Transport Transitions: Advancing Sustainable and Inclusive Mobility

As concerns about climate change increase, the environmental impact of long-distance travel – including academic conference travel – is coming into focus. Multiple universities have recently started to deploy sustainability policies committed to net-zero targets. However, it remains uncertain today whether academics are ready to embrace such initiatives and transform their practices for the sake of the environment. In this study, we explore the motivational factors behind academics’ willingness to limit their conference travel based on a survey conducted in Spain. The results highlight the role played by a set of demographic, socioeconomic, work-related, and attitudinal factors, as estimated by means of an ordered logit model. All else being equal, postdoctoral researchers and individuals who live in single-person households are more likely than others to reduce their travel. In terms of psychological attributes, we detect that individuals with a higher level of green values and more influenced by social norms are more intended to limit their conference trips. Conversely, those who believe that conferences are a driver for professional development are less willing to lower their travel. Our findings can help institutions to identify the segments of academics with a higher (and lower) probability of changing their behaviour towards more sustainable habits.

There is increasing pressure to reduce greenhouse gas (GHG) emissions in the transport sector, with a specific focus on maritime transportation. Green maritime corridors, originally introduced in the Clydebank Declaration, represent a bottom-up approach for potentially effective decarbonization of maritime transportation. The premise of the research presented in this paper is that such initiatives, involving numerous actors in a logistics value chain, can have a more significant impact than merely reducing GHG emissions from sea transportation. In this paper, we present an impact assessment framework for decarbonizing maritime corridors in the context of RoPax (passenger and vehicle) shipping. We have identified 17 impacts, including the impacts on negative externalities, socio-economic impacts, impacts on transportation, and enabling effects on other industries in terms of the green transition. The Turku–Stockholm (Finland–Sweden) RoPax shipping corridor serves as a case study, considering a scenario in which one shipping line operator transitions from fossil LNG to e-methane as the primary fuel for the two ships operating on the route, along with the installation of batteries for power balance during voyages and while in the harbour area.

One of the products included in USER-CHI project is the definition of the charging stations that not only EVs and LEVs require, but also fulfil the needs and expectations of the end users. A qualitative and quantitative user research following the user experience principles have been performed, achieving a deep knowledge of EV drivers’ charging preferences and patterns in order to increase their acceptance. As a result of this research, we have identified basic requirements, increasing value and desirable features that are related to the charging process of an EV, that should be included in a charging station aimed to achieve end users’ expectations. Taking these features, we have defined four different concepts of stations of the future, namely: Intermodal Station, Highway Station, LEV Charger and Urban Station. Concepts are presented in a handbook, following a composition that includes: a colored realistic sketch of the concept, a presentation of its main features organized in three topics (Technologies-Services-Location), and business models related to the concept. These business models were generated with the five demo-cities that are part of the USER-CHI consortium. The business model related to each concept, is a combination of the seven business models defined with the cities -Logistics Hubs, Citizen e-mobility Station, City Centre (Park&Charge), e-Trucks, e-Taxi Stops, Special Events, Mobile Charging Stations. The most relevant features of the resultant business model related to each conceptual station are presented in a new reduced format, including four topics: The Value, The Business, The Market and The Flow.

As the Dublin is moving forward towards a brighter future on the bases of three main pillars: reducing car dependency, improving the public transport, and most importantly achieving those goals in sustainable environmentally friendly approaches, it implies that major changes to current existing travel behavior are on the way. Moreover, it is always healthy to remember that not only the proposal of many projects is vital but the ability to coordinate their planning, evaluate their potential impacts, assess their actual influence, and utilize the available feedback loops to ensure the most appropriate results the public seeks. Given the serious deficiencies that conventional four-step travel demand modeling approach, therefore, it is the time to invest towards developing a new tool that can facilitate the transformation that Dublin and Ireland are looking after with a development of an activity-based travel demand model that has the potential to be the suitable candidate for answering ‘what if’ answers.

The scope of the European R&D railways project FP4-Rail4Earth (95M€ budget, 4 years, started in December 2022) funded by the European Commission covers the sustainable rail system including rolling stock, infrastructure, stations, and their sub-systems.The objective is to improve the existing sustainability performances of railways, to reinforce a more attractive and resilient transport mode and to contribute towards the objectives of a Climate Neutral Europe for 2050.The decarbonisation of diesel trains, the noise and vibration reduction, the energy saving, circular economy, resource consumption, resilience to climate change, attractiveness of passenger trains are at the heart of the project. 38 technology demonstrations are foreseen in the project and the present article is presenting the most important or advanced ones.In total 71 European partners, including all major European railways operators, infrastructure managers, European railways industrials and research centres are: Identifying the needs of operators including the European sustainable transport policies, such as the smart and sustainable mobility strategy, Developing and demonstrate (up to TRL7) the new technical solutions, increasing the environmental performance of the railway system. In parallel with the technical Key Performance Indicators quantification (Energy, CO2, noise, etc.), the Life Cycle Cost of the new solutions are quantified, verifying that they have viable economic models ensuring a rapid commercialisation after the end of the project in 2026.The FP4-Rail4Earth project, global scope and objectives are presented here at TRA2024 as well as the intermediate results after 16 months of project progress.

The transport sector in Ireland is in need of decarbonisation if the country is to meet its climate targets. Transport is an integral aspect of the nation’s economy, with the importation of goods from neighbouring countries of France and the United Kingdom occurring using heavy goods vehicles (HGVs). With the current development in transport decarbonisation and evolution of the energy sector in the country, the adoption of electric vehicles (EV), both battery & hydrogen in the transport sector, may be an attainable pathway to mitigating carbon emissions, especially from the country’s heavy-duty vehicles. This review investigates the existing policies as they relate to the Irish transport sector and its decarbonisation targets. It investigates the challenges and the quick points that must be addressed for the decarbonisation targets to be met. It focuses on hydrogen-based transport and the necessary policies that could be explored as pathways to decarbonise the sector, especially the HGVs sector. The study will give policymakers an understanding of immediate actions to take and how these would impact the long-term decarbonisation strategy of the country.

This work focuses on the analysis of future feasible 2030 scenarios of the Italian vehicle fleet in view of the decarbonization targets agreed within the “Fit for 55” package. This was done through a calculation model of the Italian road fleet’s Well-to-Wheel GHG emissions and energy consumption of the energy carrier supply chains. The same EU targets for the sectors covered by the Emission Trading System was assumed (−43.7% GHG emissions compared to 2005).In a deep uncertainty contest, two different scenarios have been built up to represent the upper and lower bound of a range in which the real 2030 scenario will be placed. The model has been validated simulating the 2019 scenario against the official Italian database on energy carrier market. The 2030 predictions demonstrate that the actual trends and policies appears not enough for the target matching. However, with the introduction of trend breaking actions, based on the massive introduction of green vehicles and biofuels, Italy might be able to achieve encouraging reductions in WtW based GHG emissions; up to 40% with reference to 2005.

In Ireland, transportation accounts for 36% of total energy consumption, mainly due to private cars and heavy goods vehicles, responsible for 70% of transportation sector carbon emissions. Despite some progress in new car carbon intensity, petrol and diesel vehicles remain dominant. Hydrogen (H2) is a non-toxic, highly combustible gas, holds significant potential, especially for heavy-duty vehicles, as a mean to reduce carbon emissions. However, realising this transition requires targeted policies and infrastructure development.A crucial tool for evaluating hydrogen-based transportation is a comprehensive life cycle assessment (LCA). This assesses the full process, from production, transport and use, to disposal, providing insights into environmental impact, including carbon footprint, energy consumption, air pollution, material use and vehicle efficiency. By assessing different hydrogen sources like green and blue hydrogen, the LCA informs decision-makers and aids in developing sustainable transportation strategies.This work highlights the importance of the method to transporting the hydrogen fuel. Fuelling stations show a substantial carbon footprint (1.75 kg CO2 eq./kg H2), while hydrogen transportation through pipelines has minimal emissions (0.0000235 kg CO2 eq./kg H2) compared to moving it in compress cylinders by diesel truck. This underscores the need for careful planning to minimise environmental impacts when deploying hydrogen in transportation systems.

We live in an ever-changing world. The increasing urbanization rate has resulted, among others, in an increase in private vehicles ownership and usage. The research focuses on eco-driving and its potential to reduce greenhouse gas emissions in urban areas with high private vehicle usage. The proposed framework, called FERPS uses unsupervised machine learning techniques to categorize driving behavior into three trip-based profiles. A fuel consumption model is then employed using Gradient Boosting Decision Trees algorithm to estimate fuel consumption for upcoming trips based on dynamic driving profiles, vehicle data, and trip characteristics. FERPS is then implemented in in the inner-ring urban transport network of Athens, Greece, using the SUMO microscopic simulator. Eleven scenarios, including a BAU scenario and various FERPS penetration rates, are simulated during the morning peak hour. Emissions-related KPIs are measured for comparison and the results indicate that higher FERPS penetration rates lead to reduced emissions, highlighting the potential benefits of eco-driving in urban transport networks. By providing personalized eco-routing information, FERPS aims to promote environmentally friendly driving behavior and contribute to overall emission reduction efforts.

Hydrogen fuel cell buses (FCBs) and battery electric buses (BEBs) represent two types of zero-emission drivetrains for air pollution reduction and decarbonization of public transport. In this work, the two bus technologies are compared in terms of their environmental, economic and operational performance. Real-world data from two European sites serve as basis for a carbon footprint (CF) calculation, a total cost of ownership (TCO) analysis and a performance assessment. The results indicate an advantageousness of BEBs compared to FCBs regarding greenhouse gas emissions and costs. The main reason for the higher climate impact of FCBs is the additional energy required to produce hydrogen, compared to the direct use of electricity in BEBs. The BEBs’ advantage in terms of TCO is mainly due to lower vehicle and energy costs. However, the results highly depend on the specific local conditions and assumptions. Furthermore, operation conditions such as range as well as flexibility play a decisive role in bus operators’ decision making. Here, FCBs show considerable advantages, making them favorable for long and/or demanding routes.

Swedish stakeholders have expressed their opinions in an interview study on the three most necessary, existing, or non-existing, policy and regulatory measures to accelerate the transition to emission-free electric freight transports with Heavy Duty Trucks (HDTs) in regional operation in Sweden. The study has been carried out as part of a Swedish system demonstration project, REEL, that includes more than 70 battery electric heavy-duty vehicles and associated charging infrastructure, operating various types of commercial goods flows together with 45 Swedish stakeholders, e.g., transport buyers, freight forwarders, hauliers, terminal and grid operators, OEMs, national authorities, and academic partners. In the study, 71% argue that one of the three most important policy measures is the public co-funding for truck investment to even out the TCO between electric and conventional trucks. 41% argue that the introduction of emission-free zones is a crucial policy measure. After the interview study, a follow-up work was carried out, in which a position paper was written together with the REEL actors. The position paper should be seen as a joint proposal from the REEL actors. Since many Swedish stakeholders argued that emission-free zones could be a crucial policy measure, and Sweden has yet to use that option, a study will be conducted to analyse and suggest how emission-free zones could be used in a Swedish context.

In 2017, road transport in the EU accounted for 93% of the total energy consumption of inland transportation. 94% of this consumption was based on fossil fuels. Europe aims to achieve climate neutrality by 2050 by reducing greenhouse gas emissions. This research aims to examine the possible scenarios to support the spread of using alternative fuel trucks including electrification by the wider range of hauliers in Hungary by analyzing the suggestions and applied best practices. Any solution to be applicable requires modifications to suit other countries; therefore, we present the role of supply/demand on the national market and transport policies in an international context. We also describe the characteristics of the available technologies and their challenges. Trucks use rest areas differently in time and location. Therefore, we examined driving patterns and rest periods based on the GPS data of the trucks and concluded with the charging infrastructure in Hungary also, from the point of view of integration into the European network, especially near the border crossings to avoid an oversupply of border charging points.

This status paper presents an initial conceptual framework to develop a novel sustainable and electric mobility index to measure progress towards sustainable and low-carbon surface transport and assess the readiness and capacity of cities and countries to achieve a net-zero transition. The proposed index is based on a multi-layered approach, encompassing different sub-indices, capturing the different surface transport modes (rail, inland water, road transport) and types (public, private and informal), and considering the state of data in the target regions. The index aims to provide a comprehensive overview of the transition to low-emission mobility across surface transport modes and enable governments in low and middle-income countries (LMICs), where a limited overview of the capabilities and progress in decarbonising surface transport exists, to identify critical barriers to decarbonising their transport systems.

