Towards Innovative Freight and Logistics E-Book
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- Herausgeber: John Wiley & Sons
- Kategorie: Fachliteratur
- Sprache: Englisch
Freight transport faces a dual challenge: it must satisfy the demands of globalized trade and meet environmental requirements. In this context, innovation is a crucial topic to enable the transition from the current transportation and logistics system to a sustainable system.
This book provides an overview of the latest technological innovations in Europe and worldwide, based on ICT and new vehicle concepts, for all modes and all scales (urban, regional, national or international).
The authors consider innovation supply, the process of innovation and innovative business models. Some perspectives and solutions are proposed on the deployment of innovation, specifically concerning the transformation of the organization of the system and the relationships between industry, governmental players, operators and users.
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Veröffentlichungsjahr: 2016
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Table of Contents
Cover
Title
Copyright
Acknowledgments
Preface
Introduction
PART 1: Optimization of Freight and Logistics
1 Smart Logistics Corridors and the Benefits of Intelligent Transport Systems
1.1. Introduction
1.2. Challenges: past, present and future
1.3. State of the art
1.4. New logistics concepts
1.5. Using corridors as our playing field
1.6. Short-term opportunities
1.7. Bibliography
2 Evaluation of the Road Transport Management System: A Self-Regulation Initiative in Heavy Vehicle Transport in South Africa
2.1. Introduction
2.2. History of RTMS
2.3. The Road Transport Management System
2.4. Observed successes
2.5. Conclusions
2.6. Bibliography
3 Is Freight Really Flexible in the Timetabling Process for a Mixed-Use Rail Network? Some Considerations Based on French Experience
3.1. Introduction
3.2. Literature review
3.3. Background: the French timetabling process
3.4. Cross-analysis of the key features of freight and passenger train paths
3.5. Fitting freight train paths into the timetable: a delicate balance of interests
3.6. Concluding remarks
3.7. Acknowledgments
3.8. Bibliography
4 The Routing Problem of an Innovative Urban Freight Distribution Scheme
4.1. Introduction
4.2. The proposed methodology
4.3. The assessment of the FURBOT freight distribution schema performance in the Genoa urban area
4.4. Conclusions
4.5. Acknowledgments
4.6. Bibliography
5 Information Sharing in Last Mile Distribution: Lessons Learned from a Pilot in Oslo
5.1. Introduction
5.2. Problem setting
5.3. GS1 Norway demonstration
5.4. Effects and experiences
5.5. Future outlook
5.6. Concluding remarks
5.7. Acknowledgments
5.8. Bibliography
6 Freight Distribution Based on Delivery Area Booking
6.1. Introduction
6.2. Methodological approach
6.3. The SyGAL interactive system
6.4. The Guided CESNA
6.5. The CEMAVIL in-the-field information system
6.6. Delivery area added services
6.7. Proposal summary
6.8. Conclusions and future prospects
6.9. Acknowledgments
6.10. Bibliography
PART 2: New Vehicle Concepts
7 Swedish Roadmap for High Capacity Transport (HCT)
7.1. Introduction
7.2. Vision, targets and potential
7.3. Milestones: 2015, 2020 and 2030
7.4. Recommendations and the next steps
7.5. Latest developments
7.6. Acknowledgments
7.7. Bibliography
8 Targeted Selection of Overweight Vehicles in Norway
8.1. Introduction
8.2. Impact of WIM systems
8.3. Use of WIM to select overweight vehicles
8.4. Conclusions
8.5. Bibliography
9 Possible Impacts of Increasing Maximum Truck Weight: Finland Case Study
9.1. Introduction
9.2. Methodology
9.3. Assessing impacts on the Finnish road freight sector
9.4. Estimated benefits of new larger and heavier trucks
9.5. Conclusions
9.6. Bibliography
10 SARTRE Automated Platooning Vehicles
10.1. Introduction
10.2. Use cases
10.3. Demonstrator system
10.4. Fuel consumption
10.5. Business case
10.6. Conclusions
10.7. Acknowledgments
10.8. Bibliography
11 Maintenance-on-Demand Concepts for Commercial Vehicles: The MoDe Project
11.1. Introduction
11.2. MoDe scenarios
11.3. Selected results
11.4. Conclusions
11.5. Acknowledgments
11.6. Bibliography
12 Facilitating Modal Shift by an Innovative Inland Vessel and Logistics System
12.1. Introduction
12.2. Background: some triggers for the development of an innovative Danube vessel
12.3. Technical specification: main technical data, innovative features beyond the state-of-the-art and LNG propulsion for NEWS
