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Green Corridor Development Plan
Green Corridor
Development Plan
2
Grant Agreement N°: 2012-EU-94167-S
Project Acronym: SWIFTLY Green
Project Title: Sweden-Italy Freight Transport and Logistics Green Corridor
Funding Scheme: TEN-T Programme, Collaborative Project
Project Start: 1 October 2013
Project End: 31 December 2015
Deliverable No.: Green Corridor Development Plan, Activity 6
Status/date of document: Final Version (21st Dec 2015)
Lead contractor for this document: Lead Partner
CLOSER/Lindholmen Science Park AB Lindholmspiren 3-5, Box 8077, SE-402 78 Gothenburg, Sweden
Sub- Activity Leader
Hafen Hamburg Marketing e.V. Pickhuben 6 20457 Hamburg Germany
Project Website: http://www.SWIFTLYgreen.eu
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Table of content Key note ........................................................................................................................................................... 4
Structure of the paper ........................................................................................................................................ 5
Index of Figures ................................................................................................................................................ 6
Abbreviations .................................................................................................................................................... 7
1. Motivation for greening transport................................................................................................................ 8
2. SWIFTLY Green: To support in greening transport systems ...................................................................... 11
3. Methodology used for the identification of greening measures .................................................................. 14
4. Proposed measures to green transport systems ....................................................................................... 17
4.1. Efficient Infrastructure as pre-requisite for traffic operations ............................................................. 17
4.2. Increased efficiency in traffic operation - making each traffic mode and multimodal traffic more efficient 20
4.3. Increased transport efficiency.......................................................................................................... 26
4.4. Appliance of Key Performance Indicators to track the success of greening ....................................... 29
5. The SWIFTLY Green Corridor Portal (web application) ............................................................................. 35
5.1. Scope of applications and benefits for users .................................................................................... 36
Target group ........................................................................................................................................... 36
Target group ........................................................................................................................................... 38
5.2. Examples of the SWIFTLY Green corridor portal´s potential ............................................................. 39
Stakeholders .......................................................................................................................................... 40
How........................................................................................................................................................ 40
Establishing a baseline for benchmark of progress ................................................................................... 42
Environmental effects.............................................................................................................................. 43
Total effects ............................................................................................................................................ 43
Baseline solution ..................................................................................................................................... 47
Environmental effects in summary ........................................................................................................... 47
6. Conclusions and main recommendations towards the European Coordinators, Member States, European Institutions and stakeholders along the corridors ...................................................................................... 48
6.1. Research, knowledge sharing and to use the common learning platform “SWIFTLY Green Corridor Portal” 48
6.2. Incentives and measures to boost greening of transport systems ..................................................... 50
6.3. Governance and corridor management............................................................................................ 51
6.4. Achieving the same level playing field in transport ........................................................................... 53
Appendix I: Concrete measures to support greening of transport systems .................................................. 55
Appendix II: Overview of KPI’s (SWIFTLY Green gross list) ........................................................................ 68
Appendix III: Corridor benchmark ........................................................................................................... 69
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Key note
SWIFTLY Green (Sweden-Italy Freight Transport and Logistics Green Corridor) is a TEN-T project with a mission to support “greening” in the development of green logistics and transport, in the entire TEN-T network.
The main task is to deliver input to the appointed European coordinators´ work with developing the Core Network Corridors in Europe.
This document – the generic Green Corridor Development Plan - should be seen in the context of the work plans for the core network corridors. The first versions were presented by the coordinators in December 2014 and the upcoming versions, including measures for greening, should be delivered in June 2016.
The Green Corridor Development Plan, together with the other main delivery from SWIFTLY Green like; the SWIFTLY Green Toolbox displayed in a web portal, will provide a substantial contribution to future discussions and decisions on corridor development, European transport and cohesion policy in respect of greening. Concrete and appropriate measures are presented to make the transport system more sustainable and by that meeting ambitious European targets on e.g. reduction of Green House Gas emissions.
The document shall thus provide input to the following target groups in order to foster the greening potential in transport networks in future policies:
o TEN-T Core Network Corridor Coordinators, o the European Commission, o Member States, and o Members of the European Parliament
Sofie Vennersten Kristoffer Persson Lead Partner SWIFTLY Green & Project Manager SWIFTLY Green Programme Manager
CLOSER Lindholmen Science Park WSP Sverige AB
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Structure of the paper
Background information to our vision, mission and value
Chapter 1 highlights our motivation for greening transport systems according to the latest framework of European policies such as climate and energy packages as well as TEN-T guidelines.
Chapter 2 links SWIFTLY Green’s focus on recommending concrete measures with an aim to reduce greenhouse gas emission, air pollutants and noise emissions to the given challenges in the transport and logistics sector. At the same time our definition of green transport is explained.
Chapter 3 explains the approach and methodology used to analyse and assess identified greening measures.
Examples on lifting greening potentials by practical measures available
Chapter 4 provides examples on concrete actions that SWIFTLY Green promotes to support European targets on greening transport. In particular, focus lays on improvements needed according to EU climate targets in the areas of: efficient and sustainable infrastructure, traffic operation for all land and sea based modes and transport services. Additionally KPI’s are suggested to track the success of greening.
Appendix I supports Chapter 4 by presenting the holistic overview of all measures analysed and assessed by SWIFTLY Green. All can be found in the Green Corridor Portal together with detailed guidance and explanations (www.greencorridorportal.org) allowing our target group to find custom-made solutions for their specific greening challenge.
Chapter 5 focuses on the online Green Corridor Portal. It combines three web applications (tools) aiming at visualising identified measures to support transport greening, concrete business cases and to increase the visibility of green corridor paths. Possibilities offered by the portal to the target groups are highlighted in this chapter.
Incentives and measures to boost greening of transport systems
Chapter 6 highlights pre-conditions to lift and foster greening potentials in the transport sector by conclusions and main recommendations directed towards the European Core Network Corridor Coordinators, Member States, European Institutions and other corridor stakeholders.
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Index of Figures
Figure 1 - EU climate strategies and targets (from 1990 levels) ...........................................................8 Figure 2 - EU 28 greenhouse gas emissions by sector and mode of transport, 2012 ............................9 Figure 3 - Direct and indirect greening objectives .............................................................................. 12 Figure 4 - Scanned funding programmes and private initiatives to identify greening measures ........... 14 Figure 5 - Application of the STEEP analysis in SWIFTLY Green ...................................................... 15 Figure 6 - Assessment list for the evaluation of best practice measures (shortened) .......................... 16 Figure 7 - Potential energy-savings by mode of transport by increased load factor............................. 21 Figure 8 - The different criteria’s that drives green corridors performance .......................................... 30 Figure 9 - The sustainable transport logistics mix .............................................................................. 30 Figure 10 - Assessing KPI’s .............................................................................................................. 32 Figure 11 – Sustainable requirements and constitutions by areas ...................................................... 33 Figure 12 - SWIFLTY Green KPI’s for benchmarking corridors .......................................................... 34 Figure 13 - Screenshot of the Green Corridor Portal (www.greencorridorportal.org) ........................... 35 Figure 14 - Screenshot of the replica tool search engine for greening measures ................................ 36 Figure 15 - Selection criteria in the Visibility Planner .......................................................................... 37 Figure 16 - Screenshot of transport solutions found (exemplary search) and CorridorCalc information on transport’s emissions.................................................................................................................... 38 Figure 17 - Screen-shot from the CorridorCalc tool ............................................................................ 39 Figure 18 - Follow up KPI’s ............................................................................................................... 40 Figure 19 - Primary thematic areas focused ...................................................................................... 40 Figure 20 - Emission standards for heavy-duty trucks according to the Euro norms [g/kWh] .............. 41 Figure 21 - Implementation ability of the suggested solution .............................................................. 41 Figure 22 - Overview of the assumptions ........................................................................................... 42 Figure 23 - Initial number of trucks prior to a ban of older trucks and fleet composition after the ban .. 42 Figure 24 - Environmental effects of the driving ban .......................................................................... 43 Figure 25 - Total effects .................................................................................................................... 43 Figure 26 - Total annual savings by the enforcement of the driving ban ............................................. 43 Figure 27 - Follow up KPI’s ............................................................................................................... 45 Figure 28 - Primary thematic areas focused ...................................................................................... 45 Figure 29 - The two-step implementation process.............................................................................. 45 Figure 30 - Transhipment of semi-trailer through cranes (reach stacker) vs. the Megaswing wagon ... 46 Figure 31 - Implementation ability of the suggested solution .............................................................. 46 Figure 32 - Baseline solution ............................................................................................................. 47 Figure 33 - Total effects .................................................................................................................... 47 Figure 34 - Overall results ................................................................................................................. 47 Figure 35 - Concrete measures to support greening of transport systems .......................................... 67 Figure 36 - Overview of KPI’s (SWIFTLY Green gross list) ................................................................ 68 Figure 37 - Corridor benchmark......................................................................................................... 69
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Abbreviations
°C Degree Celsius ITS Intelligent Transport System
CEF Connecting Europe Facility KPI(s) Key Performance Indicator(s)
CH4 Methane K-Sole Composite sole
CNC Core Network Corridor LNG Liquefied Natural Gas
CNG Compressed Natural Gas MJ Mega joules
CO2 Carbon Dioxide MS Member States
dB(A) A-weighted decibels N20 Nitrous Oxide
EP European Parliament NASA National Aeronautics and Space Administration
ERTMS European Rail Traffic Management System NOx Nitrogen Oxide
EU COM European Commission OPS On Shore Power Supply
GCDP Green Corridor Development Plan PM Particulate Matters
GHG Greenhouse Gas STEEP Social, Technical, Economic, Ecological and Political
HC Hydrocarbons TEN-T Trans-European Transport Network
ICT Information and Communication Technology TEU Twenty Foot Equivalent Unit
ID Identification TRL Technical Readiness Level
ISU Innovativer Sattelauflieger-Umschlag (Eng.: innovative trailer transhipment)
VMS Vehicle Management System
ITF International Transport Forum
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1. Motivation for greening transport
The European Union has called for and the international community agreed on the need to drastically reduce world greenhouse gas emissions (GHGs), with the goal of limiting climate change below 2º C. Overall, the EU aims to reduce emissions from all sectors by 80 % below 1990 levels until 2050. Europe follows the goals and milestones as highlighted in the figure below to meet these ambitious targets.
Figure 1 - EU climate strategies and targets (from 1990 levels)1
It is a fact that the transport sector is the second largest contributor of GHG emissions in the European Union (compare figure 2). International freight transport is expected to grow much faster than passenger transport within the next 35 years. Still, the transport system is not sustainable for the expected growth.
1 Based on the source: European Commission, in: http://ec.europa.eu/clima/policies/transport/index_en.htm.
… by 2020 … by 2030 … by 2040 … by 2050
EU Climate Strategies & Targets (from 1990 levels)
2020 Climate and Energy Package Binding legislation which sets key targets: • 20 % cut in greenhouse gas
emissions (from 1990 levels) • 20 % of EU energy from
renewables • 20% improvement in energy
efficiency
2030 Climate and Energy Framework Adopted framework by EU leaders sets three key targets for the year 2030: • At least 40 % cuts in greenhouse
gas emissions (from 1990 levels) • At least 27 % share for renewable
energy • At least 27 % improvement in
energy efficiency Builds on the 2020 Climate and Energy
2050 Low-Carbon Economy The EU COM low-carbon economy roadmap suggests that: • By 2050, the EU should cut
emissions to 80 % below 1990 levels
• Milestones: 40 % emissions cuts by 2030 and 60 % by 2040
• All sectors need to contribute
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Figure 2 - EU 28 greenhouse gas emissions by sector and mode of transport, 20122
In the coming years, there will thus be a need to develop measures reduces GHG emissions from freight transport in the coming years. The scarcity of finite resources, such as oil, and the continuing air pollution by transport related emissions, is the reason why sustainable transport policies are more important than ever. The following paragraphs will provide a short overview on recent developments in transport policy: The European Union describes the current challenges for transport within the Transport White Paper (COM/2011/144 final) where they determine forthcoming development aims the sector. Ten goals for competitive and resource efficient transport has been set, clustered in three areas: o Developing and deploying new and sustainable fuels and propulsion systems. o Optimising the performance of multimodal logistic chains, including making greater use of more
energy-efficient modes. o Increasing the efficiency of transport and of infrastructure use with information systems and
market-based incentives.
To meet the challenges transport has to use less energy, use cleaner energy and exploit efficiently a multimodal, integrated and intelligent network. Remarkable key elements are aimed, to name some:
o Strengthening rail and inland waterborne transport (30 % of road traffic to be shifted by 2030 and more than 50 % by 2050) facilitated by efficient and green freight corridors,
o The connection of all core airports and seaports to the rail network, o Establish the framework for a European multimodal transport information, management and
payment system as well as o Move towards full application of “user pays” and “polluter pays” principles.
At the same time, the development of infrastructure must enable the achievement of established European objectives such as those in the fields of sustainability, interoperability, safety or advanced
2 Based in the source: EU COM, in: http://ec.europa.eu/clima/policies/transport/index_en.htm.
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service concepts. Following legislative acts should provide current examples on the latest development: The trans-European transport network (TEN-T) Guidelines 2030 (Regulation 1315/2013) is a key element. The planning, development and operation of TEN-T corridors contribute to the objectives as set out in the EU2020 Strategy and the Transport White Paper.3 The Directive on the deployment of alternative fuels infrastructure (EU Directive 2014/94), adopted by the European Parliament and the Council in Sept 2014 requires Member States to develop national policy frameworks for the market development of alternative fuels and their infrastructure. At the same time it foresees the use or common technical specifications for recharging and refuelling stations and by that paves the way for setting up appropriate consumer information on alternative fuels, including a clear and sound price comparison methodology. Thus, new EU rules have been adopted to ensure the build-up of alternative refuelling points across Europe with common standards for their design and use, including a common plug for recharging electric vehicle. Member States must set their targets, make them public and present their national policy frameworks by end-2016. The Commission will assess and report on those national policy frameworks in order to ensure coherence at Union level and support an updated infrastructure until 2025 the latest.
The Environmental Noise Directive - END (Directive 2002/49/EC)4 relating to the assessment and management of environmental noise is the main EU instrument to identify noise pollution levels and to trigger the necessary action both at Member State and at EU level. The Directive requires Member States to prepare and publish, every 5 years, noise maps and noise management action plans5.
However, it is important to note that the Directive does not set limit or target values, nor does it prescribe the measures to be included in the action plans, thus leaving those issues at the discretion of the competent Member State authorities. Thus, binding targets to minimise noise emissions are missing.6
3 EP and the Council, TEN-T Guidelines (Regulation 1315/2013), Paragraph 2. 4 European Commission, in: http://ec.europa.eu/environment/noise/directive_en.html. 5 Action Plans have to be developed for a) agglomerations with more than 100,000 inhabitants, b) major roads (more than 3 million vehicles a year), c) major railways (more than 30.000 trains a year), d) major airports (more than 50.000 movements a year, including small aircrafts and helicopters). 6 The directive has been in place for more than 10 years. Recently, the Commission identified it as one of the regulations "to be evaluated with a focus on regulatory fitness".
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2. SWIFTLY Green: To support in greening transport systems
The European vision for a more sustainable transport system is set, first binding goals and targets agreed upon the Member States. However, the persistent increase of traffic within the EU complicates the implementation of the absolute reductions targets objectives as defined in the Transport White Paper. While in other sectors GHG’s emission decreased, those of transport sector increased despite improved vehicle efficiency. Even though latest developments since 2008 show a trend of decreased GHG’s emission in the transport sector, they were still 20.5 % above 1990 levels in 2012. This indicates that emissions would need to fall by 67 % until 2050 in order to meet the Transport White Paper target reduction of 60.0 % compared to 1999 level.
From a logistics service providers greening activities of transport operation is only an option only if they reduce or as a minimum keep constant transport cost. This market situation is based on shippers´ demands on cheap and fast transport solutions. The overall question to be answered is:
How can the European Union support greening of transport through infrastructure investments and policy measures?
Core network corridors (CNC) were introduced to facilitate the coordinated implementation of the core transport network and European Corridor Coordinators were appointed to secure an effective and efficient development. Each Coordinator has to draw up a work plan, which guides the development of the corridors in the short and longer term and by that establishes the basis for actions until 20307. Besides other improvement activities, the work plans shall contain sustainable aspects through “measures to be taken in order to mitigate GHG emissions, noise and, as appropriate, other negative environmental impacts”.8 In the first versions of Work Plans from December 2016 very little or nothing is said about sustainable and environmental targets or how to meet these targets within a specific corridor besides upgrading and completing the corridor infrastructure to strengthen rail, intermodal transport and offering availability of alternative clean fuel infrastructure. The Coordinators are aware of this lack and have mentioned it in the first version of work plans. Thus, it will be a main task in the ongoing work of the Coordinators to strengthen the greening perspective in the revised versions of the Work Plans in June 2016.
The above mentioned challenges highlight the need to find answers on how to meet the European objectives on greening the transport system.
Input and support to this important work can be provided by SWIFTLY Green
7 First revision of the corridor work plan expected by 2016 (includes an update of corridor project list) and second revision by 2018). 8 European Parliament and the Council: the trans-European transport network (TEN-T) Guidelines 2030 (Regulation 1315/2013/EU), Article 45, Paragraph 1, December 11 2013.
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There is a need for concrete technical measures on vehicles but emissions reduction targets also requires organisational measures, hence management systems supporting a systematic improvement work. Examples of concrete measures could be to support increase of multimodality and modal shift actions, to cope with the project traffic growth, better utilise existing infrastructure as well as decrease emission etc.
Thus, SWIFTLY Green focuses on recommending concrete measures aiming to reduce GHG emission, air pollutants and noise emissions. The proposed measures take into account their technical readiness status as well as transferability enabling diffusion and a broader implementation among other relevant stakeholders
By adopting the presented measures enables relevant stakeholders to achieve a reduction of negative environmental impacts from freight transport. The presented measures have a large diversity and can be used on micro- as well as macro levels.
Definition of green transport
Emissions from transport can be divided into three categories9: Whereas direct impacts cause an immediate effect on the environment, indirect impacts may occur later and are less apparent. Thirdly, cumulative impacts derive from the interaction of several other impacts and are often very difficult to predict.
Applying the concept of environmental impacts to the relevant transport measures identified in the SWIFTLY Green Project, it can be stated that they pursue generally two direct greening objectives as well as two indirect once:
Figure 3 - Direct and indirect greening objectives
Introducing combinations of measures may lead improvements regarding several different environmental aspects.
9 Jean-Paul Rodrigue in: The Geography of Transport Systems (2013), London.
GREENING OBJECTIVES
Direct measures (major research project's environmental objectives)
Noise reduction
Reduction of GHG emissions and energy consumption
Air pollutants
Indirect measures (other goals in projects towards greening)
Improvement of transport flows
Modal shift from road to rail and waterways
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Having understood the negative impacts of transport for the environment, it is necessary to interpret what green transport accounts for. A universally valid definition is for example the one created at the European Conference of Ministers of Transport (ECMT 2004):
A sustainable transport system is one that is accessible, safe, environmentally friendly and affordable.
For the purpose of SWIFTLY Green, the definition of green transport can be interpreted as one that allows for the identification of transport measures which:
o Support the future needs of freight transport in the European Union o Enable the reduction of environmental impacts from transport directly at the source of emittance o Promote utilisation degree and increased efficiency of transport modes and infrastructure o Contribute to a modal shift towards rail and waterways.
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3. Methodology used for the identification of greening measures
Status quo analyses on results available
The following European funding programmes (funding period 2007-2013) and other initiatives have been scanned to identify relevant measures promoting greening of transport:
Figure 4 - Scanned funding programmes and private initiatives to identify greening measures
A database was set up summarising identified and potential relevant measures clustered by
o the four horizontal SWIFTLY Green themes (1) Infrastructure, (2) Logistic Solutions, (3) Transport Techniques and (4) Policy and Regulations as well as;
o the four pre-divined SWIFTLY Green greening objectives “Reduction of Noise Emissions”, “Reduction of Energy Consumption and GHG Emissions”, “Modal Shift” and “Transport Flow Improvements”.10
Assessing and evaluating greening measures
The pre-selected measures were evaluated further to identify their greening potential. The evaluation methodology consists of two main steps:
1. An initial utility (scoring model) analysis, including the visualization of the results and 2. A final preparation of activity-based fact sheets for each measure, developed according to the
STEEP method.
