DELIVERABLE REPORT DELIVERABLE N 0 : D1.2 DISSEMINATION LEVEL: PUBLIC TITLE: REPORT ON DEFINED KEY PERFORMANCE INDICATORS (KPI) DATE: 31/08/2014 VERSION: FINAL AUTHOR(S): SERGIO BARBARINO [PROCTER & GAMBLE] ADITHYA HARIRAM [PROCTER & GAMBLE | CZECH TECHNICAL UNIVERSITY], REVIEWED BY: MARC BILLIET [INTERNATIONAL ROADTRANSPORT UNION] JAN KYNCL [CZECH TECHNICAL UNIVERSITY IN PRAGUE] MAXIMO MARTINEZAVILA [PROCTER & GAMBLE] APPROVED BY: COORDINATOR – MARCUS ELMER [VOLVO] GRANT AGREEMENT N 0 : 605170 PROJECT TYPE: THEME 7 TRANSPORT – SST GC.SST.2012.1-5: INTEGRATION AND OPTIMISATION OF RANGE EXTENDERS ON ELECTRIC VEHICLES PROJECT ACRONYM: TRANSFORMERS PROJECT TITLE: CONFIGURABLE AND ADAPTABLE TRUCKS AND TRAILERS FOR OPTIMAL TRANSPORT EFFICIENCY PROJECT START DATE: 01/09/2013 PROJECT WEBSITE: WWW.TRANSFORMERS-PROJECT.EU COORDINATION: VOLVO (SE) PROJECT MANAGEMENT: UNIRESEARCH (NL)
32
Embed
TITLE: REPORT ON DEFINED KEY PERFORMANCE INDICATORS (KPI) deliverables... · deliverable report deliverable n0: d1.2 dissemination level: public title: report on defined key performance
This document is posted to help you gain knowledge. Please leave a comment to let me know what you think about it! Share it to your friends and learn new things together.
Transcript
DELIVERABLE REPORT
DELIVERABLE N0: D1.2
DISSEMINATION LEVEL: PUBLIC
TITLE: REPORT ON DEFINED KEY PERFORMANCE INDICATORS (KPI)
DATE: 31/08/2014
VERSION: FINAL
AUTHOR(S): SERGIO BARBARINO
[PROCTER & GAMBLE]
ADITHYA HARIRAM
[PROCTER & GAMBLE | CZECH TECHNICAL UNIVERSITY],
REVIEWED BY: MARC BILLIET [INTERNATIONAL ROADTRANSPORT UNION]
JAN KYNCL [CZECH TECHNICAL UNIVERSITY IN PRAGUE]
MAXIMO MARTINEZAVILA [PROCTER & GAMBLE]
APPROVED BY: COORDINATOR – MARCUS ELMER [VOLVO]
GRANT AGREEMENT N0: 605170
PROJECT TYPE: THEME 7 TRANSPORT – SST GC.SST.2012.1-5: INTEGRATION AND
OPTIMISATION OF RANGE EXTENDERS ON ELECTRIC VEHICLES
PROJECT ACRONYM: TRANSFORMERS
PROJECT TITLE: CONFIGURABLE AND ADAPTABLE TRUCKS AND TRAILERS FOR
OPTIMAL TRANSPORT EFFICIENCY
PROJECT START DATE: 01/09/2013
PROJECT WEBSITE: WWW.TRANSFORMERS-PROJECT.EU
COORDINATION: VOLVO (SE)
PROJECT MANAGEMENT: UNIRESEARCH (NL)
Public
605170 – D.1.2 – REPORT ON DEFINED KEY PERFORMANCE INDICATORS 2 / 32
Executive summary
This report presents the Key Performance Indicator’s (KPIs) that have been defined for evaluating and
comparing the operational parameters of a truck-(semi)trailer configuration. These indicators could link
the topline metric to business outcomes through environmental benefits, societal benefits, transport
efficiency, resource efficiency, capacity optimization and closes the loop back to the frontline. The model
used to identify KPIs is illustrated in Figure 1.
