Road Freight Research Articles

A Study of Heavy Road Freight Transport in Poland in the Context of the Pursuit of Sustainable Road Transport

The efficiency of road freight transport determines—to a significant degree—the total environmental footprint and the amount of greenhouse gases and other pollutants released into the atmosphere by inland transport. The rate of empty or partially empty vehicles is one of the key metrics for improvement of the environmental performance of freight road transportation. This paper presents the characteristics of road freight transport in Poland on the basis of data collected by weigh-in-motion stations. Data aggregation for environmental analysis represents a novel aspect of the work. Indicators describing the degree of loading, the share of empty vehicles in traffic, and the share of vehicles of maximum permissible total weight in traffic were determined for a representative group of heavy goods vehicles. Based on the representative load factor value (LFA), a classification of the road section into four groups was proposed. The results obtained show a clear differentiation of the values of the indicators analyzed for individual groups and their variability in the three-year period covered by the analysis. The aggregation method presented can be used to identify the nature of the distribution of the weight categories of the heavy goods vehicles and provide input information for targeted analyses relating to sustainable road transport management and environmental protection. Finally, the grouped LFA values were linked with indicators of energy consumption (ECI) and on-road emissions (EI).

Optimized demand-based charging networks for long-haul trucking in Europe

Abstract Battery electric trucks (BETs) are the most promising option for fast and large-scale CO2 emission reduction in road freight transport. Yet, the limited range and longer charging times compared to diesel trucks make long-haul BET applications challenging, so a comprehensive fast charging network for BETs is required. However, little is known about optimal truck charging locations for long-haul trucking in Europe. Here we derive optimized truck charging networks consisting of publicly accessible locations across the continent. Based on European truck traffic flow estimates for 2030 and actual truck stop locations we construct a long-term charging network that minimizes the total number of required locations. Our approach introduces an origin-destination pair sampling method and includes local capacity constraints to compute an optimized stepwise network expansion along the highest demand routes in Europe. For an electrification target of 15% BET share in long-haul and without depot charging, our results suggest that about 91% of electric long-haul truck traffic across Europe can be enabled already with a network of 1,000 locations, while 500 locations would suffice for about 50%. We furthermore show how the coverage of origin-destination flows scales with the number of locations and the size of the stations. Ideal locations to cover many truck trips are at highway intersections and along major European road freight corridors (TEN-T core network).

Medium-Duty Road Freight Transport—Investigation of Consumption and Greenhouse Gas Emissions of Battery Electric and Fuel Cell Trucks with Model-Based Predictions Until 2050

The present work intends to make a scientific contribution to future drive technology in medium-duty road freight transportation that is as objective and fact-based as possible. In cooperation with a medium-sized forwarding company, 1-day transports, previously driven with diesel trucks, were examined. Using a physically based model, which was first validated by comparing simulated CNG drive data with real-world diesel data, the findings were transferred to battery electric trucks (BETs) and fuel cell trucks (FCETs) and extrapolated to 2050 based on expected technological developments. The model makes statements based on the results of the investigated application regarding specific consumption, greenhouse gas (GHG) emissions, consumption shares and recuperation. The CNG combustion technology (ICET-CNG) serves as a reference. BETs in this application have the lowest emission and consumption values: BET2050 will consume a third of the energy and emit a fifth of the GHGs of ICET-CNG2024. The weight of the battery leads to higher consumption values. FCETs have higher fuel consumption due to their longer drive trains. This is partially compensated by their lower weight: FCET2050 will consume 40% of the energy and emit a third of the GHGs of ICET2024. In long-distance traffic, aerodynamic drag is the dominant consumption factor, accounting for 40%, which should be addressed in further truck development. Recuperation extends the range by 3–7%.

