If the
axle is extended and lowered a successive trailer can be coupled. The rear trailer
can be a standard City trailer.
Two other suppliers, Jumbo and Heiwo, have put the ‘TrICS’ type on the market. The
axles of the front trailer can be moved backwards to reveal a turntable for the
second trailer. TrICS stands for Trailer Integrated Coupling System. Both axles on
the first trailer and the two rear axles on the second trailer can be steered
electronically.
Figure 5.3
The combitrain variant
5.4 Use of LHVs

The use of LHVs within this market segment corresponds to the average use of LHVs
in the Netherlands. Three-quarters of the companies use the LHV during the day
– between 06:00 and 19:00. Around half of the companies use the LHV during the
night-time hours. The night-time is mainly used for transport between distribution
centres. During the day, the LHVs are also used for retail distribution.
Period/market segment Retail All market segments

03:00-06:00 57% 57%
06:00-10:00 77% 80%
10:00-15:00 70% 75%
15:00-19:00 75% 76%
19:00-23:00 61% 58%
23:00-03:00 43% 40%
Table 5.2
Use of LHVs by period (LHV survey, 44 companies and 118 companies)
Around two-thirds of the transporters said that they use LHVs in shuttle format
(point-to-point transport). This form of transport essentially comprises shuttling
between two distribution centres. This percentage is similar to that across all market
segments. The LHVs generally decouple during the journey and subsequently drive
to multiple points. This occurs more frequently in this market segment than on
average in all market segments as a whole. This is explicable due to the fact that in
addition to driving between distribution centres, the LHVs are also used for retail
distribution. Combination journeys to multiple loading /unloading points is a rare
occurrence in this market segment. The routes are spread out throughout the
Netherlands. Both short and long journeys are made. With the exception a few
companies, all respondents stated that they transport return cargo from the
Pagina 42 van 112

destination and/or the vicinity of the destination to the point of departure and/or
vicinity of the departure point. This return cargo often includes a combination of
retail products (returned articles or other kinds of consumer articles) and packaging
materials.
This market segment did not require any drastic changes within the logistical chain
to be able to accommodate LHVs. However, shippers and recipients must take into
account that they provide sufficient space for LHVs to load and unload at the loading
docks. Some clients in the retail market admitted that they prefer to receive LHVs
instead of regular combinations. These companies increasingly organised their
logistical process to accommodate the shipping and receipt of goods via LHVs.
Communication within the chain is very important, among these companies but
particularly among companies that have not yet made adjustments. If a company
fails to give timely notification regarding the loading or unloading of an LHV this can
place a huge burden on the logistics planning, for example on the available space.
All market
Retail
segments
journey pattern point-to-point 64% 60%
journey pattern point-to-point-decoupling-multiple points 36% 23%
journey pattern punt-multiple points 16% 22%
journey pattern point-to-point-to-point (combined) 14% 24%
Table 5.3
Journey pattern of LHVs (LHV survey, 44 companies and 118 companies)
5.5 Savings and investments

Two-thirds of interviewed companies indicated that most cost savings are made on
the costs of drivers. One quarter of companies said that they save most on fuel.
LHVs in this market segment use around 5% to 10% more fuel than a regular
combination. But as LHVs can carry 50% to 60% more volume than regular
transport vehicles, this results in considerable savings. In the supermarket
distribution – whereby the wheeled container is the primary carrier – the volume
benefits of the newest variant of the B configuration can reach over 60%.
Nevertheless for some companies especially in retail distribution, savings are too
modest. This is primarily due to the fact that the distance between decoupling points
and shops is so large that this reduces the savings, and that the purchase price of
the new LHV configurations is much higher than of the old configurations.
For D configurations the main investment concerns the purchase of the dolly, which
costs approximately 20,000 euro. For companies using A-configuration vehicles,
depending on the available equipment, the conversion costs can vary between 3,500
and 8,500 euro. In any case, the required extra facilities must be installed. These
include an axle load measuring system, side protection between the wheels and a
mirror kit in accordance with the latest European regulations.
The supermarket distribution sector faces potentially high costs. This is certainly
true for chilled/frozen cargo. New configurations, with or without a truck, require
investments of between 200,000 and 300,000 euro. Bodywork specialists offer a
huge range of products. An important aspect here is the distance between the axles,
as this determines whether a steerable system is required due to the extra fifth
Pagina 43 van 112

wheel coupler pressure. The costs of trailers vary between 65,000 and 100,000
euro, depending on the type of cooling, loading flap and the type and number of
axles.
All market
Retail
segments
Fuel costs 27.3% 28%
Driver costs 65.9% 61%
Other cost item 6.8% 11%
Total 100% 100%
Table 5.4
Percentage of LHV companies by greatest cost saving through the use of LHVs
(LHV survey, 44 companies and 118 companies)
Pagina 44 van 112

Peter Appel Case

Peter Appel, established in Middenmeer, has a fleet of seven LHVs. In 2005 the
company started with two LHVs, and from September 2010 it had three D
configuration LHVs. The company’s current fleet also includes four B configuration
LHVs, one of which with a separate dolly and three with a so-called automatic
extending system. The last-mentioned vehicle does not require a separate dolly.
These four LHVs all have a Euro-5 engine. Peter Appel operates in the retail market
segment. After stocking distribution centres, the LHVs decouple and then stock
supermarkets. D-configuration LHVs provide the transport between distribution
centres, and B-configuration vehicles are used for retail distribution. All LHVs are
used to their maximum capacity: if possible seven days a week and 24 hours a day.
In the Netherlands, the LHVs drive between distribution centres in a north to south
direction, and vice versa. The cargo consists of a mix of products that are sold in the
supermarket. The distribution journeys to the supermarket(s) differ per trip. After
being loaded at a distribution centre, the LHV drives to a decoupling point at the
edge of a city (Venlo, Maastricht and Amsterdam areas). At this location the LHV is
split into two, the vehicle drives on to a supermarket in a nearby city. Another
vehicle transports the second (city) trailer to a different store. After unloading, both
vehicles return to the decoupling point carrying return goods and packaging
material. The trailers are subsequently re-coupled to form a single LHV and then
drive back to the distribution centre. The efficiency gains are achieved with the
automatic extending system instead of using a seperate dolly. The distribution
centre must be prepared for the LHV’s arrival. This is because some distribution
centres only have a limited number of loading docks to process LHVs. Next to return
goods and packaging material from the shops, the LHV also frequently transports
cargo from manufacturers based in the surrounding area. To maximise savings the
LHV should only be used on distances with a radius of at least 150 kilometres.
The company’s experiences with the LHV are positive, and the management is
considering expanding the LHV fleet. However, a large part of Peter Appel’s fleet
cannot be replaced by LHVs. This is because the majority of the transport occurs on
short distances, and therefore the savings will be too low to justify the investments.
Because of its versatility, the company considers the B-configuration vehicle to have
the biggest potential for distribution transport.
Pagina 45 van 112

5.6 International use and future expectations

Over two-thirds of the interviewed LHV companies in this market segment indicated
that, if authorised, they would use LHVs for international transport. This percentage
is in line with the average across all market segments. This desire to use LHVs
internationally is remarkable, because two-thirds of the interviewed companies
presently make less than 25% over their turnover from international transport.
Within this market segment there are certainly opportunities for using LHVs for
international transport. Over 16% of the companies in this market segment – which
is slightly higher than average across all market segments – indicated that they will
not use the opportunity to use LHVs internationally.
Percentage of retail
Yes
No
Unforseeable
Percentage of all
companies
0% 20% 40% 60% 80% 100%
Figure 5.3
International use of LHVs (LHV survey, 44 companies and 118 companies)
The survey showed that companies are divided on the question of what the
minimum required weight for LHVs on international transport should be. Half of the
companies think that a weight of less than 50 tonnes will suffice, whereas the other
half require at least 50 tonnes to use LHVs internationally. The division in this
market segment is similar to the average picture across all market segments.
Retail
All companies
14.30%
28.60% 25.50%
27.50%
< 44 tonnes
44 - 50 tonnes
< 44 tonnes
50 - 55 tonnes
44 - 50 tonnes
> 55 tonnes
50 - 55 tonnes
> 55 tonnes
37.10%
20% 20.50% 26.50%
Figure 5.4
Minimum required weight limit for international transport (LHV survey, 44 companies and 118 companies)
Pagina 46 van 112

Companies in this market segment that currently use LHVs were asked how many
extra LHVs they expect to deploy until the year 2015. According to the responses
they collectively expect to deploy 152 extra LHVs.
This expected expansion is more than double the current number and in absolute
numbers – across all market segments – this is by far the biggest increase. This
growth is primarily expected to occur in transport between the manufacturer and
retailer, and between distribution centre and, after decoupling, and shops. However,
the biggest growth is expected to occur among companies in retail distribution.
The figure below shows that around half of the LHV companies expect the
percentage of LHVs to remain under 5% of the total fleet of vehicles. One quarter of
the companies indicated that they expect the percentage of LHVs to increase to
more than 15%. These are mainly companies that are active in retail distribution.
50%
45%
40%
35%
30%
Retail
25%
All companies
20%
15%
10%
5%
0%
0-5% 5-10% 10-15% >15%
Figure 5.5
Future percentage of LHV transport (LHV survey, 44 companies and 118 companies)
Pagina 47 van 112

Pagina 48 van 112

6 Market segment: container transport
The photo below shows a B-double with ten axles, this is the most widely used type
of LHV in the container transport sector.
Within this market segment, a total of 21 companies and 61 LHVs are taking part in
the trial. One of the companies is established in Germany and drives its LHV in the
Netherlands.
6.1 The market

In the Netherlands, the container transport sector took the initiative to start using
LHVs. Koos Overdevest (KOV) Vervoer, a transport company from Nootdorp
pioneered this initiative and directly participated in the first trial in 2001. The part of
the road network that was used for the trial was limited to a number of designated
routes. During the first years this route ran from the port of Rotterdam to
Bodegraven. Various other transport companies subsequently started using LHVs.
According to the state of play, based on the questionnaire that was conducted for
this study, 21 companies in the container transport sector currently make use of
LHVs.
Figure 6.1 shows the number of container transport companies that use LHVs. The
years 2004 and 2008 saw a rise in the number of new participants. Upon
commencement of the second trial phase in 2004, five companies registered, and
during the course of 2008, when the weight limit once again increased from 50 to
60 tonnes, another six companies joined. According to the interviews the reason
that other companies postponed their investment in an LHV was because of the
weight restriction. In the other years, the increase in registrations fluctuated
between one and two companies.
Pagina 49 van 112

