DELIVERABLE D11 Compact Low Emission Vehicle ...

DELIVERABLE D11 Proposals for adaption of legal framework and realisation strategies Status: Final Version

Compact Low Emission Vehicle for Urban Transport Contract No G3RD-CT-2002-00815

PROJECT START DATE:

01.12.2002

DURATION:

40 MONTHS

DATE OF ISSUE OF THIS REPORT:

31.03.2006

Project funded by the European Commission under the ‘Competitive and Sustainable Growth’ Programme of the Fifth Framework Programme

CLEVER Compact Low Emission Vehicle for Urban Transport Deliverable D11 Proposals for adaption of legal framework and realisation strategies

CLEVER CONSORTIUM PROJECT CO-ORDINATORS: Administrative Co-ordinator: Technical University of Berlin, Institut fuer Land- und Seeverkehr (TUB), Berlin (D) Scientific Co-ordinator: BMW Bayerische Motoren Werke AG (BMW), Munich (D) PROJECT PARTNERS: Technical University of Berlin, Institut fuer Land- und Seeverkehr (TUB), Berlin (D) BMW Bayerische Motoren Werke AG (BMW), Munich (D) Cooper Avon Tyres (UK) ARC Leichtmetall Kompetenzzentrum Ranshofen GmbH (LKR), Ranshofen (A) Institut Français du Pétrole (IFP), Vernaison (F) Takata-Petri AG (TP), Berlin (D) University of Bath, Department of Mechanical Engineering (UBAH.MECH), Bath (UK) University for Bodenkultur Vienna, Institute for Transport Studies (BOKU-ITS), Vienna (A) WEH GmbH (WEH), Illertissen (D)

DOCUMENT PRODUCED BY: BOKU-ITS (A) – J. Stark, A. Neumann, G. Sammer

In Co-operation with: TUB (D) – H. Johannsen, L. Lasek, V. Schindler BMW (D) – P. Krams TRIAS S.A. (GR) – M. Peleka, P. Papaioannou

QUALITY CONTROL: UBAH.MECH (UK)

The Commission of the European Commission has financed 66% of this research work within the Fifth Framework Programme.

Proposals for adaption of legal framework and realisation strategies – D11

CLEVER

TABLE OF CONTENTS 1

INTRODUCTION ............................................................................... 5

1.1

Background .................................................................................................. 5

1.1.1

The Problem .................................................................................................. 5

1.1.2

Objectives and aims of CLEVER ................................................................... 5

1.2

Project methodology ................................................................................... 6

1.3

Objective of D11 ........................................................................................... 9

1.4

Structure of D11 ........................................................................................... 9

2

THE CLEVER CONCEPT ............................................................... 10

3

TECHNICAL REQUIREMENTS, CERTIFICATION ........................ 13

3.1

Homologation ............................................................................................. 13

3.2

Safety .......................................................................................................... 15

3.2.1

Crash Tests ................................................................................................. 15

3.2.2

Steering Wheel ............................................................................................ 15

3.3

Emissions ................................................................................................... 16

3.4

Energy Storage .......................................................................................... 18

3.5

CO2 Agreement .......................................................................................... 20

3.5.1

The CO2 Commitment .................................................................................. 20

3.5.2

CO2 Monitoring Rules .................................................................................. 22

3.5.3

Consequences for the CLEVER Project ...................................................... 23

3.5.4

Modification Proposal on CO2 Monitoring Rules .......................................... 24

3.5.5

Excursus: Experiences with BMW’s C1 ....................................................... 25

4

TRAFFIC ORGANISATION REQUIREMENTS FOR THE USE OF CLEVER .................................................................................... 27

4.1

Driving Licence .......................................................................................... 27

4.2

Helmet or Seat Belt Obligation ................................................................. 29

4.3

Parking and Traffic Regulations ............................................................... 30

4.3.1

Parking Regulations ..................................................................................... 30

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4.3.2

5

CLEVER

Traffic Regulations ....................................................................................... 30

REALISATION STRATEGIES FOR THE CLEVER ........................ 33

5.1

User Requirements for the Adaption of the CLEVER ............................. 33

5.2

Necessity of Adaption of Legal Framework ............................................ 33

5.2.1

Technical Requirements and Technical Directives ...................................... 33

5.2.2

CO2-Agreement ........................................................................................... 34

5.2.3

Taxes, Fees and Tolls .................................................................................. 34

5.2.4

Traffic and Parking Regulations ................................................................... 34

5.3

Basic measures to promote the CLEVER ................................................ 35

6

LIST OF FIGURES ......................................................................... 37

7

LIST OF TABLES ........................................................................... 38

8

BIBLIOGRAPHY AND REFERENCES .......................................... 39

9

ABBREVIATIONS .......................................................................... 40

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CLEVER

EXECUTIVE SUMMARY Concerning technical requirements and technical directives the following issues are to be taken into consideration: The CLEVER vehicle underlies the Directive 2002/24/EC of the European Parliament which does not specify any crash requirements. Therefore for the CLEVER vehicle separate crash requirements are defined by the CLEVER consortium, analogous to a small car. It has to be clarified, which additional test-procedures have to be done for a successful approval for the used steering wheel, where the upper rim is not closed and whether there are additional requirements for this type of steering wheel existing concerning to the safety of the occupant. The emission of the CLEVER vehicle has to fulfil the ECE, Euro 3 regulation. Concerning the driving licence and helmet or seat belt obligation for the CLEVER vehicle no changes are necessary. Concerning the energy storage the relevant directive does not allow implementing a system of removable gas cylinders. For a realisation of the CELVER vehicle this point has to be changed. Concerning the monitoring rules of the CO2-Agreement of the European Automobile Manufacturers Association (ACEA) a very important part is the definition of the considered vehicles. The current status is, that innovative concepts for vehicles using alternative fuels replacing conventional cars could be counted towards the achievement of this CO2 emission target – but in a case-to-case decision. For the easier realisation of the CLEVER vehicle precise requirements for vehicles to be counted towards the achievement of this CO2 emission target have to be defined. In the CO2 monitoring rules the required “replacement of a conventional vehicle” is stated. This should be changed to “replacement of trips with conventional vehicles” as not the vehicles but the trips with vehicles cause environmental damage. In the context of fees, taxes and tolls exemptions for gas-powered vehicles have to be mentioned. The example Germany shows that a clear defined subsidy of natural gas as fuel for motor vehicles is possible. For the realisation of the CLEVER vehicle such a regulation should be applied Europe-wide. In most Member States of the EU tolls have to be paid for the use of motorways and/or other roads. The CLEVER vehicle has to pay in all cases the toll of conventional cars. A reduction of or exemption from these tolls could also help promoting the CLEVER vehicle as a measure to reduce the negative environmental impacts of traffic (e.g. emissions). This could be done especially for urban motorways. Concerning traffic and parking regulations advantages for the CLEVER could be offered by the permission to be driven on special dedicated lanes e.g. bus lanes. The local authority normally can assign this admission. Due to the dimensions of the CLEVER vehicle only parallel parking is possible. A measure promoting the

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CLEVER

realisation of the CLEVER vehicle could be the implementation of parking slots designated to this vehicle. During the travel behaviour survey the respondents assessed some practical and technical characteristics of the CLEVER to be improved. Nevertheless, most of the technical and practical characteristics of the CLEVER e.g. the basic concept, the top speed, the acceleration, the driving range or the fuel consumption were assessed positively. In some cases an extension of the vehicle’s space for transport baggage as well as for passengers and a reduction of the purchase costs were proposed. There exist lot of experience how to promote a new product. In the case of a vehicle like the CLEVER basic activities could be the presentation on fairs and press releases, the design of a CLEVER-web-site, the distribution of CLEVER-flyers or advertising contracts in cities. A stakeholder management process could be another core element to promote the launch of CLEVER. Another approach could be a first limited launch of CLEVER to a model city within a field test. To learn more about the use, the acceptance and the success of the CLEVER experiences in this city should be monitored, collected and analysed in detail.