Meeting-point-based feeder services using EVs have good potential to achieve an efficient and clean on-demand mobility service. However, customer-to-meeting-point, vehicle routing, and charging scheduling need to be jointly optimized to achieve the best system performance. To this aim, we assess the effect of different system parameters and configure them based on our previously developed hybrid metaheuristic algorithm. A set of test instances based on morning peak hour commuting scenarios between the cities of Arlon and Luxembourg are used to evaluate the impact of the set parameters on the optimal solutions. The experimental results suggest that higher meeting point availability can achieve better system performance. By jointly configuring different system parameters, the overall system performance can be significantly improved (−10.8% total kilometers traveled by vehicles compared to the benchmark) to serve all requests. Our experimental results show that the meeting-point-based system can reduce up to 70.2% the fleet size, 6.4% the in-vehicle travel time and 49.4% the kilometers traveled when compared to a traditional door-to-door dial-a-ride system.

This paper aims at presenting the results of the CleanSky 2 European project IMPACT (GA no. 885052), granted under the Large Passenger Aircraft Integrated Technology Demonstrator (LPA-ITD), aiming at optimizing the rear-end design for the next generation Short and Medium Range (SMR) A320-like aircraft. Specifically, the project has investigated a Forward Swept Horizontal Tail Plane (FSHTP) enhanced with a Leading-Edge eXtension (LeX) device. The activities have focused on the optimisation of the horizontal stabilizer, accounting for the coupled aerodynamic, aeroelastic and, for the first time, icing behaviour. The optimal solution provides significantly better lift performance of the tailplane (i.e. up to 12.4% increase in CL), limiting the drag penalty to below 1.0% in cruise condition (i.e. between 0 and 2 degrees of Angle of Attack).

The reduction of greenhouse gas (GHG) emissions from international aviation and shipping is a key priority for policymakers. The International Maritime Organization (IMO) has adopted its 2023 Greenhouse Gas Strategy and is working on the adoption of a carbon pricing instrument to decarbonize international shipping. Similarly, the European Union (EU) has extended its emission allowance trading scheme (ETS) to international shipping, while the International Civil Aviation Organization (ICAO) has adopted the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). CORSIA runs in parallel to the EU ETS to intra-EEA flights. The paper analyzes the approach taken by EU policymakers for the inclusion of aviation and shipping in the EU ETS. In particular, it discusses the regulated entities, exemptions, allowance types, geographical scope, GHG types, revenue use, fines, Monitoring Reporting and Verification (MRV) and allocation rules. By exploring the policy progress made in the two sectors and the lessons learnt from a cross-sectoral comparison of the market-based measures, this article provides valuable insights for policymakers, industry stakeholders, and other interested parties seeking to promote an effective and equitable energy transition in international aviation and shipping.

This paper presents the results of the application of the DESAT (Demand for European Small Air Transport) strategic model, designed to estimate the demand for SAT services operated by airplanes with a passenger capacity between 9 and 19 seats, to simulate scenarios assuming the implementation of a short haul flights ban policy. The results provided by the DESAT model include the impacts on travel times, travel costs and CO2 emissions.

Towards the achievement of climate neutrality in the cities, the GHG emissions in transport are expected to be reduced by 90% until 2050, while the acceleration of the introduction of innovative mobility services enabled by digital platforms in the cities facilitate the achievement of the goal. The development of an integrated e-service for vehicle sharing would assist cities towards climate neutrality and digital transition. The integrated e-service aims to assist the management and the use of shared e-vehicles and consisted of both web service application and business intelligence platform for data analysis. Through the collection and analysis of data derived from both vehicles and rental system, the data analytics platform offers decision support tools based on machine learning algorithms.

The Horizon Europe projects EM-TECH and HighScape propose innovative solutions for electric traction machines and their WBG-based drives and components, to achieve higher energy efficiency, reduced volume and mass, as well as reduced cost. This paper outlines the main innovations of EM-TECH and HighScape, targeting a wide range of vehicle applications, including passenger cars and commercial vehicles. Specifically, EM-TECH deals with: i) modular designs of on-board axial flux machines (AFMs) for reducing the implementation costs of scalable centralised powertrains for electric axle (e-Axle) solutions; ii) in-wheel motors (IWMs) integrated with electric gearing, for expanding the high efficiency region of electric corner (e-Corner) powertrains; and iii) the use of permanent magnets deriving from recycling processes to improve sustainability. In parallel, HighScape targets the physical and functional integration of the power electronics of WBG-based traction inverters, onboard chargers, DC/DC converters, and electric drives for auxiliaries and actuators.

This paper presents a comparative analysis of Markov chain and K-means clustering techniques for constructing representative drive cycles in the optimisation of powertrain modules for electric vehicles (EVs). As part of the EU funded POWERDRIVE (Power electronics optimisation for next generation electric vehicle components) project, the research focuses on a case study conducted in Dublin, Ireland, aiming to develop an accurate and efficient drive cycle that captures the unique driving patterns and characteristics of the city. The Markov chain technique utilises historical driving data to model the transition probabilities between different driving states, while the K-means clustering technique groups similar driving patterns based on key parameters. The analysis evaluates the effectiveness of both approaches in terms of their ability to accurately represent real-world driving behaviour and their computational efficiency. The results of the study provide insights into the strengths and limitations of each technique, enabling researchers and practitioners to make informed decisions when selecting an appropriate methodology for drive cycle construction. The findings contribute to the ongoing efforts in developing optimised powertrain modules for EVs and advancing the field of electric vehicle technology.

This paper examines the impact of geographical location on the energy consumption of double deck fuel cell electric buses operating in two UK cities. By considering seasonal variation in ambient temperature, the implications on operational carbon emissions were investigated. Using a MATLAB/Simulink model the total energy demand of a vehicle operating on the UK Bus Cycle was simulated. Results show that the range of a fuel cell electric bus can reduce by 18.3% due to seasonal and geographical ambient temperature variations. The carbon emissions associated with refuelling can change by up to 17% between summer and winter and are 20 times higher when hydrogen is produced by electrolysis using grid electricity compared to renewable electricity.

International regulations on greenhouse gas (GHG) emissions as well as strong market demand for zero-emission transport calls for a radical change in the shipping industry. Measures such as hull form optimization, use of alternative fuels and efficient machinery systems, new coatings, and smart routing have already improved the energy efficiency of the world fleet. However, it is far from enough. To effectively respond to the climate challenges, we must turn to emission-free energy sources. One such promising and well-proven zero-emission propulsion system for shipping is wind propulsion. Using wind to power cargo vessels re-started on a commercial scale about a decade ago and there are today more than 50 wind-assisted vessels in commercial trade or under construction. They are equipped with a variety of wind propulsion technologies like Flettner rotors, wing sails and kites, which may give fuel and emission reductions of up to about 20%. With the goal of demonstrating that even higher energy and emission reduction is feasible, 11 representatives of the European maritime industry and research community have recently joined forces in the large-scale EU-funded project Orcelle, led by Wallenius Wilhelmsen Ocean. The present paper outlines the project’s ambition, scope of work and expected outcome.

This paper presents findings of the Horizon Europe project OPTIWISE, which focuses on developing innovative design methods for ships equipped with wind-assisted propulsion. The project encompasses comprehensive evaluations, including environmental, economic, and business impacts. Three distinct design cases are explored: a bulk carrier using Rotor Sails, a tanker fitted with Oceanwings, and a passenger vessel with Solid Sails.The wind-assisted propulsion systems are detailed, along with the design and evaluation methodologies employed. Rotor Sails harness the renewable power of wind through the Magnus effect, significantly reducing fuel consumption and emissions. Oceanwings provide additional thrust to vessels. Solid Sails, a modern take on traditional sails, are constructed using advanced materials and have versatile applications.OPTIWISE also introduces innovative design and evaluation methods that consider the holistic impact of wind propulsion on ship design. The need for a more integrated approach is emphasized, where all relevant subsystems are evaluated and optimized together, considering the full operational conditions.As the shipping industry journeys towards sustainability, wind-assisted propulsion systems offer a promising solution. OPTIWISE's insights and methodologies contribute to the adoption of these innovative technologies, fostering a greener and more efficient future for maritime transport.

This paper reports on lessons learned during the design of the vessels, including the risk assessments; during the actual build/retrofit; and during the vessels’ operation. The focus is on the gained knowledge, to serve as proofs of concept and as a starting point for other methanol vessel conversions.

Nowadays the synergic use of powertrain electrification and innovative Internal Combustion Engine (ICE) technologies may represent a valuable solution to face the concurrent tightening of pollutant emission limits and CO2 targets and to shift toward a more sustainable mobility. In this context, hybrid powertrains are seen as the main near-term solution to these challenges of reducing CO2 and pollutant emissions as well as meeting the demands of the global market in the near future. In such a framework the PHOENICE project aims at assessing the capabilities of a plug-in hybrid powertrain to minimize the fuel consumption of C class SUV in real world driving conditions and at the same times being compliant with the upcoming EU7 regulations.For the achievement of these ambitious targets, the development of an environmentally friendly internal combustion engine is mandatory. Thus, this paper will focus on the design of the PHOENICE engine which combines innovative in-cylinder charge motion (Swumble™), lean mixture with cooled EGR, and electrified turbocharger to enable a highly diluted, efficient combustion process. The abovementioned engine concept was also coupled with a dedicated aftertreatment configuration composed by an electrically heated TWC, a GPF and an SCR optimised for gasoline exhaust conditions whose high conversion efficiency allows the minimization of the tail pipe emissions.The optimization of such a complex configuration relied on an extensive use of numerical models which allowed reducing the calibration effort and identifying all the possible synergies among the selected technologies. The results of this extensive simulation campaign showed a very good agreement with the preliminary experimental measurements carried out on the first prototype of the engine which achieved an increase in Brake Thermal Efficiency (BTE) of more than 4 points compared to the reference layout.

This paper presents use cases to demonstrate the advances in simulation, prognostic health management and digital twins, and power electronics for electric vehicles and gives an insight into the potential for the end users in the future.

This work provides an overview of the key steps involved in designing an electric powertrain for an L7 category vehicle intended for urban and suburban environments. It focuses on mission-specific rightsizing and physical integration into small vehicles. Synthetic driving cycles of Helsinki, Finland, and Regensburg, Germany, created via activity-based transport modeling and dynamic vehicle simulation reveal that urban use cases do not require high power and torque. This allows for smaller battery capacities and electric motor ratings, leading to cost savings in mass production. Moreover, this paper introduces two powertrain variants: a low voltage option and an extensive high voltage option with both conventional conductive and wireless charging systems. The high voltage variant was selected for implementation and for that, the first measurement results are presented. Both low voltage and higher voltage options are technically feasible, but if wireless charging is preferred, the higher voltage configuration is more suitable from a system design perspective.

Decarbonising heavy-duty truck fleets is essential for meeting the European Union’s ambitious transport-related emission reduction targets. This paper presents the techno-economic and environmental modelling results of zero-or-low-emission truck fleets (ZLETs). ZLETs like battery electric and hydrogen fuel-cell electric trucks are compared against diesel truck fleets. Key parameters used to compare ZLETs against diesel trucks are total cost of ownership (TCO) and total carbon abatement (TCA) cost. TCO and TCA analysis are evaluated for three different electricity and hydrogen production scenarios: off-grid, on-grid, and hybrid (use of both dedicated renewables and grid electricity adhering to renewable energy directive-II). Results show TCO of both ZLETs is higher than diesel trucks for an off-grid scenario. Battery trucks show the lowest TCO for on-grid scenario due to the continuous availability of cheap grid electricity and no large-scale energy storage cost. In contrast, fuel-cell trucks are cheaper than battery trucks in a hybrid scenario due to the relatively low cost of large-scale hydrogen storage compared to electricity in expensive onsite batteries. Both ZLETs have minimum TCO for on-grid scenario. However, higher well-to-wheel emissions can be abated using a hybrid scenario. This shows only when cheap renewable electricity is available continuously without large-scale battery storage, battery trucks are more cost-effective and truly green choice over fuel-cell trucks.

