EuroCombi

EuroCombi with dolly and trailer (60 t)

Dolly and trailer

Steerable dolly for the trailer

A EuroCombi (German name Lang-LKW , Lang-Lkw , also Megaliner ) is an "extra long truck ", a long truck combination with a vehicle length of up to 25.25 m and a total weight of up to 60 t (nationwide field test in Germany 44 t) . It is a type of truck approved in parts of Europe that exceeds the usual length limit of 18.75 m.

According to EC Directive 96/53 / EC, this large vehicle combination can be permitted in the states of the European Union. The EuroCombi vehicle type , with a weight of up to 60 tons, has existed in Finland and Sweden since 1970 , and it became necessary to further harmonize the dimensions and weights of trucks in the EU and the European Economic Area (EEA). In the other EEA member countries, some studies or large-scale tests are still being carried out.

Further names are:

• Ecocombi : slang term in Scandinavia, the Netherlands and by Daimler AG for "economical truck combination" .
• European Modular System (EMS) : a term for all EuroCombis of the various commercial vehicle units.
• Gigaliner : a name used by the Krone vehicle plant for a "very large vehicle train".
• Long truck : Designation for a EuroCombi with a maximum total weight of 44 t from the former Federal Transport Minister Peter Ramsauer and the Federal Government's coordinator for freight transport and logistics Andreas Scheuer .
• Langere en Zwaardere Vrachtautocombinatie (LZV) : In the Netherlands a "longer and heavier combination of trucks" .
• Long Combination Vehicle (LCV) as a typical English-language name for a long combination vehicle in Sweden, Finland and other countries.
• Longliner : an English choice of words for the EuroCombi as a "long vehicle train" from the German Ministry of Transport.
• Giant truck : relatively neutral term for extra long (25 meters) and / or extra heavy (60 tons) trucks.
• Road Train : an English term meaning "road train".

EuroCombi in the European Economic Area

In the European Union, the EC Directive 96/53 / EC of July 25, 1996 created the possibility of using longer commercial vehicles or combinations that could receive a special permit on certain roads and routes. The aim was to create opportunities to increase the efficiency and profitability of road freight transport.

The transport industry reacted immediately and began to implement appropriate development opportunities and concepts together with the commercial vehicle industry. In order to minimize development costs and time, the lengths of the individual truck modules should be based on the permitted dimensions. An important prerequisite was that an inadmissible load on roads and bridges is excluded and the prescribed turning circle (the so-called BOKraft circle according to § 32d StVZO) is observed. As a result, seven EuroCombi types were available for various transport tasks in the EU. Dangerous goods and dangerous liquids are not transported with these truck combinations (BOKraft-Kreis, § 32d StVZO).

In Germany, the Krone vehicle factory attempted a first Gigaliner test drive a. a. Proof that 57% more loading volume (157 m³ instead of 100 m³), ​​around 65% more spaces for Euro pallets (56 instead of 34), around 20% less pollutant emissions and around 15% less diesel consumption or around 25% lower transport costs are possible are. For vehicle operators, this would save some variable costs, which would be increased considerably by further savings in depreciation and / or acquisition and, above all, personnel costs.

In the German federal states, pilot projects with the EuroCombi with respective specific special permits have been and are being tested. At the beginning of 2010, a nationwide field trial was announced that would run until the end of 2016 and was based on the volume-oriented Dutch variant. The BaSt results speak in favor of continuing the use of EuroCombi and long trucks. The draft from the BMVI provides for the field test, which will run until December 31, 2016, to be converted from the EuroCombi / long truck to permanent operation. "All in all, the results of the scientific monitoring speak clearly in favor of continuing the use of long trucks," says the paper. For the type 2 long truck (articulated vehicle with center-axle trailer), scientific results were not yet sufficient to be able to unequivocally recommend transferring it to continuous operation from 2017 and is initially only to be approved for a limited period until the end of 2017.

Truck variations and commercial vehicle combinations

In Europe and in the EEA countries, there are mainly eight EuroCombi variants available for various transport tasks and goods.

A - Motor vehicle with dolly and semi-trailer

Motor vehicle with body, dolly and semi-trailer

For example: an “LZV” (extra long truck) in the Netherlands; Four-axle motor vehicle with body, dolly and semi-trailer

This variant, known as the A-Train , consists of a motor vehicle with a fixed structure or swap body, to which a semi-trailer with air-sprung tandem or double-axle dolly is attached. Visually, it is reminiscent of a conventional articulated train , only that the trailer appears a little longer. It is the most common combination in Europe and the EEA.

Driving and maneuvering is comparable to the 18.75 m long articulated trains and this variant of the EuroCombi significantly surpasses the other variants in terms of driving stability . This is due to the three-axle motor vehicle and the long wheelbase of the attached combination of dolly and semi-trailer. Since, in contrast to other countries such as Sweden, in Germany the BOKraft-Kreis (§ 32 d StVZO) places stricter requirements on the cornering properties, additional measures are necessary because the inner circle radius of the BOKraft-circle is crossed when using a rigid dolly (in Germany 5.3 m inner radius, in Sweden 2 m). To avoid this, steerable dolly systems, such as the mechanically steerable dolly patent from Fahrzeugwerk Krone or an electronically similar system from BPW , can be guided around a larger curve radius so that there are hardly any differences to a normal truck combination. It is relatively time-consuming to create combinations with the EuroCombi dimensions from the individual elements of the motor vehicle and semi-trailer , plus the purchase price of around € 17,000 for the required dolly. This commercial vehicle combination is currently being tested in six German federal states as a limited trial with a special permit. At the IAA 2006 , the Krone vehicle factory presented such a combination under the name “Gigaliner” .

B - articulated truck with tandem trailer

Articulated truck with semitrailer and trailer

Three-axle tractor unit, semi-trailer with tandem trailer

This B variant is a semitrailer with a trailer and consists of three elements, a standard semitrailer combination ( tractor unit and semitrailer (trailer)) and a coupled tandem trailer with a rigid drawbar. These variants are the second most common in Europe and the EEA, because these EuroCombi variants can be implemented quickly and easily thanks to minor modifications . A double-axle trailer with a rigid drawbar is attached to a conventional 16.5 m long semitrailer with the aid of a trailer coupling on the semitrailer. Even if the maneuverability, driving stability and the other driving characteristics do not correspond to the A variant, the B variant can be found quite often as a very inexpensive EuroCombi variant due to the low additional costs .

C - Motor vehicle with two tandem trailers

Motor car with superstructure and two double-axle trailers

Two double-axle or tandem trailers with a rigid drawbar are attached to the three-axle motor vehicle. This solution is very flexible, the second trailer is only carried if necessary. The driving stability and maneuverability are unproblematic with appropriate training of the driver and with the appropriate technical equipment. The comparatively smaller number of axles limits the payload to 48 tons total weight, so it is a volume variant. That's why this EuroCombi is rarely found. As an articulated train, this simply put together EuroCombi variant is most comparable to the Triple Trailer Combination , which is common in North America. This variant will be tested from February 9, 2007 by the forwarding company Meyer & Meyer in Osnabrück as an in-house development under the name "Road Train System" (RTS) with a permissible total weight of up to 44 tonnes with a special permit. The motor vehicle is used with a swap frame and two tandem swap frame chassis for a total of three swap bodies (2 × 7.82 m and 1 × 6.05 m - length as 20 'container). Even without steerable axles, this Euro-Combi variant drives through the BOKraft circle very well. This version has a share of approx. 15% in the large-scale test in the Netherlands.