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1 INTRODUCTION 1.1 Background 1.1.1 The Problem With the constantly increasing need for mobility, in particular in urban areas, various problems arise. In this context the consumption of urban space and energy, and exhaust and noise emissions have to be mentioned. In order to be able to satisfy the mobility needs in the future, solutions are required that are able to solve these problems. One possibility is to develop new concepts for individual urban transport to close the gap between conventional individual transport and public transport. Due to the increasing readiness of customers for the acquisition of second or third vehicles, there might be a market for new innovative vehicles for urban transport. 1.1.2 Objectives and aims of CLEVER The objective of the project “Compact Low Emission Vehicle for Urban Transport” (CLEVER) is the development of a small vehicle for clean urban transport with minimal requirements on urban space, both in traffic and parking, as well as low energy consumption and low exhaust and noise emissions. To improve the usage of alternative energies for the propulsion of vehicles, a new storage and refuelling technology has to be developed. The safety of the new vehicle must be comparable with high-end micro cars. The project aims at improving urban transport and the negative environmental impacts from increased mobility. Technical and scientific objectives and innovative aspects of the new vehicle:

Room for two seats and luggage (or 1 + 1 and luggage), full-lining for occupant protection and protection against rain, appropriate heating and air-conditioning, low requirements with respect to road and parking space (w < 1,0 m, l < 3,0 m).

CO2 emissions < 60 g/km, super-low emission propulsion, possibility of refuelling at home, possibility of using different propulsion systems with different energy supplies within the same package (e.g. hydrogen).

High level of pedestrian protection, high level of compatibility, high level of occupant protection.

Protection against tilting at low velocities, easy manoeuvring, stable driveability at high velocities, low sensitivity against side winds, car like handling at low speed.

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CLEVER

The main project output will be represented by

the technical specification for the vehicle (Deliverable 2),

the refuelling technology with exchangeable gas cylinders (Deliverable 5),

the safety concept for small vehicles (Deliverable 3),

the prototype of the vehicle (Deliverable 10) and

a proposal for the adoption of European legal framework concerning technical and traffic organisational aspects (Deliverable 11).

The results of the research project will have impacts on the European standardisation (e.g. vehicle concept and refuelling technology). Solving urban transport problems by decreasing energy consumption and emissions will help to support sustainable transport growth.

1.2 Project methodology The improvement of individual urban transport in Europe through the development of a new vehicle concept requires co-operation between technical and transport organisational science to obtain the required wide acceptance for the vehicle. In order to guarantee the achievement of project objectives for the target groups (vehicle manufacturers and their suppliers, vehicle users, European citizens), a thorough analysis considering all relevant fields of influence (e.g. safety for occupants and partners, high comfort, agility, legal framework concerning technical as well as transport organisational topics, anticipated future technologies for vehicle concept and vehicle components like body panel and low weight windscreens) was conducted at the project’s commencement. The result of the analysis phase is a technical product guideline, which comprises the entire range of demands from all fields of scientific knowledge. This serves as system specifications required for the design and development phase that follows. From the very beginning, the development of the vehicle is supported by digital models and numerical simulation. This leads to an early prediction of the feasibility of the concept (and the different solutions for the components) combined with minimal development costs and prototype testing. The development of the vehicle is divided into task packages: styling, safety concept, frame, body panel, propulsion system, transmission, chassis as well as construction of prototypes and vehicle testing. Due to interactions between styling, package and passive safety, these parts are combined into one work package. Frame and body panel are combined into one work package; also propulsion, transmission and chassis. This ensures an optimised and co-ordinated project approach.

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CLEVER

The final result of the technical work is to build one vehicle with full function, and additional prototypes for testing different vehicle functions (e.g. passive safety). The technical project approach is accompanied by investigating impacts the new vehicle concept might have on urban transport. Predicted impacts are based on a survey of potential vehicle users in two cities from different countries in Europe. Based on the technical and traffic organisational results of the project, proposals for the adoption of legal framework are envisaged. Scientific and technical work plan In the sense of a logical and manageable structure, the project is divided into six work packages (Figure 1-1): Work package 1 (“Definition of CLEVER”) covers all analysis and specification steps required for developing a small, environmentally friendly vehicle, which is based on the state of the art as well as legal and user requirements. The main target of WP1 is the preparation of a technical product guideline that will be the specification input for the styling and package, the safety concept, the propulsion and chassis as well as testing. The aim of work package 2 (“Benefits for urban traffic”) is to develop infrastructure and organisational measures that are able to favour the new vehicle in urban areas, as well as the investigation of the policy makers’ willingness to support the new vehicle. Based on the user requirements from the previous work package the market potential in two European cities is calculated. This will lead to an analysis of the benefits for urban traffic (e.g. improvements of the capacity of road space in urban areas) and environmental impacts. In work package 3 (“Package concept, styling and passive safety”) the vehicle styling and package is defined. As both are strongly interrelated with pedestrian and occupant safety, safety is investigated concurrently. The definition of the safety concept results from the investigation of the accident situation of comparable vehicles (e.g. micro cars and scooters). Work package 4 (“Vehicle and cabin”) is focused on the design and construction of the vehicle frame and body panels. Due to the requirements for energy consumption, lightweight materials are used, following lightweight design rules. As a result the vehicle has an aluminium frame and plastic body panels. The results from the state of the art review and the styling, package and safety concept are considered. The study, definition and implementation of the power train, rear chassis, tilt mechanism and suspension takes place in work package 5 (“Propulsion, chassis and tilt mechanism”). This includes the definition of the propulsion system with the engine, energy storage and refuelling technology.

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CLEVER

The objective of work package 6 (“Integration and evaluation”) is the assembly of prototypes and the evaluation of vehicle characteristics. Definition of recommendations for adaptation of the legal framework to support the project results is also part of this work package. After proof of the required attributes of the vehicle and its components, assembly and test of prototypes take place.

Project Structure Plan CLEVER WP 1

WP 2

Definition of CLEVER

Benefits for urban traffic

1.1

2.1

State of the art

1.2

Infrastructure and/or organisational measures

Propulsion, chassis and tilt mechanism

WP 6 Integration and validation

3.1

4.1

5.1

6.1

Styling

Scenarios for case studies

1.3

2.3

User requirements

1.4

Conception and conducting of the stated preferences survey

2.4

Technical product guidelines

3.3

3.4

Evaluation, market potential and requirements

4.2

Accident investigation and definition of safety concept

Restraint system development

3.5

Attitude survey of policy makers

5.2

Body panels

4.3

Design of vehicle and cabin

5.3

Compatibility

Definition of propulsion system

Fuel storage and refuelling technology

Development and design of propulsion system

5.4

Numerical simulation

6.2

6.3

6.4

Powertrain design

5.5

Concept development of complete chassis including steering

5.6

Design and manufacture of chassis

Pedestrian protection

3.6

2.6

Vehicle frame

Package

Data analysis

2.5

Figure 1-1:

WP 4 Vehicle and cabin

3.2

2.2

Legal conditions

WP 5

WP 3 Package, styling and passive safety

6.5

Test of components

Assembly of prototypes

Test of prototypes

Required legal frameworks and realization strategies

CLEVER Project Structure Plan

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CLEVER

1.3 Objective of D11 The objective of D11 is to comprise the results concerning the actual status as well as the necessity of adaption of the legal framework concerning CLEVER. This contains both, technical and traffic organisation requirements. Interaction with other work packages The proposals for adaption of legal framework and realisation strategies (D11) are based on the results of WP1, Task 1.2 (“Legal conditions”). The goal of task 1.2 was the investigation of all relevant legal requirements concerning the complete vehicle and individual components of the vehicle as well as certification tests. The main focus was the legal prerequisites for certification and use of the vehicle (driver license, emission legislation, …), the passive safety (helmet exemption possible under which conditions), the propulsion (CO2-policy, applicable emission rules) and the energy storage. These results were published in the D1. The relevant results of all other work packages concerning the adaption of the legal framework are also included in the D11.

