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Transportation
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Research Procedia
Procedia 00
00 (2019)
(2019) 000–000
000–000

ScienceDirect www.elsevier.com/locate/procedia
www.elsevier.com/locate/procedia

Transportation Research Procedia 58 (2021) 165–172

14th Conference on Transport Engineering: 6th – 8th July 2021

European Modular Systems performances comparison in freight

transport operations
Emilio Larrodéa,a, *, Victoria Muerzabb
a
a Department
Department of
of Mechanical
Mechanical Engineering,
Engineering, Transportation
Transportation Division,
Division, University
University of
of Zaragoza,
Zaragoza, C/
C/ Maria
Maria de
de Luna,
Luna, 3,
3, Zaragoza,
Zaragoza, 50018,
50018, Spain
Spain
bb
Department of
Department of quantitative
quantitative methods
methods for
for business
business and
and economy,
economy, University
University of
of Zaragoza,
Zaragoza, Gran
Gran Vía
Vía 2,
2, Zaragoza,
Zaragoza, 50005,
50005, Spain
Spain

Abstract
Abstract

European countries
European countries has
has been
been working
working in in the
the last
last ten
ten years
years in
in the
the implementation
implementation of of high
high capacity
capacity vehicles
vehicles in
in road
road networks.
networks. The
The
EU
EU allowed
allowed each
each member
member state
state to
to use
use combinations
combinations of of cargo
cargo carriers
carriers with
with aa modular
modular concept,
concept, the
the European
European Modular
Modular System
System (EMS).
(EMS).
This
This paper
paper analyses
analyses the
the real
real behavior
behavior inin road
road test
test of
of the
the Euro
Euro Modular
Modular vehicle
vehicle ofof 70
70 tons
tons of
of maximum
maximum load,
load, so-called
so-called Duotrailer.
Duotrailer.
A
A route in real conditions is used and comparisons between different typologies of vehicle (Trailer, Gigatrailer and
route in real conditions is used and comparisons between different typologies of vehicle (Trailer, Gigatrailer and Duotrailer)
Duotrailer) in
in
terms
terms of
of fuel
fuel consumption
consumption andand emissions
emissions areare performed.
performed. Results
Results in
in the
the route
route tested
tested show
show that,
that, as
as expected,
expected, the
the highest
highest consumption
consumption
correspond
correspond to to Duotrailers.
Duotrailers. However,
However, savings
savings with
with regard
regard to
to trailers
trailers are
are around
around 2222 % % (per
(per ton)
ton) and
and 26
26 %% (per
(per ton
ton and
and m3),
m3), and
and
savings
savings with
with regard
regard to
to Gigatrailers
Gigatrailers are
are around
around 99 %% (per
(per ton)
ton) and
and 23
23 %% (per
(per ton
ton and
and m3)
m3) considering
considering that
that the
the load
load factor
factor is
is higher
higher in
in
Duotrailers.
Duotrailers. Although
Although emissions
emissions areare higher
higher in
in Duotrailers,
Duotrailers, the
the load
load capacity
capacity isis higher.
higher.
© 2021
© 2021 The
The Authors.
Authors. Published
Published by
by Elsevier
ELSEVIER B.V.B.V.
© 2021
This The
is an Authors.
open accessPublished by Elsevier
article under B.V.
the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/)
This is
This is an
an open
open access
access article
article under
under the
the CC BY-NC-ND
BY-NC-ND license
license (http://creativecommons.org/licenses/by-nc-nd/4.0/)
(http://creativecommons.org/licenses/by-nc-nd/4.0/)
Peer-review under responsibility of theCC
scientific committee of the 14th Conference on Transport Engineering
Peer-review
Peer-review under
under responsibility
responsibility of
of the
the scientific
scientific committee
committee of
of the
the 14th
14th Conference
Conference on
on Transport
Transport Engineering
Engineering
Keywords: Euro
Keywords: Euro Modudar
Modudar System;
System; DuoTrailer;
DuoTrailer; fuel
fuel consumptions;
consumptions; emissions
emissions in
in transport
transport

