Combining Intermodal Transport With Electric Vehicles: Towards More Sustainable Solutions

Abstract

This paper analyses the feasibility of incorporating electric or hybrid vehicles in intermodal transport for the transportation of containers in the pre- and post haulage (PPH) operation. In Europe, the intermodal transport market is being strongly supported, as it is seen as one of the keystones of a sustainable mobility system policy. The introduction of environmentally friendly electric/hybrid vehicles for the pre- and post haulage operation would mean a further enhancement leading to a more complete ecological intermodal transport chain. PPH operations are usually no longer than 30 km, and, hence, could possibly be handled by electric or hybrid vehicles.

Hybrid electric vehicles (HEV) combine electric and other drive systems, such as internal combustion engines, gas turbines and fuel cells. Hybrid electric vehicles merge the zero pollution and high efficiency benefits of electric traction with the high fuel energy density benefits of an energy source or thermal engine. The use of electrically driven vehicles for goods distribution has already been successfully proven in international demonstration projects, such as ELCIDIS. Transport of intermodal units (such as ISO containers), however, requires electric/hybrid heavy-duty goods vehicles, which are not readily available on the market, but for which the technology exists.

Different possibilities are assessed as to their technical, financial, organizational and environmental feasibility and suitability. This analysis is based on a typical mission for pre-and post haulage operations, such as type of trips, distance, frequency, urban/suburban, etc.     

Deregulating European aviation — A case study

European international scheduled aviation has been characterised by bans on market entry, price collusion, and capacity sharing. High fares were charged compared to world standards and the fares charged by European charter airlines.In May 1986 new entrants with pricing freedom were permitted on the London-Dublin route which was then the third largest in European scheduled international aviation. Prior to deregulation the route experienced high fare growth. The unrestricted fare ex-London increased 72.6 per cent compared to a Retail Price Index increase of 41.5 per cent. There was a growth in passenger numbers in the years 1980–85 of 2.8 per cent.Since deregulation passenger numbers have risen to 2.3 million compared to 994,000 before deregulation. Fares have declined by an estimated 37 per cent ex-Dublin and 42 per cent ex-London in real terms. There have been four cases of market entry and one of market exit. The estimated share of the new entrants in the second half of 1989 was 28 per cent. The preregulation earnings data of Aer Lingus, the market leader, indicated that protection allowed staff to earn economic rents. A two-tier structure was introduced in response to competition.Remaining barriers to contestability in UK/Ireland aviation include hub airport dominance, ground handling monopolies, and the ability of airlines with routes in both regulated and deregulated markets to engage in geographical price discrimination against airlines with routes in deregulated markets only. A pro-contestability aviation policy in Europe will require measures to prevent the abuse of dominant positions by established airlines over new market entrants and to prevent collusion between established airlines.     

欧洲高速铁路接触网工程建设模式的特点探析

欧洲高速铁路接触网的设计工作贯穿于接触网工程的始终,从用户需求开始至动态验收合格后结束,并由设计单位向用户最终交验。工程施工工作从接触网详细设计完成开始,截止到接触网静态验收合格为止。接触网的设计应满足相关标准要求,施工应符合设计要求。为此,对欧洲高速铁路接触网工程建设模式的特点进行探析,希望对中国高速铁路的建设具有一定的参考意义。     

City delineation in European applications of LUTI models: review and tests

This paper stresses the lack of attention paid to the geographical definitions of cities in LUTI models as one key detrimental aspect to transferring and generalising LUTI results. First, the argumentation develops from a meta-analysis of peer-reviewed publications about LUTI applications in European cities. We show that most authors do not assess findings against potential geographical biases. Second, theoretical simulations are conducted with UrbanSim applied to a synthetic urban area. By varying the geographical limits of the system and population endowments, our simulations confirm that the absence of control on city delineation weakens the results. Finally, the paper suggests methodological guidelines to improve the comparability of LUTI applications and push forward their theoretical agenda.     

