近几十年来，无论在货运量还是货运周转量方面，中美两国均是公路货运在货运市场中的份额增长最快，而铁路和水路运输发展相对缓慢。然而，随着美国推广了跨区域协作运输体系，大力发展多式联运，铁路运输的市场份额也随着多式联运的发展而增长。跨区域协作运输重新构建了美国的货运系统，重新确立了市场价格，为运输模式的选择提供了更大的灵活性，并在货运活动量增长的前提下帮助减少了货运行业的污染排放。

近年来，对重型大宗散货和高附加值产品的需求推动了中国所有货运模式的快速增长。为了实现更绿色、更可持续的交通体系，本报告重点分析了中国货运领域加速向服务型经济转型的需求，关注清洁能源和继续加严相关环境政策。此外，向高效货运系统的转型应侧重于发展多式联运，充分发挥铁路、水路和管道运输的潜力，同时加大力度投资技术创新和基础研究。

The post 迈向更加清洁、可持续的货运铁路： 中美货运铁路系统和服务运营情况对比 appeared first on International Council on Clean Transportation.

本研究探讨了中国和美国客运铁路系统的发展情况，对两国的客运量、铁路基础设施、能耗以及车速等指标进行了对比。分析表明，两国铁路系统在运营效率、运力和电气化程度方面存在着显著差异。报告还重点介绍了引导高铁发展建设的政策里程碑，这些政策促使了中国铁路网络迅速增长和扩展。研究结果凸显了中国在高铁客运领域的战略规划、高效建设和创新能力，铁路系统已成为中国绿色高效交通生态系统的重要组成部分。 

The post 迈向更清洁、更高效的客运铁路： 中美客运铁路关键指标和重要政策对比 appeared first on International Council on Clean Transportation.

By providing a comprehensive overview of the European Union’s transportation statistical system, the report offers valuable insights for other regions, including China, in developing a robust freight flow survey and intelligent data platform toward greener freight.

The post Toward greener freight: Transportation statistic system and best practice in Europe appeared first on International Council on Clean Transportation.

The brief provides an overview of the IWT system in the EU, reviewing its basic information, historic development and status quo of the freight activity patterns based on solid EU database, especially the intermodal freight activity in IWT. It also provides an overview of key elements of the IWT policy and regulatory framework in the EU and major stakeholders involved in the sector.

The post Toward greener freight: Overview of inland waterway transport for freight in the European Union appeared first on International Council on Clean Transportation.

Many countries and regions outside of the United States have committed to zero-emission railways, and overhead catenary systems have become the dominant zero-emission pathway, globally. Meanwhile, catenary systems are used for less than 1% of the U.S. rail network, largely due to the private ownership of freight railroads and the associated financial burdens of installing catenary systems. Countries worldwide have started to explore other low- and zero-emission pathways as well, such as battery-electric, hydrogen fuel-cell, and diesel-hybrid battery-electric locomotives, or a combination of catenary system with these technologies.

The United States has been recently undertaken efforts at a national- and state-level to decarbonize the rail sector, such as through incorporating rail in the U.S. national blueprint for transportation decarbonization and the adoption of California’s In-Use Locomotive Regulation in 2023.

To support U.S. rail decarbonization efforts, this technical brief provides an overview of the existing and emerging low- and zero-emission propulsion technology pathways for locomotives, showcasing the global state of development and reviews the state-of-the-art economic assessment for the technologies.

Key findings from this review include:

• Each of the major zero-emission technologies have specific challenges and opportunities. Hence, there is no single technological solution applicable for all rail networks and locomotive segments, i.e., freight, passenger-rail, and short-distance switchers.
• Potential interim solutions for the U.S. freight rail could include the use of partial catenary systems, which combine catenary systems with batteries, fuel-cells, or diesel-hybrid powertrains.
• The transition to zero-emission technologies could vary over the locomotive segment, considering the available technologies and relative economics, plus the extent of local air quality and related health impacts. For instance, switchers, industrial locomotives, and passenger rail segments could be prioritized for early decarbonization given that such segments operate relatively shorter distances and consume less energy than freight rail and are associated with significant local air quality impacts.
• Large gaps exist in literature regarding data and estimates for the cost-benefit or total cost of ownership of the technologies. The available estimates indicate that adopting low- and zero-emission propulsion technologies could lead to significant fuel cost savings and health and climate benefits from reduced emissions. With further technological advancement, commercial deployment, and market maturity of the technologies, the total cost of ownership of zero-emission technologies are expected to be lower than conventional diesel powertrains in the future.

Table. Qualitative performance assessment of major zero-emission locomotive technologies  

The post  Zero-emission locomotive technologies: Pathways for U.S. rail decarbonization appeared first on International Council on Clean Transportation.