12.4. Logistical network structures adapted for NEWS
12.5. Danubian inland ports: clusters and port analysis
12.6. Conclusions
12.7. Acknowledgments
12.8. Bibliography
13 Navigator 2020 – Innovation in Inland Waterway Transport
13.1. Introduction
13.2. Policy framework and background
13.3. Navigator 2020 challenges and vision
13.4. Navigator 2020 action areas
13.5. Toward a deployment strategy
13.6. Bibliography
PART 3: Governance and Organizational Issues
14 Development of a Holistic Approach Fostering Innovation Uptake in the Logistics Area
14.1. Introduction
14.2. The LOGINN project and its methodology
14.3. Logistics practices
14.4. Key technologies
14.5. Correlation of unique barriers with solutions and enablers
14.6. Conclusion
14.7. Acknowledgments
14.8. Bibliography
15 Transformation of the Danube Ports into Logistics Centers and Their Integration in the EU Logistics Network
15.1. Introduction
15.2. Mathematical model
15.3. Numerical example
15.4. Simulation results
15.5. Conclusions
15.6. Acknowledgments
15.7. Bibliography
16 How to Create a Management Structure for Transport Corridors
16.1. Introduction
16.2. Research methodology and implementation
16.3. Description of other management structures in transport corridor initiatives
16.4. Reflections
16.5. Conclusions
16.6. Acknowledgments
16.7. Bibliography
17 The Role of Human Factors in Rail Freight Innovation
17.1. Introduction
17.2. SUSTRAIL track and vehicle innovations
17.3. Human factors analysis
17.4. Conclusions
17.5. Acknowledgments
17.6. Bibliography
18 Enhancing the Ramp-Up of a New Contract Logistics Business by Developing a Workers’ Requirements Matrix
18.1. Introduction
18.2. Literature review
18.3. Methodology
18.4. Results and transferability
18.5. Conclusions
18.6. Acknowledgments
18.7. Bibliography
19 Engaging City Stakeholders to Achieve Efficient and Environmentally Friendly Urban Freight Movements
19.1. Introduction
19.2. Literature review
19.3. Methodology
19.4. Analysis
19.5. Conclusions
19.6. Acknowledgments
19.7. Bibliography
20 Energy-Efficient Urban Freight Logistics: the Set-up and Operation of Freight Quality Partnerships in European Cities
20.1. Introduction
20.2. Background
20.3. Pilot freight quality partnerships
20.4. Results
20.5. Conclusions
20.6. Acknowledgments
20.7. Bibliography
PART 4: Assessment Framework and Future Steps
21 How Green are the TEN-T Core Network Corridors?
21.1. Introduction
21.2. Green characteristics of a transport corridor
21.3. Transport network development in Europe
21.4. The proposed revision of the TEN-T policy
21.5. Governance of green corridors
21.6. Policy recommendations on green corridor development
21.7. Conclusions
21.8. Acknowledgments
21.9. Bibliography
22 The Role of Corridor Development in Boosting the European Industrial Future Based on Northern Scandinavian Mines
22.1. Introduction
22.2. Research work
22.3. Results
22.4. Conclusions
22.5. Acknowledgments
22.6. Bibliography
23 Effect of a Full Internalization of External Costs of Global Supply Chains on Production, Trade and Transport
23.1. Introduction
23.2. Definition of externalities
23.3. Externalities in the supply chain
23.4. Modeling of impacts
23.5. Results
23.6. Conclusions
23.7. Bibliography
24 A City Distribution Impact Assessment Framework
24.1. Introduction
24.2. STRAIGHTSOL approach and methodology
24.3. Benchmarking
24.4. Application
24.5. Conclusion
24.6. Acknowledgments
24.7. Bibliography
25 Evaluation of the Urban Freight Transportation (UFT) Projects
25.1. Urban freight transport (UFT)
25.2. Evaluation
25.3. Evaluation in UFT
25.4. Case studies
25.5. Key findings
25.6. Acknowledgments
25.7. Bibliography
26 The Unknown Part of the Transport System: the Light Duty Vehicle
26.1. Introduction
26.2. The survey
26.3. The fleet
26.4. LDVs users and uses
26.5. Distance covered
26.6. Conclusion
26.7. Bibliography
List of Authors
Index
End User License Agreement
List of Tables
2 Evaluation of the Road Transport Management System: A Self-Regulation Initiative in Heavy Vehicle Transport in South Africa
Table 2.1. Key components of RTMS standard
Table 2.2. Reduction in road crashes, Unitrans Amatikulu from 2006/07 to 2011/12
3 Is Freight Really Flexible in the Timetabling Process for a Mixed-Use Rail Network? Some Considerations Based on French Experience
Table 3.1. Classification of the key elements required for a train path request
5 Information Sharing in Last Mile Distribution: Lessons Learned from a Pilot in Oslo
Table 5.1. Operational and financial effects for shopping center manager, shops in the shopping center, retail chains and logistics service provider
7 Swedish Roadmap for High Capacity Transport (HCT)
Table 7.1. Vision for the HCT Road 2030 – efficiency in percent for 2010
Table 7.2. Performance of various vehicle combinations
8 Targeted Selection of Overweight Vehicles in Norway
Table 8.1. Results for the three (four) different WIM systems, with 50 tons preselection threshold
Table 8.2. Results for the three (four) different WIM systems, with52 tons preselection threshold
9 Possible Impacts of Increasing Maximum Truck Weight: Finland Case Study
Table 9.1. Driven mileages, where the new weight limits have an effect
Table 9.2. The impact of increased weight limits on annual mileage
Table 9.3. Estimated cost savings
Table 9.4. Estimated environmental effects
10 SARTRE Automated Platooning Vehicles
Table 10.1. Standard deviation of gap size and longitudinal acceleration
Table 10.2. Standard deviation of gap size and longitudinal acceleration
12 Facilitating Modal Shift by an Innovative Inland Vessel and Logistics System
Table 12.1. Emissions (g/tkm) compared for different means of transport (TREMOD Version 5.25, 2011)
Table 12.2. Main technical data of NEWS
13 Navigator 2020 – Innovation in Inland Waterway Transport
Table 13.1. Navigator 2020 action areas and objectives
14 Development of a Holistic Approach Fostering Innovation Uptake in the Logistics Area
Table 14.1. Innovative business models
Table 14.2. Innovative key technologies
15 Transformation of the Danube Ports into Logistics Centers and Their Integration in the EU Logistics Network
Table 15.1. Container flows through selected ports
Table 15.2. Throughput of container flows to Serbia through the sea ports by region
Table 15.3. Current shipping rates between Asian and European ports
17 The Role of Human Factors in Rail Freight Innovation
Table 17.1. Inspection activities affected by SUSTRAIL innovations
Table 17.2. Repair and renewal tasks affected
18 Enhancing the Ramp-Up of a New Contract Logistics Business by Developing a Workers’ Requirements Matrix
Table 18.1. Contract logistics services (*most important services)
Table 18.2. Processes
Table 18.3. Defined levels of fulfillment for exemplary requirements
19 Engaging City Stakeholders to Achieve Efficient and Environmentally Friendly Urban Freight Movements
Table 19.1. Workshops schedule per city (adapted from [SMA 13a, SMA 13b])
20 Energy-Efficient Urban Freight Logistics: the Set-up and Operation of Freight Quality Partnerships in European Cities
Table 20.1. FQP’s key features
