Visit the web site of the German University shown in the pamphlet and find the

course detail related to Commercial Vehicle Technology.

Read enclosed Articles. They have been collected from Challenge
Bibendum Automobile Technology Sustainable Mobility.

Resume:
On March 2nd 2010, The United Nations General Assembly proclaimed the period from
2011 to 2020 as the “Decade of Action for Road Safety” to spur national and global
efforts to halt or reverse the increasing trend in road traffic deaths and injuries around the
world.

A.

Improving road safety throughout the world is possible

In general, even though today's roads still claim far too many victims (1.3 million killed
and 50 million injured every year), there remains reason for hope.

Road safety has in fact come a long way in the past few decades in Western Europe and
Japan, well before the generalization of high-tech progress (Intelligent Transport System
-ITS, intelligent vehicles). In spite of increased traffic, the number of victims has been
cut in half. Improving road safety is entirely possible, even if it requires sustained
investment by all players, including and perhaps most importantly road users themselves.

The Moscow conference: an historical agreement

On November 19 and 20, 2009 all stakeholders – ministries, specialized agencies,

international bodies, associations and others – met in Moscow for the first Global
Ministerial Conference on Road Safety, organized by the World Health Organization
(WHO) and the Russian Ministry of Transports.

They drafted a common declaration asking the United Nations General Assembly of
March 2010 to declare a decade of action (2011–2020) for road safety and made
commitments to simple and proven solutions. Millions of lives could be saved.

On March 2, 2010, The UN General Assembly effectively proclaimed 2011–2020 the

"decade of action for road safety", endorsing the conclusions of the Moscow conference
and reminding us of the necessity of responding to the needs of all road users. The goal is
clear: stabilize and then reduce the forecast number of deaths from road accidents.

Commitments for the next ten years

The framework for road safety action was set down at the Moscow conference on road
safety. It is based on the experience acquired by several years of pilot programs and must
be a reference for all countries. It involves the following commitments:
- Create or reinforce national or regional public bodies in charge of road safety,
similar to what was done in the 1960s in most industrialized countries: the
Interministerial Road Safety Commission in France (public equivalent of the "Prévention
Routière" association), the SNRA (Swedish National Road Administration), the NHTSA
(National Highway Traffic Safety Administration) in the United States or the JARI
(Japan Automobile Research Institute). Automobile clubs and federations also have a role
to play. The experience of these countries has shown that health and education authorities
in particular must be participants: road safety is not in the domain restricted to
transportation authorities and the police

- Launch national programs with far-reaching and fixed objectives defining the roles
and responsibilities of all players: agencies and government but also industry, NGOs,
insurance companies, etc.

- Devote extra efforts to the protection of vulnerable users: pedestrians, cyclists

whether or not motorized, mass transit users, as well as children, the elderly or the
handicapped

- Organize data collection in countries where it doesn't yet exist in order to assess the
problem, its causes, actions of institutions and organizations and the results of various
actions. These data must be able to be compared between countries, presupposing among
other things, the establishment of common definitions

- Harmonize traffic regulations and safety standards of vehicles and infrastructures

(in particular road signs). Update road legislation and ensure their application in
developing nations. This will require huge investments, sometimes radical changes in the
"culture" of police forces or the justice system, and undoubtedly international aid

- Encourage organizations, companies and institutions to adopt better management

and utilization practices of professional vehicles and ensure adequate driver training

- Reinforce the efficiency of emergency rescue services, train physicians to handle

traffic accident trauma victims and equip hospitals as necessary. In this respect, the
creation of a single emergency number throughout the world, as eCall is being set up in
the European Union, will augment the rapidity of response after an accident for a
reasonable investment.

- Implement international cooperation at all scales and all levels to favor technology
transfers, and exchanges of data and know-how.

Downloads documents

• Moscow Declaration (271.70 kB)

• UN Resolution for A Decade of Action (March 2010) (127.37 kB)
B.

Designing to improve mobility

The Design contest has been an integral part of Challenge Bibendum over the past
decade. It celebrates the critical importance of both vehicle designers and engineers to the
integration of technological innovations.

With efficiency high on the agenda the time has come to design for a specific use: urban
runabouts, neighbourhood delivery vehicles, open road cars…

New powertrains, new energies and lightweight composite materials are opening up
opportunities for designers to achieve sustainable advantages and improve mobility
through design.