25
20
number of companies
15
Started using LHVs in the year
Cumulative
10
0
2001 2002 2004 2005 2006 2007 2008 2009 2010
Year
Figure 6.1
Development of the number of LHV container companies per year (LHV survey, 21 companies)
It can be concluded that all companies that deploy LHVs operate in the maritime
container segment. The companies indicated that they are not active in the
continental container/loading unit segment because they are not permitted to use
LHVs to transport 45ft containers. The companies use the ports as a base of
operations to organise journeys. All journeys are carried out from Rotterdam.
The most frequently used combination of loading units on the LHV is a 20ft and 40ft
container. Companies are permitted to transport 45ft containers, however in
accordance with the preconditions, the vehicle will need to be modified first. [Om
aan de “kingpin setback” te voldoen some shipping companies have afgehoekt] the
45ft containers.
As the container transport sector generally ships heavy cargo, a number of

companies put off their investments in LHVs until it was certain that the maximum
cargo capacity would be set at 60 tonnes. The container transport sector considers a
maximum cargo capacity of 50 tonnes to be too restrictive. In this case, because of
the vehicle’s own weight – which ranges between 20 and 25 tonnes - the cargo
capacity is too limited. Some companies even consider 60 tonnes to be too
restrictive. Transporters are often confronted with a vehicle that is loaded too
heavily because the shipper has failed to give the correct weight of the cargo in the
container.
6.2 LHV companies

The container transport sector that uses LHVs can be divided into three types of
companies:
1. the transport companies that exclusively use LHVs in the Netherlands, and
manage to achieve a gains in efficiency by combining journeys to customers;
2. the mainly small transport companies that manage to achieve a gains in efficiency
by combining journeys to customers, and also transports goods/products
internationally, whereby the LHVs are decoupled at the Dutch border;
3. the terminal operator in the hinterland that, in addition to transport by train and/
or inland vessels, manages part of the port-related transport via road transport;
Pagina 50 van 112

The transport companies mentioned under points 1. and 2. organise their journeys
in such a way that they can serve multiple customers with just one LHV. This is done
by delivering a full or empty container and collecting the full or empty container
several hours later on the same day. Unlike in other forms of road transport,
vehicles in the container transport sector hardly ever ‘run empty’, meaning the
vehicle returns without cargo. This is for the simple reason that empty containers
also cost money to transport. Companies often lack the time to organise the
journeys in one day, especially where long journeys are concerned. In these cases,
the vehicle is loaded on the evening before the journey. The transport companies
indicated that LHVs hardly ever serve just one client. During the round trip the LHVs
generally serve multiple clients, usually two. Clients rarely offer more than one
container for transport. Even though, in some cases, transporters offer a discount
for LHV transport, clients hardly make use of this. Another striking fact is that the
large transport companies almost exclusively operate nationally.
The small transport companies, as mentioned under point 2, use LHVs for
international transport, primarily to the Ruhr area in Germany and occasionally also
to Belgium. When conducting international transport, the LHVs decouple at the
Dutch border and continue their journey in smaller units. After delivery, they return
to the decoupling point and then pick up the next container. The distances travelled
beyond the border are usually limited to 60 kilometres.
On behalf of two terminal operators in the hinterland, the third type of transporter
(namely Barge Terminal Tilburg (BTT) and Container Terminal Twente (CTT)), LHVs
are deployed between the terminal and Rotterdam. Eighty percent of the cargo
shipped via the aforementioned operators is transported by rail and/or inland
shipping. The other 20% is shipped via road transport; around 5 to 10% of which
via LHVs and the rest via conventional road transport. LHV cargo is always taken
directly to the terminal. Whereas vehicles on conventional journeys generally drive
straight to the client.
During weekdays both terminals have two LHVs that constantly drive between the
terminal and Rotterdam. Part of the containers are always shipped via the road, this
is because of the processing of “fast” containers from and to the port. So-called fast
containers are containers that must be delivered to the client shortly after arrival in
the port. In this case, the client is literally waiting for their cargo. In opposite
direction, some containers must be delivered to the port in the short possible time
because, in accordance with the container service’s sailing schedule, they must be
ready for shipping on time. LHVs are ideal for point-to-point transport. The LHV is
always loaded or unloaded at the inland terminal. During the stage prior to and after
transport by LHV the client is served with a conventional vehicle. Due to a lack of
space or storage facilities at their own site, most clients do not want LHVs to drive
to their location.
Pagina 51 van 112

The following table shows the number of LHVs that the 21 companies have. Twenty
companies have five or less LHVs. One of the terminal operators has 12 LHVs. It
should be remarked that some of the equipment is regularly exchanged and not all
vehicle units are used as LHVs on a daily basis.
Number of companies in the container market Number of LHVs
6 1
5 2
4 3
4 4
1 5
1 12
21 61
Table 6.1
Number of companies by the number of LHVs (LHV survey, 21 companies)
LHV companies in the container transport sector generate a large part of their
revenue from international transport, eight of the 21 (38%) companies generate
over 25% of their total turnover from international transport. The other 13 (62%)
companies generate 0-25% of their turnover from international transport. It is
striking that two of the large companies (over 100 vehicles) almost exclusively
operate domestically.

According to the survey, 21 container companies deploy 61 LHVs. Around 64% of
the configurations comprise B-type vehicles; these are also referred to as B-doubles.
Around 31% of the LHVs consist of D-configuration vehicles. And vehicles with a C
configuration only make up 5% of the total deployed LHVs.
Another recent development observed in this sector is the combined use of combi-
trailers and normal 40ft trailers. In this case the trailer is only used for 40ft
containers. The trailer is relatively light, allowing for heavier cargoes to be
transported. During the interviews that were conducted on behalf of this study, the
companies indicated that the purchase costs of this configuration are lower, and
according to expectations will used more frequently in the future. Until now,
B-doubles with two combi-trailers are mainly used to load and unload the three 20ft
containers. A B-double with two 2 combi-trailers requires an investment of 100.000
Euro more than the amount invested in a regular truck. A B-double with a
conventional 40ft trailer costs 80.000 Euro extra.
Pagina 52 van 112

50%
40%
30%
percentage
Container
20%
All market segments
10%
0%
A configuration B configuration C configuration D configuration E configuration
Figure 6.2
Percentage of LHVs by configuration, the container market segment and all market segments
6.4 Use of LHVs

The following table illustrates how LHVs are used during the day, whereby
companies broadly indicated the periods when the LHVs are used. Generally
speaking, LHVs in the container transport sector work long days. The use of LHVs in
this sector is slightly higher than the average across all market segments. This is
due to the long hours that the LHVs make. The LHVs head out early to avoid early-
morning congestion.
100%
90%
80%
70%
60%
Containers
50%
All companies
40%
30%
20%
10%
0%
03:00 - 06:00 06:00 - 10:00 10:00 - 15:00 15:00 - 19:00 19:00 - 23:00 23:00 - 03:00
Figure 6.3
Fifty-seven percent of the transporters indicated that they use LHVs for point-to-
point transport. When viewed across all market segments, this percentage is slightly
higher. Next to point-to-point transport, a lot of combined journeys are made.
Recipients hardly ever receive multiple containers in one journey. On regular
journeys, the transporter generally serves numerous clients during a single journey.
Pagina 53 van 112

Companies that use LHVs to transport containers and serve multiple clients will
often load the vehicle in the evening. As a result the distribution journey can be
completed in one day.
Ports are increasingly better equipped to handle the transport of LHVs. Most ports
have modified loading facilities where LHVs can be loaded.
100%
90%
80%
70%
60%
Containers
50%
All companies
40%
30%
20%
10%
0%
Point-point Point-point decoupling Point - multiple points Point-point-point (combined)
multiple points
Figure 6.4
Journey pattern of LHVs (LHV survey, 21 companies and 118 companies)
Routes
By combining journeys to multiple clients, LHVs can manage to save on other costs.
This is where efficiency gains are achieved. However, the container market is faced
with relatively low margins, so using LHVs is one way to increase returns in a
difficult market. Now that the LHV has become a familiar concept margins are also
declining here, and shippers are responding to this development.
Pagina 54 van 112

Barge Terminal Tilburg Case

Most of BTT’s (Barge Terminal Tilburg) clients are located in the Brabant region. A
relatively high share of the goods shipped via containers consist of high-grade goods
(electronics from Philips, Sony, Samsung, etcetera). The company focuses on
intermodal transport: 75% is shipped via rail or inland shipping, 25% is shipped via
the road. In total around 10% is shipped by LHVs. The LHVs are only used on the
route to Rotterdam. The LHVs are 100% utilised with full /empty containers. BTT´s
main clients are situated in the port of Rotterdam, a very small share of the goods is
transported via the port of Antwerp. BTT processes some 120,000 containers per
year.
BTT serves a large part of regional clients by road transport, a small share is
transported by rail to Eindhoven and beyond. Shipments to and from regional clients
are primarily carried out with one or two TEU trucks, LHVs are only rarely used for
shipments to clients. This is because they do not want to receive three containers at
a time. One container is delivered on demand, so in this sense BTT fulfils a storage
function.
BTT uses road transport, and so also LHVs, for containers that need to be shipped to
and from the port of Rotterdam within the shortest possible time. If the use of LHVs
would be authorised for international transport the company would use them for
transport to and from the port of Antwerp.
Pagina 55 van 112

6.5 Investments and savings
Investments
All companies in the container market sector indicated that equipment constitutes
the biggest share of their investments. To use the D configuration, the company
must purchase a separate dolly (around €20,000) and trailer. The extra costs
amount to €100,000. The standard B configuration also requires an extra
investment of €100,000. A B-configuration vehicle plus a standard 40ft trailer are
often used to reduce costs. The sector increasingly relies on combinations of 20 and
40ft containers, as a result of which this cheaper option is more appealing. This
option costs €80,000.
Savings
LHV companies in the container transport sector indicated that they save most on
driver costs and subsequently on fuel. Savings on fuel costs through the use of LHVs
vary between 10% and 15%. The ‘other cost items’ usually include a combination of
driver costs and fuel costs.
All market
Container
segments
Fuel costs 33% 28%
Driver costs 52% 61%
Other cost item 15% 11%

Total 100% 100%
Table 6.2
Percentage of LHV companies by biggest saving through the use of LHVs

Seventy-six percent of interviewed LHV companies in this container market indicated
that, if authorised, they will seize the opportunity to use LHVs for international
transport. This percentage is higher than the average across all market segments.
Some of the companies already use LHVs for transports to Germany, mainly the
Ruhr area. The LHVs will decouple among others at Venlo and Arnhem.
Pagina 56 van 112