1.4 Structure of D11 The general introduction presents the background of the CLEVER project and the project methodology. In chapter 3 “Technical Requirements, Certification” and chapter 4 “Traffic Organisation Requirements, Use of CLEVER” all relevant directives and regulations for the design and use of the CLEVER vehicle (as finally designed in the CLEVER project) are described. Further all proposals for the adaptions of these directives and regulations are stated in the respective chapters. The chapter “Technical Requirements, Certification” includes directives and regulations on the topics: homologation, safety, emissions, energy storage and CO2 agreement – all issues with which the vehicle manufacturer is concerned. “Traffic Organisation Requirements, Use of CLEVER” deals with driving licence, helmet or seat belt obligation, parking and traffic. Chapter 5 deals with possible realisation strategies for the CLEVER vehicle.

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CLEVER

2 THE CLEVER CONCEPT The tilting three-wheeled CLEVER offers room for two occupants sitting in a tandem arrangement (Figure 2-2). The external dimensions are 3 m length, 1 m width and 1,4 m height. The aluminium space frame cabin together with the full lining protects the occupants against weather conditions and offers a suitable passenger compartment stiff enough to withstand normal accident conditions (Figure 2-1).

Figure 2-1:

Front side of the three-wheeled CLEVER

Figure 2-2:

Interior of CLEVER – offering room for two occupants

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CLEVER

Due to the compressed natural gas (CNG) engine the energy consumption is less than 2,4 l gasoline equivalent per 100 km. A special refuelling system allows to use CLEVER in areas with insufficient natural gas infrastructure. CLEVER CNG Engine The dedicated 213 cc one cylinder CNG engine, accelerates the CLEVER vehicle to 60 km/h in about 7 s. Due to a special light-off catalyst, stoichiometric air-fuel mixture over the entire load and speed range and low row emissions very low emissions are expected. The CO2 emissions will be less than 60 g/km. A maximum speed of 100 km/h can be reached, which guarantees the permission to be used on motorways. The driving range is approximately 160 km with the full gas cylinders. CLEVER Refuelling System CLEVER is equipped with two removable gas cylinders with a capacity of 2 x 6 l CNG (Figure 2-3). To facilitate the use of CLEVER in regions with poor CNG infrastructure they can be externally refilled after removal from CLEVER. It is possible to exchange the cylinders e.g. at normal gas stations. However the central conventional refuelling of both cylinders at natural gas filling stations without removal is possible, too.

Figure 2-3:

CLEVER CNG Engine and Refuelling System at the back of the vehicle

CLEVER Tilting Mechanism Due to the narrow track of the CLEVER vehicle, a tilting chassis is necessary to maintain stability in corners (Figure 2-4). An efficient hydraulic system is employed to tilt the vehicle towards the centre of the corner. This is automatically controlled based

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CLEVER

on the driver’s input by an active direct tilt control system. This system also allows for car-like controls and has the advantage of keeping the vehicle upright while stationary.

Figure 2-4:

CLEVER Tilting Mechanism

CLEVER Safety The main aim is at least a 3 star rating in an EuroNCAP equivalent test procedure. The dedicated energy absorbing structure keeps the maximum cabin acceleration below 55g. CLEVER has a two-chamber driver air bag and a belt system with pretensioner and a dual stage load limiter. Due to the stiff side structure of the cabin and the low vehicle weight, the intrusion can be limited with an expected intrusion velocity to be less than 8m/s at a maximum crush of 125mm. CLEVER Use and Costs CLEVER is designed to be primarily used in urban areas for relatively short trips with the option to be used on motorways as well. Due to its small size advantages in parking can be gained. Its low emissions are a reasonable argument for promoting the vehicle and supporting measures. The purchase costs are about € 9000 The running costs are due to the low fuel consumption and CNG costs estimated to be half of a conventional car. The driver of a CLEVER has to hold a driving licence B. The overall aim of CLEVER is the substitution of car trips by CLEVER trips to achieve a reduction of CO2 emissions and emissions of hazardous air pollutants satisfying at the same time individual mobility needs.

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3

CLEVER

TECHNICAL REQUIREMENTS, CERTIFICATION

As described in D1, for the homologation of the vehicle several aspects have to be considered. As the basic market for the new vehicle will be Europe all regulations and directives of the European Union and of the Member States are relevant and the basis for the D11.

3.1 Homologation The Economic Commission for Europe (ECE) has decreed directives and regulations. These ECE regulations are valid and open for all countries in Europe. The EEC (European Economic Community) directives are valid only for countries that are members of the EU. In general, the standards for regulations and directives are ISO, DIN, SAE, VDI and FMVSS. If an EU directive exists, there is usually also an ECE Regulation that comprises the same contents. During the design and development of the CLEVER vehicle it turned out, that the CLEVER underlies the Directive 2002/24/EC of the European Parliament and of the Council of 18th March 2002 “Type-approval of two or three-wheel motor vehicles and repealing Council Directive 92/61/EEC” This Directive applies to all two or three-wheeled motor vehicles, whether twinwheeled or otherwise, intended to travel on the road, and to the components or separate technical units of such vehicles.

This Directive does not apply to the following vehicles: (a) vehicles with a maximum design speed not exceeding 6 km/h; (b) vehicles intended for pedestrian control; (c) vehicles intended for use by the physically handicapped; (d) vehicles intended for use in competition, on roads or in off-road conditions; (e) vehicles already in use before the application date of Directive 92/61/EEC; (f) tractors and machines, used for agricultural or similar purposes; (g) vehicles designed primarily for off-road leisure …; (h) cycles with pedal assistance which are equipped with an auxiliary electric motor …. It does not apply to the approval of single vehicles except that Member States granting such approvals shall accept any type-approval of components and separate technical units granted under this Directive instead of under the relevant national requirements. 2. The vehicles referred to in paragraph 1 shall be subdivided into:

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CLEVER

(a) mopeds, i.e. two-wheel vehicles (category L1e) or three-wheel vehicles (category L2e) with a maximum design speed of not more than 45km/h and characterised by: (i) in the case of the two-wheel type, an engine whose: - cylinder capacity does not exceed 50cm3 in the case of the internal combustion type, or - maximum continuous rated power is no more than 4kW in the case of an electric motor; (ii) in the case of the three-wheel type, an engine whose: - cylinder capacity does not exceed 50cm3 if of the spark (positive) ignition type, or - maximum net power output does not exceed 4 kW in the case of other internal combustion engines, or - maximum continuous rated power does not exceed 4 kW in the case of an electric motor; (b) motorcycles, i.e. two-wheel vehicles without a sidecar (category L3e) or with a sidecar (category L4e), fitted with an engine having a cylinder capacity of more than 50cm3 if of the internal combustion type and/or having a maximum design speed of more than 45km/h, (c) motor tricycles, i.e. vehicles with three symmetrically arranged wheels (category L5e) fitted with an engine having a cylinder capacity of more than 50cm3 if of the internal combustion type and/or a maximum design speed of more than 45km/h. 3. This Directive shall also apply to quadricycles, i.e. motor vehicles with four wheels having the following characteristics … .

Thus the CLEVER vehicle underlies the definitions of chapter I, article 1, paragraph (2)c. This Directive does not specify any crash requirements. Therefore the CLEVER consortium defined separate crash requirements for the CLEVER vehicle consortium, which are analogous to a small car (see chapter 3.2). The Directive 2002/24/EC defines all systems that have to be tested according to a European Regulation. It refers to the following Directives: 93/33/EEC 93/93/EEC 78/1015/EEC 80/780/EEC 93/29/EEC 93/30/EEC 93/92/EEC 93/94/EEC 95/1/EC 97/24/EC 2000/7/EC 80/1268/EC

- protection against unauthorized use - masses and dimensions - noise level and exhaust system - mirrors - control lamps - acoustic signals - lights and light signals - license plate - engine - components and characteristics - speed indicator - fuel consumption

