Long Distance Freight Transport - Ertrac
Long DistanceFreight TransportA roadmap for System integrationof Road TransportStatus: final for publicationVersion: 4.0Date: 26.02.2019ERTRAC Working Group“Long Distance Freight Transport”
Long Distance Freight TransportTABLE OF CONTENTS21. Scope and Objectives41.1. Mission and scope41.2. Connections to other ERTRAC Roadmaps and other technology platforms41.3. Introduction – Facts and Figures51.4. Focus areas91.4.1. Vehicle91.4.2. Energy101.4.3. Services and operations101.4.4. Infrastructure111.4.5. Society112. Implementation barriers122.1. Shippers and logistics service providers’ business model122.2. Swift connectivity implementation is a must122.3. Information exchanges and automated processing122.4. Implementation barriers to overcome133. Strategic roadmap for road freight transport143.1. Wanted Position: “Adaptable Transport Solutions” by application domain143.2. Targets by application domain163.2.1. Prioritized operational targets163.2.2. Inter-modality enhancement183.3. Strategic roadmaps193.3.1. Confined Areas193.3.2. Hub-to-Hub203.3.3. Open Roads213.3.4. Urban Environment23
4. Research and innovation activities244.1. Vehicle244.1.1. Towards Zero-emission: ultra-low well to wheel emissions on highways, with zero emissions in cities.244.1.2. Connected automated safe vehicles by usage274.1.3. Services solutions294.1.4. Enhance compliance & productivity of road freight transport (HCV, WIM)314.2. Physical and digital Infrastructure324.2.1. Adaptation of a well-synchronized, smart and seamless road infrastructure324.2.2. Get the right infrastructure for vehicle energy supply344.2.3. Interchange infrastructure and services and network traffic management344.3. Labour environment changes, driven by automation354.3.1. The new role of the driver354.3.2. Impact on the needed capabilities, training, etc.364.3.3. Responsible innovation: enhanced supply chain provenance and ethics374.4. Integration to the European transport system: guidelines to enhance inter-modality384.4.1. European standards384.4.2. Digitalization and processes384.4.3. Enable flexible interchanges, automated handling at hubs394.4.4. Modularization of load carriers at global scale404.4.5. Emerging type of new transports403
Long Distance Freight Transport1. SCOPE AND OBJECTIVES1.1. Mission and scopeIn the context of a ‘truly integrated transport system’ (i.e. self-organized connected andautomated logistics, enabling smart intermodal transport and efficient use of infrastructures inall modes), long distance and regional freight transport should become even more resilient andsustainable, while keeping transparency and being affordable for users and actors in the system.The MISSION is to enable decarbonized, highly-automated and connected long-distance freighttransport, in order to improve environment, safety and health for the benefit of the whole society,as well as to improve efficiency of the European freight transport market.Inter-modality is a key element to improve the transport efficiency. That means to usethe appropriate mode of transport to carry goods in an efficient way (e.g. with less energyconsumption and GHG emission, less infrastructure requirements and less working time). Freighttransport should be organized by the consideration of the strengths and weaknesses of thedifferent transport modes. Solutions that combine the strength of more than one transport modein an intermodal freight transport have the potential to be the most efficient way to carry goods.The scope of the ERTRAC Roadmap is to study long distance and regional transport of goods onroads, taking a whole system approach (not only the vehicle but also infrastructures and services).The ERTRAC long distance freight transport (LDFT) Roadmap is focused on road transport, as itis the mission of ERTRAC, and therefore does not address research activities of other modes oftransport. But the Roadmap objectives and R&D priorities have been checked for consistencyand aligned with the other modes of transport, with the objective to contribute to the overallimprovement of the transport system.1.2. Connections to other ERTRAC Roadmaps and other technologyplatformsThe ERTRAC LDFT Roadmap is a research agenda where elements from other roadmaps arecoming together. The ERTRAC LDFT Roadmap has also been discussed with the other EuropeanTechnology Platforms (ETPs) in order to exchange and develop common roadmap objectives andR&D priorities. ALICE – Alliance for Logistics Innovation through Collaboration in Europe ACARE – Advisory Council for Aviation Research and Innovation in Europe ERRAC – European Rail Research Advisory Council Waterborne – European Maritime Industries Advisory Research Forum4
