CommerCial VehiCles – DriVing The FuTure - vda.de Vehicles...Preface 5 Commercial vehicles -...
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COMMERCIAL VEHICLES – DRIVING THE FUTURE
Transcript of CommerCial VehiCles – DriVing The FuTure - vda.de Vehicles...Preface 5 Commercial vehicles -...
CommerCial VehiCles – DriVing The FuTure
Commercial Vehicles – Driving The Future
Preface 5
Commercial vehicles - engine of economy and prosperity 6
road and rail – partners, not rivals 7
Commercial vehicles: all-rounder with innumerable talents 9
The engine of today - an ecological success story 10
safety first 16
Concern is also given to the welfare of the driver 21
infrastructure - drag on sustainable and climate friendly traffic 22
environmental efficiency - using all potentials 24
Transporters - ready for alternative drives 26
The bus - Co2-champion and cost-cutter in public transport 28
Telematics in freight transport - good for the wallet and the environment 31
external costs - minimizing successfully through stimuli 33
"Driving the future" 34
Content
4P r e fac e
5
The driving force for the futureProgress must be driven – otherwise the world comes to a standstill. Imagine being in such a world. No activity, no traffic, no commercial vehicles. Many would probably say: “How nice!”, “How relaxing!” or “How enjoyable!”. But it would be a world without commerce, without growth, with little prosperity.In todays world, we highly appreciate being able to choose from many goods and that we can have them delivered directly to our home. This daily access to all goods worldwide at any particular moment would not be possible without goods traffic and logistics. commercial vehicles load goods from the belt to bring them to the shops. Their transport performances are the backbone of our traffic system with their total share of more than 70%. They also simultaneously function as service providers and chauffeurs. They bring our waste to disposal, help when you move homes and drive us to school or to work. commercial vehicles keep our life “moving”. They are the driving force behind our well-being and will also be this tomorrow. They are the driving force for the future in its truest sense.Other than thirty or forty years ago, we now rightfully watch that our well-being does not cause pollution to the environment. commercial vehicles have also taken this awareness development into account. Modern eUrO-5 engines emit only up to 5% of the pollutants emitted by their predecessors in the early nineties. The new eUrO-6 Norm will cause emissions to be further reduced, this time to a hardly measurable level. The decade-long mission to minimize pollutant emission will then be finished.The commercial vehicle industry is now putting greater efforts in reducing fuel consumption. It is currently so that, for a particular transport performance, present day trucks consume only half as much fuel as their corresponding versions did in the sixties and seventies. In addition, vans, buses and even medium weight trucks are being increasingly fitted out with alternative drives to become so-called hybrid or fuel cell vehicles.Optimization of the proven diesel engine is mainly required for heavy trucks for long-haul driving however. enormous savings potential is still given here. The consumption of the “driving force for the future” will be highly optimized technically. This is also true for the ancillary components and transmission. additional savings will be brought by improved vehicle aerodynamics and the implementation of low rolling resistant tyres and lightweight constructions.Politics must also do its homework though. If aerodynamics is to help to save fuel, it must be open to new length and height dimensions. further, there is little sense in re-ducing consumption when the contribution of the commercial vehicle industry is used up because of insufficient investments in the infrastructure. The result of these is half a million kilometres of traffic jams alone in Germany each year. Traffic jams and slow-moving traffic cause an unnecessary increase in fuel consumption. a need-related extension of federal freeways is therefore urgently necessary.The industry will in any case continue its part of the work in future, so that we can enjoy both our prosperity and a clean environment.
Preface
Matthias Wissmann,
Präsident des Verbandes der automobilindustrie
c O M M e r c I a l V e H I c le s - e N G I N e O f ec O N O My a N d P r O s P e r IT y
6
Without commercial vehicles the world would still be at the stage of development of a self-supply economy, where everyone must themselves produce and store goods which are required daily. It is primarily commercial vehicles which enable the regional and international exchange of goods and trade in large scale, and allow the exploitati-on of specialization and advantages of size in production.
Adam Smith, father of economics and moral philosopher (*1723 - † 1790):"The greater the market, the greater the prosperity for all."
as a result of this, everyone throughout the world enjoys an increasingly more diverse freight offer. according to investigations of the Institute of Traffic science of cologne University, for example, the economic growth of the federal republic of Germany between 1960 and 1990 would have been about one third smaller if traffic had been permanently limited to the level of 1960.
an export nation like Germany needs the commercial vehicle. approximately two thirds of export quantities are transported by truck.
However, it also has the lion's share in import and internal traffic. It provides for approximately 70% of the overall goods transport in this country.
However, the commercial vehicle is not only a growth driver for the national economy, but is also very directly an "employer" for millions of persons. approximately 180,000 persons work in commercial vehicle production. This corresponds to about one quarter of all employees in the automotive industry. In addition to this, there are those employees whose workplace depends indirectly on the commercial vehicle, involving operation, maintenance and use. This group of persons alone includes 2.5 million persons in Germany.
Commercial vehicles - engine of economy and prosperity
source: dIW, BMVBs, ITP
goods transportation in germany up to 2025 tkm in billion
Inland Waterway
1990
169,9
61,954,8
0
200
400
600
800
1.000
1995
282,4
70,5
64
2000
346,3
77,5
66,5
2005
402,7
95,4
64,1
2011
452,5
113,9
57
2025
704,3
151,9
80,2
rail Truck
7
for example, transport by road is 3 - 5 times faster than single-wagon transport by rail, where time-consuming shunting and coupling procedures must still be carried out. Nevertheless, direct train traffic is also far slower, not least because again and again they must wait for passenger trains to pass.
road and rail – partners, not rivals
all transport modes have different system-dependent advantages and disadvantages, which mean they are suitable for various different transport tasks. The advantages of road are its relatively high system speed and its network-formation capability.