货车和客车在欧洲道路车辆中的占比仅为2%，但它们是交通领域CO₂排放的第二大来源。2021年，重型车CO₂排放在欧洲道路交通领域CO₂排放量中的占比为28%，同年生效的《欧洲气候法案》要求欧盟到2050年实现气候中和，根据欧盟委员会的数据，交通行业需要在2050年前实现较1990年排放水平减排90%才能实现上述气候中和目标。

欧盟委员会于2023年2月14日提出了修订重型车CO₂标准的提案。2024年4月10日，欧洲议会批准了三方达成一致的标准修订议案。随后，欧洲理事会于2024年5月13日正式通过了该修订案，完成了立法程序。

修订前的CO₂标准要求到2025年，大多数新生产货车的排放比2019报告周期排放水平降低15%，到2030年降低30%。修订后的标准维持了到2025年CO₂减排15%的目标，将2030年的减排目标提高到45%，同时引入了2035年减排65%和2040年减排90%的目标。

图2

此次修订扩大了标准法规所涵盖的车辆范围，纳入了更多类型的货车、公交客车、长途客车、挂车及专用作业车，加上此前标准适用的车型，修订后的CO₂标准所涵盖的车型可占2023年重型车总销量的92%。此外，此次标准修订还对可供制造商选择的灵活性合规方案进行了一些调整。

图1 

The post 欧盟重型车CO2标准修订 appeared first on International Council on Clean Transportation.

In recent decades, both China and the United States saw trucking’s share of freight transportation grow the most, in tons and ton-km, while the development of rail and waterway freighting was relatively slower. However, rail’s share of U.S. shipping increased along with the growth of intermodal thanks to a framework that promoted cross-jurisdictional collaborations in the transportation system. This restructured the U.S. freight system, reestablished market rates, provided more flexibility in choice of modes, and helped reduce emissions from the sector even amidst growing freight activity.

In China, demand for heavy, bulk products and high-value manufactured products drove the rapid growth of freight activity for all modes in recent decades. To achieve a greener, more sustainable transportation system, the report highlights the need for China to shift more toward a services-led economy and focus on both cleaner energy and continuing to tighten all related environmental policies. Additionally, a move toward an efficient freight transportation system should focus on intermodal and promoting the full potential of rail, waterway, and pipeline while investing in technological innovation and fundamental research.

The post Toward greener and more sustainable freight rail: Comparing freight rail systems and services in the United States and China appeared first on International Council on Clean Transportation.

Trucks and buses comprise 2% of the vehicles on the road in Europe but are the second largest contributors to CO2 emissions in transport. In 2021, they were responsible for 28% of CO₂ emissions from the European road transport sector. The European Climate Law requires the EU to achieve climate neutrality by 2050. The transport sector is obligated to reduce its emissions by 90% by 2050 relative to 1990 to comply with this target.

On February 14, 2023, the European Commission released a proposal to revise the previous CO₂ standards. The legislation was approved by the European Parliament on April 10, 2024 and ratified by the Council of the European Union on May 13, 2024.

The original CO₂ standards required the emissions from most new trucks to be 15% lower by 2025 and 30% lower by 2030 than the 2019 reporting period. The revised standards maintain the CO₂ reduction target of 15% for 2025 and raise the 2030 target to 45% while introducing a 65% reduction target for 2035 and a 90% target for 2040.

Figure 2. Specific targets for HDVs relative to their reporting period

Heavy-duty vehicles that made up 92% of sales in 2023 are now covered under the new regulation. The revision widens the scope of covered vehicles to include more truck types, buses, coaches, trailers, and vocational vehicles and adjusts the flexibilities available to manufacturers for compliance.

Figure 1. Scope of vehicles covered under the CO₂ standards and their annual sales relative to all HDVs

The post The revised CO2 standards for heavy-duty vehicles in the European Union appeared first on International Council on Clean Transportation.

本报告介绍了海南省换电式纯电码头偏置牵引车和换电式纯电混凝土搅拌车的实际使用案例。研究基于对实际使用场景调研，评估了纯电重卡在海南省的实际应用情况和经济效益。我们的研究结果表明，使用纯电重卡，尤其是使用电池即服务(BaaS)模式购买的换电重卡，能够比传统的柴油和液化天然气(LNG)卡车节省大量的成本。

报告还强调了海南引领新能源汽车发展(NEV)的雄心，并建议海南可以进一步制定明确的重型货车新能源销售目标。更具体地说，海南可以考虑在码头短倒运输和混凝土运输等特定使用场景中的重型货车设定100%电动化的目标。

The post 道路货运电动化之路：中国海南省偏置码 头牵引车和混凝土搅拌车 appeared first on International Council on Clean Transportation.

The post ICCT’s public comments in support of the approval of California’s in-use locomotive regulation appeared first on International Council on Clean Transportation.