1.3. Introduction – Facts and Figures1.3 Introduction – Facts and FiguresLearning from the past, we should work on the gaps between research activities and the realworld implementation:to acceleratethethepenetrationof innovationsandbreakthroughsLearningfrom the past,howwe shouldwork ongaps betweenresearchactivitiesand theintoreal-worldtheindustry.implementation: how to accelerate the penetration of innovations and breakthroughs into the industry.One majormajorchallengechallengeininthisOnethisaspect isishowhowto toheavyaspectuseuseheavyvehicles in a flexible andvehicles in a flexible andefficient way, aligning withefficient way, aligningwithdiverse needs11 of upcomingdiverseneedsofupcominglogistical service and businesslogisticalservice andmodels innovations.business models innovations.Looking at the future, we shouldLookingthe implementationfuture, weanalyse attheshouldanalysethe potentialbarriers,monitorgame changers barriers,and prioritizeimplementationactions,inorderfor the roadmonitor potential gametransport andsectorto influencechangersprioritizepositively the cross-sectorialactions, in order for the roadchallenge of freight transporttransport sector to influenceefficiency. Ambitious butpositivelythe cross-sectorialrealistic research actions arechallengeof freight transportlisted by applicationdomains:efficiency.butconfined Ambitiousarea,hub-to“No truck is like another”, ACEA Position Paper 2016realisticresearcharehub, openroadsactionsand urban“No truck is like another”, ACEA Position Paper 2016environment,in chapter3.listedby applicationdomains:confined area, hub-to-hub, open roads and urban environment, in chapter3.1.3.1.1. Key figures of freight transport - All modes2AccordingtofiguresEurostat, roadstill keepsleading position in the modal split calculated1.3.1.1Keyof2018freighttransport- Allitsmodes2on the basistransportperformancein tonne-kilometresof fivetransportmodes), on the basisAccordingto ofEurostat2018, road still(measuredkeeps its leadingposition in themodalsplit calculatedfollowed by maritime transport (but ships carry nearly 90% of EU external freight according to theof transport performance (measured in tonne-kilometresof five transport modes), followed by maritimeEuropean Commission DG Research and Innovation3).transport (but ships carry nearly 90% of EU external freight according to the European Commission DGResearchand Innovation3).In 2016, road accounted for just over half of all tonne-kilometres performed in the EU. Maritimetransport came next, with a third of the total transport performance, followed by rail (11.6 %)In 2016, road accounted for just over half of all tonne-kilometres performed in the EU. Maritime transportand inland waterways (4.2 %). In terms of tonne-kilometres performed, air transport plays only acamenext, with a third of the total transport performance, followed by rail (11.6 %) and inland waterwaysmarginal role in intra EU freight transport, with a share of 0.1 %. But according to the IATA cargo(4.2%). Intermstonne-kilometresplaysandonlya interfacemarginal betweenrole in intra EUstrategy(2018),it ofrepresentsover than performed,35% by valueairontransporta global rdingtotheIATAcargostrategy(2018),air-cargo and road transport is highly relevant as well. The value of goods carried by airlinesitisrepresentsoverthan 35%by valueon a globaland the 7.4interfacebetweenair-cargo andcompaniesroad transport isexpectedto exceed6.2 trillionin 2018,level,representing% of worldGDP. iblebyaviationandrepresentahugepotentialforhighly relevant as well. The value of goods carried by airlines is expected to exceed 6.2 trillionin 2018,air-cargo to growin oftheyearsGDP.to come.representing7.4 %worldE-commerce companies rely on the express delivery services madepossible by aviation and represent a huge potential for air-cargo to grow in the years to come.1 ACEA Position Paper 2016, Position Paper - https://www.acea.be/uploads/publications/ACEA Position Paper Reducing1 CO2 Emissions from Heavy-Duty Vehicles.pdfACEAPositionPaper2016, Position PaperEurostat ined/index.php/Freight transport statistics - modalEurostat2018 /index.php/Freight transport statistics split#Modal split in the EU3European Commission DG Research, pg transport&lib watermodal split#Modal split in the EU3European Commission DG Research, pg transport&lib water225
