Page 15 - Commercial Vehicle Engineer - November 2018
P. 15

Tw0-axle tractors: VECTO data gathered from next year.
Union directive on truck weights and dimension will be in force before they kick-in, allowing truck cabs to be longer and thus more aerodynamically ef cient.
Though the targets are based on VECTO simulations, the European Parliament makes no secret of its determination that truck fuel economy in the real world fuel will live up to expectations, thus avoiding any furore like that following revelations that actual car fuel consumption has fallen far short of of cial EU  gures.
Truck manufacturers or national authorities will be required to make available actual fuel consumption
data from standardised fuel meters. In addition, there will be on-road, in-service fuel consumption testing for conformity. Any on-road results found to be more than 10 per cent worse than VECTO- simulated fuel economy will then be
used instead of the VECTO  gures in calculating a manufacturer’s CO2 performance.
The regulations remain con ned so far to trucks over 16 tonnes GVW (tractive units and rigids) with 4x2 or 6x2 axle con gurations. Vehicles classi ed as “vocational” (not designed to deliver goods, so including refuse-collection vehicles, for instance) are not subject to the targets. But the commission has been told to report back to the parliament by the end of 2022 on the whole scheme’s progress. That could result in the 2030 target being amended and the net spread wider to include vehicles such as lighter trucks, other axle con gurations, vocational trucks and even trailers.: “This regulation is the  rst step...,” says the European Parliament.
All buses and coaches are excluded from the CO2 cuts targets. And a proposal that “zero-emission” buses, such as those with pure electric (battery powered) drivelines, must account for at least 50% of every bus-maker’s new urban bus annual sales totals from 2025 (rising
to 75% from 2030) was rejected by
the parliament.
But it has introduced a “benchmark sales target” for zero- and low-emission (ZLEV) vehicles. A low-emission model is de ned as one with emissions at least 50% below the equivalent diesel model. ZLEV vehicles must account for at least 5% of a manufacturer’s total annual registrations by 2025, rising to 20% by 2030. Crucially, though not covered by the CO2 targets, lighter trucks (under 16 tonnes GVW)
and buses and coaches meeting the
ZLEV de nition will count towards a manufacturer’s annual ZLEV registration targets. The 2030 target is subject to review in the 2022 report. “Connected” manufacturers, such as MAN and Scania in the Traton group and Volvo Trucks and Renault Trucks in Volvo Group, will be allowed to pool ZLEV truck and bus sales to meet annual targets.
Vehicles meeting the low-emission de nition such as diesel/electric hybrids, will be allowed a plated gross vehicle weight up to one tonne heavier than a standard diesel truck. Zero-emission trucks and buses such as battery or fuel-cell models will be permitted a GVW up to two tonnes heavier than a diesel equivalent.
Electric shock: ACEA points to “reluctant customers”.
Truck manufacturers see the CO2 targets as unrealistic. “The research and development and production processes
of the European truck industry would be negatively affected by these targets, for which the short lead time simply doesn’t match the long development cycles for trucks,” protests ACEA secretary general Erik Jonnaert. He singles out sales quotas for ZLEV trucks for particularly strong criticism. “Members of the European Parliament seem to be blatantly ignoring the fact that the potential for electrifying the truck  eet is far lower than for
cars, due to issues such as extremely
high upfront costs, range limitations, insuf cient infrastructure (particularly along motorways) as well as reluctant customers,” he says.
ACEA had responded to the commission’s original proposals published in May with a counter proposal: involving CO2 cuts of 7% by 2025 and 16% by 2030. That would mean truck fuel economy improving on average by 1.2% annually in future, little more than the average annual improvement rate claimed by ACEA over the past 20 years.
But the European Parliament’s latest amendments have been applauded in some quarters. Stef Cornelis is “cleaner trucks of cer” a big Netherlands-based lobby group, Transport & Environment. “Now it’s up to national governments,”
he says. “Members of the European Parliament have sent a really strong signal for ambitious targets but also that they are achievable. Discussions will need to move quickly but the momentum is de nitely there for a win-win outcome during this legislature and for a deal
to be struck that goes further than the European Commission proposal.”

   13   14   15   16   17