road rail Water
speed
+
(approx. 50 km/h)
0
(approx. 10-18 km/h single-wagon traffic)
--
(approx. 6 km/h)
Mass performance capability - ++ ++
Network formation capability ++ 0 0
costs + 0 ++
computability 0 + -
safety + ++ ++
adaptability 0 - ++
source: fraunhofer aTl; eckey, H.f., stock, W.: Traffic economy
Transport modes have different properties
8r Oa d a N d r a I l – Pa rTN e r s , N OT r I Va ls
a politically forced modal shift therefore does not make any sense. It would raise the costs of transport, slow it down and in many cases it would be detrimental to the environment. It is also an expression of an old-fashioned transport policy which plays off the modes against each other, instead of using their different strengths for the purpose of mutual expansion.
also, the road network is very dense and makes possible continuous transports from the loading ramp in the works to the consumer at home. rail and inland waterways can do this in rare cases, only where both dispatcher and recipient have a rail siding or a jetty. It is certainly possible to combine road-rail traffic for example. However, in case of shorter distances, the load displacements and detour trips necessary here do not make sense, either ecologically or economically. and the majority of freight transport is implemented over distances below 150 kilometers. They constitute 76% of the amount on roads.
On the other hand, rail and inland waterways are especially suitable for long-distance transports, among other things of bulk commodities such as coal.
truck inland waterways rail
agric
ultu
ral p
rodu
cts
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
coal
, oil
and
natu
ral g
as
ores
, sto
nes,
gro
unds
cons
umer
goo
ds
for
shor
t-te
rm
cons
umpt
ion
min
eral
chem
ical
and
m
iner
aloi
l pro
duct
s
met
al a
nd
met
al p
rodu
cts
mac
hine
ry e
quip
men
t lo
ng-t
erm
con
sum
er
good
s
was
te
othe
r pr
oduc
ts
source: dIW
Freight traffic amount according to modes 2010
9
Without commercial vehicles all our lives would come to a standstill. On average over 113 kg of goods are transported each day by commercial vehicle for every individual German citizen. This exceeds the freight amounts on rail and inland waterways by tenfold in each case. Nevertheless, commercial vehicles are not just our transport ser-vice providers. They take care of other aspects of our lives - such as use as cleaning vehicles, waste disposal vehicles, rescue vehicles or ambulances.
Commercial vehicles: all-rounder with innumerable talents
did you know?
• commercial vehicles perform approximately 8.3 million trips every year involving rescue and the movement of sick persons
• fire department vehicles extinguish approximately 200,000 fires every year
• commercial vehicles assist in approximately 4 million home moves every year
• commercial vehicles deliver about 70 million letters every day
• commercial vehicles deal with approx. 2 billion courier, express and package services every year
• commercial vehicles dispose of 37.6 million tons of household waste every year
• commercial vehicles deliver 492 liters of mineral water, lemonade and juices per year and household
• commercial vehicles deliver 114 liters of beer to the drinks cabinet per year and household
• commercial vehicles bring 8.8 kilograms of roast coffee into the supermarkets per year and household
• commercial vehicles supply about 60 kilograms of potatoes to shops per year and household
• commercial vehicles provide 35 kilograms of apples for the fruit trade per year and household
• commercial vehicles supply about 32 kilograms of meat to the consumer per year and household
• commercial vehicles supply every household with 110 liters of milk each year
"commercial vehicles do not have anything to do with me and are only annoying?" - Time for a change of per-spective! commercial vehicles are the engine of our everyday life - for every one of us. every individual makes use of the commercial vehicle many times daily - whether it involves consumpti-on, refuse disposal, moving house, or driving to work or to school.
source: dIW
freight amounts per person according to mode in kilograms
120 113,4
road rail inland waterways
12,57,5
100
80
60
40
20
0
10TH e e N G I N e O f TO day - a N ec O lO G I ca l s U c c e s s sTO ry
The present, high-efficiency truck engines with their modern drive and exhaust gas systems can no longer be compared with their predecessors from the early 1990's. Today commercial vehicles with eUrO VI technology are available on the market, although the obligation to the fulfillment of the eUrO-VI standard will first come into force on 31.12.2013. such commercial vehicles emit up to 97% less pollutants than their predecessors from the year 1991.
The engine of today - an ecological success story
commercial vehicles are the engine of our future - economically and ecologically. How well they perform this task depends significantly on the technical progress of their engines. Here quantum leaps have regularly occurred in past decades.
source: Vda
reduction of exhaust gas emissions of heavy trucks
100
cO
[%
]PM
[%
]H
c [
%]
NO
x [%
]
100
100
euro 0
100
100
100
100
80
80
80
80
60
60
60
60
40
40
40
40
20
20
20
20
0
0
0
0
40
47
83
euro I
100
33
42
49
euro II
28
17
25
35
euro III
25
12
18
24
euro IV
5
12
18
14
euro V
5
12
-88 %
5
-95 %
3
-97 %
euro VI
3
-97 %
11
With that, the emission of pollutants from commercial vehicles are reduced to a ho-meopathic level, which can scarcely be lowered any further, physically and in particu-lar with any economic justification. Therefore manufacturers in future will concentrate in particular on the reduction of fuel consumption and cO2 emissions, although huge progress has also already been made in this field. a 40-ton truck today uses almost half as much fuel per ton-kilometer than its predecessor at the end of the sixties.
environmental protection costs money - the trans-portation companies need investment stimuli for euro Vi It would be in the interest of the environment if those transportation companies, who must carry out a replacement procurement today or shortly in the future, changed to eUrO VI as early as possible and before the compulsory introduction date. However, many companies hesitate because the eUrO VI technology is more expensive than eUrO V. This results from the additional costs which arise for the manufacturers in their development and manufacturing processes, because they must still squeeze an increased level of pollutant-reduction from the engines.