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CLEVER

3.2 Safety The following questions concerning safety and safety of components arose and were discussed in detail. Proposals for new approval procedures are formulated. 3.2.1 Crash Tests The Directive 2002/24/EC does not specify any crash requirements. Therefore for the CLEVER vehicle separate crash requirements are defined by the CLEVER consortium, analogous to a small car. For all M1 vehicles defined crash tests have to be conducted to assure the safety of the vehicle, e.g. ECE R94 for the frontal and ECE R95 for the side impact. For consumer information crash tests according to EuroNCAP, which have more severe requirements than the ECE tests, are conducted. Because of the special design of the three-wheeled CLEVER vehicle with one front wheel a frontal crash test according to the USNCAP and the side impact according to the EuroNCAP were defined although Europe is the basic market. As to crash tests in general, appropriate test procedures should also be defined for all non-M1 vehicles. This must be done depending on the vehicle and its geometry. Altogether, the safety of the occupants of small vehicles according to 2002/24 EC must be comparable to that of normal M1 vehicles. The test procedures as defined for CLEVER in the Deliverable D3 and the results of the crash tests could be used as a basis to assess the effectivity of the proposed measures for small vehicles. 3.2.2 Steering Wheel In terms of the regulation 1999/7/EG, which describes the requirements for steering systems for conventional cars, a steering wheel has to be easy to maintain, abundant dimensioned and has to resist normal use. In addition testing procedures with maximum vehicle loading are described. For example the vehicle has to be able to leave a circle (R = 50 m) tangential without abnormal vibrations in the steering system. Control forces for an intact and fault system are defined. In addition the ECE-R 12 (general requirements) and ECE-R-21 (impact requirements for the interior) have to be attended. The impact of a head form could be very different by comparing the CLEVER-steering-wheel with a conventional one. Would a steering wheel like this meet all the legal requirements for a passenger car? Are there additional requirements for this type of vehicle and steering wheel existing concerning to the safety of the occupant like for the steering wheel knob in Germany and are these applicable additional requirements? Which additional test-procedures have to be done for a successful approval for the used steering wheel, where the upper rim is not closed? In result, the CLEVER consortium proposes, that for the approval of the CLEVERsteering wheel, the safety and the foolprofness should be evaluated depending on

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CLEVER

the design, the styling and the usual steering angles of the vehicle. It doesn’t make sense to have the same requirements for this steering wheel used in conventional cars and CLEVER, because the using, the package, the steering angles and forces are very different. In addition, the position of the inflated airbag should be evaluated, too. Therefore a new test procedure is necessary, maybe nearly similar to 1999/7/EG.

3.3 Emissions The emissions of the CLEVER vehicle have to fulfil all claimed regulations (ECE, Euro 3). 97/24/EC - components and characteristics (two- and three-wheeled vehicles). In Table 3-1 the thresholds of emissions (Euro 1, Euro 2, Euro 3) are shown. For the CLEVER the last line is relevant - concerning the CO2 Agreement (see Chapter 3.5) the CO2 emissions might be relevant as well. Figure 3-1, Figure 3-2 and Figure 3-3 show relevant test cycles for CLEVER. Table 3-1: Level

Thresholds of emissions [g/km]

Directive

Valid from

Class

Test cycle

CO

HC

NOx

moped Euro 1 97/24/EG

17.06.199 9

-

ECE R47

6

3,0*

Euro 2 97/24/EG

17.06.200 2

-

ECE R47

1

1,2*

motorbike Euro 1 97/24/EG

Euro 2 2002/51/EG

Euro 3 2002/51/EG

17.06.199 9

01.04.200 3

01.01.200 6

2-stroke

ECE R40

8

4

0,1

4-stroke

ECE R40

13

3

0,3

< 150 ccm ECE R40

5,5

1,2

0,3

≥ 150 ccm

5,5

1

0,3

< 150 ccm ECE R40, cold

2

0,8

0,15

≥ 150 ccm MVEG (+ WMTC?)

2

0,3

0,15

ECE R40

* sum threshold for HC and NOx

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Vehicle speed (km/h)


140 130 120 110 100 90 80 70 60 50 40 30 20 10 0

Warm-up

0

100

200

CLEVER

Sampling

300

400

500

600

700

800

900

1000 1100 1200

Time (seconds)


Figure 3-1:

140 130 120 110 100 90 80 70 60 50 40 30 20 10 0

R40 cycle for two- and three-wheeled vehicle

EUDC : extra urban driving cycle cold ECE

0

100

ECE : urban driving cycle

200

300

400

500

600

700

800

900

1000 1100 1200

Time (seconds)

Figure 3-2:

MVEG cycle (Motor Vehicle Emissions Group) for CLEVER

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140 130 120 110 100 90 80 70 60 50 40 30 20 10 0

part 1

0

200

400

CLEVER

part 2

600

800

1000

part 3

1200

1400

1600

1800

Time (seconds)

Figure 3-3:

WMTC cycle (World Motorcycle Test Cycle) for CLEVER

In this context taxes and tax exemptions for gas-powered vehicles have to be mentioned. In Germany, for instance, natural gas as fuel for motor vehicles is subsidised. The general tax on natural gas in Germany is 12,40 €/1000 kg. This regulation is valid until 31st December 2009. For a natural gas vehicle (class M1) the owner gets a tax incentive of € 306,78 until 31st December 2005 if the vehicle fulfils the standards of “Euro 4”. This sum will be charged against the tax of € 6,75 per 100 ccm displacement (valid from 1st January 2004) for natural gas vehicles.

3.4 Energy Storage European directives and national regulations concerning the components of the vehicle (e.g. the vessel, cylinder valve, refuelling receptacle etc.) have been observed and have been checked concerning vehicle integration, transport and storage. Many former national regulations and directives are replaced by European regulations. The most important and relevant regulations and directives concerning energy storage in Europe are the

PED (pressure equipment directive) 97/23/EC,

TPED (transportable pressure equipment directive) 1999/36/EC,

ECE-R110 approval for homologation of vehicles running on natural gas and their components.

All these directives are aimed at the quality assurance systems of manufacturing companies. The scope of PED and TPED covers pressure equipment. PED applies to all parts which are intended to the filling of removable gas pressure vessels and Page - 18 -


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the TPED affects all components which are transported from user to user without being integrated into the vehicle-side fuelling system. Only the ECE R110 especially caters to components for CNG (Compressed Natural Gas) vehicles (only vehicleside, not station-side). PED 97/23/EC The pressure equipment directive of the EU is binding and effective since 29th May 2002. It says that components with an operating pressure of more than 0.5 bar and media which are either combustible, toxic or corrosive are subject to this regulation and may be manufactured and distributed subject to the corresponding modules. Basis for the approval according to PED is in any case the ISO 9001. A specified authority has to establish a measurement plan in which the requirements of the PED could be defined and realised in the corresponding manufacturing plant. It has to be observed that not every specified authority is allowed to inspect all modules, but single modules may be inspected according to the inspector. The modules differ in examination severity of the measurement to be taken. They are sometimes combined to guarantee optimal safety for the customer (e.g. module B – EC type examination and module C1 – conformity to type). Normally module H (full quality assurance) might be sufficient for manufacturing and distributing the components. The approval is linked with re-certifications (audits). This re-certification normally takes place twice a year. It is carried out by the specified authority. TPED 1999/36/EC The TPED is similar to the PED. The classification in modules is similarly effected as the measurements for approval and re-certification. However, it is adapted to the needs of transportable pressure vessels. The possibility is given for this directive to supersede existing approvals (especially design directives) if it is guaranteed that safety is at least as high as in the directives 94/55/EC and 96/49/EC. ECE-R110 The ECE-R110 is divided into two parts. The first part concerns the approval of complete vehicles including different components, which have to be certified in advance according to ECE-R110. The second part concerns the approval of several components, which are divided into different classes depending on pressure and temperature. The following parts (in part II, point 17: “Requirements for the Installation of Specific Components for the Use of Compressed Natural Gas in the Propulsion System of a Vehicle”) are in principle relevant for the CLEVER vehicle and have to be changed as proposed:

17.1.4. All components of the system shall be fastened in a proper way.

17.4.1. The container shall be permanently installed in the vehicle and shall not be installed in the engine compartment. Page - 19 -


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17.4.2. The container shall be installed such that there is no metal to metal contact, with the exception of the fixing points of the container(s).