Long Distance Freight Transport1.3.1.2. Key figures – Heavy duty vehicles1.3.1.2Key figuresHeavyduty vehiclesAccordingto the –ACEAPositionReport – ‘Reducing CO2 Emissions from Heavy-Duty Vehicles’AccordingtotheACEAPositionReport– ‘ReducingfromHeavy-DutyVehicles’ - 2018,- 2018, heavy-duty vehicle manufacturersare part CO2of anEmissionsautomotiveindustrywhich generatesheavy-dutyvehicleare transportpart of ansector,automotivegenerates2.4 million2.4 millionjobs manufacturersin the road freightwhichindustrymakes awhichsignificantcontributionto jobs inthe Europeaneconomy.Around417,000heavyduty vehicles(N2/M2 withGVW andN3/the roadfreight transportsector,whichmakesa significantcontributionto the 3.5tEuropeaneconomy.M3 vehiclecategories)wereproducedin thewithEU in2016,with and7 millionheavyduty categories)vehicles beingAround417,000heavy dutyvehicles(N2/M2 hat,heavy-dutyvehiclesgenerateda 4.9billiontradesurplusproduced in the EU in 2016, with 7 million heavy duty vehicles being operated in the EU-28. On top ofthe European Union last year alone, while all motor vehicles generated around 400 billion ofthat,forheavy-dutyvehicles generated a 4.9billion trade surplus for the European Union last year alone,fiscal income for 14 EU member states. Moreover, the automobile and parts sector has establishedwhile all motor vehicles generated around 400 billion of fiscal income for 14 EU member states.itself as Europe’s number one private investor in R&D, spending around 53,8billion on innovationMoreover,and partssector hasestablisheditself asaheadEurope’snumberone privatein 20164the. Allautomobilethis keeps Europe’sheavy-dutyvehiclemanufacturersof globalcompetition.investor in R&D, spending around 53,8billion on innovation in 20164. All this keeps Europe’s thtrucks carryingaheadmore ofthan71% ofall freight transported over land in 2017, the heavy-dutyvehicle sector is the backbone of efficient freight transport in Europe, with the sector contributingWith 550truckscarryingmorethan71%(GVA)of all tofreighttransportedland in 2017, the heavy-duty vehiclebillionin grossvalueaddedEurope’seconomyoverin 2011.sector is the backbone of efficient freight transport in Europe, with the sector contributing 550 billion inIn valueaddition,29 millionare on theeconomyEU roads intoday,and an increasing number of them are usedgrossadded(GVA)vansto Europe’s2011.for long distance freight transport. Illegal operations are frequently reported, mainly of cabotageIn addition,29 million vans are on the EU roads today, and an increasing number of them are used forand overloads.long distance freight transport. Illegal operations are frequently reported, mainly of cabotage and1.3.1.3. Energy efficiency, road capacity and safety improvements necessityoverloads.Overall efficiency improvements of long distance freight transport are critical to the society, inorderenergyto solveefficiency,environmental,road capacity(congestion),as well asnecessitysafety-related issues.1.3.1.3road capacityand safetyimprovementsOverall efficiency improvements of long distance freight transport are critical to the society, in order toto the roadImpactassessmentof the 2017EU asHDVCO2 standardsand Clean tion),as wellsafety-relatedissues.Directive5, the HDV sector is a significant source of GHG emissions. In 2014, GHG emissions fromHDVs represented 5% of total EU emissions, a fifth of all transport emissions and about a quarterof road transport emissions6. During the period 1990-2014, overall GHG transport emissions7 have48ACEAAutomobilePocket2018-2019,page66 https://www.acea.be/uploads/publications/ACEA Pocket Guide 2018increasedby Industry20% andHDVGuideemissionsby 14%, whilethe performance of road freight transport2019.pdf(measured in billion-tonne-kimometres) grew by 14.3% between 2000 and 2014.9 ACEA Automobile Industry Pocket Guide 2018-2019, page 66 https://www.acea.be/uploads/publications/ACEA PocketGuide 2018-2019.pdf52017 EU HDV CO2 standards and Clean Vehicle Directive, https://eur-lex.europa.eu/legal-content/EN/ Page 6 of 40www.ertrac.orgTXT/?uri CELEX:52017SC01886 GHG Inventory data 2016, iewers/greenhouse-gases-viewer7 Including international aviation but excluding international shipping.8 GHG Inventory data 2016, iewers/greenhouse-gases-viewer9 ACEA factsheet on trucks, 2017 -trucks46