Co2 emissions(g/tkm)
source: research association for automotive Technology (faT)
70
60
50
40
30
20
10
01965 2010
-46%
12TH e e N G I N e O f TO day - a N ec O lO G I ca l s U c c e s s sTO ry
100%additional manufacturing costs for actu-ation compared to eUrO 0
89 %
60 %
42 %
18 %
7 %1 %
euro I euro IVeuro II euro Veuro III euro VI
40%
90%
30%
80%
20%
70%
10%
60%
0%
50%
source: MaN Nutzfahrzeuge aG
Costs involved in pollutant reduction
Commercial vehicles - climate friendlier than rail?However, modern commercial vehicles are not only much more environmentally friendly in comparison with their predecessor models. They do not need to be shy of any comparison with other transport modes. aside from rash judgments, it is certainly apparent that "the" environmentally-friendliest means of transport does not exist. The climate balance which a transport resource provides depends very much on the respective traffic-related conditions on an individual basis. Thus recent investigations of environmental experts indicate that rail certainly offers climatic advantages, for example in case of heavy bulk materials and in container transport, provided that the train length is sufficiently long, the share of empty runs is low and the route lengths to and from stations are sufficiently short. However, as soon as the conditions are not optimal for one of the factors, the balance can quickly turn to the benefit of the truck. This is indicated where, for example, in the case of the transport of gearing parts from stuttgart to rastatt, the truck is climate friendlier in spite of an extremely short journey to and from the train station, if the train consists of only 6 freight cars for logistic reasons.
13
The diesel engine: getting even more economical!for heavy trucks and semi-trailers which are usually employed for long distance transport, a purely electric drive does not make any sense either ecologically or economically. Here there is no alternative to the diesel drive for the foreseeable future, nevertheless the endpoint of consumption reduction has still not been reached by a long way. In the long term, the employment of the fuel cell could also be a realistic option in long distance traffic.
Increasing the potentials for consumption reduction is the declared objective of the project "energy-efficient Trailer Trucks" of the research association for automotive Technology (faT), which is currently examining with which bundle a further consumption reduction can be achieved vehicle-sided, as well as by the application of logistical and traffic-flow optimizing measures.
One feature here, among others, involves improvements to the vehicle aerodynamics, since almost 40% of the total energy outlay in moving a 40 ton truck on a flat road at a constant speed of 85 km/h has to be used in overcoming air resistance.
In addition, it would help the environment if policy decreed that approval would generally be issued in Germany for long trucks. at this time these trucks may travel only with restrictions within the framework of field testing, although they indicate a consumption reduction of approximately 20% with respect to usual semi-trailers with the same transportation service.
10
Truck Train Truck (30 l/100 km; average)
Truck (36 l/100 km; primary data)
Train
1,5
8 1,2
6 0,9
4 0,6
2 0,3
0
comparison of the greenhouse gas emissions in thetransportation of heavy goods in factory traffic fromstuttgart to Bremen.Transport case 1: transport of engines and gear parts from stuttgart toBremen. The following assumptions were made for the calculation:
• General assumption: - no consideration of empty trips
• Transport-mode-specific assumptions: - Truck: 30 l/100 km (in the case of full load, average value for this study) - distance 633 km; load capacity utilisation: 84% with respect to the maximum effective freight load (semi-trailer) - rail: entire train (20 carriages); distance 628 km; swap trailers which are each filled with approximately 10.5 t load (92% with respect to the maximum effective freight load).
comparison of the greenhouse gas emissions in thetransportation of heavy goods in factory traffic fromstuttgart to rastatt. for the train the main run is shownin blue and the prerun in yellow. Transport case 2: transport of engines and gear parts from stuttgart torastatt. The following assumptions were made for the calculation:
• General assumptions: - 220 t, just-in-sequence delivery (twice per working day) - no consideration of empty trips
• Transport-mode-specific assumptions: - Truck: fuel consumption: 2 cases: a) 30 l/100 km (in the case of full load, average value for this study) b) 36 l/100 km (real consumption for the route travelled and actual load, demanding route profile) - distance 115 km; load capacity utilisation: 79% (semi-trailer) - rail: distance 108 km; load capacity utilisation 73% (40 ft containers); 6 carriages; prerun to rail transport: 2 km truck
t cO
2e/t
rans
port
mod
e
0,0
source: Pe International
greenhouse gas emissions in case of selected transports
14TH e e N G I N e O f TO day - a N ec O lO G I ca l s U c c e s s sTO ry
alternatives are also electrical Transporters, city buses and medium-heavy trucks can also still use alternative drive technologies for consumption reduction, as well as that provided by an efficiency increase of the diesel drive. city buses of German production are in use worldwide today as hybrid or fuel cell vehicles. Hybrid buses use up to 30 percent less fuel than conventional buses in urban public transport. also transporters are being used which are hybrid, fuel-cell or battery operated. fleet tests with electrical transporters have indicated that fuel costs are capable of being lowered by approximately two thirds with respect to traditional drives. even trucks with a permissible total weight of 12 tons are in the meantime using hybrid drives.
success in noise emission as well Our vehicles are not only becoming increasingly safer, increasingly cleaner and in-creasingly more economical - they are getting quieter. compared to 1980, a reduction of the passing noise level of 8dB (a) could be achieved. This corresponds to a total decrease of 90%. It means that today 13 modern trucks together reach the sound level of only one commercial vehicle from 1980. This has been achieved by using low-vibra-tion constructions, an optimal engine insulation and cabs which offer the least contact surface to the air slipstream. In addition, commercial vehicle manufacturers are co-operating closely with tire and structure manufacturers. However, the noise-lowering potential which is controlled vehicle-sided has to a large extent been exhausted today.