Percentage
containers
Yes
No
Unforseeable
Percentage all
companies
0% 20% 40% 60% 80% 100%
Figure 6.5
Vehicle weight is an important aspect in the debate on the use of LHvs for
international transport. Because of the different views of European member states,
a maximum vehicle weight of 60 tonnes will not be politically feasible. According to
expectations the potential maximum weight will 44 tonnes, and might even be as
high as 50 tonnes. According to most transporters, this is too low. The survey
revealed that there is clearly a need for an allowable weight of over 50 tonnes.
Companies that expressed an interest in international transport were asked to state
the minimum required weight. According to the answers, one in three companies
would consider a total weight of between 44 and 50 tonnes to be sufficient, around
four out of ten indicated that the optimal vehicle weight would be between 50 and
55 tonnes, and one third said that they would require more than 55 tonnes. The
companies also explained that it is possible to combine cargoes. Empty containers
play an essential in planning journeys.
Transporters also observed that, on long distances, in the international markets,

LHVs are barely or not able to compete with intermodal rail transport. According to
expectations, it is more likely for the modalities to supplement each other than to
compete with each other. The road transport companies do not consider themselves
to be an alternative for rail or inland shipping on longer distances.
Figure 6.6
Minimum required weight limit for international transport (LHV survey, 21 companies and 118 companies )
Pagina 57 van 112

Companies that currently use LHVs were asked how many extra LHVs they expect to
deploy until 2015. The following table shows that over four out of ten LHV
companies expect LHVs to constitute more than 15% of the total fleet. In other
words, for companies in the container market the LHVs serve to replace part of their
regular fleet of vehicles. The respondents did express the expectation that the
international road transport of containers will serve as a catalyst to use LHVs.
50%
45%
40%
35%
30%
Container
25% All companies
20%
15%
10%
5%
0%
0-5% 5-10% 10-15% >15%
Figure 6.7
Future percentage of LHV transport (LHV survey, 21 companies and 118 companies)
Pagina 58 van 112

7 Market segment: ornamental horticulture
Fifteen companies in the ornamental horticulture sector participated in the study.

They collectively deploy 44 LHVs. This sector mainly relies on A- and D-configuration
vehicles. The use of the A configuration, consisting of a truck plus trailer and tipping
trailer, is characteristic of this sector. The tipping trailer usually has a loading and
unloading system.
7.1 The market

Figure 7.1 shows a diagram of the logistics chain of the ornamental horticulture
sector. Around 90% of cut flowers grown in the Netherlands are transported to
auctions, the remaining 10% is shipped directly to exporters and the retail trade. At
the auction, the products are auctioned together with imported ornamental
horticulture products and subsequently transported to the buyers (exporters). The
LHvs are mainly used between the flower auctions and exporters, between growers
and flower auctions and also between the Dutch airports. In practice, the transport
between the flower auction and exporter concerns transport between the different
flower auctions themselves (inter-auction transport), because the exporters are
generally located on the site of the flower auctions.
So far, companies in this market segment have responded positively to the use of
LHVs. The development of ‘long-distance buying’ proved an important cause of the
increased use of LHVs. As buyers are no longer physically present at each flower
auction, they now buy products simultaneously from all the flower auctions from one
location. This means that companies using their own form of transport has declined
in favour of haulage firms. Haulage firms transport products collectively between
auctions, thus making it easier to combine flows of ornamental horticulture
products. Because of the constant flow of ornamental horticulture products to the
different flower auctions and the low relative density of the cargo, it is very
appealing to use LHvs on these routes. As LHVs can carry over 60% more volume
than regular vehicles, this offers a significant savings potential. Furthermore, the
interviewed companies in this sector indicated that client retention and gaining a
leading over competitors were two important aspects that played a role in the
Pagina 59 van 112

decision to purchase LHVs. The clients in this market segment are growers/market
gardeners for the transport from production locations to the flower auctions and
exporters with regard to the so-called ‘inter-auction transport’.
Grower Auctions Retail

trade NL
Suppliers
Wholesale Consumers
Foreign Foreign
Exporters
growers sales
channels
Direction of ornamental horticultural products Developments in the chain Direction of products from suppliers
Figure 7.1
The ornamental horticulture chain
Source: the economic strength of agricultural food in the Netherlands (2007), FloraHolland (2009)
The main ornamental horticulture production centres are located in the Westonia,
Aalsmeer, Rijnsburg and in the triangle of Bleiswijk, Berkel and Rodenrijs, and
Bergschenhoek. The flower auctions are located in Aalsmeer, Bleiswijk, Eelde,
Naaldwijk, Rijnsburg and Venlo. This year, the auction location in Venlo will be shut
down and relocated to Herongen in Germany. This is close to the current location in
Venlo. Figure 7.2 provides an overview of the flower auction locations.
Pagina 60 van 112

Floraholland Eelde
Floraholland Aalsmeer
Floraholland Rijnsburg
Floraholland Bleiswijk
Floraholland Naaldwijk
Floraholland Venlo
Figure 7.2
Auction locations in the Netherlands
7.2 LHV companies

The following diagram shows the 18 companies that currently operate one or more
LHVs. The number of LHVs varies per company and ranges from one to 11. Twenty
percent of these companies have one LHV. The transporter is responsible for taking
the initiative to purchase the LHV. From 2004 onwards at least one company started
purchasing LHVs.
Pagina 61 van 112

20
15
number of companies

10
Cumulative
0
2001 2002 2004 2005 2006 2007 2008 2009
Year
Table 7.3
Development of the number of LHV ornamental horticulture companies per year (LHV survey, 15 companies)
Number of companies in the ornamental

Number of LHVs
horticultural market
3 1
7 2
2 3
1 4
1 6
1 11
Table 7.1

The A and D configurations are the most widely used types in this market segment.
Around half of the LHVs in this market segment fall under the A configuration
category, and the other half in the D configuration category. Several companies
indicated that they are experimenting with both configurations, and will
subsequently choose one of the available options. One company has an LHV from
the category B configuration and one company an LHV from the category C
configuration. These configurations are both strongly similar to the D configuration,
the only difference being that the front loading section does not include a truck but
a trailer (B configuration) and the LHV is slightly shorter than 25.25 metres (C
configuration).
Pagina 62 van 112

50%
40%
30%
percentage
Ornamental horticulture
20%
All market segments
10%
0%
A configuration B configuration C configuration D configuration E configuration
Figure 7.4
Percentage LHVs by configuration (LHV survey, 15 companies and 118 companies)
7.4 Use of LHVs

Within this market segment, LHVs were constantly deployed during the week. Their
daytime use differed from the overall picture across all market segments. During the
night-time hours the LHV was used (much) more intensively than as observed on
average across all market segments. Within the ornamental horticulture market
segment, the LHV was used less frequently during the day than during the evening
and night. Three-quarters of the companies used LHVs throughout the night.
Furthermore, at least two-thirds of the companies used LHVs during the day. The
night-time was mainly used to transport ornamental horticulture products from the
grower to the auction. The daytime was primarily used to ship products from the
auction to the buyer (inter-auction transport). Where inter-auction transport was
concerned, the LHV was nearly always fully loaded with ornamental horticulture
products, and sometimes also empty carriers (auction carts and packaging).
Slightly more than half of the transporters indicated that they used LHVs for point-
to-point transport. This percentage corresponds with the percentage across all
market segments. As opposed to the picture across all market segments – in this
market segment the vehicles hardly ever decoupled during the journey and
subsequently drove to multiple points. One of the companies that indicated that
they do apply this journey pattern is hardly active in the auction transport sector,
however they do operate in a niche market in the ornamental horticulture sector,
namely the transport of fertilisers between different distribution centres.
Additionally, slight over 50% of the companies indicated that they drove between
more than two auctions.
Most of the required modifications to accommodate LHVs within this market

segment’s logistics chain concerned the auctions. This involved a technical
modification to the street section for the loading docks. Furthermore, several LHV
companies were required to relocate to a different area on the auction site offering
sufficient space for the large number of auction carts that are ready to be loaded.
The loading and unloading facilities for LHVs at the growers’ locations could also be
improved.
Pagina 63 van 112

100%
90%
80%
70%
60%
50%
All companies
40%
30%
20%
10%
0%
03:00 - 06:00 06:00 - 10:00 10:00 - 15:00 15:00 - 19:00 19:00 - 23:00 23:00 - 03:00
Figure 7.5
Use of LHVs by period during the day (LHV survey, 15 companies and 118 companies)
100%
90%
80%
70%
60%
50% All companies
40%
30%
20%
10%
0%
punt-punt punt-punt onkoppeling punt - meerdere punten punt-punt-punt (combinatie)
meerdere punten
Figure 7.6
LHV journey pattern (LHV survey, 15 companies and 118 companies)
Routes
Most of the routes run between the different auction areas. This mainly concerns the
area between Aalsmeer, Rijnsburg, Bleiswijk and Naaldwijk, and also between these
locations and the auctions and/or horticultural areas in Eelde and Venlo. The LHVs
are deployed between Maastricht Airport and Schiphol Airport.
Pagina 64 van 112

7.5 Investments and savings

Around half of all LHV companies in this market segment achieved the greatest cost
savings on the costs of drivers. The following table clearly demonstrates this. Across
all market segments, this percentage is slightly higher. A quarter of the companies
in this sector indicated that – in line with the picture across all market segments –
they save most on fuel costs. The LHVs in this market segment hardly consume
more fuel than regular combinations. As a result, this can lead to considerable fuel
savings per transported product. Just over 25% of the companies indicated that
their greatest cost savings come from other cost items. Examples of these cost
items include savings on the purchase of extra equipment (regular trucks) and
hiring charters.
LHVs can carry 50 to 60% more volume than regular transport vehicles in this
sector. By using the system of loading and unloading doors, the loading and
unloading of the LHV only requires several minutes longer than regular vehicles do.
All market segments
market segment
Fuel 27% 28%
Drivers 47% 61%
Total 100% 100%
Table 7.2
Percentage of LHV companies by greatest saving from the use of LHVs
Investments
Around 80% of the companies indicated that the equipment constitutes the largest
share of the investment in terms of deploying the LHV. A few companies indicated
that organisational coordination and the cost of drivers constitute the biggest
investments. This is reasonably in line with the overall picture across all market
segments.
Pagina 65 van 112

