Longer Heavier Vehicle

A Euro Combi ( German name long trucks ) is an " over-long trucks ", a long truck combination with up to 25.25 m vehicle length and up to 60 t ( nationwide field trial in Germany 44 t) gross weight. It is an approved in parts of Europe Truck type which exceeds the normal length limit of 18.75 m.

According to the EC Directive 96/53/EC this great vehicle combination may be allowed in the countries of the European Union. Already since 1970, there are in Finland and Sweden, the type of vehicle Euro Combi and weighing up to 60 tons, and it became necessary dimensions and weight of trucks in the EU or the European Economic Area (EEA ) to further harmonize. In the other EEA member countries, some studies or large-scale tests still to be completed.

Other names are:

Ecocombi: colloquial name in Scandinavia, the Netherlands and Daimler AG for " economic truck combination ."
European Modular System (EMS): a term used for all of the various Euro Combi compiled commercial vehicle units.
GigaLiner an expression of the car plant crown for a " very large Kraftfahrzeugzug ".
Long trucks: Name for a maximum of 44 t € Combi Ex - Federal Minister of Transport Peter Ramsauer and the Federal Government Coordinator for freight transport and logistics Andreas Scheuer.
Prolonged s Zwaardere Vrachtautocombinatie ( LTT ): In the Netherlands, a " longer and heavier freight car combination ."
Long Combination Vehicle ( LCV) as a typical English name for a Long Combination Vehicle in Sweden, Finland and other countries.
Long Liner: an English word choice for the Euro Combi as " Long Kraftfahrzeugzug " by the German Ministry of Transport.
LHVs: relatively neutral term for a long (25 meters) and / or heavy (60 tons ) truck
Road Train: an English term meaning " road train ".

3.1 Sweden
3.2 Denmark
3.3 United Kingdom
3.4 The Netherlands
3.5 Norway
3.6 Belgium
3.7 France
3.8 Austria
3.9 Switzerland
3:10 Germany 3.10.1 Schleswig -Holstein
3.10.2 Mecklenburg -Vorpommern
3.10.3 Bremen
3.10.4 Hamburg
3.10.5 Lower Saxony
3.10.6 North Rhine -Westphalia
3.10.7 Baden- Württemberg
3.10.8 Saxony -Anhalt
3.10.9 Bavaria
3:10:10 Thuringia

4.1 Axle and meter loads
4.2 braking force
4.3 curve behavior
4.4 directional stability on the road

5.1 Positive opinions
5.2 Criticism and critical comments

Euro Combi in the European Economic Area

In the European Union the opportunity has been created due to the EC Directive 96/53/EC of 25 July 1996 to use a longer commercial vehicles or combinations that could get on certain roads and routes an exemption. The goal was the creation of opportunities for increasing the efficiency and economy of road freight transport.

The transport industry immediately reacted and began to put together with the commercial vehicle industry relevant development opportunities and concepts into action. In order to minimize development costs and time, the lengths of the individual truck modules should be based on the allowable dimensions. An important requirement was also that an impermissible burden on roads and bridges is excluded and the prescribed turning circle ( the so-called BOKraft circuit according to § 32d traffic regulations ) is complied with. As a result, seven Euro Combi - types were available for different transport tasks in the EU area are available. Dangerous goods and hazardous liquid transport are these truck combinations excluded ( BOKraft circle, § 32d traffic regulations ).

In Germany the Commercial Trailers tried to demonstrate in May 2005 with a first Gigaliner test drive, inter alia, that 57 % more cargo volume (157 cubic meters instead of 100 m³), around 65 % more parking for EUR -pallets (56 instead of 34), about 20 % less emissions and about 15 % less diesel consumption, or approximately 25 % lower transport costs are possible. For vehicle operators this would result in the saving of some variable costs that would be considerably increased still further by savings in depreciation and acquisition and especially personnel costs.

Were in the German states and pilot projects with the Euro Combi will be tested with each specific special permits. In early 2010 a nationwide field trial was announced, is to run until 2012 and be based on the volume-oriented Dutch variant.

Truck and commercial vehicle combinations variations

In Europe and in the EEA countries mainly are eight Euro Combi variations for various transport tasks and goods available.

A - truck with dolly and semi-trailer

This variant, known as A-Train, is formed of a motor vehicle with solid construction or swap to which a semi-trailer with air suspension tandem or double-axis dolly is attached. Visually it is reminiscent of a conventional articulated, only that the trailer seems a little longer. It is in Europe or in the EEA most common combination.

The driving and maneuvering is comparable to the 18.75 m long articulated vehicles and the driving stability surpasses this variant of the Euro Combi the other variants significantly. This is due to the three-axle tractor and the long wheelbase of the appended combination of dolly and semi-trailer. Since, in contrast to other countries such as Sweden in Germany by the BOKraft circle ( § 32 d traffic regulations ) are placed stringent demands on the cornering characteristics, additional measures are necessary, as is overrun with the use of a rigid Dolly the inner radius of the BOKraft Circle ( in Germany 5.3 m inner radius, Sweden 2 m). In order to avoid this, the trailer by steerable dolly systems such as the mechanically steerable dolly Patent of Commercial Trailers or an electronically similar system of BPW on a larger turning radius will be guided through the circle drive, so that there are hardly any differences to a normal truck. It is relatively time consuming to make from the individual elements of the towing vehicle and semi-trailer combinations with the Euro Combi - dimensions, add to that the purchase price of approximately € 17,000 for the required Dolly. This commercial vehicle combination is currently being tested in six German states as temporary experiment with a special permit. The term " Gigaliner " put the vehicle plant Krone IAA 2006 such a combination.

