Environmental Footprint of Heavy Vehicles Phase III: Comparison of Footprint and LSVA Criteria

• Research unit: FEDRO RBT
• Project number: ASTRA2010/019

Key words (English)

Axle load, Gross Weight, Noise, Gaseous Emissions, Bonus/Malus

Short description (English)

In August 2009, WIM sensors where built parallel to an LSVA monitoring site on the A1 at Oberbuchsiten. This provides a unique opportunity to combine many of the Footprint parameters with LSVA parameters. Detail analysis of sample of data can give clear indication on whether or not the LSVA encouraged environmentally friendly vehicles for a larger sample size than in Fooprint II. The overall goal of this follow up proposal is to monitor the following parameters of interest: axle load, gross weight, noise (heavy vehicles and personal vehicles) and engine type, in order to develop an overall footprint of individual vehicles for a statistically significant sample of vehicles.

Such information can help provide a better understanding of the nature of road traffic, to identify the problem and to find solutions to deal with the problem. It can also provide an intermediate step in order to investigate whether a costly footprint super monitoring site is necessary. Such data can provide the means for a more balanced decision making.

Project description (English)

All data indicates that the number of heavy vehicles is on the rise. For a sustainable transportation system there is an urgent need to develop means to reduce the environmental impact of these vehicles at source.

The European cooperative project Eureka Logchain Footprin E!2468 has developed methods to identify environmentally friendly vehicles for road and rail transport modes. At the same time the Swiss heavy vehicle fee (HVF) or LSVA (the German acronym) has developed a bonus/malus system in order to encourage road vehicles with a small environmental footprint.

Detail examination of vehicles chosen from the traffic stream as part of the Footprint II project has indicated that the parameters encouraged by the LSVA method are indeed at or below environmentally friendly limits whereas the additional parameters defined by the Footprint project are not affected. Footprint II has shown that there are vehicles on the road with very high axle loads but gross vehicle weights that are within limits. There are vehicles with high noise emissions but engines that are up to the latest available technical standards for gaseous emissions. In summary, vehicles that based on LSVA would pay a reduced fee are not necessarily environmentally friendly when the footprint parameters are considered. Parameters that are currently controlled and their reduction encouraged such as gaseous emissions, axle loads and gross weight are for the most part below or close to acceptable limits. However other important parameters such as tyre pressure and noise remain to be higher than acceptable limits.

In August 2009, WIM sensors where built parallel to an LSVA monitoring site on the A1 at Oberbuchsiten. This provides a unique opportunity to combine many of the Footprint parameters with LSVA parameters. Detail analysis of sample of data can give clear indication on whether or not the LSVA encouraged environmentally friendly vehicles for a larger sample size than in Fooprint II.

The overall goal of this follow up proposal is to monitor the following parameters of interest: axle load, gross weight, noise (heavy vehicles and personal vehicles) and engine type, in order to develop an overall footprint of individual vehicles for a statistically significant sample of vehicles. The results of the project can aid in improving a bonus/malus mechanism based on the "polluter pays principle" in order to reduce the environmental impact of vehicles at source.

Expected findings/ usefulness, beneficiaries (English)

Monitoring of the environmental footprint of vehicles allows identification of vehicles with a high impact and aids in finding means to reduce this impact at source.

Overall Outputs:

1 Analysis of individual parameters

2 Analysis of combined parameters

3 Which vehicle classes have a higher total footprint

4 Do domestic vehicles have a higher footprint or transit vehicles

5 How many vehicles are carrying more than they have declared?

6 Are over loaded vehicles domestic or foreign?

7 Statistical evaluation of possible correlation between noise emission and available vehicle specific parameters such as category (Swiss10), weight, Euro emission class, home country, installed particle filters and so forth.

8 Noise measurements of personal vehicles by class.

9 Develop noise categories (labels) for this site: red/blue/green.

Methods (English)

Task 1: Initial data evaluation WIM+LSVA

Sample data from LSVA and WIM will be analysed in order to investigate patterns in the data and to develop an algorithm for general data evaluation. Furthermore a strategy is developed on how LSVA, WIM and noise data can be synchronized in order to get coherent information about each single vehicle.

