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Heavy-duty trucks account for 27% of the European greenhouse gas emissions in the transport sector. To decarbonize road freight transport, the European Union plans to build a fast charging network for trucks. This paper presents two scenarios, covering European highways with charging stations at regular intervals every 50 or 100 km along the most important highways. For each location, the required number of charging points at 15% battery electric trucking is calculated individually using queueing theory. A third scenario takes into account the infrastructure ramp-up in 2025 and assumes a share of 5% battery electric trucking in a network with a 100 km distance. We define a network of 660 (100 km distance) or 1468 stations (50 km distance). Depending on the scenario and the individual station, the projected number of charging points per station varies between 1 and 18 in 2030. The results give a first insight into what a fast charging infrastructure for trucks in Europe might look like. In particular, we show that large charging stations with more than ten charging points could be necessary in the next few years. This knowledge might help to design future charging infrastructure for electric road freight transport. [ABSTRACT FROM AUTHOR]

Purpose: A fully electrified transport chain offers considerable potential for CO2 savings. In this paper, we examine the conditions necessary to introduce a fully electrified, large-scale, high-speed rail freight transport system in Europe in addition to high-speed passenger trains, aiming to shift goods transport from road to rail. We compare a novel high-speed rail freight concept with road-based lorry transport for low-density high value goods to estimate the potential for a modal shift from road to rail in 2030. Methods: To characterize the impacts of different framework conditions, a simulation tool was designed as a discrete choice model, based on random utility theory, with integrated performance calculation assessing the full multimodal transport chain regarding costs, emissions and time. It was applied to a European reference scenario based on forecast data for freight traffic in 2030. Results: We show that high-speed rail freight is about 70% more expensive than the conventional lorry but emits 80% less CO2 emissions for the baseline parameter setting. The expected mode share largely depends on the cargo's value of time, while the implementation of a CO2-tax of 100 EUR/tCO2eq has an insignificant impact. The costs of handling goods and the infrastructure charges are highly influential variables. Conclusion: High-speed rail track access charges are a suitable political instrument to create a level playing field between the transport modes and internalize external costs of freight transport. With the given access charge structure, a reduction of the maximum operating speed to 160 km/h has a positive impact on the expected mode share of rail transport while it still reacts positively to a wide range of the cargo's time sensitivity (compared to a maximum operating speed of 350 km/h). The flexibility of rail freight's operating speed is important for an effective implementation. Further research should concentrate on time- and cost-efficient transhipment terminals as they have a significant impact on transport performance. [ABSTRACT FROM AUTHOR]

Towards the strive of developing sustainable freight transport networks in Europe, the EU and the developing South-Eastern Europe in particular, this paper initially examines the feasibility of establishing a navigable link along the Axios–Morava waterway, for freight transport between the Eastern Mediterranean Sea (via the Aegean) and the Danube River, and then proceeds with its energy and air quality comparison with the competing modes of rail and road. It was found that this waterway service is technically feasible and offers an energy and carbon efficient alternative to road-borne and rail-borne freight. However, the land-based services were found to be superior with regard to their impact upon the air quality of the region, mainly attributed to the stricter emission standards applicable to these transport modes. Finally, it is proposed to build on the ongoing international policy and funding interest in this project in order to implement all the necessary infrastructural and operational changes which will make the proposed waterway service a commercially and environmentally sustainable freight transport alternative in South-Eastern Europe. [ABSTRACT FROM PUBLISHER]

The aim of this paper is to showcase different decarbonization pathways for Europe with varying Carbon dioxide (CO2) constraints until 2050. The Global Energy System Model (GENeSYS-MOD) framework, a linear mathematical optimization model, is used to compute low-carbon scenarios for 17 European countries or regions. The sectors power, lowand high-temperature heating, and passenger and freight transportation are included, with the model endogenously constructing capacities in each period. Emission constraints differ between different scenarios and are either optimized endogenously by the model, or distributed on a per-capita basis, GDP-dependent, or based on current emissions. The results show a rapid phase-in of renewable energies, if a carbon budget in line with established international climate targets is chosen. It can be shown that the achievement of the 2° target can be met with low additional costs compared to the business as usual case, while reducing total emissions by more than 30%. [ABSTRACT FROM AUTHOR]

