Revision of Directive 96/53/EC of 25 July 1996

Transcription

1 Revision of Directive 96/53/EC of 25 July 1996 on the maximum authorised weights and dimension Petr Dolejsi Director Mobility and Sustainable Transport, ACEA

2 The Automobile Industry in Europe Key figures for commercial vehicles Integral part of ACEA 7 CV members More than 1,7 mil vehicles produced; turnover of 70 bn annually 11% of automotive employment, accounting for mare than direct manufacturing jobs CVs responsible for more than 75% of freight carried over land and deliver 18 bn tonnes of goods per year

3 Status Commission proposal released 15 April: sent to EP and Council for co-decision Kallas presented the proposal in EP TRAN Committee on 23 April European Parliament: Rapporteur: Jörg LEICHTFRIED (S&D, AT) EP s first reading completed before elections 2014? Council: Lithuanian/Greek presidencies low priority Discussions should be run based on technical expertise not political will (no comparison to non-road modes)

4 Commission s (DG Move) expert group informal group of experts launched on 30 May: Workshop on Aerodynamics +/- 70 participants all CV manufacturers participated managed by French consultant Bernard Jacob, IFFSTAR next meeting in October 2013 in parallel with the adoption process of the new directive commissioned to produce technical documents developing the requirements mentioned in the proposal: describing requirements and specifications common test procedures for all EU (certificate provided by one MS is valid all over the EU) these documents will be adopted by the Commission as delegated acts : early 2014: rear flaps end 2014: cabs

5 Key deliverables List of deliverables by experts group: 1. technical requirements imposed by the infrastructuresnew cabs to accommodate the maneuverability requirements (motorways, standard roads, roundabouts, bridges, tunnels ) 2. technical requirements for increased road safety of other users: improvement of drivers vision, introduction of equipment like crumple zones, deflection of pedestrians or cyclists 3. common test procedure to deliver: - certificate establishing aerodynamic improvement - type approval certificate in relation with Reg. 1230/2012

6 Key principles for review - 1 Industry needs regulatory framework stable and flexible: Current legislation dates back to the 80 s Revision should support the development of the trucks for future Avoid fast and bad regulation Do it, but do it correctly Removing current limitations to cab length so innovations can be introduced; compliance with certain PBC (performance based criteria) related to the USE of the trucks, but no additional requirements! Removing cab length limitations should allow including other innovative systems (e.g. waste heat recovery) with potentially greater effects on CO2 emissions reduction than aerodynamics A more aerodynamic cab does not necessarily mean a more aerodynamic vehicle need to consider the complete vehicle Fuel efficiency is the key competitive element leading to design cabs resulting in more aerodynamic trucks

7 Key principles for review - 2 Fuel efficiency is the key competitive element leading to design cabs resulting in more aerodynamic trucks No definition of what aerodynamic design is: depends on usage and will evolve over time Cost-efficiency: improvements to the rear of the truck could be implemented on 100% of the fleet (5-6% savings), limited effects to the front (1-3%) with only effects on totally new cabs Global industry: no unique EU requirements Lead time: Redesign cab is an complex and time-consuming task and product life-cycle of a truck cab is on average 15 years.

8 Key ACEA priorities Fuel efficiency should be leading principle by removing current restrictions, manufacturers will use the extension of the maximum length to design more aerodynamic cabs resulting in more efficient trucks Derogation is not the right approach giving the complexity and costs of redesigning a new cab, derogations give only limited opportunity to completely redesign vehicles. It might also imply additional legal and certification requirements. Revision should remain on a technical level, not a political one ACEA welcomes proposed changes related to rear flaps where highest potential is seen ACEA welcomes that proposal allows an extension of 15cm in the length co make use of the 45ft containers; on contrary is concerned about the unjustified limitation of the use of those containers in intermodal transport Implementation of weight sensors goes far beyond the aim of this directive and is extremely costly and have negative impacts on development and production costs ACEA supports weight exemptions (extra 1 ton) granted to electric and hybrid vehicles in order to provide allowances for battery weight and dual propulsion but believes that all the green vehicles should be treated in the same way; (e.g. hydrogen, CNG and LNG vehicles). Sufficient lead-time needed

9 Questions welcomed! Thank you for your attention Petr Dolejsi