D - tractor unit and two trailers

Tractor and two trailers

Typical Long Vehicle (Combination) in Sweden : Three-axle tractor unit with one two-axle and one three-axle trailer

This EuroCombi variant, also known as B-Train, B-Double or Super-B , consists of a tractor unit with two semi-trailers. In order to be able to create this combination at all, the first semi-trailer has a fixed second fifth wheel coupling behind the tractor as a changeable frame chassis and the second semi-trailer can be structurally identical to a conventional semi-trailer. This dynamically stable double semi-trailer truck has poor cornering behavior of the second trailer because it pulls clearly towards the inside of the curve and maneuverability is also limited. This variant is very common in Scandinavia for transporting large loads, i.e. as a 60-tonne truck, as the entire weight can be evenly distributed on the up to 10 axles. Outside of Scandinavia, this variant is rarely found in the EEA.

E - motor vehicle with semi-trailer

Extended motor vehicle with superstructure, fifth wheel and trailer

This extremely rare EuroCombi variant is characterized by an unusual motor vehicle.

In contrast to the conventional motor vehicle, this one has an extra-long four-axle chassis that has an additional steerable trailing axle of maximum length. There is a fifth wheel to which the trailer is attached. Here the total vehicle length does not reach the maximum possible 25.25 m. In terms of driving stability and maneuverability, this EuroCombi variant can be compared with a conventional semitrailer.

F - Long articulated truck

Motor vehicle with body and trailer

This long commercial vehicle is similar to an articulated train, consisting of a four-axle motor vehicle and a three-axle trailer of the same length.

This combination does not consist of three elements (towing vehicle, dolly, trailer), but only two and is therefore simple and inexpensive. This EuroCombi behaves like a simple articulated truck when driving and maneuvering and is relatively unproblematic.

G - Long motor vehicle with a three-axle trailer

Motor vehicle with body and central three-axle trailer

This two-part articulated train consists of a long four-axle motor vehicle and a comparably long central three-axle trailer. The variant differs from the first five previous EuroCombi in that it has two bodies of the same length. However, this also results in a shorter overall truck length than the 25.25 m.

The special feature of the trailer consists on the one hand of the triple axle in the middle under the trailer and on the other hand of the rigid drawbar. The coupling pivot point under the motor vehicle makes it possible to have the trailer closer to the front structure with an automatically collapsible drawbar, and thus easy maneuvering and relatively neutral driving behavior. Due to the shorter structures, this variant is not ideally suited as a EuroCombi .

H - semi-trailer with three-axle trailer

Truck with semitrailer and short three-axle trailer with turntable

Tractor unit semi-trailer three-axle turntable trailer

This long commercial vehicle consists of a three-axle standard semi-trailer with an attached three-axle trailer, which steers via a turntable. Since the train can buckle in three places, it is practically impossible to maneuver it backwards.

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

Driving tests and statements

Sweden

Typical 25.25 m EuroCombi from Scandinavia that has been tried and tested for a long time (three-axle motor vehicle with semi-trailer including dolly tandem front axle )

DHL A-Train with a DAF -XF with attached two-axle dolly in Sweden

Since 1970 Sweden has been experimenting with overlong truck variations. In the European Economic Area , a European Modular System (EMS) was officially set up in Sweden thanks to the EU directive that was passed in 1996 . With the important addition that truck combinations may be longer if the individual vehicles comply with the dimensions of EU Directive 96/53 / EC, the commercial vehicle manufacturer Volvo dared to develop an EMS concept in 1997 and with the 25, 25 m long “Long Vehicle Combination”. The Swedish state had a positive attitude towards these EMS combinations and thus the local transport and commercial vehicle industry could continue to develop well.

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

Sweden's transport authority Vägverket is experimenting with a 30-meter truck B-triple combination, consisting of a 6 × 4 tractor and a triple trailer, i.e. a Eurocombi similar to type D with two intermediate trailers and a conventional trailer. The Schwedenkombi, or ETT for short (En Trave Till - One Stack More), can load a stack of wood more than conventional trains there. The entire train has a permissible total weight of 90 tons. Vägverket is using the three planned combinations in cooperation with Volvo Trucks as the towing vehicle manufacturer and Skogforst as the operator of the trains in the north and west of Sweden. The test train presented is en route on the approx. 160 km long route between Överkalix in the northeast and the port city of Piteå . With an altitude difference of only 80 meters and a maximum of four percent short climbs, the “test track” is ideal. There is also a test with 32-meter trucks with two 12-meter containers on certain routes.

Despite 90 tons, the 660 hp of the three-axle tractor unit are so generous that with overdrive gear and hypoid axles there is still potential of 20 percent to save fuel. Johan Lang - Director of Vägverket: “Compared to a 60-ton truck, we were able to reduce the trailer axle loads from 8.5 to 7.7 or 7.0 tons with identical axle loads on the towing vehicle and dolly. Since the station wagon drives with eleven instead of seven axles, the individual wheel load is correspondingly smaller ”.

Denmark

In Denmark , interest has been shown in the EuroCombi and there is an extensive field test in which up to ten journeys are permitted on a specified route. The modernization of the Danish traffic routes is based on a decision by the Danish House of Representatives in October 2006 in order to create the structural conditions for the EuroCombi by 2011. A field test will take place from 2008 to 2011 with the 25.25 meter long and up to 60 tons heavy EuroCombis . The EuroCombi are supposed to use the motorways and supply the most important ports in the country. From December 1st, 2009, a Danish EuroCombi from the forwarding company Alex Andersen from Odense will transport flowers (potted plants) for the GASA Group through Schleswig-Holstein with a special German permit. The tour leads from the wholesaler in Nützen -Kampen (near Hamburg) to Odense (DK). The special permit was granted for one year and limited to 40 t GVW.

Great Britain

In Great Britain , truck dimensions and weights have been increased several times in the past. According to a campaign by the “Freight on Rail” organization, which is a coalition of rail unions and the rail industry, this has resulted in an increase in truck traffic, more pollution and more accidents. Proponents from the ranks of the transport industry are in favor of “Longer heavier Lorries” and expect the opposite when the EuroCombis is approved.