Freight transport accounts for about half of all distances travelled in Europe. Therefore, freight transport is one of the decisive factors for reducing greenhouse gases and air pollutants. For this reason, the electrification of road freight transport is being promoted as part of the project "BEV Goes eHighway—[BEE]". The data basis for the modelling used in this project is an electric drive axle for a heavy commercial vehicle, which was developed in the "Concept-ELV2" project. Based on the results of the previous project, the methodological tools that were developed are presented in this paper. These allow a wide range of possible powertrain topologies to be considered at the concept stage of development based on an estimation of future system characteristics. For this purpose, the components are automatically designed taking into account the mutual influence of the requirements and are evaluated in the context of the holistic system. This publication focuses on the efficiency and thermal evaluation of the transmission stages of the addressed electric drive units and validates the developed models using a pototypically designed electric commercial vehicle axle. [ABSTRACT FROM AUTHOR]

The article explores some of the strategic risks (SR) for road freight forwarding companies Examination of some Bulgarian and European policies and guidelines will be performed to show the development of freight forwarding and the challenges presented by the new "White Paper 2020" EU transport to business. [ABSTRACT FROM AUTHOR]

The upgrade of JT-60U to JT-60 Super Advanced (JT-60SA), a fully superconducting tokamak, will be performed in the framework of the Broader Approach (BA) agreement between Europe (EU) and Japan. In particular, the Toroidal Field (TF) system, which includes 18 coils, is foreseen to be procured by France, Italy and Germany. This work covers activities from design and manufacturing to shipping to Japan. The present paper is mainly devoted to the analyses that lead to the conductor design and to the technical specifications of the joints for the JT-60SA TF coils. The conductor geometry is described, which is derived from Cable-In-Conduit concept and adapted to the actual JT-60SA tokamak operating conditions, principally the ITER-like scenario. The reported simulations and calculations are particularly dealing with the stability analysis and the power deposition during normal and off-normal conditions (AC losses, nuclear heating). The final conductor solution was selected through a trade-off between scientific approach and industrial technical orientation. Besides, the TF system connections layout is shown, derived from the industrially assessed twin-box concept, together with the associated thermo-hydraulic calculations ensuring a proper temperature margin. [ABSTRACT FROM AUTHOR]

The increase in traffic, freight and passengers has led to an overload of road routes that were no longer able to absorb the growing amount of traffic, and this resulted in unexpected problems related to traffic jams, increased costs and environmental pollution. It was very important to find a suitable alternative that would fully meet all users' criteria and would be able to follow current and future economic expansions, increase in trade and population growth. As a possible solution, the European Union proposed a program of short sea shipping connections, which represents a certain type of innovation. Its aim is to unburden the overloaded road routes and offer sea routes as an alternative. On its path of development the implementation of the program meets many obstacles. Firstly, it is necessary to identify these obstacles, and then to remove them, in order to enable faster and better progress. Therefore, this paper gives a special attention to identifying obstacles that impede the implementation of short sea shipping connection in developed countries of the European Union, and also in the Republic of Croatia. The paper also presents a part of the 'Motorways of the Sea' program, which refers to the introduction of a new intermodal logistics chain, based on ship transport, which should bring structural changes into the organization of European transport. Thus allow for successful functioning of the short sea shipping connections and overcoming the obstacles which impede its implementation. [ABSTRACT FROM AUTHOR]

In late 2008 the State of Victoria, in Australia, released 'Freight Futures: The Victorian Freight Network Strategy' (DoT, 2008). This was the first major Australian State Freight Strategy that recommended the implementation of an information communication technology (ICT) public domain portal that would enable small and medium enterprises (SMEs) within the freight transport sector to achieve higher levels of productivity and efficiency through access to, and use of, an internet based e-freight portal, utilising software-as-a-service (SaaS) applications. This was a planning initiative that may be seen as a next step compared to the Tsinghua University e-freight software applications that were listed on a 'public domain' marketplace, or even wider in application than the Port community efreight portals that Singapore and other major ports have already built. Efficiencies for the target user groups using these e-freight applications are identified as delivering significant productivity benefits to the user communities. [ABSTRACT FROM AUTHOR]

The paper looks at the practical implications of liberalizing the railway market in the EU. In particular, it outlines the problems and dilemmas faced by the stakeholders (authorities and industry) during the phase of moving towards a more competitive market. In addition, the paper also examines the expected rail freight development as a result of this change in terms of competition, need for innovation and new market features. These issues are addressed in relation to incumbent railways as well as to new entrants. [ABSTRACT FROM AUTHOR]