17.4.4. The fuel container(s) or cylinder(s) must be mounted and fixed so that the following accelerations can be absorbed (without damage occurring) when the containers are full …

In 17.4.1 the Directive ECE R110 does not allow to implement a system of removable gas bottles. For the case, that the CLEVER vehicle has to confirm to the Directive ECE R110 this point has to be changed. Proposal: “The container shall be installed in the vehicle in that way, that all needed tests could be passed. The container shall not be installed in the engine compartment.” Transport and Storage Transport is falling within the scope of the Council directives 94/55/EC and 96/49/EC. 94/55/EC is valid for general transport of dangerous goods by road. 96/49/EC regulates the transport by rail. Here the regulations for packaging are handled (transport containers etc.). Transport of the cylinders is possible according to the above-mentioned directives. The individual components, such as the transport container for the bottles, the bottles and the fittings of the bottle (valve, filling device and safety device, as burst pressure disc and thermo fuse) have to be admitted separately to meet these directives. The regulations for storage are nationally stated (for Germany) in TRG280. It includes the scope, definition, general requirements, transport of pressure vessels, supply of gas cylinders, evacuation of gas cylinders and maintenance of gas cylinders. European directives concerning this item cannot clearly be assigned.

3.5 CO2 Agreement 3.5.1 The CO2 Commitment In 1995 the ACEA committed to bring down the CO2 emission of the whole car fleet to 140 g/km by 2008. Within this commitment, the average specific CO2 emission of all new registered vehicles in Europe (petrol and gasoline) has already been reduced from 185 g/km in 1995 to 169 g/km in 2000 and 164 g/km in 2001. Thus, it appears that from 1995 to 2001 the average CO2 Emission were cut by 11,4%, this represents an average reduction of 1,9% a year.

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Figure 3-4: EU Trends of ACEA’s Fleet in Specific Average Emissions of CO2 These figures show that up to 2001 the average CO2 emissions decrease. To achieve the goal of 140 g/km, it is necessary to cut the emissions by 2.1% per year from 2001 to 2008 (compared to 1,9% from 1995 to 2001).

Figure 3-5:

Annual reduction rates achieved and necessary to be achieved in the future in Europe

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To reach this goal in 2001 numerous technical innovations were brought on the market to reduce CO2 emissions. Examples include: fully or partly variable valve timing systems, fully variable intake manifolds and the second generation of common rail injection (high pressure), 6-speed automatic gearbox, GDI and others. Alternative fuels have not played a significant role until now. 3.5.2 CO2 Monitoring Rules 3.5.2.1 Measurement of exhaust emissions Within the scope of the CO2 Commitment rules were defined by the European Commission to control the CO2 reductions (monitoring rules). Those rules were made February 5th 1999 and were completed in 2002. The ACEA Commitment is based on the supposition that CO2 emissions will be measured according to Directive 93/116/EC. This directive was replaced interim by the Directive 99/100/EC. Thereby, principles in measure cycles have changed (the deletion of the initial 40 seconds of unmeasured engine idling prior to the commencement of the test), which results in higher measured CO2 emissions. To be able to compare the two different methods of measurement, a correction factor should be introduced. The proposed value for this factor varies from 0,7% (Commission Estimate) to 1,2% (ACEA). A definite decision has not yet been made. 3.5.2.2 Definition of the vehicle A very important part of the monitoring rules is the definition of the considered vehicles. Concerning the approval of alternative vehicle concepts in the M1 category, the monitoring rules in the “Commission Recommendation of 5 February 1999 on the reduction of CO2 emissions from passenger cars” Article 1, paragraph 1, say that:

"Innovative Concepts for vehicles replacing conventional cars ... will be counted towards the achievement of this CO2 emission target even if they are not included in category M1 ..."

From this may follow that an objective is to encourage the innovation towards alternative vehicle concepts. The development of economic vehicles may be worthwhile to reduce the relevant vehicle fleet consumption. Moreover in “A. General aspects” it is demanded, that

An innovative concept should be a “one-for-one replacement of a conventional vehicle”.

The term ‘innovative concept’ is very imprecise. Within the homologation of the BMW C1 differences concerning this definition between the automotive industry and the EC were detected. Therefore, the definition was specified. The vehicle requirements were defined within the Monitoring Rules under “B. Specific criteria”:

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“... should meet at least the general criteria of M-class vehicles (Motor vehicles with at least four wheels) ... in exceptional cases three wheel vehicles might be included, subject to a case-to-case decision."

“The CO2 emissions should be measurable in accordance with the Directive 80/1268/EC and a CO2 figure should be provided by the manufacturers (even if these vehicles are currently not covered by this Directive).”

“The ‘innovative concept’ should meet at least the emissions limit values for regulated pollutants applicable to M1 vehicles.”

“The ‘innovative concept’ vehicle should demonstrate passive and active safety appropriate to its intended use.”

“The ‘innovative concept’ should have a minimum top speed that allows its usage on all types of public roads.”

“The ‘innovative concept’ should comply with the ELV Directive.”

In the following paragraphs "C. Monitoring rule, 2.” it says that:

“Innovative concepts have to replace conventional cars. The car industry has to provide evidence of replacement numbers. If such evidence cannot be provided on at least 50% of the registrations, a maximum of 100.000 units on the total EU market will be taken into account."

Those 100.000 units are meant for all ACEA members and not per manufacturer. 3.5.3 Consequences for the CLEVER Project The Monitoring Rules show clearly that innovative vehicle concepts, which are not classified as a M1 vehicle, could be refused by the EC. Even if a three-wheeler may be integrated in the Monitoring Report, it may not be proved that at least 50% of these vehicles will replace conventional vehicles. In statistics it is not possible to register actions which do not happen, e.g. less sold cars. This means that no matter how many innovative vehicles are sold, only a maximum of 100.000 vehicles are taken into account for the reduction of the CO2 emissions. As a consequence of this contribution an individual average of these concepts is estimated with 60g/km/vehicle within the EU countries, which represents a reduction of 1/10g for the average CO2 fleet emission. An innovative concept like CLEVER does not only offer emission advantages but also has benefits in traffic flow. According to current technical research results the realisation of a three-wheeled concept is the most relevant. Taking into account the Monitoring Rules a four-wheeler should be developed, even if it is technically a disadvantage. As a consequence, relevant innovation could be blocked. Therefore activities towards new kinds of mobility could be halted. The modification of the general conditions for innovative vehicle concepts is the only way to suspend this Page - 23 -


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contradiction. As a result of the CLEVER Project, a technical solution for the vehicle and a proposition for necessary changes of the general conditions should be delivered. The following points of the Monitoring Rules should be considered for a revision:

Innovative vehicle concepts have to be evaluated equal to traditional vehicles to reduce CO2 emissions. The concept acceptance may only grow slowly. The clients will first of all compare the different advantages and afterwards they will decide which mobility concept they are choosing to avoid pollution. That is why the biggest number of those vehicles will come out parallel to other “traditional” cars. The goal should not be to replace traditional cars, but to reduce the distances driven with those “traditional” cars to a minimum. This could be realised by the development of an alternative car, which would be used for purposes where a normal car is not necessary. Certainly innovative vehicle concepts should offer the possibility to replace traditional vehicles or the role of those cars.

A case-to-case decision is not a basis for a vehicle manufacturer to decide about the development and production of an innovative vehicle to reduce CO2 emissions for the fleet. There has to be a clear definition for such vehicles. The CLEVER vehicle should be an example for a possible definition.

A change of the general conditions (Monitoring Rules) could open a new market for innovative vehicle concepts besides the M1 category. A significant reduction of the energy consumption in production and use of the vehicle for individual mobility can only be realised with an additional vehicle category below the M1 category. 3.5.4 Modification Proposal on CO2 Monitoring Rules The probability to produce and sell a CLEVER vehicle today on an economic point of view is very low. A financial basis would only be the integration into the CO2 Monitoring report. As a consequence the costs could be seen as a method for the reduction of fleet consumption. For a decision in favour of a new concept for mobility like CLEVER, it is necessary for car manufacturers to know all relevant boundary conditions. Since a three-wheeled vehicle seems to be the best solution from the technical point of view, a change of the CO2 Monitoring Rules is necessary. Due to the final results of the entire CLEVER-project, the following changes seemed to appeal:

An innovative concept should be a “one-for-one replacement of a conventional vehicle”

should be modified into:

An innovative concept should be a “one-for-one replacement of trips with conventional vehicles” Page - 24 -


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“... should meet at least the general criteria of M-class vehicles (Motor vehicles with at least four wheels) ... in exceptional cases three wheel vehicles might be included, subject to a case-to-case decision."


