The aim of this research/project is to investigate and analyze the opportunities and challenges of implementing AI technologies in general and in the transport and logistics sectors. Also, the potential impacts of AI at sectoral, regional, and societal scales that can be identified and chan- neled, in the field of transport and logistics sectors, are investigated. Special attention will be given to the importance and significance of AI adoption in the development of sustainable transport and logistics activities using intelligent and autonomous transport and cleaner transport modalities. The emphasis here is therefore on the pursuit of ‘zero emissions’ in transport and logistics at the urban/city and regional levels.Another goal of this study is to examine a new path for follow-up research topics related to the economic and societal impacts of AI technology and the adoption of AI systems at organizational and sectoral levels.This report is based on an exploratory/descriptive analysis and focuses mainly on the examination of existing literature and (empirical) scientific research publica- tions, previous and ongoing AI initiatives and projects (use cases), policy documents, etc., especially in the fields of transport and logistics in the Netherlands. It presents and discusses many aspects of existing challenges and opportunities that face organizations, activities, and individuals when adopting AI technology and systems.
The project X-TEAM D2D (extended ATM for door-to-door travel) has been funded by SESAR JU in the framework of the research activities devoted to the investigation of integration of Air Traffic Management (ATM) and aviation into a wider transport system able to support the implementation of the door-to-door (D2D) travel concept. The project defines a concept for the seamless integration of ATM and Air Transport into an intermodal network, including other available transportation means, such as surface and waterways, to contribute to the 4 h door-to-door connectivity targeted by the European Commission in the ACARE SRIA FlightPath 2050 goals. In particular, the project focused on the design of a concept of operations for urban and extended urban (up to regional) integrated mobility, taking into account the evolution of transportation and passengers service scenarios for the next decades, according to baseline (2025), intermediate (2035) and final target (2050) time horizons. The designed ConOps encompassed both the transportation platforms integration concepts and the innovative seamless Mobility as a Service, integrating emerging technologies, such as Urban Air Mobility (e.g., electric vertical take-off and landing vehicles) and new mobility forms (e.g., micromobility vehicles) into the intermodal traffic network, including Air Traffic Management (ATM) and Unmanned Traffic Management (UTM). The developed concept has been evaluated against existing KPAs and KPIs, implementing both qualitative and quantitative performance assessment approaches, while also considering specific performance metrics related to transport integration efficiency from the passenger point of view, being the proposed solution designed to be centered around the passenger needs. The aim of this paper is to provide a description of the activities carried out in the project and to present at high level the related outcomes.
Predictive models and decision support toolsallow information sharing, common situational awarenessand real-time collaborative decision-making betweenairports and ground transport stakeholders. To supportthis general goal, IMHOTEP has developed a set of modelsable to anticipate the evolution of an airport’s passengerflows within the day of operations. This is to assess theoperational impact of different management measures onthe airport processes and the ground transport system. Twomodels covering the passenger flows inside the terminal andof passengers accessing and egressing the airport have beenintegrated to provide a holistic view of the passengerjourney from door-to-gate and vice versa.This paper describes IMHOTEP’s application at two casestudy airports, Palma de Mallorca (PMI) and London City(LCY), at Proof of Concept (PoC-level) assessing impactand service improvements for passengers, airport operatorsand other key stakeholders.For the first time onemeasurable process is created to open up opportunities forbetter communication across all associated stakeholders.Ultimately the successful implementation will lead to areduction of the carbon footprint of the passenger journeyby better use of existing facilities and surface transportservices, and the delay or omission of additional airportfacility capacities.
ATAL: Automated Transport and Logistics Automatisering van transportmodaliteiten is overal ter wereld gaande. Met een Duurzaam Living Lab kunnen multimodale geautomatiseerde transportoperaties verder in de praktijk duurzaam en opschaalbaar worden ontwikkeld. Hierbij worden beleidsmakers en organisaties ondersteund in deze transitie. De maatschappelijke voordelen van grootschalige uitrol van Automated Trucks en Platooning, Automated Train Operations en Autonomous Sailing zijn onder andere minder energieverbruik en emissies, betere doorstroming en betere verkeersveiligheid. De Duurzame Living Lab heeft betrekking op het haven-achterland vervoer van Rotterdam richting Duitsland en België. Het wegvervoer maakt gebruik van de TULIP-Corridor, water en spoor modaliteit volgen de MIRT goederencorridors tot in het Ruhrgebied.