Modal shift in freight transport entails moving freight from road to rail, inland waterways, and short sea shipping. In current Dutch and European freight transport policy, modal shift is foreseen to play an important role to mitigate external effects of freight transport. Policy efforts on modal shift are legitimate because the size of the external costs of freight transport are considerable. But can modal shift policies also be effective? In other words, can policy efforts on modal shift result in a decrease of external costs and infrastructure costs due to freight transport? Our research approach falls apart into three steps. In the first step we analyse the transported weight by road on four international freight corridors in North-western Europe that could be transported against at least 10% lower private costs by rail or inland waterways. The share of road transport (transported weight) on the corridors in total road transport in the Netherlands is about 10%. The weight of the cargo that could potentially be shifted on the basis of the transport cost criterium is called the modal shift potential (MSP). We estimate the MSP for the base year 2018 and for the future year 2050. Also in this step, we translate the MSP into changes in transport performance per transport mode. In the second step we determine differences in external costs and user dependent infrastructure costs per unit of transport performance (tonkm) between the transport modes road, rail, and inland waterways. The following external effects are included: greenhouse gas emissions (tank-to-wheel), air pollutant emissions (tank-to-wheel), noise, traffic accidents, congestion, and emissions from fuel and electricity production (well-to-tank) for freight vehicles. Including all these effects, we take a more integral approach than existing studies on the effect of modal shift on the external costs of freight transport. In the third step, we combine the results of steps 1 and 2 and calculate the changes in external costs and infrastructure costs that result from the MSP's. We find MSP's of between 35 and 55%, depending on the market segment (container, or non-container transport, and year). These percentages may seem substantial, but we emphasize that on the freight transport corridors rail and inland waterways are (very) competitive to road. Estimates for the decrease in external- and user dependent infrastructure costs if the MSP's are fully realized point to reductions of €67 million to €150 million for the Netherlands, and €87 million to €136 million abroad for 2018 (considering all countries through which the corridors pass). We emphasize that these are maximum annual savings which can only be achieved if all non-transport cost obstacles for modal shift can be removed. For 2050 estimating a maximum and minimum for the change in external- and infrastructure costs is impossible due to uncertainties in the development of the transport costs and the external costs of freight transport. Because for the year 2018 the MSP's result in a decrease of external costs and infrastructure costs from freight transport on the corridors, we conclude that in the coming years policy efforts on modal shift can be effective. We can however not conclude anything about the efficiency: are the benefits of policy efforts on modal shift larger than the costs? If that is not the case, taking modal shift measures can eventually not be justified from an economic welfare point of view. [ABSTRACT FROM AUTHOR]

Recently, many European local authorities have set up Urban Consolidation Centres (UCC) for dealing with challenges arising from the environmental and social impacts of logistical activities in urban contexts through shipment synchronisation and carrier coordination policies. However, the number of successful UCC projects led by local authorities in Europe is low, with most of the UCCs failing to achieve financial sustainability after the initial experimental phase, which is often heavily supported by public funds. In order to propose mechanisms that could favour the economic and financial sustainability of UCC systems, this research develops an adaptation of game-theoretic approaches to the problems of responsibility and cost allocation among stakeholders participating in a UCC delivery network. A solution based on the Shapley Value concept is employed to derive cost allocations; applications of the model to a real-world scenario are evaluated. An extensive sensitivity analysis shows that the proposed cost allocation rules can provide alternative arrangements, based on extended responsibility concepts, which can alleviate the burden on local authorities for the set up of UCCs. As such, results provide useful policy and practice implications on how to safeguard UCCs' viability under different scenarios, including the outsourcing of the last-mile deliveries. [ABSTRACT FROM AUTHOR]

By exemplifying the feeder service for the port of Kotka, this study proposed a multi-objective optimization model for feeder network design. Innovative for difference from the single-objective evaluation system, the objective of feeder network design was proposed to include single allocation cost, intra-Europe cargo revenue, equipment balance, sailing cycle, allocation utilization, service route competitiveness, and stability. A three-stage control system was presented, and numerical experiment based on container liner's real life data was conducted to verify the mathematical model and the control system. The numerical experiment revealed that the three-stage control system is effective and practical, and the research ideas had been applicable with satisfactory effect. [ABSTRACT FROM AUTHOR]

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