Figure 1: KPI Identification Model
Keeping the identification model in mind; the ‘End User’ KPIs were identified. They are different since
they do not dive into evaluating the articulated vehicle combination from a purely technical standpoint,
but rather they are based on evaluating the vehicle on parameters that affect and matter to business
which operate and use these vehicles. Figure 2 shows the KPI Area’s identified. By studying the
performance of the new truck-(semi)trailer configuration, against the existing state-of-the-art truck-
(semi)trailer configuration would be constructive for the successful market acceptance of the proposed
alternative.
Figure 2: Key Performance Area
Public
605170 – D.1.2 – REPORT ON DEFINED KEY PERFORMANCE INDICATORS 3 / 32
The identified end user key performance indicators have been shown in the Figure 1, these performance
indicators have been split horizontally into two sections according to the main beneficiary from the
transport value chain for whom the performance parameter matters and vertically into six pillars as per
the functionality.
It was evident that some of the parameters were qualitative and some difficult to measure within the
scope of TransFormers due to paucity of time and technological maturity. Therefore it was decided to
split the KPIs into those which will be measured during the project (more concrete measurements
formulas provided in tables below). Those which belong to a “Soft” section are mentioned as relevant
to end users in general, but will not be tested nor measured during the project lifespan and as such will
only be explained briefly in the tables.
Public
605170 – D.1.2 – REPORT ON DEFINED KEY PERFORMANCE INDICATORS 9 / 32
3.1 Transport Efficiency
Transport efficiency relates to parameters that directly and indirectly impact the flow of goods in the
supply chain. The KPIs falling under transport efficiency has been defined as follows:
1 – TRANSPORT EFFICIENCY 1.1 - AERODYNAMIC EFFICIENCY
KPI Type Measurable
Measurement Unit
Interlinked to
Description
Aerodynamic improvements for a complete vehicle (tractor-trailer) could
help reach fuel savings compared to a standard tractor-trailer combination.
This has the following additional effects:
Better fuel efficiency,
Less cost per kilometer (fuel efficiency),
Fewer average stops per route at same tank size,
Shorter delivery time because of less refueling stops (logistic
efficiency),
Less CO2 & NOx emission (environmental efficiency) and
Possible spray reduction (safety efficiency).
The contribution of adding aero devices is commonly measured by
measuring fuel consumption in a controlled test setup and repeating the test
with and without the aero component added to the vehicle. For a more
general use of the findings, the fuel consumption reduction measured in the
test needs to be translated to a potential difference in drag coefficient. This
translation is dependent on test setup and brand, and is described in further
detail in D4.1. Percentage in fuel savings (∆FC – fuel consumption difference) compared to
standard vehicle
ηaero =∆FCachived
∆FCpredicted
∆FCachived =FCaero − FCstandard
FCstandard
Drag force in a trailer is calculated as:
FD =1
2 ρ U∞
2 CD(ψ∞)A
Here: FD − Drag force ρ − Density of Air U∞ − Spped of the vehicle relative to the surrounding ψ∞ − Yaw − angle of the surrounding air relative to the vehicle motion CD(ψ∞) − Drag coefficient as a function of yaw − angle A − Projected frontal area of the vehicle
FD(Reduction) =FD(high)
FD(low)
The drag force is proportional to the frontal area. But this is only right if the
drag coefficient stays the same. Typically the drag coefficient is calculated
with this formula by measuring the drag force in a wind tunnel test or getting
it by numerical simulation.
Potential for fuel tank reduction with maintained vehicle range = the
measured fuel savings of the HoD trailer (in l/km), can also be evaluated.