1. Introduction

Freight transport is a significant source of CO 22 emissions. Hence, to find solutions to reduce the carbon footprint
of road freight transport is necessary. The European Modular System (EMS) is a solution that allows combinations of
existing loading units (modules) into longer and sometimes heavier vehicle combinations to be used on some parts of
the road network. EMS improves road freight transport efficiency and reduces its environmental impact (Acea, s.f.).
The maximum vehicle´s dimensions and combinations, and masses are regulated in the European Council Directive
96/53/EC revised by the European Council Directive 2015/719. The EMS is defined in Article 4, Point 4 (b) of this

*
* Corresponding
Corresponding author.
author. Tel.:
Tel.: +34-976-762-319
+34-976-762-319
E-mail address: elarrode@unizar.es
E-mail address: elarrode@unizar.es

2352-1465
2352-1465 © © 2020
2020 ©© 2021
2021 The
The Authors.
Authors. Published
Published by
by Elsevier
Elsevier B.V.
B.V.
This is
This is an
an open
open access
access article
article under
under the
the CC
CC BY-NC-ND
BY-NC-ND license
license (http://creativecommons.org/licenses/by-nc-nd/4.0/)
(http://creativecommons.org/licenses/by-nc-nd/4.0/)
Peer-review
Peer-review under
under responsibility
responsibility of
of the
the scientific
scientific committee
committee of
of the
the 14th
14th Conference
Conference on
on Transport
Transport Engineering
Engineering

2352-1465 © 2021 The Authors. Published by ELSEVIER B.V.

This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/)
Peer-review under responsibility of the scientific committee of the 14th Conference on Transport Engineering
10.1016/j.trpro.2021.11.023
166 Emilio Larrodé et al. / Transportation Research Procedia 58 (2021) 165–172
2 Author name / Transportation Research Procedia 00 (2019) 000–000

directive as: “Member States may allow vehicles or vehicle combinations used for goods transport which carry out
certain national transport operations that do not significantly affect international competition in the transport sector
to circulate in their territory with dimensions deviating from those laid down in points 1.1 , 1.2, 1.4 to 1.8 , 4.2 and
4.4 of Annex I”. Each country of the European Union (EU) have to transpose this directive to its national legislation.
Nevertheless, dimensions, masses and vehicle combinations are not uniform, as each country has taken up this directive
with some modifications or different conditions (Jagelčák et al., 2019).
The experience of countries already using high capacity vehicles shows positive results, and CO 2 reductions have
been confirmed in practice. In the EU, high-capacity vehicles in the form of combinations of EMS are allowed and
used in Belgium, Denmark, Finland, most of the German federal states, the Netherlands, Portugal, Spain and Sweden
(Acea, 2019).
The objective of this paper is to test this type of vehicles, weighing 70 tons, in real conditions within a route in
Spain performed by the company “Group Sesé”. Consumption and emissions are analysed in comparison with different
typologies of vehicle (Trailer, Gigatrailer and Duotrailer).
The rest of the paper is structured as follows. Section 2 presents the background of the study. Section 3 shows the
method that has been applied. Section 4 analyses the main results, and finally, Section 5 concludes the main findings.

