Table of Contents

Cover

Title

Acknowledgments

Preface

Introduction

PART 1: Optimization of Freight and Logistics

1 Smart Logistics Corridors and the Benefits of Intelligent Transport Systems
1. 1.1. Introduction
2. 1.2. Challenges: past, present and future
3. 1.3. State of the art
4. 1.4. New logistics concepts
5. 1.5. Using corridors as our playing field
6. 1.6. Short-term opportunities
7. 1.7. Bibliography
2 Evaluation of the Road Transport Management System: A Self-Regulation Initiative in Heavy Vehicle Transport in South Africa
1. 2.1. Introduction
2. 2.2. History of RTMS
3. 2.3. The Road Transport Management System
4. 2.4. Observed successes
5. 2.5. Conclusions
6. 2.6. Bibliography
3 Is Freight Really Flexible in the Timetabling Process for a Mixed-Use Rail Network? Some Considerations Based on French Experience
1. 3.1. Introduction
2. 3.2. Literature review
3. 3.3. Background: the French timetabling process
4. 3.4. Cross-analysis of the key features of freight and passenger train paths
5. 3.5. Fitting freight train paths into the timetable: a delicate balance of interests
6. 3.6. Concluding remarks
7. 3.7. Acknowledgments
8. 3.8. Bibliography
4 The Routing Problem of an Innovative Urban Freight Distribution Scheme
1. 4.1. Introduction
2. 4.2. The proposed methodology
3. 4.3. The assessment of the FURBOT freight distribution schema performance in the Genoa urban area
4. 4.4. Conclusions
5. 4.5. Acknowledgments
6. 4.6. Bibliography
5 Information Sharing in Last Mile Distribution: Lessons Learned from a Pilot in Oslo
1. 5.1. Introduction
2. 5.2. Problem setting
3. 5.3. GS1 Norway demonstration
4. 5.4. Effects and experiences
5. 5.5. Future outlook
6. 5.6. Concluding remarks
7. 5.7. Acknowledgments
8. 5.8. Bibliography
6 Freight Distribution Based on Delivery Area Booking
1. 6.1. Introduction
2. 6.2. Methodological approach
3. 6.3. The SyGAL interactive system
4. 6.4. The Guided CESNA
5. 6.5. The CEMAVIL in-the-field information system
6. 6.6. Delivery area added services
7. 6.7. Proposal summary
8. 6.8. Conclusions and future prospects
9. 6.9. Acknowledgments
10. 6.10. Bibliography

PART 2: New Vehicle Concepts

7 Swedish Roadmap for High Capacity Transport (HCT)
1. 7.1. Introduction
2. 7.2. Vision, targets and potential
3. 7.3. Milestones: 2015, 2020 and 2030
4. 7.4. Recommendations and the next steps
5. 7.5. Latest developments
6. 7.6. Acknowledgments
7. 7.7. Bibliography
8 Targeted Selection of Overweight Vehicles in Norway
1. 8.1. Introduction
2. 8.2. Impact of WIM systems
3. 8.3. Use of WIM to select overweight vehicles
4. 8.4. Conclusions
5. 8.5. Bibliography
9 Possible Impacts of Increasing Maximum Truck Weight: Finland Case Study
1. 9.1. Introduction
2. 9.2. Methodology
3. 9.3. Assessing impacts on the Finnish road freight sector
4. 9.4. Estimated benefits of new larger and heavier trucks
5. 9.5. Conclusions
6. 9.6. Bibliography
10 SARTRE Automated Platooning Vehicles
1. 10.1. Introduction
2. 10.2. Use cases
3. 10.3. Demonstrator system
4. 10.4. Fuel consumption
5. 10.5. Business case
6. 10.6. Conclusions
7. 10.7. Acknowledgments
8. 10.8. Bibliography
11 Maintenance-on-Demand Concepts for Commercial Vehicles: The MoDe Project
1. 11.1. Introduction
2. 11.2. MoDe scenarios
3. 11.3. Selected results
4. 11.4. Conclusions
5. 11.5. Acknowledgments
6. 11.6. Bibliography
12 Facilitating Modal Shift by an Innovative Inland Vessel and Logistics System
1. 12.1. Introduction
2. 12.2. Background: some triggers for the development of an innovative Danube vessel
3. 12.3. Technical specification: main technical data, innovative features beyond the state-of-the-art and LNG propulsion for NEWS
4. 12.4. Logistical network structures adapted for NEWS
5. 12.5. Danubian inland ports: clusters and port analysis
6. 12.6. Conclusions
7. 12.7. Acknowledgments
8. 12.8. Bibliography
13 Navigator 2020 – Innovation in Inland Waterway Transport
1. 13.1. Introduction
2. 13.2. Policy framework and background
3. 13.3. Navigator 2020 challenges and vision
4. 13.4. Navigator 2020 action areas
5. 13.5. Toward a deployment strategy
6. 13.6. Bibliography

