242 ExpertiseVehicles 116 (2018) Heft 7 from GHG intensive combustion of fossil diesel. To date no commercially mature alternative for road freight transport has presented itself. In rail freight, however, a nearly GHG neutral operation is already possible through the use of electrical railways. The option of shifting traffic from road to the more efficient rail application is despite proclaimed national and pan European efforts seldomly used. A contrary trend can be seen. In 2014 75% of the Europe-wide surface road freight was transported by truck and just about 18% by train [8]. Thus road freight is still dominating the pan-European freight transport market, regardless of the efforts of shifting. In addition, this is a largely open market, which uses the economic principles of supply and demand. Shippers choose their mode of transport predominantly on the basis of individual criteria and not with regard to environmental objectives. It can therefore be assumed that the mechanisms of the market alone will not lead to environmentally friendly freight transport [9]. In order to implement appropriate instruments and thus initiate the transformation in the direction of GHG-neutral freight traffic, political interventions in existing market structures are also needed. In principle, measures to improve transport efficiency through traffic avoidance, traffic shifting and traffic improvement, combined with measures of the energy transition for the electrification of the vehicle fleet, expansion of renewable energies and coupling of the transport sector with the energy sector, offer possible political fields of action. The task of politics in the countries of Europe, and in particular in the European Commissions, is to create, with the help of targeted strategies, the framework conditions for a transport market promptly, which are able to meet the predicted increase in transport demand with environmentally friendly transport solutions. 3 Framing conditions in Europe In order to promote sustainable growth in Europe, the EU has set targets for the progressive reduction of GHG emissions. GHG emissions from all emissionintensive sectors – including the transport sector – are expected to be reduced by at least 80% to 95% by 2050 [10]. The long-term GHG target is underpinned by short and medium term targets for 2020 300 200 109 EUR 100 0 differential costs power generation gas stations or charging infrastructure vehicle costs total Figure 4: Differential costs until 2050 of road freight decarbonisation technologies (Source: based on [3]). grey – Fl (electrical based) power to liquid fuels as central greenhouse gas free technology blue – E+ electric energy as central greenhouse gas free technology (including overhead lines) red – CH 4 + power to gas Methane CH 4 as central greenhouse gas free technology yellow – H 2 + power to gas Hydrogen H 2 as central greenhouse gas free technology Table 1 eHighway projects and hybrid trucks. Project/country Length of contact lines Number and type of hybrid trucks Start operation Funding agency Gross Doelln, Germany 2 km, one direction 2 serial hybrid 40 t trains 1 serial hybrid tractor & trailer set with 120 kWh batter 2012 BMU* E16 Gaevle, Sweden 2 km, one direction 2 parallel hybrid tractor & trailer set (Scania) 2016 Trafikverket (Swedish Transport Agency) Carson (CA), USA 1,2 km, two directions 3 tractor trailer sets with pantographs – 1 with battery, 1 gas hybrid, 1 diesel hybrid 2017 South Coast Air Quality Management Disctrict A5 Hesse, Germany 5 km, two directions Not decided yet 2019 BMU* A1 Luebeck, Germany Approx. 5 km, two directions Not decided yet 2019 BMU* B462 Gaggenau, Germany Approx. 7 km, two directions Not decided yet 2020 BMU* In total 35 km of contact lines 8 trucks with pantographs *BMU – German Federal Ministry of Environment b Probeh ft zur Ansicht
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