Case: Wematrans
Wematrans is a transporter of ornamental horticulture products whose fleet mainly

consists of LHVs. The company currently deploys 12 LHVs, and 13 other LHVs are
about to commence operation. In 2005 the company started using an A and D
configuration vehicle, its current fleet consists of eleven A configuration LHVs and
one D configuration. It initially took a while for the company to decide on which
configuration would be most efficient in accordance with its logistics concept. The A
configuration proved the best option. The LHVs are deployed 24 hours a day and 7
days a week. At night they mainly serve the ornamental horticulture sector and
drive from the growers to the flower auctions, and during the day they mainly drive
between the different flower auctions. This ‘inter-auction’ transport consists of
transporting ornamental horticulture products, purchased by the buyers to their
locations at the different auctions. Wematrans is benefiting from the ongoing
development of ‘remote purchasing’. The company transports the products for
various buyers. By combining cargoes this offers very favourable conditions to
deploy LHVs. The LHVs have loading and unloading doors, and can transport 36
auction carts in total. Compared to regular transport, this means an extra loading
capacity of almost 60%. As it only takes a fraction longer to load and unload the
extra auction carts, this can result in considerable savings. The LHVs used for
inter-auction transport are to (almost) maximum capacity both on the outbound and
return leg of the journey. Because the LHV does not need to decouple, the vehicle is
not dependent on minimum number of kilometres travelled between the loading and
unloading location in order to achieve these savings. The company’s experiences
with the use of LHV are very positive. It is not without reason that the majority of
its fleet consists of LHVs. For a company like Wematrans, it is extremely important
to be able to use LHVs on international transport between the Netherlands and
Germany. As a result of the flower auction’s relocation from Venlo to Herongen, the
LHV must decouple at the border. This will undoubtedly have on an effect on savings
and efficiency.
Pagina 66 van 112


Well over half of the respondents in this market segment indicated that, if
permitted, they will seize the opportunity to deploy LHVs internationally. This
percentage is considerably lower than the average across all market segments. At
the time of the interview a quarter of the companies in the market segment –
slightly higher than the average across all market segments – were unable to assess
whether they will seize the opportunity to use LHVs internationally if this possibility
becomes a reality. In spite of the fact that the ornamental horticulture sector is one
of the few market segments where the debate on a restricted maximum weight for
international transport hardly plays a role, the sector, as a whole, did not jump at
the opportunity to start using LHVs internationally.
Ornamental
horticulture
Yes
No
Unforseeable
Percentage all
companies
0% 20% 40% 60% 80% 100%
Figure 7.7
According to the survey two-thirds of the respondents in the sector would manage
with an allowable weight of below 44 tonnes. This is also logical because of the low
relative density of ornamental horticulture products. However, one-third of the
respondents considered a weight of at least 50 tonnes or more as a limit value. The
flexibility to be able to transport products internationally for other market segments
is considered an important reason to introduce a higher weight limit. The desire to
introduce a higher weight limit was observed among all market segments.
Figure 7.8
Minimum required weight limit for international use of transport via LHVs
Pagina 67 van 112

deploy until 2015. The companies in this market segment expect to deploy a total of
39 extra LHVs. This amounts to almost double the current number. This expected
expansion is in line with the average across all market segments. The aim is to
achieve this by combining transport flows between growers, auctions and buyers.
Several companies also stated that they will only seriously consider purchasing extra
LHVs if the neighbouring countries will give the ‘green light’ to use the vehicles
internationally. This applies in particular to companies that are active in the
transport of ornamental horticulture products between airports in the Benelux and
Germany.
The following figure shows that one third of the LHV companies expects the share of
LHVs to remain under 5% of their total fleet. Nearly half of the respondents
indicated that they expect the percentage of LHVs to increase to over 15%. Some
companies in this market segment do not just want to supplement their package of
services by using LHVs, they hope that their regular road vehicles will eventually be
replaced by LHVs. Some companies already exclusively possess LHVs. In this case
the occasional, regular road transport vehicles will be used in addition to their fleet
of LHvs.
50%
45%
40%
35% Ornamental horticulture
30% All companies
25%
20%
15%
10%
5%
0%
0-5% 5-10% 10-15% >15%
Figure 7.9
Future percentage of LHVs as part of the entire fleet (LHV survey, 15 companies and 118 companies)
Pagina 68 van 112

Pagina 69 van 112

Pagina 70 van 112

8 Market segment: waste/bulk
Eleven waste/bulk companies with 15 LHVs participated in the trial. The LHVs used
in this market segment primarily concern the D configuration. Zuidema Transport,
which transports offal, is an exception. For this type of transport it is important for
the vehicle to be equipped with loading platforms that are easy to rinse. The last
trailer of the LHV (depicted in the photo below) can be extended for this purpose.
This allows all the platforms to be raised simultaneously for cleaning.
8.1 The market

The transport of waste via LHVs can be divided into three main flows. 1) A flow of
industrial and household waste from waste depots to other waste depots and/or
to incineration plants, 2) a flow of discarded electronic appliances from collection
points of the Netherlands Association for the Disposal of ‘Metalectro’ Products and
3) a flow of offal between meat processing plants and offal processors.
The clients in this market segment are waste collection companies, municipalities,
the Netherlands Association for the Disposal of ‘Metalectro’ Products (NVMP) and
offal processors. Further clients include sister companies that are responsible for
collecting the waste.
Industrial and household waste

Industrial and household waste is first collected and then either directly transported
to the incineration plant via a truck, or taken to a transhipment point where it is
subsequently sorted or transhipped. At these locations the waste is sometimes first
compressed and then transhipped in closed ISO containers, open-top waste
containers or containers with a moving floor. The waste is subsequently transported
via the road, inland shipping or rail to recycling companies, incineration plants or
dumps. The LHVs are mostly used on the routes to the incineration plants. The main
players in the Dutch industrial and household waste market are:
• AVR / Van Gansewinkel
• Essent
• SITA
• Shanks
The transport of waste can be split into two geographic parts, namely international
waste transport (mainly recycling) and domestic waste transport. The latter mainly
concerns household and industrial waste to waste processing plants (12) and dumps
(22). The waste processing location in Rijnmond is a major player in this sector. In
2008 most of the Dutch household and industrial waste was incinerated at this
plant. Essent milieu is the second biggest player and processes 23% of the waste.
Pagina 71 van 112

The Amsterdam Waste and Energy Company processed around 15% of incinerated
waste. In 2008 HVC Alkmaar also processed 15% of the incinerated waste.
Discarded electronic appliances

Since 2004 all discarded electronic appliances in the Netherlands must be collected
and processed in an environmentally responsible manner. To this end, manufacturers
and importers collectively set up a system to collect and recycle discarded
appliances in an efficient and environmentally responsible way. The Netherlands
Association for the Disposal of ‘Metalectro’ Products is the implementing body that is
responsible for executing the efficient and effective collection and processing system
for discarded electronic and electrical appliances on behalf of manufacturers and
importers.
The discarded appliances are handed in at the designated municipal site and/or the
shop if the person is purchasing a similar new appliance. Transporters collect these
appliances from the municipalities and shops, and ship them to Regional Sorting
Centres (RSCs). At these locations, all appliances are sorted by type (white goods,
televisions and small electrical appliances). The sorted appliances are then
transported to specialised processing companies that recycle the products. The LHVs
are used on the last part of the process.
Offal
Offal is shipped from slaughterhouses to processing companies. The meal and fat
that is produced during processing is used as fuel. The main offal processers in the
Netherlands are Storteboom, Sonac and Rendac. The LHVs are used, among others,
between slaughterhouses in Epe, Boxtel, Helmond, Apeldoorn, Putten, Groenlo and
Gildehaus (just across the Dutch border at Oldenzaal) and the offal processors in
Burgum and Son.
8.2 LHV companies

The transport of industrial and household waste is characterised by the heavy nature
of the cargo. LHVs carry three (waste) containers, meaning the vehicle has a high
empty weight. Due to the high relative density, companies are generally not really
interested in transporting this waste and, consequently, LHVs are less flexible where
the transport of waste is concerned. This is strengthened by the fact that at least
three (waste) containers with a maximum weight must be ready at the loading
locations (depots) before the LHV will visit the location. One transporter has even
purchased smaller containers because the total weight of the standard waste
containers exceeded the 60-tonne maximum. The specific equipment that is used
means there is no return cargo, this is another characteristic of this market
segment.
The following diagram shows the companies that currently drive around with one or
more LHVs. Companies in this market segment only have a limited number of LHVs,
typically one or two. In nearly all cases the transporter took the initiative to
purchase the LHV. The LHVs were purchased during three periods, namely in the
year 2001, in the years 2004/2005 and recently in the years 2009/2010. No LHVs
were purchased in 2008, because in that year the maximum allowable weight was
reduced to 50 tonnes. This maximum weight is generally too low to deploy LHVs in
this market segment.
Pagina 72 van 112

15
number of companies
10

Cumulative
0
2001 2002 2004 2005 2006 2007 2008 2009 2010
Year
Figure 8.1
Development of the number of waste/bulk LHV companies per year (LHV survey, 11 companies)
The motivation behind using LHVs is that the transport flows in the household and
industrial waste sector can be combined such that high volumes can be transported
in a single journey between waste depots and processing plants. (Waste) containers
are generally loaded at waste depots, and it only takes several more minutes to load
an extra (waste) container. Because of the extra container, it only takes a few more
minutes to unload (dump) the containers at the processing locations. This makes it
extra appealing for companies to ship an extra container. The LHV can carry 50%
more volume. In most cases the logistics companies took the initiative to purchase
the LHV.
The fact that the LHV is able to accommodate the expansion in capacity was also
mentioned as a reason to use them. This avoids the need to purchase more trucks.
In the offal sector the vehicles usually drive to multiple points during the journey.
Here the volume benefits also result in extra turnover per journey. Flexibility
towards the client was also mentioned as a reason. Different types of offal must be
transported separately, as a result the LHV can carry three types (instead of two).
Number of companies in the waste market Number of LHVs
7 1
4 2
Table 8.1

The D configuration is the most widely used type in this market segment. Over 90%
of all LHVs in this market segment fall under this category. The A, B and C
configuration do not occur in this market segment. It is highly likely that companies
primarily use the D configuration because of the equipment used in this sector,
namely combinations (trucks with a trailer). The purchase of a dolly and a trailer
seems to be the logical next step.
Pagina 73 van 112

100%
90%
80%
70%
60%
percentage
50%
Waste/bulk
40%
All market segments
30%
20%
10%
0%
A configuration B configuration C Configuration D configuration E configuration
Figure 8.2
Percentage of LHVs by configuration, waste/bulk market segment and all market segments
One company in the waste sector has an LHV with an E configuration, whereby the
rear trailer has a steerable rear axle. This is not limited specifically to this sector. In
this case, the transporter wanted a more manoeuvrable vehicle. This also reduces
the wear on tyres. The offal market is a niche market with loading units that require
regular cleaning. The E configuration has an extendable central axis trailer to enable
the loading units to be cleaned quickly and efficiently in the washing facility. The
containers and/or platforms can tilt to discharge the waste water. The rear container
is positioned close to the middle container so an extendable central axis trailer is
used to create sufficient room to help it tilt.
Pagina 74 van 112