Netherlands

A Dutch truck with an indication of the particular length

Since 1994 investigations and driving tests have been carried out in the Netherlands with trucks up to 25.25 m in length and with a gross vehicle weight of 60 tons. Otherwise a maximum of 18.75 m and a total weight of 50 tons are permitted there. The Dutch Ministry of Transport examined the advantages and disadvantages of long trucks to the terminals in autumn 1998 and was limited in time. Six companies had used 25.25 meter long trucks with the various technology variants and maximum permissible total weight between 50 and 75 tons. They were only allowed to move on national routes of up to 50 km and the effects on the environment and the road surface were examined. From December 2000 to June 2003, a total of 11 Dutch freight forwarders or shippers took part in the first test phase in the Netherlands to test the possibilities in everyday transport. The goal was u. a. to achieve a significant economic advantage while at the same time relieving the existing infrastructure. Depending on the route and the goods to be transported, a savings potential of between 4% and 30% was theoretically calculated.

A second test phase was approved on August 24, 2004 with the designation "LZV-proef" (Langere en Zwaardere Vrachtautocombinatie's). The testing of this type of commercial vehicle was carried out on behalf of the Ministerie van Verkeer en Waterstaat, the Dutch Ministry of Transport, on designated public Dutch roads and motorways. The trial phase was successfully completed on November 1, 2006, with special regulations and constant monitoring in place.

Dolly in use with a semi-trailer

Instead of 100 forwarding companies with 139 EuroCombis, only 71 transport companies with 155 LVZ EuroCombis participated, with two German companies participating. The truck combination with a three-axle motor vehicle and a trailer including an air-sprung dolly tandem front-axle runner was tested at 69 forwarding companies. A second combination solution for the other 31 LVZ-EuroCombi was the so-called "Gigaliner" type, whereby a semitrailer was extended with a tandem trailer. Some special truck combinations were also involved. No particular malfunctions or incidents were reported and there was only one minor traffic accident through which the LVZ-EuroCombi involved was not at fault, but which was "not specific" for the use of the long combinations.

The large-scale test was recorded as a complete success and an "experience phase" was approved for a few years for the 155 truck combinations that may continue to be in use. The general conditions are currently being negotiated with the transport companies who own a 25.25 m combination or want to put it into service in the future in order to obtain a permanent special permit from the Dutch Ministry of Transport.

During the large-scale test in the Netherlands, special regulations related to:

• The vehicle: It must have special identification with length information on the rear of the vehicle, closed side panels and reflective contour strips. The trucks are also equipped with blind spot mirrors or cameras in order to minimize further risks.
• The driver of the vehicle: He must have had a truck driver's license for at least five years, must not have caused an accident in the past three years and must undergo special driver training.
• the route: Every route is required to be approved by the local authorities; leaving it is only permitted with the approval of the police. There is an absolute ban on overtaking on all roads, a general ban on driving in bad weather, a ban on crossing level crossings that are used by rail vehicles at more than 40 km / h, and on roads with a maximum speed of 30 km / h.

The second so-called EcoCombi in the Netherlands has been traveling for DPD between the cities of Joure and Best since December 2009 . In 2011, around 600 truck combinations nationwide, 25.25 meters long, will generally be permitted on the road network in the Netherlands as so-called “eco-combinations”. These trucks may have a total weight of 60 tons, because the large number of axles is optimally distributed over the road surface and thus no additional damage will occur, according to the conviction in the Ministry of Transport.

Norway

From June 1, 2008 to June 1, 2011, Norway was allowed to use EuroCombi on certain road sections by trial law, whereby the trucks with a length of up to 25.25 m and 60 t GVW were allowed to drive. The aim is to find out whether the approval of the EuroCombis is more effective and whether this enables environmental protection in transport. The approved routes allowed transport from the state border to certain truck terminals and criteria for road safety and environmental compatibility are being researched. If it is evident that the examinations and goals will not be achieved before the probationary period expires, the permit can also be terminated beforehand.

Belgium

A large-scale test with the EuroCombi was carried out in Belgium from 2004 onwards. Long trucks were approved nationwide as EuroCombi , and in Flanders by Transport Minister Yves Leterme for a test with 60 t GVW. The umbrella association of road hauliers Febetra had managed to get the Eurocombis up to 25.25 m long to be approved for the pilot project on certain motorways. The companies Volvo in Ghent , BASF in Antwerp and Ford in Genk can use this EuroCombi. These companies had campaigned for the EuroCombi and the previous Minister of Transport, Renaat Landuyt, had refused permission. A new version of the royal transport decree had to be passed in order to start the field test. The approval on the Walloon motorways hoped for by Febetra was expanded by a draft by State Secretary Etinne Schouppe, so that national approval could come into effect in three regions of the country.

France

In France , 35 shippers and around 40 transport companies have signed up for a field test with the extra-long trucks, which is to take place for a maximum of 36 months. An officially planned test should only be started when all results from two working groups are available. In July 2009, one working group examined the technical aspects of the road under real conditions and the other group examined the commercial and social consequences of using the 25-meter-long trucks. After the French parliament dealt with it in July and the State Council dealt with it in the autumn, the starting shot for a long-term test not to be expected before April 2010. The DGITM (Direction générale des infrastructures, des transports et de la mer), which set up both working groups, is in charge. According to the authorities, the maximum permissible total weight should be limited to 57 tons, reported the "Club 25.25", which campaigns for the approval of the EuroCombi.

Austria

The Verkehrsclub Österreich (VCÖ) published a study in November 2008 that warns against the EU-wide approval of extra-long trucks. He called on the Austrian federal government to vote together with other countries against EU-wide approval of the Gigaliners (EuroCombi). The EuroCombi is 50 percent heavier and 33 percent longer. As a result, road conversions worth several billion euros are necessary in Austria. VCÖ expert Ulla Rasmussen, who is also a board member of the Brussels umbrella organization T&E , stated that these large trucks bring new traffic problems and the risk of accidents would increase due to the long overtaking routes. The approval of trucks with a maximum permissible total weight of 60 t and a length of 25.25 meters requires the roads, bridges, tunnels, roundabouts and parking lots to be converted. Upper Austria alone estimates the costs at well over 100 million euros just for the state roads and for the whole of Austria it would be several billion euros. Austria's motorway network has around 300 kilometers of bridges and 300 kilometers of tunnels. The transit country of Tyrol has 28 bridges and 37 kilometers of tunnels and the Tyrolean state roads have 1,900 bridges and 145 tunnels.

Switzerland

The EU Commission would like to let EuroCombi drive through Switzerland and has already given signals that it wants to increase the limit for normal truck lengths. In 2008 she published a study and the transport lobby and truck manufacturers want approval for EuroCombi, which weigh up to 60 tons. The EU is currently relying on a truck length of 18.75 meters and a gross vehicle weight of 40 tons. As of 2005, Switzerland adopted the 40-tonne limit applicable in the EU. In domestic traffic, the EU countries are allowed to allow larger and heavier truck lengths. In a written response to an interpellation by the Uri FDP national councilor Gabi Huber , the Federal Council gave the impression that there was no need to worry about the huge trucks and that Switzerland was not obliged to implement a higher EU weight limit in national law. According to Article 1 of the "Law on the Relocation of Freight Transport", which was amended in December 2008, the Swiss Parliament had expressly forbidden the Federal Council to "negotiate with the European Commission about higher weight limits". Swiss environmental associations did not trust the Federal Council and started a “Stop 60-ton truck” campaign in conjunction with organizations from many EU countries. The Swiss Touring Club (TCS), the Swiss Automobile Club (ACS), the transport company association “ Astag ” and the Swiss Federal Railways (SBB) are also against the EuroCombi, with reference to the peculiarity of Swiss roads.