PART 3: Governance and Organizational Issues

14 Development of a Holistic Approach Fostering Innovation Uptake in the Logistics Area
1. 14.1. Introduction
2. 14.2. The LOGINN project and its methodology
3. 14.3. Logistics practices
4. 14.4. Key technologies
5. 14.5. Correlation of unique barriers with solutions and enablers
6. 14.6. Conclusion
7. 14.7. Acknowledgments
8. 14.8. Bibliography
15 Transformation of the Danube Ports into Logistics Centers and Their Integration in the EU Logistics Network
1. 15.1. Introduction
2. 15.2. Mathematical model
3. 15.3. Numerical example
4. 15.4. Simulation results
5. 15.5. Conclusions
6. 15.6. Acknowledgments
7. 15.7. Bibliography
16 How to Create a Management Structure for Transport Corridors
1. 16.1. Introduction
2. 16.2. Research methodology and implementation
3. 16.3. Description of other management structures in transport corridor initiatives
4. 16.4. Reflections
5. 16.5. Conclusions
6. 16.6. Acknowledgments
7. 16.7. Bibliography
17 The Role of Human Factors in Rail Freight Innovation
1. 17.1. Introduction
2. 17.2. SUSTRAIL track and vehicle innovations
3. 17.3. Human factors analysis
4. 17.4. Conclusions
5. 17.5. Acknowledgments
6. 17.6. Bibliography
18 Enhancing the Ramp-Up of a New Contract Logistics Business by Developing a Workers’ Requirements Matrix
1. 18.1. Introduction
2. 18.2. Literature review
3. 18.3. Methodology
4. 18.4. Results and transferability
5. 18.5. Conclusions
6. 18.6. Acknowledgments
7. 18.7. Bibliography
19 Engaging City Stakeholders to Achieve Efficient and Environmentally Friendly Urban Freight Movements
1. 19.1. Introduction
2. 19.2. Literature review
3. 19.3. Methodology
4. 19.4. Analysis
5. 19.5. Conclusions
6. 19.6. Acknowledgments
7. 19.7. Bibliography
20 Energy-Efficient Urban Freight Logistics: the Set-up and Operation of Freight Quality Partnerships in European Cities
1. 20.1. Introduction
2. 20.2. Background
3. 20.3. Pilot freight quality partnerships
4. 20.4. Results
5. 20.5. Conclusions
6. 20.6. Acknowledgments
7. 20.7. Bibliography

PART 4: Assessment Framework and Future Steps

21 How Green are the TEN-T Core Network Corridors?
1. 21.1. Introduction
2. 21.2. Green characteristics of a transport corridor
3. 21.3. Transport network development in Europe
4. 21.4. The proposed revision of the TEN-T policy
5. 21.5. Governance of green corridors
6. 21.6. Policy recommendations on green corridor development
7. 21.7. Conclusions
8. 21.8. Acknowledgments
9. 21.9. Bibliography
22 The Role of Corridor Development in Boosting the European Industrial Future Based on Northern Scandinavian Mines
1. 22.1. Introduction
2. 22.2. Research work
3. 22.3. Results
4. 22.4. Conclusions
5. 22.5. Acknowledgments
6. 22.6. Bibliography
23 Effect of a Full Internalization of External Costs of Global Supply Chains on Production, Trade and Transport
1. 23.1. Introduction
2. 23.2. Definition of externalities
3. 23.3. Externalities in the supply chain
4. 23.4. Modeling of impacts
5. 23.5. Results
6. 23.6. Conclusions
7. 23.7. Bibliography
24 A City Distribution Impact Assessment Framework
1. 24.1. Introduction
2. 24.2. STRAIGHTSOL approach and methodology
3. 24.3. Benchmarking
4. 24.4. Application
5. 24.5. Conclusion
6. 24.6. Acknowledgments
7. 24.7. Bibliography
25 Evaluation of the Urban Freight Transportation (UFT) Projects
1. 25.1. Urban freight transport (UFT)
2. 25.2. Evaluation
3. 25.3. Evaluation in UFT
4. 25.4. Case studies
5. 25.5. Key findings
6. 25.6. Acknowledgments
7. 25.7. Bibliography
26 The Unknown Part of the Transport System: the Light Duty Vehicle
1. 26.1. Introduction
2. 26.2. The survey
3. 26.3. The fleet
4. 26.4. LDVs users and uses
5. 26.5. Distance covered
6. 26.6. Conclusion
7. 26.7. Bibliography

List of Authors

Index

End User License Agreement

List of Tables

2 Evaluation of the Road Transport Management System: A Self-Regulation Initiative in Heavy Vehicle Transport in South Africa

Table 2.1. Key components of RTMS standard
Table 2.2. Reduction in road crashes, Unitrans Amatikulu from 2006/07 to 2011/12