The scoring model’s assessment is based on various specific decision criteria, which were developed individually for this application and then weighted. This approach allows a multi-attribute benefit analysis, i.e. it can consider both qualitative and quantitative evaluation criteria of different topics.
In order to meet the requirements and to keep different relevant factors in mind, the classic scoring model was supported by the so-called STEEP analysis tool (Bensoussan, 2008). STEEP is an acronym that stands for “Social, Technical, Economic, Ecological and Political”.
Thanks to the selective successive consideration of the five areas, overlooking important factors and topics can be avoided during the evaluation. Transferring the method to the identified SWIFTLY Green transport measures, the procedure results as follows:
10 The theme "Policies and Regulations" also analysed measures according to the greening objective "Reduction of air pollutants".
Other EU projects and non-EU funded projects with a focus on transport and considered important (incl. initiatives by industry).
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Figure 5 - Application of the STEEP analysis in SWIFTLY Green
The inclusion of the STEEP analysis in the scoring model allows considering a wide range of important criteria. Its results form the basis for further considerations and outline the factors to be considered in the analysis. The use of all five criteria is not mandatory in STEEP analysis. In particular, the political dimension is used only in the Theme “Policies and Regulations”. Similarly, the order of the criteria is not relevant for the evaluation results.
In order to develop a structured design of the scoring model, it was useful, to cluster the multitude of criteria determined initially and to structure them hierarchically. The first level includes several categories to which the identified criteria were allocated to in the second level. Based on that, three categories emerge at the highest level containing sub-criteria:
Primarily, the Greening Effect of the measures is assessed. Due to the alignment of the project to promote green and sustainable rail freight in Europe, the need for the collection of this aspect is essential. The greening effect is weighted with a factor of 0.5 due to its crucial role regarding greening and following sub-criteria are defined: 1. Noise reduction potential, 2. Emission reduction potential, 3. Modal Shift to greener transport modes11
Furthermore, the Marketability of the measures is evaluated. It is estimated whether a measure can be implemented and ever come in question for further considerations. Marketability is weighted by 0.35 and following sub-criteria is defined: 1.Investments Costs, 2. Operation costs, 3. Acceptance of users of the corridor, 4. Acceptance of people affected by the corridor, 5. Implementation Status, 6. Interoperability
The final step is to assess where the measures can be implemented. This criterion should be considered as the Corridor Scope, weighted by a factor of 0.15. In this regard, the evaluation will assess whether a measure is bound to a certain corridor or can be readily transferred to TEN-T corridors.
The rating of each of the designated criteria of the cost-benefit analysis is based on a scale from zero to three points. An overall assessment of three points corresponds to the highest as well as best score. The results of the evaluation of each criterion with regards to its category are then clearly visualised and subsequently presented in the fact sheets.
11 In the theme "Policies and Regulations" sub-criteria 2 is separated in GHG and air pollutants.
Acceptance of measure by: oCorridor users oPeople affected
by corridor
oStage of development
o Interoperability o Infrastructure
o Investment costs
o Lifecycle costs
oNoise load oEnergy
consumption oGHG emission oGeographic
circumstance
Legal restrictions on: oEuropean level oNational level oRegional level
S E T E P
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Figure 6 - Assessment list for the evaluation of best practice measures (shortened)
After completion of the utility analysis a two-sided fact sheet was prepared for each measure bundling all the information collected.12 In total two rounds of assessment to score individual measures have been executed to secure the accuracy of the results. The database contains more than 120 measures.
12 Detailed information on the evaluation methodology used: SWIFTLY Green Milestone 9 Report “Analyses and Effects of Transport Measures”, final version as of: 17th Nov. 2014 (http://www.SWIFTLYgreen.eu).
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Eddy current and acceleration sensor system The system is designed to be mounted on commercial trains and monitor rail conditions combining two different measurement principles; Eddy Currents and acceleration sensors. This combination yields the difference between current conditions and the ideal line, allowing for evaluation of geometrical defects.
4. Proposed measures to green transport systems
The following chapter will give examples on recommendations and concrete actions that SWIFTLY Green promotes to support European targets on greening transport. In particular, focus lays on improvements needed according to EU climate targets in the areas of:
o Efficient and sustainable infrastructure as a pre-requisite to traffic and transport operations o Traffic operation for all land and sea based modes and their relation to transport services,
infrastructure and propulsion systems. o Transport services ultimately providing goods in the right place at the right time, in the right
condition at the right cost.
The SWIFTLY Green Corridor Portal offers more than 120 concrete measures to green transport systems. Choose between them to take
your specific challenges and needs into account!
www.greencorridorportal.org
The SWIFTLY Green Corridor Portal offers more than 120 concrete measures for greening European transport systems. The following sub-chapters highlight examples while annex 1 provides an overview on all measures analysed and recommended by SWIFTLY Green.
4.1. Efficient Infrastructure as pre-requisite for traffic operations Transport and traffic operation which are making use of the infrastructure needs to become more efficient.
Based on the need of infrastructure, there has been and still is a huge focus to further upgrade and expand the infrastructure network. However, the development of new infrastructure drives high costs and investment budgets are limited. With scarce investment budgets it is of high relevance to focus on maintenance of existing infrastructure and to focus on increasing the compatibility of infrastructure at cross-border sections. The investments in infrastructure also need to be part of the life-cycle perspective.
Focusing on the hubs central role in the corridor e.g. terminals including ports, there is also large improvement potential in decreasing the environmental impact from handling and storage operations.
Increased reliability in rail infrastructure
The perception of rail transportation as an alternative to road transport needs to be drastically improved among transport industry representatives. To reach a higher perception of rail transport as a reliable and efficient transport alternative to road transport among industry representatives is strongly related to the withholding and maintenance of existing rail
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Wheel surface defect system Innovative system designed to act as an automatic road-side inspection system of trains’ wheels. It is mounted in the track area and acquires images at high speed and with high accuracy. Another system provides analysis and predictive identification of fault components based on this material provided.
Laser profiler and inertial pack Automatic measurement system of railway infrastructure designed for deployment on commercial trains. The system compares current track conditions to a reference straight line to find defects and anomalies.
ITS- Directive 2010/40/EU The ITS-Directive aims to accelerate and coordinate the deployment of intelligent transport systems in the field of road transport including the interfaces with other transport modes across the European Union. It puts forward 24 specific measures, with target dates in six identified priority areas for action plan.
infrastructure including track, signalling systems, contact wires and railway embankments.
The main causes of wear on the rail infrastructure are increased axle loads, train velocities, traction forces and train frequencies over the last centuries. This results in higher pressure on rails and wheels (leading to cracks and pittings) impairing the condition of the infrastructure, if not maintained regularly (e.g. grinding).
From the infrastructure provider, the focus would be to automatize the surveillance and measuring of existing rail infrastructure conditions. To detect deficiencies due to wear on the rail tracks related to increased utilisation of the infrastructure, different measures are promoted to be implemented both in the actual infrastructure as well as on board the vehicle. The Eddy Current and Acceleration Sensor System and the Laser Profiler and Inertial Pack are both surveillance techniques determining the current condition of the rail tracks by measuring geometrical defects. Both systems are mounted on the vehicles and provide a cost effective solution to detect abnormalities, which eventually may cause major disturbances in the infrastructure.
Wheel-flats can occur and result in higher stress on rails over longer distances. Poorly maintained and worn out wheel sets puts a lot of stress on the tracks and can severely decrease the condition of the infrastructure. Thus, the introduction of Wheel Surface Defect Systems has caused a downturn in the number of standstills caused by defect wheels.
By increased reliability in rail transportation and less disturbances in the rail infrastructure caused by deficiencies at the tracks also, apart from causing stops for the existing rail traffic, leads to increased capacity by fewer stops and safety margins.
Efficient road Infrastructure
As for the other modes of transport, the European legislation has put in place a directive for intelligent transport systems (ITS) on road transportation. Main purpose of the directive is to accelerate and coordinate the deployment of ITS in the road sector. The European Union has identified that the coordinated development of technical solutions and services in the area of ITS would improve the road transport system, increase the efficiency of the sector and improve the transport flows on the given infrastructures. The directive aims at six main priority areas:
1. Optimal use of road, traffic and travel data 2. Continuity of traffic and freight management services 3. Road safety and security 4. Integration of vehicle into transport infrastructure 5. Data security and protection, and liability issues 6. European ITS cooperation and coordination
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Energy efficient lightening at terminals There are several measures that ports and terminals can take to improve lighting efficiency.
In the Port of Trelleborg light bulbs in the logistics centre have been replaced with new fluorescent, new light fittings have been installed on the lighting masts in the port’s marshalling yards and terminals, lighting controls/dimmers have been introduced at two berths and LED lights also installed. This serves to save 50-60W/lamp. Thanks to these activities the port saves approximately 1 megawatt hour per year.
On Shore Power Supply (OPS) OPS systems allow ships to use shore side electricity instead of auxiliary engines.
Recycled aggregate concrete Old concrete debris can be recycled as aggregates for new concrete. The recycled aggregates can be used for a new concrete with poorer mechanical properties. Hence recycled concrete can be used for constructions with low requirements.
Closed loop geothermal Environmentally friendly geothermal energy exploitation involves the use of closed loop piping systems. Tunnel lining can be easily adapted to exploit geothermal energy.
Funding scheme for intermodal terminals The funding scheme allows a state funding of the infrastructure building costs by means of a grant to budget. The grant must be used to lower the transhipment price and thus mitigates the additional burden for intermodal transportation.
Energy-efficient terminals
Terminals have, as for the rest of the built environment, huge potentials in limiting their environmental impact. In excess they are the main provider of efficient transhipment between traffic modes which, in itself assists in reaching a better utilisation of each transport mode.
The potential of introducing new, energy-efficient and less pollutant measures to limit the impact are huge. Ranging from lightning measures, heating systems, renewable electric generation to investments in greener handling equipment are a few of those measures that assist in making terminal operations less pollutant.
At sea ports, one main contributor to limit the impact from vessels on the local air quality are the installation of On Shore Power Supply (OPS) systems. By closing down the auxiliary engines on board the vessels whilst at berth, a substantial reduction in emissions can be achieved.
The handling of loading units in intermodal terminals is one of the most obvious “add-on” when it comes to modal shift from road to rail (and inland waterways) transport. From the perspective of the road transport operator they are a burden causing cost and delay. In order to – partly – compensate these costs the funding of intermodal terminal infrastructure has been experienced in many European countries. Mostly based on case-by-case decision of local or regional governments only in Germany a consistent funding scheme for terminals (those in the ownership of German Rail (DB Netz) and any private investor is in place. In both cases: a non-discriminatory access to the terminals must be guaranteed and should be controlled by regulatory body. The funding scheme has been notified to the European Commission and demonstrated a positive impact on the development of intermodal transport to/from and within Germany.
Infrastructure development as part of the life-cycle perspective on transport
Actions to reach the EU Energy and Climate package targets require energy and CO2 efficient propulsion system well to wheel. This means that primary energy source used to its transformation to an energy carrier suited for the engine or motor must minimise its losses throughout the chain and involve as little fossil carbon as possible.
However, it is imperative to limit not only the impact from the traffic operation but must include the environmental impact that is generated by the development and maintenance of the infrastructure.
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Sharing good experiences and best practices on sustainable construction methods and materials from site to site is crucial to learn from previous experiences. Not only the materials but also the transports generated as a consequence of the construction works needs to be taken into account focus on the overall life-cycle perspective on transport.
Current major constructions sites, such as the Brenner Base Tunnel is an ideal test site for bringing about new constructions techniques and innovative solutions, i.e. Recycling of aggregate concrete, geothermal heating and the use of shotcrete with low sintering potential.
4.2. Increased efficiency in traffic operation - making each traffic mode and multimodal traffic more efficient
Today´s infrastructure is a result of a long-term development process driven by numerous organisational, technical and other factors. To accomplish major infrastructure development today involves a general inertia as it includes various political processes. Therefore, other possibilities must be looked into in a shorter perspective to increase efficiency in the present traffic infrastructure.
All modes of transport must improve but also, by its own merits, be used when being the best and most climate efficient solution i.e. supporting co-modality. Key traffic challenges are issues related to infrastructure capacity including terminal and ports in relation to:
o Shippers needs o Residential living and recreation needs (pollutants, noise and spatial use)
To reduce use of energy by 20 % and reduce emission of greenhouse gases by 20 % by 2020 may seem a tough challenge but by systematic improvement work it is a very reasonable target. In the very short time perspective of 2020 main focus should be on operational improvements as the lead times for introducing new traffic solutions is much longer.
By introducing renewable fuels, the GHG-savings will be even higher than the above presented savings on energy. The transport system is driven by combustion engines and electric motors using fuels and power. The combustion of fuels and partly generation of electricity leads to emissions of air pollutants and greenhouse gases, as well as using finite fossil resources.
Increased energy efficiency of vehicles and vessels
There are large potential savings in increasing the energy efficiency of all traffic modes. Below energy savings includes eco-driving, slow steaming, electric brake generation and a systematic focus on increasing the degree of utilisation. It should be emphasised that these necessary operational gains can easily be eliminated by rebound effects as they also will lower relative operational costs that may risk an overall increase in traffic demand. By calculating the energy use for five different transport solutions, it becomes clear that reducing energy use by 10 % meanwhile in the load factor increased by 8 % has a huge impact in the use of energy per ton kilometre, i.e. meeting the 2020 Energy and Climate Package targets.
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Longer and heavier trains - MARATHON Aiming at reducing energy usage by operating longer and heavier trains tests within the project have been performed on trains of up to 1 500 meters with positive results.
Last-mile technology for locomotives The last-mile can be identified as the distance between the main track and the shunting yard, the terminal or a not electrified local track. Hybrid locomotives have an electric and diesel engine and can operate in electrified and not electrified track sections to avoid two locomotives for a complete operation process.
Self-powered electric freight wagons Development of a self-powered electric freight wagon that is able to drive short distances in sidings with battery power.
Energy use wtw1 [MJ/km]
Capa-city [ton]
Load factor [%] Energy use WTW [MJ/ton km]
Present
New
Reduction
Baseline
Present
New
Increase
Present
New
Reduction
Truck with trailer (34-40 t) 15 13,5 -10 % 26 60 % 68 % +8 % 0,96 0,76 -21 %
Container vessel (regional) 2 295 2 000 -13 % 9 000 60 % 68 % +8 % 0,43 0,33 -23 %
Container vessel (IWW) 634 565 -11 % 1 800 60 % 68 % +8 % 0,59 0,46 -21 % Ro-Ro vessel (regional) 2 863 2 500 -13 % 6 000 60 % 68 % +8 % 0,80 0,61 -23 % Electric cargo train 216 194 -10 % 750 60 % 68 % +8 % 0,48 0,38 -21 %
1 WTW = wheel to wheel
Figure 7 - Potential energy-savings by mode of transport by increased load factor
Rail traffic operation is restricted by its dependence on scarce tracks, numerous regulations and rigid planning processes. If rail freight transport services are to regain market shares it needs to improve regarding reliability, capacity and certain flexibility. Marathon aims to reduce energy usage by operating longer and heavier trains. Tests have been performed on trains of up to 1 500 meters with positive results but a universal length of 750 meters at a first stage is on the agenda could accomplish a 40 % energy reduction from the initial baseline. Also the signal system support regenerative breaking instead of air-breaking. By this a further 10 % of energy could be regained.
Rail transport by electric trains is the only transport mode that today has a swift possibility to change the primary energy source from fossil to renewable energy. The electric locomotive has a potential of using fossil free solutions such as hydro, wind or solar power. The electric motor itself is highly efficient (close to 90 %). Losses occur primarily in the electric grid and in transformation.
The rail tracks of the TEN-T corridors are electrified, but typically the final track part is not electrified. Thus, an extra diesel locomotive is necessary to pull the train to final destination. In addition, the freight rolling stock being used in Europe is aged and not energy efficient. New freight bogies with radial steering technology and aerodynamic optimised freight wagon superstructures can reduce the rolling and aerodynamic resistances reducing the energy consumption of locomotives. There are currently test of introducing on further expanding the applicability of electric trains in the transport system.
Innovation in Last-mile technology for locomotives and self-powered electric freight wagons are a few measures proposed to further utilise the energy efficiency of rail transportation. New energy efficient bogies such as TVP2007, DRRS25LD or RC25NT are already available at the market. But wagon keepers don’t have the incentive to buy these bogies. The improved energy efficiency does not justify the investment, more over wear-dependent track access charges are necessary so that wagon keepers get a benefit from reduced wear on rails resulting from these radial steering bogies.
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Hybrid transmission for trucks Hybrid transmission for trucks aims to support the truck’s diesel engine with an electric drive powered by a battery.
Aerodynamic solutions for semitrailer Assessment and optimisation of drag reduction technologies such as aerodynamic tails or side panels.
Active and passive truck aerodynamics Closing the frontal area of the vehicle is a topic to improve its aerodynamic properties. Active grille shutters (AGS) are positioned in front of the main radiator and can be integrated with the grille of the vehicle.
Weight optimised semitrailer The product development by different trailer manufacturers with a weight gains of up to 2 tonnes per trailer. Less weight results in less energy consumption, emissions and noise.
Contribution for low emission trucks Policy and financial incentive scheme to ensure that commercial vehicles exceeding 7.5 tons maximum permitted weight are classified with EURO class VI.
Driving ban for high emission trucks Policy and incentive scheme to ensure that commercial vehicles exceeding 7.5 tons maximum permitted weight of classes EURO 0, I, II are not used any longer on environmental sensitive sections.
Road traffic operation offers flexible door to door solutions but carries less capacity and is vulnerable by congestion. Road traffic carries relatively small amount of cargo. Active and passive truck aerodynamics as well as aerodynamic solutions for semitrailer will further decrease fuel consumption, and estimations states potential of 5 % savings which would mean a reduction of energy use by 25 % from the baseline.
Semitrailers are built for different loading and transport requirements. One of the challenges is to achieve an optimised payload/dead load ratio while meeting the users requirements with regard to loading options, sustainability and price. Recently trailer manufacturers have developed and put in operation light weight semi-trailers which allow a higher payload. Thus the efficiency of road freight transport is increased and the same quantity of goods can be transported with less movements and thus energy consumption. The saving is reported to be 0.5 - 1.5 % per tonne of reduced dead weight.
The transport modes of road, sea and IWW transportation needs more time for a large scale swap of renewable fuels. The combustion engine has improved its efficiency but is somewhere between 35 % and 45 %. At present there is a development going on to introduce renewable fuels hence reducing the content of fossil carbon. Today we see a significant development of new fuels where methane, ethanol, biodiesel gradually is introduced. For sea transports, liquefied natural gas (LNG) is also seen as fuel that can limit the negative impact on the environment, even though based on an endless resource. At present more advanced techniques for hybrid transmission are being developed supporting the shift towards less fossil resource dependence.
Overall, these modes of transport individually offer substantial improvement potential but in combinations for intermodal solutions they can deliver an even higher potential.
Incentives for low emission vehicles
Environmental monitoring at heavily loaded roads shows that the maximum permitted thresholds for certain emissions are exceeded on too many days of the year. One of the measures to reduce emission without jeopardising the trade concerned is to encourage vehicles owners to invest in trucks with the highest possible emission class, thus providing a Contribution for low emission trucks. Thereby the breakthrough for these technologies is supported, too.
In order to be coherent and as the “second side of the medal” the contribution for low emission trucks can be supplemented by a specific driving ban for
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Corridor section traffic management The purpose of the measure is two-fold: 1). for the infrastructure provider the service is a tool for supervision and control, directing traffic in order to optimise the use of the transport corridor. 2). from an operational perspective, the overall goal is to make transport more cost efficient by increasing the flow, speed and use of the corridor section.
Priority allocation services include: a) Information of regulations and restrictions; b) Pricing systems; c) Access control (including IAP); d) Reservation services for freight transport (including ITP and Slot times); e) Platooning – regulatory framework; and f)Traffic management plans From the operational perspective the following ITS measures are promoted: a) Access Control; b) Dynamic road and traffic information; c) Dynamic traffic management (including MCS); d) Vehicle specific traffic management and information (including ERTMS for rail); e) Platooning; f) Variable Speed Limits; g) Green Wave; h) Traffic Control (including ramp metering); and i) Incident response and management
(Sulphur) Emission Control Areas - SECA Policy and incentive scheme to ensure that ships operating in specific sea areas are using low sulphur fuels.
trucks exceeding 7.5 t of Euro classes 0, I, II, to make sure that these types of (older) vehicles are not used any longer.