Spain

In Spain, the government in Madrid decided that the EuroCombi may be used from December 24, 2015 with a maximum weight of 60 t GVW and a maximum length of 25 meters. For use on certain routes in Spain, a permit from the road operator and the approval of the traffic authorities are required.

Germany

Since mid-2005, some special permits for the operation of EuroCombis in Germany have been granted in the various federal states on the basis of Section 70 StVZO and Section 29 StVO . The requirements for operating the EuroCombi are for the drivers u. a .: Five years of driving experience on a standard truck, no accidents, no entry in the traffic register, no overtaking and no deviating from the permitted routes. The number and type of permits had increased significantly since the large-scale Dutch trial. The permitted routes have been named since January 1, 2012 in the Annex to the Ordinance on Exceptions to Road Traffic Regulations for Vehicles and Vehicle Combinations with Excessive Length (LKWÜberlStVAusnV). From 2017, limited approvals for EuroCombis will be prescribed on certain routes .

The 8th Amendment Ordinance came into force on December 29, 2017.

On October 2, 2019, the 9th Amendment Ordinance came into force, with an expansion of the positive list, the opening of all routes in Baden-Württemberg and Bremen for the extended semi-trailer (long truck type 1) and an obligation to equip with a turning assistant and flashing Side marker lights for newly registered long trucks from July 1, 2020, for existing vehicles from July 1, 2022.

Schleswig-Holstein

In Schleswig-Holstein , the Combisped company began using long trucks in container traffic between the port of Lübeck and the port of Hamburg from 1985 . These were combinations of motor vehicle with dolly and semi-trailer and contained one TEU on the motor vehicle and two TEU on the semi-trailer. Due to a decline in orders, traffic was stopped in summer 2009.

Since February 2010, "long trucks" have again been used in a field test in Schleswig-Holstein. On two reference routes, a forwarding company uses the Eurocombi with a maximum permissible weight of 40 t, which has been approved with special permits. The truck combinations commute from Neumünster daily to Stapelfeld and Rendsburg , whereby, according to the forwarding agent, around 45,000 liters of diesel and over 127 tons of carbon dioxide would be saved per year.

At the beginning of September 2012, the Schleswig-Holstein Ministry of Transport filed a lawsuit against the test operation of extra-long trucks with the Federal Constitutional Court.

Mecklenburg-Western Pomerania

EuroCombi truck 2008

Mecklenburg-Western Pomerania sympathizes with the giant trucks - there is a manufacturer of the 25-meter trucks. Mecklenburg-Western Pomerania has two routes up its sleeve and a EuroCombi is being tested on one route. The Eurocombi does not violate the agreement, although the regional transport ministers had spoken out against it. As for a conventional large truck, the maximum load is only 40 tons. The EuroCombi drives on a specified route between Parchim and the Gallin - Valluhn industrial area ( Ludwigslust district ) (cities should not be crossed). There are two exemptions between Dummerstorf south of Rostock and the overseas port, which are valid until the end of the year. In Dummerstorf, the EuroCombi are loaded with freight and shipped to Scandinavia . Further permits for eleven sections are still available in Mecklenburg, including those for the industrial areas in Schwerin , Valluhn, Parchim and Laage . Transport Minister Volker Schlotmann ( SPD ) renewed the special permit for the EuroCombi in December 2009. The lines do not run parallel to rail lines and would therefore not compete with the rail freight operator.

Bremen

In Bremen , a single 66-tonne truck with only two 20-foot containers, each weighing 22 tons, has been used over a distance of 25 kilometers for the transport of coffee from a large roastery in inner-city traffic between the port and the company's headquarters in Bremen since 2002. This is not a Eurocombi, but a normal truck with a total length of 18.75 m. For the higher weight, twin tires and a total of four axles were attached.

From November 2014 a semitrailer with a tandem trailer, total length 25.25 m, from LIT AG will be on the test stand. Automotive parts are transported to Bremerhaven for a local automotive company.

Hamburg

In Hamburg since 2004 in the port operates a Euro Combi of 46 meters in length. A port company for container transports uses the extra-long truck based on the European Modular System (EMS) for two kilometers on public roads.

Lower Saxony

Three German freight forwarders took part in a first attempt in the state of Lower Saxony . The forwarding agency Boll Logistik used a tractor unit with a semi-trailer and an attached double-axle or tandem-axle trailer between Meppen and Hanover . It was a MAN TGA 26.413 FNLLC from Fahrzeugwerk Krone , which presented this configuration in 2004 at the IAA under the name "GigaLiner". The total length was 25.25 meters and the loading volume was 150 cubic meters instead of the usual 100 cubic meters. The permissible total weight was 40 t and thus 10 t less than in the Netherlands. The forwarding VW Logistics shuttled between VW -Werken Emden and Wolfsburg and forwarding Hellmann Worldwide Logistics in Osnabrück took from 31 October 2006, a test part, which ended in the summer of 2007. From January 10, 2007 to June 30, 2008, a haulage company had made 344 tours of over 271,000 km with just one 25.25-meter truck . During this period, 17,700 liters of diesel were saved, 115,000 km were not driven and CO ₂ emissions were improved by 15%. 144 tours could be avoided on the heavily used Federal Motorway 2 from the Ruhr area via Hanover to Braunschweig . All permits stipulated a specific time at which journeys were permitted, as well as specified routes. Jörg Bode ( FDP ), Lower Saxony Minister for Economics, Labor and Transport from October 2009 to February 2013 , wanted to promote a new EuroCombi project and pushed for a nationwide pilot project. In the spring of 2010, a federal-state working group should be set up because the federal government had agreed a nationwide EuroCombi attempt in the coalition agreement.

North Rhine-Westphalia

In North Rhine-Westphalia , the route between Bochum and Venlo was already used as part of the large-scale Dutch test . From December 19, 2006 to June 30, 2008, a test project took place on certain routes with 11 EuroCombis. The experiment was under observation by TÜV Rheinland and TÜV Nord . The total weight of the EuroCombi was limited to 44 tons. A-Trains also drove through Germany as Dutch test participants (the 10 km long section of the A3 motorway between Emmerich am Rhein and 's-Heerenberg ). The train length of the vehicle (a MAN TGA 26.413 FNLLC) was 24.85 m. The President of the Lower Rhine Chamber of Commerce and Industry (Duisburg Kleve Wesel), Burkhard Landers, announced in May 2010: “We need giant trucks.” In the state elections on May 9, 2010 , Rüttger's black and yellow cabinet lost its parliamentary majority; a red-green coalition emerged ( Cabinet Kraft I and later II). Gigaliner initially rejected this. Since July 22, 2015, long trucks have been allowed to drive on the entire road network in North Rhine-Westphalia. However, State Transport Minister Michael Groschek restricted the permitted truck variant to 17.80 meters. The field trial will run until 2016.