This paper aims at providing a comprehensive review of the latest technologies developed within the context of EU funded projects, for the purpose of contributing to zero emission and carbon-neutral port operations. To identify the latest developments in a) technologies that enhance educated decision making; b) platforms ensuring seamless communication; c) technologies dealing with physical processes automation and d) technologies addressing energy management & GHG emissions reduction, the present review and evaluation incorporates a critical up-to-date analysis of the current leading-edge products and services in port operations. These advancements are identified in recent and upcoming EU funded projects and are described in trade journals and port-related industry sources of information. The impact of the developed technologies and solutions on the greening of operations and broadly on the port sector are demonstrated in an effort to highlight the rising technological tendencies. The present review also attempts to align these findings with the implementation of the key “green” technologies in ports, offering a state-of-practice approach.

Port areas play a key role in the economic well-being of modern societies by facilitating trade, creating jobs, generating revenue, improving sea transport efficiency and promoting regional development. One of the biggest concerns associated is related with high levels of greenhouse gases emissions. The present work aimed at quantifying the emissions generated by several mobility alternatives (road, maritime and rail modes) carried out in Aveiro and Figueira da Foz ports, located in the Centre region of Portugal and propose a Mobility Decarbonization Plan in small-medium size Ports. PTV VISSIM microscopic model was used to assess vehicles flows to/from/inside the Ports. Using the methodology EMEP/ EEA, the results indicate that 19 600 t and 6 750 t of CO2 were emitted in Aveiro Port, and 4 900 t and 1 900 t of CO2 emissions in Figueira da Foz Port for the years 2022 and 1990, respectively. Subsequently, alternative scenarios concerning alternative fuels, electrification and intermodality were analyzed. Among the measures studied with the greatest potential for reducing CO2 emissions are onshore power, electrification of cargo handling equipment, cargo modal shift from road to rail transport and the use of B100 as alternative fuel. Finally, the mobility decarbonization plan based on the alternative scenarios was designed.

The transition to sustainable mobility and zero emission transport requires clear visions and engagement from actors with agency to influence and drive transition processes. Ports can be such actors, contributing to the development and diffusion of innovative zero emission and low carbon solutions in transport both on land and at sea. It is however still not clear how ports should act to reach such goals, and sustainability practices of ports are still largely understudied. This paper discusses how to strengthen energy and sustainability transitions and the capability of ports to engage in such transitions through co-creation of transition agendas, visions and role development. The paper demonstrates how ports themselves, if acting as urban community managers may drive transitions in zero-emission transport and how sustainability transitions as a result can become both wider and deeper, which is needed for the Net Zero transition to happen. The paper builds on studies of three Norwegian ports, transition management exercises in these ports and interviews with port actors in Norway.

Even if rail transport is a low carbon emission mode of transport, 20% of rail operations are done by diesel traction in France. SNCF, the French historical railway operator, is investing in the decarbonization of the fleet with the development of hydrogen and battery trains, which present different performances than current diesel or electric rolling stocks. By using a dedicated simulation tool, this paper addresses the diversity of line profiles and operating constraints of a light train with battery and hydrogen traction to map area of relevance and to define the energy and power requirements. It results that there is no one-size-fits-all solution to decarbonize rail transport. Both battery and hydrogen technologies have their relevance in secondary rail networks depending on the technological solutions, infrastructure, and desired transport service.

The development of traction motors with easily recyclable rare-earth permanent magnets (PMs) is studied. The primary objective is to find means and technologies that enable the reuse of the PMs without extracting their elements. Both the motor design and PM assembly need to be aligned with this target. Especially, we are focusing on metallic encapsulation of the PMs to make them strong enough to tolerate the disassembly forces. First, we discuss the design, addressing the positioning of the encapsulated PMs to balance between the mechanical and electromagnetic requirements. Second, we present the first results on the encapsulation of the PMs for intact disassembly, elaborating on the materials, manufacturing via direct energy deposition, and visual inspection of the results. We aim to contribute to the emergence of the next generation less rare-earth-element-dependent, compact, and energy-efficient electric traction motors.

This study builds upon a previous work [1] extending the analysis of the properties of the networks constructed by Horizon 2020 funded projects and in the UK for one specific research area, batteries for electric vehicles, in order to gain further insight into what impact funding can have in achieving the goals of the EU. Social Network Analysis is used to determine the network properties. The results show the impact of funding compared to the previous analysis on creating structure in the area of batteries that was associated with a thinly spread network of primarily research organizations. An investigation of the direct impact of funding found that similar structuring of the network could be achieved with similarly significant investments exemplary in the UK. Moreover, in both national and EU example cases a few partners stand out and may be playing an important role in connecting partners and projects. In an additional step it was attempted to show that it is possible to create a structure of theoretical structure (based on the existing collection of projects) via extending one variable; this gives valuable insight into where future funds or individual project structures could have the strongest impact on achieving an idealized reference structure.

This paper presents a cost modeling framework for battery systems. Based on findings in battery cost modeling literature, there is a need for scalable, systematic frameworks to model cost. The framework in this paper, which is developed with a systems approach in mind, incorporates parametric cost models that consider scaling in component rating, future cost prediction and economies of scale with a limited set of tunable parameters per component. This framework is employed to construct an instance of a novel battery architecture, the module level converter topology, in a scalable way using different classes for (sub-)systems and indivisible components, based on the desired power output and energy content of the system. By doing so, the system costs of the novel hybrid battery architecture are compared to a baseline battery topology in terms of cost decomposition. The prospects of this novel architecture are also mapped out in terms of production volume and future component costs.

Electrification of aircraft propulsion is one key enabler to cut emissions from aviation and meeting the EU Green Deal target of carbon neutral air travel by 2050. While batteries enable highest energy efficiency, their rather low energy density will remain the bottle neck, even with maturing Li-ion technology. Multifunctional electrical energy storage, equivalently referred to as structural batteries capable of storing electrical energy while bearing mechanical loads, could overcome this energy density limit of conventional, monofunctional batteries, as they offer integration of energy storage at near-to-zero weight penalty. So far none of the many structural battery concepts investigated over the last decades has shown multifunctional efficiency adequate for aeronautic applications, and several gaps in research, technology development and in airworthiness certification have never been tackled.This paper presents the progress in two EU-funded research projects, SOLIFLY and MATISSE, targeting structural battery technology for aerospace applications and its potential for aircraft electrification. Structural battery electrochemistry based on energy dense active material, and cell and structural integration concepts have been developed and demonstrated, allowing projections that improved technology could double the effective system-level energy density of monofunctional batteries, significantly reducing the battery weight penalty, the main barrier to the introduction of batteries for larger aircraft.

Range anxiety is one of the key reasons why Battery Electric Vehicle (BEV) market still has not fully taken off. Users demand EV to be able to fast-charge and travel long distances with short breaks. Ultra-Fast charge appears, therefore, as one of the milestones to reach for widespread electrification. However, such amounts of power, even during short time, require of a proper dimensioning of the system. Thus, the battery must be prepared for such events, controlling cell status during operation to drop the effect of both fast battery degradation and potential dangerous events. Consequently, an increased battery performance requires an adapted battery thermal management system (BTMS) to ensure an uniform temperature distribution in the battery pack especially during fast and ultra-fast charging, to ensure the longest possible battery lifetime. In this paper, the influence of different thermal conductivities of the BTMS on the average battery cell temperature are investigated. The simulation bases on a hybrid 3D/1D model of a module which enables an easy comparison of the impact of the thermal conductivity of the battery cell, thermal pads, heat spreader, and the cooling channels design. The results can be used to determine which measurements have a particularly high influence on the performance of the cooling system. Furthermore, it is possible to identify potential to reduce the weight of the system and keep the environmental impact as low as possible.

A good coordination of traffic signals can reduce waiting times, the number of stops and accelerations, and thus increase travel speeds, which can lead to a reduction in fuel consumption and air pollutant emissions. To investigate the effects of traffic signal coordination on traffic and emission parameters, simulation studies are advantageous over time-consuming field tests to quantify and evaluate quickly, safely and cost-effectively a large number of different input variables, such as intersection distances, traffic volumes and different signal control configurations. This paper describes the findings of an extensive simulation study in which a microscopic traffic flow simulation model was coupled with an emission model. Through the simulation of a range of scenarios, the model is used to investigate the influence of inter alia traffic volume, signal coordination schemes and signal parameters on carbon dioxide, nitrogen oxides and particulate matter emissions along an arterial road equipped with a series of traffic lights. Results showed that shorter distances between the signalized intersections led to about 20% higher emission values. Furthermore, different cycle times and their effects on emissions were investigated, whereby higher cycle times led to lower values of about 14% less emissions.

This paper focuses on the results of a study that modelled European cities’ pathways to zero-emission urban mobility by 2030 through the development of potential transition scenarios. Each scenario is built on set of sustainable policy measures, whose impacts is quantified through a series of indicators as output results. The assessment is realized through MOMOS, a quantitative tool which allows to simulate and quantify in a simplified way the impacts of potential mobility transition scenarios in cities. Four potential scenarios, each one with a different focus and a specific combination of policy measures, have been simulated and applied to five European cities. The main output of the paper consists in the calculation of the CO2 emissions reduction associated to each scenario, and of a series of transport, environment, social, and economic indicators.

Ecological impact of freight transport is obvious. However, measuring this impact is often limited to assessing CO $$_2$$ emissions only. Within this paper, we propose an extension of CO $$_2$$ emission computations towards a more general eco-score that incorporates other factors like light, particulate matter, or noise. A general outline is presented which steps need to be taken to get towards this more general assessment method. Two examples for a detailed CO $$_2$$ emissions calculation as well as a method for light emissions calculations are presented.

E-Charge is a Swedish innovation project gathering fourteen partners representing stakeholders from the industry and academia with the purpose of making an initial system demonstration of battery electric heavy-duty trucks for the long-haul application. The system demonstration to be conducted in E-Charge will be one of the first tests of battery electric trucks for long-haul application on public roads in Europe, utilizing the emerging MCS standard. A first pre-standard edition of MCS (Megawatt Charging System) will be tested within the project, supporting four real logistics flows in southern Sweden during a year’s time. Three MCS-chargers will be installed on public locations supporting prototype vehicles from two different vehicle manufacturers. Five PhD students are participating from four Swedish universities and are set to earn licentiate by the end of the project. The main research goal in E-Charge is to identify essential future research areas for the industry and academia within electrification of heavy-duty trucks. E-Charge is partially funded by the public sector through the Swedish research & innovation program for strategical vehicle research and innovation (FFI).

Within the last decades, an always increasing attention has been addressed to the development and market diffusion of alternative powertrains, either hybrid or fully electric. Especially for electric powertrains some open points are nowadays still present with respect to thermal management and cabin comfort, which are intended to be addressed in the present study. This is the reason why the European Commission is striving the research towards the development of innovative and efficient electric powertrains. Within this framework, the REFLECTIVE project aims at developing an electric heavy quadricycle equipped with a HVAC module integrated with the powertrain/charging cooling system, with the aim of reusing part of the heat generated at the powertrain during driving conditions to heat up the cabin, with the consequence of reducing the thermal power requested at the electric cabin heater to fulfil this task. Although an additional heat exchanger is required, it is possible to guarantee a certain amount of heat preventing the use of the battery for the electrical heater activation. Moreover, the battery thermal management as well can be done also using hot/fresh air generated by the HVAC sub-system. By this way, several thermal loads can be managed through the same integrated circuit with apparent benefit in terms of energetic efficiency, despite some complexity is introduced. The aim of this paper is to assess the effectiveness of this solution on the vehicle range and battery state of charge, through the integration of a 1-D model of the cooling circuit with a 0-D model of the entire vehicle. Different driving conditions, namely summer and winter scenarios and different speed profiles, will be considered. Results show that the HVAC and cooling systems have a huge effect on range reduction with respect to the range estimated, but at the same time, but the benefit of the recuperator can be also assessed.

