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Global warming is a problem we experience every day with rising temperatures, rising water levels, and more frequent extreme weather events. To keep the global temperature increase of 1.5° Celsius within reach, a package of measures must be implemented.
Freight transport keeps the global economy moving but contributes significantly to emissions of the greenhouse gas CO2. There are increased demands from various stakeholders that the climate impact from the transport system should be reduced and fossil fuels phased out. Also, pollution and noise are important issues, especially in urban areas. These challenges might benefit from measures for cutting CO2 emissions. UN’s sustainable development goals include these areas, as well as the need for mobility and economic growth. As a major contributor to CO2 emissions, freight transport must also be a part of the solution.
Road freight transportation was responsible for 2,4 billion tonnes of CO2 emissions in 2018. This constitutes 7% of overall global energy related emissions. To reach the climate targets, it is likely that all transport modes and all countries must change to close to zero emission by 2050. Early emission cuts or even carbon capture (removing CO2 from the air) are crucial for staying within the 1.5-degree target. EUs member states and more than 20 other countries have updated their national 2030 targets to meet the global target of limiting warming to 1.5˚C. By 2030, many countries are dedicated to more than halving their emissions compared to 1990. To achieve a change of trend, new solutions must be cost-effective compared to today’s transport solutions.
In addition to plans, strategies, and programs for greening, we distinguish the following approaches to reduce greenhouse gas emissions.
Approach 1: less emissions from each vehicle CO2 emissions are removed while the transport solution itself is kept Approach 2: less driving and more goods per vehicle Each vehicle can transport more goods per trip leading to less km driven and less emissions from road freight transport Approach 3: change the demand for transport with Internal Combustion Engine (ICE) trucks By diverting the demand emissions will be reduced Approach 4: Transport related to construction sites Reduce emissions concerning transport related to construction sites
To achieve the 2030 climate target, major changes to the truck fleet must take place during the 2020’s for road freight transport. Countries, regions, states, and cities need plans, strategies, and programs for greening of freight transport. A toolbox of solutions is needed to solve the climate crisis. The working group greening freight has studied approaches made by nations, regions, and cities. We found that there are some universal traits to consider and refer to some good, but different examples underneath.
Most of these are described in further depth in the PIARC good practice collection for greening of freight transport. The European Green Deal and Fit for 55 package are examples of actions steering a whole continent towards carbon neutrality.
By using zero emission or low emission vehicles the CO 2 emission are removed while the transport solution itself is kept, facilitating economic activity and trade. These vehicles can drive the same distance and transport the same amount of goods.
Zero Emission vehicles are most effective in this approach, but use of eco-friendly climate neutral fuels, eco-driving, and improved aerodynamics, engine performance, and rolling resistance will also reduce emissions. Change to alternative fuels demand available charging or filling infrastructure. At this stage, these measures are costly, making bonus-malus (positive and negative) instruments from governments necessary. Some measures like eco-driving are economically beneficial, as well as favourable for the climate, and they are achievable to implement in any country.
Zero emission vehicles and systems include battery-electric vehicles, battery swapping systems, fuel-cell electric or hydrogen vehicles, and electric road systems. The power supply must come from a zero-emission source, preferably a renewable source. The electricity production must be of a sufficient level. Reductions of emissions and other negative impact from the mining for minerals and production (batteries, metals, vehicles, infrastructure) are part of this approach.
More efficient logistics supply chains and allowing more goods per vehicle through longer or heavier trucks can both have the desired effect, and often with increased profit for the supply chain participants. Making road traffic pay for the external costs it is causing (such as CO 2 emission, local air pollution, accidents, noise, and congestion) can provide an efficient incentive for businesses to review their operations, e.g., increasing average truckloads and reducing the number of truck trips and mileage. Often weight restrictions and regulations must be modified to allow for this approach.
Approach 3 is to change the demand for transport by internal combustion engine vehicles. By diverting the demand emissions will be reduced. More efficient changes between transport solutions and modal shift are examples of this approach. The continued use of roads but change from trucks or vans to bikes or small zero emission transport units such as autonomous delivery robots are other examples. Policy regulations are necessary to promote the shift to zero emission logistics. In city centres, regulations such as limited access times, weight or length limitations have already been in use for many years. These approaches can be economically beneficial, if the demand for transport is high enough and the logistic chains are efficient. This approach demands space that is often in demand for other city or passenger related purposes.