In force from 1 January 2015, based on the new Directive 2012/33/EU amending directive 1999/32/EC, EU Member States have to ensure that ships operating in the sea areas (Baltic Sea, North Sea and English Channel) are using fuels with a maximum sulphur content of no more than 0.1 % - down from the previous 1.0 % limit. Therefore, the measure is also known as Sulphur Emission Control Area – SECA directive.
Higher sulphur content fuels are still possible, but only if the appropriate exhaust cleaning technology or system are in place in order to achieve an equivalent effect. The announcement of the directive and its implementations has also persuaded ship designers, owners and ports to increase their efforts with respect to alternative clean fuels, such as LNG.
Improved infrastructure capacity utilization by the use of ICT
Information and Communication Technology (ICT) can optimise and improve infrastructure capacity through a higher degree of utilization and serve as a supportive tool on how infrastructure bottlenecks can be avoided through demand management measures. Altogether ICT and traffic infrastructure forms the basic pillar for the Intelligent Transport System (ITS).
There are three areas of ICT gains related to the EU energy and climate targets:
1. Primary gains will come from operational improvements obtained by the transport systems becoming more efficient in their operation.
2. The second energy and climate gain from ICT comes from avoiding new infrastructure, where the building process itself uses energy and emits greenhouse gases. If better usage of existing infrastructure is sufficient to provide transport solutions in accordance with market demands this should be the first option.
3. Thirdly, ICT also provides an important tool for demand management that can ensure that operational improvements regarding energy efficiency and GHG emissions are not eliminated by massive increase of traffic demand.
Vehicle specific traffic management and information is a foreseen “new feature” which requires the traffic manager having information on the individual vehicles on the section. The service will allow the traffic manager to give advice to specific vehicles, through in-vehicle equipment, taking into account the transport characteristics assigned to the transport-ID concerned. A broadcasted version (either through air or vehicle management system (VMS) interface) will provide
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Urban gateway management Introducing ITS measures that facilitate the transition from long distance freight transport and urban distribution is the main function of the Urban Gateway management. For communication between the operators and the urban gateway manager, Transport ID is an important enabler. Load unit ID can also be used to track and trace individual units. The Urban gateway manager will be able to direct traffic in a way that permits better use of existing capacity.
The strategic ITS measures that are promoted as vital parts for the Urban Gateway management includes: a) Access control; b) priority allocation services; c) Information on regulations and restrictions; d) Reservation services for freight transport (including ITP and Slot times). For the operational perspective the following measures are promoted: a) Access control; b) Dynamic traffic management; c) Urban gateway; d) Check in / Check out; e) Tracking and tracing; f) Vehicle specific traffic management and information.
Intermodal gateway management The purpose of the service is to facilitate the transition between transport modes. Access control, reservation services and Priority Allocation systems are important ITS measures in terms of prioritising between the incoming units, allocating capacity in the terminal(s). Pricing systems are also important to direct traffic by using incentives for the operators to schedule and route traffic, avoiding congestion in the terminal. Both Transport ID and Load unit ID are important enablers for communication between the operators and the intermodal gateway manager.
Strategic ITS measures supporting the Intermodal Gateway management include: a) Pricing systems; b) Access control; c) Priority allocation services; d) Reservation services for freight transport (including ITP and Slot times); e) Information of regulations and restrictions.
Operational ITS measures proposed includes: a) Vehicle specific traffic management (including ERTMS for rail); b) Check-in/check-out; c) Access control; d) Tracking and tracing
dynamic traffic information to the users of the corridor section to make the best decisions relating to their journey ahead.
The aim of Corridor Section Traffic Management is to optimise the use of a specific section of the corridor. The application is aimed to be implemented by the infrastructure provider. From a strategic planning perspective, the main goal to utilise ITS services is to make transport more cost efficient by increasing the flow, speed and use of the corridor section. This also means an increase of the throughput of traffic and to reduce the environmental impact from traffic operations.
From an operational perspective the Corridor Section Traffic Management is on managing the flow of vehicles that already are utilising the infrastructure. In practice, there are a large number of decentralised traffic management operators, each controlling a limited part of the transport meaning that information has to be shared between the corridor sections in order to reach the potential users of the whole transport corridor. If an accident occurs traffic will be re-directed to alternative routes and transport modes to save time, resources and eventually also reduce the environmental impact from freight transport.
The aim of Urban Gateway management is to facilitate and optimise the interface between the transport corridor and the transport operations in an urban area. An efficient gateway function minimises congestion in the urban area and restricting traffic from outside the city to enter the area. Coordination activities will take place in order to distribute the incoming transports in a way that optimize the use of the infrastructure.
Urban node management is a virtual control and management function that requires both information on the state of traffic in the urban area and information on all transports that are about to enter or exit the urban area. Urban node management is also one of the areas that particularly have been identified by the European Commission to facilitate multimodal freight transport and integration between transport corridors and to provide an efficient interface with sustainable urban logistics, including ITS services, access regulations and road safety. Specific environmental goals are also pointed out in relation to urban node management, including actions to support the introduction of alternative fuels and to promote the introduction of solutions for vehicles powered by clean fuels as well as low-noise and low-carbon urban freight delivery (ibid).
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Noise-dependent track access charges The main idea of a noise-dependent track access charges is to foster the use of rail vehicles causing less noise emissions. For noisy freight vehicles, track access charges are increased.
Composite sole (K-block) tread brake system For a tread brake system of a freight vehicle, different sole types can be used as for example the composite sole (K-block). Compared to cast iron brake blocks, the noise emissions of a freight vehicle can be reduced.
Low noise, low friction block (LL-sole) tread brake system For a tread brake system of a freight vehicle, different sole types can be used as the low noise low friction sole. Compared to cast iron brake sole, the noise emissions of a freight vehicle can be reduced.
The purpose of an Intermodal Gateway Management is to facilitate the transfer between transport modes both in differences in time (frequency), capacity and transhipment between transport modes. The frequency of which transports are executed varies according to the capacity of the transport mode. The differences between the provided capacities create an intermediate storage of goods and resources have to be introduced which in turn contributes to an increased risk for congestion in connection to key resources in terminals and ports.
From a planning perspective this means to support a situation where the flow of incoming vehicles / cargo is balanced against outgoing flow in terms of timing, capacity etc. A good balance means limited delays and limited need to store vehicles and cargo waiting to be serviced.
To mitigate the effects of the differences between the transport modes, transport units can be routed in a way that distribute the arrival over a longer period of time, e.g. by using time slots for loading and unloading or to grant priority to certain actors. From an operational perspective this means to handle incoming and outgoing transports in a way that support efficient handling at site.
Target to reduce noise pollution from rail transport
Reliability, capacity and flexibility are intertwined for rail transport as there is a competitive situation between freight and passenger services making use of the same infrastructure. Day times in general and peak commuting hours in particular often means that freight trains are put on hold when passing populated areas, leading to challenges to fulfil required lead times and delivery on time. As rail infrastructure often passes populated areas, night traffic must meet noise levels accepted by the surrounding society and its residents. Nowadays, the noise emissions are too high and inhabitants are grouping in citizen’s initiatives (e.g. in the Rhine valley) to fight against high noise emissions.
There are numerous actions and measures available with the aim of reducing the negative impact of rail traffic related noise pollution. These measures can be characterised in the following priorities:
1. Replace cast iron tread brake blocks (such as the K-block tread break system) with low noise and low friction brake block (for existing freight vehicles) such as the LL-sole tread brake system reducing roughness of wheels and noise emissions of freight wagons
2. Enforce the use of freight vehicles with composite tread brake blocks or disc brakes reducing roughness of wheels and similarly noise emissions of freight wagons
3. For an effective reduction of noise emissions, a reduction of the rail roughness is necessary, e.g. with frequent grinding.
4. Reduce noise emission of freight wagons further with various measure on the boogie and superstructure
All these initiatives need relevant and full scale implementation as public acceptance otherwise will hinder rail solutions. Introducing incentives such as Noise-dependent track access charges is a tool that can
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Noise monitoring stations With noise monitoring stations, the noise emissions and ground borne vibrations of passing rail vehicles are measurable. The stations are installed close to the railway track. A purpose of the system is the monitoring and abidance of noise-based track access charges. The measured and by cameras recorded data can be used for the verification of the actual noise emissions since noise emissions of freight vehicles may change during their lifetime.
Reducing noise level from terminal vehicles Equipment such as forklifts and reach stackers produce noise pollution, which is especially prejudicial if located close to residential areas. Using noise-reducing solutions for reach stackers and tractors (e.g. by installing a noise trap for the cooling fan, establishing speed regulations during the night time, noise absorbing carpets, etc.) reduces noise levels from port equipment.
Rail noise policy and regulation Policy and incentive scheme to support wagon keepers to equip their wagon with low noise braking systems. Policy and incentive scheme to support railway undertakings to use low noise wagon in their train services effectively by lowing the track access charges for those trains.
be used by infrastructure holders to promote less noise pollutant trains. To monitor the noise emissions, noise monitoring stations can be used which measure the noise and ground borne vibrations of passing rail vehicles.
Despite the knowledge on reasons for rail noise and the development of mitigation measures both on the infrastructure and the vehicle side since long time, only recently, with the creation of appropriate policies and regulations the introduction of low noise vehicles in operation gained a new momentum. The respective policies and regulations have two supporting mechanisms: 1) help wagon keepers to supply their wagon with low noise brakes and 2) support railway undertakings (using these wagons effectively) to benefit from reduced track access charges.
Noise pollution issues also include ports and terminal operations with night activities located close to residential areas. Especially at night-time, noise may cause disturbance at such an extent that restrictions may limit terminal operations. Thus, and to avoid restraints measures helping to decrease noise levels needs to be implemented. There is a huge potential in reducing noise level from terminal vehicles.
In order to overcome all challenging hurdles within traffic operation there are numerous internal measures that can improve all modes, hence enabling a greener transport system. In the short term, policies and regulations are needed that stimulate efficiency in the existing transport system and at the same time ensure an overall effectiveness i.e. not bringing about an overall traffic increase that would eliminate operational gains. All these measures are likely to be commercially motivated but can still be further stimulated by policy makers.
In a longer perspective, policies and regulations that further stimulate and ensure operational efficiency are needed. This means policies and regulations supporting the implementation of solutions that reduce energy use per vehicle and vessel km. Furthermore, policies and regulations are needed that support the increase of load capacity for each mode of traffic where traffic mode compatibility must be a precondition for all these initiatives. The TEN-T transport corridors are for these short and long term initiatives the ideal test site as they can provide an early adoption of new solutions.
4.3. Increased transport efficiency The shift to rail transport has a huge potential to save energy and to introduce renewable fuels in the supply to electric trains and is the most efficient action in a short term perspective to make European transport sector less dependent on fossil fuels. The energy efficiency and stronger regulation on emission levels from sea transportation also promotes marine transport as a suitable mode to include in intermodal transport solutions. Another key factor supporting the increased efficiency in transport
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Innovative vertical transhipment of semi-trailers The conventional vertical transhipment at intermodal terminals requires the use of standardised units that are designed in order to be vertically lifted. About 80 % of the European semi-trailers, however, cannot be lifted by such equipment. A simple solution offers includes a harness technology for loading standard semi-trailers with a crane.
Horizontal transhipment of containers A system allowing cost-efficient horizontal transhipment of containers to and from wagons requires a large concentration of goods. The technology works under both electrified and non-electrified railway lines. It creates opportunities to off- or on-load containers from wagons without any requirement for shunting.
Intermodal transport one-stop-shop The transport concept involves several companies offering a cohesive transport service for their customers. As part of the service the partners involved should, on request be able to provide an offer which covers the entire journey. The collaboration is seen as a cost-efficient solution as each partner still uses their own IT booking systems decreasing the costs and timely investments in migrating IT-software.
Reinventing intermodality: Eurotunnel rail shuttle 2XL, Eurotunnel, Russell Logistics, Dourges and P&G have together set-up a railway service between Dourges (FR) and Barking (UK). In order to set-up the service synchronisation was needed between the different supply chain nodes, this to ensure that the lead-time between Amiens and London via Dourges and Barking was competitive versus road transportation from a cost point of view.
operation is to raise load factors in carrier units. By more efficient use of a single unit and higher utilisation of existing carrier units, all modes of transport should be targeted. Key lubricants to support a shift towards increased intermodal transport and higher load factors in the Core network corridors and the entire European transport system are listed in the following chapter.
Efficient transhipment between modes
A key enabler for multimodal transport solutions is terminals operating through increased standardised handling equipment without jeopardising the economic viability by heavy investments in infrastructure and in transport assets such as waggons, locomotives and trucks.
There are many innovative new techniques for horizontal transhipment between modes for semi-trailers. However, in a shorter perspective there are no indications that a major shift from vertical to horizontal transhipment of semi-trailer will occur. However, clever vertical transhipment solutions such as the Innovative trailer transhipment concept where existing semi-trailers with the incapacity of being lifted on board rail waggons are adapted by a harness solution to be sent intermodal. For new units being introduced to the transport market, a European legislation is promoted which enforce all manufacturers to add the functionality enabling all semi-trailers to be lifted on board train waggons.
Further concentrations of cargo flows will most probably lead to the development of so-called “Mega-Hubs” in which an increased automation in the transhipment of containers reduce waiting times and decrease the cost for a single lift between two modes. For container handling between modes, a horizontal transhipment technique for container transhipment has the potential to increase the efficiency at larger intermodal nodes on the main railway lines in Europe. The horizontal transhipment delimits ineffective and costly shunting operations.
Collaborative business models
To achieve environmental savings demand a systematic focus on increasing the degree of utilization on every vehicle and vessels operating the infrastructure in Europe. The basic condition is that intermodal transport must fulfil market demands and enable the 20% reduction targets.
Increased collaboration between shippers to share transport capacity gives the transport companies a motivation to further develop intermodal transport solutions. Collaborative business models such as the Intermodal Transport One-stop-Shop decrease the hindrance perceived in changing from road to intermodal
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Transport management Transport management is a set of ITS measures that enable the transport planner to optimise the use of transport resources based on the premises provided by the infrastructure provider – and ultimately the local or national government. Transport Management involves both planning and execution of freight transport whereas transport planning consists of activities prior to the actual execution of the transport activities. Traffic control involves operational measures for the execution of transport. Both Transport ID and Load Unit ID are important enablers, for communication between the infrastructure provider and the transport operators.
Strategic ITS measures supporting the services include: a) Reservation services for freight transport; b) Priority allocation services; c) Information of regulations and restrictions; d) Pricing systems; e) Access control (including IAP)
Operational ITS measures include: a) Vehicle specific traffic management (including ERTMS for rail); b) Access control; c) Check in / Check out; d) Tracking and tracing.
Traffic management systems in Alpine regions Policy and Regulation applied for transports pass the Alpine regions to ensure that emissions from transport are reduced by issuing transit rights for trips through the Alps, limiting either transport permits (ACE), emissions from transport (AETS) or setting a price of the toll (TOLL+).
transport. The shipper has one single point of contact to book the entire transport. This point of contact can vary in-between the connected transport companies without costly intermediate freight brokers. From rail or sea transport over longer distances to the last-mile distribution by road clearly promotes the development of energy efficient and less polluting door-to-door transport services.
Thus, at the same time as intermodal transport solutions help reducing the environmental impact from the transport and logistics sector it also supports the requirements of which the shippers demands. Shippers have, in turn, increased their motivation in reinventing intermodality, challenging old habits and projections on first and foremost non-flexibility of rail transportation.
Transport management is mainly carried out with a planning perspective. The transport planning is carried out by the carrier with the aim of optimising the use of available transport resources. However, as unforeseen events occur during the transport, proactive planning has to be made and operational counter-measures have to be prepared. In terms of “changing plans”, i.e. a transport operation is re-scheduled or changed in another way; this is considered as a renewed planning exercise, as this operation in essence is similar to the initial planning.
Besides the specific needs of the transport, the carrier has to take into account all restrictions, possibilities, regulations and requirements that are set up by shippers and network element managers. Hence, all such information must be available at the moment of planning.
One of the most corridor specific traffic management systems is being discussed for the Alpine regions. Traffic management systems, such as the Alpine Crossing Exchange (ACE) are an incentive instrument for heavy goods traffic. The aim is to transfer transalpine freight traffic from road to rail and reduce the GHG and air pollutants by issuing transit rights for truck trips along the Alpine corridors. The limiting factor are either the transport permits (ACE), or the emissions (Alpine Emission Trading System - AETS) or the price of the toll (TOLL+). A collaborative approach is a pre-requisite among the regions to seek to apply business mechanisms easily integrated in commercial offers by the users of the infrastructure. Measure focuses on effective external cost charging to reduce environmental burdens from transport. It sets incentives to use less polluting heavy good vehicles, leads to important financial means to facilitate modal shift without directly steering of transport volumes (TOLL +); however ACE and AETS provide steering due to the cap-and-trade instrument (imonitraf!, 2014).
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Intensified controls and sanctions Policy and incentive scheme to ensure a level playing field within the road sector.
Same level playing field for competitive service providers
Each transport mode is highly regulated as regards market access, technical and operational conditions. A respective set of international, EU and national regulations determine the framework of operations. Nevertheless, experience shows that some operators are less sensitive for respecting these conditions. In road transport, several concerns relate to maximum permitted driving hours (controlled by digital tachographs which improved the situation fundamentally), conformity of driver, truck and trailer with obligations for international/national transport of goods, maximum permitted weight, load security and technical condition of the vehicles. For the latter, a set of parameters intensified controls and sanctions are required to ensure a level playing field within the road transport sector and between road and rail. Controls will therefore contribute to a couple of greening target, e.g. increase of efficiency in a mode, transport flow improvement and modal shift.
Annex 1 provides an overview on more than 120 measures analysed and recommended by SWIFTLY Green!
4.4. Appliance of Key Performance Indicators to track the success of greening
Essentially, the core logic of transport logistics is to obtain economy of scale, meanwhile service fulfils market requirements in the distribution channels (supply chains). In brief this means to deliver; the right goods, at the right time, in the right place, in the right condition, at the right price (cost).
The consequence of this basic logic is a general desire to meet customer service demand; meanwhile cargo flows are consolidated at an economic optimum. Over the years this has led to increasingly larger modes of traffic in large scale transport solutions. The introduction of larger traffic modes however, gives a second order effect as they reduce flexibility. This leads to market risks if transport demands decreases.
In order to fully describe transport and corridor performance, there is furthermore a need to include key performance indicators (KPI’s) for both operational aspects, as well as enabling aspects i.e.:
o Operational aspects such as corridors geographical relevance, transport techniques and business models
o Enabling and conditional aspects such as infrastructure, legal requirements, standards, ICT, organisation etc.
The relation of operational aspects to enabling aspects is described in the figure below:
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Figure 8 - The different criteria’s that drives green corridors performance
Principles on KPI’s
In order to describe the specific relevant KPI’s for green transport corridors there is a need to define “green” in relation to the TEN-T corridors. The full ranging approach of sustainable transport logistics is used, however without an existing and commonly accepted definition that covers “profit, planet and people”. Therefore, the below presented simple visualisation, is used to describe this concept.
Figure 9 - The sustainable transport logistics mix13
The aim of key performance indicators is to simplify and thereby enable management of operation. If the indicators themselves are too academic, not measuring the right conditions or being too complex to update they will not be used. Therefore our approach is to present a gross list (see Appendix 2) of
13 Transport logistics and the environment, 2013.
HARD INFRASTRUCTURE (road, rail, terminals
etc.)