23 Effect of a Full Internalization of External Costs of Global Supply Chains on Production, Trade and Transport
Table 23.1. Main outputs of EXIOMOD by country (each of the EU Member States separately)
Table 23.2. Overview of the main elements of EXIOMOD model
Table 23.3. Overview of the baseline scenario assumptions
Table 23.4. Effect of internalization on the value added of selected Dutch sectors in 2040 (% to baseline)
Table 23.5. Effect of internalization on the emissions of selected Dutch sectors in 2040 (% to baseline)
Table 23.6. Effects of internalization on international trade flows in 2040 (% to baseline)
Table 23.7. Effects of internalization on annual container throughput at Rotterdam in 2040 (% to baseline)
24 A City Distribution Impact Assessment Framework
Table 24.1. Evaluation methods within STRAIGHSTOL
Table 24.2. Stakeholders and objectives
Table 24.3. Allocation of weights by stakeholders
25 Evaluation of the Urban Freight Transportation (UFT) Projects
Table 25.1. Annual saving primary energy and GHG emissions
Table 25.2. IEE common performance indicators
26 The Unknown Part of the Transport System: the Light Duty Vehicle
Table 26.1. Total road vehicle fleet, France, 2010 (Source: [SOS 12b])
Table 26.2. Share of LDVs in the total road transport fleet (%) and number of LDVs compared to HDVs in Europe, 2010, (Source: [ANF 12])
List of Illustrations
1 Smart Logistics Corridors and the Benefits of Intelligent Transport Systems
Figure 1.1. Illustration of smart corridor concept. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
2 Evaluation of the Road Transport Management System: A Self-Regulation Initiative in Heavy Vehicle Transport in South Africa
Figure 2.1. Annual RTMS certifications (2007–2012)
Figure 2.2. Reduction of road-related incidents – City of Cape Town Electricity Support Services
Figure 2.3. Reduction in overloading in the forestry sector
Figure 2.4. Reduction in extent of overloading in the sugar sector
Figure 2.5. Reduction in speeding (speeding incidences/vehicle/day) in the coal sector, October 2007 to April 2011
Figure 2.6. Improved fuel consumption – City of Cape Town Electricity Support Services
3 Is Freight Really Flexible in the Timetabling Process for a Mixed-Use Rail Network? Some Considerations Based on French Experience
Figure 3.1. The French timetabling process: organization and stakeholders (source: adapted by the author from RFF’s reference document on capacity (2012)). For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 3.2. a) Speed limit of train paths, b) intermediate stops location, c) intermediate stops duration and d) fitting a freight train path into a graph with pre-planned train paths and a maintenance window
Figure 3.3. Freight train volumes on the French rail network (2012) (source: RFF)
4 The Routing Problem of an Innovative Urban Freight Distribution Scheme
Figure 4.1. A representation of the FURBOT vehicle, with the load area and its fork lift system
Figure 4.2. Definition of the population of chromosomes
Figure 4.3. The distribution of trip lengths
Figure 4.4. Possible localization of LBL and solid-boxes in the historical city center of Genoa. Multi-boxes are represented in red, and the localization of solid-boxes is represented in blue. On the x axis, the longitude of points is reported, while on the y axis, the latitude is shown. Both latitude and longitude are expressed in decimal degrees. When several multi-boxes are placed in the same unloading bay, only one red dot is shown. The width of the red dot is proportional to the number of boxes placed in the same bay. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
5 Information Sharing in Last Mile Distribution: Lessons Learned from a Pilot in Oslo
Figure 5.1. a) Location of Stovner Senter and Groruddalen in Oslo; b) aerial view of the Stovner Shopping Centre. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 5.2. Events that were registered and shared. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 5.3. Process flow at Nille AS. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 5.4. Main benefit (+) and cost (−) elements and their allocation to stakeholders
6 Freight Distribution Based on Delivery Area Booking
Figure 6.1. a) Double-parked delivery, b) FRETURB model and c) observation results. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 6.2. Problem modeling view
Figure 6.3. Global view of system architecture
Figure 6.4. SyGAL user interface allowing a) unit booking, b) round presentation (with navigation explanations), c) prescheduled round delivery area booking and d) delivery area booking based on occupancy grid. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 6.5. Modeling of the coordination network between agents
Figure 6.6. Results of observation
Figure 6.7. In-the-field information systems
Figure 6.8. Additional services for delivery vehicles and drivers
Figure 6.9. A puzzle solution – a set of subsystems
Figure 6.10. Last kilometer delivery by tricycle
7 Swedish Roadmap for High Capacity Transport (HCT)
Figure 7.1. Stakeholder model for HCT
Figure 7.2. Overall context of HCT
8 Targeted Selection of Overweight Vehicles in Norway
Figure 8.1. Components of the simulation model
Figure 8.2. Probability of weight station bypass. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 8.3. Gross vehicle weight distribution. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 8.4. Distribution of gross vehicle weights. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 8.5. Different outcomes of the preselection process
9 Possible Impacts of Increasing Maximum Truck Weight: Finland Case Study
Figure 9.1. The calculation process
10 SARTRE Automated Platooning Vehicles
Figure 10.1. Extract from a graphical use case
Figure 10.2. Vehicle tests on public motorway
Figure 10.3. Harsh braking of the lead vehicle. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 10.4. Manual versus automated steering. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 10.5. Fuel consumption saving of platoon vehicles. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
11 Maintenance-on-Demand Concepts for Commercial Vehicles: The MoDe Project
Figure 11.1. Objectives of MoDe
Figure 11.2. Acceleration signals with laboratory sensors (left) and signals with continental sensors (right) . For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 11.3. RMSD values calculated for frequency ranges of 100kHz. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 11.4. Remote reconfiguration
Figure 11.5. Shock absorber condition monitoring scheme. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 11.6. Radio controlled car with oil-damped shock absorbers
Figure 11.7. Acceleration at the center of gravity and calculated correlation coefficients of selected test runs. The damage in the front right shock absorber can be clearly identified. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 11.8. Correlation coefficients of two test runs measured on the VW Touran; left: tire pressure 1.8 bar, three persons; right: tire pressure 2.4 bar, five persons. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 11.9. Component node in BN-FMEA with function and failure states for the component “piston rod” of a damper, along with the likelihood