Impact on fuel consumption can also be illustrated on a couple of graphs
with vehicle speed [km/h] on x-axis and fuel consumption (absolute in one
graph and relative saving in another), different curves for reference and with different alternatives for aerodynamic solutions. Quantity and unit on y-axis
can be the same as is used elsewhere for fuel consumption
Proposed
Formula
Public
605170 – D.1.2 – REPORT ON DEFINED KEY PERFORMANCE INDICATORS 10 / 32
Proposed
Presentation
Impact on fuel consumption can also be illustrated on a couple of graphs
with vehicle speed [km/h] on x-axis and fuel consumption (absolute in one
graph and relative saving in another), different curves for reference and with
different alternatives for aerodynamic solutions. Quantity and unit on y-axis
can be the same as is used elsewhere for fuel consumption
Speed Vehicle
Fill Axle
Weight Internal Vehicle Friction
Rolling Friction
Combination Aerodynamic Resistance
10
30
60
80
100
1 – TRANSPORT EFFICIENCY 1.2 FUEL PERFORMANCE
KPI Type Measurable
Measurement Unit kilowatt.hours; liters/tonne.km and percentage change.
Interlinked to
Description
There are two key areas that fall under this category:
A. Efficiency of the Hybrid System
The main technological innovation of the TransFormers project is the
distributed Hybrid-on-Demand (HoD) driveline. As a measure of how well
the HoD system is utilized, we can study the performance of such a system
using the Energy Recycling Index.
B. Fuel Consumption The fuel consumption measurement would be defined in liters/tonne∙km.
The factors mentioned below contribute to the performance difference and
it would be useful if a combination of the scenarios mentioned below could
be evaluated.
Topography Transport
mission
Traffic
conditions Climate
Driving
Habits
Load
Profile
Load
density
Batte
ry Speed
Flat Distribution Free-flow Hot and
Dry Aggressive
Fully Loaded
(by
weight)
High New
Cruising
Speed –
90kmph
Predominantly flat
Regional Medium Humid Normal
Partly
Loaded Low Old
Slow speed
15 kmph
Hilly
Very Hilly
Demanding
Long Haul Congested Ideal Technical Empty Optimal
Average
speed 60
kmph
Stop and go Snow Average speed 45
kmph
Yaw Angle
Aero
dynam
ic
Dra
g C
o-e
ffic
ient
= Standard Combination
= Transformers Combination
Tractor-trailer Separation A
ero
dynam
ic
Dra
g
Public
605170 – D.1.2 – REPORT ON DEFINED KEY PERFORMANCE INDICATORS 11 / 32
Example - The load is the specific load of the vehicle, the topography can
be from flat to hilly or mountainous, the traffic situation contains any
constraints from traffic jam to construction work, the climatic conditions
from cold to hot and dry to humid etc.
Gradient could be measured as maximum power, or highest possible
gradient [%] that the vehicle can climb without losing speed on highest
gear, starting from 90 km/h.
It would of course be ideal to deliver results on all of these conditions,
probably not in the scope of the project due to time and capacity
constraints. Hence, after the testing phase it is necessary to specify the
performance for the cases we actually tested. It will also be useful to see
the fuel saving possibilities linked to cabin comfort during taxing.
A. Efficiency of the Hybrid System
As a measure of how well the HoD system is utilized, we define the Energy
Recycling Index described in formulation. The index gives an indication as
for how much the hybrid system is put to use. The value is always within
0 to 1, or 0 to 100%, and a higher value indicates that more of the energy
consumed for a certain transport mission came from the batteries and
therefor from the source of energy that was recuperated during
605170 – D.1.2 – REPORT ON DEFINED KEY PERFORMANCE INDICATORS 23 / 32
Description
Loading and unloading performance is determined by the time which is
needed to load or unload the trailer at the dock. It is not only a trailer related
topic, but a logistic topic.
Better loading and unloading performance results in shorter standing times at the docks ⇒ less waiting time and perhaps less trailers needed for the same
amount of goods which in turn results in less turnarounds. End users could
benefit by faster loading and unloading cycles as well, since the time for the
movement of goods out of the trailer from the docks to the warehouse could
be shortened.