ВПЛИВ ВІЙНИ НА МІЖНАРОДНІ ТРАНСПОРТНІ ПЕРЕВЕЗЕННЯ УКРАЇНИ

The article found that the full-scale war in Ukraine had a strong impact on international transportation. The structure of the volume of cargo transportation and the number of transported passengers were analyzed. It was determined that there is uncertainty in the market of international freight transportation of Ukraine during the studied period. On the one hand, the war had a negative impact on the country's economy and led to a decrease in the volume of cargo transportation. On the other hand, Ukraine is an important transit country through which key logistics routes connecting Europe and Asia pass. It was established that the blocking of air transport and sea trade, with the exception of the "Grain Initiative", led to a radical change in the structure of domestic import/export and the leadership of land corridors. Global transformations in world trade caused by the war in Ukraine also affected the configuration of existing supply chains, Ukrainian exports were completely reoriented towards the EU. It is indicated that Ukraine's signing of an agreement on visa-free transport cooperation with the European Union has opened up new prospects for bilateral international road transport, freeing Ukrainian carriers from the need to obtain permits for flights to EU countries. However, there are also negative trends that affect the growth of transport services and, as a result, decrease the competitiveness of transport companies. A list of legislative and regulatory innovations and organizational measures aimed at improving international transportation is given. It is argued that a successful solution for the recovery of the country will be the integration of the Ukrainian economy into the EU economic system with the help of various European logistics and infrastructure projects. It was determined that the key factors in the normalization of transportation were: the conclusion of the "Grain Initiative" with the UN and Turkey, which allowed to unblock the ports of Great Odesa; signing the Agreement on the Liberalization of Road Freight Transportation with the EU; development of border infrastructure, in particular, increasing the capacity of existing road and railway checkpoints, as well as the opening of new ones; increasing cargo handling in the ports of the Danube port cluster.

Fit for 2030? Possible scenarios of road transport demand, energy consumption and greenhouse gas emissions for Italy

Decarbonizing the transportation sector is one of the key challenges to reduce greenhouse gas (GHG) emissions and meet EU Green deal 2030 targets. Road transport decarbonization requires a holistic approach encompassing various strategies and interventions aimed at fostering the sustainable transition of this sector. This challenge is crucial given that road is responsible for over 90% of the overall transport GHG emissions.Within this framework, this study aims, for the Italian case, to: a) estimate the national passenger and freight road travel demand with respect to three different time periods: 2005 (reference year for EU “fit for 55” target); 2019 (last consolidated pre-covid year); 2022 (base-line year); b) define possible road transport scenarios to 2030 following the Avoid-Shift-Improve (ASI) approach; c) estimate the GHG and energy consumption inventory related to national road transport for the 2005, 2019; 2022 and 2030 scenarios. Due to the current “deep uncertainty” regarding key economic and social variables in this period, two forecasting scenarios – named “moderate decarbo” and “high decarbo” – were designed and based on different and somewhat opposite hypotheses on exogenous variables (e.g., GDP) and penetration rates of measures and policies promoting sustainable transportation (e.g., subsidies for electric vehicles) already in place. Although the current European legislation refers only to Tank-to-Wheel (TtW) objectives, this study included also the Well-to-Wheel (WtW) evaluation, which is more accurate in assessing the GHG impact of different policies, energy carriers, and technologies. As for the past, results suggest that GHG reductions over the period 2005–2022 are mostly due to crises and stagnation of the Italian economy. “Moderate decarbo” forecasts for 2030 lead to a 12% reduction of TtW (and 15% for WtW) GHG emissions compared to 2005 levels, with ASI policies compensating for the assumed economic growth. In any case these values are far from the EU “Fit for 55” goal setting a 43.7% reduction of TtW emissions. Even under very favourable hypotheses (“high decarbo” scenario), GHG emissions might be reduced by only 28% for TtW and 33% for WtW, still well below EU objectives. Furthermore, passengers and freight show very different behaviour, with the latter contributing to emissions more than proportionally, and “shift-to-rail” policies, although very useful in some market segments, contribute moderately at the overall national level. The main conclusion of this study is that the pathway towards road transport decarbonization in Italy (and possibly in other EU Countries) is very uncertain, and the ambitious 2030 target is unlikely to be met with currently planned policies alone. The transportation system needs to be constantly monitored, and new policies have to be implemented to reach higher emissions reduction goals.

Investigating the Future of Freight Transport Low Carbon Technologies Market Acceptance across Different Regions

Fighting climate change has become a major task worldwide. One of the key energy sectors to emit greenhouse gases is transportation. Therefore, long term strategies all over the world have been set up to reduce on-road combustion emissions. In this context, the road freight sector faces significant challenges in decarbonization, driven by its limited availability of low-emission fuels and commercialized zero-emission vehicles compared with its high energy demand. In this work, we develop the Mobility and Energy Transportation Analysis (META) Model, a python-based optimization model to quantify the impact of transportation projected policies on freight transport by projecting conventional and alternative fuel technologies market acceptance as well as greenhouse gas (GHG) emissions. Along with introducing e-fuels as an alternative refueling option for conventional vehicles, META investigates the market opportunities of Mobile Carbon Capture (MCC) until 2050. To accurately assess this technology, a techno-economic analysis is essential to compare MCC abatement cost to alternative decarbonization technologies such as electric trucks. The novelty of this work comes from the detailed cost categories taken into consideration in the analysis, including intangible costs associated with heavy-duty technologies, such as recharging/refueling time, cargo capacity limitations, and consumer acceptance towards emerging technologies across different regions. Based on the study results, the competitive total cost of ownership (TCO) and marginal abatement cost (MAC) values of MCC make it an economically promising alternative option to decarbonize the freight transport sector. Both in the KSA and EU, MCC options could reach greater than 50% market shares of all ICE vehicle sales, equivalent to a combined 35% of all new sales shares by 2035.