SOFT INFRASTRUCTURE
(ITS)
POLICIES & REGULATIONS
CORRIDORS, LINKS & NODES
(geography)
TRANSPORT & LOGISTICS SOLUTIONS
(business models)
TRANSPORT TECHNIQUES (performance)
Operational criteria’s
Enabling and conditional criteria’s
·
oHigh security standards
oGood working Climate oSocial responsibility
·
o Low environmental
impact oHigh safety
standards
·
oRight
products/service oHigh productivity oRight quality
SUSTAINABLE TRANSPORT LOGISTICS
PROFIT (economy)
PLANET (environment)
PEOPLE (social)
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relevant sustainability performance indicators and in different case studies illuminate how they can be selected and used by a specific stakeholder. In essence the KPI´s should support the following requirements:
o Present situation - KPI’s should enable assessment of the present situation through relevant measurements, as this is necessary for further development and improvement priorities.
o Support progress towards a desired situation - The desired situation can be described in a vision,
mission or as an overall or long-term objective, goal or target. In order to monitor progress towards this desired situation requires relevant measurements. Visions are normally less tangible i.e. more difficult to define and link to adequate accomplishing measures. The desired situation can be achieved through various relevant intermediary short-term objectives, goals or targets.
o Indicators - Refers to a specified and relevant indicator expressed in a defined unit e.g. (€)
describing present status. Key performance indicators emphasize the importance or selection of a few specific indicators. The selected indicator can be expressed as: o Absolute, e.g. 100 [€], describing effects o Relative, e.g. 10 [€/km], describing efficiency.
In addition to absolute and relative indicators, there are enabling and related conditional indicators:
o Enabling indicators; e.g. increasing road weight capacity (ton/axis), often linked to bottlenecks in infrastructure or transport systems.
o Conditional indicators; e.g. allowed noise levels (dB(A)) for a geographical area, port or road stretch.
Finally, measurements can also use activity based indicators for follow-up such as:
o Staff competence monitored through number of staff being educated (n)
Follow-up on activity indicators normally simplifies measurement but offers an uncertain correlation to actual effects i.e. understanding education may not be 100 % or knowing what should be done is not by default 100 % commitment in doing right. In the gross list of KPI’s, activity based indicators are excluded for these reasons.
o Measures - Refers to required and relevant activities or actions that can accomplish a desired future situation.
Implementation of KPI’s
Operational control of goods flows through KPI’s has always been a common way of managing performance in transport logistics services. This experience needs to be included when implementing indicators. The most critical part for all performance indicators is the availability of required data that forms the indicator. If data capturing with sufficient accuracy is difficult or costly, the indicator will not become a useful indicator. In addition, if supporting data is uncertain the relevance of an indicator diminishes. Thus, data capturing aspects may in the end fully define which indicators can be used in reality.
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The system boundary of captured data must also be well defined and constant over time when measuring improvements or relations to other corridors. This is indeed a challenge for transport corridors.
It should in addition be stressed that performance indicators may change behaviour of organisations and people being managed by KPI’s. Reward systems may amplify this potential but also add a potential risk of sub-optimization. Hence, key performance indicators have a risk of becoming counterproductive in relation to the original objective, due to not adapting to new conditions. Relevant KPI’s that initially serve the purpose well, but may over time become outdated. Thus, there is a need to continuously evaluate their functionality.
Finally, KPI’s must be manageable in practice and not over ruled by legislation or other external factors hence eliminating their credibility.
Figure 10 - Assessing KPI’s
To sum up: Assessing KPI’s should be based on a minimum of input, relying on easy accessible and accurate data, in order to present robust relevant key performance indicators. The KPI’s should ideally enable follow up on long term trends as well as supporting corrective and preventive actions.
Stakeholder´s need
The selection of relevant performance indicators is strongly related to the user´s need. The project has identified the below primary key stakeholders:
o Corridor coordinators Appointed European Coordinators and their staffs o Policy makers Regional (EU), national and local policy makers o Infrastructure holder The operator of road, rail and sea traffic infrastructure o Shippers Includes manufacturing and trading companies o Logistic service providers Includes operators and intermediary companies for all
modes of traffic
The concluding success factors for KPI’s are equal for all stakeholders and based on the following parameters:
o Identifying and determine stakeholders o Analyse, understand and define stakeholders’ needs for follow up o Evaluate possibilities to capture accurate and relevant required data at a reasonable effort
Selection
Data
Key PerformanceIndicators
Data management Performance indiators
Operation
Management and control
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o Select a minimum of relevant KPI’s (less is more) from gross lost (see Appendix 2) or other source
o Implement and make operational use of the KPI in control and feedback (walk the talk) o Evaluate the effects of the selected KPI. If inefficient alter to a more relevant KPI
Overall, the suggested recommendation is to use fewer KPI´s. This approach will have a larger potential to become implemented and useful for specific stakeholders rather than trying to cover all aspects for all stakeholders. Furthermore, there is a need to clearly define the corridor boundaries for data capturing as this may distort comparability of the KPI´s used.The study and selection on KPI’s are made using existing data of previous work in the field e.g., Supergreen and similar projects but some minor adjustments have been made corresponding to later standards being implemented e.g. EN 16 25814.
Follow up on improvement measures
KPI´s used for follow-up on improvement measures should be selected in relation to expected gains and potential second order effects.
Example of an improvement measure:
Rail transport often includes first and/or last parts of the tracks without catenary and thereby it requires a diesel locomotive. This is resolved by either using a diesel locomotive (under the catenary) the whole distance or using an electric locomotive on the long stretch and switching to diesel locomotives in the first and last parts. By Introducing an electric/diesel hybrid locomotive on railway tracks where the ends is without catenary would resolve this problem with potentially positive and negative effects.
By making use of our gross list of KPI´s in order to support the follow-up on this new solution we suggest below indicators.
Area Performance indicator Measurement Stakeholder/ Logistic Service provider
Profit
Operational Costs Absolut [€]
Relative [€/ one tkm]
Lead time Absolut [h]
Delivery on time and in right place Relative [%]
Planet
Emissions of air pollutants [PM, NOx] Absolut [kg]
Relative [kg/tkm]
Emissions of GHG [CO2] Absolut [kg]
Relative [kg/tkm]
Use of renewable energy Absolut [MJ]
Relative [MJ/tkm]
Noise Conditional dB(A)/vehicle type
People Severe traffic accidents [n] Relative [n/tkm]
Fatal traffic accidents [n] Relative [n/tkm]
Overall Socio economic costs (savings) Absolut [€]
Figure 11 – Sustainable requirements and constitutions by areas
14 Methodology for calculation and declaration of energy consumption and GHG emissions of transport services (freight and passengers).
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Benchmarking of the Core Network Corridors
Another type of need for KPI´s are when benchmarking different corridors where there is a need to make this in a uniform way. The above presented success pillars are however still relevant.
At present there is a process going on to develop a set of criteria for benchmarking the nine core network corridors. The proposal is to apply a set of generic KPIs for all corridors. The generic KPIs describe mainly the infrastructure (enabling) and a selection of demand (operational) KPIs. Optional is inclusion of socio-economic background information to be collected at regional level. The aim is to make the KPIs common among the corridors hence facilitate cross-corridor comparison. In addition each corridor can add specific KPIs, leaving flexibility to each corridor adapt to their unique characteristics and thereby contribute to the evolution of each specific corridor. This work is in line with suggested KPI´s, however including a larger number of KPI´s but for fewer stakeholders.
In line with the Terms of Reference, the KPIs should be:
o Based on the existing EU strategic framework; o Quantifiable; o Available from public statistical sources; o Capable of being aggregated to corridor level; o Relevant for the assessment of a corridor’s performance.
Making use of the SWIFTLY Green gross list of KPI´s in order to support the Core Network Corridor coordinators we tentatively suggest below indicators for benchmarking corridors.
Area Performance indicator Measurement Stakeholder/ Logistic Service provider
Profit
Operational Costs Relative [€/tkm1]
Lead time (measured as average speed) Relative [km/h]
Delivery on time and in right place Relative [%] Delivery in agreed condition (damage, unbroken cool chains etc.)
Relative [%]
Capacity Enabling [ton]
Planet
Emissions of GHG [CO2] Relative [g/tkm]
Emissions of air pollutant [PM] Relative [g/tkm]
Availability2 of renewable energy Enabling [%]
Noise Conditional dB(A)/vehicle type3
People Severe traffic accidents [n] Relative [n/tkm]
Fatal traffic accidents [n] Relative [n/tkm]
Overall Socio economic costs (savings) Relative [€/tkm]
1 one tonne-kilometre 2 Availability of renewable fuels, electricity etc. (need further specification) 3 Includes urban, suburban, rural- rail and road
Figure 12 - SWIFLTY Green KPI’s for benchmarking corridors
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5. The SWIFTLY Green Corridor Portal (web application)
The SWIFTLY Green Corridor Portal combines three web applications (tools) aiming at visualising measures to support transport greening, business cases and increase the visibility of green corridor paths.
Figure 13 - Screenshot of the Green Corridor Portal (www.greencorridorportal.org)
The tools will be essential instruments for transport stakeholders to make existing and future traffic flows along the corridor greener according to their individual needs and viewpoints. The SWIFTLY Green Corridor Portal delivers custom-made information, guidance and recommendations based on users´ unique requirements concerning the greening of transport, besides others:
ü Recommendations on concrete measures to green transport ü Exemplary appliance of KPI’s to demonstrate tracking the success of greening ü Route planning application which supports users in finding, assessing and deciding upon green
and competitive intermodal transport services based on costs, time and environmental parameters
The SWIFTLY Green Corridor Portal is accessible by www.greencorridorportal.org.
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5.1. Scope of applications and benefits for users
Replica Tool (search functionality for greening measures)
The Replica Tool, developed by Interporto Bologna is a web application to search the SWIFTLY Green database which contains greening measures identified and recommended by SWIFTLY Green according to users´ unique queries and needs.
The measures included are relevant for achieving greener transport solution based on marketability and transferability. Search results are visualised in a standardised format and can be filtered according to search criteria in the Semantic Search Engine:
o Greening objectives (e.g. noise reduction, energy and GHG, modal shift), o Modes of transport (e.g. road, rail, sea, intermodal, IWW), o Evaluation results (e.g. greening effect, marketability, transferability to other corridors), o Technical Readiness Level, o Semantic search.
Target group o Infrastructure managers o Corridor Coordinators o Legislative bodies and administrations o Industry and transport service providers
Figure 14 - Screenshot of the replica tool search engine for greening measures
Benefits of the tool - The tool is a knowledge-sharing tool and enables users to run queries and retrieve information about the most appropriate measures that can support to achieve their specific greening objectives.
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Thus, the tool supports greening of transport and supply chains in Europe as well as reaching European Energy and Emission targets.
Limitations of the tool - The Replica Tool currently contain measures assessed within the SWIFTLY Green project. Further measures can and should be added in the future to continuously update the database on most effective greening measures available as well as to increase the coverage of various needs and cases related to transport greening issues.
Even though two independent internal audits on the scoring of measures were performed, the result is by nature subjective to auditors’ knowledge and opinion.
The measures presented in the Green Corridor Portal are applicable to the whole network of TEN-T Core Corridors. However, a successful implementation will depend on the characteristics of each corridor (or even sections of the corridor) and of the national governance structure of each Member State. Member States will retain the flexibility to address their unique challenges using the tools made available in the toolbox.
Visibility Planner
The Visibility Planner is a web application assisting in building up multimodal transport solution for a specific point-to-point transport chain. The ranking of transport solutions depends on three input criteria to be weighted by the user:
o CO2 emissions, o time needed to perform the transport solution, o cost of the transport.
The Visibility Planner supports users to find updated information on transport services and infrastructure/facilities in the transport network and to identify the best green transport options in term of transport cost and transit time. The tool can also act as Decision Support System towards optimised transport flows within transport corridor/s.
Some exemplary connections are linked with the CorridorCalc to show case the evaluation of transport chain’s environmental performance by KPI’s (e.g. emissions).
Figure 15 - Selection criteria in the Visibility Planner
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Figure 16 - Screenshot of transport solutions found (exemplary search) and CorridorCalc information on transport’s emissions
Target group o Transport service providers such as shippers, transport operators, freight forwarders o Industry
Benefits of the tool - The Visibility Planner acts as a planning-supportive tool to identify green multimodal transport solution on basis of users input criteria time, costs and emissions.
The tool provides decision makers solutions on optimised green multimodal transport solutions.
Limitations of the tool - The Visibility Planner depend on accurate and updated data from external sources. Therefore, efforts are needed from the administrator and the managers’ sides in order to keep it constantly updated, for all the infrastructure, service and environmental performance aspects.
The database can be enlarged when new connections and services are available and/or new information on the transport performance can be measured, thus meaning that more capable hardware machines could be needed in order to enable quick searches of the transport solutions.
CorridorCalc
The CorridorCalc tool is a stand-alone tool as well as an integrated tool to the Visibility Planner.
In order to use this tool, it requires more detailed. The user´s input determines the output. The tool also provides societal costs.
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Figure 17 - Screen-shot from the CorridorCalc tool
The tool is developed by the Network for Transport Measures (NTM). In order to promote and develop the environmental work in the transport sector, NTM acts for a common and accepted method for calculation of emissions, use of natural resources and other external effects from goods and passenger transport. The method is primarily developed for buyers and sellers of transport services, hence enabling evaluation of the environmental impact from their own transports. NTM offers:
o A calculation method and relevant environmental data o Tools for supplier evaluation o A forum for exchange of knowledge and experiences in the field of environmental impact from
transport
In order to demonstrate the potential use of this tool, SWIFTLY green made one in-depth analysis on a measure linked to each of the four thematic areas.
5.2. Examples of the SWIFTLY Green corridor portal´s potential The SWIFTLY Green Toolbox contains more than 120 measures. You can find more detailed information and guidance on all measures identified by accessing the SWIFTLY Green online portal www.greencorridorportal.org.
Example I - driving ban for high-emission trucks on a motorway in Europe
This example is based on a fictive motorway highly used for transit traffic by trucks of various ages, hence consisting of different emission standards15. Part of this road passes geographical areas of a dense population and poor air exchange due to the fact that the motorway stretch is in a valley also used for inhabitants living. The health impact from air pollutants is therefore significant and local air quality norms are regularly exceeded and therefore needs to be improved through local regulations.
15 Euro classes
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The evaluation of this policy measure is based on a motorway stretch on the following assumptions:
Distance: 134 km Road type: Motorway Truck type: Tractor and semitrailer Number of trucks per day: 1,000 Working days per year: 250 The mix of this fleet of trucks is assumed to change due to bans (demand management) of older trucks on this specific road segment. The objective of the policy measures is an attempt to push an earlier phase out of older and more polluting trucks. The aim is primarily to reduce traffic related air pollutants as Hydrocarbons (HC), Nitrogen oxide (NOx) and Particulate Matters (PM). The main concern and justification is however, to reduce the air emissions of NOx in the region.
Area Performance indicator Specification Unit
Profit Costs Additional costs [+/-]
Lead time Additional lead time [+/-]
Planet
Air pollutants NOx, HC, PM [kg]
Energy use Fuel consumption [MJ]
Greenhouse gases CO2, N20, CH4 [kg]
People Traffic safety Number of fatalities [+/-]
Figure 18 - Follow up KPI’s
Stakeholders The green corridors revolve around how infrastructure, logistics, transport techniques, policies and regulations can make transport logistics more sustainable (greener). In order to define the project we use there four thematic areas and five categories of primary stakeholders that drive changes. In this specific example, the key driving stakeholder is policy makers acting through Policies and Regulations.
Primary thematic area Primary key stakeholder Infrastructure (Links and Nodes) Shippers Logistics Solutions Logistic service providers Transport Techniques Infrastructure holder Policies and Regulations Corridor coordinators Policy makers
Figure 19 - Primary thematic areas focused
How In order to reduce the emissions of air pollutants from traffic there is a need for modern low emitting combustion engines. In practice, that means to phase out older trucks with higher emissions of primarily NOx, which in effect also reduces other substances.
As can be seen in the graph below, the new trucks with Euro 6 engines will more or less eliminate the NOx problem. One should however not neglect the risk of mal functioning combustion as well as the insufficient after treatment of fumes. Hence, the below comparison is partly theoretical.
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Figure 20 - Emission standards for heavy-duty trucks according to the Euro norms [g/kWh]
Regarding the ability to implement the suggested solution, there are two dimensions. One is the ban itself as a policy measure. Would that meet legal problems? Secondly, is the truck technology itself available on the market. For this, the level of readiness (TRL16) through a scale from 1-12 has been evaluated.
1 2 3 4 5 6 7 8 9 10 11 12 Pre study Pilot test Test Introduction In operation Market
penetration Driving ban measures New truck technology
Figure 21 - Implementation ability of the suggested solution
16 Technical readiness level is an evaluation used by NASA. In this use we have added more levels in order to indicate if the measure is available in the market.
0
5
10
15
20
1982(R49)
1990(Euro 0)
1993(Euro 1)
1996(Euro 2)
2000(Euro 3)
2005(Euro 4)
2008(Euro 5)
2013(Euro 6)
Nox
HC
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Establishing a baseline for benchmark of progress In order to measure progress in absolute and relative terms, the immediate need is to establish a baseline of the present situation. This, and measuring progress data availability, is crucial factors. Furthermore there are risks of effect discrepancies occurring as it, in the past, has been noted how a more modern fleet of truck did not lead to expected emission reductions due to lack of real life fulfilment of emission standards17. This means that these conclusions still require validation from measuring actual improvements of the air quality.
The analysis assumes the same traffic volumes during the evaluation period
o Baseline Before the introduction of the ban for older trucks o Scenario 1 Euro 3 as minimum emission standard o Scenario 2 Euro 4 as minimum emission standard
Traffic data, number of vehicles
R49 Euro 0 Euro 1 Euro 2 Euro 3 Euro 4 Euro 5 Euro 6 Total
Baseline 0 0 50 150 250 200 300 50 1 000 Scenario 1 0 0 0 0 250 200 350 200 1 000 Scenario 2 0 0 0 0 0 300 400 300 1 000 Work days, baseline [n] 250 Assumption Work days, scenario 1 [n] 250 Assumption Work days, scenario 2 [n] 250 Assumption Distance for baseline [km] 134 Motorway Distance for Scenario 1 [km] 134 Motorway Distance for Scenario 2 [km] 134 Motorway Sources Traffic data Assumption Environmental data www.transportmeasures.org/en Distance data www.transportmeasures.org/en Settings in NTMCorridor Calculation model Vehicle operation - distance Fuel Diesel B5 - EU Road type Motorway Euro classes Euro 1 – Euro 6 Road gradient + 2 % Cargo load factor Weight - 50 %
Figure 22 - Overview of the assumptions
Figure 23 - Initial number of trucks prior to a ban of older trucks and fleet composition after the ban
17 This problem occurred initially when Euro 3 was introduced
0
100
200
300
400
500
1982(R49)
1990(Euro 0)
1993(Euro 1)
1996(Euro 2)
2000(Euro 3)
2005(Euro 4)
2008(Euro 5)
2013(Euro 6)
Baseline
Scenario 1
Scenario 2
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Environmental effects Based on KPI’s presented above, the focus of this evaluation is environmental performance, specifically emissions of NOx. Since this is driven by the aim to reduce emissions of air pollutants in the region the most relevant KPI is absolute numbers.
CO2 total [ton]
CO2e [ton]
SO2 [g]
CO [kg]
HC [kg]
CH4 [kg]
NOx [kg]
N2O [kg]
PM [kg]
Energy [MJ]
Baseline 31 598 31 389 15 800 40 684 36 107 29 392 166 481 3 120 3 120 460 627 500
Scenario 1 31 666 31 541 15 834 42 072 34 195 39 409 107 659 1 930 1 930 461 618 750
Scenario 2 31 548 31 511 15 776 43 020 32 200 39 254 68 097 879 879 459 962 500
Figure 24 - Environmental effects of the driving ban
As can be noted in this assessment, the air pollutants stay constant apart from a significant reduction of NOx emissions. Another interesting observation is how the energy use increases in step 1 which can be due to the fact that old trucks with less after treatment of fumes requires less energy (fuel consumption). As new and modern trucks were introduced, energy use gradually diminished.
Total effects
Area Effect Total costs Small increase1 Lead time No effect Environment Substantial NOx reductions Traffic safety No effect
1The writing off time of older vehicles and investments in new vehicles is something to discuss if that adds costs to shippers. The same is valid for NOx reductions as the phased out vehicles are like to appear in other regions if old trucks are well functioning.