According to 2021 Circularity Gap Report, global GHG emissions could be reduced by 39% with a circular economy. Rail transport is one of the most sustainable means of transport. However, trains consume material resources for their manufacturing and maintenance.Current trains are not fully designed for modularity and for circular economy, and need to be kept attractive during their 40 years lifetime. The interiors are based on a tailor-made design specific to each series and customers, and quick-fit fasteners are almost not existing, which limits the range of reusable solutions. It also increases purchasing and replacement costs. The project Attractiveness is integrated in the European Research Program Rail4EARTH and it received fundings from the European Union’s Horizon Europe research and innovation program under grant agreement No: 101101917. The purpose is to strengthen train attractiveness by facilitating modal transfer and by making train more circular.The project is split in two main topics: Sustainable interiors focus on innovative modular and circular interiors User experience and user interface focus on new architectures and new human interfaces Each topic is built in three main steps: knowledges, concepts, and demonstrators with the objective to offer several mock-ups scale one as the final deliverable Phase 1 in 2026.

This study aims at assessing the technico-economic feasibility of on-board hydrogen production for train operations with the objective to eliminate the need of hydrogen refuelling infrastructures. The concept is technically feasible considering the performance of hydrogen technologies, provided R&D investments for on-board electrolysers. The economic advantage or drawback depends mainly on the future costs of H2 production and electricity prices.

Liaison Horizon Europe Project provides knowledge and technical solutions to limit transport infrastructures (TI) emissions, both caused by transport infrastructure itself and to which transport infrastructure contributes. This project covers the whole life cycle of TI to which extent TI design can influence and limit the overall emissions from construction, maintenance, operation and decommissioning of the infrastructure in a digital environment for next future TI.Liaison adopts a holistic approach to tackle this challenge, because the development of particular technical solutions is not sufficient to achieve low environmental impact TI if they are not part of a broader strategy. The only effective way to ensure the implementation of paradigm-shifting technical solutions in the TI sector is to implement a governance framework (Dynamic Multi-Infrastructure Governance Framework -DMIGF) that activates, articulates, and monitors compliance with circular economy principles throughout the life of the infrastructure when developing and implementing these solutions.Liaison develops smart and sustainable beams, rigid road pavements and improved ballast; bio-asphalt and smart pavement inspection system; intelligent tunnel control system and photovoltaic guardrails.

In numerous industries beyond rail vehicle technology, the utilization of continuous fiber reinforced plastics (FRP) has already gained prominence alongside conventional metallic materials due to their exceptional lightweight potential. However, the application of such materials in rail vehicles encounters limitations, including stringent fire protection requirements, the need to establish new repair processes, feasibility of recycling, and higher manufacturing costs. To address these challenges and facilitate the structural implementation of FRP in rail vehicles, a comprehensive approach has been developed. This approach primarily encompasses material selection, design, simulation, and relevant manufacturing technologies, while also considering the intricate interactions among these factors. Through the successful application of this approach, a remarkable breakthrough has been realized: the design and fabrication of an exceptionally robust, high-impact structure positioned beneath the car body of a high-speed train. One cornerstone of this approach is a multi-stage material selection process that meticulously evaluates both general and rail-specific requirements. These encompass fire safety, thermal stability within operational temperature ranges, recyclability, static strength, fatigue resistance, manufacturability, and numerous other critical factors. Leveraging the outcomes of this rigorous material selection process, an innovative design strategy guided by advanced simulation techniques was employed to craft a resilient and cost-effective component using carbon fiber-reinforced thermoplastics (CFRTP).

CargoTube adopts the hyperloop concept and has the potential to ultimately reducing the total energy requirement of transportation and therefore minimizing the Greenhouse Gas (GHG) emissions beyond the capabilities of surface or airborne transport. However, CargoTube relies on more conventional and readily available track technology, like a train or streetcar, to guide and propel the vehicle within the tube. Large diameter steel tubes such as those used in gas or water pipeline infrastructure can be adopted. The CargoTube concept results in a balance between performance, efficiency, and lifetime cost to provide an intermodal cargo transport system for industrial logistics and transportation corridors.This paper presents how the planning of specific CargoTube routes can be supported by means of an example drawn from the EU-funded research project ePIcenter (epicenterproject.eu/). The example connects a Logistics Service Park (LSP) with an automobile production site. The application of the planning is supported by a discrete event simulation to assess the impact of innovative transportation technologies by simulating selected Key Performance Indicators (KPIs) under different technological assumptions.

This article introduces a simulation tool which allows to validate the dimensioning of the energy sources and the energy management system of a hybrid train, this solution is proposed as part of an innovative France project called TLI (Innovative Light Train). For this purpose, the aim of this article is to propose a modeling of these powertrains by using the energetic macroscopic representation (EMR). Finally, energetic simulation results are shown, using real data of two train missions in France.

The current commercial electric and non-fossil-fueled vehicles can be an alternative to the polluting diesel vehicles used nowadays. However, in the current development phase, the main problem is their short range and/or expensive purchase cost. Accordingly, our main goal was to compare and rank selected vehicles operated in cities based on the established compliance indicator. The novelty of the paper is that it compares vehicles using multi-criteria analysis based on different criteria, including energy cost. The vehicle- and route/operational parameters were described for public transport bus-, taxi- and electric scooter services. The mobility services were evaluated and ranked based on the groups of vehicle- and contamination criteria. The method is applied as a case study using fuel consumption and contamination databases for Germany, Hungary, Poland, and Sweden. This method can be used by municipal transport operators to plan which service should be implemented on a given route according to current and future circumstances and needs.

Shift2Rail (S2R), railway R&D program, ended in 2023 after several years of works to demonstrate newly technologies to improve railway activities. Inside project PINTA3 on traction system, Work Package 3 (WP3) reports a 1st state of play of alternative drive vehicles in Europe. Since end of 2022, new European program “Europe’s Rail” (ERJU) started, with different innovation pillars. One of them, the flagship project 4 “RAIL4EARTH”, is focusing on sustainable and green rail systems. Inside RAIL4EARTH, a Work Package, WP01, is working on “Energy Management & Pre-Standardization for Alternative drive trains and related railway system, with the objective to improve standardization and energy efficiency for alternative drive vehicles. Different subtasks in the WP01 will cover the main topics of standardization of interfaces and energy management.

The Mediterranean countries during COP22 agreed to designate an Emission Control Area for sulfur emissions, the MEDSECA which, according to the International Maritime Organization (IMO), come into force in 2025. The countries also agreed to work on nitrogen oxide $$(N{O}_{x})$$ emissions in the next two years to bring forward a NECA marking a significant step forward towards cleaner air in the whole basin.In this contest, the LIFE4MEDECA project aim to support the establishment of MEDECA by sharing knowledge following quintuple innovation helix approach, identifying gaps and needs for its implementation, analyzing the economic, environmental and social impact of fuel switch, and the most appropriate tools and policies to alleviate the related costs.The legacy and knowledge gathered by the LIFE4MEDECA project create a kind of thesaurus of ECA documentation, which has been collected in the Knowledge Centre - KC, a tool for strengthening the technical, legal and financial capacities of EU and non-EU Mediterranean countries to comply with ECA requirements, to support local implementation and to increase awareness.An interactive online platform has been developed which enables the acquisition of information on different topics and aspects concerning the implementation and enforcement of the MEDSECA, by means of technical documentation, articles, relevant data, webinars, courses and interviews provided by experts and opinion leaders.The KC aims to homogenize the available fragmented information, support information exchange with experts in fields, and give appropriate training for example for the specific topic related to research and technology development.

The rise of electric vehicles (EVs), driven by environmental concerns and increasing consumer demand, presents challenges such as reducing charging times, extending range, and ensuring reliability. Innovations in power electronics provide solutions for faster charging and enhanced efficiency but generate more heat in smaller volumes, necessitating efficient thermal management. This study investigates various cold plate designs for double-side cooled (DSC) SiC MOSFET power modules in high-power EV traction inverters. The performance of these designs is evaluated through lifetime assessments and thermal analyses, employing Computational Fluid Dynamics (CFD) simulations across a range of conditions.

Ireland is committed to boosting active travel as a key part of its decarbonisation plan. The development of Active Travel Infrastructure (ATI) which facilitates walking, cycling, and other non-motorised forms of transportation, is a focal area of Ireland's substantial capital investment efforts aimed at advancing its sustainable transportation goals. While investing in the new ATI, the aspect of ongoing maintenance and renewal is frequently overlooked. However, to ensure the realisation of the benefits of active travel, it is essential to have a sustainable asset management system accompanied by sufficient funding to uphold a consistent level of service throughout the infrastructure’s lifespan. This paper highlights the importance of a systematic management, maintenance, and renewal strategy for ATI assets that includes planned asset renewal, routine maintenance activities, and winter operations. It also proposes the funding requirements for maintaining and preserving the lifespan of existing and new ATI.

This paper aims to investigate the impact of a new cycleway on Panepistimiou st., implementing in the framework of Athens Great Walk (AGW), to bike and e-bike trips using crowdsourcing open data, which are paired with the original data of the Horizon Europe project PHOEBE. For this purpose, daily cycling trips recorded on the examined street before and after the operation of the new cycleway, were collected through “Strava Metro” platform. An interrupted time series analysis was developed to assess the effectiveness of the new cycleway on Panepistimiou st. on daily changes in number of bike trips from June 2019 to 2023. The Covid-19 pandemic lockdowns are regarded as supplementary interruptions due to their documented impact on inducing temporary and significant shifts in cycling patterns. Evaluation of the post-intervention period show an increase in cycling subsequent to the introduction of exclusive lanes for cyclists and widened sidewalks under AGW.

The EU sets the path towards zero CO2 emissions for new passenger cars in the future. Reaching net zero, there will be a period of co-existence between conventional vehicles and zero-emission vehicles. Engineers and policymakers should proceed to direct approaches, taking steps to reduce road pollution by reassessing the road design. Roundabouts enforce speed variations. Depending on the driving behaviour, can result in high pollutant emissions. The objective of this paper is to understand the factors and the parameters that contribute to high pollutant emissions. The trajectories of 260 vehicles at six multilane roundabouts were analyzed. Video image processing techniques allowed the extraction of accurate kinematic characteristics gathered on the field using a UAV. The VSP methodology was applied to calculate carbon dioxide. The results of the quantitative analysis demonstrate strong relationships with road geometry. Road designers should consider the aspect of the environment and choose geometric variables wisely.

This study underscores the increasing global commitment to address climate change and allocate emissions accurately to economic sectors. Slovakia’s innovative Air Emission Accounts methodology is pivotal in understanding emissions sources and customizing policies effectively. The transport sector, contributing significantly to GHG emissions, warrants special attention for decarbonization. Emission allocation relies on vehicle category, mileage, goods transported, and owner, providing comprehensive fleet data for each economic category. National GHG projections and proposed measures, including intermodal transport promotion, play a crucial role in achieving sustainability. Identifying sectors with the highest carbon footprint, such as transportation, real estate, and retail, highlights the need for emission reductions. Monitoring the carbon footprint, gross value added, and employment reveals a promising strategy for tailored interventions, fostering sustainability across regional, local, and national levels.

This research considers the case of a CargoTube physical Intranet network in Lower Saxony, connecting multiple automotive production sites. Through the economic growth of the region and its companies including the Volkswagen plant in Wolfsburg increased freight, especially on trucks, is brought to the region which brings along a lot of traffic, noise and pollution. For green transportation of goods, we need zero-emissions vehicles and new transport systems like CargoTube. The CargoTube transport solution not only brings in new Hyperloop technology such as the introduction of a low-pressure tube environment and a linear motor but combines these innovations with established technologies such as the wheel-rail interface. A system based on CargoTube transport solution autonomously loads and unloads standardized containers. Transporting containerized cargo hundreds of kilometers in minutes enables the just-in-time supply chains needed for an economy and increases company profits. The research is devoted CargoTube transport network analysis with the help of the multi-agent simulation system TraPodSim created based on AnyLogic software. The questions to be answered by the simulation are related to analyse the CargoTube Transport Network for a certain set of KPI’s and analysis of effectiveness of integration with other transport mode.

This paper investigates the significance of ports in the energy transition (ET) and decarbonisation. Ports, being vital in energy value chains, play a critical role in curbing energy use and emissions. The paper draws from the MAGPIE project, funded by the Horizon 2020 programme, which showcases energy and digital solutions in a real-world setting. The paper focuses on sustainable initiatives in 12 European sea- and inland- ports, analysed through interviews and secondary data. Findings reveal that while many ports discuss ET, few have transformed their plans into significant actions due to technological, regulatory, and financial challenges. Three core themes emerge from the review: ET infrastructure, seagoing ships and hinterland transport, and governance. Ports need more actionable strategies for ET, with port authorities spearheading the adoption of sustainable technologies through collaboration.