2. Background

In recent years, research in the development and implementation of high capacity vehicles (HCV) has increased
considerably in different countries. The “International Transport Forum” in its document “High Capacity Transport.
Towards Efficient, Safe and Sustainable Road Freight ”(ITF, 2019) examines the experiences carried out in different
countries in this regard, reviews the potential impact on road infrastructure and analyzes the consequences for other
modes of transport, industry and society.
Countries such as Australia, Canada, the Netherlands, Finland, Sweden, Germany, the United States, Mexico,
Argentina, New Zealand and South Africa have implemented additional regulations (e.g., additional features in vehicle
performance, driver qualification, operation under special operations among others). This has allowed the deployment
of these vehicles safely, with a positive impact in their public acceptance and acceptance by the Administration (Moore
et al., 2014). The precursor countries are Australia and Sweden. Since 2011, they have established different pilot tests
in collaboration with the Public Administration. In turn, countries such as Australia, Canada, New Zealand and South
Africa are also pioneers in the area, as they have developed Performance Based Standards.
Stakeholders have shown different attitudes towards the adaptation of these types of vehicles (Lindqvist et al.,
2020): (i) favorable because they claim the use of HCVs will contribute to an increased transport efficiency per ton-
km with reduced environmental impacts as well as operational costs; and (ii) unfavorable because they claim a
potential increase in transport efficiency will be linked to a greater demand for transport, a modal shift to road transport
(with higher emissions) and infrastructure investments from society.
HCVs can only be defined by length, weight or both (Lindqvist et al., 2020). Within the HCV are the so-called
EMS. The EMS consists of the longest semi-trailer, with a maximum length of 13.6 m and the longest load support
according to class C, with a maximum length of 7.82 m, allowed in the EU. This results in combinations of 25.25 m
vehicles. The maximum length in the rest of Europe is 18.75 m. The EU allowed each member state to use
combinations of cargo carriers with a modular concept. Sweden and Finland can combine a long and a short module,
while in the rest of the EU only transport with two short or one long modules is allowed alternately. When using EMS,
the volume of the three EU combinations can be transported by two combinations of EMS (TFK, 2007). See Figure 1
for more detail on this concept.
In Finland, the experience in the use of high capacity vehicles nowadays includes 100 million km traveled, more
than 300 km of transport annually, mixture of light cargo and food. In 2018, use of vehicles of dimensions 450x25.25
m and 60/ 64t. In 2023, it is expected to use 200x32-34m and 76t A-double vehicles and 120x 28-31m 64-76t vehicles
+ full trailer/ dolly + semi-trailer. As a result it is expected to obtain 25% less driving, and 15% less emissions (Lahti,
2020).
 Emilioname
Author Larrodé et al. / Transportation
/ Transportation Research Research
Procedia Procedia
00 (2019)58 (2021) 165–172
000–000 1673

Fig. 1. EMS configuration. Source (TFK, 2007)

3. Method

The methodology proposed in this research consists of three steps: (1) the selection of the type of vehicles to be
used, (2) a set of driving tests in real conditions considering a route and different load configurations, and (3)
comparison in terms of consumption and CO 2 emissions.

3.1. Selection of the vehicle

Different types (T) of vehicles were selected to compare results within a route (see Figure 2): (i) T1: Trailer
(conventional truck) of 16.50 m total length. Free movement on the Spanish road network; (ii) T2: HCV called
Gigatrailer of 25.25 m total length. Free movement on the Spanish road network; and (iii) T3: HCV called Duotrailer
of 31.75 m total length. Subject to strict regulations and circulation under license by the Administration.
Tests were carried out with T3 vehicles (Duotrailer). Two types of Duotrailer were selected for the tests: 9 axle
vehicles and 10 axle vehicles. The selection of vehicles tried to consider not only weight restrictions in Spain but also
in Finland as a pioneer in the research and use of HCVs from many years. Finnish government allowed in October
2013 operating high capacity vehicles with a maximum weight limit of 76 t on Finnish roads, a maximum height limit
of 4.4 m, and a length limit at 25.25 m in accordance with the European modular system (Liimatainen et al., 2020).
With this weight, a dolly of two axles is needed for the transport operation. On the other hand, tests in Spain are
limited to 70 t and a one axle-dolly would be enough for the transport operation.
The characteristics of the Duotrailer vehicles in terms of power, maximum authorised mass (MAM), technically
permissible maximum masses (TPMM), and total length of the Duotrailer are shown in Figure 3 according to the
tractor unit, semitrailer 1, dolly and semitrailer 2.

Fig. 2. Comparison of vehicles within the route used for test

4168 Author name
Emilio / Transportation
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et al. / Transportation 00Procedia
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58 (2021) 165–172

Fig. 3. Weights and dimensions of the used vehicles (Duotrailer)

Three vehicle configurations (VC) have been used in the tests (see Table 1).

Table 1. Identification of the vehicles used in the tests

Vehicle Configuration Tractor Semitrailer 1 Dolly Semitrailer 2

VC1 580 CV (2 axles) 3 axles 2 axles 3 axles
VC2 580 CV (2 axles) 3 axles 1 axle 3 axles
VC3 520 CV (2 axles) 3 axles 1 axle 3 axles

3.2. Driving tests in real conditions

The transport company Group Sesé in Spain performed the tests in real operation. A route by highway was chosen
for the use of the Duotrailer vehicle: Azuqueca- Martorell (round trip) with a distance of 552 km (each trip). A load
of 13.5 t was transported (30% use of the vehicle). A set of conditions for the vehicles has been stablished (Table 2):

Table 2. Conditions established for the tests

Characteristics of the set of vehicles
(a) Tests with 9-axle and 10-axle vehicles.
- Resistance to advance, specific
consumption.
- Manoeuvrability, interaction with
infrastructure.
(b) Tests with two available tractor units:
520 CV and 580 CV.
- Optimize energy efficiency.
- Emissions.
Characteristics of the type of route Characteristics of the type of merchandise
(a) Tests with different distances long and (a) Type of heavy good.
short routes.
- Average consumption. - Powers, consumption and emissions.
- Energy efficiency.
(b) Route profile (flat profiles and mountain (b) Type of bulky and light merchandise.
profiles).
- Energy consumption.