Baden-Württemberg

After two years, the 60-ton test with the 25-meter “EcoCombi” truck from Daimler AG was completed on September 30, 2008 . No negative effects or complaints on traffic in the Stuttgart area were reported. The trial operation, initially limited to one year, was carried out by the powertrain plant association of Daimler AG in Baden-Württemberg in the Stuttgart area. The extra-long truck was used in factory traffic between the Untertürkheim and Sindelfingen locations from September 21, 2006 to gain experience with 25.25 m long and 60 t heavy commercial vehicles, which were then carried out in cooperation with the Federal Highway Research Institute (BASt) on behalf of To evaluate the Ministry of Transport. This was particularly true for the factors of security , infrastructure pollution, and emissions and consumption behavior. The Ecocombi from Daimler used was an air-sprung Mercedes-Benz Actros 2660 LL / 6 × 4. The vehicle was powered by a 440 kW (600 PS) V8 engine with BlueTec -5 equipment, which already met the emission limit values ​​of the Euro 5 regulation of 2009. Furthermore, the Ecocombi was equipped with all safety systems such as B. with disc brakes , brake and lane keeping assistant , Active Brake Assist , adaptive cruise control , electronic stability program and the latest lane change support . Since July 22, 2015, the so-called Gigaliners, which are up to 25.25 m long, have been allowed to drive on test tracks in Baden-Württemberg. For this purpose, the A8 from Ulm to Karlsruhe was initially selected.

Saxony-Anhalt

Against the will of the federal government and Transport Minister Wolfgang Tiefensee , Saxony-Anhalt had created facts for an exception to the 25.25 m EuroCombi . Freight forwarders in Saxony-Anhalt had seen no problems using the EuroCombi, said Gerhard Bertram from the Chamber of Commerce and Industry. Compared to the German Press Agency (dpa) he said: "It will also be difficult to find accommodation with the newcomer (EuroCombi) at rest areas, because he could only stand on the edge because otherwise he would block several parking spaces". So far, no test has been issued in Saxony-Anhalt with an exception permit for the EuroCombi.

Bavaria

The state of Bavaria will take part in a field test. According to a report in the Süddeutsche Zeitung on February 25, 2011, the regional association of Bavarian transport and logistics companies is aware of eight Bavarian companies that want to take part in the five-year field test.

Thuringia

In the federal state of Thuringia , a 25.25 m long ÖkoCombi truck had been driving from February 14, 2008, with a 12-month special permit . On January 6, 2009, the Thuringian Ministry of Transport announced that the exemption would be extended until the end of 2009 and that it was not a pilot test. The state saw climate protection as an argument in favor of 25-meter trains and sought a nationwide solution. Compared to transports with normal trucks, the Rigterink logistics group saved 600 kilometers and 152 liters of fuel a day. It was rusks transported, the vehicle reversed from Ohrdruf to Hermsdorf . The second company in Thuringia that had received an exception permit for the use of the EuroCombi was a mattress manufacturer from Weida that had not made use of it. The permitted pilot test for rusk transports from Ohrdruf in the Eurocombi was not extended for 2010. No further special permits were granted because the political parties CDU and SPD had agreed in the coalition agreement at the time to take the Eurocombi off the streets in Thuringia.

Technical aspects

Axle and meter loads

The axle load, i.e. the weight that is placed on each axle on the road, is lower for a 60-ton truck than for a conventional 40-ton truck. This reduction in the axle load on the EuroCombi is achieved by distributing the total weight over more axles. From today's 8–10 t axle load, the axle load on the EuroCombi is reduced to 7.5–8.5 t. (cf. BGL.de) The punctual load on the road does not increase, as would be assumed from a one-sided consideration of the permissible total mass, but decreases.

The meter load , which is important for bridges, can increase with 60 ton trucks. For an 18.75 m long 40-ton truck it is 2.1 tons / meter, for a 25.25 m long 60-ton truck it is 2.4 tons / meter. However, road bridges are designed for significantly higher meter loads, so this does not mean any restriction. Bridges of the military load class 120 can carry over 10 tons / meter.

Braking force

Due to the larger number of axles and wheels, the total braking force for 60-ton trucks is in a similar range to conventional 40-ton trucks with five axles that can transmit braking forces. For example, a normal truck has to brake 8 tons per axle, with a total weight of 60 tons and seven to nine axles between 8.57 and 6.67 tons. With a total weight of 44 tonnes, the braking capacity is significantly higher, with between 6.29 and 4.89 tonnes of deceleration. The braking ability can be improved by using twin tires on non-steering axles. This increases the contact area, so that even higher braking forces can be transmitted and the wheel load is reduced compared to conventional trucks. The kinetic energy in the event of an impact is 1.5 times as large for a 60-ton vehicle as for a 40-ton vehicle (0.5 × mass × speed²). This risk can be significantly reduced by the distance electronics and additional automatic braking systems, which can also be installed in conventional trucks.

Cornering behavior

The cornering behavior of the EuroCombi is not equally good for German roads, especially for roundabouts, with all variations or over-long truck types. The permissible total length increases from 18.75 m for a conventional articulated train to 25.25 m. This commercial vehicle length is otherwise only achieved in Germany by extra-long articulated buses (e.g. Hamburg 24.80 m). For these, special permits were issued for individual lines.

According to BASt investigations, only the tractor unit with two trailers meets the requirements of §32 StVZO with regard to the permissible turning circle (“BOKraft circle”) . Here, however, the total length of 25.25 m is not fully used. The 6 × 2 truck with dolly and semi-trailer slightly exceeds the inner ring area, the 6 × 2 truck with two tandem trailers clearly exceeds the inner ring area. Everyone adheres to the excess.

According to this investigation, the trafficability of small roundabouts is only possible to a limited extent. Parts of the trucks pass over the lane divider and can endanger pedestrians waiting there. In principle, it is possible to exit these roundabouts, but side areas must be used. The problem also arises at inner-city junctions that internal side surfaces are driven on.

Various measures can be taken to improve the cornering behavior of the EuroCombi. A pulled steering axle, a lifting axle, a steering dolly, a shift of the coupling point or a change in the center distance can contribute to compliance with the infrastructural specifications. On the other hand, the infrastructure can be adapted on routes specially designated for the EuroCombi. In this way, inner-city junctions can be driven through an exclusive green phase for those turning right using the oncoming lane. In roundabouts, better cornering behavior of the vehicle driver can be achieved through optical guidance and a lesser amount of swerve can be achieved by executing the exit as a two-part basket arch and not as a circular arc.

Directional stability on the road

If vehicle trains are made up of longer and / or more links and / or joints, additional vibration modes arise , i.e. H. more complex swinging becomes possible.