B - Tractor with tandem trailer

This B variant is a tractor with a trailer and consists of three elements, a standard tractor combination ( tractor and trailer ( trailer ) ) and a coupled tandem trailers with rigid drawbar. In Europe and in the EEA, this variant are the second most frequently encountered, because by slight alterations this Euro Combi variant are easy and fast to implement. On a conventional 16.5 meter long truck a double-axis trailer is appended with rigid drawbar using a trailer hitch on semi-trailers. Although the maneuverability, stability and the further handling characteristics do not correspond to the A variant, the B variant is quite common nowadays as a very cheap Euro Combi variant due to the low costs.

C - Motor vehicle with two tandem trailers

At the three-axle motor car two double-axis or tandem trailer are appended with a rigid drawbar. This solution is very flexible, only when necessary, the second trailer is carried. The driving stability as well as maneuverability are unproblematic with appropriate training of the driver and with appropriate technical equipment. The comparatively smaller number of axes limits the payload to 48 tons total weight, is therefore a volume variation. Therefore, this Euro Combi is rather rare. This simply compiled Euro Combi variant is as articulated most comparable to the Triple Trailer Combination, which is common in North America. This variant is currently ( RTS) tested from February 9, 2007 by the shipping company Meyer & Meyer in Osnabrück as self-development under the name of " Road Train System" up to 44 tonnes gross vehicle weight with a special permit. Here, the motor car with drive caddy and two tandem caddy chassis is for a total of three interchangeable bodies (2 × 7.82 m × 6.05 m and 1 - Length as 20'- containers) used. Even without steerable axles passes through this Euro -Combi variant BOKraft the circuit very well. On large-scale trial in the Netherlands, this version holds about 15%.

D - tractor and two trailers

This Euro Combi variant, also called B -Train, B- douple or Super -B, consists of a tractor with two trailers. In order to form this combination at all, has the first semi-trailer as a removable frame chassis behind the tractor includes a permanently installed second fifth wheel and the second semi-trailer can be structurally identical to a conventional trailer. This propelled dynamically stable dual tractor has a bad cornering behavior of the second trailer, because he clearly draws the interior of the curve and the maneuverability is limited. For transportation of large loads, so as a 60 tonner, this variant is very common in Scandinavia, since the entire weight can be distributed evenly to the up to 10 axes. Outside of Scandinavia, this variant in the EEA is hardly to be found.

E - truck with semi-trailer

This very rarely seen Euro Combi variant is distinguished by an unusual motor cars.

In contrast to the conventional engine cars this one has a four-axle extra long chassis, which consists with an additional steerable tag axle in maximum length. There, a fifth wheel is built, on which the trailer is hitched. This does not reach the total vehicle length, the maximum 25.25 m. With regard to the stability and maneuverability of this Euro Combi variant is comparable to a conventional tractor.

This long commercial vehicle is similar to a drawbar combination consisting of a tractor and a three-axle trailer at the same great length.

This combination does not consists of three elements ( coaches, dolly, trailer), but only two, and is therefore easy and inexpensive. This Euro Combi behaves in the way when maneuvering like a simple articulated truck and is relatively unproblematic.

G - Long truck with Dreiachsanhänger

This two-part articulated consists of long four-axle tractor and comparable long Zentraldreiachs trailer. The variant differs from the first five preceding Euro Combi by two equally long structures. This, however, results in a smaller truck than the total length of 25.25 m.

The special feature of the trailer is the one from the triple axle centered under the trailer and on the other from the rigid drawbar. Through the coupling pivot point below the motor car makes it possible, with an automatically collapsible tiller to have the trailer closer to the front structure and thus easy maneuvering and relatively neutral handling. Due to the shorter structures, this variant is not optimal as Euro Combi.

H - trailer with Dreiachsanhänger

This long commercial vehicle consists of a standard three-axle trailer with attached Dreiachsanhänger which directs a turntable. As the train can buckle in three places, it is practically not backward marshalled.

The trailer is a shortened version to accommodate a 20-foot container.

Driving tests and opinions

Sweden

Since 1970, experiments were conducted in Sweden with overlong truck variations. In the European Economic Area, could be established by the regulation adopted since 1996 EU Directive officially a European Modular System (EMS ) in Sweden. Due to the important addition that tractor-trailer combinations may be longer if the individual vehicles comply with the dimensions of the EU Directive 96/53/EC, dared the commercial vehicle producer Volvo in 1997 to establish an EMS concept and with the 25, 25 m long " long Vehicle Combination" to experiment. The Swedish government was against these EMS combinations set positive and thus the local transport industry and commercial vehicle industry could well evolve.

Until the introduction of EMS combinations, it was common in Sweden, articulated trucks to drive with a total length of 24 m. The Swedish transport infrastructure therefore offered good condition for the introduction because the overall length has been increased by only 1.25 m.