The evaluation criteria

A jury of international automobile experts from journalists, and engineers to designers

will have the task of judging the vehicles. The vehicles will be evaluated for the
following criteria:

• The pertinence of the new technologies.

• The way they are integrated in the vehicle.
• The emotional appeal, exterior and interior design.
• The perception of friendliness of the whole concept from a social responsibility
point of view.

C.
Lithium market could bloom as tide goes out on oil
Resume:
Lithium is not much to look at. It's a soft and light, silver-white metal known for its use in mood stabilising drugs. But the 25th most
abundant element on earth could, one day, help cure the world of its addiction to oil - as a key ingredient in batteries.

HONG KONG, June 23, 2010 (AFP) - Lithium is not much to look at. It's a soft and light, silver-white metal known for its use in
mood stabilising drugs. But the 25th most abundant element on earth could, one day, help cure the world of its addiction to oil --
as a key ingredient in batteries. US geologists last week released the results of a survey showing around a trillion dollars worth of
minerals in Afghanistan, which could make the war-ravaged state "the Saudi Arabia of lithium", according to a Pentagon memo.

But mining and technology firms have long been looking at lithium through eyes lit with dollar signs. Lithium-based batteries are
used in everything from mobile phones and laptops, to iPods and iPads, as well as military and medical hardware. They have
even made their way into the human body, powering pacemakers. But the main reason companies are betting on lithium is the
projected explosion in the number of electric and hybrid electric vehicles.

Nissan, Honda and Toyota are among car-makers now gambling that electric vehicles, with their zero tailpipe emissions, will catch
on and start to drive traditional gas-guzzlers off the road. All will need batteries. Lots of batteries. Lithium-ion rechargeable
batteries, and potentially new batteries such as lithium-air, are seen as the best option by many manufacturers over other battery
types as they are lightweight and efficient, and can hold more power.

Subbu Bettadapura, Malaysia-based associate director of energy research company Frost and Sullivan, says the battery market is
set to grow massively. The lithium-ion battery market for electric and hybrid vehicles is, he says, conservatively-estimated to be
set to grow from 2,400 units in 2008 to 1.53 million units by 2015.

"The tide is definitely going out on oil, in the long run," he told AFP. "The world's dependence on oil will decline and will be
replaced by other fuels, such as lithium-ion batteries." The US, the world's second biggest polluter after China, clearly agrees.
President Barack Obama has said he wants a million hybrid electric cars on America's roads by 2015. And, at a groundbreaking
ceremony for a new lithium-ion battery plant on Monday, Vice President Joe Biden said such factories could reduce US
dependence on foreign oil and prevent disasters like the Deepwater Horizon oil leak in the Gulf of Mexico.

"This is the beginning of a revolution in the production of energy in the country," said Biden at the ceremony for Dow Kokam's
plant in Midland, Michigan, which will make batteries for 60,000 electric vehicles a year. Japanese, Chinese and South Korean
manufacturers dominate the lithium-ion battery market, and Asia-Pacific lithium mining projects are coming thick and fast.
Australian mining firm Orocobre signed a deal in January with the raw materials arm of motor giant Toyota for a lithium project in
Argentina. This month, a South Korean consortium launched a lithium exploration joint-project with a Canadian mining firm, also in
Argentina. There are several other deals either signed or in the pipeline.

Galaxy Resources, an Australian mining and chemicals company, will soon commission the world's second largest spodumene - a
source of raw lithium - mine in Western Australia, to be processed at its plant in China. Oil may have had its day, says Anand
Seth, Galaxy's marketing chief, but it will be around for a long time yet. "Is it the end of oil? I wish!," he told AFP. "But it is not so
simple and probably not in our lifetime. "The lithium batteries for electric vehicles are very much in the nascent stage and the
infrastructure to charge these batteries needs to be developed and installed. "The next five years will be critical in establishing
such infrastructure for recharging the batteries and the technology and standardisation of batteries is also very important."

D.
The electric car becomes a reality

Resume:
Lithium and lithium-ion batteries are ideal power sources for vehicle applications due to their unique features in terms of energy
density.

The concern on global warming, the continuous increase of the oil cost, the need for efficient, sustainable transport, the call for the
introduction in the road of a large fleet of zero emission or of controlled-emission vehicles. The full electric car (EV) operates with
an electric engine, while the hybrid car (HEV) and the plug-in hybrid car (PHEV) share electric and combustion engines. All these
vehicles require a battery for powering the electric engine. Lithium and lithium-ion batteries are ideal power sources for vehicle
applications due to their unique features in terms of energy density.