International shipping is responsible for around 3% of global anthropogenic greenhouse gas emissions. In order to follow the well below 2-degree temperature goal set out in the Paris Climate Agreement, international shipping must find a solution for decarbonisation in the coming decade, to enable ships that are built in the near future to sail with net-zero emissions around 2050. EU Horizon 2020-funded Project CHEK demonstrates two first-of-a-kind vessel concept designs, based on real operational profiles, to reduce greenhouse gas emissions by 99%, achieve at least 50% energy savings and reduce black carbon emissions by over 95%. This paper focusses on one of the demonstrator vessels, a Kamsarmax bulk carrier. The preliminary results in terms of greenhouse gas emission reductions and energy savings achieved by the combination technologies are presented herein. The technologies comprise wing sails, hull air lubrication, ultrasound anti-fouling technology, route optimisation, gate rudder, flexible drive train using liquid biogas engines with waste-heat recovery in combination with a controllable pitch propeller. Preliminary results show that almost complete decarbonisation is possible, with upcoming full-scale tests and verifications currently in progress during the second half of 2023. The findings of this work build the foundations for the development of the Future Proof Vessel Design platform, a digital tool for design of vessel and operations.

This paper investigates the potential of integrating biomimetically inspired tubercles into ship propulsion systems, specifically ducted propellers, to improve energy efficiency and reduce the environmental impact of maritime transportation. The current study aims to assess the impact of tubercle integration in ducted propellers for analysing the self-propulsion of full-scale ships.First, computational fluid dynamics (CFD) models and empirical formulas implemented in NavCad are used to compute the ship resistance, showing good agreement in the calculated results. Then, the initial propeller geometry is optimised, considering propeller efficiency and safety aspects related to cavitation and noise limitations. By applying the concept of tubercle-assisted propellers (TAP), CFD simulations are conducted to analyse the self-propulsion performance of a ship equipped with a tubercle-adapted propeller. The results are compared with previous tubercle studies to discuss the effect of tubercles on self-propulsion performance.

RESHIP project funded under the Horizon Europe programme aims to redefine energy efficiency for using hydrogen for ships with disruptive technologies in Energy Saving Devices (ESDs) and onboard hydrogen system for a seamless transition towards zero-emission. The project focuses on two key technologies, the Tubercle Assisted Propulsors (TAPs) and the liquid inorganic hydrogen carrier, HydroSil. TAPs technology is based on a novel and generic biomimetic passive flow control mechanism inspired by humpback whales, which have small bumps on their pectoral fins known as leading-edge (LE) tubercles. The research shows an improvement in the propeller efficiency, constrain the cavitation development and reduce the underwater noise level. HydroSil is an innovative patented liquid inorganic hydrogen carrier with a long storage life, stable, non-toxic, non-explosive and non-dangerous. This highly energy-efficient hydrogen carrier makes the solution cost-effective, with up to 40% savings due to the reduction in capital and operational expenditure.Combining the features of the above two technologies, RESHIP aims to develop a prototype to be trialled at sea using the project target vessel, the Fortuna Crane, owned and operated by O.S. Energy. The project will analyse the results and reflect on the wider applications for sea-going and inland vessels.

This paper proposes a model of a hybrid fuel cell-battery propulsion system for a Crew Transfer Vessel (CTV). A multi-scheme energy management strategy is also applied to the EMS block to optimize energy flow. A fuel cell-battery hybrid system was developed by integrating PEM fuel cells with Li-ion batteries to provide electricity to the propeller propulsion system, and hotel load. Accordingly, a hybrid battery/fuel cell propulsion system with the capability of both charging the battery at both stations and bunkering the fuel tanks will be proposed. During cruising, docking, stopping, accelerating, and loitering phases of a ship journey, power distribution will be carried out, and energy requirements will be investigated at different EMS strategies with the objective of maximising system efficiency. A simulation using MATLAB/Simulink software is conducted using operational profiles at different power load conditions. Simulation is conducted using four EMS schemes: state-based, equivalent fuel consumption minimization strategy (ECMS), a charge-depleting and charge-sustaining strategy (CDCS), and classical proportional-integral (PI) controller-based, which are all selected based on power mode and battery SOC. Results show proposed multi-scheme strategy can lead to significant energy and cost savings, with a maximum of 4% and 12% respectively.

Small vessels, such as river buses, ferries, and workboats, have significant decarbonization potential by implementing battery-electric propulsion systems. Designing battery-electric vessels presents unique challenges due to the lower energy density of the battery. The battery constitutes a significant portion of the vessel’s weight and space, and it size heavily influenced by operating profiles and availability of charging stations and charging speed. This creates feasibility concerns for pure battery-electric vessels in terms of weight, space, and charging requirements. To address this, a design configurator tool has been developed, which can swiftly generate initial designs of battery-electric vessels and evaluate feasibility based on the specific design and operational requirements. The tool takes design requirements as inputs and outputs include potential design candidates together with various ship design calculations including feasibility and optimality assessments. The design of the tool is based on a hull design database containing various combinations of main dimensions, with the corresponding hydrostatic and hydrodynamic data. The capability of the tool was demonstrated in designing two replicator vessels in the EU Horizon TrAM project. This design automation tool aims to expedite the transition to zero-emission battery-electric vessels by aiding decision-making processes for ship operators and designers, considering their unique operational requirements.

This abstract presents a concise analysis of the modularity aspects associated with the 40-ton fuel-cell-powered long-haul truck. The objective of this study is to investigate the potential benefits and challenges of modular design in fuel cell-powered heavy-duty vehicles. The integration of fuel cell technology in heavy-duty trucks offers promising potential for decarbonizing the transportation sector and reducing dependence on fossil fuels. However, achieving efficient and cost-effective deployment of fuel cell-powered long-haul trucks require careful consideration of modularity aspects. This study examines the key modularity aspects specific to a 40-ton truck with a full fuel cell-driven propulsion system. The analysis encompasses various components, including the polymer electrolyte membrane (PEM) fuel cell modules, hydrogen storage tanks, and battery system. Outlined high-level requirements, presented challenges, suggested strategies, and envisaged future directions are pinpointed as the principal outputs of this paper, establishing a coherent framework and pragmatic insights for fortifying the modularity and standardization in electric freight transport systems. The discoveries underscore the merits of a modular design in its scalability and adaptability, offering capabilities to modulate the power output of the fuel cell system and the hydrogen storage capacity, thus customizing the truck’s performance to adhere to particular operational demands, while also promoting simplified maintenance and component substitution, culminating in reduced downtime and elevated availability.

Real-world studies on-board newbuild vessels powered by modern LNG engines were conducted at several load conditions at-sea and in harbor. Compared to earlier on-board studies, the methane slip variation was suppressed, and lower methane levels could be achieved at lower engine loads as well. Further reduction in methane slip could be achieved with engine piloting a new combustion concept. Measured results could be reproduced with the STEAM Ship Traffic Emission Assessment Model utilizing new parametrization for methane. Studying the normal operation of two LNG vessels (Ro-Pax ferry and a cruise ship) exhibits different engine use profiles of the vessels and may help to identify opportunities to further reduce methane slip by operational choices of the vessels.

The consortium of the NAUTILUS project is developing a pilot marine genset, consisting of a Solid Oxide Fuel Cell (SOFC) coupled with a battery and to be hybridized with the existing LNG fueled Internal Combustion Engine (ICE) generators. The concept enables a step wise scale-up and integration through mild hybridization, balanced hybridization and full replacement of the ICEs. A demonstrator of the genset of 60 kW is being developed which will be validated at DLR. The project is aiming a technology that has the potential to reduce CO2 emissions by at least 40% and particulate emissions by 99% in a vessel meeting the targets of the IMO of 2030. For emission targets beyond 2030, the potential of NAUTILUS genset with synthetic fuels is evaluated. To enable such transition, the reformer unit is conceived to be separated from SOFC power blocks.

Electrochemical energy storage technologies play a key role in wide adoption of electric waterborne transport systems. Currently, lithium-ion (Li-ion) is the leading battery technology in electric and hybrid maritime applications. However, specific operational requirements such as power peaks and long sailing distances remain a concern with respect to typical Li-ion batteries, mainly due to the limitations in terms of energy and power density as well as safety. While batteries used in most of marine applications are based on established Li-ion technologies, other mature storage technologies such as supercapacitors could be suitable for waterborne applications. Additionally, the next generation battery technologies such as solid-state batteries show promise for addressing some limitations of Li-ion batteries. These alternative technologies have the potential to transform the landscape of electric marine transport systems.Focusing on waterborne transport systems, this paper provides a review and a comparative analysis of common Li-ion batteries. Additionally, the alternative electrochemical energy storage technologies including supercapacitor and solid-state batteries are investigated and compared to Li-ion batteries. This research provides valuable insights into the advancements and prospects of electrochemical energy storage system for waterborne transport systems.

Ammonia is considered one of the most promising hydrogen and energy carriers for decarbonizing deep-sea shipping and other remote heavy-duty applications. The AmmoniaDrive power plant concept uniquely combines Solid-Oxide Fuel Cell (SOFC) and Internal Combustion Engine (ICE) technology to address the issue of how to convert e-ammonia, produced from renewable resources, into useful on-board power safely and effectively, without the need for fossil fuels as combustion promotor. This paper introduces the AmmoniaDrive concept, outlines the challenging combustion properties of ammonia and ammonia-hydrogen mixtures and provides a short review of Compression Ignition ICE research for ammonia-fuelled engines. Three promising combustion concepts are introduced to give direction to further numerical and experimental research.

Small and medium-sized ports are important hubs in logistics chains and support 90% of the world’s seaborne trade. It is therefore crucial to achieve the decarbonization targets set by the European Union through the European Green Deal, as well as other EU transport policy objectives.The main objective of this work is to develop a web calculator of greenhouse gas (GHG) emissions related with the different transport modes to/from/in the ports of Aveiro and Figueira da Foz, located in the Centre region of Portugal. The calculator will follow the EMEP/EEA emissions calculation methodology, which is based on the energy consumption of transport and relates it to vehicle and fuel emission factors, thus providing reliable values for the GHG emissions released by vehicles during port operations. The calculator will be integrated into the website of the Port Administrations of these ports to be easily accessible to different types of users and to raise awareness of the consequences of the logistics and operational processes that take place in these ports.

In this paper, the energy-saving and green solutions developed within the RETROFIT55 EU project are presented. The combination of technologies elaborated depends on the operational scenario of the retrofitted ship, the highest gains in fuel oil consumption, and the reduction of harmful life cycle emissions. Two innovative solutions namely Wind Assisted Ship Propulsion (WASP), Air Lubrication System (ALS), as well as mature technologies, such as operational optimization, smart energy management of electrical systems, and hydrodynamics-based design optimization, are developed and integrated. The project aims at setting up a web-based platform through which the user can browse a catalogue and combine different retrofitting options. Each option is described in terms of surrogate models which allow to compare the different configurations in terms of specific key performance indicators.

The power required for heating, ventilation and air-conditioning (HVAC) of the passenger compartment in BEMU strongly affects the capacity and lifetime of the battery. Accordingly, 11 different measures for reducing the energy demand of HVAC are presented in this paper. The measures are investigated using Dymola models of a thermal car body to determine the energy saving potential as well as the effects on the vehicle. Reducing the amount of fresh air while complying with CO2 limits and using a heat pump are efficient measures to reduce the annual energy demand for the HVAC system by 62% or 48%, respectively. In addition, a control-based, catenary dependent HVAC operating strategy is being developed that decisively reduces the load on the battery during dynamic operation. This approach is particularly suitable for straightforward implementation since no design changes to the vehicle are necessary.