Figure 25 - Total effects
Overall the finding is that the measure is relevant and good. The total savings of NOx, evaluated through the external costs would mean a net societal benefit of:
Annual NOx savings [kg] 94 246 External cost [€/kg] 8,4 Annual saving [€] 793 651
Figure 26 - Total annual savings by the enforcement of the driving ban
-
20 000
40 000
60 000
80 000
100 000
120 000
140 000
160 000
180 000
CO2total[ton]
CO2e[ton]
SO2[g]
CO[kg]
HC[kg]
CH4[kg]
Nox[kg]
N2O[kg]
PM[kg]
Baseline
Scenario 1
Scenario 2
459 000 000
459 500 000
460 000 000
460 500 000
461 000 000
461 500 000
462 000 000
Baseline Scenario 1 Scenario 2
Energy [MJ]
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Example II – new transport technique for intermodal transport
Door to door delivery of fresh (food) and fast moving goods by a combined rail and road transport system faces several fundamental structural barriers. The barriers have been identified through a number of years of practical large-scale operations as well as a number of tests combined rail and road transport service.
The present lack of reliability and credibility for on-time delivery of the railway system among shippers and transport service providers (forwarders etc.) is very low through a history of an insufficient service record. In principle, the railway transport system should by its operational organisation, based on thorough time schedules be able to deliver very accurate on time service. However, due to the interconnected railway system, small and large disturbances from congestions, accidents and existing bottlenecks spread out in the railway system which lowers service levels. In addition to delivery delays, the railway system has an insufficient deviation reporting that would have enabled the shipper and transport service provider to carry out mitigating actions. In this context, it should be noted that the railway operators have improved, but on the other hand, overall rail traffic has increased which makes operational conditions more severe in this respect.
A main reason for shippers of sensitive cargo to choose road transport service is on how a driver can ensure and take measures in order to counteract various disturbances. The disturbances can otherwise threaten the cargo regarding temperature, fragility or theft of high value goods. The railway system has over the recent 30 years been stressed by various disturbances with diminished cargo delivery quality. When using the wagon load system, the shunting procedures have led to cargo breaking shocks damaging cargo, stops in the railway system without sufficient redundancy on climate control systems has altogether lead to damaged goods. Moreover has high value cargo been at risk in a slow or stand still railway transport chain that has increased the risk of theft.
Transport logistics services meet severe competition with a very transparent market and low barriers of entry i.e. a high pressure on the price. For a long-term viability, the transport operation thereby needs to operate cost efficiently. Combined rail and road system based cargo load units with transhipment by a large scale crane has not been able to compete at short distance due to high terminal handling costs. Moreover has the large-scale crane operation led to handling bottlenecks that increases the time of terminal handling and further reduces the competition of the combined transport solution.
According to the European Commission SAIL report, only 3 % of today’s trailers within the European community can be lifted by a crane onto a railway wagon and thereby utilise combined rail and road services. This lack of compatibility increases transport logistics planning costs as only few trailers can operate freely in this respect.
A major service request from shippers and transport providers is deviation reports in order to counteract the effects that may occur at various disturbances. The railway operators have all the information needed for this type of service but have been weak in providing this information. In combined solutions, this is a more structural problem as there is a lack of combined road and rail production information at one provider delivering relevant deviation reports.
With respect to transport operations, cost and service levels the distance to consignee and delivery should be kept at a minimum. Furthermore do few available terminals lead to weak redundancy of the railway system if one terminal is blocked by technical or organisational cause? Thus, large-scale railway terminals operation implies reduction of redundancy.
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Area Performance indicator Specification Unit
Profit Costs Additional costs [+/-]
Lead time Additional lead time [+/-]
Planet
Air pollutants NOx, HC, PM [kg]
Energy use Fuel consumption [MJ]
Greenhouse gases CO2, N20, CH4 [kg]
People Traffic safety Number of fatalities [+/-]
Figure 27 - Follow up KPI’s
The green corridors resolve around how infrastructure, logistics solutions, transport techniques and regulations can make transport logistics more sustainable (greener). In order to define the project we use these four thematic areas and five categories of primary stakeholders that drive changes. In this specific exampled we see the key driving stakeholder as Logistic service providers acting through Transport Techniques.
Primary thematic area Primary key stakeholder Infrastructure (Links and Nodes) Shippers Logistics Solutions Logistic service providers Transport Techniques Infrastructure holder Policies and Regulations Corridor coordinators Policy makers
Figure 28 - Primary thematic areas focused
The new solution that is described is based on a two-step implementation process. Initially the solution is based on a pure road transport solution. The first development step includes more traditional intermodal transport solutions through the large scale terminal. The second step involves two smaller terminals that reduce road transport distances and waiting times. Railway transport distances increases.
Figure 29 - The two-step implementation process
Baseline: Tractor with semi-trailer for road transport from Bremervörde to Memmingen
Scenario 1
Scenario 2
Baseline
Shipper Consigne Transhipment
Road Rail, IWW or Sea
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Step 1: Intermodal transport by road and rail where transhipment terminals in Maschen and Munich are included equipped with cranes for the transhipment.
Step 2: Intermodal transport by road and rail using Megaswing wagons for transhipment. Transhipment is carried out in two smaller terminals, Elsdorf and outside Memmingen closer to point of origin and final destination.
Figure 30 - Transhipment of semi-trailer through cranes (reach stacker) vs. the Megaswing wagon
Regarding the ability to implement the suggested solution the technology itself has been thoroughly tested but is not available on the market. The technical level of readiness18 through a scale from 1-12 has been evaluated.
1 2 3 4 5 6 7 8 9 10 11 12 Pre study Pilot test Test Introduction In operation Market
penetration New rail wagon technology
Figure 31 - Implementation ability of the suggested solution
18 Technical readiness level (TRL) is an evaluation used by NASA. In this use we have added more levels in order to indicate if the measure is available in the market.
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Baseline solution
Figure 32 - Baseline solution
Environmental effects in summary
Area Effect Costs - 51 % Lead time + 9h CO2 - 55 %
Traffic safety Improved
Figure 33 - Total effects
(NTMCalc Advanced) Overall results Analysis Unit Baseline Step 1 Difference Step 2 Difference
Transport activity Tonkm 2 311 920 2 950 389 28% 2 758 080 19%
Cost € 266 760 210 720 -21% 131 876 -51%
Lead time H 12 30 142% 21 69%
CO2 total Kg 168 648 110 268 -35% 75 716 -55%
CO2 relative g/tonkm 73 37 -49% 27 -62%
Energy MJ 2 457 600 1 976 640 -20% 1 445 122 -41%
Energy relative MJ/tonkm 1,06 0,67 -37% 0,52 -51%
Comment: Most indicators show substantial improvements but increase of lead-time may be a major obstacle for intermodal in general. The question is if the lead-time reductions provided by the Megaswing wagon can enable more intermodal solutions?
Figure 34 - Overall results
Overall the finding is that the measure is relevant and good. The main problem is that the solution does not exist on a large scale on the market yet. This also proves a significant point that innovations within transport logistics need large scale implementation i.e. adoption is characterised by large investment challenges.
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6. Conclusions and main recommendations towards the European Coordinators, Member States, European Institutions and stakeholders along the corridors
The transport sector has to contribute towards fulfilling the obligation in meeting European ambitious targets on energy savings and reduction of emissions thereby transforming into a more sustainable industry. The ambitions must also cover social performance and delivering sufficient services i.e. providing a viable business.
The Core Network Corridors offer the basis for a real change and could act as lighthouses in respect of greening the European transport systems. The appointed European Coordinators corridor fora are effective instruments to support sustainable aspects when forming future transport and cohesion policies.
However, there is still some work to do, as no targets to reach environmental goals (like air quality and noise) on a corridor perspective are set yet. No binding KPI’s or corresponding data to validate the progress in reaching the goals are given. Thus, it is a difficult task to promote measures that can fulfil the non-existing targets for a future sustainable corridor development. A governance structure needs to be set up entitled to agree upon aims, targets and KPI’s by involving the heterogeneity of stakeholders and their requirements on a functional infrastructure and transport services.
The following sub-chapters provide the SWIFTLY Green conclusions towards the European Coordinators, Member States and the European Commission.
The conclusions are on the one hand, derived of SWIFTLY Green Projects analyses, workshops and discussions; on the other hand, they reflect pre-conditions that are consider important in order to reach the European overall objectives and targets concerning corridor development and green transport.
The SWIFTLY Green conclusions should function as an inspiration and contribute to discussions and decisions on the future development of a more sustainable European transport sector.
6.1. Research, knowledge sharing and to use the common learning platform “SWIFTLY Green Corridor Portal”
Research contributes to innovation and progress in the transport sector especially with regard to greening. New developments based on fundamental research can help to make the transport sector more competitive and environmentally friendly. However, despite the good intentions, there still seems to be a gap between the results achieved through research and development projects and what the business sector experiences in its day-to-day operations. Concepts developed in research projects are often not taken to the next level.
An essential understanding on how to innovate the transport logistics systems is the necessity to provide new standards. An isolated innovation not fitting into the overall system will never make it. Hence, political guidelines should direct towards improvement on the system rather than on isolated innovations. For this, the corridors may serve as front-runners where new more sustainable standards are launched.
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Better communication and dissemination of research results on a wider scale is desirable. Business perspective and needs must be taken into account as soon as possible to develop workable solutions in practice.
In addition, knowledge exchange and coordination of research efforts could be improved.
The SWIFTLY Green “Green Corridor Portal” has been launched as a neutral platform providing valuable input and guidance to stakeholders interested in greening transport and transport systems.
We recommend:
Members of the European Parliament / Member States / European Commission / CNC Coordinators:
To use the SWIFTLY Green Corridor Toolbox The SWIFTLY Green Corridor Toolbox is an integrated part of the SWIFTLY Green Corridor Portal in order to identify measures with greening potential. We recommend the coordinators to introduce the portal and these tools and use them in the practical work to choose, assess and propose measures for greening of transports in the corridors that will be an important part of the revised Work Plans in June 2016.
European Commission / INEA:
To start to calculate the impact of projects and measures developed e.g. by using a Cost-Benefit-Methodology. To support to keep the “Green Corridor Portal” alive where its long-term viability is secured through a concrete business plan where funding and regular update of its content is a vital element. Future projects funded by European Agencies should feed in their developed and proved measures into the SWIFTLY Green toolbox.
Member States / European Commission / CNC Coordinators:
To increase the cooperation between local, national and European research initiatives and strengthen research and innovation as a key theme of future European funding programmes. Transfer of research outcomes towards business applications should receive special attention. CNC Corridor Coordinators might assist with linking stakeholders´ opinions.
CNC Coordinators Idea Labs is an interesting model to create innovative solutions launched by Pat Cox. CNC Coordinators should discuss and follow this approach. One must however not forget that viable innovations within transport often are new standards. Another approach could be to set target baselines that are incentivised and the operator would find their most efficient solution.
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6.2. Incentives and measures to boost greening of transport systems Boosting the greening of transport systems and to transform European TEN-T CNC into best practice examples, in respect of efficiency and sustainability, requires efforts of all stakeholders involved. There is the unique opportunity that TEN-T CNC could be the forerunners in setting global standards.
It is obvious that in particular concrete measures on technological advances for vehicles (better efficiency, less emissions) but also management systems to reduce emissions in the transport sector are needed. In addition, concrete measures supporting to increase multimodality and modal shift actions should be developed and implemented, to cope with the projected traffic growth, better utilise existing infrastructure as well as decrease emissions (e.g. advanced Intelligent Transport Solutions (ITS) including cooperative ITS).
Increasing transport volumes result in additional transport flows by different means of transport which continuously leaks acceptance especially in dense populated areas by residents. It is often caused by an increase of noise and/or air pollutants at the same time. Especially much more attention needs to be put on noise mitigation measures in the future. Strict targets are needed to increase improvements and inventions and by that ensure acceptance. To give an example there are many objections against rail freight on the corridors, because of noise burden to residents. Today already more than 7 million people in Germany suffer from unacceptable rail noise levels. Sometimes night values at railway lines are even higher than day values.
We recommend:
Members of the European Parliament / Member States / European Commission:
To underline the importance of quality and sustainable transport networks and welcome the focus on supporting green infrastructure (e.g. alternative fuel infrastructure, on-shore power supply, etc.) in the upcoming European Programme calls, and retain green infrastructure as a priority in future Programmes and Calls like CEF. To promote projects/measures that improve environmental performance of transport modes (like noise mitigation and better air quality) and which support better utilisation of existing transport infrastructure and/or transport modes (e.g. C-ITS projects). To address the issue of recycling and life-cycle perspective in future initiatives. To consider important links between CEF, EFSI, INTERREG, H2020 for strategic investments in innovative solutions. All these instruments must be considered and used in a deliberate way and including the corridor perspective to optimize results in respect of limited resources available.
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6.3. Governance and corridor management A well-functioning corridor management is a pre-requisite to link infrastructure developments, heterogenic corridor characteristics, the various interests of stakeholders and sustainable aims and by that develop the transport sector further.
The “Core Network Corridors” were introduced to facilitate the coordinated implementation of the core network. They bring together public and private resources and concentrate EU support from the CEF, particularly to remove bottlenecks, build missing cross-border connections and promote modal integration and interoperability. Crossing several member states and regions the corridors are by nature quite heterogenic and at the same time characterised by different challenges in different stretches.
Additionally, sustainability gains today more importance in policy and public (e.g. the 2011 Transport White Paper sets out a range of aims and policy measures). Infrastructure development must enable the achievement of established European objectives such as those in the fields of interoperability, safety, advanced service concepts and sustainability.
Corridor level analysis and the subsequent application of corridor level system management strategies and operations projects are effective means of optimizing the productivity of the existing transport system. But, reliable data is missing to track the development and/or improvement. It is difficult to promote measures without having the possibility to analyse their impact (incl. greening) on a corridor level.
Information and Communication Technology (ICT) can optimise and improve infrastructure capacity through better degree of utilization and serve as a supportive tool on how infrastructure bottlenecks can be avoided through demand management measures. Altogether, ICT and traffic infrastructure forms the basic pillar for the Intelligent Transport System (ITS) and its development should be carefully considered in future corridor development.
However, not many binding targets are set for the holistic corridor development. The Directive on the deployment of alternative fuels infrastructure (EU Directive 2014/94) is the first and only directive so far that directly addresses the TEN-T core network. As it is mandatory for the Member States to set their targets and present their national policy frameworks, it opens a unique opportunity for the Member States to discuss and agree on common targets and policy frameworks for a whole corridor, e.g. the Scan-Med corridor.
We recommend:
CNC Coordinators To foster discussions towards the development of a holistic corridor management incl. targets and KPI’s to follow the implementation by setting up functioning corridor fora. We endorse and underline the important role CNC Coordinators have to look over and see great potential in their future work, especially by practicing the Multi-Level-Governance concept in future discussion fora. A well-functioning corridor management is a pre-requisite to link infrastructure developments, heterogenic corridor characteristics, the various interests of stakeholders and sustainable aims and by that develop the transport sector further.
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To consider and include the sustainable dimension within the future corridor development into their next version of CNC work plans.
Members of the European Parliament / Member States / European Commission / CNC Coordinators:
To agree upon and to set up corridor targets and key performance indicators to measure the corridor development and by that effectively steer the future development of CNC. Targets and KPI’s for corridors need to be linked with sustainable and emission goals of the EU. This will enable to promote and implement most effective measures to reach overall European aims and targets on climate, environment, cohesion and transport policy. To review and/or implement legal frameworks enabling the collection of needed statistical data, enabling to assess the success of measures and progress in reaching corridor targets. The success of reaching corridor targets and the applicability of KPI’s is depending on available data to measure and compare results. It clearly showed that many data is missing due to lack of legal frameworks. This results in a challenging situation e.g. to trustful proof of concept and/or effectiveness of measures. Transport flows data are of special interest and importance but still to major extent missing. To monitor the impact of given infrastructures and conclude mitigate measures in case that certain thresholds are injured steadily. To promote the use of incentive schemes to improve environmental performance (like noise mitigation and better air quality) of transport modes. Public transport policy has often focused on providing sufficient infrastructure capacity while leaving the use of the infrastructure to the private sector. A more integrated concept brings together public and private sector stakeholders when it comes to decisions on which infrastructures are to be built and how they are operated. While the civil society is involved in the planning phase of new infrastructures or significant improvement of existing ones during operation the civil society has no active role although they are impacted by emission. It is therefore required to monitor the impact of given infrastructures and conclude mitigate measures in case that certain thresholds (e.g. GHG emissions, particles or noise) are injured steadily. In that case, the local population’s concern must be taken into account and the negative impact from transport should be reduced. It is the natural role of policy makers to balance between the principle of free trade and the principles of public health. The corridor approach fits to this role if corridor specific measures are agreed upon. To continuously follow initiatives to ensure a healthy and competitive transport environment by providing reliable business conditions such as investments in future technologies, standardisation and simplification/reduction of administrative and customs procedures and harmonisation of rules and regulations. In order to maintain its leading role, the transport sector in the European
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Union should be able to act and do business within a dynamic and competitive framework. Objectives on performance levels should give room to the service provider to find the most efficient and workable solution. Especially maritime transport is characterized by a competitive environment, which usually goes beyond regional borders. The necessary business conditions need to be seen in a truly global perspective. There is a continuous need of uniform interpretation of EU competition rules, harmonization of EU regulations and stricter standardisation e.g. in the fields of data handling, permits, planning and geospatial information. But also in transport equipment and vehicles like the following example illustrates: The number of trailers that are lift able in Europe is approximately 4 %. This means they will never hit the rail system. Policy making must be long term aware of the impact on new imposed regulations and standardisation.
6.4. Achieving the same level playing field in transport It is a fact that the negative environmental impact of the transport sector is addressed insufficiently in reality. Road transport, in particular, causes a large share of the negative environmental impacts, which in turn incur a high cost to society. As the costs of transport are the main criteria for choosing the mode of transport, rail and inland navigation transport are disadvantaged against road transport. Therefore, these external costs should be made transparent, which would show the true costs of transport. Additionally an internalisation of environmental impacts can be achieved through respective policies and regulations by moving towards the implementation of the user-pay principal in the European Union.
At the same time, the corridor approach, in particular if realized as multimodal corridor, offers different alternative transport modes and services on the same routing. This allows a governance model in which passengers and freight find an optimum way between origin and destination. The optimisation must not in any case be a rational decision but at least an individual decision of a person as traveller or logistics service designer.
Politics cannot replace these decisions, but politics can assure the framework conditions that allow free choices and, in addition, ensure that all aspects - including green transport – are taken into account.
TEN-T CNC Coordinator Pat Cox, states in his Work Plan (May 2015) for the Scandinavian-Mediterranean Corridor: “[…] Shifting freight from road to rail will not be achieved without a coherent set of flanking policy measures. These measures relate to areas such as environmental and noise protection, cross-financing mechanism from road to rail (e.g. tolls), internalisation of external costs, policy initiatives regarding open access to network infrastructure, or even fuel pricing.” 19
We recommend:
Members of the European Parliament / Member States / European Commission:
To follow and implement the user-pay principle and internalisation of external cost A first step towards green transport and to ensure a fair competition between transport modes is to follow the user pays principle.
19 Scandinavian Mediterranean - Work Plan of the European Coordinator Pat Cox, May 2015, page 24.
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An internalisation of environmental impacts can be achieved through respective policies and regulations, which have a steering effect on traffic flows and might promote modal shift actions as well. It clearly shows that policy and regulative measures make modal shift actions achievable and are pre-conditions for changing systems efficiently. To follow and implement the cross financing principle The willingness to pay for a certain route or service can be considered to make that service greener or to improve alternative services. If the road infrastructure capacity or the willingness to accept further negative impacts of road transport is limited, the income generated from road users should be made available to other modes of transport. Then, that can in turn bypass the bottleneck. In financial terms this is called “cross-financing”. In practical terms it should become possible that road tolls are used for the improvement of rail and/or inland navigation in the same corridor.
CNC Coordinators To support greening of transport corridors by paving the way to implement a “Green Corridor Strategy” within the revised CNC Work Plans. European TEN-T CNC can act as lighthouse corridors in future. They should be characterised by being forerunners in respect to efficiency, sustainability and degree of utilisation. The transport sector has to be transformed into a more sustainable one and by that contribute towards fulfilling the obligation in meeting European ambitious targets on e.g. reduction of Emissions. The CNC Coordinators can trigger the change in motivating the needed stakeholders from policy levels to discuss and agree upon aims for future corridor development and derived policies.