Figure 11.10. Scheme of a failure “cause–effect–consequence relation” (left to right) in a Bayesian network (simplified example)
Figure 11.11. Showcase model of external influences due to differentiation concerning the system operation with a Bayesian network
Figure 11.12. Example network model including influences on the system model by external mechanical loads
Figure 11.13. Example of the long-run cost rate evolution for the different policies depending on the downtime cost. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
12 Facilitating Modal Shift by an Innovative Inland Vessel and Logistics System
Figure 12.1. World GDP and container transport growth [OEC 11]
Figure 12.2. Building frame M 1:25 – preliminary [ANZ 13]. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 12.3. Longitudinal view M 1:100. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 12.4. Container terminal material flow system [BÖS 07]
Figure 12.5. Cluster of logistical systems for container terminals alongside the Danube
13 Navigator 2020 – Innovation in Inland Waterway Transport
Figure 13.1. Intervention logic of the Navigator 2020
14 Development of a Holistic Approach Fostering Innovation Uptake in the Logistics Area
Figure 14.1. Innovation alignment methodology
Figure 14.2. The LOGINN approach for accelerating logistics innovation market uptakeFor a color version of the figure, see www.iste.co.uk/jacob/freight.zip
15 Transformation of the Danube Ports into Logistics Centers and Their Integration in the EU Logistics Network
Figure 15.1. Potential Asia–Europe sea routes (source: Port of Constanta). For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 15.2. Container sea ports in the Danube region. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
Figure 15.3. The positions of demand nodes in Republic of Serbia. For a color version of the figure, see www.iste.co.uk/jacob/freight.zip
16 How to Create a Management Structure for Transport Corridors
Figure 16.1. Bothnian Green Logistic Corridor map (source: Bothnian Green Logistic Corridor project website, 2013)
Figure 16.2. Refined outline of multi-optional transport corridor management structure [ÖBE 13]
18 Enhancing the Ramp-Up of a New Contract Logistics Business by Developing a Workers’ Requirements Matrix
Figure 18.1. Arranging ramp-up into the contract logistics timeline
Figure 18.2. Processes and different options of combination
Figure 18.3. Activity-chain of the process “goods issue”
Figure 18.4. Allocation of workers to individual activities
Figure 18.5. Cut-out of the requirements matrix
19 Engaging City Stakeholders to Achieve Efficient and Environmentally Friendly Urban Freight Movements
Figure 19.1. a) The definition of alternatives; b) from the steps to the DMF table (Source: [ADB 07])
Figure 19.2. The adoption of Design and Monitoring framework in Smartfusion, (Source: [SMA 13b])
Figure 19.3. Berlin problem tree (Source: [SMA 13a])
Figure 19.4. Newcastle problem tree (Source: [SMA 13a])
20 Energy-Efficient Urban Freight Logistics: the Set-up and Operation of Freight Quality Partnerships in European Cities
Figures 20.1. a) FQP membership size; b) type of organizations
Figure 20.2. Type of FQP activities
Figure 20.3. Push and pull measures
21 How Green are the TEN-T Core Network Corridors?
Figure 21.1. Green corridors as a subset of efficient ones
Figure 21.2. The SuperGreen and TEN-T core network corridors
22 The Role of Corridor Development in Boosting the European Industrial Future Based on Northern Scandinavian Mines
Figure 22.1. Bothnian Green Logistic Corridor [BGL 13]
Figure 22.2. The operational environment of mining industry [RAN 12]
Figure 22.3. The main factors influencing the development possibilities of new refining industry [RAN 12]
23 Effect of a Full Internalization of External Costs of Global Supply Chains on Production, Trade and Transport
Figure 23.1. Internalization of external costs in a supply chain
Figure 23.2. Example of the dairy supply chain and its externalities
Figure 23.3. The circular economic flows in EXIOMOD
Figure 23.4. Network of the global transport model
24 A City Distribution Impact Assessment Framework
Figure 24.1. The STRAIGHTSOL assessment framework
Figure 24.2. KPI Framework applied to GS1 demonstration
Figure 24.3. Business model canvas
Figure 24.4. GAIA plane – multi-actor view (D-Sight, own setup). For a color version of this figure, see www.iste.co.uk/jacob/freight.zip
25 Evaluation of the Urban Freight Transportation (UFT) Projects
Figure 25.1. Impact evaluation of the projects
26 The Unknown Part of the Transport System: the Light Duty Vehicle
Figure 26.1. Fleet of operational LDVs (1986-2011) (Source: [SOS 12a])
Figure 26.2. Users of the LDV operational fleet (1986-2011), (Source: [SOS 12a])
Figure 26.3. a) Socioprofessionnal group of non-professional LDV users (2011) (Source: [SOS 12a]); b) Status of nonprofessional LDV users (2011) Source; [SOS 12a])
Figure 26.4. Activity of LDV professional users (2011) (Source: [SOS 12a])
Figure 26.5. Use of the fleet according to motives (multiple answers, 2011) (Source: [SOS 12a])
Figure 26.8. Yearly covered distance per vehicle by type of user and, for professionals, by type of activity, thousands kilometers, 2011 (Source: [SOS 12a])
Figure 26.9. Types of geographic spaces (multiple answers, 2006) (Source: [SOS 12a])
Guide
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Table of Contents
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Research for Innovative Transports Set
coordinated byBernard Jacob
Volume 2
Towards Innovative Freight and Logistics
Edited by
Corinne Blanquart
Uwe Clausen
Bernard Jacob
First published 2016 in Great Britain and the United States by ISTE Ltd and John Wiley & Sons, Inc.
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Acknowledgments
The European Commission, DG MOVE and RTD, the Conference of European Road Directors (CEDR), the European Road Transport Research Advisory Council (ERTRAC), the European Rail Research Advisory Council (ERRAC) and the European technology platform WATERBORNE-TP are acknowledged for their support and active contribution to the Programme Committee of the TRA2014, in charge of reviewing and selecting the papers presented at the conference, which form the main input of this volume.
The French Institute of Science and Technology for Transport, Development and Networks (IFSTTAR) is acknowledged for having successfully organized the TRA2014, in which 600 high quality papers were presented.
Isabelle Dussutour, Pierre Marchal and Mark Robinson, coordinators of the topic on Freight and Logistics, all the other members of the Programme Committee, the reviewers who actively contributed to review and select the papers, and the authors who wrote them, are acknowledged for their great work which produced the material for this volume.
Joëlle Labarrère, secretary of the Programme Committee of TRA2014, is acknowledged for her valuable help to the editors and for her support to the production of this volume.