The test vehicles of the EuroCombi are equipped with the latest safety technology, e.g. B. complete with disc brakes , electronic lane keeping and brake assistants , Active Brake Assist , electronic stability program and adaptive cruise control .

Pushing back becomes more demanding, the more joints a pull has.

reviews

Positive opinions

Proponents believe that increasing the use of extra-long trucks can reduce traffic jams.

At the IAA on September 21, 2006 in Hanover, the German Association of the Automotive Industry (VDA) presented its 25.25-meter commercial vehicle concept EuroCombi to a broad public for the first time . The word combination stands for the possibility of creating a EuroCombi with existing elements (trailer, semi-trailer) .

By increasing the additional usable volume and the payload of over 50%, two EuroCombi could take the load of three conventional trucks and transport them at lower costs. This would result in a high level of economy, which, depending on the route and type of goods, enables savings of up to 30%.

In October 2006 the VDA invited to a symposium with a press conference for the EuroCombi in Münsingen . According to his statements, the VDA hopes for a change of opinion in the German Ministry of Transport in order to concentrate the increasing flow of goods on fewer trucks. It was calculated that the EuroCombi could save approx. 2.2 billion driving kilometers with a transport share of 20%. It was also stated that the trial started in the Netherlands in August 2004 with 100 freight forwarders and 139 EuroCombi had a very positive outcome and that there were no complications or principle-related accidents. It was further explained verbatim: "50 percent more transport volume with 15 percent less fuel consumption and emissions are perspectives that need to be developed" [...] "With the same transport volume, the traffic area is relieved and the road load is reduced by 10 percent".

The managing director (until 2008) of the study society for combined transport (SGKV), Dr. Christoph Seidelmann, supported this presentation by the VDA and certified the EuroCombi in a current study that it can be used in all variants for combined transport (CT). However, not all terminals have enough space for maneuvering.

The VDA also received support from the Federal Association of Freight Transport, Logistics and Disposal (BGL) and the Federal Association of German Wholesalers and Foreign Trade (BGA), as both of them strongly advocated permanent permission or approval. According to BGA forecasts, freight traffic will increase by up to 64% by 2015. The BGA literally stated: "If we do not take intelligent countermeasures today, we will suffocate in traffic jams and the resulting exhaust gases".

At DaimlerChrysler , the responsible member of the Board of Management, Andreas Renschler, stated in an interview that he anticipated an increase in freight traffic of 30% in the transport volume. Literally: “The EuroCombi is a proposal from the automotive industry as to how the volume of vehicles on the number 1 mode of transport, the road, can be kept to an acceptable level. Truck combinations with a length of 25.25 meters and a total weight of 60 tons reduce the need for traffic space by 25%. Two 60-ton trucks can replace up to three conventional 40-ton trucks ”.

In September 2006, the Federal Association of Transport Companies (BVT) suggested a nationwide expansion with 25.25 m EuroCombis. The aim is to be able to estimate the effects of the vehicle combinations on traffic safety, roads and road bridges on the basis of an expanded database. The possible efficiency advantages could be achieved through larger vehicle combinations, and in addition, traffic jams would be avoided and the environment would be protected.

The expert organization Dekra is also in favor of the EuroCombi test. Dekra had spoken out in favor of a nationwide pilot test with the 60-ton vehicle combinations at the IAA Commercial Vehicles 2006. Dekra boss Klaus Schmidt said literally: "60-ton trains are definitely an opportunity to avoid the impending traffic collapse". It is of course imperative that the vehicles are equipped with the latest safety technology, such as B. electronic lane keeping and braking assistants are available.

The first results of investigations were completed by the BASt study at the end of February 2007 and the first results of the pilot projects in the federal states were able to show from the perspective of the Association of the Automotive Industry that such commercial vehicle concepts are sustainable. According to the study, up to 30% less fuel, a reduction in CO ₂ emissions, around 13% less heavy traffic on federal motorways and a reduction in road pollution from the extra-long commercial vehicles were confirmed. A 17% shorter braking distance (complete disc brakes), ABS, a warning when leaving lane, adaptive cruise control, brake booster and vehicle dynamics control ( ESP etc.) ensure increased traffic safety, according to BASt, whereby these technologies are built into trucks of today's size can. Similar experiences were made in Sweden, Finland and the Netherlands and corresponding interim results are also reported in Denmark. The Federal Environment Agency had assumed that the EuroCombi, compared to today's trucks, could only save fuel if the utilization was at least 77%; however, this is only around 64% on average.

The then VDA President Bernd Gottschalk said in March 2007 that there is no line under the topic of EuroCombi and that "rather [...] an objectified presentation now begins".

Reports were submitted at European level, with the EU Commission preparing its own report. No agreement was reached in the European Transport Council of Ministers and a European initiative for the EuroCombi could not be implemented by Sweden in the second half of 2009 (during its EU presidency ) despite the results of January 21, 2009 . It was positively stated in the report that in the entire European Union with the EuroCombi, CO ₂ emissions could be reduced by 3.6%, fuel consumption could be reduced by 12.6% and 13% fewer trucks could be on the road. The EU Commission saw the greatest weaknesses in bridges, the adaptation or renewal of which would require higher investments. This analysis is a basis for your decision on EU access for extra-long trucks and a possible change to the 12-year-old EC Directive 96/53. The European Parliament had already spoken in September 2007 in favor of approving the EuroCombi with 60 t GVW for certain roads within the Union countries with the approval of the EU Commission.

The fact that the EuroCombi had been put on the agenda again and again in the past 10 years was thanks to the head of the logistics division, John Berry. He was responsible for the EuroCombi in the “Directorate General for Transport and Energy” (DG TREN) in Brussels and made the “monster trucks” a personal issue. After the Spanish EU Council Presidency, from July 2010 the “25.25-meter-60-ton truck” became an issue again in the European Union. The European forwarding and logistics association "Clecat" had examined the EU directive 96/53 / EG based on its analysis in its own research institute and found that the possible uses of EuroCombis are compatible with EU law. The federal government (CDU-FDP coalition) had decided to set up a “long truck” working group that began its work in July for the German test test with the EuroCombi, and logistics coordinator of the federal government, Andreas Scheuer ( CSU ), emphasized, among other things. a .: "Long trucks will mainly move on the higher-level road network". In August 2012, EU Commission President Barroso assured that he would comply with European laws and emphasized that only the revision of Directive 96/53 / EC, which had already been initiated , could create legal clarity and democratic legitimacy . Martin Schulz had asked Barroso in his letter to clarify the controversial issue in an official legislative proposal.

Criticism and critical statements

Environmentalists fear that the EuroCombi will shift freight traffic from rail to road.

The use of extra-long and especially heavy-duty trucks is discussed extensively and controversially in the media.

It is initially criticized in particular that these trucks place higher loads on the road superstructure, the safety devices and the routing. They would have a negative impact on the condition of the roads after a hot summer and cause deep ruts that could only be removed with great effort and high costs.