“... should meet at least the general criteria of M-class vehicles (Motor vehicles with at least four wheels) ... in exceptional cases three wheel vehicles are included, if they comply with the technical requirements of an alternative vehicle as shown below: o at least a 3 star rating in an EuroNCAP equivalent front crash test procedure, o at least a 3 star rating in an EuroNCAP equivalent side crash test procedure, o complete body to protect occupants against weather conditions, o minimum top speed that allows its usage on all types of public roads, o symmetric wheel layout for use of a driving license for conventional passenger cars."

“Innovative concepts have to replace conventional cars. The car industry has to provide evidence of replacement numbers. If such evidence cannot be provided on at least 50% of the registrations, a maximum of 100000 units on the total EU market will be taken into account."


“Innovative concepts have to replace trips with conventional cars. The car industry has to provide vehicle concepts meeting the demands of future customer needs due to changes in the cost distribution of traffic infrastructure and environmental requirements. To accelerate the number of registrations of such vehicles, they will be taken into account of the “ACEA COMMITMENT ON CO2 EMISSION REDUCTIONS FROM NEW PASSENGER CARS IN THE FRAMEWORK OF AN ENVIRONMENTAL AGREEMENT BETWEEN THE EUROPEAN COMMISSION AND ACEA."

3.5.5 Excursus: Experiences with BMW’s C1 In the beginning of 2000 BMW launched an alternative vehicle worldwide. This vehicle combined the agility of a scooter or motorcycle with the safety of a conventional car. The development costs were high, the difficulties with the legal conditions for not being obliged to wear a helmet were immense and took years. The Page - 25 -


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results of the investigation on all C1 accidents in Germany exceeded all positive expectations. The sales figures in Germany and Europe were remarkable, even though the sales price was rather high (compared to other scooters the additional charge was 50%-80%). The calculated overall sales figures represented an economic risk. The only chance for the economic survival of the C1 and its successor would have been the integration into the calculation for the reduction of the consumption of BMW’s vehicle fleet. The C1 would have been an effort towards the reduction of the CO2 emissions. The financing would have been a necessary action towards the ACEA Commitment. In the “COMMISSION RECOMMENDATION of 5 February 1999 on the reduction of CO2 emissions from passenger cars” Article 1, paragraph 1 it says that: “ Innovative concepts for vehicles replacing conventional cars … will be counted towards the achievement of this CO2 emission target even if they are not included in category M1 …” This allowed the integration of the C1 and its successor in the ACEA Monitoring report 2005 and 2008 respectively. At the same time this integration was doubted by the Commission and there did not exist any definition of the term “innovative concept”. Therefore the commission developed the definition draft in cooperation with BMW. Unfortunately, these negotiations excluded alternative vehicles for the integration into the CO2 monitoring report. Those rules were clearly interpreted against the C1 and alternative vehicles to not integrate them into the M1 category. Therefore, the integration of the C1 and its successor is not possible anymore. Consequently, the Commission has deprived this new vehicle concept of any economic basis and so the production of the C1 was temporarily stopped in October 2002. At the same it was decided that there will not be any C1 successor. All development activities concerning the C1 successor were stopped.

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4

CLEVER

TRAFFIC ORGANISATION REQUIREMENTS FOR THE USE OF CLEVER

4.1 Driving Licence Directive 91/439/EEC (repealing the first EU directive 80/1263/EEC on driving licences) constitutes the core of the legal framework of Community driving licensing. It came into force on 1st July 1996 and applies to all EU Member States and the member countries of the European Economic Area (Iceland, Liechtenstein and Norway). It sets out (Article 3) the various categories of driving licences. National categorising systems varied widely before the entry into force of Community legislation in this field. Table 4-1 provides an overview on existing driving licence categories. Table 4-1:

Overview on existing driving licence categories and minimum ages (according to Directive 91/439/EEC)

Driving licence categories

Vehicle categories

Minimum ages

Category A

Motorcycles: a cubic capacity exceeding 125 ccm and a power exceeding 11 kW;

18 years

Heavy motorcycles: a power exceeding 25 kW or a power/weight ratio exceeding 0,16 kW/kg (access: either 21 years of age or 2 years of experience on a ‘light’ A).

21 years

Subcategory A1

Light motorcycles: a cubic capacity not exceeding 125 ccm and a power not exceeding 11 kW.

16 years

Category B

Motor vehicles with a maximum authorised mass not exceeding 18 years 3.500 kg and less than nine seats; they may be combined with a trailer not exceeding 750 kg; Combinations: with a maximum authorised mass not exceeding 3.500 kg; the maximum authorised mass of the trailer shall not exceed the unladen mass of the tractor vehicle.

Subcategory B1

Three- and four-wheeled vehicles with a minimum design speed 16 years of over 45 kph or a cubic capacity of more than 50 ccm; the unladen mass shall not exceed 550 kg.

Category B+E

Combination of vehicles consisting of a tractor vehicle in category B and a trailer, where the combination does not come within category B.

18 years

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Concerning the homologation, the CLEVER vehicle is a Motorcycle (see chapter 3.1 and Directive 2002/24/EC). As it is a vehicle with three symmetrically arranged wheels it applies to driving licence category B, subcategory B1. Subcategory B1 has only been introduced by France and the United Kingdom. For the other countries a driving licence B is necessary to drive the CLEVER vehicle. Some exemptions are listed in Table 4-2. Driving a vehicle of category B1 with an A1 or A licence (Article 5(3)(a)) For driving on national territory only, Member States may grant the entitlement to drive vehicles of category B1 with an A1 or A licence. The following list establishes an overview of the prerequisites for driving a B1 vehicle, if this category has been introduced in the respective Member State (Table 4-2). Table 4-2:

Driving a vehicle of category B1 in EU-countries

Country

Driving a vehicle of category B1

Austria

B1 with a maximum authorised mass not exceeding 400 kg may be driven with an A or B licence; B1 vehicles with a maximum authorised mass exceeding 400 kg may only be driven with a B licence (§ 2.1 Führerscheingesetz 30.10.1997).

Belgium

B1 only with a B licence

Denmark

Tricycles may be driven with an A or B licence, quadricycles may only be driven with a B licence.

Finland

B1 with an A and B licence

France

B1 with an A or with A1 and B licence

Germany

B1 only with a B licence (§ 6 Fahrerlaubnisverordnung 18.8.1998)

Greece

B1 only with a B licence (Article 4.7 of the Presidential Decree 19/95).

Ireland


Italy

B1 with an A or A1 and B licence

Luxembourg


Netherlands


Norway


Portugal

B1 with an A or A1 and B licence

Spain

B1 with an A and B licence (Real Decreto 772/1997, Article 5)

UK

B1 with an A and B licence (Regulation No 2824/1996, Article 6(8)

In most European countries the age limit for the driving licence B, and therefore for driving the CLEVER vehicle, is 18 years. Only in the following Member States the minimum age is lower than 18 years (Table 4-3):

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Table 4-3:

CLEVER

Lower age limit for driving category B in some Member States

Country

Lower age limit for driving category B

Austria

17 years in the framework of ‘Vorgezogene Lenkerberechtigung’ (accompanied driving)

Germany

17 years in the framework of vocational training for C and D

Ireland

17 years, no additional requirements

UK

17 years, no additional requirements

The age limit in all other Member States is 18 years. Member States may refuse to recognise the validity of B licences to holders less than 17 years of age in their territory of driving licences, issued in accordance with Article 6(3). Germany, Austria, Ireland and the United Kingdom recognise licences issued in accordance with Articles 6(2) and 6(3). Denmark and Luxembourg recognise such licences for tourists, but not for drivers who take up residence in their territory. All other Member States do not recognise B licences of holders less than 18 years of age and therefore do not permit them to drive on the territory before they reach the age of 18 years.