Task 2: Installation, operation and evaluation of noise monitoring

The acoustical footprint of a vehicle passing by will be determined by evaluating the maximum sound pressure level received at a microphone installed in a distance of 7.5 m from the traffic lane in accordance to ISO and Eureka Footprint criteria. A compensation strategy will be applied to eliminate the disturbing influence of neighbour vehicles in order to get a maximum percentage of vehicles that can be evaluated. The noise monitoring will be installed only temporarily. A noise monitoring period will cover four weeks with an expected number of more than 50’000 analyzed heavy vehicles that can be attributed a noise label. Three or four periods distributed over one year are planned to guarantee a representative sample of the typical vehicle park.

Output: Noise data for the majority of the vehicles encountered during the measurement periods

Task 3: In-situ measurements of all parameters including tyre pressure in cooperation with ASTRA WIM calibration

The WIM monitoring site is calibrated usually yearly in the Fall. The project team will cooperate with the WIM calibration team during this time. Axle load, gross weight, vehicle engine and particle filter information will be collected. Data can be acquired statically and dynamically to allow for later analysis. In addition this is the only opportunity to measure tyre pressure statically. Noise data for the calibration vehicles will be collected dynamically.

Output: Static and dynamic data for thirty vehicles

Task 4: Analysis of calibration vehicles

The data acquired in task 3 will be analysed.

Output: Analysis and comparison of static and dynamic data for thirty vehicles

Task 5: Analysis of sample LSVA+ WIM+ Noise data

For the relevant time periods, LSVA, WIM and noise data will be assembled and analysed. It will be checked what possible vehicle information can be made available. Possible relations between vehicle parameters and WIM and noise data will be evaluated. Results for footprint I and II have shown that depending on the month and day of week ca 6000 to 1500 heavy vehicles pass this site daily. The evaluation of data for one month ie 150000 vehicles will give a good statistically representative sample.

Task 6: Policy options

Depending on the outputs of task 5 policy options will be investigated and recommended in order to reduce the overall footprint of heavy vehicles at source.

Task 7: Participation in Eureka meetings

The project partners of the Eureka Logchain Fooprint project are interested in further cooperation. Initial project outline has been developed (Annex 1). Swiss partners are interested in further cooperation as only through a European consensus can policy be developed and implemented to reduce the impact of heavy vehicles at source.

Task 8: Identification of sample of environmentally unfriendly vehicles

Results of task 4 and 5 will be used to identify a sample of heavy vehicles with a high footprint.

Task 9: Final Report

Project results will be summarized in a final federal report. In addition the results will be disseminated in international forums such as conferences and scientific publications.

Special tools and infrastructure (English)

Addition of a temporary microphone to the LSVA+WIM monitoring site

Overview of research activities (English)

The following statements are made based on the experience gained through the first two phases of the Footprint project:

• Footprint monitoring has added to the understanding of the evolution in road/vehicle interaction and how this will affect infrastructure design and management.

• The environmental footprint of heavy vehicles defined as dynamic load, noise, vibration and pollutant emissions was measured based on criteria set by the European project Eureka Logchain Footprint. The data shows that on weekdays ca 6000 heavy vehicles over three tonnes pass the footprint site out of which approximately 10% could be overloaded.

• In order to accurately identify overloaded vehicles, detailed vehicle information is needed. To this end, during a measurement campaign the footprint parameters were measured statically and dynamically for freight vehicles selected from the traffic stream and results were compared to the criteria set up as a result of current Swiss policy.

• The data shows that identifying the environmental footprint of HGVs is not straight forward. Vehicles that based on LSVA would pay a reduced fee are not necessarily environmentally friendly when the footprint parameters are considered.

• Parameters that are currently controlled and their reduction encouraged such as gaseous emissions, axle loads and gross weight are for the most part below or close to acceptable limits. However other important parameters such as tyre pressure and noise remain to be higher than acceptable limits.

• Footprint monitoring has led to histograms showing the distribution of the parameters. As shown each parameter has to be quantified in situ and compared to environmental limits leading to a rating for that parameter. Once a vehicle is rated for each parameter the individual rating can be added to produce a total footprint index. This index in turn can lead to an environmental label.

• Vehicles that are not environmentally friendly can also be potentially unsafe.

• The in-situ measurement of gaseous emissions of individual road vehicles at one single engine operating state in the framework of a Footprint Monitoring Station does not accurately reflect the representative emissions of that vehicle. Ideally, the average emission factors (g/km) for different classes of HGV should be found. In addition, driving pattern, road gradient and loading should be taken into account.