3 Is Freight Really Flexible in the Timetabling Process for a Mixed-Use Rail Network? Some Considerations Based on French Experience

Table 3.1. Classification of the key elements required for a train path request

5 Information Sharing in Last Mile Distribution: Lessons Learned from a Pilot in Oslo

Table 5.1. Operational and financial effects for shopping center manager, shops in the shopping center, retail chains and logistics service provider

7 Swedish Roadmap for High Capacity Transport (HCT)

Table 7.1. Vision for the HCT Road 2030 – efficiency in percent for 2010
Table 7.2. Performance of various vehicle combinations

8 Targeted Selection of Overweight Vehicles in Norway

Table 8.1. Results for the three (four) different WIM systems, with 50 tons preselection threshold
Table 8.2. Results for the three (four) different WIM systems, with52 tons preselection threshold

9 Possible Impacts of Increasing Maximum Truck Weight: Finland Case Study

Table 9.1. Driven mileages, where the new weight limits have an effect
Table 9.2. The impact of increased weight limits on annual mileage
Table 9.3. Estimated cost savings
Table 9.4. Estimated environmental effects

10 SARTRE Automated Platooning Vehicles

Table 10.1. Standard deviation of gap size and longitudinal acceleration
Table 10.2. Standard deviation of gap size and longitudinal acceleration

12 Facilitating Modal Shift by an Innovative Inland Vessel and Logistics System

Table 12.1. Emissions (g/tkm) compared for different means of transport (TREMOD Version 5.25, 2011)
Table 12.2. Main technical data of NEWS

13 Navigator 2020 – Innovation in Inland Waterway Transport

Table 13.1. Navigator 2020 action areas and objectives

14 Development of a Holistic Approach Fostering Innovation Uptake in the Logistics Area

Table 14.1. Innovative business models
Table 14.2. Innovative key technologies

15 Transformation of the Danube Ports into Logistics Centers and Their Integration in the EU Logistics Network

Table 15.1. Container flows through selected ports
Table 15.2. Throughput of container flows to Serbia through the sea ports by region
Table 15.3. Current shipping rates between Asian and European ports

17 The Role of Human Factors in Rail Freight Innovation

Table 17.1. Inspection activities affected by SUSTRAIL innovations
Table 17.2. Repair and renewal tasks affected

18 Enhancing the Ramp-Up of a New Contract Logistics Business by Developing a Workers’ Requirements Matrix

Table 18.1. Contract logistics services (*most important services)
Table 18.2. Processes
Table 18.3. Defined levels of fulfillment for exemplary requirements

19 Engaging City Stakeholders to Achieve Efficient and Environmentally Friendly Urban Freight Movements

Table 19.1. Workshops schedule per city (adapted from [SMA 13a, SMA 13b])

20 Energy-Efficient Urban Freight Logistics: the Set-up and Operation of Freight Quality Partnerships in European Cities

Table 20.1. FQP’s key features

23 Effect of a Full Internalization of External Costs of Global Supply Chains on Production, Trade and Transport

Table 23.1. Main outputs of EXIOMOD by country (each of the EU Member States separately)
Table 23.2. Overview of the main elements of EXIOMOD model
Table 23.3. Overview of the baseline scenario assumptions
Table 23.4. Effect of internalization on the value added of selected Dutch sectors in 2040 (% to baseline)
Table 23.5. Effect of internalization on the emissions of selected Dutch sectors in 2040 (% to baseline)
Table 23.6. Effects of internalization on international trade flows in 2040 (% to baseline)
Table 23.7. Effects of internalization on annual container throughput at Rotterdam in 2040 (% to baseline)

24 A City Distribution Impact Assessment Framework

Table 24.1. Evaluation methods within STRAIGHSTOL
Table 24.2. Stakeholders and objectives
Table 24.3. Allocation of weights by stakeholders

25 Evaluation of the Urban Freight Transportation (UFT) Projects

Table 25.1. Annual saving primary energy and GHG emissions
Table 25.2. IEE common performance indicators

26 The Unknown Part of the Transport System: the Light Duty Vehicle

Table 26.1. Total road vehicle fleet, France, 2010 (Source: [SOS 12b])
Table 26.2. Share of LDVs in the total road transport fleet (%) and number of LDVs compared to HDVs in Europe, 2010, (Source: [ANF 12])

List of Illustrations

1 Smart Logistics Corridors and the Benefits of Intelligent Transport Systems

Figure 1.1. Illustration of smart corridor concept. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip

2 Evaluation of the Road Transport Management System: A Self-Regulation Initiative in Heavy Vehicle Transport in South Africa