Does the type of transportation mode matter in the effect of freight transportation on the environmental pollution of OECD countries?

This study aims forward to explain the effect of freight transportation on environmental pollution and to investigate the role played by the usage rates of road and railway transportation modes in this relationship. As an auxiliary problem of the research, it was tried to determine whether there is a threshold value for these types of transportation and what consequences will arise in terms of environmental pollution below and above this threshold. For this purpose, the data of OECD countries for the period 2000-2018 were analyzed with the PSTR method. Analysis results showed a non-linear relationship between freight transportation and environmental pollution and that the road/rail transportation ratio plays an important role in this relationship. The determined threshold value is 68.18% for road freight transport and 29.55% for rail freight transport. Below the determined threshold values, as the amount of cargo transported increases, the rate of carbon emission increase gradually increases in both types of transport. Above the threshold values, road transport increases the rate of increase even more, while rail transport decreases this rate of increase. Within the scope of these results, countries should develop policies to increase the use of railways in freight transport while reducing the use of roads.

Identifying Truck Activity from Global Positioning System Data Based on Satellite Imagery

Road freight transportation plays a crucial role in fostering economic growth and enhancing logistics efficiency. Existing research primarily focuses on analyzing freight truck activity characteristics based on global positioning system (GPS) data of freight truck trajectories. Those studies proposed a variety of identification methods from different perspectives, but they mainly rely on rule-based methods and subjectively defined key threshold parameters, ignoring the complexity of truck freight activities and relying on long sequences of trajectory data. To bridge this gap, we propose the satellite image augmented truck activity recognition method, a structured framework that utilizes satellite imagery to identify truck activities from GPS data. Firstly, we categorize truck activities into three types: loading/unloading, resting, and driving. We extract geographic entities from the area of interest data to create the satellite image dataset of truck activity. Secondly, we evaluate the recognition accuracy of benchmark image classification models on our dataset, and ResNet50 achieves 98.04% accuracy on the test set. Thirdly, we apply the image classification model to identify truck activity from GPS trajectory data and use the recognition results of neighboring points to improve the identification results. The framework delineated in this paper entails the extraction of truck activities from GPS data at the satellite image level. Our approach holds promise in facilitating logistics operation fleets and traffic management authorities to maintain near real-time surveillance of the truck status, thereby fostering enhancements in both the efficiency and safety of freight transport.

Barriers and enablers: How logistics companies could tackle the transition to electrified road freight transport

Electrifying road freight transport can heavily reduce the sector’s climate impact; however, there exist many uncertainties for making a large-scale transition, especially for logistics companies. In response, the purpose of this article is to identify and describe barriers to transition, but also strategies for how the barriers can be managed. To address the purpose, an interview study was carried out together with two complementary workshops to capture the views of relevant actors. Barriers to electrification are clustered into four separate areas: practical and technological barriers, financial barriers, institutional barriers, and social and cultural barriers. Low cost and high logistics performance are viewed as logistics companies’ competitive advantages, but they are expected to be challenged when making the transition. The current structure of the transport chain also further complicates things: it is transaction-based and risks and benefits can occur in its different parts. This is an issue, since the actor that is forced to take risks is not always the actor that benefits the most. One way to manage this is for actors to form more long-term commitments through collaborations. Moreover, it can be advantageous to start electrifying subsystems that can be described as ‘closed’ and ‘static’, i.e. predictable and easy to control, such as transport between terminals. At the other end of the spectrum, subsystems that are ‘open’ and ‘dynamic’ are the ones that are most difficult to electrify.

A practitioner's guide to estimate overland transportation costs*

Poor infrastructure and high domestic shipping costs are often cited as important impediments to economic activity in developing countries. Domestic shipping being mostly overland, understanding the level and structure of costs in road freight transportation could thus help formulate policies that aim to lower them. This review provides a summary of overland transport cost estimates with a focus on trucking, the dominant mode of domestic freight. By describing conceptual issues, highlighting sources of data and alternative methodologies with their key findings, it is intended to help practitioners and researchers navigate the literature.