• The large difference of more than 10 dB between the loudest and the most silent vehicle shows the large potential for possible improvements regarding noise impact.

• Ground borne vibration caused by heavy vehicles are below threshold of human perception at the footprint monitoring site. However this can change depending on traffic characteristics and pavement condition.

• Using a footprint monitoring site can allow monitoring of 60 tonne mega trucks if they are introduced in the future and assure compliance with the allowable limits.

• Environmental labelling allows the internalization of external costs and produces solutions that support policy

Project aims (English)

Detail examination of vehicles chosen from the traffic stream as part of the Footprint II project has indicated that the parameters that are currently controlled and their reduction encouraged by the LSVA method such as gaseous emissions, axle loads and gross weight are at or below environmentally friendly limits whereas the other important parameters such as tyre pressure and noise remain to be higher than acceptable limits. This means that vehicles that based on LSVA would pay a reduced fee are not necessarily environmentally friendly when all Footprint parameters are considered.

The overall goal of this follow up proposal is to monitor the following parameters of interest: axle load, gross weight, noise (heavy vehicles and personal vehicles) and engine type, in order to develop an overall footprint of individual vehicles for a statistically significant sample of vehicles.

Research agenda (English)

		1st Year		2nd Year
Task	Description	1st half	2nd half	1st half	2nd half
1	Initial data evaluation WIM+LSVA	X
2	Installation operation and evaluation of noise monitoring	X	X	X
3	In-situ measurements of all parameters including tire pressure in cooperation with ASTRA WIM calibration		X		X
4	Analysis of calibration vehicles		X		X
5	Analysis of sample LSVA+WIM+Noise data	X	X	X	X
6	Policy options	X	X	X	X
7	Participation in Eureka meetings	X	X	X	X
8	Identification of sample of environmentally unfriendly vehicles		Δ		?
9	Final Report			X	X

X indicates activity

? indicates milestone

Transfer and application (English)

The results of the project can aid in improving a bonus/malus mechanism based on the "polluter pays principle" in order to reduce the environmental impact of vehicles at source.

Berichtsnummer (German)

1398

Literature (English)

1. European cooperative project Eureka, homepage, www.Eureka.be, Project Number E!2486.

2. “Fair and Efficient”, The distance related Heavy Vehicle Fee (HVF), http://www.bundespublikationen.admin.ch/ Form 812.004.1.e. Also available in German and French.

3. European Cooperative Project OECD IR 6 DEVINE, Dynamic interaction between vehicles and infrastructure experiment. 26-Oct-1998.

4. COST 323 (1999), European Specification on Weigh-in-Motion of Road Vehicles, EUCO-COST/323/8/99, LCPC, Paris, August, 66 pp.

5. EN ISO 11819-1: Acoustics - Measurement of the influence of road surfaces on traffic noise - Part 1: Statistical Pass-By method, 1997.

6. http://www.bafu.admin.ch/umweltbeobachtung/

7. www.admin.ch/ch/d/sr/741_11/a67.html

8. Hueglin, C., Buchmann, B. and Weber, R. O. (2006). Long-term observation of real-world road traffic emission factors on a motorway in Switzerland. Atmos. Environ. 40(20): 3696-3709.

9. Handbook of Emission Factors for Road Transport" (http://www.hbefa.net).

10. DIRECTIVE 2006/38/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 17 May 2006 amending Directive 1999/62/EC on the charging of heavy goods vehicles for the use of certain infrastructures

11. Poulikakos, L.D. et al. Footprint II- Long Term Pavement Performance and Environmental Monitoring on A1. Project report (in press)

12. Poulikakos, L. D., Heutschi, K., Arraigada, M., Anderegg, P., Soltic, P. (2010). Environmental Footprint of Road Freight: Case Studies from Switzerland. Transport Policy, 17, pp342-348.

13. Mayer, R., Poulikakos, L., Lees, A. editors: Impacts of vehicle with infrastructure and the environment as measured by Footprint measuring systems, Eureka-Empa Report, October (2009)

14. Poulikakos, L.D. et all. Swiss contribution to Eureka Project Logchain Footprint E!2486. ASTRA/BAFU/KTI report Nr. 1193. Research contract FEDRO 2004/008 (2007).