Proposed
Formula
Time reduction for (un)loading process
Conversion from time to efficiency Loading of cargo not influenced by double stock or movable roof systems.
Time to set double stock calculated and planned
Possible Risk Break down of components
Damage caused by docking (rear door)
4 – LOADING PARAMETERS 4.3 – (UN)LOADING SAFETY
KPI Type Soft
Measurement Unit (n)ok
Interlinked to 5
Description
A higher safety during (un)loading leads to less accidents at docks, fewer
accidents, less downtimes at docks, etc. Health and safety aspects have to
be fulfilled like today. Accident prevention regulation has to be considered. It
is essential that movable parts are always secured when operators are busy
(un)loading
Proposed
Formula Qualitative measure
Possible Risk Secure fails due to damage
No maintenance done
4 – LOADING PARAMETERS 4.4 – COMPONENT SAFETY DURING
(UN)LOADING KPI Type Soft
Measurement Unit
Interlinked to 3.5
Description
It is essential that the cubical feature of the trailer is maintained such that it
does not interfere with the normal operations of loading and unloading, and
that there is no scope for damage of components during such operation.
However due to design constraints if an optimization component happens to
be within the trailer, it is necessary to understand where it is placed and
how it interferes with the efficiency of loading and unloading. Also how
prone it is when hit by a forklift by accident and what does it mean to a
trailer operation.
Proposed
Formula Qualitative measure - CE approval
Possible Risk Damage by forklift
Cargo not secured on pallet
4 – LOADING PARAMETERS 4.5 – LOAD SECURING
KPI Type Soft
Measurement Unit
Interlinked to
Public
605170 – D.1.2 – REPORT ON DEFINED KEY PERFORMANCE INDICATORS 24 / 32
Description
Securing of the goods during the transport with a trailer results in lower
damages of the goods result in higher transport efficiency, thus contributing
to end users perfect order metrics. The load securing must be possible
according existing standards and EU guidelines.
Proposed
Formula
The standards adopted are -
VSI 2700 ff
EN 12195
EN 12642 EN12642 XL
3.5 Safety
As highlighted in Deliverable 1.1, improved safety leads to improved productivity and employee
wellbeing, as accidents cause injury and emotional distress, which cannot be measured financially,
accidents affect the bottom line of transport operators as well; emotional argumentation is likely to be
persuasive. Customers know that the occurrence of just one accident will have a serious effect on lives,
business and reputation. Thus, it just makes good sense to minimize the risk. Safety features included
in a vehicle can be classified into two broad categories:
1. Reduce risk of having an accident (Active safety)
2. Minimize consequence of an accident (Passive safety)
Studies show that safety is very important to many operators, particularly in countries where accidents
are common, or where social responsibility and/or image and reputation are highly regarded. As a
general rule the safety and limitations can be connected to the vehicle uptime. Possible key evaluation
in this area is:
5 – SAFETY 5.1 – ACCELERATION, RETARDATION AND
COMPLETE STOP PERFORMANCE KPI Type Measureable
Measurement Unit meters/second2
Interlinked to
Description
The HoD-trailer is able to help the tractor-trailer combination during
acceleration, by providing tractive torque to one of the trailer axles. For
equal acceleration performance (compared to standard tractor/trailer)
this will relieve the tractor from (peak) power request. This will reduce
the fuel consumption and emission of the engine, due to a more average
power request. For steady-state operation (zero acceleration) the HoD
trailer may also assist with additional tractive power, for example during
hill-climbs. This will also relieve to the tractor ICE from power requests.
For retardation and complete stop, the electric motor in the HoD-trailer
will be operated in “regeneration” mode, meaning that power is
transferred to and collected in the battery. The braking performance is
not affected due to the use of a brake-blending capable intelligent brake
system on the trailer. Acceleration, retardation and complete stop performance should be at least
state of the art (tests not part of the project) fulfilling all the necessary legal
requirements.