Transitioning to electric mobility presents economic and technological challenges. In response to some of these challenges, the USER-CHI project has deployed a Smart Charging tool to implement intelligent charging strategies in the infrastructure network. Smart charging emerges as a key enabler to unlock the charging infrastructure deployment since it reduces their cost and facilitates the integration of renewable energies. This paper presents an analysis of the Àrea Metropoliana de Barcelona charging infrastructure utilization and demonstrates how the application of smart charging strategies can reduce the required power capacity while maintaining service quality. The proposed strategies enable operators to optimize energy-related costs, enhance the utilization of renewable energy sources, and actively participate in smart grid management. The analysis of charging session data reveals that longer sessions tend to have lower average power ratios, suggesting that the proposed strategies are more effective for locations with longer EV stays. Through simulations, the paper illustrates a substantial reduction in required power capacity when smart charging strategies are implemented. This research underscores the potential benefits of smart charging strategies for both Charging Point Operators and grid planners by reducing capacity-related costs and facilitating the deployment of new EV charging infrastructure. The ongoing USER-CHI project aims to further validate these strategies across various European pilot sites with diverse infrastructure sizes and optimization use cases.

The international working group “greening freight” of PIARCs Technical Committee on freight investigated the strategies and measures to reduce greenhouse gas (GHG) emissions of road freight transport. In this article we will discuss the outcome of this work, i.e. a report that describes plans, strategies, and programs for greening, and distinguishes four approaches to reduce GHG emissions. It starts with a description of the global problem of human-induced climate change, depicting the situation in both HIC (high income countries) and LMIC (low- & middle-income countries) around the world. The first of the four approaches to reduce GHG emissions is about having less emissions from each vehicle. The second approach focuses on driving less and transport more goods per vehicle. The third approach deals with changing the transporting demand by vehicles that run on fossil fuels. The fourth approach is the reduction of transport emissions related to the construction sector. The report also presents lessons learnt from history, targets to help shape policy and solutions to implement policies and achieve objectives.

The German Climate Protection Act mandates a 65% reduction in greenhouse gas emissions by 2030 compared to 1990, aiming to achieve climatic neutrality by 2045. Within this context, the transport sector faces a pressing need for prompt and effective emission reduction strategies. Notably, heavy-duty vehicles represent a small subset of the overall vehicle population but contribute disproportionately to emissions. Despite this, Germany lacks definitive policies for emissions-reducing technologies. A variety of possible technologies struggle due to efficiency disadvantages, direct-electric heavy-duty vehicles (stationary charging points and electric road systems) have emerged as a promising solution. Initially, the study envisions a hypothetical scenario with a complete adoption of battery electric trucks for forecasting. Accurate planning of the requisite charging infrastructure hinges on a precise understanding of energy demands, both in terms of location and magnitude. This paper offers a concise outline of the essential architecture of the macroscopic traffic model needed for this investigation, coupled with the resultant local energy demands from heavy-duty vehicles across Germany. Building upon this model, three prospective trend scenarios are devised, embodying possible configurations for sizing stationary charging infrastructure, forming the core emphasis of this study. The results show that an expansion of 25,700–72,000 low-power chargers and 5,100–13,400 high-power chargers can meet the calculated energy requirements for 100% battery-electric road freight transport in Germany.

The logistics sector is a significant contributor to global greenhouse gas emissions, which requires a thorough understanding of emissions for effective decarbonization, especially in the context of European transport policy. This study examines the emissions monitoring practices of Austrian transport companies. We conducted an online survey of 151 logistics stakeholders to identify current practices, the influence of transport modes usage, and barriers to adoption. Our results show a significant uptake of emissions monitoring tools by Austrian companies, with a notable potential for improvement, especially among road-dependent companies. The lack of comprehensive regulatory requirements emerges as a significant barrier to wider adoption. This study provides fundamental insights that pave the way for further research and strategies, while highlighting the challenges and opportunities of emissions monitoring in Austrian transport logistics.

This paper presents a concise review of objective function formulations employed for optimizing the sizing of powertrain components in electric and hybrid electric powertrains, within the scope of the EU-funded Horizon Europe ESCALATE project. The objective is to analyze the techniques used to achieve improved performance and efficiency for powertrains. Efficient utilization of available energy sources, improved range, reduced GHG emissions, and overall system performance are crucial goals. Objective function formulations serve as essential tools for achieving these objectives.A broad spectrum of optimization techniques is employed in the objective function formulations for electric and hybrid electric vehicles (EVs/HEVs). These include multiple objective functions which simultaneously optimize conflicting/complementary goals, allowing for trade-offs and Pareto-optimal solutions. The review explores the key parameters considered during the optimization process, with a focus on the sizing of electric powertrain components. The goal is to identify the optimal combination of these variables to achieve an optimal powertrain design that maximizes energy efficiency while minimizing cost and environmental impact. Furthermore, the review delves into the challenges and prospects of objective function formulations in the context of electric and hybrid electric powertrains, including the potential to focus on sustainability of designs which has not previously been researched.

The paper delivers insights from the EU-funded FUTURE-HORIZON project, which systematically explored strategic international collaboration opportunities (INCO) in road transport research (RTR) between the European Union and global partners, the focus is on achieving long-term sustainability and optimizing collaboration efforts. In the form of country-specific fact sheets, the project showcased key stakeholders and research domains within established markets the paper offers insights into the main challenges and opportunities in the road transport sector and provides recommendations for systematic approach to identifying collaboration opportunities. A central feature of the reported work is an innovative SWOT analysis aiming at identifying both opportunities and threats for potential collaboration between the European Union and other nations in RTR. Covering the areas of the European Road Transport Research Advisory Council (ERTRAC) Energy & Environment, Electrification, Urban Mobility, Freight & Logistics, Road Safety, and Cooperative, Connected and Automated Mobility, the analysis flips the logic of a traditional SWOT analysis by assessing opportunities and threats of collaboration caused by strengths and weaknesses of each country from an EU perspective and for specific examples. This paper shares select outcomes from international initiatives aiming to implement novel mobility solutions for demonstration and replication in partner cities around the world. Solutions span a range of innovative actions, including sharing systems, public transport, and city logistics, as well as energy and infrastructure requirements. This paper serves as an essential guide for dialogues on international collaboration in road transport research and offers direction for partnerships with both advanced and emerging economies.

By favouring innovative solutions that serve sustainability goals, sustainable procurement can aid in mitigating the negative externalities of mobility. However, a deeper understanding of the sustainable mobility procurement processes, and the potential pitfalls and best practices in the global scale is still lacking. To address this shortcoming, we conducted a qualitative study on e-vehicle procurement, drawing on interview and survey responses of procurers involved in a project aiming to promote urban electric mobility in various urban areas across the globe (EU SolutionsPlus project). Based on the responses, sustainability strategies and goals are widely adopted in cities across the globe, while differences arise in how these strategies are incorporated into regulatory frameworks and procurement guidelines. The results suggest that having flexibility in the procurement process supports collaboration with the suppliers, and the acquisition of suitable solutions for the given context.

The shift towards E-mobility transportation represents an important step to guarantee an ecological and energetic transition. To have a good market penetration of electric vehicles, however, we must consider the needs of consumers, who demand short charging times and a long battery life. The study and design of DCFC (direct current fast charging) profiles is fundamental to achieve this goal. In a previous work, new DCFC profiles based on Multi Stage Constant Current (MSCC) charge step were proposed. The new profiles have been designed with the aim of providing a fast charge that avoids the conditions in which the cell incurs in lithium plating. In this work the results of two characterization techniques are presented: Electrochemical Impedance and Raman Spectroscopies. The first confirms the advantage of using the customized profiles, without dismantling the cell, while the second confirms the absence of Li plating on the anode surface, after the teardown.

As Europe transitions to a more sustainable future, electric vehicles (EVs) will have an important role in reducing carbon emissions in the transportation sector. The EU has mandated that all vehicles sold in the EU must have zero carbon emissions by 2035 [1], which will greatly increase the EV fleet in member states. However, the widespread adoption of EVs requires a new approach to delivery of refuelling and recharging infrastructure across the EU.

Rail is mainly a decarbonized mean of transport, but a portion of the railway network remain unelectrified and currently operated with diesel train. Trains with onboard batteries are a solution to maintain the same operation on these sections while avoiding GHG emissions but are complex systems that raises several questions regarding operation & infrastructure. While a separated solution could be investigated by each actor (operator, infrastructure manager), the goal is to minimize the life cycle cost of a railway system. In this article the French existing regional trains rolling stock fleet, the existing infrastructure or the new partial electrification evolution, and the operation modes are considered to evaluate the issues and opportunities brought by battery trains.

The transition to e-mobility is disrupting the automotive market. To facilitate this transition, the European Commission with the support of the 2ZERO partnership is calling for experts to engage in collaborative R&D programs, and develop pre-competitive solutions and methodologies supporting the uptake of e-mobility. The target of this paper is to provide an overview of the granted European projects running under the umbrella of the E-VOLVE cluster, illustrating the complementarity of the different initiatives as well as their coverage of the main priorities as defined by ERTRAC. The focus is set on the targets and outcomes of the projects HiPE, HighScape, RHODaS, SCAPE, EM-TECH and Multi-Moby, addressing innovative components (power electronics, e-motors), advanced control strategies, and circularity for safe, efficient, affordable and sustainable e-mobility.

International Maritime Organization (IMO) has adopted a strategy to reduce at least 50% of GHG emissions from the global shipping sector by 2050, compared to 2008. Preparing for these requirements, a 4-year R&D project, TNTM (Digital Transformation of Maritime Transport) was initiated. As part of this project, the current work presents the physical models that compares their outputs with actual on-board measurements on a LNG powered containership. The main propulsive systems were modelled using SEECAT (Ship Energy Efficiency Calculation and Analysis Tool), an in-house tool developed by Bureau Veritas Marine & Offshore. A custom hull performance model was developed assuming the vessel’s static equilibrium under the different forces and moments. The later have been estimated through CFD and includes calm water resistance depending on drift & rudder angles as well as added resistance by wave and wind. A simulation has been performed for a complete rotation, which lasts about 3 months between Asia and Europe. The comparison of the numerical results and the data recorded at sea were carried out. A good agreement has been obtained, the root-mean-square error during the steady state of the engine power and the fuel consumption is 7.6% and 9.1% respectively.

The complexity of the shipbuilding process necessitates the development of a tailor-made innovative concept that is efficient in designing and building ships. To address this need, the Horizon 2020 European Union-funded NAVAIS research project was initiated (2018–2022). Among the various outcomes of this project, this paper focuses specifically on the development of partners’ interaction-based modular fleets. To evaluate the behavior and performance of these modular fleets, an evaluation was conducted for both existing and future fleets, represented respectively by an electric ferry and a workboat. In order to facilitate these objectives, DS (Dassault Systèmes) provided a web-based multi-ecosystem platform called 3DExperience as a collaboration tool among partners. BV M&O (Bureau Veritas Marine & Offshore) subsequently utilized this platform to provide its in-house SEECAT (Ship Energy Efficiency Calculation and Analysis Tool) as a modular-based ship modelling and evaluation tool. These Model Based System Engineering (MBSE) approach can help comparing the performance of various ships, including their pollution levels, and identifying the best ship design for specific operational profiles, in a relatively short time.

The overall aim of the SUBLIME (Solid state sUlfide Based LI-MEtal batteries for EV applications) project is to respond to the further battery development challenges for Electric Vehicles and produce next-generation solid-state batteries (SSB) with extreme high energy density of up to 450 Wh/kg as compared to 250–280 Wh/kg for conventional cells to double the driving range of electrical vehicles.The SUBLIME cell consists of a sulfide solid electrolyte (SE), Li metal anode and high nickel content cathode (NMC based). Up to now, we have overcome several challenges of this technology. The sulfide SE has been produced in kilogram scale with high ionic conductivity of 2.5 mS/cm at 25 ℃ and specific cathode and Li metal anode were developed for SSB application. The quality of the developed materials was confirmed in coin cell format, delivering a capacity of 195 mAh/g at 25 ℃.Next, we have been focusing on producing mono and multilayer pouch cells based on scalable process and optimizing the interfacial resistances between the cell components. For this purpose, coatings are applied on Li metal anode and cathode active material. The initial testing results of the pouch cells demonstrate the potential of this technology.