Parameterisation of clastic sediments including benthic structures

The sediment transport processes in the south-western Baltic Sea are predicted by means of a numerical model in the project DYNAS. There are two sediment parameters that influence the results of modelling remarkably: critical shear stress velocity and bottom roughness. This paper presents the way how to parameterise these factors and extrapolate them into the investigation area. The critical shear stress velocity is parameterised basing on grain size data, combining approximations after Hjulström [Hjulström, F., 1935: Studies in the morphological activity of rivers as illustrated by the river Fyris. Geological Institution of University of Uppsala: Bulletin (25): 221–528.], Shields [Shields, A., 1936: Anwendung der Ähnlichkeits-Mechanik und der Turbulenzforschung auf die Geschiebebewegung. Mitteilungen der Preussischen Versuchsanstalt für Wasserbau und Schiffahrt (26): 26 pp.] and Bohling [Bohling, B., 2003: Untersuchungen zur Mobilität natürlicher und anthropogener Sedimente in der Mecklenburger Bucht. unpublished doctoral thesis, Mathematisch-Naturwissenschaftliche Fakultät, Ernst-Moritz-Arndt-Universität Greifswald/Germany, 156 pp.]. The roughness length, in the case of absence of macro zoo-benthos and their structures, is parameterised basing on grain size too employing Soulsby [Soulsby, R.L., 1997: Dynamics of Marine Sands: a Manual for Practical Applications. London, Thomas Telford Publications. 249 pp.], Nielsen [Nielsen, P., 1983: Analytical determination of nearshore wave height variation due to refraction shoaling and friction. Coastal Engineering 7, 233–251.] and Yalin [Yalin, M.S., 1977: Mechanics of Sediment Transport. Pergamon Press, New York. 298 pp.]. No equivalent simple parameterisations for biologically caused bed roughness exist. Here, findings of Friedrichs [Friedrichs, M., 2004: Flow-induced effects of macro zoo-benthic structures on the near-bed sediment transport. Dissertation, Universität Rostock, 80 S.] and estimations by the DYNAS biologists group were combined in order to derive roughness lengths from abundance measurements of four previously selected key species which represent the originators of the dominating benthic structures at the sea floor in the south-western Baltic Sea. Critical shear stress velocity and bed roughness are known at few sample sites only. They were extrapolated into the larger investigation area using a proxy-target concept. The mean near bottom milieu (bathymetry, median grain size, salinity, oxygen) which was derived using results from numerical modelling serves as the proxy. Since the milieu parameters are measured at the sampling sites for which the target parameters have been determined, a combined hierarchical and supervised classification was employed to transfer the local knowledge into the unknown investigation area.     

欧洲全面推进全球铁路移动通信系统(GSM-R)建设

GSM-R提供GSM支持的所有业务,并且通过引入先进话音呼叫业务(ASCI)而具备铁路移动通信功能,如无线列调、编组调车通信、应急通信等,提供货运信息、车载旅客服务信息和其它增值服务等.针对GSM-R在欧洲铁路已经进入大规模商业化运作阶段的现状,介绍欧洲铁路推广GSM-R的背景,GSM-R的主要特性、在欧洲铁路的应用情况以及发展前景.     

我国与欧美日的汽车标准法规体系分析

研究国际汽车标准法规对我国汽车工业走向国际市场具有重要意义。本文通过对欧洲、美国、日本和我国汽车标准法规体系的介绍,从体系结构、技术水平和实施情况等方面进行对比分析。     

欧洲高速列车的最新技术发展动向

法国、德国、意大利等国的高速铁路迅猛发展,成为引领世界高速铁路的主力,并且,欧洲高速铁路已进入商业运行速度(320 km/h)的新时代。文章介绍了法国、德国、意大利、西班牙等国家高速铁路列车所采用的新技术、新装备、新工艺及发展前景。     

The growing gap in pedestrian and cyclist fatality rates between the United States and the United Kingdom,Germany, Denmark,and the Netherlands, 1990–2018

ABSTRACT

Using official national data for each country, this article calculates trends in walking and cycling fatalities per capita and per km in the USA, the UK, Germany, the Netherlands, and Denmark. From 1990 to 2018, pedestrian fatalities per capita fell by 23% in the USA vs. 66%–80% in the other countries; cyclist fatalities per capita fell by 22% in the USA vs. 55%–68% in the other countries. In 2018, pedestrian fatality rates per km in the USA were 5–10 times higher than in the other four countries; cyclist fatality rates per km in the USA were 4–7 times higher. The gap in walking and cycling fatality rates between the USA and the other countries increased over the entire 28-year period, but especially from 2010 to 2018. Over that 8-year period, per-capita fatality rates in the USA rose by 19% for pedestrians and 11% for cyclists; per-km fatality rates rose by 17% for pedestrians and 33% for cyclists. By comparison, fatality rates either fell or remained stable in the four European countries. We reviewed the relevant literature to identify factors that might help explain the much lower walking and cycling fatality rates in Europe compared to the USA. Possible explanatory factors include better walking and cycling infrastructure; lower urban speed limits; fewer vehicle km travelled; smaller and less powerful personal motor vehicles; and better traffic training, testing, and enforcement of traffic regulations. We recommend that the USA consider implementing an integrated package of mutually reinforcing safety measures such as those that have been successfully implemented in the Netherlands, Denmark, and Germany to reduce pedestrian and cyclist fatality rates.     

通用小型汽油机美国EPA与欧洲排放计算差异分析

分析美国EPA通机排放法规(EPA40CFRPART90)与欧洲关于通用小型汽油机排放的指令(Directive2002-88-EC)中推荐的计算方法之间的差异及其对排放数据的影响。