Revision of Directive 96/53/EC

Transcription

1 Revision of Directive 96/53/EC Public Hearing Committee on Transport and Tourism 17 September 2013 Ivan Hodac Secretary General, ACEA

2 The Automobile Industry in Europe Key figures 15 major international companies 12.9 million direct and indirect jobs 26 billion in R&D spending, largest private investor 92 billion net trade contribution 385 billion in tax revenues (EU15)

3 The HDV industry in Europe

4 The HDV industry in Europe A global industry Technology leaders Production and employment

5 A much needed revision current legislation dates back to the 80 s revision has to support the development of the truck of the future do it but do it correctly: stable and flexible regulation is needed derogations and national certifications is NOT the right approach unique EU requirements on aerodynamics are NOT acceptable UNECE/WP29 is the forum for global requirements

6 Aerodynamic improvements Cab current potential: 1-3 % improvement of fuel economy best trucks in the market could gain 1% Rear improvements to the rear: 5-6%, immediate and cost effective

7 Cab vs. Body and Trailer Truck Manufacturers design/produce the cab NOT bodies or trailers Trucks use hundreds of different bodies and trailers

8 The wrong assumptions a more aerodynamic cab is not necessarily a more aerodynamic vehicle need to consider the complete vehicle, including body and trailers no definition of what aerodynamic design is depends on usage and will evolve over time

9 Apply Performance Based Standards (PBS) Remove current cab length restrictions (without increasing loading capacity) and apply the EU Turning circle requirement which relates to the safe USE of the vehicle A PBS approach correctly implemented

10 Existing UNECE regulations impose de facto limits to cabs length Existing UN/ECE regulations on lighting installation (UN/ECE R48) are in conflict with too round cab shapes Too round cabs give also problems with the field of vision (UN/ECE R46) and conflicts with UN/ECE R93 (front underrun protection)

11 A technology neutral approach to safety New active safety technologies with cameras and sensors will provide: quicker more flexible more efficient ways to improve active safety than re-designed cabs (passive safety) Active safety initiatives are implemented under the Road Safety Programme

12 Conclusions on aerodynamics 1. changes of cabs conditioned on obtaining derogations and national certifications is not acceptable 2. do not introduce unique EU requirements on aerodynamics 3. remove current cab length restrictions (without increasing loading capacity) 4. apply the EU Turning circle requirement which relates to the safe USE of the vehicle 5. removed length restriction will be used to improve vehicle aerodynamic when it improves fuel efficiency 6. provide sufficient transitional period

13 Thank you! European Automobile Manufacturers Association

14 Back-up slides

15 A revision focused on trucks 2011 White Paper on Transport policy main target reduction of transport CO2 emissions' by 60% NOT modal shift is poor performance of non-road modes an obstacle to make road transport more fuel efficient? discussion has to focus on road transport improvements

16 A revision focused on trucks combined transport, or non-road transport modes, are NOT necessarily in competition with road; NOT, per se, more environment friendly than road

17 A revision focused on trucks all depends on distance, infrastructure, load type, total load, energy mix comparable definition of loads is missing or

18 A revision focused on trucks developed economies transport high-value, volumebased goods rather than low-value, weight-based goods a proper evaluation of truck performance needs therefore to include utilisation of loading volumes need a fresh look into outdated modal-performance assumptions!

19 Freight CO2 emissions Availability of data Independent data regarding utilisation exists for road transport only??????? Source Prof. Alan McKinnon, Logistics Research Centre, Heriot-Watt University, Edinburgh, UK

20 same truck cab European Modular System (EMS) combinations but a different system of combining already existing loading modules that can be transported by all modes it is an innovative logistics solution but it does not provide an additional business opportunity to truck manufacturers it is supported by manufacturers as an integrated approach to CO2 emissions reduction from road transport 3 trucks are replaced by 2; up to 20% reduction of CO2 restricting its cross-border use does not make sense from a legal, economic or environmental standpoint