243 Vehicles Expertise 116 (2018) Heft 7 and 2030 [11]. Furthermore, targets for reducing energy consumption and expanding renewable energies in 2020 and 2030 are defined [12]. In addition to the cross-sectoral objectives, targets and measures have been set for the transport sector [13]. These form the basis of a climate-friendly transport policy in Europe. The proclaimed objectives of the European Commission in the freight transport sector are primarily of a qualitative nature and, to a large extent, linked to the promotion of the development of the Trans-European Network (TEN-T). The only quantitative targets define the share of road haulage to be shifted to efficient means of transport (rail and inland waterway). As an efficient measure, the EU Commission has recently proposed regulating the CO2 emissions of newly registered trucks. By this measures a transparent and competitive market should be created, where the most energy-efficient and low-emission vehicles will establish themselves [14]. In addition, in future the external costs of transport should be more integrated when levying truck tolls. This is considered as an important step in revealing and establishing concepts of true costs of transport. An important contribution to reduce panEuropean GHG emissions can be made by those member states, which have the largest carbon footprint. On the one hand, due to industrialization, they are predominantly responsible for climate change and thus offer the greatest potential for saving GHGs. At the same time they have the economic and social opportunities to initiate the necessary transformation. In addition, it is likely that technologies that prevail in the major transport markets also lead to high acceptance in other markets (network effect). 4 Energy and traffic strategies in lead markets On this background, the eight most important transport markets in Europe were determined on the basis of previously defined criteria from 29 European countries [6]. Experts were asked to evaluate and consider four categories (economy and innovative strength, transport, energy, CO2 emissions). In the next step within each category individual criteria, such as the number of TEN-T corridors crossing, the gross domestic product, the traffic volume, and the installed capacity of renewable energies were examined. With the help of the researched indices belonging to the individual criteria, the nationally specific influence in the pan-European comparison could be calculated for each single criterion and finally for each country. The calculations result in Europe´s eight most important freight markets being: France, Germany, Great Britain, Italy, the Netherlands, Poland, Spain and Sweden. Of all 29 surveyed countries these eight constitute 70% of freight traffic, 72% of end user energy demand and 76% of CO2 emissions in transport. In order to determine decarbonization strategies in Europe´s most important freight markets, the strategic documents of the respective countries in the energy and transport sector that are relevant for freight transport and energy policy were first researched and then analyzed using the strategic element of the target means environment calculation according to Raschke and Tils [15]. On the basis of the national transport and energy policy objectives, the calculation of an interim balance on the decarbonization of transport, the scenarios of the development of freight transport performance and the installed electric power and with the proclaimed, political measures for the decarbonization of freight transport, the framework conditions on the countries were systematically examined. In comparison, significant differences and thus divergent challenges to the decarbonization of freight transport became apparent. In the Swedish energy sector, the share of renewable energy is the highest in comparison. Furthermore, full decarbonization of the energy sector is a declared goal of national energy policy. In the Swedish freight traffic, dedicated measures are being implemented and further measures are being evaluated on an ongoing basis. In contrast to the good conditions in Sweden, the conditions in Poland are much more difficult. On the one hand, Poland´s climate protection goals are less ambitious. On the other hand, freight traffic has risen sharply in recent years, and this trend is expected to increase further in the future. This is a major challenge because the share of rail transportation in the modal split is very small and according to forecasts no improvement can be expected. In the energy sector, greenhouse gas-intensive coal-fired power generation will continue to form the backbone of power generation according to national forecasts. In addition, few concrete measures to decarbonize freight traffic could be identified in the strategic documents. In evaluating the short-, medium- and long-term goals of Europe´s eight most important transport markets, the trend can be observed that the settings of targets is largely in reaction to the EU Commission. The setting of goals takes place mainly in passenger traffic. In the freight transport sector only a few goals are defined. Only six of the eight states do have national freight traffic objectives. Considering the sum of the forecasted developments of freight transport services in the surface freight transport of the most important freight transport markets in Europe, between 2015 and 2030 an increase in traffic of 33% is expected. With 38% growth in rail transportation, rail freight traffic is predicted to grow at a higher rate b P obeheft zur Ansicht
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