Swedish Transport Authority Vägverkets experimented with a 30-meter truck -B -Train - combination consisting of a 6x4 tractor and a double trailer. The Swedish wagon, short ETT (En Trave Till - A stack more ), can a stack of wood more load than the conventional trains there. Thus, the complete train comes to a gross vehicle weight of 90 tonnes. Vägverkets sets the three planned combinations in cooperation with Volvo Trucks as Zugfahrzeughersteller and Skogforst as an operator of trains in the north and in the west of Sweden. The presented test train in Gothenburg, is traveling on the 160 km stretch between Överkalix in the Northeast and the port city of Piteå. With only 80 feet of vertical drop and a maximum of four percent, short climbs is the " test track " ideal.

Despite 90 tonnes of the 660 hp of the three-axle tractor are so lush that with overdrive gearbox and hypoid axles potential of 20 percent is still available for reducing fuel consumption. Johan Lang - Director of Vägverkets: "Compared to a 60 -ton truck we were able to reduce the case of identical axle loads of the towing vehicle and the trailer dolly axle loads from 8.5 to 7.7 and 7.0 tons. Since the combination with eleven runs instead of seven axes, is the Einzelradlast correspondingly smaller. "

Denmark

In Denmark, for the Euro Combi interest shown and there is an extensive field trial, in which up to ten trips are allowed on a specified route. The modernization of the Danish roads made on the basis of a decision of the Danish Chamber of Deputies in October 2006 to create the structural conditions for the Euro Combi until the year 2011. From 2008 to 2011 found a field experiment was conducted with 25.25 meters long and up to 60 ton Euro Combi. The Euro Combi to use the highways and supply the major ports of the country. As of December 1, 2009 transported a Danish Euro Combi Spedition Alex Andersen Odense flowers ( potted plants ) for the GASA Group by Schleswig-Holstein with German special permit. The tour leads from wholesalers Availing - Kampen (near Hamburg) to Odense (DK). The special permit was issued for one year and to 40 t GVW limited.

Great Britain

In Britain, the truck weights and measures were repeatedly raised in the past. According to a campaign of " Freight on Rail" organization, which is a coalition of rail unions and the railway industry, thereby resulted in an increase in truck traffic and there was more pollution and more accidents. The supporters from the ranks of the transport industry are for " Longer Lorries heavier " and expect the opposite, if approved of the Euro Combi.

Netherlands

Since the year 1994 were carried out with a gross vehicle weight of 60 tonnes in the Netherlands examinations and driving tests with a maximum of 25.25 m long truck. Are permitted Else 18.75m and a maximum of 50 tons total weight. The Dutch Ministry of Transport examined in the autumn of 1998, the Pros and Cons of Long - trucks to the terminals and was limited in time. There were six companies employed 25.25 meters long road trains using different technology variants and gross vehicle weight between 50 and 75 tons. They were confined to national driving distances up to 50 km and the impact on the environment and road surfaces were examined. From December 2000 to June 2003 attended the first experimental phase in the Netherlands A total of 11 Dutch freight forwarders or shippers to test the possibilities in everyday transportation. The aim was, inter alia, achieving a distinct economic advantage with less burden of the existing infrastructure. Depending on the route and the freight was theoretically calculated with a potential saving of between 4% and 30%.

A second experimental phase was approved on 24 August 2004 with the name " LZV proef " ( Longer en Zwaardere Vrachtautocombinatie 's). The testing of this type of commercial vehicles was carried out on behalf of the Ministerie van Traffic and Public Works, the Dutch Ministry of Transport on fixed Dutch public roads and highways. On 1 November 2006, the trial period was completed successfully, with specific regulations and constant monitoring were available.

Participation rather than 100 trucking companies with 139 euro Combis had only 71 transportation companies with 155 LVZ € Combis, two German companies were involved. The truck combination with a three-axle tractor and a trailer including an air-sprung dolly tandem Vorderachsläufer was tested at 69 trucking companies. A second combination solution was for the other 31 LVZ Euro Combi, the so-called " mega trucks " type, where a tractor with a tandem trailer has been extended. Also, some special truck combinations were involved. There have been no reported specific disturbances or incidents and there was only a minor traffic accident where no personal negligence of the involved LVZ Euro Combi, who had been but " not specifically" for the use of long combinations.

The large-scale experiment could be accounted for as a great success and it was for some years an "experience " phase for the 155 truck combinations approved, may continue to be in use. Currently under negotiation framework with the transport companies that hold a 25.25- m- combinations or in the future want to put into service in order to get a permanent special permission from the Dutch Ministry of Transport.

In the large-scale trial in the Netherlands were special provisions in relation to:

The vehicle: it must have a special identification with length indication on the rear of the vehicle, closed side panels and reflective contour strips. In addition, the truck will be equipped with blind-spot mirrors or cameras to minimize further risks.
The driver: he has for at least five years by the truck - driving license, may have caused in the past three years no accident and has to undergo a special driver training.
The route: A permit each route by local authorities is required, an exit this is allowed only after permission by the police. It is an absolute ban on overtaking on all roads, a general ban on driving in bad weather, a prohibition of traveling by railroad crossings, which are traveled by rail vehicles with more than 40 km / h and of roads with a maximum speed of 30 km / h

Since December 2009, the second so-called EcoCombi moves to the Netherlands for DPD between cities Joure and Best in 2011, around 600 nationwide 25.25 meters long truck combinations are in the Netherlands as a " Ökokombis " on the local road network generally permit. These trucks may have 60 tons total weight, since the number of axes is optimally distributed between the road surface and thus no additional damage will occur, so the belief in the Ministry of Transport.