the HDV sector is a significant source of GHG emissions. In 2014, GHG emissions from HDVsrepresented 5% of total EU emissions, a fifth of all transport emissions and about a quarter of roadrepresented 5% of total EU emissions, a fifth of all transport emissions and about a quarter of roadtransport emissions66. During the period 1990-2014, overall GHG transport emissions77 have increased bytransport emissions . During the period 1990-2014, overall GHG transport emissions have increased by20% and HDV emissions by 14%88, while the performance of road freight transport (measured in billion20% and HDV emissions by 14% , while the performance of road freight transport (measured in billiontonne-kimometres) grew by 14.3% between 2000 and 2014.99tonne-kimometres) grew by 14.3% between 2000 and 2014.Note: 1.A.3. b.ii / Light duty trucks includes light-duty vehicles 3.5 tNote: 1.A.3. b.ii / Light duty trucksSource:includeslight-duty 103.5 tGHGInventoryvehiclesdata 2016Note: 1.A.3. b.ii / Light duty trucks includes light-duty vehicles 3.5 tSource: GHG Inventory data 201610Source: GHG Inventory data 201610As shown below, without further action, HDV CO2 emissions are set to increase by up to 10% betweenAs shownbelow,withoutwithoutfurther furtheraction, action,HDV COare setincreaseby upbytoup10%2 emissions11 below,As 2030shownHDVCO2 emissionsaretosetto increaseto between10%2010 and11. Given action 11already taken to curb emissions from cars and vans, HDV CO2 emissions2010 carsandvans,HDVCO2 emissionsbetween 2010 and 2030 . Given action already taken to curb emissions from cars and vans,are bound – particularly as regards emissions from lorries – to represent an increasing share of roadHDV–COemissionsboundemissions– particularlyas lorriesregards– emissionsfrom– to representare boundparticularlyasareregardsfromto representanlorriesincreasingshare ofanroad2transport emissions,from around 25% in 2015 to around 30% in round25%in2015toaround30%in2050.transport emissions, from around 25% in 2015 to around 30% in 2050.Source:EU Reference scenario 2016, PRIMES-TREMOVE Transport Model (ICCS-E3MLab)Source: EU Reference scenario 2016, PRIMES-TREMOVE Transport Model (ICCS-E3MLab)Source: EU Reference scenario 2016, PRIMES-TREMOVE Transport Model (ICCS-E3MLab)Congestion in the EU is often located in and around urban areas and costs nearly EUR 100 billion,2017 EU HDV CO2 standards and Clean VehicleDirective, i CELEX:52017SC018812orHDV1 % CO2oftheEU GDP,annually. Becausethereare limits to how much new road infrastructure2017standardsandClean ontent/EN/TXT/?uri CELEX:52017SC0188GHG 67 GHG Inventorydata ata-viewers/greenhouse-gases-viewercanbe built,andbecausethere isinternationala strong demandIncludinginternationalaviationbut excludingshipping.for increasing the lifetimes of road assets, the87 Including international aviation but excluding international shipping.GHG Inventorydatawill2016,challengebe iewers/greenhouse-gases-viewereven more on how to improve the utilization of the existing road capacity. The98 GHG Inventory data 2016, iewers/greenhouse-gases-viewerACEA factsheeton trucks, e/factsheet-trucksrecentFalcon/CEDRunderlines that existing European infrastructure will not be able to910ACEAfactsheeton2016,trucks,2017 -trucksGHG Inventorydata2016, ingfreight flowof nearly40%- forthe toforthcominggrowth of transportEU ReferenceScenario2016:Energy, transportand GHGemissionsTrends2050,11EU ReferenceScenariotransportGHG emissionsto 2050,with the current /1/REF2016 report FINAL-web.pdfdemandand the2016:risk Energy,of severetrafficandcongestionseems- /13656/1/REF2016 report FINAL-web.pdfframework. Road utilization could be influenced by emerging ways of organizing road freighttransport and logistics in order to cope with increasing e-commerce, new technologies (e.g.automation of trucks and processes), as well as new trends in the organisation of work impactingthe labour environment.Page 7 of 40www.ertrac.org565www.ertrac.orgPage 7 of 40Regarding safety issues, according to DEKRA road safety report 2018 (Transport of goods), thanksto the progress made by manufacturers in developing driver assistance systems, the number ofroad users killed in accidents involving commercial vehicles has decreased significantly in recentyears across the EU. While 7,233 people died in accidents involving commercial vehicles in 2006 GHG Inventory data 2016, iewers/greenhouse-gases-viewer U Reference Scenario 2016: Energy, transport and GHG emissions - Trends to 2050, http://pure.iiasa.ac.at/id/eprint/13656/1/EREF2016 report FINAL-web.pdf12 https://ec.europa.eu/transport/themes/urban/urban mobility en10117