Preface
The transport sector is very much concerned about environmental adaptation and mitigation issues. Most of these are related to the objective of curbing GHG emission by 20% by 2020, alternative energy and energy savings, sustainable mobility and infrastructures, safety and security, etc. These objectives require the implementation of advanced research works, to develop new policies, and to adjust education and industrial innovations.
The theme and slogan of the Transport Research Arena held in Paris (TRA2014) were respectively: “Transport Solutions: From Research to Deployment” and “Innovate Mobility, Mobilise Innovation”. Top researchers and engineers, as well as private and public policy and decision-makers, were mobilized to identify and take the relevant steps to implement innovative solutions in transport. All surface modes were included, including walking and cycling, as well as cross modal aspects.
Policies, technologies and behaviors must be continually adapted to new constraints, such as climate change, the diminishing supply of fossil fuels, the economic crisis, the increased demand for mobility, safety and security, i.e. all the societal issues of the 21st Century. Transport infrastructures and materials, modal share, co-modality, urban planning, public transportation and mobility, safety and security, freight, logistics, ITS, energy and environment issues are the subject of extensive studies, research works and industrial innovations that are reported in this series of books.
This book is part of a set of six volumes called the Research for Innovative Transports set. This collection presents an update of the latest academic and applied research, case studies, best practices and user perspectives on transport carried out in Europe and worldwide. The presentations made during TRA2014 reflect on them. The TRAs are supported by the European Commission (DG-MOVE and DG-RTD), the Conference of European Road Directors (CEDR), and the modal European platforms, ERRAC (rail), ERTRAC (road), WATERBORNE, and ALICE (freight), and also by the European Construction Technology Platform (ECTP) and the European Transport Research Alliance (ETRA).
The volumes are made up of a selection of the best papers presented at TRA2014. All papers were peer reviewed before being accepted at the conference, and were then selected by the editors for the purpose of the present collection. Each volume contains complementary academic and applied inputs provided by highly qualified researchers, experts and professionals from all around the world.
Each volume of the series covers a strategic theme of TRA2014.
Volume 1, Energy and Environment, presents recent research works around the triptych “transports, energy and environment” that demonstrate that vehicle technologies and fuels can still improve, but it is necessary to prepare their implementation (electro-mobility), think about new services and involve enterprises. Mitigation strategies and policies are examined under different prospective scenarios, to develop and promote alternative fuels and technologies, multi-modality and services, and optimized transport chains whilst preserving climate and the environment. Evaluation and certification methodologies are key elements for assessing air pollution, noise and vibration from road, rail and maritime transports and their impacts on the environment. Different depollution technologies and mitigation strategies are also presented.
Volume 2, Towards Innovative Freight and Logistics, analyzes how to optimize freight movements and logistics, introduces new vehicle concepts, points out the governance and organization issues, and proposes an assessment framework.
Volumes 3 and 4 are complementary books covering the topic of traffic management and safety.
Volume 3, Traffic Management, starts with a survey of data collection processes and policies and then shows how traffic modeling and simulation may resolve major problems. Traffic management, monitoring and routing tools and experience are reported and the role of traffic information is highlighted. Impact assessments are presented.
Volume 4, Traffic Safety, describes the main road safety policies, accident analysis and modeling. Special focus is placed on the safety of vulnerable road users. The roles of infrastructure and ITS on safety are analyzed. Finally railway safety is focused upon.
Volume 5, Materials and Infrastructures, is split into two sub-volumes, investigating geotechnical issues, and pavement materials’ characterization, innovative materials, technologies and processes, and introducing new techniques and approaches for auscultation and monitoring. Solutions to increase the durability of infrastructures and to improve maintenance and repair are shown, for recycling as well as for ensuring the sustainability of the infrastructures. Specific railways and inland navigation issues are addressed. A focus is put on climate resilient roads.
Volume 6, Urban Mobility and Public Transport, highlights possible innovations in order to improve transports and the quality of life in urban areas. Buses and two-wheelers could be a viable alternative in cities if they are safe and reliable. New methodologies are needed to assess urban mobility through new survey protocols, a better knowledge of user behavior or taking into account the value of travel for public transport. The interactions between urban transport and land planning are a key issue. However, these interactions have to be better assessed in order to propose scenarios for new policies.
Bernard JACOB, Chair of the TRA2014 Programme CommitteeJean-Bernard KOVARIK, Chair of the TRA2014 Management Committee March 2016
Introduction
Freight transport faces a dual challenge. It must satisfy the demands of globalized trade on the one hand and meet environmental requirements on the other. In this context, innovation is a crucial topic to enable the transition of the current transportation and logistics system into a sustainable one. This volume provides an overview of the latest technological innovations all over Europe with additionally some international examples, based on ICT (Information and Communication Technologies) or new vehicle concepts, for all modes and all scales (urban, regional, national or International).
Innovation is a key factor of economic and social evolution. In the European Union, innovations are on the political agenda to transform the current transport system into a sustainable transport system. Transport has the potential to become one of the most innovative industrial sectors in Europe. Research and development in freight transport have a high priority in both Europe and North America, because of its importance for the economy, employment, and European integration. The competitiveness of enterprises and countries, and business as a whole greatly depend on freight transport efficiency. In addition, innovations help in coping with the challenges of reducing greenhouse gas emissions and fossil energy consumption.
Research and innovation support any sustainable transport policy, are necessary to meet the objectives of the European white paper of 2011, and allow the emergence and deployment of technical solutions for the transition of the current transportation system into a sustainable transportation system. Nevertheless, innovation in the field of transport creates a great paradox: nearly a quarter of European private research is dedicated to the transport sector; ten of the twenty companies with the largest research budgets in Europe belong to this sector with a performance among the most innovative in Europe – and yet transport is not, as with nano-technology, micro-electronics and biotechnology, associated with an image of advanced technologies, innovation and high creativity. One of the reasons for this is that transport is only understood as an integrator of external technologies, whether specific or generic.
This volume highlights how innovative the transport sector is. Telematics, safe logistics systems and new vehicle and transport concepts, including electric mobility, are among the topics investigated and the research works presented during the Transport Research Arena (TRA) 2014, and described in this volume. It shows the specificity of innovation in the field of transport, as the ability of a concept, a composition, or the “Engineering” to control a complex system.