Figure 2.1. Annual RTMS certifications (2007–2012)
Figure 2.2. Reduction of road-related incidents – City of Cape Town Electricity Support Services
Figure 2.3. Reduction in overloading in the forestry sector
Figure 2.4. Reduction in extent of overloading in the sugar sector
Figure 2.5. Reduction in speeding (speeding incidences/vehicle/day) in the coal sector, October 2007 to April 2011
Figure 2.6. Improved fuel consumption – City of Cape Town Electricity Support Services

3 Is Freight Really Flexible in the Timetabling Process for a Mixed-Use Rail Network? Some Considerations Based on French Experience

Figure 3.1. The French timetabling process: organization and stakeholders (source: adapted by the author from RFF’s reference document on capacity (2012)). For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 3.2. a) Speed limit of train paths, b) intermediate stops location, c) intermediate stops duration and d) fitting a freight train path into a graph with pre-planned train paths and a maintenance window
Figure 3.3. Freight train volumes on the French rail network (2012) (source: RFF)

4 The Routing Problem of an Innovative Urban Freight Distribution Scheme

Figure 4.1. A representation of the FURBOT vehicle, with the load area and its fork lift system
Figure 4.2. Definition of the population of chromosomes
Figure 4.3. The distribution of trip lengths
Figure 4.4. Possible localization of LBL and solid-boxes in the historical city center of Genoa. Multi-boxes are represented in red, and the localization of solid-boxes is represented in blue. On the x axis, the longitude of points is reported, while on the y axis, the latitude is shown. Both latitude and longitude are expressed in decimal degrees. When several multi-boxes are placed in the same unloading bay, only one red dot is shown. The width of the red dot is proportional to the number of boxes placed in the same bay. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip

5 Information Sharing in Last Mile Distribution: Lessons Learned from a Pilot in Oslo

Figure 5.1. a) Location of Stovner Senter and Groruddalen in Oslo; b) aerial view of the Stovner Shopping Centre. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 5.2. Events that were registered and shared. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 5.3. Process flow at Nille AS. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 5.4. Main benefit (+) and cost (−) elements and their allocation to stakeholders

6 Freight Distribution Based on Delivery Area Booking

Figure 6.1. a) Double-parked delivery, b) FRETURB model and c) observation results. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 6.2. Problem modeling view
Figure 6.3. Global view of system architecture
Figure 6.4. SyGAL user interface allowing a) unit booking, b) round presentation (with navigation explanations), c) prescheduled round delivery area booking and d) delivery area booking based on occupancy grid. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 6.5. Modeling of the coordination network between agents
Figure 6.6. Results of observation
Figure 6.7. In-the-field information systems
Figure 6.8. Additional services for delivery vehicles and drivers
Figure 6.9. A puzzle solution – a set of subsystems
Figure 6.10. Last kilometer delivery by tricycle

7 Swedish Roadmap for High Capacity Transport (HCT)

Figure 7.1. Stakeholder model for HCT
Figure 7.2. Overall context of HCT

8 Targeted Selection of Overweight Vehicles in Norway

Figure 8.1. Components of the simulation model
Figure 8.2. Probability of weight station bypass. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 8.3. Gross vehicle weight distribution. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 8.4. Distribution of gross vehicle weights. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 8.5. Different outcomes of the preselection process

9 Possible Impacts of Increasing Maximum Truck Weight: Finland Case Study

Figure 9.1. The calculation process

10 SARTRE Automated Platooning Vehicles

Figure 10.1. Extract from a graphical use case
Figure 10.2. Vehicle tests on public motorway
Figure 10.3. Harsh braking of the lead vehicle. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 10.4. Manual versus automated steering. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 10.5. Fuel consumption saving of platoon vehicles. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip

11 Maintenance-on-Demand Concepts for Commercial Vehicles: The MoDe Project

Figure 11.1. Objectives of MoDe
Figure 11.2. Acceleration signals with laboratory sensors (left) and signals with continental sensors (right) . For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 11.3. RMSD values calculated for frequency ranges of 100kHz. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 11.4. Remote reconfiguration
Figure 11.5. Shock absorber condition monitoring scheme. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 11.6. Radio controlled car with oil-damped shock absorbers
Figure 11.7. Acceleration at the center of gravity and calculated correlation coefficients of selected test runs. The damage in the front right shock absorber can be clearly identified. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 11.8. Correlation coefficients of two test runs measured on the VW Touran; left: tire pressure 1.8 bar, three persons; right: tire pressure 2.4 bar, five persons. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 11.9. Component node in BN-FMEA with function and failure states for the component “piston rod” of a damper, along with the likelihood
Figure 11.10. Scheme of a failure “cause–effect–consequence relation” (left to right) in a Bayesian network (simplified example)
Figure 11.11. Showcase model of external influences due to differentiation concerning the system operation with a Bayesian network
Figure 11.12. Example network model including influences on the system model by external mechanical loads
Figure 11.13. Example of the long-run cost rate evolution for the different policies depending on the downtime cost. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip

12 Facilitating Modal Shift by an Innovative Inland Vessel and Logistics System

Figure 12.1. World GDP and container transport growth [OEC 11]
Figure 12.2. Building frame M 1:25 – preliminary [ANZ 13]. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 12.3. Longitudinal view M 1:100. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 12.4. Container terminal material flow system [BÖS 07]
Figure 12.5. Cluster of logistical systems for container terminals alongside the Danube

13 Navigator 2020 – Innovation in Inland Waterway Transport

Figure 13.1. Intervention logic of the Navigator 2020

14 Development of a Holistic Approach Fostering Innovation Uptake in the Logistics Area

Figure 14.1. Innovation alignment methodology
Figure 14.2. The LOGINN approach for accelerating logistics innovation market uptakeFor a color version of the figure, see www.iste.co.uk/jacob/freight.zip

15 Transformation of the Danube Ports into Logistics Centers and Their Integration in the EU Logistics Network

Figure 15.1. Potential Asia–Europe sea routes (source: Port of Constanta). For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 15.2. Container sea ports in the Danube region. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 15.3. The positions of demand nodes in Republic of Serbia. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip

16 How to Create a Management Structure for Transport Corridors

Figure 16.1. Bothnian Green Logistic Corridor map (source: Bothnian Green Logistic Corridor project website, 2013)
Figure 16.2. Refined outline of multi-optional transport corridor management structure [ÖBE 13]

18 Enhancing the Ramp-Up of a New Contract Logistics Business by Developing a Workers’ Requirements Matrix

Figure 18.1. Arranging ramp-up into the contract logistics timeline
Figure 18.2. Processes and different options of combination
Figure 18.3. Activity-chain of the process “goods issue”
Figure 18.4. Allocation of workers to individual activities
Figure 18.5. Cut-out of the requirements matrix

19 Engaging City Stakeholders to Achieve Efficient and Environmentally Friendly Urban Freight Movements

Figure 19.1. a) The definition of alternatives; b) from the steps to the DMF table (Source: [ADB 07])
Figure 19.2. The adoption of Design and Monitoring framework in Smartfusion, (Source: [SMA 13b])
Figure 19.3. Berlin problem tree (Source: [SMA 13a])
Figure 19.4. Newcastle problem tree (Source: [SMA 13a])

20 Energy-Efficient Urban Freight Logistics: the Set-up and Operation of Freight Quality Partnerships in European Cities

Figures 20.1. a) FQP membership size; b) type of organizations
Figure 20.2. Type of FQP activities
Figure 20.3. Push and pull measures

21 How Green are the TEN-T Core Network Corridors?

Figure 21.1. Green corridors as a subset of efficient ones
Figure 21.2. The SuperGreen and TEN-T core network corridors

22 The Role of Corridor Development in Boosting the European Industrial Future Based on Northern Scandinavian Mines

Figure 22.1. Bothnian Green Logistic Corridor [BGL 13]
Figure 22.2. The operational environment of mining industry [RAN 12]
Figure 22.3. The main factors influencing the development possibilities of new refining industry [RAN 12]

23 Effect of a Full Internalization of External Costs of Global Supply Chains on Production, Trade and Transport

Figure 23.1. Internalization of external costs in a supply chain
Figure 23.2. Example of the dairy supply chain and its externalities
Figure 23.3. The circular economic flows in EXIOMOD
Figure 23.4. Network of the global transport model

24 A City Distribution Impact Assessment Framework

Figure 24.1. The STRAIGHTSOL assessment framework
Figure 24.2. KPI Framework applied to GS1 demonstration
Figure 24.3. Business model canvas
Figure 24.4. GAIA plane – multi-actor view (D-Sight, own setup). For a color version of this figure, see www.iste.co.uk/jacob/freight.zip

25 Evaluation of the Urban Freight Transportation (UFT) Projects

Figure 25.1. Impact evaluation of the projects

26 The Unknown Part of the Transport System: the Light Duty Vehicle

Figure 26.1. Fleet of operational LDVs (1986-2011) (Source: [SOS 12a])
Figure 26.2. Users of the LDV operational fleet (1986-2011), (Source: [SOS 12a])
Figure 26.3. a) Socioprofessionnal group of non-professional LDV users (2011) (Source: [SOS 12a]); b) Status of nonprofessional LDV users (2011) Source; [SOS 12a])
Figure 26.4. Activity of LDV professional users (2011) (Source: [SOS 12a])
Figure 26.5. Use of the fleet according to motives (multiple answers, 2011) (Source: [SOS 12a])
Figure 26.8. Yearly covered distance per vehicle by type of user and, for professionals, by type of activity, thousands kilometers, 2011 (Source: [SOS 12a])
Figure 26.9. Types of geographic spaces (multiple answers, 2006) (Source: [SOS 12a])

Preface

The transport sector is very much concerned about environmental adaptation and mitigation issues. Most of these are related to the objective of curbing GHG emission by 20% by 2020, alternative energy and energy savings, sustainable mobility and infrastructures, safety and security, etc. These objectives require the implementation of advanced research works, to develop new policies, and to adjust education and industrial innovations.