project underlines that existing European infrastructure will not be able to accommodate an increasingfreight flow of nearly 40% for the forthcoming growth of transport demand and the risk of severe trafficcongestion seems unavoidable with the current legislative framework. Road utilization could beLong Distance Freight Transportinfluenced by emerging ways of organizing road freight transport and logistics in order to cope withincreasing e-commerce, new technologies (e.g. automation of trucks and processes), as well as newtrends in the organisation of work impacting the labour environment.Regarding safety issues, according to DEKRA road safety report 2018 (Transport of goods), thanks tothe progress made by manufacturers in developing driver assistance systems, the number of road userskilled in accidents involving commercial vehicles has decreased significantly in recent years across theEU. While 7,233 people died in accidents involving commercial vehicles in 2006 in the EU, this figure fellEU, thisby over47 percentto 3,848byfrom2015 theaccordingto latestdata fromHowever,theby over in47thepercentto figure3,848 fellby 2015accordingto hscausedthis figure represents around 15 percent of all deaths caused by road traffic in the EU – a figure that has13bymoreroad trafficthe EU – afigurethat yearshas remainedmore or less constant over recent years13.remainedor lessinconstantoverrecent.Source: CARE (EU road accidents database)The CARE report14 shows that safety remains a key issue and that the large majority of fatalities from14heavy goodvehiclesaccidentsoutsidethe aurbanarea.The CAREreportshows happenthat safetyremainskey issueand that the large majority of fatalitiesfrom heavy good vehicles accidents happen outside the urban an/urban mobility enRoad Safety in the European Union, April 2018,https://ec.europa.eu/transport/road safety/sites/roadsafety/files/vademecum 2018.pdf14 Annual Accident report, 2017 https://ec.europa.eu/transport/road a/asr2017.pdfwww.ertrac.orgSource: CARE (EU road accidents database) or national publicationsLast update: May 2017Page 8 of 401.3.1.4 External drivers: consequences of disruptive technologies and the new coming logisticlandscape1.3.1.4. External drivers: consequences of disruptive technologies and the new coming logisticAs mentioned inthe TML/ IRU report15 ‘Commercial Vehicle of the Future’, innovation is revolutionisinglandscapeand speeding-upthe wayandIRUgoodsare15 ctroAs mentionedin peoplethe TML/report‘Commercialof the mated driving,connected vehiclesand infrastructure,asmoving.well as newlogisticalconceptsand speeding-upthe way peopleand goods ty,vehicles and infrastructure, asand practices,are amongthe initiativesautomatedreshaping driving,mobilityconnectedand transport.well as new logistical concepts and practices, are among the initiatives reshaping mobility andtransport.Innovationsmade in one sector will be facilitators for accelerations of innovation in other sectors. Overthe last years, there has been a rapid adoption of automation and predictive analysis and theseinnovations should have major impact on the organization of the logistics sector: automation should bringoad Safety in thethatEuropeanUnion, April2018,https://ec.europa.eu/transport/road safety/sites/roadsafety/files/efficiency Rimprovementsare drivenby theassociatedcost savings. About 316 or 4%17 reduction invademecum 2018.pdffuel consumptionis thereport,expectedbenefitfrom platooning, but further costs could be saved by driverless Annual Accident2017 https://ec.europa.eu/transport/road a/asr2017.pdfstretches. TML/As such,for shippersto remaincompetitive,would need to adopt these cost reductionIRU report,CommercialVehicle ofthe Future, V2.pdfopportunities, leading to a transition to automated services whenever possible.1314815