Norway

From 1 June 2008 to 1 June 2011 Norway the Euro Combi was allowed on certain road sections per sample law by the trucks are allowed to drive with a length of up to 25.25 m and 60 t GVW. Should hope to find out whether the release of the Euro Combi is effective and whether this environmental protection is enabled in transportation. Through the approved routes, a transfer from the state border was allowed up to certain truck terminals and criteria of road safety and environment are explored. If it is evident that the investigations and goals are not met before the trial period expires, the permit can also be terminated earlier.

Belgium

In Belgium, a large-scale experiment was carried out with the Euro Combi from 2004. Nationwide long - trucks were as Euro Combi, approved in Flanders from the Transport Minister Yves Leterme for a test with 60 t GVW. The Federation of Road Transport Febetra had reached that up to 25.25 m long EUR Combis were allowed on certain highways for the pilot object. The company Volvo in Ghent, BASF in Antwerp and Ford in Genk can use this Euro Combi. These companies were heavily made for the Euro Combi, and the previous Minister of Transport Renaat Landuyt had been denied admission. It had to be recast of the Royal Decree transport to be adopted in order to start the field test can. The hoped-for approval by the Febetra on Walloon motorways was extended by design by the Permanent Secretary Etinne Schouppe by national authorization in three regions of the country might come into play.

France

In France, 35 shippers and 40 transportation companies have enrolled for a field test with the extra-long trucks, to be held for a maximum of 36 months. An official scheduled test should only be started if all results of two working groups are present. A working group examined street technical aspects under real conditions and the other group, the commercial and social consequences of the use of the 25 meter long truck in July 2009. Once in July so employed, the French Parliament and the Council of State in the fall dealt with it is not to be expected with the launch of a long-term test before April 2010. Responsible is the DGITM ( Direction générale des infrastructures, des transports et de la mer ), both groups had used. The maximum permissible total weight should be limited to 57 tons, according to authorities, reported the " Club 25.25 ", which works for the approval of the Euro Combi.

Austria

Austria's federal government was asked in November 2008 by a VCÖ study, to vote together with other States against a EU-wide approval of the mega trucks ( Euro Combi). The Traffic Club Austria ( VCÖ ) warned in his study warned that the over-long trucks are authorized EU wide. The Euro Combi is 50 percent heavier and longer by 33 percent. This would be necessary in Austria street conversions in billions of euros. VCÖ expert Ulla Rasmussen, who is also a board member of the Brussels federation T & E, stated that these large trucks bring new traffic problems and the risk of accidents would increase through the long Überholwege. The approval of 60 t GVW heavy and 25.25 meters long truck make necessary modifications of roads, bridges, tunnels, roundabouts and parking. Alone Upper Austria estimates the cost at well over 100 million euros just for the country's roads and for the whole of Austria, it would be several billion euros. Austria's motorway network has about 300 kilometers bridges and 300 kilometers of tunnels. The transit Tyrol has 28 bridges and 37 kilometers of tunnel and the Tyrolean provincial roads have 1,900 bridges and 145 tunnels.

Switzerland

The EU Commission wants Euro Combi can drive through Switzerland and has already set signals that it wants to increase the limit for the normal truck lengths. In 2008 a study was published by her and the transport lobby and truck manufacturers want a license from the Euro Combi, which are up to 60 tons. Presently, the EU to 18.75 meters truck length and 40 tons GVW. Switzerland had acquired the force in the EU 40 - tonne limit from 2005. In inland transport, EU countries may allow larger and heavier truck lengths. In a written answer to an interpellation of Uri FDP National Councillor Gabi Huber, the Federal Council gave the impression that there was no reason to worry for the juggernaut and Switzerland was not obligated to implement a higher weight limit EU into national law. According to Article 1 of the adjusted in December 2008 " Law on the transfer of freight ", the Swiss Parliament had expressly forbidden the Federal Council, " to negotiate with the European Commission on Higher weight limits ." Swiss environmental organizations did not trust the Federal Council and launched in conjunction with organizations of many EU countries a campaign " stop 60 - ton truck ". Also, the Touring Club Switzerland (TCS ), Auto Club of Switzerland (ACS ), the transporter Association " Astag " and the Swiss Federal Railways (SBB ) are against the Euro Combi, with reference to the nature of the Swiss roads.

Germany

Since mid-2005, some exemptions for the operation of EUR Combis in Germany have been granted on the basis of § 70 and § 29 traffic regulations road traffic regulations in the various states. The conditions for the operation of the Euro Combi are for motorists et al: Five years ' experience on a standard truck, no accidents, no entry in the vehicle registration, no overtaking and no deviation from the permitted routes. The number and type of permits had increased significantly since the Dutch wholesale attempt. The approved routes are named in the Annex to Regulation on exemptions from road traffic legislation for vehicles and combinations of vehicles over length ( LKWÜberlStVAusnV ) since 1 January 2012.

Schleswig-Holstein

In Schleswig -Holstein long trucks were used in container transport between the port of Lübeck and the Port of Hamburg by the company Combisped from 1985. These were combinations of motor car with dolly and semi-trailers and a TEU bordered on the motor car and two TEU on the semi-trailer. Due to declines in orders of traffic in the summer of 2009 has been set.