Proposed
Formula
𝑣 = 𝑎 × 𝑡
𝑣 = 𝑠𝑝𝑒𝑒𝑑
𝑎 = 𝑎𝑐𝑐𝑒𝑙𝑒𝑟𝑎𝑡𝑖𝑜𝑛
𝑡 = 𝑡𝑖𝑚𝑒
Public
605170 – D.1.2 – REPORT ON DEFINED KEY PERFORMANCE INDICATORS 25 / 32
Possible Risk
There is no risk with regard to safety. If the HoD trailer cannot provide
adequate tractive or braking torque due to battery status (because of
excessive power demands or because the battery is (running towards)
empty or full), then the tractor-trailer combination resembles a “normal”
(conventional) combination, with corresponding conventional (drive &
brake) performance.
Possible risk relates to gearbox/ICE control. If additional (positive or
negative) torque is coming from HoD trailer, the gearbox may think it is
driving down or up a hill, and may choose a wrong gear. Especially when
releasing or applying HoD power suddenly this may result in unexpected
behavior. In worst case, the engine may stall, however the risk is
considered to be negligible.
5 – SAFETY 5.2 – BREAKDOWN OF CONTROL SYSTEM
KPI Type Soft
Measurement Unit
Interlinked to 3.5
5 – SAFETY 5.3 – TRAILER COMPONENT SECURITY
KPI Type Soft
Measurement Unit
Interlinked to
Description
How is high value components protected? This has to be considered in the
design. Some basic measures would be to secure the battery compartment
with lock and keys and alarm enabled inside the cabin to alert the sleeping
driver.
Proposed
Formula Qualitative Parameter
5 – SAFETY 5.4 – POWER SYSTEM LOADING AND
UNLOADING KPI Type Soft
Measurement Unit
Interlinked to
Description
If lithium ion batteries are chosen they may have to be replaced, if VRLA
batteries have been chosen they may have to be maintained. How will the
trailer be designed to ensure safer loading and unloading of the heavy
battery? Similarly the question can be raised for the power converters,
electrical motor/generator set and the dynamic system that controls the
moving parts.
Proposed
Formula Qualitative Measurement
5 – SAFETY 5.5 – COMPONENT OVERHEATING
KPI Type Soft
Measurement Unit
Interlinked to
Public
605170 – D.1.2 – REPORT ON DEFINED KEY PERFORMANCE INDICATORS 26 / 32
Description
System design has to make sure that the heat won´t affect the cargo
Temperature sensor to detect actual temperature during testing to derive
possible future measures if necessary
Component can be covered with heat shields if necessary.
Proposed
Formula Qualitative Measure
5 – SAFETY 5.6 – ELECTRIC SHOCK AND SPARK HAZARD
KPI Type Soft
Measurement Unit
Interlinked to
Description
This is a design parameter on what are the risks untrained personnel face
while dealing with the electrical components in the trailer during routine
checkup, repair and maintenance.
Proposed
Formula ISO/TC 22 Road vehicles
5 – SAFETY 5.7 – BATTERY HEAT AND GAS EMISSIONS VS.
TRAILER AMBIENCE KPI Type Measurable
Measurement Unit Internal Temperature
Interlinked to
Description
Transport vehicles today have their engine and emission away from the
goods. With a trailer design that includes an auxiliary drive and a power
system close to the shipment, it is essential to understand what impact such
a design would have?
Proposed
Formula
Heat – Quantitative
Gas Emission – Qualitative
3.6 Driver Comfort
Attracting and keeping good drivers requires more than just a reliable and comfortable truck. It is also
about management, culture, working conditions, and remuneration. Finding, keeping and looking after
the best drivers are key challenges for most long haul operators.
Drivers affect the profitability of a business in three ways.