Innovations made in one sector will be facilitators for accelerations of innovation in other sectors.Over the last years, there has been a rapid adoption of automation and predictive analysis andthese innovations should have major impact on the organization of the logistics sector: automationshould bring efficiency improvements that are driven by the associated cost savings. About 316or 4%17 reduction in fuel consumption is the expected benefit from platooning, but further costscould be saved by driverless stretches. As such, for shippers to remain competitive, they wouldneed to adopt these cost reduction opportunities, leading to a transition to automated serviceswhenever possible.Finally, modal thinking is making way for complementary multimodal freight and worldwideinterconnected logistics networks.1.4. Focus areasThere are some promising solutions and technologies that can be progressively introduced toincrease the sustainability of long distance freight transport. These solutions and technologieshave been categorized in different focus areas.1.4.1. VehicleThe improvement of vehicle performance is one of the key issues for reducing the environmentalfootprint of the long distance freight transport but also for improving road safety and increasingoperational efficiency.Starting with the measures oriented to reduce the emission of pollutants, there are severalsolutions that can be classified in two blocks, namely propulsion system and vehicle design.Propulsion system: nowadays 98% of the current heavy-duty vehicle fleet is propelled by internalcombustion engines and most of them burn diesel to generate energy. In the next step, thefirst measures are to improve the combustion engine system efficiency combined with wasteheat recovery, improved automated transmission and high efficiency exhaust after-treatmentsystem. Optimization and adaptation of engines for renewable liquid and gaseous fuels are to beinvestigated in parallel with electrification/hybridization of the powertrain. Another trend is theincreasing rate of electrified (HEV/PHEV/BEV) vehicles, including the electric energy storage notonly using batteries, but also from fuel cell or from high efficient ICE energy converters runningon hydrogen, as well as electric road systems.Vehicle design: the main forces slowing down the advance of vehicles (including trailer), are theaerodynamics and the rolling resistance. The optimization of the aerodynamics is today restrictedby regulatory constraints, which are likely to be relaxed soon. The implementation of low rollingresistance tyres could, in the future, be combined with the implementation of tyre pressuremonitoring systems (TPMS) to ensure the right tyre pressure any time.1617 fits-of-truck-platooning cks-cut-cost-and-improve-efficiencyh9
Long Distance Freight TransportIn addition, innovative vehicle architecture concepts for ‘multi-use’ and ‘fit-for-purpose’,combined with light weighting (new materials) would allow increasing the payload of thevehicles and reduce the carbon footprint. New design for vehicles (HCV) and performance basedstandards (PBS) are among the solutions to investigate for improving vehicle performance,fostering innovation and ensuring a better compliance with the infrastructure requirements(Falcon project by CEDR).Also important for the reduction of the environmental footprint and the road safety is theimplementation of Advanced Driver Assistance Systems (ADAS). Some of these are clearlyoriented to fuel economy, for example Adaptive Cruise Control (ACC), Green Zone Indicator,Predictive Cruise Control, Acceleration Control Limits and Eco-rolling (coasting). Others areclearly oriented to increase road safety, for example Vulnerable Road Users Detection, ElectronicStability Program (ESP), Advanced Emergency Brake System (AEBS), Road Sign Recognition(RSR), Lane Departure Warning System (LDWS) and Curve Speed Warning (CSW).1.4.2. EnergyThe energy solutions for decarbonising Long Distance Freight Transport should be differentdepending on the average distances travelled by the vehicles: renewable fuels (liquid, gas,biofuels and synthetic fuels) in combination with hybridization seem to be a realistic scenario forlong distance application, while electrification by battery seems to be applicable for urban andregional distances.On a more long term perspective, there are three different approaches that will technicallyevolve in parallel for the complete electrification