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IFEU Heidelberg

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the same life-time performance as assumed above, this would result in 59 GJ primary energy savings, a similar figure as calculated above. In reality, the energy savings will be lower, because “… the maximum benefit of increased payload efficiency is not real- ized for loads that occupy the maximum volumetric capacity of the vehicle unless the maximum allowable weight is reached. Given that a significant portion of freight trans- ported by heavy trucks is volume-limited … estimates of the benefits of reduced tare weight need to reflect this reality” ([FCVT 2000]). The total energy savings including en- ergy savings by a higher payload will only be significantly higher than direct energy sav- ings, if the truck drives a high share of the life-time performance with a full load. If we assume 10 % weight limited transport and 90 % volume limited transport, life-time en- ergy savings for our example will be around 25 GJ as opposed to 20 GJ for volume limited transport only.

Volume limited

Weight limited trans-

Life-time primary energy savings

transport 20 GJ

port 76 GJ

Tab. 16: Life-time energy savings of volume and weight limited transport with articulated trucks

Share of vehicle-km

Life-time primary energy savings

Source: IFEU 2002 from various sources

90 %

IFEU 2003

25 GJ

10 %

Energy savings by light-weighting

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