This report presents a study of the cost effectiveness of variable message signs in the Rhein/Main region in Germany. Traffic flow models were used to quantify the effects of variable message signs on speed, vehicle service operating costs and on the occurrence of traffic accidents. A model for driver comfort was also established to evaluate the changes of the psycho-physical stresses on the driver. TEXT IN GERMAN WITH SUMMARY IN ENGLISH.
Sustainable freight transport is one of the core goals of the European transport policy. The European Commission (EC) is faced with different stakeholder groups and a variety of proposals that should be done to achieve sustainable freight transport. The EU project’s (“FREIGHTVISION – Freight transport FORESIGHT 2050”) objective is to develop a long-term vision and robust and adaptive action plan both for transport and technology policy for sustainable long-distance freight transport, which are supported by the relevant stakeholders. This will be achieved by applying a new methodology, a FORESIGHT process. In this process, both experts and decision makers from research, industry, policy making, and society are brought together creating channels for communication and assist in this way in the development of a long-term vision and action plan for freight transport in Europe. This paper describes the overall methodology and first results. Detailed descriptions of the various parts will be given in future papers.
Abstract : The provision of emergency services to the stranded motorist on freeways requires a coordinated effort of all related agencies. A schematic model for a systems analysis structure has been designed for responding to freeway incidents. The operation of an emergency service system has been represented in an activity model. It describes the chronological sequence of events and activities performed by the major components: police, mechanical, fire, and medical service of the detection and service subsystems. The performance of alternative emergency service systems was analyzed on the basis of cost and effectiveness. The activity model has been applied to analyze selected detection and service systems on a linear urban freeway with high average daily traffic flows.
Purpose – This paper aims to measure carbon footprints (CFs) of products at the sectoral levels. The paper also aims to provide potential solutions to adopt greener supply chains to minimise CFs. Design/methodology/approach – The assessment of CFs uses a data set for nine sectors and environmental extended input output tables, as well as other six models. The analysis uses modules for regional economy, freight, logistics and mode choice, among other modules. The output of these modules includes increases or cuts in carbon dioxide (CO 2 ) emissions following a shift in supply chains. Findings – The authors identify five supply chains that are closely connected to the growth of CFs. The highest CF is found for the electronics and textiles products. Offshoring manufacturing capacity produces an increase of emissions (production and freight transport sectors) of 42 million tonnes of CO 2 emissions, or 12 per cent of the Kyoto target of 341 million tonnes of CO 2 . Using a different metric to measure emissions, offshoring the same volume of production appears as a reduction in European Union (EU)-wide CO 2 emissions. To reduce CO 2 emissions, the authors propose a carbon tax on imports, increasing R&D subsidies to industry and freight sectors and on-shoring a greater volume of production into the EU economies, among other measures. Research limitations/implications – This paper only measures CFs at the sectoral level. Further work should include survey data on CFs, longer historical data series and larger set of products for assessment. Another limitation is the lack of analysis of freight transport flows of non-EU regions, (i.e. China and Latin America). Practical implications – The authors propose the following measures: at least five policies to offset offshoring of production, several measures to reduce carbon emissions, propose introducing mandatory audits for CFs and mandatory labelling. This work has implications for carbon taxation of exports and imports in an effort to decarbonise European and global supply chains. Social implications – Social implications include the need to lower personal goods consumption in the EU to minimise the impact of supply chains on carbon emissions; the need to tax exports/imports may have an impact on jobs in the EU, among other effects. Originality/value – This paper is the only study that uses the TRANS-TOOLS model and the only study to measure CFs of products within the context of freight transport flows within the EU. The analysis relies on inputs from several modules that apply data on 24 EU economies.
Die Projekte der begleitenden Untersuchungen fuehrten zu Befunden und Empfehlungen fuer verschiedene Massnahmenebenen. Fuer alle Traeger des Programms ist ein periodisches Monitoring zur Lage der Verkehrssicherheit und ueber den Stand der Massnahmen erforderlich. Die Geschwindigkeits- und Unfallerhebungen zeigen unter anderem folgende Verkehrssicherheitsprobleme auf: Pkw fuhren ausserorts auf Bundesstrassen mit und ohne Alleen 1994 und 1995 deutlich schneller als 1993; bei Dunkelheit fuhren Pkw und Lkw noch schneller als bei Helligkeit. Durch Deckenerneuerung auf zweistreifigen Bundesstrassen stiegen die Unfaelle an, vor allem die Unfaelle mit Getoeteten und Verletzten und besonders auf ebenen Strecken. Maennliche Fahrer aus den neuen Bundeslaendern risikoreicher als die aus den alten Laendern. Mittelmarkierungen in Alleen wirken eher geschwindigkeitserhoehend. Die Gurtanlegequoten entsprechen in mittlerweile den Quoten der anderen Laender. Die Analysen der Verkehrsueberwachung durch Polizei und Kommunen bestaetigen die zuegige Umsetzung der Regelungen und Erlasse zur Neuformierung der Ueberwachungsorgane. Die vorschulische Verkehrserziehung fand im Gegensatz zur schulischen noch zu selten statt. Zur Verkehrsaufklaerung wurden neue Wege des Sponsorings, der Medienbeteiligung und -darstellung mit der Kampagne Brandenburg soll besser fahren gefunden.
This paper aims to measure carbon footprints of products at the sectoral level. Using a data set for 9 industry sectors and environmental extended input-output tables we estimate the CFs. While Europe and the world argue over carbon mitigation targets a quiet debate on how to measure and how track, and how to allocate emissions of supply chains is emerging. Few authors have focused on the role of supply chains, freight transport, carbon footprints, and the need for a consumption based approach (CBA) for measuring carbon emissions. European living standards will need to decline if a global carbon footprint standard for products or a tax on carbon footprints were imposed.In this paper we propose seven key policies to minimize the carbon footprint of freight transport and of supply chains. Solutions are singled out for supply chains and for freight transport within the context of the CBA for measuring CO2 (carbon dioxide) emissions.
Transport problems in metropolitan areas, like the Greater Munich Area, can no more be solved via a demand oriented extension of the road network. The general objectives can best be met by an integrated approach of all modes of transport based on the cooperation of the partners involved. The paper reports on the generic design of a Cooperative Transport Management based the application of advanced transport control systems and a more detailed approach proposed for the Northern Sector the Greater Munich Area. A demonstration field is planned for testing integrated transport control systems in a real environment and for system introduction of advanced communication and control technologies at sites which require immediate relief of existing transport problems.
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