on long distance: the full electric battery supply,the electric road systems, as well as the chemical to electricity conversion by Fuel Cell or ICEelectric generators. The technical evolution, the market needs and the policy measures will showprevailing solutions.1.4.3. Services and operationsSeamless transport of freight is essential for improving operational efficiency and avoidingcongestion. Freight transport should progressively continue to evolve into integrated-bundledservices, such as systems-of-systems services, increasing the load factor, avoiding empty runsand progressively converging into the physical internet18. Valorisation of digitalisation capabilitiesis a key factor for seamless movement of goods.Another key point in operations is the establishment of multimodal solutions fosteringstandardisation and modularisation of freight packaging and automating loading and unloadingprocesses to minimize transhipment time and complexity between different modes of transport.1018 The Physical Internet: The Network of Logistics Networks, https://hal.archives-ouvertes.fr/hal-01113648/
1.4.4. InfrastructureThe evolution of the digital and physical infrastructure has to run in parallel. From the physicalpoint of view, right maintenance of the roads and the use of pavement reducing rolling resistancewill reduce the vehicles’ environmental footprint. Renewable fuels supply has to be providedalong the road network together with charging stations.In the case of solutions based on electricity, it is foreseen that full battery solutions will be appliedto short and medium distanc
Long Distance Freight Transport A roadmap for System integration of Road Transport Status: final for publication Version: 4.0 Date: 26.02.2019 . In 2016, road accounted for just over half of all tonne-kilometres performed in the EU. Maritime transport came next, with a third of the total transport performance, followed by rail (11.6 %) and .
3. LCA of rail freight transport 4. LCA of IWW transport 5. LCA of road freight transport 6. Comparison of the environmental impacts of the transport modes III. Environmental impact assessment of freight transport 7. Study of intermodal freight transport routes 8. Study of the modal split of inland freight transport in Belgium IV. Conclusions .
In Europe, the European Technology Platform, ERTRAC, involved experts from industry, research providers and public authorities to prepare a roadmap for Automated Driving (ERTRAC 2019). The main objective of the ERTRAC Roadmap was to provide a joint stakeholders view on the development of Connec
The European Road Transport Research Advisory Council . Connectivity and Automated Driving Define strategies and roadmaps for road transport R&I in Europe Stimulate public and private investment in road transport R&I Support the implementation of Horizon 2020 . www.ertrac.org Purpose of the Long Distance Fr
freight transport (i.e. automated freight transport systems) to replace or integrate with current transport systems in the UK. It provides a state-of-the-art study with an overview of past, current and future developments in automated freight transport systems. Technology available now or in the short- and mid-term future is considered.
Road freight transport by journey characteristics 6. Table 4: International road freight transport, 2015-2020 (million tonne-kilometres) Source: Eurostat (road_go_ta_tott) The share of international transport in total EU road freight transport stood at 38.6 % in 2019, up 1.8percentage
Last mile urban freight in the UK: how and why is it changing? 6 . 2. Forecasts for the UK urban freight transport system: the last mile . Last-mile freight transport and e-commerce . This section focuses specifically on last-mile freight transport operations that support e-commerce as thi
12 City Mobil2 in ERTRAC (2015) Automated Driving Roadmap. 7 1.3 Automated Driving in Europe The EU has a long history of investing in research projects contributing to automated . Consulting Group (2015). Revolution in the Driver’s Seat: The Road to Autonomous Vehicles in ERTRAC (2015) Automated Dri
ANsi A300 (Part 9) and isA bMP as they outline how risk tolerance affects risk rating, from fieldwork to legal defense, and we wanted to take that into account for the Unitil specification. The definitions and applications of the following items were detailed:
