On this page
- Case study 1 – General bulk freight
- Case study 2 – General bulk freight transport company
- Case study 3 – General freight transport company specialising in perishable goods
- Case study 4 – Coal transport from New Vale Mine to Edendale in Gore District
- Case study 5 - Gore District Council’s experiences to date with High Productivity Motor Vehicles
- Case study 6 - Invercargill City Council’s experiences to date with HPMV
Case study 1 – General bulk freight company
A general freight bulk container company has about 120 trucks providing general freight, bulk liquid (for example, food oils), bulk pneumatic (for example, flour) and tipping containers throughout the North Island. About half of the company’s fleet can be made available for carrying international shipping containers.
Under the HPMV rule change, the overall vehicle length has increased from 20 metres to 22 metres for truck and simple trailers. The company says, under this rule change, a typical container set-up reduces the weight of the vehicle without a load and increases the allowable weight of the load.
About 10 such vehicle combinations are thought to be operating through New Zealand. The company in this case study says it constructed such a vehicle combination from existing spare parts within three months of the rule change, and that two more vehicle combinations are currently under construction.
The company says freight operations that transport large, low-density volumes, such as carrying cars and empty containers, can particularly benefit from increased vehicle length. It expects use of containers will continue to increase, but this increase will mean the relocation of empty containers will need to be managed efficiently.
The Rule amendment enables a vehicle combination to carry either one 40-foot and one 20-foot containers, or three 20-foot containers. The company says, prior to the Rule change, the next best alternative was one truck for the 40-foot container and another for the 20-foot container.
The company says under the HPMV rule, it saves one truck journey per freight task, and estimates a halving of container costs from $6 per kilometre to $3 per kilometre, thus increasing the financial return.
Most benefits come from moving empty containers or fully-loaded, low-weight freight. As many of these freight operations are in congested port and urban environments, the company suggests the rule could make a real difference in reducing truck journeys in busy urban environments.
Case study 2 – General bulk freight transport company
A general bulk freight transport company runs about 90 truck and trailer units specialising in bulk sand, metal, woodchips, fertiliser, coal, animal feeds, pallets and bulk general freight. The fleet consists principally of truck and trailer units fitted with bulk bins.
The company has made 16 permit applications for HPMVs in year to 30 May 2011. These have comprised five over-length (three approved, two in progress) and 11 higher-mass permit applications. All truck types in the applications were eight-axle truck and trailers.
While three over-length permits have been received, the company estimates they will not be able to fully utilise these permits due to the fact that these loads will also be heavier and, without a higher-mass permit, they cannot carry heavier loads. Most of the company’s applications for higher-mass permits have been declined due to bridge constraints.
About 25 percent of the company’s potential business is on regular routes, primarily on state highways that are more likely to cope with heavier vehicles. Carrying a heavier load on the return journey is important to the viability of any transport operation, so the heavier the load, the more benefits are realised.
The company believes regular route work is particularly important to the commercial viability of HPMV operations to offset the increase in road user charges (RUC) for the heavier loads.
If higher-mass permits up to 49 tonnes are approved, the company expects to save $2 million a year.
Case study 3 – General freight transport company specialising in perishable goods
A general freight transport company specialising in the long-distance transport of perishable goods has received 11 over-length permits to the end of May 2011 as a result of the amendment Rule.
The company operates 30 vehicle combinations, the majority of which are B-trains.
While it is still too early to accurately judge the economic benefits of the company’s increased capacity, it is estimated it may be about $300,000 a year. Costs to achieve these gains are near nil, as any new equipment being purchased has the additional capacity.
The primary benefit to the company is from increased capacity, when this additional capacity can be utilised. Actual benefits will vary as the company has found many loads reach their maximum allowable weight before the loads allowed under the over-length permits can be filled.
If the company can secure higher mass permits in addition to the over-length permits, more benefits would be realised.
The company also reports that three applications are pending for permits for both over-length and higher-mass to 54 tonnes. Actual approved weights may be nearer to 48 tonnes due to bridge restraints on the routes.
Case study 4 – Coal transport from New Vale Mine to Edendale in Gore District
Solid Energy is expecting to supply 180,000 tonnes of coal each year from the New Vale mine to Edendale in the Gore District. A 63-tonne permit was approved in 2011. A ten-axle vehicle combination comprising a five-axle truck and five axle trailer is being built to cater for the heavier weights.
The new vehicle combination increases capacity by 14 tonnes or 46 percent more than a standard eight-axle rigid truck and tailer unit.
The company expects to save 1800 trips per year on the 60 kilometre round journey from the mine to the Edendale – a total reduction of 108,000 kilometres each year with savings of about $300,000 a year.
The cost of the new purpose-built vehicle is marginally higher than a standard vehicle.
Case study 5 - Gore District Council’s experiences to date with High Productivity Motor Vehicles
Local roads in Gore District Council are part of a High Productivity Motor Vehicle route for coal that is expected to save well over 100,000 kilometres of truck travel each year.
Gore District Council has approved three higher mass permits to date, all of which are for Solid Energy’s transport of 180,000 tonnes of coal each year from the New Vale Mine to Edendale.
Of the 30 kilometre route, about six kilometres are on Gore District roads with the remaining 24 kilometres being on state highways.
The first two permits were approved in May 2010 for 50 tonne, eight-axle truck and trailer units. In June 2011 the potential gains increased significantly again with the approval of a 63 tonne, ten-axle unit (made up of a five-axle truck and a five-axle trailer) was approved.
To date, pavement impacts of higher-mass vehicles appear little more than what would be expected by standard heavy vehicles. The higher-mass route only crosses one local road bridge – a recently constructed one which was independently assessed as being capable of being used by higher-mass vehicles.
The council says the financial benefits to Solid Energy and its customers are expected to drive economic benefits for the wider district, and fewer heavy vehicles on the road has benefits for safety and congestion.
Case study 6 - Invercargill City Council’s experiences to date with HPMV
Invercargill City Council has approved local road access for three higher-mass routes finishing at the Port of Bluff.
Since mid-2010, two 52 tonne, eight-axle B-trains have been approved by Invercargill City Council to transport woodchip 16 kilometres from an industrial estate at Awarua, on the southern edge of the city, to the Port of Bluff.
Most of the route is state highway with short lengths of local road at each end, including a rail overbridge at the port.
Also approved for operation on local roads are two higher-mass vehicles - a 50 tonne bulk liquid B-Train from Awarua to the port, and a 54 tonne truck and trailer carrying fuel from the port to Queenstown which travels via Invercargill’s new western heavy traffic bypass.
The early application of higher-mass permits was made possible by an independent assessment of local road and state highway pavement suitability.
The council says the benefits are significant, mainly arising from the freeing up of around two hours truck operating time each day.
The council says there is further interest in routes, particularly with origins and destinations at or near the Port of Bluff, with six applications in progress.
Higher-mass applications to date have highlighted the need for agreement on a preferred bypass route east of the city to the port.
There are several local road access issues in Invercargill and other council areas that impact on proposed higher-mass routes. The NZTA is working with Invercargill City Council and other interested councils to enable local road access on and off state highways.
The council is monitoring the long-term effects on the impacts of heavier vehicles on the roads.