However, despite the achievements in the implementation of innovation policies, environmental issues remain a consequence of transportation activities. This requires more radical innovations and technological leaps. This volume shows the way to promote the diffusion of radical innovation in the goods transportation system. One conclusion is that radical innovations spread through changes in the organization of the system.
That is why technological and infrastructural innovations are necessary, but not sufficient for achieving efficient logistics and transport chains. Non-technological innovation, i.e. innovative supply chains, processes and business models are also addressed in this volume. The deployment of innovative solutions requires a change in the transport system organization and in the relationships between industrial and governmental players, regulators, operators, users and customers. These aspects are also analyzed here.
The target audience of this volume is researchers, as well as practitioners, industrialists and decision-makers. For researchers, the volume gives an up-to-date picture of the latest innovations in the field of transport. For practitioners and industrialists, the volume highlights the importance of considering innovations as part of a social system, taking account of the possibilities of adoption by the social system of transport. For decision-makers, it provides recommendations to promote innovation and its diffusion.
This volume first presents the potential of technological innovations in freight traffic management, information systems and vehicles, then moves on to address stakeholders’ governance issues and innovation assessment.
I.1. Optimization of freight and logistics
Mastery of information, allowed by the latest management systems, is the basis of the development of co-modality, i.e. using each transport mode as efficiently and economically as possible throughout the whole transport system. Logistics supply chains cross from mode to mode. Advanced information and communication technologies contribute towards co-modality by improving infrastructure, traffic and fleet management and facilitating a better tracking and tracing of goods across the global transport networks.
Achieving such mastery is the aim of intelligent freight, as it involves ICTs in infrastructures and vehicles. For logistics and transportation companies, a proper integration of ICTs is the key to innovate and supply a whole new range of services. However, ICT adoption remains uneven: smaller businesses tend to focus mainly on transportation operations and only occasionally integrate information management, while larger operators tend to “neglect” physical transportation in order to focus more on coordination, organization and service management; as such, they are more likely to adopt the tools and methods of intelligent freight.
The European white paper describes freight in a “hub and spoke model” which distinguishes between the last mile and city logistics and long haul freight (above 300 km), with the short haul between both. Among the targets, cities should only use clean vehicles (no or very low emissions and non-fossil energy), and a 50% modal shift to rail/sea/waterborne transport is required for freight above 300 km. These ambitious targets require more dedicated research exploiting the potential for disruptive innovations. Improving quality and reliability of rail/sea/waterborne networks and optimized information flow for smooth transition between modes will be crucial. ITS solutions dedicated to urban freight are potentially very numerous, but so far have not been used in many cities. Among the most eagerly anticipated solutions are: real-time traffic information focused on truck drivers, online reservation of loading/unloading areas, and systems for consolidating urban deliveries.
This raises a variety of challenges to support mobility for growth, notably enhancing safety and reducing transport’s dependency on fossil fuels, whilst promoting co-modal logistics services that deliver attractive solutions improving the efficiency and resilience of supply chains, and allowing more sustainable choices to shippers, operators and pro-active receivers of goods.
This part defines concepts such as smart corridors connecting smart hubs, and the implementation conditions of management systems for long distance road transport as well as for rail transport. It also highlights specificities for the use of ITS in urban freight, with route and delivery area booking issues.
I.2. New vehicle concepts
New concepts of vehicles could provide innovative solutions in order to optimize energy consumption and efficiency. Avoiding unnecessary trips may also reduce energy consumption.
The potential benefit of using higher capacity vehicles is investigated in several Northern European countries, as well as in other regions of the world, with major productivity gains expected. Higher capacity vehicles may improve fuel efficiency and reduce emissions by reducing the vehicle-kilometers travelled for the same mass or volume (payload) mileage. Introducing these higher capacity vehicles would require some regulation adaptations.
Besides vehicles themselves, other options are proposed concerning their operation. Platooning, i.e. forming trains of heavy vehicles at short or very short distances, may reduce the aerodynamic effects and drag forces and therefore increase fuel efficiency up to 5 to 7%, as well as lane capacity. Eco-driving strategies comprising fuel consumption and safety are quite efficient to reduce energy consumption up to 10%. In a limited budgetary context, solutions which do not require changing the existing infrastructure or building new infrastructure are of high interest. Another challenge consists of optimizing maintenance.
Innovation not only concerns road transport, but modal shift is also dependent on innovations of non-road vehicles. Inland navigation is an efficient, safe and environmentally-friendly mode of transport. Performing technologies usually result in higher logistics efficiency and lower operating costs. These can be achieved by targeted fleet innovations, e.g. vessel design, further automation, including ICT, which are described here.
The interdependency between vehicles’ innovations, improved logistics solutions, transhipment, training and governance is highlighted.
I.3. Governance and organizational issues
The freight transport system is considered as a socio-technical system, referring to the interactions between stakeholders, technologies and infrastructure. Socio-technical systems consist of a cluster of elements, including technology, regulation, user practices and markets, cultural meaning, infrastructure, maintenance networks and supply networks.
In this framework, smart and integrated freight transport results from the joint optimization of the social and technical factors. Thus, optimization of each aspect alone (socio or technical) tends to decrease the system’s performance. Therefore, research should be conducted to design the social system and the technical system together. The transitions from one socio-technical system to another should also be considered, as well as the systems’ resilience, in the context of economic crisis and climate changes.
A focus on the governance issue is made. The operation and governance of the maritime and inland/coastal ports, as well as airports, rail terminals or corridors have a major effect on the logistics artery that supports mobility for growth. Successful and well-functioning freight movements require a network of efficient and environmentally-friendly hubs to serve rail, road, short sea and inland waterway freight services.
Financial viability of proposed solutions has also to be addressed and an understanding of the requirements for profitable operations is needed to study the potential for further roll-out of promising solutions. Business models and supportive measures should be analyzed.
This part proposes to support stakeholders’ governance including guidance for elaborating new governance schemes for sustainable logistics and transport, stakeholders training and coaching for being engaged in win-win flexible cooperation. At the urban level, it provides evaluation of incentive schemes’ applicability and the development of sustainable city logistics dashboards for supporting decision-making and achievement of long lasting effects.
I.4. Assessment framework and future steps
Regarding innovation, Theys1 indicates that “the available information on its cost, impact, potential market, difficulties in introduction… is, without exception, very fragmentary”.