4.2 Helmet or Seat Belt Obligation The protection of the road user by seat belts, helmets and vehicles with a higher crashworthiness is one field of the EU road safety programme entitled “Promoting Road Safety in the EU” for the period 1997 – 2001. Directive 2002/24/EC differs between three-wheeled motor vehicles with a closed body and three-wheeled motor vehicles without a closed body. Three-wheeled motor vehicles with a full lining have to be equipped with seat belts and restraint systems. There exists no Commission directive on a compulsory use of crash helmets for two-, three- or four-wheeled motor vehicles without a full lining. The obligation to use a helmet is nationally ruled and differs in certain cases in the Member States. Various directives deal with the issue of restraint systems. Commission Directives 96/36/EEC, 96/37/EEC and 96/38/EEC in combination require that new vehicles in categories M (motor vehicles with a minimum of four wheels for the conveyance of passengers) and N (motor vehicles with a minimum of four wheels for the transportation of goods) must be equipped with safety belts, appropriate seats and safety belt anchorages. Commission Directive 2000/3/EC of 22nd February 2000 adapting to technical progress Council Directive 77/541/EEC rules and defines the issue of safety belts and restraint systems of motor vehicles.

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4.3 Parking and Traffic Regulations Parking and traffic is nationally, regionally or locally ruled. No general (Europe-wide) regulations exist. The national road traffic regulations widely rule these issues in the Member States. 4.3.1 Parking Regulations As described in the D1, on street parking of vehicles is ruled by national road traffic regulations. They widely define how and where vehicles can be parked and identify short-term parking zones. The local authorities are in charge of parking policies and enforce by-laws for the control and regulation of the parking of vehicles on public roads. Parking management can comprise various provisions as short-term parking without paying a fee (30 min to 3 hours), parking fees in short-term parking zones, licensed parking for residents and employees, privileges for certain user or vehicle groups or access restrictions for certain user or vehicle groups. Parking management is performed in most European cities. It widely applies to multilane vehicles – also three wheeled motor vehicles and therefore for the CLEVER vehicle as well. The fees vary mostly in a range between € 0,44 and € 2,90 per hour (higher fees possible). Parking in garages may bring advantages for small vehicles, illustrated by an example in Vienna. Twelve parking spaces for small cars (micro cars, ‘Smart’) have been provided in four of the city’s car parks. When a vehicle enters the car park, its length is automatically measured by three sensors. Whenever the system recognises a micro car, the parking fee is reduced accordingly. Parking in garages with gaspowered vehicles is either prohibited or allowed depending on the sort of gas used. While motor vehicles with LPG (liquefied petroleum gas: propane-butane mixture) are prohibited in garages due to an explosion risk, CNG-vehicles as the CLEVER vehicle are explicitly permitted. A possibility to promote the CLEVER vehicle might be the exemption from the parking management. For this group of measures various alternatives exist (time, costs, dedicated CLEVER parking spaces etc.) – but this has to be nationally, regionally or locally ruled. 4.3.2 Traffic Regulations Road traffic regulations rule the use of roads, of separate lanes for different road users, speed limits etc. on a national level. Apart from roads open for all kinds of motor vehicles, advantages for the CLEVER could be offered by the permission to be driven on special dedicated lanes e.g. bus lanes. The local authority normally can assign this admission. European motorways widely have a minimum speed limit in the sense that only vehicles, which are capable of being driven at speeds greater

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than this limit, are allowed on motorways. Table 4-4 gives an overview on these minimum requirements on European motorways. As the top speed of the CLEVER vehicle is 100 kph it is allowed to be driven on all European motorways. Table 4-4:

Minimum requirements on speed and vehicles prohibited on European motorways (digest)

Country

Minimum requirements on speed and vehicles prohibited on European motorways

Austria

60 kph; mopeds and micro cars are prohibited

Belgium

70 kph; mopeds, tricycles with full lining < 400 kg; tricycles without full lining are prohibited

Finland

Mopeds and other motorized vehicles, which are subject to a maximum speed of 50 kph, are prohibited.

France

40 kph; mopeds are prohibited

Germany

60 kph

Italy

Mopeds and motorcycles < 150 ccm are prohibited

Netherlands

60 kph; mopeds and micro cars are prohibited

Portugal

40 kph

Spain

60 kph

UK

Motorcycles up to 50ccm are prohibited

In some Member States tolls have to be paid for the use of motorways and/or other roads. Table 4-5 gives an overview on road pricing in EU-countries. Despite being classified as motorcycles, tricycles are not exempted from the congestion charge. Therefore the CLEVER vehicle has to pay in all cases the toll of conventional cars. This is another aspect, where the CLEVER vehicle could be promoted by an exemption.

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Table 4-5:

CLEVER

Road pricing in European countries – types of tolls, fees and exemptions

Road pricing in Europe

Fees and explanations

Austria

Yearly, 2-months and 10-days toll labels

Belgium

No tolls

Denmark

No tolls

Finland

No tolls

France

Fees according to distances

Germany

No tolls

Greece


Ireland

No tolls

Italy


Luxembourg

No tolls

Netherlands

No tolls

“Dortse Kil Tunnel” near Dortrecht

Portugal


approx. € 4,50 /100 km

Spain


approx. € 8,00/100 km (lower prices for motorcycles)

Sweden

No tolls

Oresund bridges between Denmark and Sweden (€ 30 for cars, € 17 for motorcycles)

UK

No tolls

Congestion Charging in London, Edinburgh and Durham. Bridge tolls also exist, although reduced or zero rates for motorcycles.

Annual toll is € 72,60 for automobiles and motor homes (up to 3,5 tons), for motorcycles € 29 – Storebaelt bridge; Oresund bridges between Denmark and Sweden (€ 30 for cars, € 17 for motorcycles) – approx. € 6,00/100 km (lower prices for motorcycles) – approx. € 1,00 – 3,50 /100 km (lower prices for motorcycles) – approx. € 5,00/100 km (lower prices for motorcycles) –

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5 REALISATION STRATEGIES FOR THE CLEVER 5.1 User Requirements for the Adaption of the CLEVER To improve the market potential of the CLEVER vehicle users’ requirements should be met as much as possible. During the travel behaviour survey the respondents assessed some practical and technical characteristics of the CLEVER vehicle to be improved (see D9 chapter 7). In this case primarily an extension of the vehicle’s space for transport baggage as well as for passengers and a reduction of the purchase costs should be considered. Both characteristics (space and costs) got a negative assessment by up to 78 % of the respondents in Graz and Greater Thessaloniki Area. Also the CLEVER vehicle was assessed as not very suitable for longer distances. Furthermore a modification of the vehicle’s innovative and modern styling to a more conventional one - without going against the basic CLEVER concept - should be taken into consideration to arouse interest of more. All the other technical characteristics of the CLEVER as the top speed, the acceleration or the fuel consumption were mostly assessed positively.

