E-Highway does not get going: when does the truck come to the track?

              Monday, October 14, 2019

 63587535.jpg "src =" https://apps-cloud.n-tv.de/img/21322564-1570694698000/16-9/750/63587535.jpg "/></p><p>Since the spring, a trolleybus lorry on the A 5 in southern Hesse is driving in a pilot project.<br /> (Photo: dpa)</p></div></div><div>               <strong> With the first trolleybuses on German roads a sign for an ecologically sound freight transport should be set. Whether they are a model for the future, is still in the stars. The project is not getting really up to speed. </strong><br />               As clean as the rail, as flexible as the road: trolleybuses are designed to make freight transport in Germany environmentally friendly in the future – a pilot project on the so-called e-highway in Hesse is not getting off to a good start. And regardless of the teething troubles is open, whether the technology really prevails.</p><div class=  87710462.jpg "data-src =" https://apps-cloud.n-tv.de/img/21322566-1570694808000/16-9/750/87710462.jpg "class =" lazyload " /> A second trolley truck will soon be added to the project (photo: dpa)</div><p>The idea of ​​trolleybuses is not new, but it’s really simple: the electric trucks do not need a large and expensive battery A fuel cell, but pull their traction current like the train via an extendable pantograph from the network off the diesel engine, it is also conceivable the installation of a small battery that is charged during the trolley ride and then power for driving on non-electrified The trucks themselves would be relatively cheap – also because the costs are shifting into the infrastructure.</p><h2> Up to 15 test trucks are planned</h2><p>Since spring 2019, the first trolleybus truck has been on the A 5 in southern Hesse on the way, ending for a few weeks also a second vehicle. By 2022 it should be five. In the medium term, two more test tracks are to be built, one in Schleswig-Holstein, the other in Baden-Württemberg. If all sections are electrified, up to 15 test trucks should be able to drive and collect data. The future project is currently not being implemented particularly quickly and consistently. The right results are only expected in several years. So far, there are only initial experiences – but even those are rather sobering. Just about ten percent less diesel used the hybrid trucks provided by Scania thanks to the overhead line stages. On the other hand, there are massive infrastructure costs: The federal government spends scarcely 50 million euros on the various test tracks, 15 million of them alone for the five-kilometer e-highway section on the A5.</p><div class=  112287168.jpg "data-src =" https://apps-cloud.n-tv.de/img/21322568-1570694859000/16-9/750/112287168.jpg "class =" lazyload "/> The Costs for the overhead line project are immense. (Photo: dpa)</div><p>The amount can not be extrapolated to the entire Federal Republic – but it is clear that it will be high, even if not nearly all highways have to be electrified: According to a study by the With around 30 percent of the German motorway network with overhead lines, the Federal Ministry of Transport would be able to electrify around 80 percent of the heavy trucks registered in Germany using this technology, even as many as 90 percent of the German motorway network could be operated. Only ten percent of the population would have major technical problems due to geography or safety concerns so that the costs are spread over several years or decades.</p><h2> The environmental balance seems consistent</h2><p>However, overhead lines for road freight traffic only have a chance if the operation of such trucks pays off. The Öko-Institut has also investigated this and concludes that five-year-old O-trucks could already achieve cost advantages over diesel trucks from 2025 onwards. The higher initial costs would be more than offset by lower energy and maintenance costs. The environmental balance will also be positive from the middle of the coming decade, even superior to that of a diesel truck in the German electricity mix. However, the experts also see similar economic and ecological opportunities for pure electric trucks. At least if they are powered by a battery. Fuel cell trucks, on the other hand, are performing poorly due to the high costs of providing hydrogen and the high energy consumption of their synthesis. Whether the future belongs to the truck, the battery truck, or any other concept depends on many factors. For example, the Öko-Institut believes that the development of an overhead line infrastructure can be financially supported. However, first of all the public would have to bear the costs, in order to make the entry into the technology for the users not too expensive. They could be paid from the annual toll revenues. Other infrastructure measures would still have to be cheaper, such as a network of truck fast-loaders, hydrogen refueling stations or natural gas filling stations. The most likely scenario seems to be a combination of several technical approaches: for example, the O trucks could be used in factory traffic or regular scheduled traffic between the port and the goods terminal, while more flexible long-distance vans would be used by other means.</p><div class=

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