What is a lithium-ion battery ?

In its most common configuration a lithium-ion battery is formed by a graphite anode and a transition metal lithium oxide LiMO₂,
e.g. lithium cobalt oxide, cathode separated by an electrolyte consisting of a solution of a lithium salt in a liquid mixture of organic
carbonates.

Lithium ions shuttle from the cathode to the anode across the electrolyte solution with a simultaneous release and acceptance of
electrons that power the external load. Lithium-ion batteries are the power sources of choice for popular portable electronics, such
as mobile phones, note books, Mp3 … and are currently produced at a rate of several billion units per year.

Can the present lithium-ion battery technology be extended

to EV and HEV markets?
Although established commercial products, lithium-ion batteries still need further improvements to meet the requirements of
emerging markets, such as those directed to the progress of sustainable road transport. The present lithium-ion battery
technology does not yet allow their penetration on those markets. Enhancement in energy density and, especially, in safety level,
as well as decrease in cost, are needed. These are not easy tasks and large investments are worldwide devoted to make them
real.

Reasons for improving energy density

The energy density is the amount of watt-hour that the battery may produce by unit weight or unit volume. Obviously, for the use
in a passenger car, the battery should be as light and as small as possible. Presently, lithium-ion batteries can offer values of
about 150 Wh/kg and 300 Wh/liter, that are still not adequate for assuring long driving range with a single charge. Therefore,
success in the EVs and HEVs markets requires new types of batteries with energy density levels four or five times higher than the
present ones.

Why lithium/sulphur?
Large improvements in energy density may be only obtained by the development of new lithium battery technologies. Among
these, the lithium/sulphur battery has a key role. This battery, in fact, provides in theory a significantly higher theoretical energy
density than that offered by common lithium-ion batteries, namely 2,500 Wh/kg versus 500 Wh/kg. This implies that with the same
weight, the lithium/sulphur battery can assure a driving range three times longer that that provided by the common lithium battery
systems

Major players are positioning themselves for the development of the lithium/sulphur battery
A number of academic and industrial laboratories have research activities on the lithium/sulphur battery. However the practical
development of this battery has so far been prevented by a series of issues involving, among others:

• sulfide dissolution at the cathode, that limits the cycle life;

• reactivity of the lithium metal anode, that induces safety hazards and
• poor electronic conductivity of the active cathode material, that reduces the low rate capability.
E.

Recent success opens the route for the practical exploitation of the
Li/S battery
Recently a new type of lithium sulfur battery has ben reported by an Italian research team at the University of Rome
Sapienza. The battery exploits a totally new chemistry involving a safe tin-carbon nanocomposite (to replace the reactive
and unrealable common lithium metal anode), a plastic-like gel-polymer membrane (to replace the unstable and
flammable common organic electrolyte solution) and a carbon/lithium sulfide composite (to replace common sulfur
cathode). This battery is intrinsically safe, offers long cycle life and provides values of energy density three to four times
higher than that offered by common lithium-ion batteries. It is expected that this new, high-energy battery may soon finds
its way to large-scale, industrial production.

For further information on the lithium/sulphur battery :

Ahn, H-J , Kim, K-W and Ahn, J-H, Lithium Sulfur Cells, Encyclopedia of Power Sources, Elsevier, 2009, 155-161

J. Hassoun & B.Scrosati, Angew. Chem. Int. Ed. (2010) 49, 2371

http://www.wiley-vch.de/vch/journals/2002/press/201010press.html

F.
Training engineers in preparation for future electric vehicles
06-14-2010 by EDF

Resume:
The development of the technologies involved in the automobiles of tomorrow, and the strong growth expected in the short term of
the electric and rechargeable hybrid vehicle market mean training today to ensure a corps of qualified professionals and
specialists.

Public authorities in France are expecting to have 2 million electric and rechargeable hybrid vehicles on roads by 2020. To
achieve this ambitious objective, and face up to the specific challenges related to electric vehicles (fine-tuning of onboard energy
and vehicle design ; management of energy demand on the grid ; developing Lithium-ion batteries ; recharging infrastructure
issues), qualified engineers and technicians must be at the ready. In France, two Masters programs will open their doors to
graduates of engineering schools in the fall of 2010. The objective ? To promote and attract young graduates to vocations
specifically associated with electric vehicles.