The understanding of impacts of ICT for innovative and efficient solutions is crucial and assessed in this part: how could these innovations promote new service concepts? How could these innovations promote radical changes in freight transport chains?
Besides innovation, socio-economic assessment is an important issue for freight transport projects and policies. Transport policy and planning decisions often have significant economic development. Some of these impacts are widely recognized and considered in conventional policy and planning analysis, but others are often overlooked or undervalued. Many technological projects do not focus enough on the business models. Assessment is therefore critical to select the most efficient project or policy.
Sustainability requires a holistic approach to integrate new dimensions into the assessment process. This part provides elements and methods to evaluate projects as well as policies, on different levels (urban, national or European), considering their economic, environmental and social impacts. This is an important step in the decision-making process.
Furthermore, the conclusions highlight the “green” transport and logistics core role on the industry competitiveness. It is well known that freight is an important part of the transportation sector, and the transportation sector is in itself a major component of our economy. We demonstrate in this part that conciliating economic efficiency and environmental performance is thus possible. As these issues are closely linked to those of pricing, we also provide new elements on the internalization of external costs.
The assessment process also needs data, harmonized at the international scale. The freight transport system is changing and heterogeneous, due to the rise of new trends such as e-commerce, but also due to the importance of urban freight. A contribution on the relevant data needed is also included in this part.
Europe’s freight transport system has much room for improvement. Today’s main policy challenges for the European Union are to improve the functioning of the transport system. This book provides a holistic view of the transport system, considering different innovation fields: traffic management and information systems, new vehicles, but also new stakeholders’ governance. It provides the latest innovative results for all modes at various scales, without forgetting the difficult issue of their business models. The deployment of innovation requires a change in the organization of the system and the relationships between industry, state players, operators and users, that is studied and supported here.
1
THEYS J., Quelles technologies clefs pour l’Europe? Les enjeux liés au transport, Rapport pour la DG recherche de la Commission Européenne, 2005.
Introduction written by Corinne BLANQUART, Uwe CLAUSEN and Bernard JACOB.
PART 1Optimization of Freight and Logistics
1Smart Logistics Corridors and the Benefits of Intelligent Transport Systems
Increasing globalization, competitiveness and customer demands have led to the need for the development of smart and seamless corridors connecting industrial clusters. Connectivity to achieve higher levels of resilience, responsiveness and service provisioning are needed in addition to solid and advanced information sharing. Intelligent transport system (ITS) can play a major role in this supporting concepts such as synchromodality, cross-chain control centers and single windows. Important breakthroughs can be achieved by combining existing technologies and know-how in the context of a shared vision about the future of logistics and the role technology will play. As most transport of goods take place between logistics hubs or clusters the concept of smart corridors connecting smart hubs can be used to define applications that will add value to individual companies by introducing extended connectivity and information sharing. This chapter will detail the concepts of smart corridors, what they are, what they encompass and what the opportunities for the short-term of ITS for the logistics industry will be.
1.1. Introduction
Logistics is a cross-sectorial activity impacting the entire supply chain from the producers and manufacturers to the end-customers. For this reason, logistics needs to be seen not only in the limited sense of goods transport and warehousing where it is a key determinant of business success at the micro-level but also in the wider context of the complex macro-economic role it plays in helping deliver a competitive industrial base. Usually, the broad logistics industry evolves in hubs, which are geographical clusters of logistics activities. They are characterized by high transport service levels and low transport costs. Freight moves along international and national trade routes via hubs, and such movements enable the efficient flow of goods worldwide. This leads to the need for the development of smart and seamless corridors connecting industrial or logistics clusters by solid, safe and secure infrastructures, real-time connectivity and information sharing, reduction of administrative burdens and enhanced intelligent control for resilient and flexible service provisioning. All this in order to cope with the increasing demands from end-users and customers for on-time, reliable, fast, sustainable but foremost low cost delivery. To achieve all this collaboration and joint efforts are needed to make most effective use of available knowledge, technology and operational enforcement.
Information and communication technology (ICT) can have a major impact on coping with the growing complexity of logistics and its importance as a major economic activity in Europe, especially by improving the supply chain visibility, responsiveness and efficiency. These benefits of ITSs can be realized on the level of the individual transport mode, such as eco-driving or truck platooning, and on the level of the transport within and across supply chains, such as coordinated planning and advanced and adaptive slot management. For the latter, there is a need for activities aiming at facilitating the implementation of information platforms, suitable for all stakeholders for bundling and consolidation purposes, as well as development of the “single window” and “one-stop administrative shop” concepts supporting e-freight. Finally, there is a need for service provisioning in the area of tracking and tracing (dGPS and geofencing) supporting developments such as slot and yield management.
In the past 10–15 years ITS has developed and advanced tremendously and opportunities lie in the fact that for several ITS systems freight transport has become a pioneer market due to its smaller size and more consolidated organization and ownership.
To capture the short- and middle-term opportunities and to put them into perspective, we will describe in more detail the challenges of the logistic sector, technological developments and its fit with the logistics domain and its challenges, new logistic concepts that will benefit from ITS and how both of them can be put into practice by mapping them on the smart transport corridor concept.
1.2. Challenges: past, present and future
Transport companies and logistics service providers are quite often part of a complex network of supplier or contractor relationships. Independent of this complexity, due to the fragmentized sector with a majority of medium-sized and small companies, most companies still merely compete on costs, which in the more traditional supplier–shipper relationship was a manageable strategy. Nowadays, we see several trends that translate into an increasingly complex business environment. Globalization and longer and more complex supply chains, increasing customer demands with respect to shorter lead times, high reliability and reduced prices, demand for sustainable solutions and increasing compliance requirements in the field of safety, security and environment can be seen as important developments that require new strategies for the logistics industry.