Since February 2010 " long trucks " in Schleswig -Holstein are used in a field test again. On two reference distances is a forwarding an approved with waivers Euro Combi with 40 t GVW. From Neumünster truck combinations commute daily to stack field and to Rendsburg, where, according to the forwarding around 45,000 liters of diesel and 127 tonnes of carbon dioxide would be saved per year.

Beginning of September 2012 reached the Ministry of Transport of Schleswig-Holstein action against the test operation over long truck with the Federal Constitutional Court.

Mecklenburg -Western Pomerania

Mecklenburg- Vorpommern sympathizes with the giant trucks - there is a manufacturer of the 25-meter truck. Two routes Mecklenburg-Vorpommern has in store and on a route a Euro Combi is tested. The Euro Combi does not violate the agreement, even though the state transport ministers had spoken out against it. The maximum load is only 40 tons such as a conventional large trucks. On a given range of Euro Combi runs between Parchim and the business park Gallin - Valluhn ( circle Ludwig Lust) (cities and should not to be crossed ). Two exemptions there are south of Rostock and the international port which are applicable until the end of the year between Dummerstorf. In Dummerstorf the Euro Combi be loaded with cargo and shipped to Scandinavia. More permits for eleven sections are still in Mecklenburg, among other things, the commercial areas in Schwerin, Valluhn, Parchim and Laage. Transport Minister Volker Schlotmann (SPD ) has renewed the exemption to the Euro Combi in December 2009, at another time. The lines are not parallel to railway lines and would therefore be no competition of rail freight.

Bremen

In Bremen, a single 66 -ton truck is with only two 20 -foot containers used, each with 22 tons of weight over a distance of 25 kilometers for the transportation of coffee a large roasting urban transport between the port and the seat of the company since 2002. This is not a Euro Combi, but a normal truck with a total length of 18.75 m. For the higher weight twin tires and a total of four axes was attached.

Hamburg

In Hamburg, has been operating since 2004 in the harbor of a Euro Combi 46 meters in length. A port company for container shipments scheduled for two kilometers on public roads, the extra-long trucks on the model of the European Modular System ( EMS) a.

Lower Saxony

Three German haulage companies took part in a first attempt, in Lower Saxony. The Boll forwarding logistics set up a tractor with semi-trailer and an attached double-axis or tandem axle trailer between Meppen and Hanover. These were a MAN TGA 26.413 FNLLC the company Commercial Trailers, 2004 at the IAA presented this configuration under the name " GigaLiner ". The total length was 25.25 meters and the loading volume 150 cubic meters, instead of the usual 100 cubic meters. The gross vehicle weight was 40 tons and 10 tons thus less than in the Netherlands. The shipping VW Logistics shuttled between the VW Emden and Wolfsburg and forwarding Hellmann Worldwide Logistics from Osnabrück took from October 31, 2006 participate in a test that ended in the summer of 2007. From 10 January 2007 to 30 June 2008 had a trucking company with only a 25.25- meter truck, 344 tours run with 271,000 km. Within this period, 17,700 liters of diesel fuel were saved, not driven 115,000 km and improving CO2 emissions by 15%. 144 trips could be avoided on the routes with heavy traffic from the Ruhr area via Hanover to Braunschweig. In all permits a certain time was provided to the rides were allowed, as well as fixed routes. Jörg Bode ( FDP), Lower Saxony from October 2009 Transport Minister wants to promote a new Euro Combi project and calls for a nationwide pilot project. In spring 2010, a federal- provincial working group is to be used, because the federal government had agreed to a nationwide Euro Combi attempt in the coalition agreement.

North Rhine -Westphalia

In North Rhine -Westphalia has already traveled the distance between Bochum and Venlo in the context of the Dutch large-scale test. On 19 December 2006, a private pilot project has been released, which is carried out on certain routes until June 30, 2008, by some trucking companies with 11 euro Combi. The experiment runs under observation of TÜV Rheinland and North. The total weight of the Euro Combi is hereby limited to 44 tons. The Wim Bosman forwarding operates A -Trains that travel as a Dutch study participants by Germany. The train is running on the 10-km long stretch of the A3 motorway between Emmerich am Rhein and ' s-Heer mountain. The total weight of the Euro Combi is limited to 44 tons, increasing the length of the vehicle, a MAN TGA 26.413 FNLLC, is 24.85 m. The President of the Lower Rhine Chamber of Commerce Burkhard Landers announced in May 2010: "We need big trucks. "

Baden-Wurttemberg

After two years, the 60 -ton test with a 25-meter truck " EcoCombi " Daimler was completed on 30 September 2008. There were no adverse effects and symptoms reported on the traffic in the Stuttgart area. The first limited to one year trial operation was conducted by the Powertrain plant network of Daimler AG in Baden- Württemberg in Stuttgart. In corporate traffic over long truck between locations Untertürkheim and Sindelfingen was used from 21 September 2006 to long experience with 25.25 meters and 60 to collect t heavy commercial vehicles and then in cooperation with the Federal Highway Research Institute ( Federal Highway Research Institute ) on behalf of evaluate Ministry of Transport. This was especially true for the factors security, infrastructure charges and the emission and consumption behavior. In the used Ecocombi Daimler it was an air suspension Mercedes -Benz Actros 2660 LL/6x4. The vehicle was driven by a 440 kW ( 600 hp ) V8 engine with BlueTec 5 equipment, the emission limits of the Euro 5 regulation already fulfilled in 2009. Furthermore, the Ecocombi was equipped with all the safety systems such as complete with disc brakes, braking and lane departure warning, Active Brake Assist, adaptive cruise control, electronic stability program and the latest lane change assistance.

