Final report Appendix 9B: Socio-economic calculation

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1 The Danish Road Directorate Trial with European Modular System Final report Final report Appendix 9B: Socio-economic calculation results This appendix shows the results of the socio-economic calculations for the evaluation and the analysis. The appendix is divided into the following main sections: introduction and elaboration of data included in the evaluation calculations evaluation results introduction and elaboration of data included in the analysis calculations analysis results non-appraised external effects, including accidents The evaluation ( ) 1 INTRODUCTION The evaluation covers the socio-economic calculation of the two completed years of the EMS vehicle pilot project: 2009 and The evaluation is based on those assumptions and premises listed in Appendix 9A, and the calculations were made using the calculation model TERESA from the Danish Ministry of Transport. Data is derived from the first two pilot project years, and the tendencies were observed in the years leading up to the project. The appraisal takes place in TERESA where transport-economic calculation prices are applied. All prices are at 2011 level, and a 5% calculation interest is applied as standard procedure in TERESA. The last section of this appendix contains comments about the non-appraised external impacts. 2 DATA ELABORATION Apart from those premises and assumptions presented in Appendix 9A, it is important to explain the way in which the number of EMS vehicles and ordinary road trains developed during the evaluation years. 2.1 Development in number of EMS vehicle units and number of kilometres driven The number of registered EMS vehicles and their average traffic performance per week were established based on special runs of the driver's logs for the EMS vehicles (for week 2 in and week 44 in 2010). This data forms the basis of establishing the number of kilometres driven as well as the number of EMS vehicles utilised during the first two years of the pilot project. 1 This is assumed to apply to 2009.

2 The Danish Road Directorate Page 2 Year Number of registered units Utilised for EMS vehicle transport Average traffic performance (km) per week per EMS vehicle Total number of kilometres driven per week Total number of kilometres driven per year , ,630 21,248, , ,598 26,239,096 Figure 1: EMS vehicle transport, cf. Appendix 2B, figures 3, 4 and 5. The traffic performance grew by approximately 23% from one year to the next, which is a relatively large increase. However, this intensive growth is explained by the continuous extension of the pilot project road network throughout the years. The pilot project road network will also be extended in 2011 but to a lesser degree than in previous years. No significant extensions are expected after Development in number of ordinary road trains and number of kilometres driven The development in the number of ordinary road trains is established based on data from Statistics Denmark. Year National transport (billion km) International transport (billion km) Total transport (billion km) Figure 2: Transport by means of Danish vehicles, excluding transit traffic, cf. report, figure These figures only show the number of kilometres driven by vehicles registered in Denmark. These same vehicles are also the only ones included in the EMS vehicle numbers because the calculations are limited to the impacts seen within the country. 2.3 Overview of appraised external impacts Apart from those premises and considerations listed in Appendix 9A, this section elaborates on the way in which the project scenario is weighed in relation to the ratio between external impacts caused by EMS vehicles and ordinary road trains. For all external impacts, the ratios between the external impacts caused by EMS vehicles and ordinary road trains are multiplied by the number of EMS vehicle kilometres driven. In this way, the weighing of the external impacts caused by EMS vehicles in comparison to those caused by ordinary road trains is included in the project scenario. The specific weighings are explained in detail in the following section. 2 Includes trailer road trains and semi-trailer road trains.

3 The Danish Road Directorate Page Air pollution and climate impacts The project scenario is weighed in comparison to air pollution and CO 2 emission. The net change in emissions is established through the difference in emissions from an EMS vehicle and an ordinary road train. The ratio between the emission of air pollutants and CO 2 is determined for utilisation of an EMS vehicle and an ordinary road train at a level of 1.09 for emission of pollutants and 1.27 for CO 2 3 respectively. The ratio for emission of air pollutants constitutes an average value for all pollutants. These ratios are multiplied by the number of EMS vehicle kilometres driven in order to weigh the project scenario in comparison to the change in emissions Noise Under the assumption that the noise impact only depends on the number of axles, a noise impact comparison results in a ratio between noise from one EMS vehicle and one ordinary road train of 1.40 (the difference is 1.5 db, cf. Appendix 8). This means that considering these assumptions and examining the road trains in isolation, an EMS vehicle makes 1.40 times the noise that an ordinary road trains makes. This ratio is used as weighing factor in the project scenario in the socio-economic analysis. 3 EVALUATION RESULTS The socio-economic results of the EMS vehicle pilot project for are calculated in TERESA based on the collected data and those premises and assumptions described in Appendix 9A and above. The following table shows the socio-economic calculation in TERESA. 3 The ratio between the emission of pollutants from an EMS vehicle and an ordinary road train is based on the average emission of NOx, CO, PA, HC and SO 2 per km from each EMS vehicle and ordinary road train at a level of 1.39 and 1.28 g/km respectively, cf. Appendix 7, figure 2. For CO 2, the emissions for EMS vehicles and ordinary road trains are 932 and 753 g/km respectively.