1. Driver performance: A good driver performs more efficiently than an average one.
2. Occupational Health & Safety (OH&S): Costs related to sick days and workplace adjustments.
3. Driver turnover: Costs related to training and recruitment and lost income when trucks are idle.
Studies show that the combination of good performing drivers, low driver turnover and minimal OH&S
issues can significantly boost an operator's business. If HoDd could offer the world's best driving
experience, it will greatly boost transport operators profile to attract and retain the best drivers.
Keeping the above factors in mind, driver comfort is important for both end-users and transport service
providers. The following performance metrics have been identified when it comes to evaluating their
comfort with respect to tractor-trailer configuration:
Public
605170 – D.1.2 – REPORT ON DEFINED KEY PERFORMANCE INDICATORS 27 / 32
6 – DRIVER COMFORT 6.1 – CABIN COMFORT
KPI Type Soft
Measurement Unit
Interlinked to 1.3
Description
For long haul transportation the cabin comfort is very important soft fact
for the driver. The cabin comfort can also be divided into working comfort
and resting comfort. The resting comfort is of high importance for mainly
long haul applications, while the working comfort is of equal importance
regardless of long haul or regional distribution missions. If we are to
recommend the Transformers solution for different transport scenarios, we
should emphasize that working comfort should not be compromised in any
case, but the need for resting comfort is different depending on task.
It is also important to mention that the resting comfort is only relevant at
standstills, while the working comfort is relevant also when the truck is in
motion. This means that adaptable solutions should focus on working
comfort while in motion, and resting comfort during standstills.
Factors that will influence the individual comfort in the cabin are the
available space, area to rest and standing height for the driver.
Proposed
Formula
Qualitative Measure
As for the climate comfort, it will not be tested in this project, and we
think it would be rather difficult to do any meaningful simulations. It
would be possible however to write a few lines explaining why the
impact on climate comfort for case A will be minimal, close to none.
For case B together with a power connection, it is likely that a future
truck will have more electrified climate function
6 – DRIVER COMFORT 6.2 – DRIVING EASE
KPI Type Soft
Measurement Unit
Interlinked to 6.1
Description
Existing driver assistance systems (like telematic functions or the
automated gear shift) that provide the driver with helpful support to make
his/her working environment more comfortable. They also help large fleet
operators monitor driving habits and possibly help customize insurance
costs linked to driving habits.
Now, in Transformers with adaptable aerodynamic features, auxiliary drive
power from the trailer, the experience of driving would be completely
different than the present state of the art road transport system. Will
controlling all these additional systems add stress to the driver or will these
systems adapt itself automatically once the vehicle is set in motion?
The Transformers solution should not provide the driver with additional
work load and needs of learning new complicated ways of operating and
driving the vehicle, but rather a seamless, integrated solution
Proposed
Formula Qualitative Measure
6 – DRIVER COMFORT 6.4 – EMERGENCY REPAIRS
KPI Type Soft
Measurement Unit
Interlinked to 3
Public
605170 – D.1.2 – REPORT ON DEFINED KEY PERFORMANCE INDICATORS 28 / 32
Description
As discussed in “Vehicle Uptime” pillar, tractor-(semi)trailer systems are
systems that are subject to breakdowns and repairs. The following
performance metric deals with system complexity design to get the
vehicle up and running, in a similar fashion of that of replacing a flat tyre.
What are the additional spares does the driver need to carry? Will
important parameters of the truck be monitored by a digital screen or an
analog diagnosis needs to be done?
Proposed
Formula Qualitative Measure
6 – DRIVER COMFORT 6.5 – (UN)LOADING/DOCKING EASE
KPI Type Soft
Measurement Unit (not)ok
Interlinked to 1.4 AND 4
Description
When a trailer drops a shipment or is loaded with goods, the following
Sum: Which way is higher? Can they be compensated by incentives.
Which incentives could be considered?