Tests were scheduled along 2018 (using VC2 from September to December) and 2019 (using VC1 from January
to April and VC3 from September to December). A total number of 150 test were performed.
 Emilio Larrodé et al. / Transportation Research Procedia 58 (2021) 165–172 169
Author name / Transportation Research Procedia 00 (2019) 000–000 5

3.3. Comparison of consumptions and CO2 emissions

A matrix of cases is constructed. The calculation of consumptions has initially considered the following conditions:

• Condition 1: Influence of meteorological conditions:

• Action of the wind.
• Consumptions.
• Ultrasonic wind speed measurement sensors.
• Condition 2: Influence of traffic conditions.
• Heavy traffic or slow traffic
• Average consumption.
• Variation of speed conditions.
• Considerable increase in braking and acceleration.
• Condition 3: Influence of driving type.
• Average consumption of vehicles.
• Short distance routes.
• Transport of heavy merchandise.

To limit the number of tests to be carried out, the working intervals of each of the factors were established and the
following working hypotheses were adopted:

(1) Hypotheses regarding the type of vehicle (HVE):

• Type of connection:
• HVE1: Dolly of two axles (10-axle Duotrailer).
• HVE2: Dolly of one axle (9-axle Duotrailer).
• Type of tractor (T):
• HVET1: 520 CV (383 kW).
• HVET2: 580 CV (427 kW).
(2) Hypotheses regarding the route (HR):
• Distance (HRD):
• HRD1: Route of short distance traveled (<600 km).
• HRD2: Route of long distance traveled (>600 km).
• Profile (HRP):
• HRP1: Profile of the route with strong ramps accumulated (> 12%).
• HRP2: Profile of the route with accumulated average ramps (> 5% and <12%).
• HRP3: Profile of the route with slight accumulated ramps (<5%).
(3) Hypotheses regarding the merchandise (HM):
• Volume transport (HMV): ≤ 33% of maximum payload.
• Load volume (HML): medium load transport (> 33% of maximum payload) and full load transport (>
66% of maximum payload).
(4) Existence of externalities:
• Wind forces.
• Traffic congestion.
• Stressed driving.

The analysis of emissions was performed by using EcoTransIT (https://www.ecotransit.org/calculation.es.html)

calculation tool. The tool provides information of emissions in terms of CO 2 , CO 2 equivalent, NO 2 , non-methane
hydrocarbons, particles and distances. In this research, we focus on CO 2 emissions.
170 Emilio Larrodé et al. / Transportation Research Procedia 58 (2021) 165–172
6 Author name / Transportation Research Procedia 00 (2019) 000–000

4. Results

Table 3 shows the average results in terms of consumption for the route tested using Duotrailers (T3). It can be
seen that, on average, consumption is higher for the transport from Martorell to Azuqueca than the road trip even if
average payload transported is lower. This is due to the profile of the route.

Table 3. Average consumption results for T3 in the route tested

Azuqueca-Martorell Martorell-Azuqueca
Average consumption (l/100km) 39.10 41.47
Average distance traveled (km) 552 552
Average payload transported (t) 14.25 12.75
Average load factor 2.50 2.60

Table 4 shows a comparison between T1, T2 and T3 in the same route in terms of consumption savings. However,
different load factors have been considered as the tests have been performed in real operation. The highest
consumption correspond to T3 vehicles (Duotrailer). Nevertheless, savings with regard to T1 vehicles are around 22
% (per ton) and 26 % (per ton and m3) (mean), and savings regarding T2 are around 9 % (per ton) and 23 % (per ton
and m3) (mean) considering that the load factor is higher in T3 vehicles. These results are similar to the conclusions
achieved by Lindqvist et al. (2020). The authors, in a Swedish context and case study, compared the resemblance
between different fill rates in Long Heavy Vehicles (LHV) and HCVs (a 100% fill rate LHV based on loading meters
corresponded to a 76% fill rate in an HCV). Their analysis showed that an HCV must be filled with more than 75%
to become economically feasible.