1978
74
80
86
76
82
88
78
84
92
90
1989
2000
1979
1990
2001
1980
1991
2002
1981
1992
2003
1982
1993
2004
1983
1994
2005
1984
1995
2006
1985
1996
2007
1986
1997
2008
1987
1998
2009
1988
1999
2010
source: continental aG
loud is out!pass-by noise level [dB(a)]
pass
-by
nois
e le
vel [
dB(a
)]
15
Also policy must be adapted to its responsibilities If things go according to the plans of the eU commission, by the year 2019 vans and buses should become quieter by a further 6 dB (a); trucks by 3 dB (a). However, the acoustic pollution also depends on factors such as traffic density, residential develop-ment in areas near roads, driving characteristics, as well as road properties. The chal-lenges are greater with increasing traffic density. Purely vehicle-technical measures are of little help here. In particular, they require a lead time because the new require-ments must be considered in the development. Much more rapidly applicable and, in particular, far better are changes to the road surface characteristics, for example the laying of low-noise surface coatings.
road surface effectiveness locally limited
way of driving / traffic flow /traffic management etc. effectiveness locally limited
tyreeffectiveness on all roads
speed limiteffectiveness locally limited
truck actuationeffectiveness on all roads
0
3
6
1
4
0 87654
con
trib
utio
ns to
noi
se r
educ
tion
in tr
ansp
ort ,
∆dB
(a
)
durability of implementation in years
321
2
5
8
7
source: MaN Nutzfahrzeuge aG
Contributions to noise reduction
16sa f eT y f I r sT
The truck - never has it been as safe as todayThanks to increasingly more modern safety equipment, the frequency of accidents involving trucks in Germany has decreased by more than 77% since 1970, with reference to vehicle kilometers driven. Today they are involved in 0.43 accidents with injuries to persons per 1 million vehicle kilometers, and with that they are about as safe as cars which are involved in 0.40 accidents per 1 million vehicle kilometers.
safety first
Whoever moves up to forty tons by road and drives 80,000 kilometers annually on average has claim to the best-possible safety technology. Therefore our engineers are developing increasingly more refined innovations in order to avoid accidents and to reduce the serious consequences of accidents.
buses truck
0
2,0
0,5
1970 1980 1990 2000 2010
1,5
2,5
1,0
3,0
3,5
source: federal statistics Office
accidents with injuries to persons per 1 million veh. kilometers
17
With that, manufacturers have rightly concentrated on the development of those inno-vations which help in the avoidance of accidents occurring most frequently with heavy commercial vehicles. These are rear-end collisions (33%), as well as lane tracking accidents and/or accidents through leaving the drive lane (39%).
Thus adaptive cruise control helps avoid rear-end collisions. according to a study of the allianz center for technology regarding serious commercial vehicle accidents, it was indicated that 70% of all truck rear-end collisions on autobahns could be avoided if all trucks were equipped with adaptive cruise control.
electronic stability control and lane changing assistants help against skidding and dangerous lane changes.
The following are already available today as safety features...
• Braking assistants which identify the objective of full braking and maximize the braking force in fractions of a second.
• adaptive cruise control (acc) which identify slower driving vehicles and carefully slow down the commercial vehicle automatically until the separation distance selected in advance by the driver is again achieved.
• emergency braking assistants which carry out an automatic emergency braking procedure in case of a threatening collision with an obstacle, if the driver does not react fast enough to acoustic and visual warnings.
• lane tracking assistants which warn the driver acoustically when he strays from the lane
• lane departure warning assistants which warn acoustically of vehicles in the blind spot in case of intended lane change
• electronic stability control (esc) which can prevent skidding by selected braking of individual wheels.
• cameras which help to avoid accidents when reversing, through observation of the area behind the vehicle
• New mirror systems which reduce the blind spot to a minimum, in order to avoid accidents when turning
• attention assistants which identify increasing fatigue of the driver based on different indicators, such as steering behavior, and warns him visually and acoustically.
18sa f eT y f I r sT
In combination with each other, these three innovations lower the number of such truck accidents (rear-end and lane changing / skidding) by 50%. In addition, in case of an accident, the damage sums involved are 90% lower.
In this way, the number of persons killed and seriously injured in case of accidents involving trucks since 2000 could be lowered by 51% and 38%.
Other seriously injured parties
Other parties killed seriously injured commercial vehicle occupantscommercial vehicle occupants killed
1.00020102010 20072007 20042004 20092009 20062006 20032003 20012001 20082008 20052005 20022002 20002000
7.0001.000
4.000
3.000
2.000
0
6.000800
600
400
8.000
-38%-51%
-35%-42%
1.200
5.000
200
9.0001.400
10.0001.600
source: federal statistics Officesource: federal statistics Office
Fatalities in accidents with truck involvement Persons seriously injured in accidents with truck involvement
Truck rear-end collisions on motorways with and without aCCper year
Truck accidents on all interurban roads through rear-end collisi-ons, lane change and departure from the lane with and without safety package (emergency brake assistant, lane assistant, stability control)per year
0 0
10.000
4.000
1.000
8.000
6.000
4.000
without safety package with safety package without acc
16.191
with acc
8.096
2.000
3.00012.000
5.000
-50% -70%
2.000
14.000
16.000
18.000
source: Vdasource: daimler aG
1.467
4.890
19
serious rear-end collisions will soon be a thing of the pastThe fact that offers of safety are available from the manufacturers does not mean that they have yet been comprehensively accepted by the transportation companies. The policy has therefore become active and provides, with the eU safety regulation from 2009, that from 1st November 2015 all new medium-heavy and heavy commercial vehicles must be equipped with an emergency braking assistant, a lane departure warning system and electronic stability control (this from 1st November 2014). acci-dent experts estimate this can save 2,500 human lives annually in europe.
Further innovations are making their arrival a 50-percent reduction of the most frequent truck accidents is good - however still not good enough for the manufacturers. Therefore they are presently working on further systems which will make the commercial vehicle even safer.
In the medium term, further applications will be available such as:
• Bend warning assistants which, in combination with the navigation system, analyze in advance the narrowness of the next bend and warn against too high a drive speed into the bend.
• Night vision systems which significantly improve vision at night using infrared.
• active lane departure systems which not only warn, but intervene carefully in the steering in case of unintentional leaving of the drive lane.