Hoogers Transporten bv. Case

Hoogers, a subsidiary of the Van Gansewinkel Group, operates in the waste-
transport sector. The company has been using an LHV since 2005. This
D-configuration vehicle currently mainly drives on behalf of one client and transports
discarded consumer electronics from collection depots to waste processing locations.
The loading locations are scattered throughout the Netherlands and use of the LHV
differs per day and the cargo offered at that point in time. In order to fill the three
waste containers, the loading location must have sufficient cargo. This type of cargo
is perfectly suited for transport via LHV, because the its relatively low density and
the high volume of cargo
Offered. The LHV is normally used on a daily basis. As opposed to regular

combinations, the LHV can carry three instead of two containers. This result is in
50% more loading capacity (volume). In order to be more efficient than regular
transport, the company applies a minimum distance of around 60 kilometres. The
LHV can carry out multiple journeys per day, but always returns empty to the waste
processing location. Because of the specific character of the market in which
Hoogers operates, and the limited maximum weight of the cargo it is very difficult to
find suitable return cargo for the LHV. Two vehicles are registered as LHV; this is
because the continuity of the use of the LHV must be safeguarded.
8.4 Use of LHVs

The use of LHVs during the day differs from the trend across all market segments
because the vehicle is only used on a limited scale at night. The fact that LHVs are
primarily used during the day is due to the opening hours of the loading and
unloading locations. Around half of the transporters stated that they used LHVs for
point-to-point transport. The percentage across all market segments is slightly
higher. Unlike as observed across all market segments, in this market segment the
vehicles hardly ever decouple to drive on to multiple points. The logistics chains in
this market segment did not require any concrete alterations to the loading and
unloading locations to accommodate LHVs.
Pagina 75 van 112

100%
90%
80%
70%
60%
Waste/bulk
50% All companies
40%
30%
20%
10%
0%
03:00 - 06:00 06:00 - 10:00 10:00 - 15:00 15:00 - 19:00 19:00 - 23:00 23:00 - 03:00
Figure 8.3
100%
90%
80%
70%
60%
Waste/bulk
50%
All companies
40%
30%
20%
10%
0%
Point-Point Point-point decoupling Point - multiple points Point-point-point (combined)
multiple points
Figure 8.4
LHV journey pattern (LHV survey, 11 companies and 118 companies)
The following figure shows the main routes that LHVs use in the waste/bulk market
segment. These mainly consist of routes between waste depots that are nationally
spread and processing locations in the Randstad, and between slaughterhouses in
North Brabant/Gelderland and offal processors in Friesland.
Pagina 76 van 112

Burgum (eigen bedrijfsterrein)
Emmeloord (depot)
Alkmaar (verwerking)
Haarlem (depot)
Epe
Wilp (depot)
Alphen aan de Rijn (depot)
Wateringen (depot)
Nieuwegein (depot)
Doetinchem (depot)
Gorinchem
Tiel (depot)
Dordrecht (verwerking)
Moerdijk (verwerking)
Helmond (vleesfabriek)
Someren
Kerkrade (depot)
Figure 8.5
Main LHV routes in the waste/bulk market segment
8.5 Savings and investments

Nearly all LHV companies in the household and industrial waste sector achieved the
greatest cost savings on the costs of drivers. The following table clearly
demonstrates this. Measured across all market segments, the percentage of LHV
companies that save most on driver costs is slightly lower. In spite of the fact that
these vehicles consumed 10% to 15% more fuel per kilometre, they did manage to
save on fuel costs. Cost savings were also achieved in the offal sector, however it is
not yet clear how much the total savings amounted to. As this is a fairly new
concept it is presently unclear how high the maintenance costs will be. An increase
in turnover was also generated through extra cargo space.
Percentage
Waste/
all market
bulk
segments
Fuel 18% 28%
Drivers 82% 61%
Total 100% 100%
Table 8.2
Percentage of LHV companies by greatest savings through the use of LHVs
Pagina 77 van 112

Around 90% of the companies indicated that the biggest investments concern
equipment. These investments concern the purchase of a separate dolly (around
€20,000) and a trailer (instead of a trailer for a regular combination). For the
transport of offal the extra investments usually concern the rear trailer of the
E-configuration LHV. This is an extending system and a steerable axle. A small group
of companies (10%) indicated that ‘driver costs’ constituted the largest share of
investments. This is reasonably consistent with the picture across all market
segments. However, viewed across all market segments, a small number of the
companies considered investments in organisational coordination (with clients,
suppliers and policymakers) to constitute the largest cost item. None of the
companies in the waste/bulk market segment considered this to be the largest
investment.

Nearly half of the interviewed LHV companies in this market segment indicated that,
if permitted, they will seize the opportunity to deploy LHVs internationally. This
percentage is lower than observed across all market segments. This could be
explained by the fact that companies in this market segment focus heavily on
domestic transport. Furthermore, the lower maximum weight that applies to
international transport with LHVs also plays a role in terms of the feasibility of using
LHVs in this market segment.
Waste/bulk
Yes
No
Unforseeable
Percentage of all
companies
0% 20% 40% 60% 80% 100%
Figure 8.6
Pagina 78 van 112

Many European countries will not permit a weight limit of 60 tonnes. Therefore, it is
important to gain insight in the minimum required weight category for companies.
According to the survey, the allowable weight must be over 55 tonnes. Not a single
company indicated that they could manage with a total weight of less than 50
tonnes. This is due to the high relative density of the cargo and the empty weight of
the LHV (equipment including the containers). All players in this niche market said
they could use the LHV to a certain degree if the maximum weight were to vary
between 50 and 55 tonnes. Taking into account all market segments, the LHV’s
minimum required total weight differs strongly.
All companies
0.00%
Waste/bulk
0.00%
13%
25.50%
27.50%
< 44 tonnes
44 - 50 tonnes < 44 tonnes
50 - 55 tonnes 44 - 50 tonnes
> 55 tonnes 50 - 55 tonnes
> 55 tonnes
20.50% 26.50%
87.50%
Figure 8.7
Minimum required weight limit for international transport (LHV survey, 11 companies and 118 companies)
deploy until 2015. In total the companies in this market segment collectively expect
to use 10 extra LHVs. This is an increase of over 50% compared to the current total
number. This expected expansion is below the average among all market segments.
The following table shows that around three-quarters of LHV companies expect that
LHVs will constitute less than 5% of the total fleet. In other words, for companies in
the waste/bulk market, the LHV is a supplement to the package of services but does
not yet serve as a replacement for the majority of the regular fleet.
Pagina 79 van 112

80%
70%
60%
50%
Waste/bulk
40%
All companies
30%
20%
10%
0%
0-5% 5-10% 10-15% >15%
Figure 8.8
Future percentage of LHVs, waste/bulk market segment and all market segments
Pagina 80 van 112

9 Other market segments
The other market segments

are smaller than the four
previously examined market
segments. The other market
segments include: building
materials, contract logistics,
express, air freight, liquid
bulk and silo, packaging and
volume.
This concerns 27 companies

in total, or 23% of the total
number of companies.
Together they have 62 LHVs, or
21% of the total number of LHVs. It is an interesting fact that this mixed group of
companies use relatively many E-configuration vehicles. Of the total of 16
E-configuration vehicles, 14 are deployed by other market segments.
25
20
15
Number of companies
Number of LHVs
10
0
ht
e
ics
lo
ls
es
m
in
ig
ia
si
ag
st
lu
re
pr
er
d
gi
Vo
rf
Ex
ck
an
at
lo
Ai
Pa
m
ct
lk
g
tra
bu
in
on
ild
d
ui
Bu
q
Li
Figure 9.1
Number of companies and LHVs in the other market segments (LHV survey, 27 companies)
Volume market segment

Volume transporters are companies that transport relatively light goods whereby the
vehicle’s loading area constitutes the limiting factor. These companies mainly require
longer vehicles. Permitting the use of LHVs would be a boon for these companies.
Within this group of other market segments, this sector constitutes the largest
group with 22 LHVs owned by only eight companies. These are generally medium-
sized to large companies that own multiple LHVs. Eighty percent of which drive a
D-configuration vehicle, so a truck plus dolly and trailer.
Pagina 81 van 112

Case: Weerter Transport Onderneming (WETRON)

WETRON has a three trucks (type EURO 5) that are suitable for LHV transport. The
LHVs drive as a D configuration, WETRON has two dollies and six trailers. Two LHVs
are constantly deployed, the third one serves as standby. According to the
company’s philosophy the equipment must be exchangeable. This means that if it is
not used as an LHV it will be used in a normal combination vehicle (truck and
trailer). The company uses trailers that have been upgraded to LHVs; the spray
mats, heavier clutch, side underride guards/side protection and axle load meters will
installed in the company’s own workshop. The trailers are subsequently inspected by
the RDW.
WETRON currently deploys its LHVs on behalf of a manufacturer of insulating

material. The LHVs are mainly used for long-distance transport from the production
location to the depots. The return goods consist of general and mixed cargo.
WETRON is ready to expand its fleet on behalf the international segment. The
company already transports a substantial part of cargo destined for Italy via
intermodal transport. Trailers and platforms are put on the train in the Netherlands,
and in Italy they transported by road from the terminal. WETRON does not think
that the introduction of LHVs will cause a change in the modal split, 50% of the
transport is already intermodal and this share will increase. Using LHVs to transport
the platforms and trailers in Italy could help reduce the costs of the intermodal
chain. The intermodal transport is limited because of the imbalance in transport
flows. Return goods generally require a detour. The use of LHVs would make it more
efficient to collect the return goods for intermodal transport. This could help reduce
the imbalance to the intermodal flows.
Pagina 82 van 112

Liquid bulk and silo tank cargo

Bulk products include liquid bulk and silo tank cargo. This market segment generally
does not rely on the use of LHVs. However, there is one company, Limpens from
Elsloo, that drives an LHV combination. This concerns the transport of dry bulk
goods. The LHV can transport 100m3 in a single journey, or around 30% more than
the transported volume during a regular journey with bulk goods.
International use
Some of the companies that currently do not rely on LHVs do see opportunities to
use them for international transport. This concerns a huge range of companies.
Some companies that are active in the air freight and express delivery sector would
clearly welcome the use of LHVs for international transport. This is because they
mainly transport bulky products. They see opportunities to use LHVs for a
substantial part of their inter-depot journeys.
Interesting examples of the desire to use LHVs for international transport were also
observed in other market segments. The following case describes the example of
Bring logistics.
Pagina 83 van 112

Case: Bring logistics

Bring logistics is a joint-cargo transporter, based in Zwijndrecht. The transport is
mainly directed towards Scandinavia, but also Spain, England, Turkey and France.
Bring only operates international and therefore no LHVs are used in the Netherlands.
Bring frequently uses LHVs in Sweden, and in the future it will deploy LHVs in
Scandinavia for cross-border traffic. The company’s logistics concept also includes
rail transport, if necessary in combination with LHVs. In Sweden, the company uses
LHVs whereby a dolly is used to deploy the regular ‘ hückepack’ cooled trailers
within the intermodal concept.
LZV in combination with rail.