Table 4. Comparison of consumptions and savings between vehicles

Typologies of vehicles
T1(410 CV gas) T1(450 CV) T2 (580 CV) T3 (520 CV) T3 (580 CV) T3 (580 CV)
Consumption (l/100km) 24.8 27.1 39.5 38 40.80 41.48
Saving per ton (%) - - 13.66 25.1 19.63 20.29
Saving per ton and m3 (%) - - 2.9 29.90 24.87 23.52
Real load factor 1.5
- - 2.53 2.5 2.5
(theoretical)

Furthermore, a comparison in terms of mass transported and the unladen mass of the vehicles used in the Spanish
test was performed (Figure 4). It can be seen that even though T3 vehicles (Duotrailer) are heavier, they transport
nearly twice load.

Fig. 4. Comparison of weights of the vehicles used

 Emilio Larrodé et al. / Transportation Research Procedia 58 (2021) 165–172 171
Author name / Transportation Research Procedia 00 (2019) 000–000 7

The differences in total emissions between the three types of vehicles were also analyzed (Figure 5). It can be seen
T3 vehicles (Duotrailer) are the most polluting.

Fig. 5. Difference of emissions in the vehicles used

In addition, Figure 6 shows the emissions of CO 2 as a function of the mass displaced and payload according to the
different typologies of vehicle. It can be seen that CO 2 savings are identified in comparison with the other vehicle
typologies. This conclusion is in line to the provided by Liimatainen et al. (2020). In their study, they reported savings
because of the use of HCVs in Finland in 2017. In fact, according to the authors “the HCVs resulted in cost savings
of around 126 million € and CO 2 savings of at least 0.10 Mt (0.12 Mt without taking into account the effect of modal
shift from rail to road which increased emissions by 0.017 Mt as a maximum estimate), which equals around 3% of
total trucking CO 2 emissions in Finland”.

Fig. 6. CO 2 emissions as a function of the mass displaced by each type of vehicle

5. Conclusions

The use of High Capacity Vehicles have received interest from Sweden and Finland for more than 20 years, being
pioneers in their use and implementation. In Spain, this interest is more recent. In fact, the Euro Modular vehicle of
70 tons of maximum load, is only allowed to be used in highways under special permission of the Spanish Ministry
of Transportation, for real testing. In this research, a set of experimental tests using EMS vehicles in real behavior has
been performed using different vehicle configurations and conditions. The capture of data during the test allowed
monitoring the entire operation and a comparison with other vehicles, both in terms of volume transport and maximum
load.
Results from the viewpoint of the behavior of the vehicle, and the environmental, operational and economic
improvement are considered positive, because savings have been identified regarding other type of vehicles during
the operation. However, it should be taken into account that lower costs and thereby lower prices for road freight
leading to implementation of HCVs, can also influence a modal shift and induced transport if counter measures are
not taken (Liimatainen et al., 2020, Pålsson et al., 2017).
172 Emilio Larrodé et al. / Transportation Research Procedia 58 (2021) 165–172
8 Author name / Transportation Research Procedia 00 (2019) 000–000

Other conclusions regarding the behavior during operation include:

• Properly dynamics, mechanics, and maneuverability is suitable in all road sections where it has been
tested.
• Vehicle safety throughout the test run with no incidents during the tests.
• Stability in running behavior, without road damage, given its distribution of axle loads. However, for
Liimatainen et al. (2020), estimated infrastructure costs derived from the use of these type of vehicles are
of 850 million € over a 20-year period due to bridge alterations and increased pavement repairs.
• The test scenarios performed and their repetition, allows to verify the behavior of the vehicle both in
terms of safety, maneuverability and its economic and environmental profitability.

Future research will focus on conducting more tests in more scenarios, to corroborate the results obtained and verify
that the vehicle's behavior complies with all safety and effectiveness guarantees in road transport operations.

Acknowledgements

This research has been funded by the company Group Sesé through the Sesé Professorship in partnership with the
University of Zaragoza.

References

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