The greenSPEED projects ambition is to create a safe, long-lived, high-capacity battery cell, while reducing the carbon footprint and environmental impact during its production. This will open the opportunity for cheaper and “greener” mobile electric applications.Focusing on the development of a new generation of lithium (Li) ion battery cells, containing specially treated copper and aluminium foils as current collectors and promising silicon-based anode material. Tests are carried out on pouch cells and cylindrical cells (21700) and are supported by finite element model (FEM) simulationsTensile tests are done for the different cell components to obtain material parameters for FEM simulations. The specific material models will be used to assemble a cell model to propose improvements for cell design and the overall mechanical properties of the cell.The newly developed battery cells will additionally be tested for their expansion behaviour under varying conditions and the data will be used to parameterise an expansion model which will be used for the cell simulations. The combination of material specific models and expansion model will lead to simulations which give insight in the mechanical behaviour of the battery cell and stress distribution during charge and discharge. This toolchain will increase the development speed and provides a modular framework for further investigations.

Electric Road Systems (ERS) are defined as a set of subsystems that enable power transfer from the road to a vehicle in motion and have the potential to reduce our dependence on fossil fuels, reduce greenhouse gas emissions, mitigate air pollutants, and minimize noise pollution in urban areas. Therefore, to maximize the social benefit and reduce the opportunity cost, specific methods must be designed to conduct an evaluation from a socio-economic perspective, contribute to the efficient allocation of public resources, analyze sustainability in the transport sector and offer reliable information based on profitability indicators to decision makers in selecting the implementation of ERS. The objective of this paper is to propose a methodology that may be useful for government institutions, entities, and agencies to evaluate the socio-economic feasibility of ERS to ensure an efficient allocation of public resources and move towards the decarbonization of the transport sector in a long-term horizon.

Friction stir welding (FSW) is a solid-state joining process that gives welds with excellent mechanical properties. The drive towards electrification has seen FSW adopted by the automotive sector for the fabrication of lightweight aluminium car bodies and battery assemblies. Element Six utilised their expertise in high performance, abrasion and temperature resistant materials to develop a FSW tool for steel and this was trialled at TWI where welding techniques were developed to allow welds to be made both in air and under water. A rigorous, independent assessment of weld quality was undertaken by the Technical University of Delft (TUD) and publications and dissemination resulting from this work has identified a number of potential other applications across the wider transport sector.

To ensure that adequate charging infrastructure is available where it is needed, accurately estimating the spatial distribution of energy demand is essential. In this paper, we present a data-driven approach for estimating the demand for electric vehicle charging stations. For destination charging demand, we leverage publicly available sociodemographic data, a POI database, and mobility statistics, including daily trip rates, modal share, and trip length distributions. En-route charging demand is estimated using highway traffic count data. We account for EV battery capacity, maximum mileage, and driver charging behavior. Statistical parameters related to the EV fleet (penetration rate, home-charging percentage) are considered to adapt estimates for various scenarios. We present an interactive web-based GIS tool that displays energy demand densities for passenger and freight transport via heat maps, demand generated at POI, and demand along highways. By combining estimated demand with existing charging station data, the tool calculates unmet residual demand, facilitating the planning of future charging infrastructure. Our data-driven approach provides a valuable tool for estimating electric vehicle charging station demand, offering insights into spatial energy demand distribution and supporting future infrastructure planning efforts. Notably, this approach relies solely on readily available data, enabling immediate use in practice and easy adaptability to various regions.

In this paper we set out to determine the profitability of public fast charging stations in Norway based on data from actual use of the infrastructure. With estimated costs for investment and operation, we find that a significant share of the available charging stations was profitable with the current usage pattern. A sensitivity analysis showed that the pricing scheme were the most influential factor in the analysis. If we include a funding policy in the calculation, almost all stations were found to be profitable. This emphasizes the need for funding in a starting phase for charging infrastructure, or for fast charging stations in remote areas to provide sufficient charging options on long distance trips.

Charging infrastructure is the backbone of electromobility. Due to new charging behaviors and power distribution constraints, the energy demand and supply patterns of electromobility and the locations of current refueling stations are misaligned. Infrastructure developers (charging point operators, fleet operators, grid operators, and real-estate developers) need new methodologies and tools that help reduce the cost and risk of investments so that they can quickly roll out infrastructure that enables large-scale EV adoption in all segments and accelerates the green transition of the transport sector. To this extent we propose a transport energy demand centric dynamic adaptive planning approach and a data-driven Spatial Decision Support System (SDSS). In it, with the help of a realistic digital twin of an electrified road transport system, infrastructure developers can quickly and accurately estimate key performance measures (e.g., charging demand, BEV enablement) of a candidate charging location or a network of locations under user-specified transport electrification scenarios and interactively and continuously adjust and reoptimize network plans as facts about the deep uncertainties about the supply side of transport electrification (i.e., access the grid capacity and real-estate and presence of competition) are gradually discovered/observed. The paper describes components and functional support of the system that is available as of a web based platform to support the planning of public fast charging networks for freight and long-distance private car trips in 26 European countries ( https://thegordian.io/ ) and has been used in commercial pilots in both competitive and collaborative settings.

The transition to zero emission bus (ZEB) fleets is accelerating. Two prevalent ZEB options that are often compared to each other are battery electric buses (BEBs) and fuel cell electric buses (FCEBs) fueled by green hydrogen. Hydrogen is labelled as green when it is produced by electrolysis powered by renewable electricity. From the perspective of a bus fleet operator or regional authority interested in replacing a conventional diesel bus fleet with one of these new technologies, it can be unclear which combinations of BEBs and FCEBs are most suitable in terms of cost, emission reduction, and capability to maintain regular operation of the bus fleet. This work develops the Enabling Support Tool (EST), an easy-to-use model that can assess the trade-offs between BEBs and FCEBs in terms of their technical performance, required infrastructure, cost, and emissions reduction potential. Using a novel input process that does not require complex drive-cycle data, the EST allows the user to quickly investigate the feasibility of a mixed fleet of BEBs and FCEBs, considering the effects of local climate conditions, road gradient, and varying bus payload on the daily range of BEBs. This enables users to explore the feasibility of different combinations of BEBs and FCEBs and thus guide cost-effective full fleet decarbonisation.

E-fuels, produced from CO2 using renewable electricity, currently suffer from low energy efficiency, hence high energy demand, related high cost and are therefore not yet produced at industrial scale. To be commercially viable, e-fuels production pathways require the availability of vast amounts of low-cost electricity. The Horizon 2020 project EcoFuel, with the aim of overcoming these deficiencies, develops and demonstrates a novel process chain that significantly improves the energy efficiency for production of synthetic fuel out of CO2 and water using renewable energy. The process chain comprises a) the supply of CO2 from the atmosphere via a novel direct air capture (DAC) approach, b) direct electro-catalytic reduction of CO2 to C2/C3 hydrocarbons at close to ambient temperatures, and c) thermo-catalytic liquefaction of alkenes, upgrading and fractionation into transport fuels. The direct electro-catalytic CO2 reduction to hydrocarbons offers greatly enhanced efficiency potentials compared to Power-to-X technologies downstream of water electrolysis and at the same time, reduces process pathway steps. Overarching objectives of EcoFuel are to reduce primary energy demand, to enhance resource and cost efficiency of production, minimize the environmental footprint of the process, and to demonstrate the ecological and economic advantage.

The aviation industry is a major contributor to greenhouse gas emissions, responsible for approximately 2% of global emissions. Sustainable Aviation Fuel (SAF), if produced from renewable or waste-based feedstocks, can reduce greenhouse gas emissions by up to 80% compared to traditional jet fuels. The push towards SAF is not the only response to the growing environmental concerns but is also a result of stringent regulations set by entities such as the EU commission. The aim of the paper is to analyse the SAF supply challenges and the current policy frameworks to incentivise supply of SAF. This analysis reviews the supply from a regulatory and industrial production policy perspective, both against the EU mandates of SAF (Refuel EU) and the proposed use of SAF (e.g., CORSIA/ETS). Further literary analysis explores why a supply gap arises. The role of technology and the need for a standardised method for measuring the life cycles of energy conversions are also important factors for increasing SAF supply. The paper concludes with policy recommendations.

One approach to reducing global CO2 emissions from aviation is to improve the energy efficiency of aircraft concepts. Not only the requirements for the aircraft, but also for the infrastructure of airports are a relevant area of this research: Through the use of sustainable aviation fuels, the infrastructure of airports will inevitably adapt to new conditions. Even though airports are currently in an observer position, the required infrastructure effort must be researched at an early stage in order to provide airport customers with the infrastructure for the use of sustainable and alternative aviation fuels in good time. Exploring the feasibility of future airport requirements is the research focus of this thesis. The aim of this research is to identify future airport infrastructure measures that are required for the operation of hydrogen-powered aircraft concepts in order to be able to include necessary adaptations in airport infrastructure planning at an early stage. For this purpose, future and scenario analyses are used as methods to make an assessment based on selected criteria. It is assumed that even with a moderate future growth of hydrogen, considerable demands will have to be made on the infrastructure in general and the airport infrastructure in particular.

It is imperative to research innovative energy systems to maximize energy efficiency and decarbonize the maritime sector because the International Maritime Organization has set two milestones in 2030 and 2040 to reduce greenhouse gas emissions with an ultimate decarbonization target of zero emissions by 2050. This paper investigates an advanced integration between a solid oxide fuel cell (SOFC) and an internal combustion engine (ICE) targeting a passenger ferry operating on short-sea navigation as a case study with a rated power of 750 kW. The paper aims to model the hybrid system by using dedicated in-house software developed by the authors’ research group to assess the system performance by exploring the system efficiency, fuel consumption, and carbon dioxide (CO2) emissions and conducting a sensitivity analysis for operating parameters. The results show that an efficiency improvement of 12% over the marine gas engine, with 32.4% fuel savings, and 29.7% CO2 emissions savings, is possible by maintaining the current density at 5000 A/m2, fuel utilization at 80% and using a 50–50 power split between SOFC and ICE.

Exnovation refers to processes of destabilization, decline, and phase-out of carbon-intensive industries, technologies, business models, and practices, as well as those that create other systemic sustainability challenges. Implementing successful low-carbon transitions across Europe that are socially fair, just, and effective is challenging. While transition policies are usually promoting innovation and diffusion of technological advancements, less focus is dedicated to systemic decarbonization and phasing-out of non-sustainable technologies, materials and practices. Phase-out policies and their implementation supporting a just-low-carbon transition are fundamental to achieve current climate change goals. Nevertheless, the engagement of and the impacts on citizens exposed to most severe effects of transition policies remain underexplored, but are crucial to avoid reinforcement of existing injustices, such as inequitable distribution of costs, or non-inclusive decision-making processes. Therefore, in this paper we explore 27 past and present initiatives related to transition policies in the mobility and energy sector across EU, Canada and Australia to understand their undesired (negative) impacts, affected vulnerable groups and their participation in the decision-making process. This study stems from TANDEM, a Horizon Europe project, that is utilising an innovative transdisciplinary approach to assess and mitigate negative impacts on citizens at risk of vulnerability due to implementation of low-carbon transition policies. Our analysis shows that although it depends on the type, location, and scale of the transition initiatives, vulnerability factors are often related to level of education, level of income, age, gender, house ownership, ethnicity, job sector, geographic location, migration background, and disability. Unfortunately, there is a lack of understanding, awareness or recognition among policy and decision makers when it comes to vulnerability factors and undesired impacts associated with transition policies and initiatives. One-third of the analysed initiatives did not even identify any vulnerable groups and only less than half of the initiatives undertook some effort to engage citizens or account for concerns of vulnerable groups, while only two (out of 27 initiatives analysed) allowed vulnerable groups to take part in the decision-making process. This lack of analysis of inequalities and vulnerabilities prior to implementing low-carbon transition initiatives and policies can not only lead to lower acceptability of these initiatives, but also can cause serious negative consequences, such as deepening inequalities and increasing energy and mobility poverty of certain societal groups. Effective addressal of issues related to fairness and justice are imperative for successful implementation of transition policies.