Since 2008, a train with trailers has been travelling between Rotterdam and Oslo on
a weekly basis. In early September 2010, a second train was deployed. In this case
a maximum train weight of 1400 tonnes must be taken into account. This is due to
the cost structure of rail transport. If the train were heavier this would require an
extra locomotive to be used between Sweden and Norway, which would greatly
increase the costs. An optimal mix of vehicles is used, as a result of which the train
weighs 1400 tonnes, the rest is transported via road. A lot of conditioned cargo is
transported from Scandinavia to Europe (fish products), a large part of which is
transported from Rotterdam to Paris (Rungis). All kinds of joint-cargo, including
building materials, is transported on the return journey to Scandinavia.
Temperature-controlled goods that are transported to Norway include foods, a large
part of which is fruit.
Pagina 84 van 112

Weight is an important criterion here, the company would preferably use LHVs that
are 50 tonnes or more, this would offer more possibilities to adapt this into the
logistics concept. If the permitted weight were 44 tonnes the company would only
be able to use vehicles with light cargo. This would mean a slightly one-sided
pattern with regard to the train cargo. It should be noted that an LHV could help
accommodate the “logistic upgrade” in intermodal transport, in the case of Bring this
could help with the step from one to two trains. So the LHV would offer a solution to
make the company’s transport more efficient.
Pagina 85 van 112

Pagina 86 van 112

10 Conclusions and recommendations
10.1 Conclusions
This monitoring study aims to provide insight into the economic, logistical and social
effects of the use of LHVs.
It can be concluded that, in spite of the fact that this concerns a trial, an increase in
the use of LHVs has been observed since the last measurement in 2006. The
number of LHVs has more than doubled (397) since then. The number of companies
(153) that deploy LHVs also doubled during the experience phase. In accordance
with one of the policy goals, LHVs will mainly be used on long routes between
distribution centres, transhipment locations and ports. This concerns goods flows
that are characterised by a constant pattern and accommodate sufficient volume. In
the Netherlands, LHVs are primarily used in the following market segments - retail,
containers, ornamental horticulture and waste/bulk. This report also extensively
examined the use of LHVs in these market segments.
Based on the current number of LHVs and the expected expansion, the previous
estimate of the potential size of the fleet of LHVs - ranging between 6 and 12
thousand - seems to have been too optimistic. Over the coming years, the number
of LHVs in the Netherlands is expected to show a further increase. The increase is
not expected to be exponential, it is more likely that this will double the current
number of vehicles. This increase can be further stimulated by expanding the
number of core areas and introducing the possibility to use LHVs for international
transport.
Nevertheless, for the time being the number of LHVs in the Netherlands is not
expected to be similar in size as in Sweden, where the number of longer and heavier
vehicles makes up over half of the fleet of vehicles. This is, among others, due to
the fact that the Netherlands is only a small country. Consequently, this means that
more effort and creativity is required to actually achieve potential gains through the
use of LHVs. The use of LHVs in retail distribution, with large vehicles on transport
routes to the city and small vehicles in the city, proves that the use of LHVs is also
increasing via innovations on short distances.
Permitting the use of LHVs will result in a reduction in the number of journeys and
consequently the number kilometres travelled on the Dutch roads. Based on the
current preconditions and the current use of LHVs, a reduction of around 20 million
kilometres will be attained annually. As a result LHVs contribute towards a reduction
in CO2 emissions. Currently, the total reduction in CO2 emissions as a result of the
use of LHVs amounts to 16 million Kg per year. For road freight transport this is an
important innovation in the effort to reduce CO2 emissions.
With the exception of the ornamental horticulture sector where a constant spread
between day and night-time hours can be observed, LHVs are primarily used during
the day. This pattern coincides with the opening hours of clients and consumers.
This is the same reason why regular transport vehicles are only active on a limited
scale at night. This means that LHVs only have a limited influence on congestion.
However, LHVs do have an effect on traffic volumes in general. Due to the fact that
they are primarily used as a replacement for regular trucks, LHVs contribute towards
a more efficient form of road transport. Based on interviews with LHV companies
Pagina 87 van 112

and the journey analysis, it can be concluded that they do not or hardly expect a
reverse modal shift to occur.
Based on the above-mentioned points it is safe to establish that the LHV policy is
functioning accordingly. The sector’s assessment of the authorisation regime varies
between ‘reasonable’ and ‘good’. The current preconditions subject to which LHVs
are permitted in the Netherlands offer transporters sufficient flexibility in terms of
using their equipment. The sector has proposed a number of points for
improvement; the three main points concern: improving the exemption system,
expanding the number of core areas and roads, and permitting LHVs in international
transport.
According to the surveyed companies, due to the increase in the number of core
areas the guidelines on exemptions should be revised. Firstly, companies want the
exemptions that are currently issued per core area, thus requiring multiple
applications per LHV, to be replaced by one exemption for all core areas in the
Netherlands. Additionally, the majority of companies using LHVs want an extension
of the duration of the exemption. For example, from one to three or five years.
Secondly, various companies want the exemptions to drive with LHVs to also include
secondary roads (N roads) and railway crossings. The primary goal is to be able to
access more industrial sites and make the use of LHVs more effective. Lastly,
companies want to use LHVs for international transport. This would help in making
road transport more efficient. This would be a true innovation for some market
segments because this would make the transport flows to and from depots much
more efficient. Examples of these flows include transport between airports or depots
of express delivery companies, but also flows in the ornamental horticulture sector.
These flows currently already occur via road transport.
The transport companies and their clients will mainly benefit from increases in
efficiency which will lead to cost reductions and contribute towards reducing CO2
emissions. Innovations to increase the environmental performance of LHVs are
currently taking place. Some LHV vehicles use alternative fuels like LPG. As a result,
cost savings can be as high as 20% of the cost of regular transport. Companies that
can rely on existing equipment only need to make limited investments to start using
LHVs. However, the main new innovation, an LHV combination with two city trailers
for supermarket distribution, is relatively expensive and can amount to between
200,000 and 300,000 euro. One of the main reasons why LHVs are not expected to
experience exponential growth is because in order to be cost effective the LHV must
be able to rely on larger volumes and constant goods flows. A number of container
companies have tried to influence smaller volume goods flows by giving discounts of
up to 20% on their rates to ensure that the LHV is “fully booked” by the shipper.
However, this was met with a moderate response. In other words: it is possible to
convert smaller goods flows into larger goods flows, but it is not easy to achieve
this.
Companies mentioned that they want more decoupling points. They frequently use
industrial sites for this purpose. Decoupling and continuing to the client as a regular
vehicle is not always an option. This is possible with empty containers, however
because of the risk of theft it is not recommended to do this with high-grade goods.
Pagina 88 van 112

10.2 Recommendations
Based on this study we recommend the following measures:
• Simplify the procedure for issuing exemptions so that one exemption applies to all
core areas in the Netherlands.
• Continue the current efforts by the Dutch Ministry of Infrastructure & Environment
to help make international transport via LHVs a reality.
• A strict regime for railway crossings: look at the shippers that are situated behind
the railway crossing.
• Just prior to the expiry of an exemption, send a letter notifying the party
concerned that the exemption period has nearly expired.
• Consider the option of further stimulating the transfer of information between
road administrators on authorisations and experiences with LHVs. This to ensure
a higher level of uniformity regarding the application of preconditions to authorise
LHVs in a core area.
• A number of companies are trying to combine LHVs with intermodal transport.
This is a slow process because it is new and involves international chains. A
government policy that is aimed at stimulating this process (by stimulating
initiatives, knowledge transfer and development) could contribute towards new
innovations to use LHVs for intermodal transport.
Pagina 89 van 112

Pagina 90 van 112

Appendix A Characteristics of LHV companies
The survey consisted of several general questions to gain a clear picture of the
companies that use LHVs. It appears that relatively many large companies use
LHVs. Across all market segments, companies with over 50 exemptions make up
around 3% of the number of companies and 36% of the number of exemptions.
According to the survey 62% of companies with LHVs have over 50 employees.
Number of employees Percentage of companies Cumulative percentage
1-9 11.1% 11.1%
10-19 6.0% 17.1%
20-49 20.5% 37.6%
50-99 23.1% 60.7%
100-250 21.4% 82.1%
>250 17.9% 100.0%
Table A.1
Size of LHV companies (number of employees) (LHV survey, 118 companies)
Division based on national

Number of employees Percentage of companies
licensing certificates
1-9 11.1% 75.2%
10-19 6.0% 10.5%
20-49 20.5% 7.1%
>50 62.4% 3.0%
Table A.2
LHV companies compared against national division by size, licensing certificates) (LHV survey, 118 companies)
The transport companies indicated where they generate the greatest share of their
turnover. As expected the emphasis lies on activities in the Netherlands, 60% of
companies generate more than 75% of their turnover in the Netherlands.
Turnover percentage abroad Percentage of companies Cumulative percentage
0-25% 60.2% 60.2%
25-50% 25.8% 86.0%
50-75% 4.3% 90.3%
75-100% 9.7% 100%
Table A.3
Percentage of turnover generated abroad (LHV survey, 118 companies)
Clients are primarily based in the Netherlands.
Pagina 91 van 112

Location Percentage
In the Netherlands 66.0%
In Western Europe 25.5%
In Europe 7.4%
In Europe 1.1%
Table A.4
Location of main clients (LHV survey, 118 companies)
Some of the companies operate on a broader scale than just the Netherlands.
However, the following table shows that the emphasis of the activities lies on the
Dutch market.
Country Percentage
Netherlands 97.9%
Belgium 69.1%
Germany 66.0%
France 34.0%
Italy 18.1%
Spain 11.7%
Switzerland 10.6%
Denmark 10.6%
England 14.9%
Table A.5
LHV companies are active in the following countries
(only countries with a share of
> 10%) (LHV survey, 118 companies)
The transport companies are active in the road transport sector and some
companies also focus on product storage.
Activity Percentage
Road transport 98.9%
Rail transport 5.3%
Inland shipping 2.1%
Short sea 2.1%
Storage 38.3%
Table A.6
Activities (LHV survey, 118 companies)
Pagina 92 van 112