• Parking and shunting systems which indicate the distances to obstacles exact to the centimeter using ultrasonic sensors front and rear.
for long-term applications, work is being carried out on automatic lane tracking, lane switching and parking assistants.Nevertheless, if an accident should result in spite of all precautions, passive safety systems ensure that its consequences are as mild as possible. for this objective, the commercial vehicle manufacturers have crash-optimized the cabs with special protec-tion against rollover, rear-end collisions and the impact of freight sliding to the front. However, partner protection is also a large issue with the manufacturers - e.g. through the offer as standard of a front underrun protection which prevents a car from going under the commercial vehicle in case of a frontal impact.
seriously injured commercial vehicle occupants
20sa f eT y f I r sT
safety factors involving human behavioursafety technology helps the driver to overcome critical driving situations and can warn against accidents or intervene in a regulating mode. However, the responsibility cannot and will not be taken away from the driver under any circumstances. Therefore the best accident avoidance is to avoid critical situations arising in the first place. re-laxed, attentive and careful driving is one prerequisite for this. a second prerequisite is good safety training which familiarizes the driver with the special requirements of a 40-ton vehicle and a load which can develop dangerous centrifugal and forward-acting forces in case of cornering and braking.
commercial vehicle manufacturers have a claim to participate in improving safety on roads using this instrument. Therefore they offer an extensive safety training program for drivers of commercial vehicles. With more than 65,000 participants per annum, they have developed to the greatest training facility of this type presently operating.
safety factors involving infrastructureas well as the manufacturers and the driver, the third partner in the alliance for more traffic safety is the public sector. Its task is to improve the safety of the infrastructure. for example, this includes an in-time modernization of the road surfaces as part pf the maintenance management, because road damages impair the frictional connection between tire and road surface, and contribute for the loss of control of the vehicle. Unfortunately, the latest recordings of the state of the roads has given as result that almost 20% of the road surfaces of our autobahns can be described as "bad" to "very bad".
also, in spite of on-going capacity expansion, there are still too few truck parking lots along the autobahns. This complicates compliance with the rules for driving and rest times of the drivers.
all-round protection…
source: daimler aG
distance control
lane change assistant
lane observationsystem
Blind spotwarning system
Night vision system
Blind spotobservation
system
active lane assistant
stop and goassistant/traffic jam
assistant
rev
ersi
ng a
ssis
tant
Park
ing
assi
stan
t adaptive cruise
control
Park
tron
ic
emergency brakeassistant
man
oeuv
ring
assi
stan
t
electronic stabilitycontrol
Brake assistant
active lane control assistant
rollback/
starting assistantr
ever
sing
cam
era
lane change
Park
ing
Keeping in lane
available todayavailable in the medium termavailable in the long term
21
Work psychologists have long pointed out that the spatial structuring of the workplace is of decisive importance for the satisfaction and health of the employee. and this ap-plies all the more for the long-distance driver, who spends most of the year in the cab. for him the cab is not only the cockpit and office for the processing of his transport orders, it is also his residence and living space for long periods of the year.
The commercial vehicle manufacturers are aware of the responsibility which they have for the health of long-distance drivers and have increasingly optimized the cabs. The-se have become mobile mini apartments and cannot be compared with the confined, simple cabs of the past.
Modern cabs can be adapted to the specific desires of the individual with innumera-ble variants. They are provided with a flat floor with carpet, a generous room volume and an inside height which makes standing possible even for the tallest driver. even included in the offer are relax zones on the passenger side where the driver can stretch out his legs in longer breaks and enjoy a meal on a folding table. and, on request, driver's seats can be supplied with massage functions for relaxation.
Transportation companies are becoming more and more aware of the importance of these comfort facilities offered by industry. This applies against a background of an increasing lack of drivers and intensifying competition among companies for long-distance drivers. Not least, however, the relaxation of the driver also contributes to traffic safety.
Concern is also given to the welfare of the driver
drivers are the most important capital in road goods transport.. They spend most of the year in their cab - working and living. Therefore it should be structured as comfortable as possible.
22I N f r a sTr U cTU r e - d r aG O N s U sTa I N a B le a N d c l I M aTe f r I e N d ly Tr a f f I c
insufficient future orientationThe federal Ministry of Transport rates the annual investment requirement on our major highway system to be at least € 7.5 billion. The actual investments are far below this figure. On average over the past 10 years annual investments did not rise above € 5.2 billion.
Many urgent expansion projects cannot therefore be realized, so that traffic jams increase further on our network. 180,000 traffic jam hours were recorded on our autobahns in the year 2008. since then traffic jams have increased considerably. In the year 2011 a provisional negative record was listed with more than 450,000 kilometer-long traffic jams.
for the freight economy, the resulting losses of time are a sensitive encumbrance. However, the climate also suffers from this under-financing. If it is remembered that the instantaneous fuel consumption of a 40 ton truck can triple if it must slow down twice over a one kilometer stretch, instead of being able to roll through at 50 km/h, it becomes significant which damage this policy ultimately causes to the climate.
infrastructure - drag on sustainable and climate friendly traffic
While the commercial vehicle manufacturers are taking their responsibility for sustainability seriously and building increasingly more efficient vehicles, policy-makers involved in infrastructure expansion are not always meeting their environmental responsibilities.
23
no investment increase in spite of truck tollThe truck toll was introduced in the year 2004 primarily for the objective, and with the explanation, of closing the investment gap. In fact it has been used only as a measure to lower the previous budget funds so that nothing has changed in the overall invest-ment line.
This zero-sum game continues today. since the beginning of 2011, the entire toll reve-nue goes into road infrastructure. However, in a countermove the budget funds were lowered even further so that the toll today finances almost two thirds of the federal highway network.