4 The Danish Road Directorate Page 4 Million DKK Evaluation Construction costs: Construction costs Net book value of construction investments 0.00 Total construction costs Operational and maintenance costs: Operational costs, road Cargo transport costs, transport companies Total operational and maintenance costs External costs: Noise 0.49 Air pollution 9.53 Climate (CO 2 ) 2.55 Total external costs Other consequences: Consequences for duties Tax distortion loss Total, other consequences Total net present value Internal interest % Figure 3: Net present value for evaluation results, 2011 price level It is evident that a negative net present value has occurred, which is primarily explained by the fact that the positive cargo transport costs do not compensate for the construction costs and those costs caused by tax distortion loss and consequences for duties caused by the EMS vehicle pilot project. As mentioned before, the total construction costs were established based on the construction cost data made available, whereby the construction costs for are included. These were added to the net duties factor in order to obtain market prices and also projected to 2011 net present value 4. They cover construction costs paid by the state as well as those construction costs stated by transport centres and company arrangement participants. There is a negative tax distortion loss which is due to costs pertaining to facility reconstructions and maintenance. The pilot project has also led to lower public duties yields, see also the item of consequences for duties in figure 3. The reason for this is that fewer kilometres were driven during the pilot project period than one would have expected had the pilot project not been implemented, whereby the duties yielded from fuel tax etc. have decreased. 4 The net duties factor of 17% is added in order to obtain the market prices for the state-supposed construction investments, which then ensures that the calculations reflect those prices experienced by the consumers (cf. Danish Ministry of Transport, 2003). See also Appendix 9A section 3.5 for an explanation of construction cost inclusion in TERESA.

5 The Danish Road Directorate Page 5 Apart from maintenance costs pertaining to facility reconstructions, which have been established at a level of 1% of the facility reconstruction costs, the item "operational and maintenance costs" includes the savings in cargo transport costs that make up a significant gain to the transport companies. Similarly, the external impacts derived from the EMS vehicle pilot project also constitute a gain. When comparing the pilot project costs and benefits, the "benefit-cost" ratio is established, i.e. the ratio between the net present value of the benefits and costs of the pilot project. If this ratio is above 1, it means that the project is feasible seen from a socio-economic perspective, i.e. the pilot project leads to more benefits than costs. Million DKK Costs Benefits Construction costs Oper. and main. costs External impacts Consequences for duties Tax distortion loss Total Benefit-Cost Ratio (BCR) 0.79 Figure 4: Summary of costs and benefits for the evaluation. It is evident that the benefit-cost ratio is 0.79, which indicates that the pilot project leads to fewer benefits than costs. In this way, it is established that for each 1 DKK of cost, only 0.79 DKK of benefits were achieved during the twoyear evaluation period. 3.1 Results of the evaluation including 2011 Originally, it had been decided to evaluate the EMS vehicle pilot project for a period of three years before deciding whether the project should be extended or not. The evaluation was to cover all three EMS vehicle pilot project years but should have been carried out in spring 2011 without the pilot project not yet having ended. As a starting point, it was decided to carry out the evaluation for the first two years of the EMS vehicle pilot project, 2009 and 2010, based on the argument that the evaluation would be based on data from the first two completed project years. In this way, the uncertainties related to data projection would be avoided is included in order to supplement the result of the first two years of the evaluation with one additional year. The figure below shows the results of these calculations for the years , whereby data for 2011 consists of projected 2009 and 2010 data, see also figure 7 and figure 8 in this appendix.

