| Author (Corporate) | European Commission |
|---|---|
| Series Title | COM |
| Series Details | (2013) 195 final (21.5.13) |
| Publication Date | 21/05/2013 |
| Content Type | Policy-making |
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For many years Council Directive 96/53/EC of 25 July 1996 laying down for certain road vehicles circulating within the Community the maximum authorized dimensions in national and international traffic and the maximum authorized weights in international traffic has satisfactorily contributed to the smooth operation of the internal market in road transport by setting the maximum dimensions and weight for vehicles for the national and international transport of goods and passengers. It also indicates the conditions under which derogations may be granted for the traffic of vehicles that exceeds these maximum dimensions. In the light of the evolving market and the available technologies, the question today is whether the choices made when the Directive was adopted in 1996 are still relevant. In particular, it has become crucial to reduce greenhouse gas emissions and the consumption of petroleum products in the field of transport, and even more crucial for road transport, which accounts for 82% of the energy consumption of the transport sector. The steady rise in the price of fuel is continuously increasing Europe's energy bill and prompt us to identify solutions to reduce vehicle fuel consumption. The White Paper on Transport Policy published in 2011 set a goal of reducing greenhouse gas emissions by 60% by 2050 in comparison with 1990 levels. In this context, the White Paper announced the revision of the Directive on the maximum dimensions and weight for road transport vehicles, with the aim of allowing more energy-efficient, aerodynamic vehicles to be put on the market. Indeed, the improvement of vehicles’ aerodynamic performances and the installation of alternative propulsion systems, hybrid or electric, is only possible, within the limits of the maximum dimensions and weights authorized by the current Directive, to the detriment of the vehicle’s commercial load. The hybrid engine or the batteries carry a considerable amount of excess weight. Tractor cabs which are rounded at the front to be more aerodynamic will be longer. The installation of streamlined flaps at the back of the vehicle will also increase its length. This reduction in the commercial load discourages transporters, shippers, and manufacturers from using and developing vehicles that are more energy-efficient. The revision of the Directive also offers an opportunity to improve road safety by improving the streamlining of the cab, allowing a reduction of the driver’s blind spots, adding an energy-absorbing structure in case of shocks, as well as increasing the driver’s safety and comfort. This would help spare the lives of numerous vulnerable users, such as pedestrians and cyclists, who the driver does not necessarily see when making manoeuvres. It is thus necessary to amend Directive 96/53/EC to improve the aerodynamics of vehicles and their energy efficiency, while continuing to improve road safety, and within the limits imposed by the geometry of road infrastructures. |
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| Source Link | http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=COM:2013:195:FIN |
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| Subject Categories | Business and Industry, Internal Markets, Mobility and Transport |
| Countries / Regions | Europe |