Het living lab is gericht op de ontwikkeling van een zero-emission multimodale circulaire hub voor aan- en afvoer van bouw- resp. sloopmateriaal in de industriële havenzone Lage Weide voor de stad Utrecht. Nadruk ligt op elektrisch en waterstof aangedreven zelfvarende scheepvaart. Het betrokken praktijknetwerk bestaat o.a. uit logistieke, bouw- en sloopbedrijven op Lage Weide, gemeente Utrecht en Rijkswaterstaat. Bouwtransporten van en naar de stad worden gebundeld, en verzameling en bewerking van bouw- en sloopafval worden gecombineerd. De circulaire hub wordt ontwikkeld als een innovatieve onderzoeks- en testlocatie voor multimodale stadsdistributie, bundeling en bewerking van bouw/sloopmaterialen, en zero emission energie. Voor dit living lab wordt een voorstel gedaan om op Lage Weide een Zero Emission PoRt Of Circular Utrecht (ZERO-CU) te ontwikkelen voor gebundelde coördinatie en uitvoering van multimodale transporten m.n. ten behoeve van langjarige bouw- en sloopwerkzaamheden in grote binnenstedelijke ontwikkellocaties. De ZERO-CU legt nadruk op zelfvarend elektrisch en waterstof aangedreven scheepvaart. Eveneens wordt aandacht besteed aan zero emission wegtransport: Lage Weide wordt aldus een toekomstbestendige logistieke hotspot. Het living lab ZERO-CU richt zich in fase 1 concreet op verkenning van de volgende ontwikkelingen, vooruitlopend op beoogde doorontwikkeling daarvan in fase 2: 1.Ontwikkelen van elektrische en waterstof infrastructuur op Lage Weide voor scheepsvaart en vrachtvervoer. 2.Ontwikkelen van logistieke en kadefaciliteiten en dienstverlening voor circulaire aan- en afvoer van bouw- en sloopmaterialen naar binnenstedelijke bouwprojecten in Utrecht. 3.Ontwikkelen van benodigd robuust en flexibel inzetbaar (zelf)varend materieel voor bouw/sloopafval, elektrisch en waterstof aangedreven. Alsmede uniforme/afgestemde ladingdragers voor zowel aan- als afvoer van bouw- en sloopmateriaal voor multimodale toepassing in scheepsvaart en wegtransport, die hanteerbaar zijn op bouwprojecten. 4.Invulling van benodigde economische, organisatorische, institutionele randvoorwaarden: zoals o.a. haalbare business case, opbouw van een netwerkorganisatie van dragende bedrijven voor gezamenlijk afstemming/inzet van logistieke capaciteit, benodigd kader/regelgeving/toestemmingen.
The capacity on the Northern ring road in Breda is approaching its limits. Due to planned spatial developments the ring road might even be under further pressure. Therefore the municipality of Breda is working on an action plan to deal with this task. This requires insight into the functioning of the Northern ring road, which has been achieved by combining the following data sources: • Meetweken Breda 1st edition (GPS)• Meetweken Breda 2nd edition (GPS)• OViN• License plate cameras (NRW)• Counting data (NRW)• Bluetooth data (NRW)• Weather data (KNMI)The results show that in comparison with other strongly urbanized cities, Breda is more oriented towards the car and less use is made of public transport and the bicycle. Particularly on short distances there is still potential to further increase bicycle usage. In depth results can be found in the presentation, including information about: peak hours, the number of trips per person per day, the percentage of multimodal trips and the effect of rain on route choice. By combining the insights from the different forms of data, additional insights and an overarching mobility picture emerge. In other words, the overall picture is more than the sum of the parts.
