Page 111

Freight transport Similar to Figure 9.2 which showed average specific energy consumption for passenger transport modes, Figure 9.7 shows the respective energy consumption for various freight transport modes in 2009 and in the Energy [R]evolution scenario 2050. The values are weighted according to stock-andtraffic performance. The energy intensity of all modes of transport is expected to decrease by 2050. In absolute terms, road transport shows the largest efficiency gains whereas transport on rail and water remain the modes with the lowest relative energy demand per tonne-km. Rail freight transport will consume 85% less energy per tonne-km in 2050 than long haul HDV. This shows the large energy savings achievable by a modal shift from road to rail. figure9.7: average(stock-weighted)freighttransportenergy intensityintheenergy[r]evolutionscenario

Modal shifts for transporting goods in the Energy [R]evolution scenario The figures above indicate that as much road freight as possible should be shifted from road-bound freight transport to less energy intensive freight rail, in order to achieve maximum energy savings from modal shifts. Since the use of ships largely depends on the geography of a country, no modal shift is proposed for inland navigation but instead a shift towards freight rail. As the goods transported by medium-duty vehicles are mainly going to regional destinations (and are therefore unsuitable for the long distance nature of freight rail transport), no modal shift to rail is assumed for this type of transport. For long-haul heavy-duty vehicle transport, however, especially low value density, heavy goods that are transported on a long range are suitable for a modal shift to railways.60 We assumed an increasing share over time of tonne-km being shifted from HDV to rail up to 2050 in the Energy [R]evolution scenario. That is, up to 30% of total HDV-tonne-km in 2050.

4 3 2

MJ/t-km 0 Railway

Inland navigation

HDV

MDV

2009 REFERENCE 2050 ENERGY [R]EVOLUTION

figure9.8: tonne-kmovertimeinthereferencescenario

figure9.9: tonne-kmovertimeintheenergy [r]evolutionscenario 3.5E+12

4.5E+12 4.0E+12

3.0E+12 tonne-km per year

tonne-km per year

3.5E+12 3.0E+12 2.5E+12 2.0E+12 1.5E+12

2.5E+12 2.0E+12 1.5E+12 1.0E+12

1.0E+12 5.0E+11

5.0E+11 0.0E+00

0.0E+00 2009

•• ••

2015

2020

HEAVY-DUTY VEHICLES MEDIUM-DUTY VEHICLES RAIL FREIGHT INLAND NAVIGATION

2025

2030

2035

2040

2045

2050

2009

•• ••

2015

2020

2025

2030

2035

2040

2045

2050

HEAVY-DUTY VEHICLES MEDIUM-DUTY VEHICLES RAIL FREIGHT INLAND NAVIGATION

reference 60

TAVASSZY AND VAN MEIJEREN 2011.

111

TECHNICAL AND BEHAVIOURAL MEASURES TO REDUCE TRANSPORT

1

A modal shift in this range needs to be accompanied by massive investments into the railroad network. Infrastructure enhancements comprise new tracks, intermodal freight terminals, a more rigoruous introduction of a common train control and management systems, just to mention a few. Not least, seamless multi-country rail transport will need harmonisation across borders for development and operation.

9 transport |

Figure 9.8 and Figure 9.9 show the resulting tonne-km of the modes in the Reference scenario and Energy [R]evolution scenario. In the Energy [R]evolution scenario freight transported by rail is larger in absolute numbers than freight transported by heavy-duty vehicles.

5

••

© PN_PHOTO/DREAMSTIME

image TRANSPORT POLLUTION.

Energy [R]evolution EU  

A Sustainable EU 27 Energy Outlook

Energy [R]evolution EU  

A Sustainable EU 27 Energy Outlook