Environmental and economic potential of high-capacity trucks

High-capacity trucks (HCTs) are vehicles that are heavier or larger than normally allowed and are used as a means of increasing the efficiency of road freight transport and reducing emissions. The present research analyses the economic and environmental efficiency of HCTs by comparing them with normal semitrailers. Survey-based estimates on cost structure, fuel consumption, load factor and empty running of semitrailers, road trains and HCT combinations currently operating in Finland have been used to calculate whether HCTs improve the cost competitiveness and reduce the emissions of road transport. The results indicate that HCTs have a 42% emission reduction potential in mass-based transport and a 38% potential in volume-based transport compared to normal semitrailers.

Road Freight Quality Management in Industry 4.0: International Experience and Perspectives in Kazakhstan

Road Freight Quality Management in Industry 4.0: International Experience and Perspectives in Kazakhstan

Correlation between Sectoral GDP and the Values of Road Freight Transportation in Colombia

A correlation between economic development and road freight is demonstrated in the literature review provided in this paper. This relationship was studied in relation to the global gross domestic product (GDP) of the countries under review. Therefore, this paper presents the validation of this correlation in the Colombian case, based not only on global GDP, but also on the GDP for each of the main economic sectors of the country. The correlation was analyzed using several of the following statistical methods: correlation using the non-parametric method (Spearman), the causality relationship using the Granger test, the relationship between variables using Principal Component Analysis (PCA), and multivariate correlation to establish the level of significance of each economic sector by means of the p-value. The study concludes that the best correlation is between the GDP of some economic sectors and the amount of freight transported one year later.

From policy mix to pavement: Exploring individual actor-internal factors in zero-emission truck adoption

Despite regulatory efforts and market availability, the adoption of zero-emission vehicles (ZEVs) in the road freight sector is limited. This paper investigates the influence of managers' policy mix perceptions on the uptake of ZEVs in Sweden. Based on a survey of transport operation managers, we analyse the interaction between their perceptions of how technology-neutral the prevailing policy mix is, the anticipated regret of premature technology adoption, the rate of technology change and their mutual influence on the decision to delay ZEV adoption. The study's findings reveal a positive correlation between managers' perceptions of technology neutrality and adoption delay. We further explain the mechanism in this relationship by confirming that anticipated regret mediates the positive correlation between perceived technology neutrality and the ZEV adoption delay decision: The more technology-neutral the policy mix is perceived, the more anticipating regret over adopting ZEVs is expressed by the managers, which, in turn, increases the likelihood to delay ZEV adoption. Moreover, managers' perceptions of the rate of technological change affect their anticipated regret. The work contributes to the transition literature by unveiling how a specific policy mix perception, namely technology neutrality, could delay the adoption of ZEVs and calls for a nuanced re-evaluation of the current policy mix to facilitate a faster transition towards net-zero goals. It also underscores the importance of paying closer attention to how individual actor-internal factors (such as perceptions and emotions) of individual decision-makers in organisations may influence transition processes.

A roadmap for prioritising technology-enabled capabilities in road freight transportation management

ABSTRACT This study proposes a roadmap to guide the adoption of information and communication technologies (ICTs) to support road freight transportation management. A mixed-method approach, including four methodological steps, was used to develop the roadmap. In phase 1, 12 capabilities are identified in the literature and validated by experts. In phase 2, an empirical assessment of cause–effect relationships between capabilities was performed using a multiple case study with 15 firms and fuzzy DEMATEL. Following this, the model was proposed and validated. This study identifies a roadmap that proposes a path to guide ICT acquisition and adoption decisions based on the understanding of base and triggered capabilities. The proposed roadmap provides a basis for researchers and practitioners to identify which technology-enabled capabilities support road freight transportation management. In addition, the technologies that need to be prioritised to better manage freight operations activities were also identified.

Availability of an Overhead Contact Line System for the Electrification of Road Freight Transport

Availability of an Overhead Contact Line System for the Electrification of Road Freight Transport

Divergences between EU Members on the Sustainability of Road Freight Transport

The Europevan Union is highly dependent on energy. This paper analyses energy consumption in the transport sector, representing approximately 30% of total energy consumption. A particular focus will be placed on road freight transport, which accounts for 40% of total transport energy consumption, trying to contribute to its rationalization. The road freight transport volume (TKM: tonne-kilometres) vs. gross domestic product (GDP) ratio fell in 2010–2022 by an average of 17.6% in EU-27, meaning that there was decoupled growth. Germany is the country with the highest decoupling, nearly 36%. On the contrary, in Spain there is a coupling because the evolution of TKM and GDP was almost identical. The paper proposes possible relevant factors in road freight transport activity that may justify the discrepancies in values within EU member countries, showing the positive and negative impacts of the different variables studied. In addition, the SARIMA model is applied to forecast the evolution of relevant indicators of road transport in different countries.