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Appendix I: Concrete measures to support greening of transport systems
Measures (continued)
1 Automation of train handling operations X - X X - - - - - - - - - X - X - - - - - - - - - - -Automation of operations at railway interfaces mainly related to short movements of wagons and locomotives, loading / unloading of ITU on/from trains, wagon coupling / decoupling and brake tests and inspections.
2Development of Exchangeable and Flexible Modular Logistics Units
X - X X - - - X - - - - - X - X - - - - - - - - - - -Standardization of the freight transport loading units is the key towards the full industrialization of the freight transport process
3Dynamic management of the door-to-door transport chain
X - - - - X - X - X - X - X X X - - - - - - - - - - -IT functionalities allow the real-time management of unexpected events, thus giving the possibility to dynamically manage the various D2D transport chain components
4Implementation of Cooperative Business Models
- - X - - X - X - - - X - X X - - - - - - - - - - - -A Cooperative Business Model results from the increase of cooperation (instead of pure competition) among the actors of the freight transport chain.
5Increase of dissemination and education path for the involved stakeholders and
- - - - - X - X - - - - - X X - - - - - - - - - - - - The engagement of both private and public sectors with Dissemination and Education activities
6Monitoring of transport performance and definition of benchmarking solutions
X - - - - - - - - - X - X - - - - - - - - - - - - - -Proper set of KPI to monitor the various Transport Corridor aspects, thus including energy consumption, pollutant emissions, operational performances
7Optimization of the various resources utilization in a systemic way
X - X - - - - X - - - X - X - - - - - - - - - - - - - Improvement of the existing resources’ utilization by integrated corridor management.
8 Contribution for low-emission trucks - - X - - - - - - - - - - - - - - - - - - - - X - - - Contribution of low-emission commercial vehicles exceeding 7.5 t of Euro Class VI.
9Driving ban for high-emission trucks on motorways
- X X - - - - - - - - - - - - - - - - - - - X - - - - Specific driving ban
10 Funding of infrastructure X X X - - - - - - - - - - - - - - - - - - - - X - - - State contribution to the building cost of infrastructure of terminals facilitating combined transport 11 Intensifying of controls X - X X - - - - - - - - - - - - - - - - - - - - - - X Stationary control checkpoint 12 Limitation of maximum permitted speed X - - X - - - - - - - - - - - - - - - - - X - - - - - Permanent speed limit for trucks exceeding 7.5 t 13 Night driving ban X X X X - - - - - - - - - - - - - - - - - - X - - - - Driving ban on certain time
14Proposed amendment of Directive 96/53/EC
- - X X - - - - - - - - - - - - - - - - - - - - - - XPackage of individual measures: Longer vehicle combinations; improved aerodynamics; maximum allowable weights of vehicles with hybrid propulsion or fully electric propulsion; 45‘-loading unit in intermodal chains;44 t: Intermodal transports to ports
15 Reduction of rail noise emissions - - - X - - - - - - - - - - - - - - - - - - - X - - - Rail infrastructure user charges facilitating “low noise” trains 16 Sectorial driving ban X X X - - - - - - - - - - - - - - - - - - - X - - - - Driving ban for trucks exceeding 7.5 t with certain commodities
17 Traffic management system X X X - - - - - - - - - - - - - - - - - - X - - - - -Traffic management systems as an incentive instrument for heavy good traffic. including transit rights for truck trips along the Alpine corridors.
18 ITS Directive 2010/40/EU X - X - - - - - - - - - - - - - - - - - - - - - - - X Directive 2010/40/EU aims to accelerate and coordinate the deployment of intelligent transport systems in the field of road transport
19Prevention of air pollution by ships (Emission Control Areas)
X - X - - - - - - - - - - - - - - - - - - - X - - - -Member States have to ensure that ships operating in the specified sea areas are using fuels with a max. sulphur content of no more than 0.1%
Overall Im
proved Trains and Trucks
Last Mile
Improved M
aintenance of Rail and Road
Performance m
easuring
Incentive
Improved sustainable m
aterial
Material savings
Collaborative approach
ITS (ICT Exploation/tracking and tracing )
Innovative and alternative transport systems
Improve utilisation rate
Regulative Measure
Reorganisation of logistics network/stream
Prohibition
Targets
Short Description of measures:
e-Infrastructure and Non-Fossil Fuels
Port Innovation (sea-land transport integration)
Cut in GHG emissions
EU energy from
renewables
Improvem
ent in energy efficiency
Noise reduction
Other
Noise reduction technologies
Operational and service innovations
Cluster Group Horisontal transhipm
ent
Modular approach (specialised containers)
Internalisation of externalitites
Corridor Approach
Activity 3: Logistics Solutions
Activity 3: Policies & Regulations
56
Measures (continued)
20 ACEM RAIL X - X X - - X - - - - - - - - - - - - - - - - - - - - Automation and optimization of railway infrastructure maintenance. 21 AUTOMAIN X - X X - - X - - - - - - - - - - - - - - - - - - - - Proposed new and innovative inspection and maintenance systemsdue to increased use of rail infrastructure
22 Dryport X - X - - X - - - - - - - - - - - - - - - - - - - - -Railway will be used to connect the dry port with the regular port encouraging environmental friendly transport.
23 Green Efforts X X X - - X - - - - - - - - - - - - - - - - - - - - -Research with the aim to reduce greenhouse gas emissions in ports including the possibility to provide vessels with the alternative to use LNG and natural gases.
24Greening European Transportation Infrastrucutre for Electric Vehicles
X X X X X - - - - - - - - - - - - - - - - - - - - - -First step towards the mass deployment and availability of charging infrastructure for Electric Vehicles across the EU
25 LaMiLo X X X - - - - X - - - - - - - - - - - - - - - - - - - Encouraging the use of eco-friendly transport modes and alternatives by simulating last mile solutions.
26 LNG Projects X - X - - X - - - - - - - - - - - - - - - - - - - - -These projects aim to research the possibilities for LNG infrastructure to be developed around European ports.
27 MARATHON X - X - - - - - X - - - - - - - - - - - - - - - - - -Reducing energy usage by operating longer and heavier trains. Test have been performed on trains of up to 1500 meters wit positive results
28 On Shore Power Supply X X X X - X - - - - - - - - - - - - - - - - - - - - - OPS systems allows ships to use shore side electricity instead of auxiliary engines
29 Re-Road X - X - - - X - - - - - - - - - - - - - - - - - - - -Optimize the process of recycle and reuse of asphalt to use more reclaimed asphalt than today in asphalt-mixes.
30 SUSTRAIL X - X X - - X - X - - - - - - - - - - - - - - - - - -By taking a holistic approach to improving railway functions, the aim is to improve both the track and its components as well as improving vehicles when it comes to axle-load and speed.
31 Tiger Demo X - X - - - - X - - - - - - - - - - - - - - - - - - -Create innovative logistic solutions, e.g. they managed to keep the Sea Ports free from congestion by sending the transports to a Dryport thought the hinterland.
32 Titanium Dioxide X - - - - - - - - - - - - - - - - - - - - - - - - - XTitanium dioxide (TiO2) can be used to reduce nitrogen oxides (NOx).The TiO2 can be painted on surfaces and function as a catalyst and break down Nox.
33 Brillouin Fiber Optics - - X - - X - - - - - - - - - - - - - - - - - - - - Utilisation of continuous monitoring through fiber optics spread alongside the tracks to observe the condition of the infrastructure.
34Eddy current and acceleration sensor system
- - X - - X - - - - - - - - - - - - - - - - - - - -The system is designed to be mounted on commercial trains and monitor rail conditions combining two different measurement principles; Eddy Currents and acceleration sensors. This combination yields the difference between current conditions and the ideal line, allowing for evaluation of geometrical defects.
35 Hollow shaft acoustic sensor system - - X - - X - - - - - - - - - - - - - - - - - - - -Innovative inspection system for railway is to be mounted on commercial trains. The system is designed to detect defects, position them via GPS and also note what kind of defect as well as severity.
36 Laser Profiler and Inertial Pack - - X - - X - - - - - - - - - - - - - - - - - - - -Automatic measurement system of railway infrastructure designed for deployment on commercial trains. Compares current track conditions to a reference straight line to find defects and anomalies.
37 Sensor Integrated Geotextiles - - X - - X - - - - - - - - - - - - - - - - - - - -Through the integration of sensing technologies into geotextiles it allowsfor monitoring of a wider range of geotechnical parameters.
38 Wheel Surface Defect System - - X - - - X - - - - - - - - - - - - - - - - - - - -Innovative system designed to act as an automatic road-side inspection system of trains wheels. It is mounted in the track area and acquires images at high speed and with high accuracy. Another system provides analysis and predictive identification of fault components based on this material provided.
Overall Im
proved Trains and Trucks
Last Mile
Improved M
aintenance of Rail and R
oad
Performance m
easuring
Incentive
Improved sustainable m
aterial
Material savings
Collaborative approach
ITS (ICT Exploation/tracking and tracing )
Innovative and alternative transport systems
Improve utilisation rate
Regulative Measure
Reorganisation of logistics network/stream
Prohibition
Targets
Short Description of measures:
e-Infrastructure and Non-Fossil Fuels
Port Innovation (sea-land transport integration)
Cut in GHG emissions
EU energy from
renewables
Improvem
ent in energy efficiency
Noise reduction
Other
Noise reduction technologies
Operational and service innovations
Cluster Group Horisontal transhipm
ent
Modular approach (specialised containers)
Internalisation of externalitites
Corridor Approach
Activity 3: Infrastructure
57
Measures (continued)
39 CargoBeamer - - X - - - - - - - - - - - - - - X - - - - - - - - -CargoBeamer is a system used for horizontal transshipment of semi-trailers. Arriving semi-trailers are placed on the platform next to the wagon and then are pulled on it.
40 ContainerMover X - X - - - - - - - - - - - - - - X - - X - - - - - -The ContainerMover is one option for a horizontal transshipment of 20 feet ISO – Container and swap bodies (C715, C745, C782).
41 Energy Consumption Profile - - X - - X - - - X - - - - - - - - - - - - - - - - -Development of an energy consumption profile in container ports, a system for measuring the real-time energy consumption, implemented within the energy management system.
42 Energy efficient bogies X - X - - - - - X - - - - - - - - - - - - - - - - - -Bogies with radial steering technology reduce the energy consumption of the locomotive and reduce the wear on wheel and rail.
43 Fifty – Boxes X - X - - - - - - - - - - - - - - X - - X - - - - - - System for horizontal transshipment of so called Fifty-Boxes (20‘ Container), in which mostly high valuable goods in small batch sizes are supposed to be systematically transported with a prescribed timetable.
44 Hydrogen–powered straddle carrier X X X - X X - - X - - - - - - - - - - - - - - - - - -The project investigates alternative power trains for straddle carrier, focusing on hydrogen propulsion as analternative for diesel-powered straddle carrier.
45 Noise-reducing brakes for freight wagons - - X - - - - X - - - - - - - X - - - - - - - - - -Noise-reducing brakes such as the low noise low friction (LL-), composite (K-) brake sole or the disc brake can reduce the noise emissions of freight wagons up 10 db(A).
46Transport of semi-trailers by rail (Megaswing)
X - - - - - X X - - - - - - - - X X - - - - - - - -Megaswing is a rail wagon that can carry any type of semitrailer. It has a loading and unloading system that can perform on any suitable track or siding. No terminal is required for the handling process.
47Noise Emission Reduction for Straddle Carrier
- - X - - - - X - - - - - - - X - - - - - - - - - -Based on thousands of noise measuring to locate the source, the project illustrates the potential for noise emission reductions for stradle carriers and develops concrete constructional solutions.
48 Self-powered electric freight wagon X - X - - - - X - - - - - - - - - - - - - - - - - - -Development of a self-powered electric freight wagon that is able to drive short distances in sidings with battery power.
49 Special Container Types - - X - - - - - - - - - - - - X - - - - X - - - - - -Development and implementation of innovative container systems, which are specialised on the transport of certain goods or commodities.
50TelliBox - Intelligent MegaSwapBoxes for Advanced Intermodal Freight Transport
X - X - - - - - - - - - - - - X - X - - - - - - - - -Development of an all-purpose loading unit, the MegaSwapBox, which is applicable for intermodal transport of road, rail, inland- and short sea shipping.
51 Terminal Tug Master X - X - - - - - - - - - - - - - - X - - - - - - - - -
RailTug pursues the aim to enable the horizontal transhipment of the huge amount of non-craneable trailers and thus, to make them accessible for intermodal transport. To cope with that challenge, conventional terminal tug masters use accessory equipment to pull trailers on to standard railway wagons (RoRo – proceeding).
52 VEL – Wagon - - X X - - - - X - - - - - - - - - - - X - - - - - - VEL-Wagon pursues the development of a freight wagon with a length of 80 feet.
53 Active and Passive Truck Aerodynamics X - X - - - - - X - - - - - - - - - - - - - - - - - -Closing the frontal area of the vehicle is a topic to improve its aerodynamic properties. Active grille shutters (AGS) are positioned in front of the main radiator and can be integrated with the grille of the vehicle.
54 Aerodynamic Solutions for Semitrailer X - X - - - - - X - - - - - - - - - - - - - - - - - - Assessment and optimization of drag reduction technologies such as aerodynamic tails or side panels.
55 Hybrid transmission for trucks X X X - - - - - X - - - - - - - - - - - - - - - - - -Hybrid transmission for trucks aims to support the truck’s diesel engine with an electric drive powered by a battery.
56 Powertrain Technologies X - X - - - - - X - - - - - - - - - - - - - - - - - - Improvement in the further development of internal combustion engine (ICE) technologies
Overall Im
proved Trains and Trucks
Last Mile
Improved M
aintenance of Rail and Road
Performance m
easuring
Incentive
Improved sustainable m
aterial
Material savings
Collaborative approach
ITS (ICT Exploation/tracking and tracing )
Innovative and alternative transport systems
Improve utilisation rate
Regulative Measure
Reorganisation of logistics network/stream
Prohibition
Targets
Short Description of measures:
e-Infrastructure and Non-Fossil Fuels
Port Innovation (sea-land transport integration)
Cut in GHG emissions
EU energy from
renewables
Improvem
ent in energy efficiency
Noise reduction
Other
Noise reduction technologies
Operational and service innovations
Cluster Group Horisontal transhipm
ent
Modular approach (specialised containers)
Internalisation of externalitites
Corridor Approach
Activity 3: Transport Technique
58
Measures (continued)
57 Closed loop geothermal X X X - X - X - - - - - - - - - - - - - - - - - - - -An environmentally friendly geothermal energy exploitation involves the use of closed loop piping systems. Tunnel lining can be easily adapted to exploit geothermal energy.
58CO2 reduction in concrete by alternative clinkers
X X - - X - - - - - - - - - - - - - - - - - - - X - -Belite clinkers (as belite-calcium sul-foaluminate-ferrite clinkers (BCSAF)) will support the greening of infrastructure constructions. 30% of CO2 savings can be reached by alternative clinkers instead of Portland cement clinkers
59CO2 reduction in concrete by clinker substitution
X - - - - - - - - - - - - - - - - - - - - - - - X - - A clinker substitution is done by Portland composite cements CEMII to some extent.
60 Geothermal mapping - X - - X - - - - - - - - - - - - - - - - - - - - - -Mountains represent huge low enthalpy geothermal reservoirs. Infrastructures in mountain environment have the potential to extract part of this energy, without additional significant investment costs.
61 Recycled aggregate concrete X - - - - - - - - - - - - - - - - - - - - - - - X X -
Old concrete debris can be recycled as aggregates for new concrete.The recycled aggregates can be used for a new concrete with poorer mechanical properties. Hence recycled concrete can be used for constructions with low requirements.
62 Recycling of tunnel spoil - - - - - - - - - - - - - - - - - - - - - - - - X X -
Tunnel spoil material is categorized as waste disposal,.The recycling of tunnel spoil reduces: 1. usage of primary raw materials; 2. volume and area of landfills and; 3. transportation, due to a production of materials on site.
63 Shotcrete with low sintering potential X - X - - - X - - - - - - - - - - - - - - - - - X - -A possibility to reduce the sintering potential in shotcrete is to increase the amount of clinker by latent hydraulic additions (blast furnace sand, AHWZ etc.).
64 Tunnel 3D surface mapping - - X - - - - - - - - - - - - - - - - - - - - - - X -Green infrastructure constructions through material savings. The differences between planned geometry and reality are visualized by laser scanning or multi image photogrammetry.
65 Unreinforced tunnel inner lining - - X - - - X - - - - - - - - - - - - - - - - - X X -A unreinforced tunnel concrete lining is advantageously in ecological and economic terms and thus more sustainable.
66 Use of drainage water X X X - X - - - - - - - - - - - - - - - - - - - - - -The thermal use of drainage water from tunnel works is a technique already implemented in many Alpine tunnels The exploitable power depends mainly on water temperature ranges and steady-state inflows.
67 Intermodal transport one-stop-shop X - X - - X - - X X - - - - - - - - - - - - - - - - -The idea is that several companies offer a cohesive transport service for customers. In line with that, the partners involved should, on request, be able to provide an offer which covers the entire journey.
68 Metrocargo X - X - - - - - - - - - - - - - - X X X - - - - - - -The Metrocargo system allows the horizontal transshipment of containers to and from wagons. The technology works under both electrified and non-electrified railway lines. It creates opportunities to off- or on-load containers from wagons without any requirement for shunting.
69 ECR Italy Train X - X - - - - - - - - - - - - - - - X X - - - - - - -
The ECR train project in Italy has the objective to set up a collaborative intermodal service between Roma (Pomezia) and Milano. ECR-GS1 (Efficient Consumer Response) is the association which has the aim to drive collaboration and standardization in the consumer goods industry and has both consumer good companies (P&G, Danone,...) and retailers (Carrefour, Auchan, Coop,...) as its members. ECR-GS1 has set-up the collaboration framework and has brought the shippers together in a con-sortium. Metrocargo fullfills the role as a trustee. The service will be set-up in the summer of 2015 with one daily connection between Roma and Milano. Across the Italian North-South connection there is a potential of up to 20 trains per day.
Overall Im
proved Trains and Trucks
Last Mile
Improved M
aintenance of Rail and R
oad
Performance m
easuring
Incentive
Improved sustainable m
aterial
Material savings
Collaborative approach
ITS (ICT Exploation/tracking and tracing )
Innovative and alternative transport systems
Improve utilisation rate
Regulative Measure
Reorganisation of logistics network/stream
Prohibition
Targets
Short Description of measures:
e-Infrastructure and Non-Fossil Fuels
Port Innovation (sea-land transport integration)
Cut in GHG emissions
EU energy from
renewables
Improvem
ent in energy efficiency
Noise reduction
Other
Noise reduction technologies
Operational and service innovations
Cluster Group Horisontal transhipm
ent
Modular approach (specialised containers)
Internalisation of externalitites
Corridor Approach
Activity 4: Procter & Gamble
Activity 4: Trelleborg - Intermodal transport one-stop-shop
Activity 4: BBT
59
Measures (continued)
70 Eurotunnel Train X - X - - - - - - - - - - - - - - - X X - - - - - - -
2XL, Eurotunnel, Russell Logistics, Dourges and P&G have together set-up a railway service between Dourges (FR) and Barking (UK). In order to set-up the service, synchronization was needed between the different supply chain nodes. This to ensure that the leadtime between Amiens and London via Dourges and Barking was competitive versus road transportation from a leadtime and a cost point of view.
71 LTL Collaboration X - - - - - - - - - - - - - - - - - X X - - - - - - -
The Intologistics Project was set-up as a preparation to test an intermodal trustee set-up. Objective was to bundle separate LTL shipments into one flow of trucks in order to drive vehi-cle fill and asset utilization. If successful this collaborative approach could be re-applied to intermodality in order to drive an intermodal shift.
72 FTL Collaboration X - - - - - - - - - - - - - - - - - X X - - - - - - -
With CHEP we have started up a study on horizontal collaboration which is focused on FTL roundtrips. Objective of the project was to identify product flows for which circular (A-B) or triangular (A-B-C) roundtrips could be created. This would enable us to reduce empty miles and to identify roundtrips which were suitable for intermodality. It was assumed that CHEP was the right part-ner for this as CHEP has data available on all shipments of palletized goods on CHEP pallets.