Saxony-Anhalt

Against the will of the federal or the Minister of Transport Wolfgang Tiefensee Saxony -Anhalt had created facts for an exception of the 25.25- m- Euro Combi. Freight Forwarders in Saxony -Anhalt had seen no problems with the use of the Euro Combi said Gerhard Bertram of Industry and Commerce. Opposite the Deutsche Presse-Agentur ( dpa ), he said, it is difficult to find accommodation even at rest areas with the novice ( Euro Combi), because he could only stand at the edge, because otherwise he would block several parking lots. " So far, no test has been issued with one exception approval for the Euro Combi in Saxony- Anhalt.

Bavaria

The state of Bavaria will also participate in a field trial. According to a report in the Süddeutsche Zeitung on 25 February 2011 as the National Association Bayerischer transportation and logistics companies eight Bavarian companies are known to want to participate in the five-year field trial.

Thuringia

In the state of Thuringia, a 25.25 m long truck ÖkoCombi were from February 14, 2008, with a 12 month limited exemption granted, down. On 6 January 2009, the Thuringian Ministry of Transport announced that the exemption would be extended until the end of 2009 and it was not a question a pilot test. The country saw, especially in the climate an argument for the 25 - meter trains and sought a nationwide solution. In comparison with normal truck transports the Rigterink logistics group saved here daily 600 km and 152 liters of fuel. It was transported rusk of Ohrdruf in Gotha. The second company in Thuringia, which had received an exceptional authorization to use a Euro Combi, was a mattress manufacturer from Weida, who had made no use of it. The pilot test allowed for Rusk transport of Ohrdruf in Gotha in Euro Combi, was not renewed for 2010. We do not give further special permits, because the political parties, the CDU and the SPD have agreed in the current coalition agreement on banning the Euro Combi in Thuringia from the streets.

Technical aspects

Axle loads and meters

The axle load, so the weight per axle bearing down on the street is lower with a 60 - ton truck than a conventional 40-ton truck. This reduction in axle load during Euro Combi is achieved by a distribution of the total weight on more axes. From today 8-10 tons axle load, the axle load reduces the Euro Combi to 7.5-8.5 tons. (see BGL.de ) The point load of the road so does not increase, as would be assumed by a one-sided view of the gross vehicle mass, but from.

The important bridges for linear load may increase at 60 -ton trucks. It amounts to a 18.75 m long 40 -ton truck 2.1 ton / meter, with a 25.25 m long 60 tonne trucks are 2.4 tonnes / meter. However, road bridges are designed for much higher loads meters, so this is not a limitation. To bridge the military load class 120 can carry about 10 tons / meter.

Braking force

The total braking force is by a larger spacing and number of wheels at 60 - tonners in a similar range as conventional 40 - ton trucks with five axles that can transmit braking forces. So must each axis in a normal truck 8 tons are slowed down, at 60 tonnes GVW and seven to nine axes from 8.57 to 6.67 tons. At 44 tons total weight, the braking ability is significantly higher here between 6.29 and 4.89 tons must be delayed. An improvement in the braking ability can be achieved by the use of twin wheels on non -steering axles. In this way the contact surface is increased, so that still higher braking forces can be transmitted, and the wheel load is reduced compared to conventional freight trains. The kinetic energy in a collision where a vehicle with 60 tons 1.5 times as large as that of a 40-ton (0.5 x mass x velocity ²). This risk can be significantly reduced by the spacer, additional electronics and automatic braking systems may also be incorporated in a conventional truck.

Curve behavior

The cornering performance of the Euro Combi is equally good for German roads, particularly for roundabouts, not all variations or excessive truck types. The total allowable length increases of 18.75 m with a conventional articulated to 25.25 m. This commercial vehicle length is otherwise (eg Hamburg 24.80 m) achieved in Germany only by long articulated buses. For these special permits for individual lines have been issued.

According to studies of the Federal Highway Research Institute reached regarding the permissible turning circle ( " BOKraft Circle " ), only the tractor with two trailers, the provisions of § 32 traffic regulations. Here, the total length of 25.25 m is not used fully. The 6x2 truck with a dolly and semi-trailer exceeds the inner ring surface slightly, the 6x2 trucks with two tandem trailer exceeds the inner ring surface significantly. The swerving is respected by all.

The navigability of small roundabouts is only possible after this investigation. So paint over parts of the trucks the road divider and thus may endanger pedestrians waiting there. Exits from these roundabouts are possible in principle, but must use side surfaces. Even in inner-city junctions poses the problem of the side faces inside are busy.

Order to improve the cornering performance of the Euro Combi Various measures are taken. Thus, a solid steering axle, a lift axle, a steering dolly, a shift of the coupling point or a change in the axial distances contribute to meeting the infrastructural requirements. On the other hand can be adapted to specially designated for the Euro Combi routes the infrastructure. Thus, intra- local junctions can be passed through an exclusive green phase for the right turn, using the opposite lane. In roundabouts can be achieved and a lower swerving be achieved by executing the exit as a two-piece basket arch rather than a circular arc through an optical guide a better cornering behavior of the vehicle driver.