Public
605170 – D.1.2 – REPORT ON DEFINED KEY PERFORMANCE INDICATORS 30 / 32
5 Epilogue
Future configurable and adaptable truck-(semi)trailers combinations need to be a viable alternative to
existing combinations that are on the market today. The new combinations need to be attractive and
efficient from an environmental, energy, operational and a logistics point of view. Furthermore, they
must comply with the needs and expectations of logistics providers and end users, with the regulations
and be able to operate on the existing road and multimodal infrastructure network. The above-
mentioned KPIs serve as a basis for further development of works leading to the creation of a
Transformers truck.
Summarizing, it is important to ensure that there will be no loss of load capacity in terms of weight or
volume as compared to a current average standard articulated combination, i.e. a compensation for the
tonne lost to batteries needs to be found. It must be designed such that there are reduced complications
during loading and unloading operations. Moreover, the reduction of 25% of fuel consumption compared
to the average standard articulated vehicle is feasible (Empty is 22l/100km, full 28 l/100km). Lastly,
the operational costs of the vehicle should not be higher than an average standard articulated
combination.
No compliance with the above-stated points may lead to a creation of an innovative solution in freight
transport which will not find its application in practice.
As next steps, there will be case scenarios chosen to further investigate the functionalities and efficiency
of the Transformers truck (Deliverable 1.3 – Report on defined Scenarios and test cases).
Public
605170 – D.1.2 – REPORT ON DEFINED KEY PERFORMANCE INDICATORS 31 / 32
6 References
TRANSFORMERS - Deliverable D1.1
Goodyear Dunlop - Driving fleet fuel efficiency: The Road to 2020, January 2012.
European Commission DG for Mobility and Transport Unit D.3 – Land transport - Road Freight Transport
Vademecum 2010 Report Market trends and structure of the road haulage sector in the EU in 2010
September 2011
Hirz, M. and Stadler, S., "A New Approach for the Reduction of Aerodynamic Drag of Long-Distance
Transportation Vehicles," SAE Int. J. Commer. Veh. 6(2):453-458, 2013, doi:10.4271/2013-01-2414.
Public
605170 – D.1.2 – REPORT ON DEFINED KEY PERFORMANCE INDICATORS 32 / 32
Acknowledgment
This project has received funding from the European Union’s Seventh Framework Programme for research; technological development and demonstration under grant agreement no 605170.
FEHRL FORUM DES LABORATOIRES NATIONAUX EUROPEENS DE RECHERCHE ROUTIERE
FHG FRAUNHOFER-GESELLSCHAFT ZUR FOERDERUNG DER ANGEWANDTEN FORSCHUNG E.V
IFSTTAR INSTITUT FRANCAIS DES SCIENCES ET TECHNOLOGIES DES TRANSPORTS, DE
L'AMENAGEMENT ET DES RESEAUX
IRU IRU PROJECTS ASBL
P&G PROCTER & GAMBLE SERVICES COMPANY NV
SCB SCHMITZ CARGOBULL AG
TNO NEDERLANDSE ORGANISATIE VOOR TOEGEPAST NATUURWETENSCHAPPELIJK ONDERZOEK
UNR UNIRESEARCH BV
VEG VAN ECK BEESD BV
VIF KOMPETENZZENTRUM - DAS VIRTUELLE FAHRZEUG, FORSCHUNGSGESELLSCHAFT MBH
DISCLAIMER
The FP7 project has been made possible by a financial contribution by the European Commission under Framework Programme 7. The Publication as provided reflects only the authors’ view. Every effort has been made to ensure complete and accurate information concerning this document.
However, the author(s) and members of the consortium cannot be held legally responsible for any mistake in printing or faulty instructions. The authors and consortium members retrieve the right not to be responsible for the topicality, correctness, completeness or quality of the information provided. Liability claims regarding damage caused by the use of any information provided, including any kind of information that is incomplete or incorrect, will therefore be rejected. The information contained on this website is based on author’s experience and on information received from the project partners.