Budgetary funds Toll revenue economic recovery programs
share of budgetary funds, toll revenue and economic recovery programs in ferderal highway investment.in million €
source: Vda
0
3.000
2.000
1.000
4.000
5.000
6.000
7.000
2003 20112004 20122005 20132006 20142007 20152008 2009 2010
24e N V I r O N M e NTa l e f f I c I e N cy - U s I N G a ll P OTe NTI a ls
Big is BeautyfulWhat has been known already for a long time in rail freight traffic applies also for roads: The longer it is, the more environmentally efficient! The federal Government started field tests with particularly long goods trains of more than 750 meters length in Germany in their "action plan freight traffic and logistics", which corresponded to the long cherished desire of the rail sector.
an extension of lengths would also be possible in case of trucks. Without any great outlay of expenditure, present semi-trailers can be combined with usual truck trailers and semi-trailers with trucks. The overall length of the vehicle increases with that to 25.25 m with respect to the present 18.75 m long trailer trucks authorized for standard operation, without their mobility being limited. as a result of this, the same transport volume that to date is transported by three vehicles can be dealt with using only two. This saves on fuel consumption, cO2 emissions, road space requirement and axle load.
Field testing started such vehicles, for example, have already been used for years in the Netherlands wit-hout most traffic participants being bothered. In Germany it has been mainly protec-tionist reasons which has prevented any utilization of the advantages of such vehicles. since the beginning of 2012, however, a corresponding field test is being carried out in Germany. The tests allow driving such vehicles on a strictly defined, suitable road network where vehicle and driver have to satisfy special safety requirements and the permissible total weight does not increase its present limit of 40 tons. The field trial is being accompanied scientifically by the federal Highway research Institute (Bast). The test will indicate that these vehicles bring only advantages - for roads, the econo-my and the environment.
environmental efficiency - using all potentials
In order to lower the fuel consumption and cO2 output of their commercial vehicles, the manufacturers have come up with a great number of solutions - one of the most effective and fastest applicable being the combination of existing material to form long trucks. Unfortunately, policy has blocked this solution for a long time.
25
Vehicle height in the service of the environment With regard to vehicle height, even a few centimeters would suffice in order to in-crease the capacity utilization of semi-trailers by 50% and to accordingly economize on trips. However, the height is limited to 4.0 m. The strict enforcement of this limit prevents an efficient transport in three layers of the standardized grating boxes usual today in industrial logistics with a height of one meter, since, for technical reasons a loading space inner height of 3.0 meters cannot be realized by a hair's breadth. If the policy of climate protection is to be taken seriously, it must show more flexibility here. Other countries e.g. france manage without a height limitation.
small difference with larger effect
Two from three - resource saving thanks to long trucks
source: Vda
source: Vda
Only a few centimetres more permit three-layer transportation= > 50% more load factor
conventional vehicle
empty space
large volume vehicle
<3m 3m
0%
-10%
-20%
-30%
7,82
7,82
7,82
7,82
13,6
13,6
13,6
13,6
fuel
con
sum
ptio
n
cO
2-em
issi
ons
Use
of r
oad
capa
city
axl
e w
eigh
t
26Tr a N s P O rTe r s - r e a dy f O r a lTe r N aTI V e d r I V e s
Transporters are often underestimated in their traffic-related importance. In fact, ho-wever, they constitute more than 43% of all commercial vehicles. They are the "worker bees" of the cities, and can use the delicately laid out city street network so that they can turn the last corner and stand directly before the entrance door. They are used for the transport of letters and packages, electrical appliances or medication, as a "moving workshop" for craftsmen, as a school bus or for moving sick persons.
environmentally friendly …Because of their high level of importance for the functional capability of the cities and their correspondingly high level of inner-city driving, they have a very special obligati-on to be adapted to the specific ecological demands and conditions of cities.
The transporters of today take this into account in full scope. Modern eUrO-5 transporters today emit only 2% - 4% of the pollutants of their predecessors at the beginning of the 1990's. With the euro-6 stage becoming effective in september 2014, the residual NOx emissions will then be lowered by a further 50%, so that transporters travel almost emission-free.
The efforts of the manufacturers are therefore now directed towards the lowering of the fuel consumption and the cO2 emissions.
Transporters - ready for alternative drives
Transporters take over small-area distribution transport in cities. They are therefore indispensable for their functional capability and service life. as a result of their "proximity to the people", however, they must also satisfy the highest ecological demands.
27
as well as a further optimization of the diesel drive, alternative drives will be used in this case. Transporters are almost predestined by their application profile. Their high content of city travel offers optimum prerequisites for braking energy recovery with hybrid engines and for a secure supply with gas and electrical fueling stations. even today the content of gas or electrically-operated vehicles in case of transporters is far greater than in the case of the car. More than 23,000 transporters are already gas-operated today and about 1,000 are electrically operated.
… and safeIt is separately claimed that transporters are especially accident-prone. The accident statistics do not support this assertion however. It is indicated rather that transporters are as safe as cars. as a very recent study submitted by the Bast, deKra, UdV and Vda indicates, accident involvement per 1,000 transporters has significantly decrea-sed since 2001, and is within the order of magnitude of the accident involvement of cars.
Nevertheless, the manufacturers have solutions in hand to make transporters even sa-fer. for example, a comprehensive equipping of transporters with emergency braking assistants would avoid 43% of rear-end collisions with small transporter involvement. equipping with esc and lane-departure warners would reduce by 88% the number of accidents caused by skidding or unintentional lane straying.
28TH e B U s - c O 2-c H a M P I O N a N d c O sT-c UT Te r I N P U B lI c Tr a N s P O rT
Backbone of public transportNo other means of transport is so frequently used in public transport as the bus. 44% of all public transport trips are taken using it. streetcars and rail share the other 56%. The bus is attractive because it can offer almost door-to-door transport as a result of its dense network. On average, the nearest bus stop is only 6 minutes away on foot, while it takes approximately 27 minutes to reach the nearest railway station. It is in rural municipalities where the bus is a pillar of mobility, where rail traffic is especially uneconomical through the decline of populations and has had to be thinned out. In particular for families with children, the bus is a great boon. It brings thousands of children daily to school and back.
Not least, the bus has the advantage of cost-effectiveness. although it operates almost half of the amount of local transport, it nevertheless uses only approximately a tenth of the tax money with which the public sector finances the on-going costs of local transport.
In addition, buses are especially suitable for the employment of alternative drives. far more than 1,000 buses are used in Germany with the particularly environmentally-friendly natural gas drive, 76 are electric vehicles. also fuel cell buses are operated in Germany.