5.2 Necessity of Adaption of Legal Framework 5.2.1 Technical Requirements and Technical Directives The CLEVER vehicle underlies the Directive 2002/24/EC of the European Parliament and of the Council of 18th March 2002 “Type-approval of two or three-wheel motor vehicles and repealing Council Directive 92/61/EEC”: Definitions of chapter I, art. 1, § (2) c: “motor tricycles, i.e. vehicles with three symmetrically arranged wheels (category L5e) fitted with an engine having a cylinder capacity if of more than 50 cm3 of internal combustion type and/or a maximum design speed of more than 45 km/h”. This Directive does not specify any crash requirements. Therefore for the CLEVER vehicle separate crash requirements are defined by the CLEVER consortium, analogous to a small car. For a realisation of the CLEVER vehicle for example the ECE R94 for the frontal and ECE R95 for the side impact should be relevant. As for crash tests in general, appropriate test procedures – depending on the vehicle and its geometry – should also be defined for all non-M1 vehicles. It has to be clarified, which additional test-procedures have to be met for a successful approval for the used steering wheel, where the upper rim is not closed and whether there are additional requirements for this type of steering wheel concerning to the safety of the occupant. The emissions of the CLEVER vehicle have to fulfil all claimed regulations (ECE, Euro 3). The relevant values are 2g CO per km, 0,3g HC per km and 0,15g NOx per km. Page - 33 -


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Concerning the energy storage the Directive ECE R110 does not allow to implement a system of removable gas cylinders. For a realisation of the CLEVER vehicle this point has to be changed to e.g.: “The container shall be installed in the vehicle in that way, that all needed tests could be passed. The container shall not be installed in the engine compartment.” 5.2.2 CO2-Agreement Concerning the CO2-Agreement of the ACEA (European Automobile Manufacturers Association) a very important part of the monitoring rules is the definition of the considered vehicles. The current status is, that innovative concepts for vehicles replacing conventional cars and passenger cars using alternative fuels will be counted towards the achievement of this CO2 emission target. The term of an “innovative concept” is still quite imprecise and therefore for the CLEVER vehicle, or similar vehicles, a case-to-case decision has to be made whether or not these vehicles will be counted towards the achievement of this CO2 emission target. For the easier realisation of the CLEVER vehicle precise requirements for vehicles to be counted towards the achievement of this CO2 emission target have to be defined. In the CO2 monitoring rules the required “replacement of a conventional vehicle” is stated. This should be changed to “replacement of trips with conventional vehicles” as trips with vehicles cause environmental damage, not the vehicles themselves. 5.2.3 Taxes, Fees and Tolls In this context taxes and tax exemptions for gas-powered vehicles have to be mentioned. The example Germany shows that a clear defined subsidy of natural gas as fuel for motor vehicles is possible. For the realisation of the CLEVER vehicle such a regulation should be applied Europe-wide. In most Member States of the EU tolls have to be paid for the use of motorways and/or other roads. The CLEVER vehicle has to pay in all cases the toll of conventional cars. A reduction of or exemption from these tolls could help promoting the CLEVER vehicle. This could be done especially for urban motorways. 5.2.4 Traffic and Parking Regulations Apart from roads open for all kinds of motor vehicles – including the CLEVER – advantages for the CLEVER could be offered by the permission to be driven on special designated lanes e.g. bus lanes. The local authority normally can assign this admission. As described in the D9 such measures could help promoting the CLEVER vehicle. Due to the dimensions of the CLEVER vehicle only parallel parking is possible. A measure promoting the realisation of the CLEVER vehicle could be the implementation of parking slots designated to this vehicle. Possible effects of such a measure are also described in the D9. Concerning the driving licence and helmet or seat belt obligation for the CLEVER vehicle no changes are necessary. Page - 34 -


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5.3 Basic measures to promote the CLEVER There exist lot of concepts and measures how to promote a new product. In the case of a vehicle like the CLEVER basic activities could be the

CLEVER presentation on fairs, press releases, news conferences,

the design of a CLEVER-web-site,

distribution of CLEVER-flyers (for example at fairs, car dealers) or

advertising contracts in cities (promotion cars etc.).

Most of these measures already started within the CLEVER project. A stakeholder management process could be another core element to optimise the launch of CLEVER. The innovation of those stakeholders that are most likely to play a critical role in the support of the opening up of new markets for environmentally friendly vehicles has to be ensured. To establish potential stakeholders the following groups should be taken into consideration (e.g. by means of a survey to further identify their knowledge and attitudes):

Associations or organisations representing the most relevant sectors of the mineral oil and gas economy industry,

the most relevant European automobile associations and European transport and mobility associations of public utility,

public stakeholders (governmental departments and national/regional/local transport administrations, regional and local authorities) and

NGOs.

The following accompanying measures could help implementing an efficient stakeholder network:

Creating a stakeholder platform (for example based on the CLEVER website),

Organisation of stakeholder meetings to provide information and stimulate discussion.

Continuous efforts are needed to further improve the stakeholder engagement process. Apart from these existing channels, attention to the CLEVER project should be drawn on a continuous basis, through several communication channels and awareness-raising activities. This could help building trust and commitment with leading stakeholders. Another approach is a first launch of CLEVER to be limited to a model city. The duration of test stage could be defined to for example 12 months. Furthermore the availability of regional initiatives (for example support programs or campaigns for the launch of environmentally friendly cars) should be checked out. To learn more about Page - 35 -


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the long term acceptance, use and the success of the CLEVER experiences in this city should be monitored, collected and analysed in detail.

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6

CLEVER

LIST OF FIGURES

Figure 1-1:

CLEVER Project Structure Plan

Figure 2-1:

Front side of the three-wheeled CLEVER

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Figure 2-2:

Interior of CLEVER – offering room for two occupants

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Figure 2-3:

CLEVER CNG Engine and Refuelling System at the back of the vehicle

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Figure 2-4:

CLEVER Tilting Mechanism

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Figure 3-1:

R40 cycle for two- and three-wheeled vehicle

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Figure 3-2:

MVEG cycle (Motor Vehicle Emissions Group) for CLEVER

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Figure 3-3:

WMTC cycle (World Motorcycle Test Cycle) for CLEVER

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Figure 3-4:

EU Trends of ACEA’s Fleet in Specific Average Emissions of CO2

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Annual reduction rates achieved and necessary to be achieved in the future in Europe

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Figure 3-5:

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7

CLEVER

LIST OF TABLES

Table 3-1:

Thresholds of emissions [g/km]

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Table 4-1:

Overview on existing driving licence categories and minimum ages (according to Directive 91/439/EEC)

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Table 4-2:

Driving a vehicle of category B1 in EU-countries

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Table 4-3:

Lower age limit for driving category B in some Member States

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Table 4-4:

Minimum requirements on speed and vehicles prohibited on European motorways (digest)

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Road pricing in European countries – types of tolls, fees and exemptions

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Table 4-5:

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CLEVER

BIBLIOGRAPHY AND REFERENCES

Heymanns, Beuth (2000) TRG Technische Regeln Druckgase, TaschenbuchAusgabe 2000, aufgestellt vom Deutschen Druckbehälterausschuss (DBA), herausgegeben vom Verband der Technischen Überwachungs-Vereine e.V, Essen (D). (TRG Technical Rules Compressed Gases, paperback issue 2000, by DBA, issued by TÜV Essen) Heymanns, Beuth (2000) TRB Technische Regeln für Dampfkessel, Taschen-buchAusgabe, aufgestellt vom Deutschen Dampfkesselausschuss (DDA), herausgegeben vom Verband der Technischen Überwachungs-Vereine e.V, Essen (D). (TRB Technical Rules steam vessels, paperback issue by TÜV Essen) Monitoring of ACEA’s Commitment on CO2 Emission Reduction from Passenger Cars; Final Report, Commission of the European Communities, 2002 http://www.britischebotschaft.de/en/embassy/environment/pdf/env-note_01-32.pdf, February 2003 Ochsenhofer H., Rauscher S., Goetz T. (2001) The development of a new class of two-wheelers, Germany. http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv17/proceed/00055.pdf, February 2003 The Portal to European Union Law http://europa.eu.int/eur-lex/, February 2003 Website of the “United Nations Economic Commission for Europe”, Transport Division, World Forum for Harmonization of Vehicle Regulations http://www.unece.org/trans/main/wp29/wp29regs.html, February 2003

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CLEVER Formatiert: Nummerierung und Aufzählungszeichen

59 ABBREVIATIONS Abbreviation

Description

ACEA

European Automobile Manufacturers Association

CLEVER

Compact Low Emission Vehicle for Urban Transport

CNG

Compressed Natural Gas

DIN

Deutsches Institut für Normung (German Standardisation Organisation) (D)

ECE

Economic Commission for Europe

ELV

End of Life Vehicles Directive

EEC

European Economic Community

FMVSS

Federal Motor Vehicle Safety Standard (US)

ISO

International Standardisation Organisation

KFG

Kraftfahrgesetz (Austrian motorised vehicles) (A)

LPG

Liquefied petroleum gas

PED

Pressure Equipment Directive

SAE

Society of Automotive Engineers

StVO

Strassenverkehrsordnung (road traffic regulation) (D)

TPED

Transportable Pressure Equipment Directive

technical

specifications

for

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