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29th November 2012
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Which of the following most accurately describes the problem?

change

Proposed changes to European regulations regarding truck dimensions could see the adoption of aerodynamic boat-tails on artics. CM looks at what’s behind it

Words: Brian Weatherley

There’s no question that if Europe’s heavy truck operators are to significantly reduce their fuel consumption and CO2 emissions, the current EU rules governing vehicle dimensions need to change.

Earlier this year, the European Commission’s (EC) technical committee for motor vehicles (TCMV) produced a draft designed to replace the current version of EU Directive 97/27/EC that appears to leave the way open for the UK adoption of devices commonly known as boat-tails, which are fitted to the back of an artic semi-trailer.

Boat-tails have long been a common sight on roads in the US, where road tests have suggested an average 6% reduction in fuel consumption at motorway speeds for trailers fitted with the devices. The draft directive, which covers type approval of all new vehicles, states “foldable devices and equipment designed to reduce aerodynamic drag, provided that they do not protrude at the back by more than 500mm from the outermost length of the vehicle, and they do not increase the length of the loading area” could be acceptable.

It goes on to say: “Such devices must be designed so as to be retractable when the vehicle is at standstill in such a way that the maximum authorised length is not exceeded and they do not impair the capability of the vehicle to be used for intermodal transport.” At the recent Hannover show, Andrew Smith, CEO of leading US boat-tail provider ATDynamics, confirmed that while boat-tails can dramatically reduce the aerodynamic drag of an artic, they will only be viable in Europe if the proposed changes to 97/27/EC are passed.

He says: “We are confident [the changes] will come in. After all, this product could save the European truck industry billions of litres of fuel.” ATDynamics has already appointed SDC Trailers as its partner, with the intention of selling its TrailerTail Eco50 and Eco120 folding boat-tails for semi-trailers in the UK.

Scania has conducted trials with 30cm-long boat-tails within its own transport laboratory truck fleet, and says the devices are capable of reducing fuel consumption by up to 2%.

It says: “[This] corresponds to an annual saving of 1,200 litres of fuel and three tonnes of CO2 emissions for a truck running 200,000km a year.”

An adaptable solution

The manufacturer, which believes even relatively modest boat-tail devices have the potential to save fuel, adds: “This is a solution that does not encroach on cargo space and can also be retrofitted on existing trailers.” The EC says no opposition to the draft implementing regulation intended to replace the current version of 97/27/EC has been made, and it is “now in the process of adopting and publishing it, probably by the end of this year” .

However, if such boat-tail aerodynamic devices are to be allowed on all heavy trucks – not just newly type-approved ones – then Directive 96/53, which governs weights and dimensions for all existing vehicles, and which is currently being reviewed, will also need changing.

All proposed changes to the directives will still need to be approved by the European Council of Ministers and the European Parliament.

A Department for Transport (DfT) spokesman says: “While the publication of the new EC Regulation (97/27/EC) will confirm that 50cm aerodynamic devices can be fitted during construction of new vehicles, it is the expected forthcoming changes to EC Directive 96/53/EC that should allow them to be used by all large vehicles on the roads.

“In the UK, Vosa will be notified to allow such devices. However, it must be stressed that these regulations do not change the rules governing trailer length or loadspace.” So the bottom line for operators looking to save as much fuel as possible is that while Brussels is looking to make changes to LGV lengths in order to permit fuel saving aerodynamic devices, the answer as to exactly when we’ll see those changes introduced is for the moment still “blowing in the wind” .

Longer semi trial

There has been some debate in recent months as to whether boat-tails might be permissible within the remit of the DfT’s ongoing longer semi-trailer project.

However, when CM put that question to the DfT, a spokesman told us: “While aerodynamic devices fitted to the rear of a semi-trailer may fall within the extended trailer length being considered by our trial of longer semi-trailers [up to 15.65m], they would not fall within the scope of that particular trial.

“The purpose of the longer semi-trailer trial is to monitor the effect and potential benefits of the increased load capacity provided by 14.6m and 15.65m trailers. A specific number of allocations of each length of trailer have been issued to operators, so that we can monitor their usage.” However, the DfT spokesman confirmed that independent manufacturers have trialled such aerodynamic devices and “further separate trials of these devices may be considered in the future” .

Mark Cuskeran, MD at SDC Trailers, says: “We aren’t surprised at the decision from the DfT. However, we feel that aerodynamic technology, including the TrailerTail, is key to helping the logistics industry cut fuel costs and reduce its environmental impact.” n

SAFER AND MORE AERODYNAMIC

A revised Directive 96/53 could also address other dimensional issues such as the length of lorry cabs to make them safer and more aerodynamic.

Indeed, some vehicle manufacturers and trailer makers are already calling for the existing 16.5m artic length limit to be extended by 2m or more.

MAN is an avowed advocate for longer aero artics, and its CEO Anders Nielsen says: “Politicians could achieve big gains in environmental protection with a minor change to the [length] law while simultaneously utilising the innovative strength of Europe’s CV industry – 2.3m more length would suffice.” Similarly, Uwe Sasse, director of development and construction at Krone, reckons that in order to generate fuel savings of up to 25% “extensions at the front of the [tractor] cab and the rear of the trailer would be required”.

Like MAN, Krone says an extra 2.3m in length “would be enough”.

Further information

To see an English language version of the EC TCMV’s draft implementing regulation that refers to ‘boat-tail-type’ aerodynamic devices, use this weblink, viewing pages 36-38. http://ec.europa.eu/ transparency/regcomitology/index.cfm


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