Appendix B Characteristics of non-LHV companies
A total of 51 companies participated in the study of companies that currently do not

deploy LHVs. Of the 51 companies, 92% are transporters and 8% are shippers or
own-account transporters. Even though the number of respondents was limited, and
therefore caution should be exercised when interpreting these figures, they do offer
a reasonably accurate picture of the group of non-LHV companies.
The following data on companies was compiled.
Number of employees Percentage of companies Cumulative percentage
1-9 3.9% 3.9%
10-19 9.8% 13.7%
20-49 23.5% 37.3%
50-99 31.4% 68.6%
100-250 27.5% 96.1%
>250 3.9% 100.0%
Table B.1
Company size by number of employees in non-LHV companies (LHV survey, 51 companies)
Percentage of companies Division based on national

Number of employees
surveyed licensing certificates
1-9 3.9% 75.2%
10-19 9.8% 10.5%
20-49 23.5% 7.1%
>50 62.8% 3.0%
Table B.2
Non-LHV companies compared to national division, by company size
(employees, licensing certificates) (LHV survey, 51 companies)
The transport companies indicated where the main share of their turnover is
generated. Unlike in LHV companies, non-LHV companies have a much larger stake
in international transport.
Turnover percentage abroad Percentage of companies Cumulative percentage
0-25% 25.5% 25.5%
25-50% 10.6% 36.2%
50-75% 14.9% 51.1%
75-100% 48.9% 100.0%
Table B.3
Percentage of turnover generated abroad (LHV survey, 51 companies)
The clients of these companies are also primarily established in the Netherlands.
Pagina 93 van 112

Location Percentage
In Netherlands 66.0%
In Western Europe 25.5%
In Europe 7.4%
Outside Europe 1.1%
Table B.4
Location of most important clients (LHV survey, 51 companies)
Almost all companies that participated in the survey indicated that they are active in
the Netherlands. The picture is reasonably similar to that of LHV companies.
Country Percentage
Netherlands 93.6%
Belgium 55.3%
Germany 74.5%
France 51.1%
Italy 14.9%
Spain 10.6%
Table B.5
Non-LHV companies are active in the following countries
(only countries with a percentage > 10%) (LHV survey, 51 companies)
Activity Percentage
Road transport 95.7%
Rail transport 4.3%
Inland shipping 2.1%
Short sea 0%
Storage 42.6%
Table B.6
Activities (LHV survey, 51 companies)
Market segment Number Percentage
Retail 10 19.6%
Containers 5 9.8%
Ornamental horticulture 1 2.0%
Waste/bulk 3 5.9%
Packaging 1 2.0%
Volume 3 5.9%
Other 28 54.9%
Total 51 100.0%
Table B.7
Non-LHV companies by market segment (LHV survey, 51 companies)
Pagina 94 van 112

Appendix C Survey of companies using LHVs
A. General questions
1. a) How many employees does your company have in total? (Please tick the answer)
m 1 – 9 employees
m 10 – 19 employees
m Over 250 employees
b) Of which drivers:________________ (please state the number)
2. Are you a haulage firm or an own-account transporter?
m Haulage firm
m Own-account transporter (please go to question 8)
3. What percentage of your turnover do you generate from international transport?

(Please tick the answer)
m 0 to 25%
m 25 to 50%
m 50 to 75%
m 75 to 100%
4. Our company focuses on the following activities: (multiple answers are possible)
m Road transport
m Rail transport
m Inland shipping
m Short sea
m Storage
Similar activities, like:_______
5. In which market segment(s) are you active? (multiple answers are possible)
m Local-level distribution
m Conditioned
m Intermodal
m Bulk
m Liquid bulk and silo tank cargo
m Air freight
m Joint-cargo/ general and mixed cargo
m Container transport
m FTL/contract transport
m Warehousing/ VAL
m Express/ packages
m Other, namely___________________________________________________
Pagina 95 van 112

6. Where are your five most important clients established?
m The Netherlands
m Western Europe
m Europe
m Outside Europe
7. Our company mainly transports to the following countries

(multiple answers are possible)
m Netherlands
m Belgium
m Germany
m France
m Italy
m Spain
m Portugal
m Greece
m Switzerland
m Austria
m Denmark
m Sweden
m Finland
m Norway
m England
m Ireland
m Poland
m Czech Republic
m Hungary
m Latvia
m Estonia
m Lithuania
m Romania
m Bulgaria
m Turkey
m Ukraine
m Russian
m Other, namely___________________________________________________
B. LHVs
8. Does your company own LHVs (Longer and Heavier Vehicles)?
m Yes
m No
9. How many LHVs do you have?

m 1
m 2
m 3
m 4
m 5
m 6
m 7
Pagina 96 van 112

m 8
m 9
m 10
m 11
m 12
m 13
m 14
m 15
m Over 15
9. How many of them are used daily?
m 1
m 2
m 3
m 4
m 5
m 6
m 7
m 8
m 9
m 10
m 11
m 12
m 13
m 14
m 15
m Over 15
10. What are your LHV configurations? and how many types of LHVs do have?
m A: truck + trailer + central axis trailer state the number of LHVs ________
m B: truck + trailer + trailer state the number of LHVs ________
m C: Truck + trailer state the number of LHVs ________
m D: Truck + dolly + trailer state the number of LHVs ________
m E: Truck + double central axis trailer state the number of LHVs ________
11. If you have a B configuration, which type do you have?
m Container type state the number of LHVs ________

m 2city state the number of LHVs ________
m Combitrain state the number of LHVs ________
m Parrator/Heiwo state the number of LHVs ________
m D-tec-Burgers state the number of LHVs ________
m Jumbo/Heiwo/VSE (TriCS) state the number of LHVs_________
m Other, namely___________________________________________________
12. What is the Euronorm of your LHV’s pulling unit?
m Euronorm 3
m Euronorm 4
m Euronorm 5
Pagina 97 van 112

13. Our company has been using LHVs since?
m 2001
m 2002
m 2003
m 2004
m 2005
m 2006
m 2007
m 2008
m 2009
m 2010
14. The initiative to start using LHVs came from?
m Our own company

m The client, namely ________________________________
15. During which part of the day are the LHVs usually used?
m From 03:00 to 06:00

m From 06:00 to 10:00
m From 10:00 to 15:00
m From 15:00 to 19:00
m From 19:00 to 23:00
m From 23:00 to 03:00
16. What is the LHV’s typical journey pattern? (multiple answers are possible)
m From point to point

m From point to point, decouple then to multiple points
m From point to multiple points (multiple stops in one journey)
m From point to point to point (combined journeys)
17. What is the biggest investment regarding the LHV?
m Investment in equipment
m Investment in a driver
m Internal and external organisational coordination to make the use of LHV possible
m Infrastructure (modifications to loading and unloading dock for example)
18. Where do you achieve the greatest savings when using LHVs?
m Driver costs
m Fuel costs
m Other, namely ___________________________________________________
Pagina 98 van 112

19. Why do you use LHVs?
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
20. Innovation regarding the use of LHVs still predominantly lies on equipment, and insufficiently
on the combination of journeys within the company or in combined efforts with fellow
transporters?
m Agree
m Disagree
m Don’t know
21. When did you last apply for an exemption for an LHV?
m Less than one year ago

m One year ago
m More than one year ago
22. How long did the exemption apply?
m Until the end of the trial period

m 1 year
m Unlimited
m Don’t know
23. Would it be possible to further improve the exemption procedure?
m Yes, namely______________________________________
m No
24. Are there areas in the Netherlands where you would like to use an LHV, but for which you do
not yet have an exemption?
m Yes, namely__________________
m No
25. Would you use LHVs for international transport, if permitted?
m Yes
m No
m Unsure
26. What would your company consider the minimum allowable tonnage for international use of
LHvs should be?
m 44 tonnes or less
m 44 to 50 tonnes
m 50 to 55 tonnes
m Over 55 tonnes
Pagina 99 van 112

27. Within five years we expect to be driving …….. (please enter a number) extra LHVs.
28. What is the maximum percentage of LHVs that my company will be using in the future?
m 0 to 5%
m 5 to 10%
m 10 to 15%
m Over 15%
29. How pleased are you to be using LHVs?
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
30. Do you want the preconditions to be altered?
m Yes
m No
31. Do you have other suggestions or comments regarding LHVs (for example in relation to
decoupling points, service areas)?
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
Company: _________________________________________________
Contact: _________________________________________________
Telephone number: _________________________________________________
E-mail: _________________________________________________
Pagina 100 van 112

Appendix D Survey of companies not using LHVs
A. General questions
1. a) How many employees does your company have in total? (Please tick the answer)
m 1 – 9 employees
m Over 250 employees
b) Of which, how many drivers:________________ (enter a number)
2. Are you a haulage firm or an own-account transporter?
m Haulage firm
m Own-account transporter (please continue with question 8)
3. What percentage of your turnover do you generate from international transport? (Please tick
the answer)
m 0 to 25%
m 25 to 50%
m 50 to 75%
m 75 to 100%
4. Our company focuses on the following activities: (multiple answers are possible)
m Road transport
m Rail transport
m Inland shipping
m Short sea
m Storage
Similar activities, like:_______
5. In which market segment(s) are you active? (multiple answers are possible)
m Local-level distribution
m Conditioned
m Intermodal
m Bulk transport
m Liquid bulk and silo tank cargo
m Air freight
m Joint-cargo/ general and mixed cargo
m Container transport
m FTL/contract transport
m Warehousing/ VAL
m Express/ package
m Other, namely____________________________________________________
Pagina 101 van 112

6. Where are your five most important clients established?
m The Netherlands
m Western Europe
m Europe
m Outside Europe
7. Our company mainly transports to the following countries

m Netherlands
m Belgium
m Germany
m France
m Italy
m Spain
m Portugal
m Greece
m Switzerland
m Austria
m Denmark
m Sweden
m Finland
m Norway
m England
m Ireland
m Poland
m Czech Republic
m Hungary
m Latvia
m Estonia
m Lithuania
m Romania
m Bulgaria
m Turkey
m Ukraine
m Russia
m Other, namely____________________________________________________
B. LHVs
8. Have you ever considered using LHVs?
m Yes
m No
9. Please explain your answer to the previous question.
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
Pagina 102 van 112

10. We cannot use LHVs, but could do so if we would work together with other transporters with
similar transport routes?
m Yes
m No
m Maybe
11. Have you ever applied for and been refused an exemption?
m Yes (question 11)

m No (question 12)
12. Why did you not receive the exemption?
m Location was outside a core area.