Directional stability on the road

The test vehicles of the Euro Combi have equipment with state-of -the-art security technology, for example, complete with disc brakes, electronic tracking and Brake Assist, Active Brake Assist, electronic stability program, and adaptive cruise control.

Reviews

Positive opinions

The Association of the Automotive Industry (VDA) at the IAA presented on 21 September 2006 in Hanover for the first time his 25.25- meter concept of commercial vehicles Euro Combi public to a wide audience. The word combination is the ability to create with existing items ( trailers, semitrailers ) a Euro Combi.

By increasing the effective volume and the additional payload of over 50% could be two Euro Combi take the charge of three conventional trucks and transport them at a lower cost. A high efficiency, allow savings up to 30 % depending on the distance and type of goods would result.

In October 2006, the VDA had invited to a symposium with a press conference for the Euro Combi Münsingen. According to his explanation, the VDA expects a shift of opinion in the German Transport Ministry to focus the increasing flow of goods to less truck. It has been calculated that the Euro Combi could save at a transport share of 20 %, about 2.2 billion kilometers traveled. Set out was also found that the started in the Netherlands in August 2004 trial with 100 carriers and 139 Euro Combi been very positive and there had been no complications or principle-related accidents. Next was verbally explained: " 50 percent more transport volume at 15 percent less fuel consumption and emissions are perspectives that needs to be tapped " [ ... ] "At the same transport amount of traffic chamber is relieved, and the road load is reduced by 10 percent."

The Managing Director of the Research Association for combined transport ( SGKV ), Dr. Christoph Seidelmann, supported this view of the VDA and certified that the Euro Combi in a recent study, the applicability in all variants for combined transport (CT ). However, not all terminals have enough room to maneuver.

The Federal Association of Road Haulage, Logistics and Disposal (BGL ) and the Federal Association of German Wholesale and Foreign Trade ( BGA) also received the VDA support by both very strong made for a permanent permit or approval. The freight will increase by up to 64 % after BGA forecasts up to 2015. The BGA let it be known literally: " If we do not counteract intelligent today, we suffocate in a traffic jam and the resulting exhaust gases ".

At DaimlerChrysler, the responsible board member Andreas Renschler expressed in an interview that he expected the increase in freight traffic by 30 % in transport volume. Literally: " The Euro Combi is a proposal from the automotive industry, such as the traffic volume on the transport modes # 1, the road can be kept in an acceptable level. With 25.25 meters in length and weighing 60 tons tractor-trailer combinations reduce the demand for transport area by 25%. Two 60 - ton truck can replace up to three conventional 40 -ton truck ".

The Federation of Transport (BAT) had encouraged a nationwide expansion with 25.25 - m- EUR Combis in September 2006. Was to assess the effects of combinations of vehicles on road safety, roads and bridges based on an expanded data base target. The potential efficiency gains could be achieved by larger vehicle combinations, and in addition to congestion would be avoided and protects the environment.

The expert organization DEKRA is for the Euro Combi test. The DEKRA had spoken at the IAA Commercial Vehicles 2006 for a nationwide pilot test with the 60 -ton vehicle combinations. DEKRA boss Klaus Schmidt said literally: " 60 -ton trains are definitely a chance to avoid the threat of gridlock ." Mandatory requirement is of course that equipping the vehicles with the latest safety technology, such as electronic tracking and Brake Assist are available.

The first results of investigations were concluded by the Federal Highway Research Institute study in late February 2007 and the first results of the pilot projects in the provinces were able to show the view of the Association of the Automotive Industry that such commercial vehicle concepts are sustainable. According to the study, less fuel, CO2 emissions reduction, about 13 % less heavy traffic on motorways and a reduction in road wear by the overlong commercial vehicles was confirmed up to 30 %. Even a 17% shorter braking distance ( full disc brakes), ABS, a Warner when lane departure, adaptive cruise control, power brakes and vehicle dynamics control (ESP etc.), that according to Federal Highway Research Institute for increased traffic safety, these techniques are incorporated into truck today usual size can. In Sweden, Finland, and the Netherlands have similar experiences collected in Denmark and is also reported from the corresponding intermediate results. The Federal Environment Agency was assumed that with the Euro Combi, compared to today's trucks, only fuel could be saved if the load would be at least 77 %; this amounts to, on average, however, only about 64 %.

The then VDA president Bernd Gottschalk said in March 2007 that there is no line under the issue Euro Combi and " rather [ ... ] now an objective representation " begins.

At the European level reports were introduced, the EU Commission issued its own report. In the European Transport Ministers there was no agreement and a European initiative for the Euro Combi was ( during their EU presidency ) not enforced, despite the results of 21 January 2009 in the second half of 2009 from Sweden. It was found positive in the opinion that in the European Union with the Euro Combi CO2 emissions fall by 3.6%, decrease fuel consumption by 12.6 % and 13 % fewer trucks could be on the move. The EU Commission saw the biggest weaknesses in bridges, their adaptation or renewal would require higher investments. This analysis was the basis for their decision to access the EU on long trucks and a possible change of the 12 -year-old EC Directive 96 / 53rd The European Parliament had already pronounced in September 2007 in favor of allowing the Euro Combi with 60 t GVW for certain roads within the European Union countries with the approval of the EU Commission.