One of the main challenges for the present and in line with the above conclusions is to become more responsive and resilient while keeping costs at an acceptable level [OON 13a]. Responsive in order to cope with increasing customer demands in terms of lead times, price levels and flexibility but at the same time responsive to be able to optimize the various activities concerned with the transport of goods with respect to fuel efficiency, use of available transport capacity and operating costs. Resilient in order to cope with unexpected disturbances aimed at maintaining the primary functions. This means that two apparently contradicting requirements should be fulfilled: on the one hand, giving more time to the supply chain operations to adapt and to be able to maximize the opportunities of bundling and cooperation and, on the other hand, reducing operational costs in order to keep up with the increasing competitiveness. Often this is referred to as being lean and agile at the same time. The misunderstanding though is that for every business or supply chain lean nor agility as a whole is the solution. Companies or networks of companies should be very careful in determining where they can be lean and where they should be agile. This requires subsequently transparency, intelligence and finally intelligent cooperation based on data and information.
The future will involve constantly adapting synchronized multi-modal transport corridors, connecting industrial and/or logistics hubs thus strengthening the economic importance of the sector on a global scale. The challenge is to identify options for flexibility in time, place and choice of mode by bundling, temporizing goods, smart repositioning and at the same time solving administrative and contractual limitations for these options (new kinds of SLAs, transparency and interoperability). ITS and ICT are major solutions to facilitate increased information exchange among the actors in the logistics sector, similar to the cooperative systems approach in the ITS domain. Connectivity and information sharing will enable companies to better predict and develop operational strategies for the future and increased options for capitalizing efficiency and sustainability gains.
1.3. State of the art
The developments in the area of ITSs, especially short-range dedicated communication protocols (DSRC), cooperative systems connecting infrastructure-based systems with transport modes and all the technologies used for state estimation, situational awareness and automated control have the potential to shape the future of multimodal logistics. This future landscape consists of concepts now being developed such as synchromodality, cross-chain control centers, autonomous controlled transport vehicles and other highly automated transport systems, ultimately leading to self-organizing logistics [HÜL 07]. All these concepts require advanced information systems needed for adaptive control in complex situations.
Within the present logistic supply chains, various forms of ITSs are being used, varying from advanced planning software packages for multi-modal transport planning and port and terminal operations to automated and digitalized solutions for customs clearance, declarations and other compliance issues. Some front-runners have full visibility over their fleet and operations, using fleet management and floating transport data in order to enhance eco-efficient driving and optimize the operations they control. Furthermore, geofencing is slowly gaining ground to optimize the operations at terminals, transport hubs or cross-docking facilities making the handling as seamless as possible and thereby reducing waiting times, increasing safety and security and unnecessary transport movements. Initiatives by MARS and Heinz to organize the Dutch championship speed docking, challenges shippers and transport companies to use advanced technologies in daily operations aimed at reducing the time spent at distribution centers with the ultimate price to be crowned speed docking champion. These often solitary and fragmented initiatives and developments require a more tangible context and future perspective. Although logistics traditionally tends to concentrate activities in agglomerates of companies due to the physical component of transport, ITS and safe and secure information systems might enable optimized cooperation in a more virtual way, such as the concept of a virtual common transport terminal.
Administrative innovations have also had an important impact on the logistics industry. Arguably the most influential has been just-in-time deliveries. However, many other administrative innovations such as new forms of collaboration with customers, suppliers and even competitors are shaping the industry. An example of this is the use of shared services such as warehousing, transport and consolidation, which is helping groups of logistics companies to use their resources more effectively. Another form of administrative innovation lies in the field of smart trade facilitation. Especially in the opportunity of reducing costs of compliance by smart data sharing between global hubs for customs purposes or other regulatory affairs.
Nevertheless, all technological developments and commercially available means of tracking, tracing and safe and secure identification are not yet integrated and connected. For both the mobility area and the logistics domain, the need to make intelligent systems connected will be the most difficult challenge. In the next section, we will show the need for connectivity for new logistic concepts that are developing quickly.
1.4. New logistics concepts
One of the new perspectives in connected society is synchromodality. Synchromodality as a concept was first introduced roughly 3 years ago in the Netherlands by Professor Jan Fransoo and was quickly adopted by the academia, RTOs and industry front-runners such as Ett Coil Till. A first study was performed to define a common roadmap with all stakeholders on this topic [OON 11] and soon this topic became one of the main pillars of the Dutch economic top sector on logistics, launched in 2012. From 2012 onward, the concept has also been adopted internationally. From this first study, we learn that synchromodality can be seen as the next step after co-modality and inter-modality and means the cooperation within and between supply chains, transport chains and infrastructures aimed at using the right mode of transport at all times. This concept requires shippers to book their transport independent of the modality of use in order to create a pseudo-modality. This is modality on the meta level consisting of all applicable modalities that can be used including a cost function that determines the trade-off for a certain modal split at different times and circumstances. Within this pseudo-modality, it is the challenge to capture as much of the potential as possible by increasing the intelligence on alternatives and options for flexibility and responsiveness. For individual companies, this means that we search for more planning and allocation flexibility and information to support decision making under complex and often uncertain circumstances. Closely related to this topic is the development of virtual control towers [VAN 12] not only to control transport from a designated logistics hub or area for normal supplies but also for service logistics and especially in the combination of the two. Flexible decoupling and coupling of supply and demand by controlling large volumes of cargo from various shippers can deliver huge shared benefits in the area of reduced cash out expenditures. New solution providers might emerge that only control and manage these virtual systems based on proven technologies from the world of ICT. In the past year, several first pilots with synchromodal control towers were developed and tested in practice in the Netherlands with LSPs like Seacon Logistics and inland terminals such as Container Terminal Utrecht. Now we have to find ways to develop harmonized concepts that can be easily used and scaled.
At the same time, administrative and regulatory burdens and barriers for increasing the responsiveness of the industry should also be addressed. Quick wins can be found in redefining service level agreements and contracts, which now sometimes narrow down the options for creativity. Important to mention in this respect is that synchromodality does not mean modal shift to barge and/or railways and includes addition to vertical collaboration as proposed by Paganelli [PAG 13] as horizontal collaboration and the opportunities of horizontal collaboration such as bundling.
In order to achieve a next level of synchromodality, control towers and enhanced intelligence, the logistics sector has to acknowledge that by combining existing close-to-market technology and know-how an important breakthrough can be achieved in the area of ICT and ITS, which encompasses benefits for the individual companies as well as the whole sector. Technology therefore is a key enabler through which coordination is achieved. Projects like the EU-funded iCargo1 project and the WINN project2 will help to establish a common ICT architecture to enable the development of new services and connected supply chains.