The ADAC drew attention to the fact that traffic lights and level crossing safety systems have not yet considered long vehicles such as the EuroCombi in their switching times, so that safety risks would arise from their use.

The load on the bridges has not yet been clarified, which is why the EuroCombis in North Rhine-Westphalia are currently only approved for 44 tons. Due to the vehicle association, there will be an increase in the meter load if the bridges are long enough.

It can be assumed that EuroCombis drivers will find it difficult to rest in the parking lots of motorway service stations, since the parking spaces are laid out according to RAS, which does not take into account long vehicles. This may mean that the cargo at rest areas is immediately reloaded onto smaller vans and the parking spaces are overused. At rest areas, the EuroCombi could only stand on the edge because otherwise it would block several parking spaces. In Germany alone there is already a shortage of 8,000 parking spaces for trucks along the road network. In March 2007, Bahn boss Hartmut Mehdorn pleaded for climate protection reasons not to shift more traffic onto the road, and ADAC President Peter Meyer pointed out that there were not enough parking spaces on the motorways .

On the country roads and in the roundabouts, some of which are already very narrow for normal traffic, as well as on the streets of many inner cities, EuroCombis will very likely have problems.

In January 2007, the federal government responded to a small request from the FDP parliamentary group in the Bundestag that the BASt had determined, among other things, that 60-tonne truck combinations would significantly reduce the carrying reserves of bridges, which meant that the bridges had to be renewed more frequently. The requirements for the safety systems in tunnels must also be observed. The BASt also predicts that accidents with such truck combinations can have serious consequences. The exact results of this study were published in February 2007.

The ADAC had already spoken out against the approval of the EuroCombi at the end of 2004 . There are concerns about road damage, stress on bridges and tunnels, lack of parking spaces and the safety of traffic.

When switching to rail with the EuroCombi, there would be problems, because Deutsche Bahn would have to change its wagons to accommodate the semi-trailers because of the greater lengths. The railway fears that the EuroCombi will pose a threat to rail freight transport. Logistics boss Norbert Bensel sees combined transport (CT) at risk, in his opinion there could be a migration of transports to the road. As part of a study, DB wants to examine the consequences of the introduction of the EuroCombi on the road for all rail freight transport. Many other railway companies in Europe would also be affected, because the pocket wagons were procured from among others ÖBB , SBB / Hupac , FS , SNCF , RENFE , SNCB and DSB .

Studies carried out on behalf of the Federal Ministry of Transport and on behalf of the Community of European Railways and Infrastructure Companies (CER) indicated that the approval of this truck class would result in goods being transported from the rail mode of transport to the roads. According to the findings of the ISI , a general approval of long trucks would likely increase the harmful effects of traffic. This would make the drastic reduction of negative externalities by 2030 more difficult, which the EU Commission announced in March 2011 in the “White Paper on Transport”.

The then Federal Transport Minister Wolfgang Tiefensee remained truck 60 tons (compared with EUR Combi ) after the BASt study highly skeptical set

The data collected by the end of 2007 in limited or expiring large-scale tests on the EuroCombi were evaluated by the University of Hanover by the end of August and made available to the German Transport Ministers' Conference (VK). On October 10, 2007, the majority of the German UK voted against “general approval” for the EuroCombi . Fifteen federal states were against a general admission, one abstained. Ten federal states also spoke out in favor of properly completing the field tests that had begun and not starting any new tests, while six were in favor of field tests with trucks up to 25.25 meters long. North Rhine-Westphalia tested eleven EuroCombis , some of them until the end of 2008, although the state transport ministers' conference decided in October 2007 not to allow any more tests. In Thuringia , despite opposition from the SPD parliamentary group, three EuroCombis have been driving on a test route in regional freight traffic since February 14, 2008 ; the trial was limited to the end of 2009.

A study by the Technical University of Wildau and the Technical University of Berlin came to the conclusion that once the mega-trucks were approved, not less, but significantly more truck traffic would flow on Germany's roads. The reason for this is a significant reduction in freight costs, so that “more than eight million tonne-kilometers of freight would be shifted from rail to road”.

The Pro-Rail Alliance criticized following the admission of LHVs, among other possible risks for traffic. Some of them are also listed in the final report of the Federal Highway Research Institute . Accordingly, gigaliners mean a higher fire load, for which tunnels are not designed. The emergency stop bays in tunnels are too short for gigaliners, around two meters of the vehicle still extend into the lane. Furthermore, safety concerns for cyclists and pedestrians are cited, and technically secured level crossings are not designed for longer trucks.