The bus - Co2-champion and cost-cutter in public transport
The bus is the climate-friendliest means of transport in public transport. Neither in local traffic nor in long-distance traffic can it be beaten for savings on cO2. furthermore, it is also the most low-cost means of transport.
29
supporting tourismalso tourism cannot be imagined without the bus. It is used over 100 million times annually by Germans - for vacations, day trips, excursions or sightseeing trips locally. The bus is also popular for visitors to Germany from abroad. almost 10% use the bus for their travel in Germany. The bus is particularly valued in tourism for the way it enables customized travel programs satisfying every desire for target groups.
It is valued particularly by ecology-minded persons. This is because what other means of transport reaches an average degree of utilization of almost 100%?
Quelle: VdV
regional train20%
Tram/underground36%
Bus44%
Buses are the backbone of local transportPercentage share in traffic volume in local public transport in Germany
30TH e B U s - c O 2-c H a M P I O N a N d c O sT-c UT Te r I N P U B lI c Tr a N s P O rT
long distance transport by bus soon available everywherescheduled long-distance traffic by bus has not been possible in Germany up to now except for a few routes. The reason is a protection of interest clause for the railways which originates from the 1930's. However, the federal Government would now like to change this. Traffic experts estimate that the long distance bus on the same route will on average be between 15% and 30% more economical than by rail. Nevertheless, rail does not have to fear rerouting at their expense. firstly this was not the case abroad, such as for example with the introduction of long-distance buses in Great Britain. secondly, rail with its high-speed transports targets time-sensitive customers who can pay more. The bus also addresses price-conscious customers who to date, for exam-ple, have used car pool centers or have had to dispense with long-distance journeys entirely for financial reasons. Now the bus also will also make reasonably-priced long-distance travel available to these persons.
source: federal environment agency
32
52
75
95
local transportlong-distance transport100
80
60
40
20
0
Bus Busrail rail
Co2 emissions of bus and railin g/Pkm
31
Telematics are placed at priority 1 and 2 by companies who are asked which measu-res they consider best suited to improve the efficiency of the logistics network. 63% find that telematics are suitable for improving the use of existing transport capacity. 47% additionally consider telematics to be an instrument useful in avoiding infrastruc-ture bottlenecks.
Telematics in freight transport - good for the wallet and the environment
The employment of telematics has become one of the most important instruments for cost reduction for transportation companies. However, the environment can also benefit - inci-dentally many thousands tons cO2 are saved annually by telematics.
high appreciation for Telematics
source: economist Intelligence Unit
In your opinion, which of the following system upgrades or policies would be most useful to improve logistics networks?select up to three.(% respondents)
Intelligent logistics systems (eg smart telematics, vehicle-to-vehicle communication, vehicle-to-hub communications) aimed at using available transport capacity more efficiently
63
New IT systems allowing smarter vehicle navigation to avoid bottlenecks47
More transfer points allowing freight to shift to less-congested modes35
remote sensing technologies to allow automatic cargo forwarding22
Offering incentives to companies to source closer to markets19
More transfer points allowing passengers to shift to less-congested modes16
systems granting priority to passenger vehicles at intersections13
systems granting priority to large or heavy vehicles at intersections11
32Te le M aTI c s I N f r e I G HT Tr a N s P O rT - G O O d f O r TH e Wa lleT a N d TH e e N V I r O N M e NT
It is no wonder that telematics are used more and more in road goods transport. applications are available for the most varied objectives. With their help, personnel, consumption, repair and maintenance costs, which together constitute about 70% of the total costs for truck transports, can be reduced. The savings per annum and vehicle can amount up to € 5,000 in this case.
Telematics applications of Commercial Vehicles
Quelle: Vda
Vehicle maintenance (just-in-time maintenance, vehicle status signal, maintenance planning) repair and maintenance costs
Personnel costs
fuel costs = emission saving
service
early automatic "registration" of the incoming vehicle at the loading dock to reduce the preparation for unloading
and loading
automatic conveyance of transport orders into the navigation
dynamic navigation (traffic jam avoidance) with consideration of measurements and weights of the vehicle
automatic route scheduling according to order situation and geographic position of the commercial vehicles
Vehicle reports (consumption, braking and drive characteristics etc.)
dispatch monitoring (for customers)
Vehicle alarm in case of theft or dangerous situations or on leaving a defined area
"We economize with certainty on 3 - 5% in case of maintenance costs."Bernd Haeger, owner of the forwarding agency Haeger
"There is not one driver who has not saved at least 2 liters with it. Without problems. I assume that we produce with 6 - 7% less fuel costs.Jens Hildebrand, vehicle fleet manager, rudolph logistics group
" (The application analysis)…. supports my ambition to save (fuel) and pro-motes a healthy competition among drivers. (as a result of the predicted trips) I have much less stress and am much more relaxed at the end of the day.Jan Klimant, driver of the GP Guenter Papenburg company group
"We save 30% of personnel costs."frank van Kerkhof, commercial manager, a. Bakker Texel Transport BV
33
The calculation of so-called external costs is certainly controversial. different studies come to very different results. However, it is always to be considered that today the truck already pays taxes e.g. on fuel, which can be taken as a contribution to covering external costs. Not least (if this is considered as necessary anyway) external costs would have to be charged for all modes. One charge alone applied to road - in the hope of achieving a modal shift via a rise in price - is not the correct way. It reveals an outdated transport policy concept that modes are understood as competitors and not as partners, which reinforce each other mutually with their respective strengths.
In fact there are much more suitable instruments available to reduce negative external effects of transport. This applies for instance for the pollution-neutral spread of the German truck toll to emission categories.
The modernization of the vehicle fleet was considerably accelerated by that.
external costs - minimizing successfully through stimuli
Development of road transport shares of trucks subject to tolls
Many times the truck is blamed for shifting costs onto the environment through its emissions. One would therefore have to settle these "external" costs with the truck toll. But emissions are increasingly being reduced in this case. secondly, a successful instrument already exists with the emission-oriented spread of the truck toll to lower external costs.