Strategies to overcome constraints in the vehicle fill rate of road freight transport for FMCG sector

The FMCG (Fast-Moving Consumer Goods) sector is the fourth largest sector in India, significantly contributing to the economy by driving the growth of gross domestic product (GDP) and enhancing employment opportunities. In India, most of the transportation of FMCG goods is dependent on road freight transport only hence the vehicle fill rate is gaining importance day by day. The vehicle fill rate is adversely influenced by various constraints including weight & load limits, variability in truck carrying capacity, etc. that further influence the performance of road freight transport, resulting in high transportation costs. Various strategies are required to overcome the constraints which will help optimize transportation costs for the FMCG sector in India. This study identified 32 solutions with Fuzzy TOPSIS (Fuzzy Technique for Order Preference by Similarity to Ideal Solution) employed for ranking of the solutions. Transport policy is identified as one of the top solutions, which plays a vital role in improving vehicle fill rate in the long run. Implementation of the solutions according to the need and rank may help the decision-makers and policymakers to achieve enhanced performance in road transport, compete globally, and contribute to the economy as well as the environment.

Підвищення ефективності забезпечення працездатності транспортних засобів

Accidental failures, leading to unplanned repairs, significantly increase the cost of their elimination compared to planned measures. A significant part of such failures are not sudden in nature. Gradual failure is preceded by a gradual change in some parameters. The impact of gradual failures on the efficient operation of road freight transport is increasing. Despite the fact that the failure of the engine, clutch or automatic transmission is not dangerous to the life and health of people, their impact on the economic condition of the enterprise is significant. There is a trend of decreasing the size of the rolling stock fleet for most of the country's motor transport enterprises. Therefore, the importance of keeping each car in working condition increases. To increase the accuracy of the prevention of gradual and sudden-gradual failures, a forecasting method based on the diagnosis of trucks with a specialized diagnostic car scanner TEXA Navigator MULTIHUB is proposed. The selection of diagnostic parameters was carried out in accordance with the requirements for compliance with the accuracy, efficiency, and informativeness of the diagnostic parameters. The research was carried out on MAN TG-X, MAN TGA, VOLVO FH 12, DAF 105 XF, and DAF 106 cars. A sequential cylinder shutdown test was conducted to determine the compression and efficiency of all cylinders. A gradual change in the operating parameter is determined based on the obtained decrease in revolutions. In the next test, the correction of the injectors for the amount of fuel injected into the cylinders is checked. The reference value is taken as 0. The correction tolerance for increasing or decreasing the fuel supply time should be within +1 or –1. Based on the received data, the nozzle is determined, in the correction gradually increases, which signals a problem with the nozzle's operation. For the clutch, a test of the position of the start of switching on and off was carried out. By reducing the percentage of idling, you can determine the gradual engagement of the clutch. All the conducted tests make it possible to graphically display a change in a parameter or property and, using extrapolation, to predict the moment of failure. All cars carry out freight transportation in international traffic. Control parameters and data extrapolation made it possible to predict engine, clutch, and automatic transmission failures. Selected diagnostic parameters can be used to predict and prevent failures.

Impact of an eHighway on the directly emitted greenhouse gases by road freight transport

German legislation sets forth that anthropogenic greenhouse gases must be net-zero from 2045 onward (KSG, 2019). In contrast, road freight transport is projected to grow significantly (BMVBS, 2008; BMVI, 2021). If sustainable solutions for road freight transport are not implemented swiftly, Germany will not be able to meet its climate protection targets. This study analyzes the potential of the eHighway system—an overhead contact line-based electrification of trucks—to reduce the road freight transport's carbon footprint. Based on more than three years of field test operation with over 500,000 real-world driven kilometers, we estimate the saving potential of directly emitted greenhouse gases from five pilot overhead contact line trucks that use the eHighway system (O-trucks). We conclude that with only a five percent electrified stretch of a trip, 14–17% of direct greenhouse gas emissions are saved compared to a conventional truck. We develop a scaling and comparison calculator for the estimation of directly emitted greenhouse gases of O-trucks. We argue that with an electricity mix based upon renewable energies and an appropriately extended eHighway network, road freight transport is capable of offering transport with net-zero greenhouse gas emissions. Based on a unique data set, we provide a benchmark for all further research in evaluating eHighway technology and for comparing it to alternative drive technologies.