6 The Danish Road Directorate Page 6 Evaluation + Million DKK 2011 Construction costs: Construction costs Net book value 0.00 Total construction costs Operational and maintenance costs: Operational costs, road Cargo transport costs, transport companies Total operational and maintenance costs External costs: Noise 0.79 Air pollution Climate (CO2) 2.39 Total external costs Other consequences: Consequences for duties Tax distortion loss Total, other consequences Total net present value Internal interest 14% Figure 5: Net present value for the evaluation with 2011 results, 2011 prices It is evident that when including the last year of the EMS vehicle pilot project, which was originally planned to last for three years, the result turns positive. Despite the larger costs related to construction and maintenance costs, tax distortion loss and consequences for duties for the evaluation with 2011, the positive cargo transport costs lead to a positive result. The positive external impacts also contribute to the positive result, although to a lesser degree. Figure 6 summarises the result of the evaluation including The figure also shows the benefit-cost ratio. Million DKK Costs Benefits Construction costs Oper. and main. costs External impacts Consequences for duties Tax distortion loss Total Benefit-Cost Ratio (BCR) 1.10 Figure 6: Summary of costs and benefits for the evaluation including 2011 The resulting benefit-cost ratio of 1.10 means that for each DKK 1 of costs, the EMS vehicle pilot project leads to DKK 1.10 of socio-economic benefits.

7 The Danish Road Directorate Page 7 THE ANALYSIS ( ) 4 INTRODUCTION The analysis is based on the evaluation as well as its premises and assumptions. It differs from the evaluation by including the years until It is assumed, however, that no further facility reconstructions will take place after DATA ELABORATION 5.1 Projection of the number of EMS vehicle units and kilometres driven The development until 2016 is projected based on the identified developments in the number of EMS vehicle units and the number of kilometres driven by means of EMS vehicles. Year Yearly Number Yearly Number of Total number growth rate of EMS growth kilometres of kilo- for number vehicle rates 5 for driven per metres driven of EMS vehicle units number of week per EMS per year units kilometres vehicle unit (%) driven (%) (2010) (314) (1,607) (26,236,849) ,687 30,303, ,738 32,773, ,776 34,499, ,815 36,315, ,855 38,228, ,896 40,241,362 Figure 7: Projection in number of EMS vehicle kilometres driven. It is evident that the projection of the number of EMS vehicle units is relatively conservative compared to the development in the numbers from 2009 to This is based on those indications provided by the transport companies themselves, see also Appendix 3D. 5.2 Projection of number of ordinary road trains and number of kilometres driven The number of kilometres driven by ordinary road trains is projected until 2016 applying a yearly growth rate of 2.2%, which equals the recommended traffic growth projection put forward by the Danish Infrastructure Commission. 5 For 2011 and 2012, these figures are estimated based on the growth rate and for based on the recommendations put forward by the Danish Infrastructure Commission.

8 The Danish Road Directorate Page 8 Year Number of kilometres driven per year (in billions) (2010) (2.1) Figure 8: Projection of number of driven road train kilometres by Danish trucks. Rounded figures. 6 ANALYSIS RESULTS The socio-economic results of the EMS vehicle pilot project for are calculated in TERESA based on the collected data and those premises and assumptions described in Appendix 9A. The table below shows the socio-economic calculations. Million DKK Analysis Construction costs: Construction costs Net book value of construction investments 0.00 Total construction costs Operational and maintenance costs: Operational costs, road Operational costs, transport centres Total operational and maintenance costs External costs: Noise 2.43 Air pollution Climate (CO 2 ) 8.45 Total external costs Other consequences: Consequences for duties Tax distortion loss Total, other consequences Total net present value Internal interest 54.11% Figure 9: Net present value, 2011 prices for the analysis.