The theme and slogan of the Transport Research Arena held in Paris (TRA2014) were respectively: “Transport Solutions: From Research to Deployment” and “Innovate Mobility, Mobilise Innovation”. Top researchers and engineers, as well as private and public policy and decision-makers, were mobilized to identify and take the relevant steps to implement innovative solutions in transport. All surface modes were included, including walking and cycling, as well as cross modal aspects.

Policies, technologies and behaviors must be continually adapted to new constraints, such as climate change, the diminishing supply of fossil fuels, the economic crisis, the increased demand for mobility, safety and security, i.e. all the societal issues of the 21st Century. Transport infrastructures and materials, modal share, co-modality, urban planning, public transportation and mobility, safety and security, freight, logistics, ITS, energy and environment issues are the subject of extensive studies, research works and industrial innovations that are reported in this series of books.

This book is part of a set of six volumes called the Research for Innovative Transports set. This collection presents an update of the latest academic and applied research, case studies, best practices and user perspectives on transport carried out in Europe and worldwide. The presentations made during TRA2014 reflect on them. The TRAs are supported by the European Commission (DG-MOVE and DG-RTD), the Conference of European Road Directors (CEDR), and the modal European platforms, ERRAC (rail), ERTRAC (road), WATERBORNE, and ALICE (freight), and also by the European Construction Technology Platform (ECTP) and the European Transport Research Alliance (ETRA).

The volumes are made up of a selection of the best papers presented at TRA2014. All papers were peer reviewed before being accepted at the conference, and were then selected by the editors for the purpose of the present collection. Each volume contains complementary academic and applied inputs provided by highly qualified researchers, experts and professionals from all around the world.

Each volume of the series covers a strategic theme of TRA2014.

Volume 1, Energy and Environment, presents recent research works around the triptych “transports, energy and environment” that demonstrate that vehicle technologies and fuels can still improve, but it is necessary to prepare their implementation (electro-mobility), think about new services and involve enterprises. Mitigation strategies and policies are examined under different prospective scenarios, to develop and promote alternative fuels and technologies, multi-modality and services, and optimized transport chains whilst preserving climate and the environment. Evaluation and certification methodologies are key elements for assessing air pollution, noise and vibration from road, rail and maritime transports and their impacts on the environment. Different depollution technologies and mitigation strategies are also presented.

Volume 2, Towards Innovative Freight and Logistics, analyzes how to optimize freight movements and logistics, introduces new vehicle concepts, points out the governance and organization issues, and proposes an assessment framework.

Volumes 3 and 4 are complementary books covering the topic of traffic management and safety.

Volume 3, Traffic Management, starts with a survey of data collection processes and policies and then shows how traffic modeling and simulation may resolve major problems. Traffic management, monitoring and routing tools and experience are reported and the role of traffic information is highlighted. Impact assessments are presented.

Volume 4, Traffic Safety, describes the main road safety policies, accident analysis and modeling. Special focus is placed on the safety of vulnerable road users. The roles of infrastructure and ITS on safety are analyzed. Finally railway safety is focused upon.

Volume 5, Materials and Infrastructures, is split into two sub-volumes, investigating geotechnical issues, and pavement materials’ characterization, innovative materials, technologies and processes, and introducing new techniques and approaches for auscultation and monitoring. Solutions to increase the durability of infrastructures and to improve maintenance and repair are shown, for recycling as well as for ensuring the sustainability of the infrastructures. Specific railways and inland navigation issues are addressed. A focus is put on climate resilient roads.

Volume 6, Urban Mobility and Public Transport, highlights possible innovations in order to improve transports and the quality of life in urban areas. Buses and two-wheelers could be a viable alternative in cities if they are safe and reliable. New methodologies are needed to assess urban mobility through new survey protocols, a better knowledge of user behavior or taking into account the value of travel for public transport. The interactions between urban transport and land planning are a key issue. However, these interactions have to be better assessed in order to propose scenarios for new policies.

Bernard JACOB, Chair of the TRA2014 Programme Committee
Jean-Bernard KOVARIK, Chair of the TRA2014 Management Committee March 2016

Introduction

Freight transport faces a dual challenge. It must satisfy the demands of globalized trade on the one hand and meet environmental requirements on the other. In this context, innovation is a crucial topic to enable the transition of the current transportation and logistics system into a sustainable one. This volume provides an overview of the latest technological innovations all over Europe with additionally some international examples, based on ICT (Information and Communication Technologies) or new vehicle concepts, for all modes and all scales (urban, regional, national or International).