See also

• History of the commercial vehicle industry

Individual evidence

1. ↑ The "Long Trucks" working group begins its work . bmvbs.de
2. ↑ Transport ministers clear the way for long trucks. (EuroCombi) In: verkehrsrundschau.de , October 6, 2011.
3. ↑ EU Directive 96/53 / EC for longer commercial vehicles (PDF; 1.1 MB)
4. ↑ Film: "Long truck" demonstration by the VDA (April 2011)
5. ↑ The Giga-Brummis . Infographic. (PDF; 368 kB) Pros and Cons
6. ↑ Names and explanations for the various terms Eurocombi at www.verkehrsrundschau.de
7. ↑ Questions and Answers about Gigaliners: A Long Piece on Germany's Streets | tagesschau.de
8. ↑ Duden | Gigaliner | Spelling, meaning, definition, synonyms, origin
9. ↑ Dr. Peter Ramsauer in an interview with Bild am Sonntag on February 20, 2011
10. ↑ Directive 96/53 / EC (PDF) of July 25, 1996.
11. ↑ Giant truck on the way taz from January 20, 2010.
12. ↑ BASt final report 2016 on long trucks, i.e. EuroCombi
13. ↑ Details on regular operation of long trucks. In: Verkehrsrundschau. December 1, 2016.
14. ↑ Logistics Inside: New vehicle concepts: Not a taboo with Giga-Liner & Co.
15. ↑ Premium for 32 meters långa lastbilar
16. ^ The Swedish station wagon : 90 tons, 30 meters.
17. ↑ Film on YouTube from EuroCombi in Sweden (ETT - En Trave Till)
18. ↑ First Danish EuroCombi with a special permit from Denmark to Germany. ( Memento from February 3, 2010 in the Internet Archive ) at: Nutzfahrzeuge.krone.de , December 2009.
19. ^ Freight on Rail "Freight on Rail, a partnership between the rail trade unions, the rail freight industry and Campaign for Better Transport", accessed on September 18, 2013.
20. ↑ Verkehrsrundschau . No. 7, 1999.
21. ↑ DPD uses EcoCombi.
22. ↑ In the Netherlands, 25-meter trucks are generally permitted. In: VerkehrsRundschau . May 20, 2011.
23. ^ Film contribution to the EuroComi in the Netherlands
24. ↑ From June 1, 2008 it is allowed to drive a so-called EuroCombi (modulvogntog) on ​​certain road sections in Norway. ( Memento from July 13, 2012 in the web archive archive.today )
25. ↑ Verkehrsrundschau. February 22, 2008, p. 14.
26. ^ Professional driver newspaper. No. 7-2009
27. ↑ 25-meter truck: test run in France is delayed. In: Verkehrsrundschau. June 16, 2009.
28. ↑ From April 2010 a "trial" with EuroCombi in France scheduled for 3 years
29. ↑ Study warns against approval of giant trucks. In: Verkehrsrundschau. November 26, 2008.
30. ↑ EU wants to smuggle giant trucks through Switzerland. ( Memento from July 1, 2012 in the web archive archive.today ) In: Basler Zeitung online. January 14, 2009.
31. ↑ Spain-allowed-gigalinerao-40-ton limit ( memento from January 3, 2017 in the Internet Archive ) No Mega Trucks from January 7, 2016.
32. ↑ § Annex to the regulation on exemptions from road traffic regulations for vehicles and vehicle combinations with excess length (LKWÜberlStVAusnV), last amended by Article 1 of the regulation BAnz AT 03.09.2014 V1
33. ↑ Luxemburger Wort : Germany allows gigaliners, François Bausch: Verkehrstechnischer Unsinn , January 3, 2017; The standard : "Giant trucks should generally be allowed from 2017" ( Memento from November 19, 2016 in the Internet Archive ) November 18, 2016.
34. ↑ Eighth amending regulation for long trucks came into force on December 29, 2017 with an expanded route network. In: press release. DSLV - Bundesverband Spedition und Logistik e. V., accessed December 20, 2019 . 
35. ↑ Turning assistant is mandatory for long trucks. In: press release. Federal Ministry of Transport and Digital Infrastructure, October 2, 2019, accessed on December 20, 2019 . 
36. ↑ Hamburg does not want to let the XXL trucks roll . In: Die Welt , October 8, 2010.
37. ↑ Schleswig-Holstein: Field trial with Eurocombi started. In: Verkehrsrundschau. February 5, 2010.
38. ↑ Two countries are suing giant trucks. Zeit Online , September 3, 2012.
39. ↑ Gigaliner is allowed to drive in Mecklenburg-Western Pomerania.
40. ↑ Tiefensee wants to stop Eurocombi tests. In: Verkehrsrundschau. August 28, 2009.
41. ↑ Eurocombis are allowed to continue rolling through Mecklenburg-Western Pomerania. In: Verkehrsrundschau. December 21, 2009.
42. ↑ Transport: Braker LIT is testing gigaliners in Bremen . nwzonline.de
43. ↑ Bode pushes for a nationwide gigaliner project. In: Verkehrsrundschau. January 26, 2010.
44. ^ Ramsauer: Planning for gigaliner trial started. In: Verkehrsrundschau. January 28, 2010.
45. ↑ TÜV assesses Gigaliners as roadworthy. on: rp-online , February 12, 2011.
46. ↑ A-Trains of the forwarding company Wim Bosman
47. ↑ Interview with the IHK President: "We need giant trucks". ( Memento from May 6, 2010 in the Internet Archive ) on: rp-online.de , May 3, 2010.
48. ↑ Gigaliner for small rounds in the yard (RP of August 26, 2014, print version page C4)
49. ↑ Gregor Mayntz : From today gigaliners can also drive in North Rhine-Westphalia. In: rp-online.de. July 22, 2015, accessed July 22, 2015 . 
50. ↑ No complaints about the 25 meter truck: model phase ended. In: Verkehrsrundschau. October 1, 2008.
51. ↑ Gigaliners in Baden-Württemberg - giant trucks are allowed on the road. In: swr.de. July 22, 2015, accessed July 22, 2015 . 
52. ↑ Economy: Ramsauer wants to test Gigaliner - Newsticker - sueddeutsche.de ( Memento from October 29, 2014 in the Internet Archive )
53. ^ Ministry on January 7, 2009 for the extension of the exemption.
54. ↑ Verkehrsrundschau. No. 36, September 4, 2009, p. 14.
55. ↑ Eurocombi tests are running out. In: Verkehrsrundschau. December 21, 2009.
56. ↑ Effects of new vehicle concepts - final report. ( Memento of May 8, 2013 in the Internet Archive ) (PDF) BASt
57. ↑ Statement of the Federal Association of German Wholesale and Foreign Trade (BGA)
58. ^ Federal Highway Research Institute : Effects of new vehicle concepts on the infrastructure of the federal trunk road network. (PDF; 4.92 MB)
59. ↑ EU ministers brake 25-meter trucks until July 2009. In: Verkehrsrundschau. November 30, 2007.
60. ↑ NOZ of January 22, 2009.
61. ↑ 60-tonne truck, EU Commission remains open. In: Verkehrsrundschau. January 16, 2009.
62. ↑ Verkehrsrundschau. No. 6, February 12, 2010, pp. 16, 17.
63. ↑ Eurocombis no violation of EU law. In: Verkehrsrundschau. May 3, 2010.
64. ↑ Working group "Long trucks". In: Verkehrsrundschau. July 22, 2010.
65. ↑ Barroso wants to comply with EU law with EuroCombi traffic. In: Verkehrsrundschau. August 31, 2012.
66. ↑ Critical film about the Euro Combi
67. ↑ EU-wide action alliance NO MEGA TRUCKS
68. ↑ Study by the Fraunhofer Institute for Systems and Innovation Research (ISI) and European research partners : Megatrucks are not an instrument for climate protection
69. ↑ ab: ADAC: Field test with long trucks must be restricted. The ADAC sees, among other things, dangers in town through traffic, roundabouts, level crossings and turning maneuvers at intersections and traffic lights. In: verkehrsrundschau.de. July 23, 2010, accessed May 8, 2014 . 
70. ↑ Gigaliners in North Rhine-Westphalia
71. ↑ BASt study: 60-ton trucks burden the infrastructure. on: verkehrsrundschau.de , January 8, 2007.
72. ↑ Position paper. (PDF) ADAC
73. ↑ DB sees CT at risk. In: Verkehrsrundschau. September 20, 2006.
74. ↑ Investigation by Fraunhofer ISI and K + P Transport Consultants for CER
75. ↑ VDA statement on March 1, 2007 on the BASt study.
76. ↑ Thuringia extends pilot test for EuroCombi. In: Verkehrsrundschau. March 2, 2007 (to the BASt study)
77. ^ Short report of the Frankfurter Rundschau from October 10, 2007.
78. ^ Report of the Transport Ministers' Conference (VR) in the Verkehrsrundschau
79. ↑ NRW is testing eleven Eurokombi by the end of June. In: Verkehrsrundschau.
80. ↑ Gigaliner use in Thuringia. In: Verkehrsrundschau. January 7, 2009.
81. ↑ Even more traffic - experts warn of giant trucks , Deutschlandfunk from August 24, 2015.
82. ↑ Overview Gigaliners: Dangerous, harmful to the environment, expensive for taxpayers . In: Alliance pro rail . ( allianz-pro-schiene.de [accessed on January 20, 2017]).