In the year 2006 only 6% of annual mileage was provided by trucks for the best pollutant class at that time eUrO V. Today, only five years later, almost two out of three kilometers are driven by eUrO-V trucks. Therefore there is no reason in Germany for charging envi-ronmental costs in the toll, as would now be allowed by the european directive.
source: federal agency for freight Transport
euro IVeuro I euro Veuro II eeVeuro III
10
0
21,3% 14,4%
9,3%4,1
27,8%
2,3%
68,0% 61,2%
49,1%
9,5%
36,7%
10,2%
19,5%
2,8%
5,1%
7,8%
49,0%
57,2%
9,4%
5,6%
17,6%
0,0%0,0%
32,8%
0,0% 0,2% 2,2%
62,8%
6,8%
2,3% 1,7% 1,0% 0,5% 0,3% 0,2%1,3%
2006 20112010200920082007
40
70
20
50
80
30
60
100
90
34"d r I V I N G TH e f UTU r e"
upward trend in traffic, downward trend in emissionsall forecasts assume that freight transport will increase significantly in coming decades and that the share of commercial vehicles will be just the same as today at approximately 70%. apprehensions that emissions will increase as a result are unfounded. even in the past, commercial vehicle manufacturers were faster in the application of their ideas for emission avoidance than traffic growth, so that, in spite of increasing traffic volumes, the emissions of commercial vehicles have decreased in absolute terms in almost all categories. If this success is set in relationship to the transportation service provided, the innovation performance is impressive. since 1995, emissions per ton-kilometer have decreased between 30% and 80%. environmental experts expect that the emissions will continue to be reduced in future.
The work of commercial vehicle manufacturers concerning the reduction of pollutants is completed today. after twenty years of continuous development work they bring engines onto the market today which fulfill the limit value stage according to euro VI, and with that emit only 3% of the pollutants which their predecessors emitted twenty years ago. With the increasing propagation of eUrO-VI vehicles within the vehicle fleet in the coming years, the emissions of the fleet will continue to sink.
"Driving the future"
Development of the commercial vehicle emissions per tonne kilometres
source: TreMOd
The commercial vehicle will remain for many decades the backbone of our freight transport system and the engine of our future. Its own engine will be significantly further developed - to become even more economical and cleaner.
0
0,8
0,2
1995
2001
2011
2021
1996
2002
2012
2022
1997
2003
2013
2023
1998
2004
2014
2024
1999
2005
2015
2025
2000
2006
2016
2026
2007
2017
2027
2008
2018
2028
2009
2019
2029
2010
2020
2030
0,6
1,0
0,4
1,2forecast
NO2/tkm Particle/kmcO2/tkm
35
The commercial vehicle of the futureManufacturers can now concentrate on the next objective - the reduction of the cO2 emissions through the reduction of fuel consumption. The commercial vehicle manufacturers continue to develop new ideas with this objective in mind. On the one hand, these efforts concentrate on the further optimization of the diesel engine, however also the secondary aggregates and the drive chain. Through these measures alone, further savings are to be expected of approximately 6% in total on a long-term basis.
estimation of Potential for efficiency of Disel engine
source: shell, truck study
Optimization of combustion processOptimal design of combustion chamber,charge air cooling, optimal engine control,higher injection pressure
reduction of engine friction, low friction surfaces, enhanced motor oils
automatic, optimized gearconventional amnual gears are switched electronically
Pneumatic booster systemeven before the turbo-charger gets active,the system loads compressed air into the induction tract of the motor (avoiding of turbolag, earlier switching possible)
Turbo compound systemexhaust gas flow drives a turbine, which provides additional moment to the driving shaft or drives a generator
Optimized accessoriesdetachable air compressorOilpump performance dependant on the engine loadwater pump - electric and load-dependant
ThermomanagementHeat recovery from the exhaust
36„M OTO r d e r Z U K U N fT“
Technical Possibilities for improvement of aerodynamics of Truck-Trailer Combinations
source: shell, lkw-study
aerodynamically shaped roof without superstructure such as lights or horns
rear spoilerspoiler between tractor and trailer
boat tails
complete side skirtingside skirting for tractor and trailer
In addition, there are economizing potentials which result through improved aerody-namics. By this, fuel consumption can be reduced by up to 15 percent. Three to four percentage points of that can be achieved alone by the attachment of so-called "boat tails" at the rear of the semi-trailer, which are trailing-edge flaps about 40 cm long. However, the policy with respect to new length and height dimensions will have to be better adapted to improved aerodynamics.
37
last but not least, engines can also be designed for a higher addition rate of biodiesel, far beyond the 7% usual today.
In case of city busses, transporters and medium-heavy commercial vehicles, which are already in-part driven today with battery, fuel cell or hybrid drive, the content of vehicles operated in this way will significantly increase.
The commercial vehicle will therefore long remain our engine for an economically secure, resource-saving and clean future.
In addition, low-resistance-running tires can decrease rolling resistance and through that lower fuel consumption by a further 2%.
Lightweight construction measures with the utilization of aluminum and composite materials additionally reduce consumption by approximately 5%.
average Fuel Consumption of a 40-Tons-Truck savings Potential(in liter/100 km)
10
0
20
30
today
Motor/engine
1,8
aero-dynamics
4,5
low rolling resistance
tyres
0,6
light construction
1,5
source: Vda
38I M P r I NT
39
imprintauthor: Vda Verband der automobilindustrie e. V. Behrenstr. 35 10117 Berlin Phone +49 30 897842-0 fax +49 30 897842-600 [email protected] www.vda.de
design: design & Kommunikation schad, frankfurt am Main
Print: Henrich druck + Medien GmbH, frankfurt am Main
copyright: Verband der automobilindustrie e. V. (Vda) august 2012
VdaVerband der automobilindustrie e. V.Behrenstr. 3510117 BerlinPhone +49 30 897842-0fax +49 30 [email protected]