m Other reason, namely ___________________________
13. Would you use LHV for international transport, if permitted?
m Yes
m No
m Unsure
14. Please explain your answer to the previous question
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
15. What would your company consider the minimum allowable tonnage for international use of
LHVs should be?
m 44 ton or less
m 44 to 50 tonnes
m 50 to 55 tonnes
m Over 55 tonnes
16. Do you expect your company to use LHVs over the coming years?
m Yes, please indicate the number of LHVs __________

m No
17. Please explain your answer to the previous question.
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
Pagina 103 van 112

18. Do you have any further suggestions or comments regarding LHVs?
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
Company: _________________________________________________
Contact: _________________________________________________
E-mail: _________________________________________________
Pagina 104 van 112

Appendix E Journey analysis form
To gain insight in the routes that LHVs travel in the Netherlands, companies are
requested to note down five representative journeys. In addition to insight in the
routes, we also want to be able to estimate the total effect in kilometres (and the
environmental effects) and hours for the current LHV fleet in the Netherlands.
Please use the following form to enter this information. You can print the form and
fax it to 079-3222382 or e-mail it to [email protected] attn. Manfred Kindt.
A. What are the total number of kilometres on which your company used LHVs over the past
years? If you cannot remember the exact number please give an estimate.
2007:___________________
2008:___________________
2009:___________________
B. Give an estimate of the savings potential through the use of LHV compared to regular
vehicles for one /two clients.
Client/situation 1:
LHV situation (per year/per journey) Old situation (per year/per journey)
Total number of kilometres:__________ Total number of kilometres:__________
Total number of driving hours:__________ Total number of driving hours:__________
Total fuel consumption:__________ Total fuel consumption:__________
Client/situation 2:
LHV situation (per year/per journey) Old situation (per year/per journey)
Total number of kilometres:__________ Total number of kilometres:__________
Total number of driving hours:__________ Total number of driving hours:__________
Total fuel consumption:__________ Total fuel consumption:__________
Company: _________________________________________________
Contact: _________________________________________________
E-mail: _________________________________________________
Pagina 105 van 112

REPRESENTATIVE JOURNEY
Start location (please enter city/town):________________________________________
Type of location: at one’s own industrial site
m Client’s distribution centre
m Auction
m Inland terminal
m Port site
m Waste depot
m Other, namely___________________________________________
Date and day of the week:________________________________________
Starting time of journey at start location:________________________________________
Via destinations:________________________________________
Final destination (please enter the city/town):________________________________________
Type of location:
m Own industrial site
m Client’s distribution centre
m Auction
m Inland terminal
m Port area
m Waste depot
m Service area used as decoupling point
m Decoupling point, namely________________________________________
m Other, namely________________________________________
Date and day of the week:________________________________________

End time of journey at destination:________________________________________
Special circumstances during journey:________________________________________
Distance of entire journey (in Km):________________________________________
Which motorways do you use (circle where applicable)
A1 A2 A4 A5 A6 A7 A8 A9 A10 A12
A13 A15 A16 A17 A18 A20 A22 A27 A28 A29
A30 A31 A32 A35 A37 A38 A44 A50 A58 A59
A65 A67 A73 A76 A77 A79 A200 A205 A208 A256
Anders,
A261 A270 A325 A326 A348
namely
What type of journey does this concern?

m Shuttle service m Distribution journey m Shuttle in combination with
distribution
Does the vehicle stop at a service area during the journey?

m Yes m No
How was the vehicle loaded on the outbound and return journey (please state the weight
(tonnes) and volume (m3/pallet/TEU):
Outbound Return
________________ in tonnes ________________ in tonnes
________________ in m3, ________________ in m3,
________________ in pallet places, ________________ in pallet places,
________________ in TEU. ________________ in TEU.
Pagina 106 van 112

What type of product does this concern?

____________________________________________________________________________
What carrier do you use?

m Pallet m Danish cart /auction cart
m Wheeled container m Other, namely_______________
How many axles does the LHV combination have?_____________________________________
What is the average axle load?____________________________________________________
Pagina 107 van 112

Pagina 108 van 112

Appendix F Monitoring plan

Aspect? What? How? In? Who? When?
Equipment Configuration type Survey Type A, B, C, D, E * C G LHV companies June
Specifications of hauled In-depth Innovations per type Selection (min. 15) Apr, May
equipment interviews Name sub-types * C G LHV companies June
Survey
Specifications hauling Euronorm * C G LHV companies June
equipment Survey Euronorm/Engine power Selection (min. 15) Apr, May
In-depth
Visual records interviews Photos (3 MB, no copyright) Selection (min. 15) Apr
In-depth
interviews
Journeys Route Journey Start location, end location, type of Selection (min. 15) Apr,May,Jun,Jul,Aug
overviews/ motorways (names), Selection (min. 15) Apr,May,Jun,Jul,Aug
journey analysis distance in Km, journey type * C G LHV companies June
form (distribution/point-point) * C G LHV companies June
Daytime / night
Decoupling points (yes, no type of
locations)
LHV Characteristics Survey Company size (number of employees) * C G LHV companies June
companies Type of market segment * C G LHV companies June
Number of LHVs Survey Number * C G LHV companies June

Participant since Survey Year * C G LHV companies June
Investments Largest investment Survey Equipment/personnel/infrastructure/ * C G LHV companies June
Invested amounts In-depth training/other Selection (min. 15) Apr, May
interviews Euros
Start-up Initiator Survey Shipper/transporter * C G LHV companies June
Decision to use LHVs In-depth Which consideration, difficult/simple Selection (min. 15) Apr, May
interviews
Preconditions Need for conditions to be Survey Yes/no motivation * C G LHV companies June
altered In-depth Yes/no motivation Selection (min. 15) Apr, May
interviews
Use/no exemption * C G LHV companies June
Core areas Survey Use/no exemption Selection (min. 15) Apr, May
In-depth
interviews
Future Development in number Survey Increase/decrease * C G LHV companies June
of LHVs In-depth Increase/decrease Selection (min. 15) Apr, May
interviews
Required tonnage for int. In tonnes * C G LHV companies
transport Survey In tonnes and non-LHV Apr, May
In-depth Selection (min. 15)
interviews
Non-LHV Considered participating Survey Yes/no Non-LHV companies Apr, May, June
companies Reason for not using Survey Explanation (min. 50) Apr, May, June
Considered int. use Survey Yes/no Non-LHV companies Apr, May, June
Minimum required tonnage Survey In tonnes (min. 50) Apr, May, June
Future expectations use Non-LHV companies
of LHVs Survey Development (increase/same/ (min. 50) Apr, May, June
Applied for exemption once decrease) Non-LHV companies
Reason for rejection Survey (min. 50) Apr, May, June
Yes/no
Survey Non-LHV companies Apr, May, June
Explanation (min. 50)
Non-LHV companies
(min. 50)
Non-LHV companies
(min. 50)
Social effects Distance travelled (less) Analysis Km Based on response to July, Aug
Emission Analysis C02 journey July, Aug
Effects on traffic Analysis Vehicles Based on response to July, Aug
journey
Based on response to
journey
Evaluation Round-table Companies and Sep
Advisory group organisations Sep
Members of advisory
group
* C G LHV companies = complete group of LHV companies
Pagina 109 van 112

Pagina 110 van 112

Appendix G Consultative party
The consultative party consisted of the following parties:
• Binnenlandse Container Terminal Netherlands (BCTN) - (Netherlands Domestic

Container Terminal)
• Kennisplatform voor infrastructuur, verkeer, vervoer and openbare ruimte (CROW)
- (Knowledge platform for infrastructure, traffic, transport public areas)
• EVO - (Network Organisation for Logistics and Transport)
• Inspectie Verkeer and Waterstaat (IVW) - (Transport, Public Works and Water
Management Inspectorate)
• Korps Landelijke Politie Diensten (KLPD) – (National Police Services Agency)
• Koninklijk Netherlands Vervoer (KNV) – (Royal Netherlands Transport)
• Rijksdienst voor het Wegverkeer (RDW) – (Government Road Transport Agency)
• Stadsregio’s in het kader van Verkeer and Vervoer (SKVV) – (Urban regions within
the framework of traffic and transport)
• Stichting Wetenschappelijk onderzoek Verkeersveiligheid (SWOV) - (Independent
Scientific Institute for Traffic Safety)
• Transport and Logistiek Nederland (TLN) – (Netherlands Transport and Logistics)
• Veilig Verkeer Nederland (VVN) – (Dutch Traffic Safety Association)
• Vereniging van Netherlandse Gemeenten (VNG) – (Association of Dutch
Municipalities)
Pagina 111 van 112

Pagina 112 van 112

This is published by
Ministry of Transport,
Public Works and Water Management
For more information, visit our website

www.verkeerenwaterstaat.nl/english
Augustus 2011 | dvs0811re141

Longer and Heavier Vehicles in Prakt

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Longer and Heavier Vehicles in Prakt

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Longer and Heavier Vehicles in

Economic, logistical and social effects

Datum July 2011

Pagina 2 van 112

Longer and Heavier Vehicles in practice

Economic, logistical and social effects

Datum July 2011

Pagina 3 van 112

Pagina 4 van 112

Published by: Directorate General for Public Works and Water

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Pagina 6 van 112

3 LHVs: current state of affairs – 17

5 Market segment: retail – 36

6 Market segment: container transport – 46

Pagina 7 van 112

7 Market segment: ornamental horticulture – 56

8 Market segment: waste/bulk – 67

9 Other market segments – 77

10 Conclusions and recommendations – 83

Appendix A Characteristics of LHV companies – 87

Appendix B Characteristics of non-LHV companies – 89

Appendix C Survey of companies using LHVs – 91

Appendix D Survey of companies not using LHVs – 97

Appendix E Journey analysis form – 101

Appendix F Monitoring plan – 105

Appendix G Consultative party – 107

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• Improving transport efficiency

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1.3 Objectives and formulation of the study

The above-mentioned goals are divided into the following sub-questions.

Sub-questions for both goals:

Pagina 12 van 112

Requirements on the use of LHVs

• a mirror kit in accordance with the latest European

The handling of the combination and the detailed operation of the

• the driver must have at least five years of experience driving

The certificate is valid for a five-year period.

Pagina 13 van 112

1.4 Reading guide

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This monitoring study aims to answer the research questions formulated in

2.1 Study design

• Phase 1: agreeing the monitoring plan

Phase 1: agreeing the monitoring plan

• Equipment: type, Euronorm, visual records

Phase 2: market approach

Pagina 15 van 112

Phase 3: analysis and assessment

2.2 Research progress

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3 LHVs: current state of affairs

3.1 Size of the current LHV market

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Number of LHVs per company Number Percentage

140 started using LHV in

3.2 LHV configurations