9 The Danish Road Directorate Page 9 Here, a positive result is achieved. Applying a longer time period in the calculations, the benefits outweigh the result of the evaluation. This calculation involves some higher construction costs because the facility reconstructions from 2011 are also included; however, the benefits outweigh the costs by far 6. When compared to the evaluation, a much higher impact on savings for the transport companies is achieved. The consequences on duties are even more negative due to the higher number of analysed years and the growth in both the number of kilometres driven and the number of EMS vehicles, which leads to more road train kilometres being saved. Million DKK Costs Benefits Construction costs Oper. and main. costs External impacts Consequences for duties Tax distortion loss Total Benefit-Cost Ratio (BCR) 2.60 Figure 10: Summary of costs and benefits in the analysis. Once again, costs and benefits are illustrated by means of the benefit-cost ratio. It is evident that when more years are included, the benefit-cost ratio increases. This suggests that the pilot project is expected to become more feasible, all things being equal, within the number of years mentioned earlier. The benefit-cost ratio is 2.60, meaning that for each Danish krone of costs, the pilot project creates socio-economic benefits with a value of DKK THE NON-APPRAISED EXTERNAL EFFECTS The non-appraised external impacts were introduced briefly in Appendix 9A. These are: inconvenience during the construction period congestion impacts accidents Road wear 7.1 Inconvenience during the construction period Probably, the facility reconstructions on the pilot project road network and the terminals have led to inconveniences. The scope of such inconveniences is, however, not known, and no data has been made available for the purpose of providing a qualified overview of such impacts. It is assumed that those inconveniences during the reconstruction periods have had a negative impact on the socio-economic result. 6 Appendix 9A section 3.5. contains an explanation of construction cost adjustments.

10 The Danish Road Directorate Page Congestion impacts On the other hand, the EMS vehicle pilot project is considered to have a positive impact on congestion issues due to the expected goods transport replacements. The EMS vehicle pilot projects results in a lower number of kilometres driven, which is why all things being equal less congestion is expected on the roads. 7.3 Accidents As mentioned in Appendix 9A, it is not possible to perform an actual comparison of the accident frequency for EMS vehicles and ordinary road trains because no data on the accident frequency for ordinary road trains limited to the pilot project road network exists. Such data covers the entire country. Therefore, it is not possible to determine whether or not the EMS vehicle pilot project has in fact changed the accident frequencies. During the project period, a decrease in the number of accidents was observed both within the reconstructed locations but also in similar locations throughout the country, defined as intersection accidents in rural zones. In order to examine whether the facility reconstructions have led to fewer or more accidents than the average number of intersection accidents in rural zones per year, the average number of accidents observed per year during the periods and 2010 was established, followed by a comparison between those two periods. As shown in figure 11, the number of personal injuries has decreased but the number of accidents resulting in material damage has increased. This development applies to all intersections in rural zones and to the reconstructed locations. Figure 11 shows that in 2010 the number of personal injuries within the reconstructed locations decreased more than one could have expected and with less than what one could have expected for accidents resulting in material damage. It is evident that the average number of accidents in reconstructed locations per year has decreased more than the tendency observed for all intersections in rural zones.

11 The Danish Road Directorate Page 11 Personal injuries (avg. per year) Accident resulting in material damage (avg. per year) Total Number of accidents in reconstructed locations observed from Decrease in number of all intersection accidents in rural zones in 2010 (percentage) 55.8% 36.7% Expected decrease in number of accidents in reconstructed locations if the percentage-wise decrease for all intersection rural zones is applied Expected number of accidents, reconstr. loc., Actual number of accidents observed, reconstr. loc., Difference in number of accidents due to pilot project Figure 11: Appraisal of accidents in reconstructed locations based on the pilot project. Source: report, section 9. It is evident that the EMS vehicle pilot project has led to fewer personal injuries and more accidents resulting in material damage in the reconstructed locations. If these changes in accident frequencies are appraised by means of the key ratios for personal injuries and accidents resulting in material damage in accordance with TERESA, this amounts to a societal benefit of approximately DKK 280,000 per year 7. Of this amount, the socio-economic value of fewer personal injuries amounts to approximately DKK 4.1 m, and the costs pertaining to a higher number of accidents resulting in material damage amounts to approximately DKK 3.8 m. Although the figures are calculated per year, the impacts on personal injuries and accidents resulting in material damage more or less equal out each other, and therefore, no major overall impact is achieved. 7.4 Road wear Several calculations have been carried out in order to find out whether EMS vehicles lead to more or less road wear, see also Appendix 4. These calculations have not, however, led to a clear-cut conclusion, which is why it is also not possible to include this external impact into the socio-economic calculations. 7 TERESA applies a socio-economic value of DKK 2,488,095/personal injury and DKK 670,141/accident on road resulting in material damage prices. Source: TERESA