Innovation is a key factor of economic and social evolution. In the European Union, innovations are on the political agenda to transform the current transport system into a sustainable transport system. Transport has the potential to become one of the most innovative industrial sectors in Europe. Research and development in freight transport have a high priority in both Europe and North America, because of its importance for the economy, employment, and European integration. The competitiveness of enterprises and countries, and business as a whole greatly depend on freight transport efficiency. In addition, innovations help in coping with the challenges of reducing greenhouse gas emissions and fossil energy consumption.

Research and innovation support any sustainable transport policy, are necessary to meet the objectives of the European white paper of 2011, and allow the emergence and deployment of technical solutions for the transition of the current transportation system into a sustainable transportation system. Nevertheless, innovation in the field of transport creates a great paradox: nearly a quarter of European private research is dedicated to the transport sector; ten of the twenty companies with the largest research budgets in Europe belong to this sector with a performance among the most innovative in Europe – and yet transport is not, as with nano-technology, micro-electronics and biotechnology, associated with an image of advanced technologies, innovation and high creativity. One of the reasons for this is that transport is only understood as an integrator of external technologies, whether specific or generic.

This volume highlights how innovative the transport sector is. Telematics, safe logistics systems and new vehicle and transport concepts, including electric mobility, are among the topics investigated and the research works presented during the Transport Research Arena (TRA) 2014, and described in this volume. It shows the specificity of innovation in the field of transport, as the ability of a concept, a composition, or the “Engineering” to control a complex system.

However, despite the achievements in the implementation of innovation policies, environmental issues remain a consequence of transportation activities. This requires more radical innovations and technological leaps. This volume shows the way to promote the diffusion of radical innovation in the goods transportation system. One conclusion is that radical innovations spread through changes in the organization of the system.

That is why technological and infrastructural innovations are necessary, but not sufficient for achieving efficient logistics and transport chains. Non-technological innovation, i.e. innovative supply chains, processes and business models are also addressed in this volume. The deployment of innovative solutions requires a change in the transport system organization and in the relationships between industrial and governmental players, regulators, operators, users and customers. These aspects are also analyzed here.

The target audience of this volume is researchers, as well as practitioners, industrialists and decision-makers. For researchers, the volume gives an up-to-date picture of the latest innovations in the field of transport. For practitioners and industrialists, the volume highlights the importance of considering innovations as part of a social system, taking account of the possibilities of adoption by the social system of transport. For decision-makers, it provides recommendations to promote innovation and its diffusion.

This volume first presents the potential of technological innovations in freight traffic management, information systems and vehicles, then moves on to address stakeholders’ governance issues and innovation assessment.

I.1. Optimization of freight and logistics

Mastery of information, allowed by the latest management systems, is the basis of the development of co-modality, i.e. using each transport mode as efficiently and economically as possible throughout the whole transport system. Logistics supply chains cross from mode to mode. Advanced information and communication technologies contribute towards co-modality by improving infrastructure, traffic and fleet management and facilitating a better tracking and tracing of goods across the global transport networks.

Achieving such mastery is the aim of intelligent freight, as it involves ICTs in infrastructures and vehicles. For logistics and transportation companies, a proper integration of ICTs is the key to innovate and supply a whole new range of services. However, ICT adoption remains uneven: smaller businesses tend to focus mainly on transportation operations and only occasionally integrate information management, while larger operators tend to “neglect” physical transportation in order to focus more on coordination, organization and service management; as such, they are more likely to adopt the tools and methods of intelligent freight.

The European white paper describes freight in a “hub and spoke model” which distinguishes between the last mile and city logistics and long haul freight (above 300 km), with the short haul between both. Among the targets, cities should only use clean vehicles (no or very low emissions and non-fossil energy), and a 50% modal shift to rail/sea/waterborne transport is required for freight above 300 km. These ambitious targets require more dedicated research exploiting the potential for disruptive innovations. Improving quality and reliability of rail/sea/waterborne networks and optimized information flow for smooth transition between modes will be crucial. ITS solutions dedicated to urban freight are potentially very numerous, but so far have not been used in many cities. Among the most eagerly anticipated solutions are: real-time traffic information focused on truck drivers, online reservation of loading/unloading areas, and systems for consolidating urban deliveries.

This raises a variety of challenges to support mobility for growth, notably enhancing safety and reducing transport’s dependency on fossil fuels, whilst promoting co-modal logistics services that deliver attractive solutions improving the efficiency and resilience of supply chains, and allowing more sustainable choices to shippers, operators and pro-active receivers of goods.

This part defines concepts such as smart corridors connecting smart hubs, and the implementation conditions of management systems for long distance road transport as well as for rail transport. It also highlights specificities for the use of ITS in urban freight, with route and delivery area booking issues.

I.2. New vehicle concepts

New concepts of vehicles could provide innovative solutions in order to optimize energy consumption and efficiency. Avoiding unnecessary trips may also reduce energy consumption.