The fact that the Euro Combi was always set back on the agenda in the past 10 years, was due to the Head of Logistics John Berry. He had been in the Brussels " General Transport and Energy" (DG TREN) in charge of the Euro Combi and the "Monster Trucks" had made a personal issue. After the Spanish EU Presidency, the " 25.25- meter 60 - ton truck " were from July 2010 back to the issue in the European Union. The European Freight Forwarders and Logistics Association " CLECAT " had the EU Directive 96/53/EC investigated and determined that the uses of EUR Combis are compatible with EU law due to his analysis of the in-house research institute. The federal government (CDU - FDP coalition ) had a working group " long trucks " decided which started its activities for the German sample study with the Euro Combi in July, and logistics coordinator of the Federal Government Andreas Scheuer ( CSU) emphasized, inter alia, "Long - truck will move mainly on the parent road network". In August 2012, EU Commission President Barroso assured to observe the compliance with European laws and stressed that only the already initiated revision of Directive 96/53/EC could create legal clarity and democratic legitimacy. Martin Schulz, Barroso had asked in his letter to clarify the matter at issue in an official legislative proposal.

Criticism and critical comments

The use of over-long and, above all heavy truck is extensively discussed and controversial in the media.

Criticism is first in particular, that these trucks supposedly presented requests to the road surface, the safety devices and the track alignment. You would have a negative impact on the state of the roads after a hot summer, causing deep ruts, which could be removed only with great effort and high costs.

Can be regarded as undisputed that light installations and railway crossing protection systems for long vehicles such as the Euro Combi in their switching times so far not taken into account, so that would arise by using security risks.

The load on the bridge is not yet clear why the euro Combis are currently approved in North Rhine -Westphalia with only 44 tons. Due to the convoy, there will be an increase in the linear load at sufficiently long bridges.

It can be assumed, find the driver of EUR Combis in the parking lots of motorway service areas difficult a resting place because the parking lots are created by remote, not taken into account which on long vehicles. Perhaps this leads to that the cargo is transshipped at rest areas equal to smaller vehicles and thus the parking spaces will be overused. In resting places of the Euro Combi could only stand at the edge, because otherwise he would block several parking. Missing in Germany alone already 8000 parking spaces for trucks along the road network. In March 2007, Deutsche Bahn CEO Hartmut Mehdorn pleaded for climate protection reasons for shifting not even more traffic on the road, and ADAC President Peter Meyer pointed to the lack of places on the highways.

On the highways and in the already partially to normal traffic very closely built roundabouts and on the streets of many inner cities euros Combis are very likely to have problems.

The federal government responded in January 2007 to a "small request " the FDP parliamentary group in the Bundestag, the Federal Highway Research Institute have found, among other things, that 60 -ton tractor-trailer combinations would reduce the capacity reserves of bridges significantly, which means more frequent replacement of bridges. The requirements for the safety systems in tunnels must be observed. The Federal Highway Research Institute predicts also that it can come up with such a tractor-trailer combinations to serious consequences in case of accidents. Exact results of this study have been published in February 2007.

ADAC has already come out in late 2004 against the admission of the Euro Combi. There are concerns in the areas of road damage, exposure of bridges and tunnels, lack of shelves and the safety of traffic.

When switching to the Euro Combi on the rail there are problems, because the German railway would have their cars to accommodate the trailer change because of the greater lengths. The railway fears in Euro Combi a danger to the rail freight transport. Logistics boss Norbert Bensel sees the Combined Transport (CT ) at risk, in his opinion, there could be an exodus of transports on the road. In one study, the DB will examine the consequences of the introduction of the Euro Combi on the street for the entire rail freight. Many other railway companies in Europe would be affected, because the bag cars were purchased, among others, ÖBB, SBB / Hupac, FS, SNCF, RENFE, SNCB and DSB.

Studies that were commissioned by the Federal Ministry of Transport and on behalf of the Community of European Railway and Infrastructure Companies (CER ), indicated that the admission of this truck class had an exodus of freight transport by transport Railway on the streets result. Thus, the harmful effects of transport would be expected to increase, according to findings of the ISI at a general admission of long trucks. This would complicate the drastic reduction of negative externalities by 2030, which the European Commission had announced in the 'White Paper on Transport " in March 2011.

The then Federal Minister of Transport was compared to 60 - ton truck ( Euro Combi) highly skeptical after the Federal Highway Research Institute study set

The data collected by the end of 2007 in temporary or leaking large-scale tests for Euro Combi been evaluated by the University of Hanover until the end of August and the German Minister of Transport Conference ( UK) provided. The German VK spoke majority on 10 October 2007 against a "general authorization " of the Euro Combi from. Fifteen states were opposed to a general admission, one abstained. Ten states also argued for properly completing the started field trials and to start new experiments, while six were in favor of field trials with up to 25.25 meters long truck. North Rhine- Westphalia tested eleven euro Combis, partly by the end of 2008, although the state transport ministers conference had decided in October 2007 to allow no more tests. In Thuringia, drove despite being contradicted by the SPD parliamentary group since February 14, 2008, three Euro Combis on a test track in the regional freight; the experiment was limited by the end of 2009.

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