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NPF highlights

Download the full NPF documents:

English translation: luxembourg npf.en.pdf

Original language: luxembourg npf.pdf

Introduction

On this page, we provide relevant information on the topic of alternative fuels vehicles, infrastructure or support measures as provided in the National Policy Framework (NPF), in principle as an extract from the NPF, with some additions to give context where necessary. These highlights should not be considered summaries of the NPFs. For a full and  complete overview, we  advise to read the NPF document itself

The highlights for all National Policy Framework follow more or less the same structure: we first explain the modelling approach where one has been provided, we then explain the objectives or key focus areas of the NPF and then provide an overview of the key messages for those alternative fuels with distinct infrastructure requirements for which Member States had to develop national targets according to the Alternative Fuels Infrastructure Directive (electricity, hydrogen, LPG, CNG and LNG - therefore not covering for instance LPG, biofuels or synthetic fuels. 

 

NPF date of adoption: October 2016

Taking into account the situation of the existing alternative fuels infrastructures, the planned investment projects and the trends and forecasts for the transport sector, Luxembourg has assessed the number of alternative fuels vehicles envisaged by 2020, 2025 and 2030. In the future matrix of alternative fuels vehicles, it has turned out that the different technologies will have to be promoted depending on the type of vehicle and on their intended use.

To this end, the development of electric vehicles is a key element for Luxembourg in terms of compliance with the targets of reduction of CO2 emissions. As defined in the technical and economic study2, electric mobility is a technology that favours in particular private and commercial cars. The average distances travelled by a vehicle in Luxembourg do not exceed 60 km daily and most of the electric vehicles available in the market have already been equipped with this autonomy. Furthermore, for heavy-duty vehicles and buses circulating in urban and peri-urban areas, electric mobility remains the most viable alternative in the future. Natural gas has been considered as a technology of transition to decarbonisation in the transport sector and this resulted in the implementation of an important refuelling infrastructure for compressed natural gas (chapter 1.4). However, the low level of use of the CNG stations, the limited interest showed by the customers, in particular private customers and the estimated significant development of electric mobility have led to a reassessment of the future role of natural gas in the transport sector. Therefore, the Government estimates that the CNG will only play a marginal part and consequently the concentration on the promotion of electric mobility is considered to be more attractive. 

Electricity:To this end, the development of electric vehicles is a key element for Luxembourg in terms of compliance with the targets of reduction of CO2 emissions. As defined in the technical and economic study2, electric mobility is a technology that favours in particular private and commercial cars. With regard to the electric mobility, the technical and economic study on the electric mobility called for a public infrastructure of 1 600 recharging points (≤ 22kW) accessible to the public in order to be sufficient for refuelling at least 40 000 electric vehicles under the scenario whereby 95% of refuelling is made at home. No shore-side power supply is envisaged until 2025

Hydrogen: The hydrogen-powered technology is currently considered not to be sufficiently developed. The Government has decided not to include hydrogen refuelling points accessible to the public in its national policy framework.

CNG:The 6 stations were established almost 10 years ago and serve a fleet of approximately 280 CNG-powered vehicles. The Government estimates that the CNG will only play a marginal part and consequently the concentration on the promotion of electric mobility is considered to be more attractive. As a result of the reduction of refuelling points, the existing fleet of 280 CNG vehicles is of course considered to decrease.

LNG:With regard to the liquefied natural gas (LNG), Luxembourg does not have any refuelling infrastructure, neither for road nor for inland waterway transport.

For long distance road freight transport the viable alternatives to diesel fuelled vehicles have been limited up to date, the liquefied natural gas (LNG) is recognised as useful for this type of road transport. With regard to LNG, the primary objective consists in the installation of an LNG refuelling infrastructure for road transport, accompanied by a parallel development of the LNG vehicle fleet in order to make it profitable. Hence, a 30 LNG vehicle fleet is envisaged.

In terms of inland waterway transport, no specific installation has been envisaged on the Moselle river within the LNG Masterplan, although the Moselle river is one of the tributaries of the main rivers (Rhine, Main, Meuse, Danube) included in this project. LNG fuelled vessels are able to perform a round trip between the port of Rotterdam and the port of Bale without the need of LNG refuelling on the way.