The potential benefit of using higher capacity vehicles is investigated in several Northern European countries, as well as in other regions of the world, with major productivity gains expected. Higher capacity vehicles may improve fuel efficiency and reduce emissions by reducing the vehicle-kilometers travelled for the same mass or volume (payload) mileage. Introducing these higher capacity vehicles would require some regulation adaptations.

Besides vehicles themselves, other options are proposed concerning their operation. Platooning, i.e. forming trains of heavy vehicles at short or very short distances, may reduce the aerodynamic effects and drag forces and therefore increase fuel efficiency up to 5 to 7%, as well as lane capacity. Eco-driving strategies comprising fuel consumption and safety are quite efficient to reduce energy consumption up to 10%. In a limited budgetary context, solutions which do not require changing the existing infrastructure or building new infrastructure are of high interest. Another challenge consists of optimizing maintenance.

Innovation not only concerns road transport, but modal shift is also dependent on innovations of non-road vehicles. Inland navigation is an efficient, safe and environmentally-friendly mode of transport. Performing technologies usually result in higher logistics efficiency and lower operating costs. These can be achieved by targeted fleet innovations, e.g. vessel design, further automation, including ICT, which are described here.

The interdependency between vehicles’ innovations, improved logistics solutions, transhipment, training and governance is highlighted.

I.3. Governance and organizational issues

The freight transport system is considered as a socio-technical system, referring to the interactions between stakeholders, technologies and infrastructure. Socio-technical systems consist of a cluster of elements, including technology, regulation, user practices and markets, cultural meaning, infrastructure, maintenance networks and supply networks.

In this framework, smart and integrated freight transport results from the joint optimization of the social and technical factors. Thus, optimization of each aspect alone (socio or technical) tends to decrease the system’s performance. Therefore, research should be conducted to design the social system and the technical system together. The transitions from one socio-technical system to another should also be considered, as well as the systems’ resilience, in the context of economic crisis and climate changes.

A focus on the governance issue is made. The operation and governance of the maritime and inland/coastal ports, as well as airports, rail terminals or corridors have a major effect on the logistics artery that supports mobility for growth. Successful and well-functioning freight movements require a network of efficient and environmentally-friendly hubs to serve rail, road, short sea and inland waterway freight services.

Financial viability of proposed solutions has also to be addressed and an understanding of the requirements for profitable operations is needed to study the potential for further roll-out of promising solutions. Business models and supportive measures should be analyzed.

This part proposes to support stakeholders’ governance including guidance for elaborating new governance schemes for sustainable logistics and transport, stakeholders training and coaching for being engaged in win-win flexible cooperation. At the urban level, it provides evaluation of incentive schemes’ applicability and the development of sustainable city logistics dashboards for supporting decision-making and achievement of long lasting effects.

I.4. Assessment framework and future steps

Regarding innovation, Theys¹ indicates that “the available information on its cost, impact, potential market, difficulties in introduction… is, without exception, very fragmentary”.

The understanding of impacts of ICT for innovative and efficient solutions is crucial and assessed in this part: how could these innovations promote new service concepts? How could these innovations promote radical changes in freight transport chains?

Besides innovation, socio-economic assessment is an important issue for freight transport projects and policies. Transport policy and planning decisions often have significant economic development. Some of these impacts are widely recognized and considered in conventional policy and planning analysis, but others are often overlooked or undervalued. Many technological projects do not focus enough on the business models. Assessment is therefore critical to select the most efficient project or policy.

Sustainability requires a holistic approach to integrate new dimensions into the assessment process. This part provides elements and methods to evaluate projects as well as policies, on different levels (urban, national or European), considering their economic, environmental and social impacts. This is an important step in the decision-making process.

Furthermore, the conclusions highlight the “green” transport and logistics core role on the industry competitiveness. It is well known that freight is an important part of the transportation sector, and the transportation sector is in itself a major component of our economy. We demonstrate in this part that conciliating economic efficiency and environmental performance is thus possible. As these issues are closely linked to those of pricing, we also provide new elements on the internalization of external costs.

The assessment process also needs data, harmonized at the international scale. The freight transport system is changing and heterogeneous, due to the rise of new trends such as e-commerce, but also due to the importance of urban freight. A contribution on the relevant data needed is also included in this part.

Europe’s freight transport system has much room for improvement. Today’s main policy challenges for the European Union are to improve the functioning of the transport system. This book provides a holistic view of the transport system, considering different innovation fields: traffic management and information systems, new vehicles, but also new stakeholders’ governance. It provides the latest innovative results for all modes at various scales, without forgetting the difficult issue of their business models. The deployment of innovation requires a change in the organization of the system and the relationships between industry, state players, operators and users, that is studied and supported here.

Introduction written by Corinne BLANQUART, Uwe CLAUSEN and Bernard JACOB.