Roads are vital infrastructures for the mobility of people, transport of goods and, in general, for every country’s economic development. On the other hand, roads have a significant impact on the environment throughout their life cycle. Thus, GHG emissions from the transport sector in the EU have substantially grown in the last few years, unlike other sectors like energy or manufacturing industries, which managed to greatly reduce their GHG emissions.Several solutions are currently in place to minimize the environmental impact of roads, such as the use of more sustainable materials, the use of biofuels by vehicles, the promotion of cycling and public transport, or the electrification of roads. The use of renewable energies, such as solar and wind energy, should also be considered to power road infrastructures and services such as lighting, signaling or even electric vehicle charging stations.A case study is presented here for application with ENROAD, a web-based, open source, road-focused tool for decision making at a very early stage of investments in renewable energy projects. The solution provided shows the potential use of a specific site to cover the energy needs of a road infrastructure, also allowing the comparison between different generation alternatives.

The “greening” of shipping remains a challenge despite the development of technologies aiming at decarbonisation and reduction of air-pollutant emissions. Considering a wide variety of ship types and applications, the choice of the most adequate greening solution for a ship of certain size, type, and operational profile is not straightforward. SYNERGETICS is a Horizon Europe Innovation Action which aims at supporting the greening of inland and coastal shipping by addressing the potentials of retrofit technologies. This paper presents first findings of SYNERGETICS which aim at establishing the synergies between the knowledge available from previous and ongoing research (“Exploration”) and the experiences gained from past and ongoing pilot projects (“Synchronization”). A comprehensive database of pilot projects containing 115 inland vessels and 50 coastal ships was created and analysed to establish and explain the trends in greening of inland and coastal shipping. It was found that most of the pilots in inland navigation are conducted on vessels with relatively low power demands and/or with low variations of operational profiles, while coastal shipping features a relatively low number of pilots. This increases the certainty for shipowners but limits the possibilities for scaling up the greening of shipping.

This article presents a design analysis of retrofitting the rail service locomotive vehicle X534 originally used by the Austrian Federal Railways (ÖBB) from a diesel-electric system to a hydrogen-electric hybrid configuration. The conversion aims to address greenhouse gas emissions and achieve zero emissions in workplace environments. The vehicle operates in a stop-and-go mode for short distances and long trips to work sites, posing a challenge for a pure battery system due to range limitations. To overcome this limitation, a specific drive train configuration for the retrofitting has been adopted, comprising a 120 kW fuel cell system, a 70 kWh NMC Li-Battery, and three hydrogen tanks storing approximately 22 kg of hydrogen. A numerical model in Matlab/Simulink/Simscape framework, incorporating the hydrogen fuel cell system, cooling system, auxiliary systems, and the main components of the hybrid powertrain, demonstrates the feasibility and effectiveness of this retrofit. This research contributes to the ongoing efforts to find sustainable alternatives for traditional fossil fuel-based transportation systems. In particular, in the hypothesis of a green hydrogen scenario, a reduction of up to about 49 tons of CO2 per locomotive per year can be achieved.

The ambition of the European Union is to achieve climate neutrality by 2050. Electric vehicle (EV) charging can prove to be part of this transition through the use of smart charging and bidirectional charging (also known as Vehicle-to-Anything or V2X). This paper identifies the most important stakeholders in the smart charging ecosystem and investigates their main drivers and objectives in existing and future EV markets. Through this investigation, support for core EU principles, such as a free and fair market based on consumer protection, is bolstered. The analysis shows that stakeholders face a multitude of barriers ranging from economic, to societal, to political. The first section aims to illustrate the overall system architecture of smart charging services, by formulating various roles and business perspectives within different EV related markets. The second section is dedicated to the requirements for the scale-up of smart charging for a number of involved stakeholders by assessing their needs, value cases, and barriers. The third section formulates a preliminary outline of integral requirements on interoperability, communication, and cybersecurity.

The EU-supported SOLUTIONSplus global e-mobility project, together with the Asian Transport Outlook project - supported by the Asian Development Bank (ADB) and the Asian Infrastructure Investment Bank (AIIB) - have developed an E-mobility Policy Tracker that pursues better understanding of the state of policy measures for accelerating the transition to e-mobility in developing countries which then contributes towards pursuing holistic, time sensitive and context appropriate policy measures and packages.The E-mobility Policy Tracker focuses on three key areas: vehicles, charging equipment, infrastructure, and the provision of relevant services. The tracker also categorizes policy measures according to the different portions of the e-mobility ecosystem, such as equipment development, infrastructure provision, equipment procurement, service provision, integration, usage, and maintenance. The E-mobility Policy Tracker also considers the wide range of policy initiatives used by governments to encourage e-mobility such as: regulations, institutional measures, partnerships, demonstration actions, informational measures, fiscal incentives and disincentives, and non-fiscal incentives and disincentives.The paper presents the results of application of the E-mobility Tracker in 16 countries across the developing south (Armenia, Bangladesh, Bhutan, Ecuador, Fiji, India, Indonesia, Malaysia, Nepal, Philippines, Rwanda, Tanzania, Thailand, Uruguay, Uzbekistan, and Vietnam). It reports the current state of policy measures in these countries, as well as priority gaps that need to be addressed in the countries.

Climate change is a pressing global concern, largely driven by greenhouse gas emissions, particularly CO2. The transportation sector contributes 22% of global CO2 emissions. As of 2022, EV penetration in India was only 2–3%, indicating challenges in EV adaptability even after policy action. The research aimed to identify and address variables affecting EV adaptability. These factors were categorized into Technological characteristics, Socio-economic characteristics, Travel Patterns, and User Challenges. Surveys of EV users and operators were carried out in Visakhapatnam, a pilot city for EV initiatives in Andhra Pradesh. Key findings revealed three main issues hindering EV adaptability: lack of workplace charging facilities, uneven spatial distribution of public charging stations, and the absence of a common platform to access charging infrastructure. Proposed strategies to bridge these gaps include creating city-level charging infrastructure plans, mandating workplace charging through building bye laws, and establishing an integrated platform for charging access. This research offers valuable insights to enhance the electric mobility framework, highlighting specific roles to stakeholders in addressing the identified issues. It serves as a steppingstone in achieving cleaner, more sustainable transportation and reducing CO2 emissions from passenger vehicles, which contribute significantly to global climate change.

The PROBONO project has as main objective to produce validated solutions for the design, construction and operation of zero-emission and positive-energy buildings in sustainable green neighbourhoods through targeted interventions in six different Living Labs (Madrid, Dublin, Porto, Brussels, Aarhus, and Prague). In the Dublin LL, energy efficiency is addressed from multiple perspectives, being one of them to deploy a sustainable mobility infrastructure perfectly integrated with the buildings’ power grid that is able to optimize demand and supply of energy in order to maximize renewable energy use and reduce overall energy consumption. To this end, several technologies will be put in place: bi-directional chargers with V2G capabilities to allow the EV fleet of the LL to be charged in the most flexible way possible, deployment of alternative charging solutions such as battery swapping for the e-bike fleet or inductive charging for the vehicles, and second life battery banks to help minimize demand peaks during the day. All these features of the infrastructure will be managed by a secure software platform that enables optimal energy use while reducing the total cost of ownership of the charging infrastructure.

Electric vehicles (EV) and local renewable resources provide a potential for substantial decarbonization of the transportation sector. A large number of electric vehicles have the potential to decrease the pressure of the existing electricity network and can significantly balance the amount of extra non-stored renewable energy generated in the market. However, mass adoption of electric vehicles also requires charging infrastructures and charging hubs. Solar photovoltaics-EV and wind-EV are two recommended options for Ireland considering country’s present energy state and high penetration of renewable energy sources such as wind, wave, and solar photovoltaics. Three domestic scenarios are investigated: Integration of solar photovoltaics with EVs; Integration of wind energy with EVs; and a hybrid system. In this research, the size of a charging station is optimized based on each scenario. A comparative study is carried out between the different configurations with regards to CO2 emissions and annual energy charges. The feasibility of integration to the grid is analyzed as the grid-connected scenario. The optimal cost and emission for the hybrid PV/wind system includes the installed capacity of both renewable sources as well as the power transferred to the grid. Those variables are reflected in the annual energy production and levelized cost. Finally, the best option in terms of both cost and energy reliability is evaluated for each scenario.

Waterborne transportation has long been the backbone of global trade, with the reciprocating internal combustion engine (ICE) as the dominant power source. In the efforts to decarbonize shipping, methanol has emerged as a promising alternative fuel due to its easy storability and favorable combustion characteristics compared to non-carbon fuels such as hydrogen and ammonia. In the MENENS project, one of the research objectives is to better understand, further develop, and demonstrate different engine technologies that can employ methanol fuel in marine-sized engines. This study reviews maritime stakeholder research on methanol fuel for marine ICEs, emphasizing the chosen injection and ignition strategies across different engine technologies. In this paper, we aim to identify research gaps concerning methanol as a marine engine fuel, and provide insight into the initiatives and proposed research direction within MENENS.

Internal combustion engines running on ammonia are increasingly considered as important facilitator among research, industry and policy communities in reaching EU environmental goals. The overall aim of the Ammonia2–4 project is to demonstrate at full scale two types of dual fuel marine engines running on ammonia as main fuel: a 4-stroke engine and a 2-stroke medium-pressure ammonia fuel injection platform. Both engine innovations are expected to result in at least 80% less GHG emissions (including nitrous oxide emissions), NOx emissions below IMO Tier III regulations and a negligible ammonia slip below 10ppm (Euro 6 compliant). The project will go beyond purely technological developments and investigate a number of non-technical aspects crucial for a successful uptake of ammonia as marine fuel: health & safety, ammonia supply infrastructure, crew training, novel standardization pathways for measurement and reporting emissions from ammonia marine engines.

Maritime transport plays an essential role in the EU economy and is one of the most energy-efficient modes of transport. Nevertheless, it is as well a large and growing source of greenhouse gas emissions. Consequently, the use of alternative carbon-neutral propellants in shipping must be investigated and promoted.Green methanol is a promising candidate as a future maritime propellant, which is currently investigated in the scope of the research project MariSynFuel funded by the German Federal Ministry for Digital and Transport. At the project’s core is the development and construction of a facility for manufacturing green methanol on a demonstration scale in Bremerhaven, Germany, and the direct use of the fuel for the newly-built research ship ‘Uthörn’ of the Alfred Wegener Institute. The vessel, christened in November 2022, is equipped with two diesel engines retrofitted for methanol combustion. Because methanol has favourable storage and transport characteristics, it has numerous advantages in terms of storage and handling compared to pure hydrogen or ammonia. It is also biodegradable, which is important in the event of accidents at sea or in ports. In addition, existing tank farms and tank transporters can be converted with little effort and continued to be used.The planned demonstration facility is to produce at least 500 kg of green methanol per day, matching the expected daily consumption of the ‘Uthörn’. To ensure the operation of the methanol synthesis facility and the acceptance of the manufactured methanol, a supply and distribution concept is developed within the project, which together with the preparation of a business plan will facilitate an economic perspective of the project’s approach. The generation and marketing of synthetic fuels at Bremerhaven is a first, essential step towards a more sustainable, local maritime energy supply and contributes to becoming less dependent on the import of fossil energy sources in future as well. The presentation will provide insights into the project and highlight first project results.

The Clean Aviation Sustainable Water-Injecting Turbofan Comprising Hybrid-Electrics (SWITCH) project aims to answer the challenge of climate-neutral Small to Medium Range (SMR) transport by developing a revolutionarily sustainable gas turbine propulsion system and further boosting it with hybridization to improve energy efficiency by 25% and reduce non-CO2 related climate impact by more than 60%. The core of SWITCH is the revolutionary Water-Enhanced Turbofan (WET) concept, which offers unmatched potential to enable climate-neutral aviation based on existing and future infrastructure, while also retaining the key benefits of gas turbine propulsion to meet the full range of thrust, speed, and all other mission requirements. Wet combustion allows NOx emission reduction of more than 80% and water recovery traps particles resulting in cleaner exhaust. One of the technologies being developed by Collins Aerospace is a condenser for the WET engine. To have a high efficiency and compact condenser, a range of plate-fin geometries are being explored to provide high surface area to volume ratios and low hydrodynamic resistance. This will ensure the design targets of size, weight, overall heat transfer and pressure drop are met. High fidelity and multi-physics models coupling of fluid dynamic, heat transfer and phase change will be included in condenser design tool with consideration of condensation effects on heat transfer performance. The developed models are validated against measurements from testing, such as measured heat transfer coefficient and pressure loss. This paper will present an overview of the condenser design tool and latest results.