The first is the Master of “Electric Vehicle Engineering”. It is accredited by four schools of engineering of the PariTech campus :
Arts et Métiers (ENSAM), the École Supérieure de Techniques Avancées (ENSTA), and the École des Mines and the École des
Ponts who have already been furnishing young graduates to the automobile industry for some time.
Students will chose from two options : a Masters in energy management of electric vehicles, or a Masters in design and
conception of new vehicles. Major car manufacturers and energy companies, such as Renault, and EDF, are involved in these
study programs, both recognized by the French Commission de la Conférence des Grandes Ecoles. The areas of study are also
receiving support from various professional automobile associations (the Société des Ingénieurs de l’Automobile, the Association
Régionale de l’Industrie Automobile…).

As to the second, the Master of “Sustainable Transport and Vehicles” was created by the ENS Cachan, Centrale Paris, the
SUPELEC and the IFP School. It is accredited by the French Ministry of Research and Higher Education. Students will receive
specialized instruction in the area of “automotive electrification and propulsion”.

In Germany on May 3rd, Angela Merkel launched the “National Platform for Electric-mobility”. The government estimates that
25,000 engineers will be needed to appropriately manage the shift toward electric vehicles. To remedy the situation, one of the
seven platform work groups is dedicated to addressing the training needs of budding engineers. And finally, in August of 2009,
Barack Obama enacted the American Recovery and Reinvestment Act, a package of measures totaling nearly 40 million dollars
for the development of training and awareness programs pertaining to electric vehicles in high schools, colleges, and universities
throughout America
What to teach?
The automobile in some form or another, probably reduced in size from its present dropsical condition, will
be with us for a long time. So, what to teach the rising generation about it?

(1) That we don't really know how to build motor cars.

(2) That engineering is not a science, but an art supported by the sciences.

As an illustration: How many times have we been annoyed when a man who obviously does not
understand what he is doing, yet turns out designs which work, frequently better than our own?
Simply because, without accurate knowledge, he yet has a “feeling'' for his job. Example:
a. O. E. Hunt and the Allison connecting rod.
b. Royce's accurate description of detonation in 19l3! Twenty-seven years before
first pictures were taken.
(3) That we know less about what goes on in and under a motorcar than we did 25 years ago. We used
to be able to run without floorboards, fenders and hoods and actually see what was happening. For
25 years we have been forced to speculate or use Instruments. Development of new test methods
and instrumentation is in its infancy.
(4) The automobile has been the product of some reasonably intelligent mechanics and practical
engineers, and has corresponding qualities and defects.
(5) It is up to the rising generation to detect what has been wrong with our ideas. They must avoid the
two extremes of making the thing a road locomotive as we did in our heyday, or making it an
overgrown opportunity for vulgar display, as is done today.
(6) As an ancient container it must have a powerplant of minimum size and weight, for the
performance required, and must be economical to operate. The days of 12-15 mpg cannot go on
forever.
(7) The application of the sciences to engineering techniques must help and not hinder them.
Otherwise the mechanics agile take the job away from the scientists and do it themselves, just as
they did in l 905 when young mechanics took the gas-buggy away from the accredited engineers
and made it work.
(8) Must avoid the ultra-scientific idea that we can improve only what we can measure. We do not use
2-cycle engines because they stink. But we cannot measure smell. We have improved appearance
and ride, but cannot measure them.
(9) What to do with new instrumentation techniques?
a. Reduce noise.
b. Investigate dynamics of ride and handling.
c. Understand the pneumatic tire, manufacture it consistently. and predict its performance.
d. Reduce wind resistance without increasing instability.
e. Perhaps understand a little more of the production processes.
f. Understand friction and lubrication about which we know practically nothing.
g. Most important is ''synthetic instrumentation.'' ne use of analogs, so we no longer just and
what has happened, but predict what will happen when we make changes.
(10) Prediction of future trends is dangerous ground because engineering is an art.
Who would have predicted even ten years ago that a monstrous modal of two discolored
cornflakes outside the Styling Section at the Tech Center would today be considered artistic rather
than purely absurd? The only predictable thing about the automobile industry, like the Michigan
weather, will be its infinite variety.

Reference: Chassis Design: Principles and Analysis by William F. Milliken