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We see ourselves not only as the classical transport service provider, which of course is our core business. We are building on ecological change and high demands for environment-friendly mobility.

Our fleet already consists exclusively of modern units complying with the latest Euro standards. Consumption-optimised route guidance as well as generally resource-saving handling of transports through significantly improved combinatorics of our software tools are daily tools.

However, we do not stand still and as a transport logistics company we are aware of our ecological responsibility. Hary AG focuses on the development and use of alternative drives and energies in its fleet.
We are participating in this development together with renowned partners from the mid-sized German economy and want to bring technically and economically competitive solutions for heavy goods traffic onto the road by 2022.

Freight transport in the EU

Road transport will remain by far the most important mode of transport in the future. As important as it is to link the various modes of transport even better together in the future and make intermodal transport chains more attractive, road transport offers flexible mobility as a mode of transport that is independent of timetables and routes.

In addition, mobility with the ability of door-to-door traffic and permanent availability will remain indispensable for many transport tasks. Especially the truck, which also carries the main load in freight traffic.

Here the road accounts for about 70 percent of the land transport modes in Germany and Europe as a whole.

Projection up to 2025 in billion tonne-kilometres

CO2 emissions worldwide

Emissions of CO2 from transport
(% of total fuel combustion)


Alternative drive technologies

Hybrid vehicles are generally understood to be a mixture of conventional and electric drive components.

In urban traffic, characterised by shorter distances, lower speeds and frequent acceleration and braking, the hybrid drive generally has advantages in energy consumption.

In long-distance traffic, i.e. rather longer distances at higher speeds, a hybrid drive has more of a disadvantage regarding energy consumption, because in this mode only the combustion engine runs most of the time and the hybrid drive has the disadvantage of the higher mass.

Electric vehicles usually draw their energy from energy storage devices that are sufficiently refuelled or charged beforehand. Fuel cells generate electricity directly from a fuel. Solar vehicles usually carry smaller energy storage devices and can also absorb electricity from solar energy using solar cells. However, only very fuel-efficient vehicles and boats with direct sunlight can drive, since the energy required for most vehicles is considerably higher than the yield from installed solar cells.

Electric drives also include those whose energy is not stored in the form of electricity (for example in a lithium-ion battery), but in the form of a fuel that is still to be converted, for example hydrogen.

Hydrogen opens up new potentials for the Otto engine due to its very high ignitability and octane number. Today, storage in pressure vessels is regarded as technically solved. Storage in liquid form would no longer significantly increase the range compared to 700 bar technology.

Liquid tanks are not compatible with longer standstills, as heat transfer leads to evaporation and subsequent blow-off of the hydrogen.

Biodiesel is already on the market in large quantities, but is mainly used as an admixture.

In principle, diesel engines can work with pure biodiesel, but most vehicles are only approved for a maximum of 10 to 20%, as technical problems have occurred with seals. Dilution of the engine oil is another problem, but this can be monitored. Particle filters can be used in the same way as for diesel operation.

Ethanol is now mainly used in additives (ETBE). Multi-point injection systems, in particular, can already tolerate up to 20 % ethanol in fuel (E20). In addition, so-called flexible fuel vehicles are required, which are designed for the use of E85 fuel (85 % ethanol, 15 % super plus), but can also be operated with pure petrol.

There are engines of which the power increases by 20% when using E85 instead of petrol. Control units for retrofitting gasoline engines to E85 are currently under development.

Synthetic fuels promise fewer technical problems than biodiesel in the engine and allow hybrid fuels based on the diesel and the Otto principle. In contrast to biodiesel, BtL fuel is obtained from the whole plant and not only from the oily parts of the plant.

Synthetic fuels promise fewer technical problems than biodiesel in the engine and allow hybrid fuels based on the diesel and the Otto principle. In contrast to biodiesel, BtL fuel is obtained from the whole plant and not only from the oily parts of the plant.

It therefore has a broader raw material base than biodiesel and is therefore more sustainable. The production of such fuels is still carried out in pilot plants, so they are not yet cost-effective and not available in large quantities.

Natural gas is less expensive to convert than hydrogen and is currently very popular because of its low cost, not least in cities, because of its comparatively low emissions. The adaptation of the engines still has potential: direct-injection, highly supercharged gasoline engines come close to diesel engines in terms of efficiency.

Especially bivalent engines (gas or petrol) are less efficient. Natural gas is produced by drilling and, like gasoline and diesel, is a finite, fossil raw material.

Liquid gas are gases that are liquid at low pressure. These are long-chain hydrocarbons such as propane, propene, butane, butene or ether compounds such as dimethyl ether (DME). LPG can be used in vehicles with petrol engines, the retrofitting effort is low. Due to the low storage pressure, the tanks in passenger cars can be toroidal and installed instead of the spare wheel, which significantly increases the overall range of the vehicle with the boot unchanged, since the original fuel tank is retained.

In contrast to methane or fuels derived from it, such as DME, the CO2 savings for LPG are 10–15% and the pollutant emissions are drastically lower compared to petrol operation.

Source: Wikipedia