73 New Intermodal Network Approach X - - - - - - - - - - - - - - - - - X X - - - - - - -
Based on the learnings from ECR Italy, the 2XL train, Intologistics and CHEP, a horizontal collaboration approach has been started which is driven by the intermodal terminals. Objective is to have the intermodal terminals acting as collaboration champions in their area of influence, convincing shippers to drive an intermodal shift through horizontal collaboration. Based on data provided by the shippers. the intermodal terminals can develop hot-lanes. For these hot lanes rail services can be purchased and operated collaboratively with the support of a trustee. This will allow a modal shift on a networked scale across EU-member states.
74 Innovatrain X - X - - - - - - - - - - - - - - X X X - - - - - - -
The Innovatrain system has been developed in Switzerland, where 10 Innovatrain terminals are implemented and used by COOP/Railcare. The Innovatrain system is a light-capital solution which allows containers to be shifted horizontally from trucks to railway wagons and vice versa. Infrastructure needs are limited to the implementation of container station and a road parallel to the railway track to do the horizontal shift of the wagon from the truck to the railway wagon. Currently this is the most flexible, fast and cost effective solution which is on the market. Research is in progress to implement the innovatrain system in Amiens as an alternative for Metrocargo.
75 Corridor Section Management X - X - - - - - - X - - - - - - - - - - - - - - - - -
The purpose of the service (use case) is two-fold. For the infrastructure provider (corridor manager), the service is a tool for supervision and control, directing traffic in order to optimize the use of the transport corridor. The ITS measures also let transport providers to take well-informed decisions in order to optimize the use of transport resources based on the available transport infrastructure. From an operational perspective, the overall goal is to make transport more cost efficient by increasing the flow, speed and use of the corridor section. Strategic ITS measures: • Priority allocation services; • Information of regulations and restrictions; • Pricing systems; • Access control (including IAP); • Reservation services for freight transport (including ITP and Slot times); • Platooning – regulatory framework; • Traffic management plans; • Operational ITS measures ; • Access Control; • Dynamic road and traffic information; • Dynamic traffic management (including MCS); • Vehicle specific traffic management and information (including ERTMS for rail); • Platooning; • Variable Speed Limits; • Green Wave; • Traffic Control (including ramp metering); • Incident response and management
Overall Im
proved Trains and Trucks
Last Mile
Improved M
aintenance of Rail and R
oad
Performance m
easuring
Incentive
Improved sustainable m
aterial
Material savings
Collaborative approach
ITS (ICT Exploation/tracking and tracing )
Innovative and alternative transport systems
Improve utilisation rate
Regulative M
easure
Reorganisation of logistics netw
ork/stream
Prohibition
Targets
Short Description of measures:
e-Infrastructure and Non-Fossil Fuels
Port Innovation (sea-land transport integration)
Cut in GHG emissions
EU energy from
renewables
Improvem
ent in energy efficiency
Noise reduction
Other
Noise reduction technologies
Operational and service innovations
Cluster Group Horisontal transhipm
ent
Modular approach (specialised containers)
Internalisation of externalitites
Corridor A
pproach
Activity 4: Trafikverket - ITS
60
Measures (continued)
76 Urban Gateway X - X - - - - - - X - - - - - - - - - - - - - - - - -
Urban transport gateways are the entrance and exit points or nodes where larger transport corridor networks converge. Urban gateway management is a centralized supervision and control function for optimizing the interface between transport corridors and the transport operations in major conurbations. The purpose of the proposed use case is to introduce ITS measures that facilitate the transition from long distance freight transport and urban distribution and vice versa. The use case includes Access control, allocating slot times for entry/exit of the urban gateway. Access will be granted the transport operators and the resources entering/exiting the urban area (controlled area) based on priority, ETA and requested time for delivery/pick-up. For communication between the operators and the urban gateway manager, Transport ID is an important enabler. Load unit ID can also be used to track and trace individual units. The Urban gateway manager will be able to direct traffic in a way that per-mits better use of existing capacity. The individual ITS measures are: Enablers: • Transport ID; • Load Unit ID. Strategic ITS measures: • Access control; • Priority allocation services; • Information of regulations and restrictions; • Reservation services for freight transport (including ITP and Slot times). Oerational ITS measures: • Access control; • Dynamic traffic management; • Urban gateway; • Check in / Check out; • Tracking and tracing; • Vehicle specific traffic management and information
77 Intermodal Gateway X - X - - X - - - X - - - - - - - - - - - - - - - - -
The purpose of the service is to facilitate the transition between the transport modes. For most transport corridors, the most important modal shift is between road and rail, where the two transport modes can be used interchangeably. The use case is similar to other gateway functions. Access control, reservation services and Priority Allocation systems are important ITS measures in terms of prioritizing between the incoming units, allocating capacity in the terminal(s). Pricing systems are also important to direct traffic by using incentives for the operators to schedule and route traffic, avoiding congestion in the terminal. Both Transport ID and Load unit ID are important enablers for communication between the operators and the intermodal gateway manager. The intermodal gateway manager will be able to direct traffic in a way that permits better use of existing capacity. Enablers: • Transport ID; • Load unit ID; • Infrastructure ID. Strategic ITS measures: • Pricing systems; • Access control; • Priority allocation services; • Reservation services for freight transport (including ITP and Slot times); • Information of regulations and restrictions. Operational ITS measures: • Vehicle specific traffic management (including ERTMS for rail); • Check-in/check-out; • Access control; • Tracking and tracing
78 Transport management X - X - - - - X - X - - - - - - - - - - - - - - - - -
The use case Transport management is a set of ITS measures that enable the transport planner to optimize the use of transport resources based on the premises provided by the corridor manager – and ultimately the local or national government. Transport Management involves both planning and execution of freight transport. Whereas transport planning consist of activities prior to the actual execution of the transport activities. Traffic control involves operational measures for the execution of transport. Both Transport ID and Load Unit ID are important enablers, for communication between the infrastructure provider and the transport operators. Enablers: • Transport ID; • Load unit ID. Strategic ITS measures: • Reservation services for freight transport; • Priority allocation services; • Information of regulations and restrictions; • Pricing systems; • Access control (including IAP). Operational ITS measures: • Vehicle specific traffic management (including ERTMS for rail); • Access control; • Check in / Check out; • Tracking and tracing
Overall Im
proved Trains and Trucks
Last Mile
Improved M
aintenance of Rail and R
oad
Performance m
easuring
Incentive
Improved sustainable m
aterial
Material savings
Collaborative approach
ITS (ICT Exploation/tracking and tracing )
Innovative and alternative transport systems
Improve utilisation rate
Regulative M
easure
Reorganisation of logistics netw
ork/stream
Prohibition
Targets
Short Description of measures:
e-Infrastructure and Non-Fossil Fuels
Port Innovation (sea-land transport integration)
Cut in GHG emissions
EU energy from
renewables
Improvem
ent in energy efficiency
Noise reduction
Other
Noise reduction technologies
Operational and service innovations
Cluster Group Horisontal transhipm
ent
Modular approach (specialised containers)
Internalisation of externalitites
Corridor A
pproach
61
Measures (continued)
79Controlling measures of ventilation and heating in Trelleborg
- - X - - X - - - - - - - - - - - - - - - - - - - - -One measure to reduce the emissions of carbon dioxide is to modernise the building ventilation at the port including the installation and adjustment of timers to make that the facilities run on reduced power after working hours.
80 District heating in Trelleborg X - - - - X - - - - - - - - - - - - - - - - - - - - -By switching the heating system from gas to district heating in its largest buildings, the port has considerably reduced the use of fossil fuels.
81 Electrical forklifts in Trelleborg X X - X - X - - - - - - - - - - - - - - - - - - - - -The Port of Trelleborg has invested in electrically powered forklifts in its logistics centre/warehouse and ultimately aims to replace all older models. The new electrically powered forklifts have contributed to reducing air emissions and noise and are also very beneficial in terms of health.
82 ITS in Trelleborg - - X - - X - - - X - - - - - - - - - - - - - - - - -
On the basis of its location alone, the Port of Trelleborg has strong motives to improved efficiency and work in an environmentally smart way. The port has thus chosen to use a modern IT system that includes integrated TOS (terminal operating system), WMS (warehouse management system) and ERP (enterprise resource management planning) systems. The port pursues environmental endeavours in several areas and at several stages where IT support is important. These involve the streamlining of goods handling, which reduces the amount of driving and, in turn, emissions. Monitoring and information provision is assisted by integrated IT support which enables environmental progress in the form of energy consumption, mileage driven and material consumption to be measured. Today, the tracking and monitoring of changes made by the port have been revolutionised by these systems.
83 Lightning measures in Trel leborg - - X - - X - - - - - - - - - - - - - - - - - - - - -
There are several measures which ports and terminals can take to improve lighting efficiency. In Trelleborg light bulbs in the logistics centre have been replaced with new fluorescent lamps (storage area of 27,000 sq.m.), new light fittings have been installed on the lighting masts in the port’s marshalling yards and terminals, lighting controls/dimmers have been introduced at two berths and LED lights also installed. This serves to save 50-60W/lamp. Seen individually, such savings may seem minimal yet taken together at the port with thousands of lights, the result is far from insignificant.Thanks to these activities the port saves approximately 1 megawatt hour per year.
84Reducing air pollution from working vehicles
X - - - - X - - - - - - - - - - - - - - - - - - - - -
Particle filters on terminal tractors: Since particulate matter (PM) from diesel engines is very dangerous to health, the reduction of such emissions in order to meet the requirements of the new European Commission standard “EURO 6” has to be a top priority. Accordingly, particle filters and AdBlue catalysts have been installed in the Port of Trelleborg’s terminal tractors. Eco-driving: At the Port of Trelleborg eco-driving training is mandatory for personnel who operate heavy machinery and has been shown to reduce fuel consumption by approximately 0.4 litres per hour. With 16 terminal tractors and 2,000 hours of driving per year, this translates to a reduction of 12,600 litres of fuel on a yearly basis. Auto-idling locks: Auto-idling locks after either 3 or 5 minutes have been installed in terminal tractors. This measure, together with speed reductions and rpm regulation together with eco-driving has resulted in an annual decrease of 5-10 % in fuel consumption.
Overall Im
proved Trains and Trucks
Last Mile
Improved M
aintenance of Rail and R
oad
Performance m
easuring
Incentive
Improved sustainable m
aterial
Material savings
Collaborative approach
ITS (ICT Exploation/tracking and tracing )
Innovative and alternative transport systems
Improve utilisation rate
Regulative Measure
Reorganisation of logistics network/stream
Prohibition
Targets
Short Description of measures:
e-Infrastructure and Non-Fossil Fuels
Port Innovation (sea-land transport integration)
Cut in GHG emissions
EU energy from
renewables
Improvem
ent in energy efficiency
Noise reduction
Other
Noise reduction technologies
Operational and service innovations
Cluster Group Horisontal transhipm
ent
Modular approach (specialised containers)
Internalisation of externalitites
Corridor Approach
Activity 4: Bremen + Trelleborg + Hamburg Greening of Ports
62
Measures (continued)
85Reducing noise level from working vehicles in Trelleborg
- - - X - X - - - - - - - - - - - - - - - - - - - - -
Since 2006 the Port of Trelleborg has been working closely with its suppliers of reach stackers and terminal tractors to identify noise-reducing solutions. During this period, the noise emitted by a reach stacker has been reduced from 105 to 100 dBA during operation and to 95 dBA when idle. This has been achieved by installing a noise trap for the cooling fan, using an oil-resistant noise absorbing aluminium sheet under the frame (engine and gear box) and establishing speed regulations during the night time. The noise level of terminal tractors has also been reduced by approximately 5 dBA since 2008 (the best vehicle has a level of 102 dBA). This has been possible thanks to noise absorbing lead rubber carpets, a special steel sheet between the engine and landing, a seal between the driver’s cab and the frame, galvanised sheets over the gear box and landing to the driver’s cab, regulation of the engine speed and installation of an AdBlue catalyst.
86 Shunting vehicle in Trelleborg X - X - - X - - X - - - - - - - - - - - - - - - - - -
At the beginning of summer 2014 the new Zargo shunting vehicle was delivered to the Port of Trelleborg. This vehicle’s environmental standard corresponds to the port’s best terminal tractors equipped with particle matter filters. Zargo replaced a locomotive from the 1960s and has reduced fuel consumption by 50 % and particle emissions by 50 %
87 Solar energy in Trelleborg X X - X X - - - - - - - - - - - - - - - - - - - - -
A lighthouse and navigation mark is located on the west side of the fairway waterside at the Port of Trelleborg. Since June 2013 these have been powered with solar energy from 10 solar panels. The batteries are charged with solar energy and can supply energy for several months if needed. The batteries are required at night time in particular and when the panels are covered with snow. The solar panels measure 70x160 cm and are virtually maintenance-free. The batteries have a capacity for 5 months of continuous operation.
88 Storm water treatment in Trelleborg - X - - - X - - - - - - - - - - - - - - - - - - - - -
As part of the expansion of the Port of Trelleborg, storm water pipes and sedimentation basins for partial cleansing of storm water were built and inaugurated in 2014. The pipes collect storm water from 50 hectares if the port area as well as from 100 hectares of the city. The facility was built by elongating existing storm water pipes from the city and connecting these to the storm water system constructed during extension of the port. These pipes end in three sedimentation basins with a total volume of 12,000 m3 where the storm water is cleaned via sedimentation and Ecosence International filters before being released into the inner port basin. The facility will protect the Baltic Sea from 70-90 % of pollutants, depending on the substance, and almost 100 % of the oils and metals of the storm water from a catchment area corresponding to one third of the city of Trelleborg and the whole port area. The facility not only cleans the water but also alleviates flooding problems in central areas of Trelleborg. The sedimentation basins are connected to a pump with a capacity of 4,500 l/sec, which is run by six small 3 MW wind mills.
89 Waste water treatment in Trelleborg - - - - - X - - - - - - - - - - - - - - - - - - - - -
The Port of Trelleborg has installed fixed port reception facilities for black and grey water at all berths directly connected to the municipal sewage system and wastewater treatment plant (WWTP). At each berth a pump, placed either above or below the ground, pumps the sewage into the municipal sewer system at a maximum rate of 80 m3/hour. There is also a depository measuring at 8 m3 at each pump, which has been dimensioned in agreement with the shipping companies at the port. Any new shipping company that re-quests to discharge onshore must present analyses of sewage samples to be approved by the municipal WWTP as per the regional regulations. The black and grey water from ferries can be received in all berths. The investment cost for one reception facility is approximately € 74,000 for the port. The ferry companies pay € 1,20/m3 (April 2015), which cor-responds to the cost price, i.e., the amount that the port is charged by the municipality for sewage water treat-ment.
Overall Im
proved Trains and Trucks
Last Mile
Improved M
aintenance of Rail and R
oad
Performance m
easuring
Incentive
Improved sustainable m
aterial
Material savings
Collaborative approach
ITS (ICT Exploation/tracking and tracing )
Innovative and alternative transport systems
Improve utilisation rate
Regulative Measure
Reorganisation of logistics network/stream
Prohibition
Targets
Short Description of measures:
e-Infrastructure and Non-Fossil Fuels
Port Innovation (sea-land transport integration)
Cut in GHG emissions
EU energy from
renewables
Improvem
ent in energy efficiency
Noise reduction
Other
Noise reduction technologies
Operational and service innovations
Cluster Group Horisontal transhipm
ent
Modular approach (specialised containers)
Internalisation of externalitites
Corridor Approach
63
Measures (continued)
90 Wind power in Trel leborg X X - - X X - - - - - - - - - - - - - - - - - - - - -
In the Port of Trelleborg there are six 8 meter tall windmills, each producing 5,000 kW/year totalling at 3 MW. The energy produced by the windmills is fed into the port’s electricity grid and are mainly used for supplying the sedimentation basins for the storm water treatment system. In addition, the energy produced from the windmills can also be used for the lighting in the port area and to power the Onshore Power Supply installations by the berths.
91 LNG Hybrid Barge X X X - - X - - - X - - - - - - - - - - - - - - - - -
The LNG hybrid barge was developed by Becker Marine Systems and AIDA cruises together with the Port of Hamburg in order to provide energy efficient and reduced emission energy supply to berthing cruise ships during their call in Hamburg. The barge is run by the Schramm Group which also operates the first German LNG transhipment port. On the floating LNG hybrid barge, energy is produced with LNG in district heating power stations and generators, resulting in zero emissions of SOX (sulphur oxides) and particulates and significant reductions in NOX (nitrogen ox-ides) and CO2 compared with diesel-fuelled generators. This energy can be flexibly fed into the grids of the cruise ships. The barge officially started operation in spring 2015.
92 Parking space management - - X - - X X - - - - - - - - - - - - - - - - - - - -
Due to the restricted amount of parking space and the challenging future volumes of TEU arriving at and leaving hub ports, a comprehensive parking space management concept as developed by the Hamburg Port Authority is required. The main aim of the parking space management system is to increase the efficiency of the existing parking areas through greater consolidation and improved control of traffic flows to the port using the innovative pregate parking system. This concept increases capacity utilisation, accelerates cargo handling and transport processes, improves the reliability of transport processes and ensures increased traffic safety and better services for truck drivers. Furthermore, the impacts on traffic and the environment can be mitigated by preventing trucks from having to search for available spots.
93 Port road management - - X - - X X - - - - - - - - - - - - - - - - - - - -
Smooth traffic flows are crucial for efficient port operation. In Hamburg 33,000 vehicles currently use the port's main routes every day. About 12,000 of these are trucks.DIVA (traffic level dynamic information system) is the first step on the path to intelligent traffic management in the Port of Hamburg. It was implemented in order to enhance the capacity of the port's existing road network, make it more efficient and hence optimise traffic flows.
94 Power stations for inland barges X X X - X - - - - - - - - - - - - - - - - - - - - - -
As part of its greenports® initiative, the Free Hanseatic City of Bremen provides inland vessels with onshore power as a means of reducing the environmental impact on urban areas. The berths are supplied exclusively with renewable energy to leave as small a carbon footprint as possible. In recent years, around € 3.7 million have been invested in Bremen in modern berths for inland barges. In addition to mooring posts, bollards and access bridges, particular importance has been attached to new connections for shore power supplies.
95 Windturbines on terminals X X - - - X - - - - - - - - - - - - - - - - - - - - -
In 2011 the EUROGATE Container Terminal in Bremerhaven became an environmental partner of the cities of Bremen/Bremerhaven and a member of the environment-enterprise partnership network (PUU). EUROGATE has set itself the target of using 20 % less energy per container and reducing carbon emissions by 25 % compared to the 2008 levels by 2020. Two company owned wind turbines in Hamburg and Bremerhaven produce about 18 million kWh of green electricity. The wind turbine in Hamburg generates 8.7 million kWh of electricity every year, almost half the electricity required by the EUROGATE Container Terminal Hamburg. The second wind turbine went into operation at the Bremerhaven location at the beginning of 2015 and provides EUROGATE Container Terminal Bremerhaven with 9 million kWh of green power. Both wind turbines save 9,000 tonnes of CO2 a year.
Overall Im
proved Trains and Trucks
Last Mile
Improved M
aintenance of Rail and R
oad
Performance m
easuring
Incentive
Improved sustainable m
aterial
Material savings
Collaborative approach
ITS (ICT Exploation/tracking and tracing )
Innovative and alternative transport systems
Improve utilisation rate
Regulative Measure
Reorganisation of logistics network/stream
Prohibition
Targets
Short Description of measures:
e-Infrastructure and Non-Fossil Fuels
Port Innovation (sea-land transport integration)
Cut in GHG emissions
EU energy from
renewables
Improvem
ent in energy efficiency
Noise reduction
Other
Noise reduction technologies
Operational and service innovations
Cluster Group Horisontal transhipm
ent
Modular approach (specialised containers)
Internalisation of externalitites
Corridor Approach
64
Measures (continued)
96Waste wood consuming chip heating plants
X X - - - X - - - - - - - - - - - - - - - - - - - - -
Two wood chip heating plants have been established in Bremerhaven and Hamburg, with outputs of 780 kW and 830 kW respectively. These supply approx. 4 million kWh of heat and consume 1,500 t of waste wood per annum. At these plants chipped wooden dunnage is transformed into heat. Dunnage is used in containers to protect large and unwieldy machinery, in the past, after discharging and stripping, it could not be re-used, but now it becomes fuel for the heating system.