The fourth and last approach we explore is to reduce emissions concerning transport related to construction sites. This approach has been chosen, because construction activities contribute with a large share of CO2emissions, and it is an important part of “circular economy model”. Soil, rocks, gravel, peat, and clay contributes the most tonnes transported, whereas materials and equipment had the highest emissions due to longer trips. It is estimated the typical energy consumption breakdown of a road construction project is 75% material production, 20% transport and 5% construction itself.As far as transport is concerned, in addition to the material, the equipment and personnel must also arrive on site. Approach 1 (2.2), 2 (2.3) and 3 (2.4) are all relevant for freight transport to and from construction sites. Introducing zero emission vehicles and machines are so far expensive measures. However, the potential for reducing emissions by demanding less transport and using less CO 2-intensive materials are high.
Conclusions from the PIARC working group on greening freight transport were drawn based on literature study, knowledge exchange during meetings (partly virtual) and a workshop (2022, Bordeaux, France). We processed these conclusions in three parts: lessons learned (3.1), targets to help shape policy (3.2) and solutions to implement policies and achieve objectives.
Targets for reduction of emissions are not always achieved. However, setting an ambitious target may have an effect, by accelerating a start. The freight transport sector needs to take the sense of urgency seriously, consider all measures available, continue researching, and sharing knowledge. Without proper financing of measures, policy measures are less likely to be implemented quickly enough.
Collaboration is key for getting best practices implemented. The public administrations and the private sector need to consider the problem from well-to-wheel and to fully include recycling and transport in the price of products and inform customers. There should be a strong awareness of the greenwashing risk - the misleading information about how environmentally sound a product or policy is in practice. There is still a need to enhance awareness of why societies and businesses need to continue using road infrastructure for freight transport. Freight transport is key to our modern way of living, and our economic model is based on transport dependent trade. When green solutions are also economically best for the decision maker, implementation is easier. Infrastructure for charging and filling alternative fuels (e.g., hydrogen, electricity) are a crucial provision.
The different transport modes’ shares of traffic volume are quite stable over time. Over the last decades, the challenge of changing the modal split is tenaciously great, which is not fully realized by everyone. Even through extreme circumstances, such as the Covid pandemic, the energy crisis and the war in Ukraine, road transport dominancy does not change substantially.
The most important responsibilities public authorities should shoulder are to set CO 2 emission reduction targets, secure knowledge, development, and regulations, initiate financing, and the necessary infrastructure, and spread the sense of urgency. Financed strategies, programs, and plans for greening can be effective instruments to be able to reach the targets set. Within their respective countries or regions, public authorities often are significant economic actors.
Especially in the initial stages of implementing new technologies, authorities can secure possibility and profitability for the early movers applying their purchasing power, regulatory authority, and infrastructural responsibilities. For greening transport, this includes measures to aiding the purchase and operation of low or zero emission vehicles (e.g., provision of charging stations, more lenient, direct subsidies to companies) and introducing contract conditions to make freight transport more sustainable. At the same time, authorities should make sure to explore the possibilities within the traditional measures such as eco-driving, fleet renewal, and transferal of goods.
Targets can conflict with each other. Therefore, it is so important to build policy on knowledge, to be aware on the consequences of choices. Authorities must choose wisely between broader measures that may slow the decrease of CO 2 emissions or even increase it (e.g., transferal of goods from zero emission trucks to diesel trains and ships using marine gas oil) and more direct measures for fast reduction, e.g., zero emission vehicles and nuclear power production. There is a need to communicate the sense of urgency, and to consider solutions for freight and passenger traffic together (e.g., in national, regional, and local transport and mobility plans).
Crucial for tackling the climate problem is to have a good mix of technological solutions, political will, and awareness of cultural differences. There are already low and zero emission solutions available, and not one solution will solve the climate crisis alone. Cooperation between countries and sectors are crucial for success. One size does not fit all: there is a need for a whole toolbox. Benefit-cost ratios of measures taken and effectiveness of possible solutions are evolving fast.
To welcome effective solutions and innovations, it is recommended to regulate for technological neutrality, when possible. Technologies must be able to go through a cyclic process of policy making, financing, implementing measures, measuring effects, evaluation, and then repeat the process. Fail fast and implement successes. Learning from failure is equally important as learning from success.
Global warming will have tremendous negative impacts on many low and middle income (LMIC) countries due to their high dependence on natural resources and limited capacity to cope with the extreme effect of climate change. In addition, regions with more ambitious decarbonising policies may increase their competitiveness in the world market on behalf of regions with less ambitious policies, according to ITF forecasts. Increasing CO 2 taxes and CO 2 trading quotas are expected, as well as a customer demand for zero emission products and services. Two important questions are (1) what measures are most suitable for LIMC as a starting point, and (2) if new technology will allow them to leapfrog to zero or low emission and effective solutions for road construction and freight transport.
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