97 Acramos noise monitoring stations - - - X - - - - - - - - - - - - X - - - - - - - - - -
With noise monitoring stations, the noise emissions and ground borne vibrations of passing rail vehicles are measurable. The stations are installed close to the railway track. A purpose of the system is the monitoring and abidance of noise-based track access charges. The measured and by cameras recorded data can be used for the verification of the actual noise emissions since noise emissions of freight vehicles may change during their lifetime.
98 Alternative Transport Systems X X X X - - - - X - - - - - - - - - - X - - - - - - -
Alternative transport systems emerge besides the classic road and railway systems. They are characterised by a high level of operational flexibility and enable efficient and green transportation of goods. These benefits can usually only be played on a special, new infrastructure, which is why such systems are usually difficult to deploy.
99Arrival estimation for freight vehicles (freight vehicle tracking devices)
- - X - - - - - - X - - - - - - - - - - X - - - - - -With the use of GPS based tracking devices, it is possible to estimate precisely arrival times of freight trains. This information helps to improve the customer to organise unloading and loading processes (e.g. in terminals) more efficient.
100 Automatic brake (Diloc Brake) - - X - - - - - X - - - - - - - - - X - - - - - - - -
Changing freight train configuration (for instance in shunting yards) implies a brake test to test the functionality of all brakes. This is a time-consuming process; it takes about 3 hours to complete the process on a full length train. The automated brake tests can improve this process. Sensors measure the pressure in the main brake pipe and between the brake cylinder and control valve to conclude, if the brake is applied and dissolved. The train driver gets the results on a screen in the locomotive.
101Axle- and wheel mounted disc brakes for freight vehicles
- - - X - - - - X - - - - - - - X - - - - - - - - - -Disc brakes are a technical solution to substitute the noise-provoking block brake on freight vehicles. Disc brakes can be mounted either on the wheelset axle or on the web of the wheel.
102Bogie skirts to reduce the noise emissions of freight vehicles
- - - X - - - - X - - - - - - - X - - - - - - - - - -Bogie skirts are a measure to reduce noise emissions of a freight vehicle. The airborne noise is reflected at the bogie skirts and absorbed from the ballast. Bogie skirts with absorbing material increase the absorption of sound energy.
103 c-Akv-coupler - - X - - - - - X - - - - - - - - - X - - - - - - - -The compact automated coupler simplified (c-AKv coupler) is a further developed coupling system for freight wagons that is intended to replace the screw coupling. The c-AKv coupler provides a faster method to couple and uncouple wagons of a train.
104Coated wheelsets to reduce the noise emissions of freight vehicles
- - - X - - - - X - - - - - - - X - - - - - - - - - -Coated wheelsets are a measure to reduce the oscillations of the wheelset axle and the wheels, which results in a noise reduction up to 1-2 dB(A).
Overall Im
proved Trains and Trucks
Last Mile
Improved M
aintenance of Rail and R
oad
Performance m
easuring
Incentive
Improved sustainable m
aterial
Material savings
Collaborative approach
ITS (ICT Exploation/tracking and tracing )
Innovative and alternative transport systems
Improve utilisation rate
Regulative Measure
Reorganisation of logistics network/stream
Prohibition
Targets
Short Description of measures:
e-Infrastructure and Non-Fossil Fuels
Port Innovation (sea-land transport integration)
Cut in GHG emissions
EU energy from
renewables
Improvem
ent in energy efficiency
Noise reduction
Other
Noise reduction technologies
Operational and service innovations
Cluster Group Horisontal transhipm
ent
Modular approach (specialised containers)
Internalisation of externalitites
Corridor Approach
Activity 4: TU Berlin - Railway Innovations
65
Measures (continued)
105Compact Freight Car Brake (CFCB) by Knorr-Bremse Systeme für Schienenfahrzeuge GmbH (Germany)
- - - X - - - - X - - - - - - - X - - - - - - - - - -The compact freight car brake (CFCB) is a new tread brake system developed by Knorr-Bremse for all freight vehicle with Y25 bogies.
106Composite sole (K-sole) tread brake system
- - - X - - - - X - - - - - - - X - - - - - - - - - -For a tread brake system of a freight vehicle, different sole types can be used as for example the composite sole (K-sole). Compared to cast iron brake soles, the noise emissions of a freight vehicle can be reduced.
107Condition-based maintenance systems for freight vehicles
- - - - - - - - X X - - - - - - - - X - - - - - - - -
Condition-based maintenance systems for freight vehicles aim to increase the reliability and availability of freight vehicles due to a permanent monitoring of components. Component failures are detected early and components can be replaced selectively at the of their life time. This reduces on the one hand component failures in vehicle operation (resulting in vehicle failures) and on the other hand untimely and unnecessary maintenance of components.
108 Digital enquiry form for freight wagons - - - - - - - - - - - - - - - - - - X - X - - - - - -To improve the availability of the freight vehicle related data (e.g. vehicle number, loading space, loading limit…), the data can be saved on a digital enquiry form (e.g. RFID chip) that is mounted on the vehicle.
109Electro pneumatic brake (ep brake) for freight vehicles
- - X - - - - - X - - - - - - - - - - - - - - - - - -The conventional air brake of trains is controlled by the air pressure. As a result, the wagons of a train brake delayed. The electro pneumatic controlled automatic compressed air brake (ep-brake) for freight vehicles allows to brake all freight vehicles in the train or to release all brakes of all freight vehicles at the same time.
110Freight bogie DRRS 25 L by DB Waggonbau Niesky (Germany)
- - - X - - - - X - - - - - - - X - - - - - - - - - -The DRRS 25 L bogie is a further development of the DRRS 25 bogie by WBN Waggonbau Niesky GmbH (Germany) with a maximum axle load of 25 t. Double rubber springs enable the wheelset to steer radially.
111Freight bogie RC25NT-D by ELH Eisenbahnlaufwerke Halle GmbH (Germany)
- - X X - - - - X - - - - - - - X - - - - - - - - - -
The RC25NT-D is an energy efficient and low-noise bogie based on the three-piece construction principle and is developed by ELH Eisenbahnlaufwerke Halle GmbH (Germany). The drawbar coupling enables the wheelset to steer radially in curved track sections and the axle mounted disc brakes can reduce the noise emission of the freight vehicle.
112Freight bogie TVP2007 by Tatravagónka Poprad a.s. (Slovakia)
- - X X - - - - X - - - - - - - - - - - - - - - - - -The TVP2007 bogie is an energy efficient bogie based on the Y25 bogie and developed by Tatravagónka a.s. Poprad (Slovakia). The adjusted primary layer enables the wheelset to steer radially in curved track sections. Both wheelsets are connected by cross anchors.
113 Hypno® damping System by LUCCHINI RS - - - X - - - - X - - - - - - - X - - - - - - - - - -
The temperature of running surface-braked wheels can increase during braking operation significantly. Most viscoelastic polymer dampers are not designed for these temperatures. The Hypno® damping system by LUCCHINI RS dissipates vibration energy by generating friction forces through relative micro-movements between two metal plates. With this measure, oscillations of wheels with tread brakes can be reduced to reduce similarly noise emissions.
114 Last-mile technology for locomotives X - X - - - - X X - - - - - - - - - - - - - - - - - -
The last-mile can be identified as the distance between the main track and the shunting yard, the terminal or a not electrified local track. Additional shunting locomotives with diesel engine are necessary to operate trains in these track sections. Hybrid locomotives have an electric and diesel engine and can operate in electrified and not electrified track sections to avoid two locomotives for a complete operation process.
115Low noise, Low friction sole (LL-sole) tread brake system
- - - X - - - - X - - - - - - - X - - - - - - - - - -For a tread brake system of a freight vehicle, different sole types can be used as the low noise low friction sole. Compared to cast iron brake sole, the noise emissions of a freight vehicle can be reduced.
Overall Im
proved Trains and Trucks
Last Mile
Improved M
aintenance of Rail and Road
Performance m
easuring
Incentive
Improved sustainable m
aterial
Material savings
Collaborative approach
ITS (ICT Exploation/tracking and tracing )
Innovative and alternative transport systems
Improve utilisation rate
Regulative Measure
Reorganisation of logistics network/stream
Prohibition
Targets
Short Description of measures:
e-Infrastructure and Non-Fossil Fuels
Port Innovation (sea-land transport integration)
Cut in GHG emissions
EU energy from
renewables
Improvem
ent in energy efficiency
Noise reduction
Other
Noise reduction technologies
Operational and service innovations
Cluster Group Horisontal transhipm
ent
Modular approach (specialised containers)
Internalisation of externalitites
Corridor Approach
66
Measures (continued)
116 Mega-Hubs X - X X - - - - - - - - - - - - - - X - - - - - - - -
The term "mega hub" is more of a slogan than a clearly defined technical term. Nevertheless, it characterizes very clearly the trend of clustering international transport streams and hubs. Core of such hubs is the handling capacity between different modes of transport. Special automatic transhipment technology shall be used to enable the transfer of the goods as fast as possible.
117Mileage measuring systems for wheelsets freight vehicles
- - - - - - - - X X - - - - - - - - X - - - - - - - -
Due to an EU regulation, wagon owners are forced to measure the kilometric performance of every axle. Often it is not possible to determinate the mileage of a freight vehicle because wagon renter make incomplete information about the kilometric performance. To identify the correct running distance, kilometric performance counters can be used.
118 Modular Freight Wagon Superstructures - - X - - - - - X - - - - - - - - - - - X - - - - - -
The provision of special rail wagons that can be used only seasonally is economically not viable. An alternative is the use of conventional flat cars in combination with several in-terchangeable superstructures. The expensive rail waggons can thus be used more productively and their time of nonuse can be reduced. A conventional flat waggon could be thus used for the transport of cars, bulk freight, timber, or other goods.
119Noise protection skirts for wheelsets to reduce the noise emissions of freight
- - - X - - - - - - - - - - - - X - - - - - - - - - -Noise protections skirts can be mounted on the axle boxes to reduce the noise emissions of the freight vehicle at the source, namely, the oscillating wheel, rail and sleeper.
120 Noise-based track access charges - - - X - - - - - - - - - - - - X - - - - - - - - - -The main idea of a noise-dependent track access charges is to foster the use of rail vehicles causing less noise emissions. For noisy freight vehicles, track access charges are increased.
121Plastic brake leverage bushings to reduce the noise emissions of freight vehicles
- - - X - - - - X - - - - - - - X - - - - - - - - - -Metal brake leverage bushings are used in every part of the brake leverage of the freight bogie and wear out from time to time. Instead, plastic bushings could be also used to reduce the rattling sound.
122Transshipment of Semi-trailers - (a) Stationary horizontal transshipment facilities
- - - - - - - - X - - - - - - - - X - - - - - - - - -
The conventional vertical transshipment of cargo units requires that the use of standardised cargo units that are designed in order to be vertically lifted by specialised handling equipment. About 80% of the European semi-trailers, however, cannot be lifted by cranes. A handful of enterprises are developing solutions that enable all kinds of semi-trailers being loaded on trains. This issue is tackled by providing proprietary terminal technologies in combination with modified rail waggons.
123Transshipment of Semi-trailers - (b) Mobile horizontal transshipment facilities
- - - - - - - X X - - - - - - - - X - - - - - - - - -
The conventional vertical transship-ment of cargo units requires that the use of standardised cargo units that are designed in order to be vertically lifted by specialised handling equipment. About 80% of the European semi-trailers, however, cannot be lifted by cranes. In a region where not enough traffic is generated that justifies the erection of an intermodal terminal, mobile transhipment solutions shall help to enable the shift from road to rail.
Overall Im
proved Trains and Trucks
Last Mile
Improved M
aintenance of Rail and Road
Performance m
easuring
Incentive
Improved sustainable m
aterial
Material savings
Collaborative approach
ITS (ICT Exploation/tracking and tracing )
Innovative and alternative transport systems
Improve utilisation rate
Regulative Measure
Reorganisation of logistics network/stream
Prohibition
Targets
Short Description of measures:
e-Infrastructure and Non-Fossil Fuels
Port Innovation (sea-land transport integration)
Cut in GHG emissions
EU energy from
renewables
Improvem
ent in energy efficiency
Noise reduction
Other
Noise reduction technologies
Operational and service innovations
Cluster Group Horisontal transhipm
ent
Modular approach (specialised containers)
Internalisation of externalitites
Corridor Approach
67
Figure 35 - Concrete measures to support greening of transport systems
Measures (continued)
124Transshipment of Semi-trailers - (c) Mobile vertical transshipment facilities
- - - - - - - - - - - - - - - - - X X - - - - - - - -
The conventional vertical transshipment at intermodal teminals requires the use of standardised cargo units that are designed in order to be vertically lifted. About 80% of the European semi-trailers, however, cannot be lifted by such equipment. A simple solution offers ISU (Inno-vativer Sattelauflieger-Umschlag = Innovative trailer transshipment), a harness technology developed by Rail Cargo Austria (RCA) for loading a standard semi-trailers with a crane.
125 Wear-dependent track access charges - - - X - - - - X - - - - - - - - - - - - - - - - - -The main idea of a wear-dependent track access charges is to maintain transport cost on rails, if track friendly freight vehicles are in operation. For track unfriendly vehicles, track access charges are increased.
126Wheel noise absorber to reduce the noise emissions of freight vehicles
- - - X - - - - X - - - - - - - X - - - - - - - - - -Dependent on the design, wheel noise absorbers damp the oscillation of the wheel in vertical or lateral direction to reduce the sound level (they take the energy from the oscillating system). Curve squeal can be reduced up to 10-15 dB(A) and the rolling noise up to 3 dB(A).
127Wheels with noise optimized webs to reduce the noise emissions of freight vehicles
- - - X - - - - X - - - - - - - X - - - - - - - - - -The shape of the wheel have an influence on the oscillations. Wheels with noise optimized webs (e.g. straight webs) can reduce the oscillations of the wheels to reduce similarly the noise emissions up to 2-6 dB(A). To use wheels with straight webs, disc brakes are a precondition.
Overall Im
proved Trains and Trucks
Last Mile
Improved M
aintenance of Rail and Road
Performance m
easuring
Incentive
Improved sustainable m
aterial
Material savings
Collaborative approach
ITS (ICT Exploation/tracking and tracing )
Innovative and alternative transport systems
Improve utilisation rate
Regulative Measure
Reorganisation of logistics network/stream
Prohibition
Targets
Short Description of measures:
e-Infrastructure and Non-Fossil Fuels
Port Innovation (sea-land transport integration)
Cut in GHG emissions
EU energy from
renewables
Improvem
ent in energy efficiency
Noise reduction
Other
Noise reduction technologies
Operational and service innovations
Cluster Group Horisontal transhipm
ent
Modular approach (specialised containers)
Internalisation of externalitites
Corridor Approach
68
Appendix II: Overview of KPI’s (SWIFTLY Green gross list)
Primary stakeholders Comments Area Sustainable requirements and
constrictions Measure-ment
Shippers1 Logistics service providers2
Infrastructure providers3
Corridor Coordinators4
Policy makers5
Profit
Operational costs Absolute [€] [€] [€] [€] [€] Relative [€/shipment] [€/tkm] [€/vkm] [€/vkm] [€/vkm]
Lead time Absolute [h] [h] [h] [h] [h] Relative [h/shipment] [km/h] [km/h] [km/h] [km/h] Enabling e.g. speed limits e.g. speed limits e.g. speed limits e.g. speed limits e.g. speed limits Traffic capacity dev. or demand mngt.
Delivery; on time and at right place Absolute [n] [n] [n] [n] [n] Relative [%] [%] [%] [%] [%]
In good condition (damage, unbroken cool chains etc.)
Absolute [n] [n] [n] [n] [n] Relative [%] [%] [%] [%] [%]
Capacity (volume, weight, time) Absolute [ton] [ton] [ton] [ton] [ton] Relative [%] [%] [%] [%] [%] Enabling [ton] [ton] [ton] [ton] [ton] Cargo capacity dev. or demand mngt.
Congestion Absolute [n delays] [n delays] [n delays] [n delays] [n delays] Relative [n delays/annum] [n delays/annum] [km/h] [km/h] [km/h] Speed maps to measure performance Enabling see comment see comment see comment see comment see comment Traffic capacity dev. or demand mngt.
Planet
Emissions of air pollutants Absolute [kg] [kg] [kg] [kg] [kg] Relative [kg/shipment] [kg/tkm] [kg/vkm] [kg/vkm] [kg/vkm]
Emissions of greenhouse gases [CO2e]
Absolute [kg] [kg] [kg] [kg] [kg] Relative [kg/shipment] [kg/tkm] [kg/vkm] [kg/vkm] [kg/vkm] Enabling see comment see comment see comment see comment see comment Availability of CO2e efficient fuels
Use of energy (fossil/renewable) Absolute [MJ] [MJ] [MJ] [MJ] [MJ] Relative [MJ/shipment] [MJ/tkm] [MJ/vkm] [MJ/vkm] [MJ/vkm] Enabling see comment see comment see comment see comment see comment Availability of renewable fuels
Noise pollution Absolute n/a n/a n/a n/a n/a
Conditional [dB(A)/vehicle type] [dB(A)/vehicle type] [dB(A)/road type] [dB(A)/road type] [dB(A)/road type] Meet or exceed legal requirements
People
Sound working conditions Absolute TBD Relative Enabling [long-term procurement] OHSAS OHSAS OHSAS OHSAS
Minimum wages Absolute TBD
Number of compliance follow-ups on traffic in corridor(s) Relative
Sick-leave benchmark Relative TBD TBD TBD TBD TBD
Severe traffic accidents [n] Absolute [n] [n] [n] [n] [n] Relative [n/shipment] [n/tkm] [n/vkm] [n/vkm] [n/vkm] Enabling see comment see comment see comment see comment see comment Safe roads development
Fatal traffic accidents [n] Absolute [n] [n] [n] [n] [n] Relative [n/shipment] [n/tkm] [n/vkm] [n/vkm] [n/vkm] Enabling see comment see comment see comment see comment see comment Safe roads development
Overall Socio-economic costs
Absolute [€] [€] [€] [€] [€] Relative [€/shipment] [€/tkm] [€/vkm] [€/vkm] [€/vkm]
Stakeholders Measurements: 1) Shippers (customers) consist of cargo owners within manufacturing and trading. Some shippers are also logistics service providers Absolute performance 2) Logistics service providers ranges from transport and terminal assets to non-assets companies (carriers to agents) Relative performance 3) Infrastructure providers includes owners and operators Enabling performance (eliminating bottlenecks) 4) Corridor Coordinators and managers is a fairly vague concept since the definition of a corridor is somewhat unclear Conditional performance (legal requirements) 5) Policy makers includes transport and traffic related items related to demand management and infrastructure development
Figure 36 - Overview of KPI’s (SWIFTLY Green gross list)
69
Appendix III: Corridor benchmark
Baltic-Adriatic North Sea-Baltic Mediterranean Orient/East-
Med Scan-Med Rhine-Alpine Atlantic North sea-Med Rhine-Danube
Unit KPI definition Progress Trend Progress Trend Progress Trend Progress Trend Progress Trend Progress Trend Progress Trend Progress Trend Progress Trend
Road [%] Infrastructure distance
Axis weight >x ton [%] Express road/motorway [%] Parking areas / 100 km [%] Renewable fuels stations
[n/100km]
Fatal accidents [n/year] GHG emissions [CO2e/year] Transport cost [€/km]
Inland Waterways [%] Infrastructure distance
CEMT req. for class IV [%] Draught (min 2.5m) [%] Height (min 5.25m) [%] Fatal accidents [n/year] GHG emissions [CO2e/year] Transport costs [€/km]
Sea [%] Infrastructure distance
Sulphur Control Area [%] Black/grey water [%] Fatal accidents [n/year] GHG emissions [CO2e/year] Transport cost [€/km]
Rail [%] Infrastructure distance
Rail electrification [%] ERTMS implementation [%] Line speed >100 km/h [%] Axle load (22.5 t) [%] Train length (740 m) [%] Fatal accidents [n/year] GHG emissions [CO2e/year] Transport cost [€/km] Nodes [n] Rail & road [n] Rail & IWW [n] Rail & Sea [n] Road & IWW [n] Road & Sea [n] IWW & Sea [n] Corridor Average fatal accidents [n/year] Average GHG emission [CO2e/year] Average transport cost [€/km] No change since last period Positive development since last period Negative development since last period Figure 37 - Corridor benchmark
SWIFTLY Green is collaboration between
