A fuel, here ethanol or decane, and nitrogen are fed at elevated pressure and temperature through a micro capillary of fused silica. The flow inside the capillary is characterized by alternating liquid- and vapor-phase segments that accommodate to thermodynamic equilibrium at the set temperature and pressure. The composition of the equilibrated liquid or vapor segments is measured in situ and remotely inside the micro capillary by Raman spectroscopy. Temperature-composition (Tx) vapor-liquid equilibria were measured for pressures between 3 MPa and 8 MPa and up to the highest mixture critical temperature of 593 K in this pressure range. Comparison to the scarce literature data for these conditions and to the GERG-2008 model, resembling the conditions in IC-engines at the time of injection, is shown.

Climate change has recently received more attention in the shipping sector. This is mainly due to a growing demand for reduced global emissions and the fact that shipping is one of the fastest growing sectors in terms of greenhouse gas (GHG) emissions. In parallel, ports have started to introduce programmes and policies to address these emissions. This study aims at quantifying potential reductions of ships' emissions of GHG from efforts implemented by ports. Building on a model that calculates GHG emissions from ships in various scenarios for individual ports, different kinds of measures for emission reductions are investigated for diverse types of vessels and parts of the port area. A case study of the ship traffic to the Port of Gothenburg is performed. Projections of ship emissions in the port area for 2030 are made, and three scenarios, ‘1. Alternative fuel’, ‘2. Ship design’ and ‘3. Operation’, are analysed. These scenarios are related to a business as usual development. GHG emissions from ships in the port are projected to increase by 40% to 2030 in a business as usual (BAU) scenario. The highest reductions were seen in the ‘Operation’ scenario where GHG emissions were 10% lower than the BAU level.

Norway has become a global forerunner in the field of electromobility and the BEV market share is far higher than in any other country. One likely reason for this is strong incentives for promoting purchase and ownership of BEVs. The purpose of this study is to describe the role of incentives for promoting BEVs, and to determine what incentives are critical for deciding to buy a BEV and what groups of buyers respond to different types of incentives. The questions are answered with data from a survey among nearly 3400 BEV owners in Norway. Exemptions from purchase tax and VAT are critical incentives for more than 80% of the respondents. This is very much in line with previous research, which suggests that up-front price reduction is the most powerful incentive in promoting EV adoption. To a substantial number of BEV owners, however, exemption from road tolling or bus lane access is the only decisive factor. Analyses show that there are clear delineations between incentive groups, both in terms of age, gender, and education. Income is a less prominent predictor, which probably results from the competitive price of BEVs in the Norwegian market. Perhaps most interesting is the assumed relation between incentives and character of transport systems the respondents engage in.

When implementing major European transport corridors, such as the Core network corridors (CNC) which is a part of the European Trans-European Network for Transports (TEN-T), the number of stakeholders affected is huge. A governance framework for the CNC’s implementation was introduced in EU Regulation No. 1315/2013, and is now being enacted. Sustainable development and stakeholder involvement are crucial areas in the implementation. This interview study investigated the need for complementary governance, here meaning governance in addition to the governance framework set in the regulation. The interviews involved 23 individuals from the Baltic Sea Region, who are affiliated to the four categories public authority, infrastructure organisation/company, private company and other organisation. The results confirm the importance of an inclusive approach. Further, the results showed a need to ensure that all three social, economic and ecological dimensions of sustainability are considered. Summarising the interview results, four areas for attention in the further CNC implementation process were identified: more and directed information, extended involvement of private sector transport stakeholders, extended involvement of regional and local stakeholders, and involvement of stakeholders located geographically outside the immediate corridor. Complementary governance can be a tool to address these areas, as governance structures and processes can involve stakeholders and steer towards desired outcomes. The interviewees own ideas for complementary governance are presented in this paper. The CNC implementation is currently an on-going process and these results will be further utilised in the process, as a basis for stakeholder discussions of changes in practice.

Inefficient road transportation causes unnecessary costs and polluting emissions. This problem is even more severe in refrigerated transportation, in which temperature control is used to guarantee the quality of the products. Organizing logistics cooperatively can help decrease both the environmental and the economic impacts. In Joint Route Planning (JRP) cooperation, suppliers and customers jointly optimize routing decisions so that cost and emissions are minimized. Vendor Managed Inventory (VMI) cooperation extends JRP cooperation by optimizing routing and inventory planning decisions simultaneously. However, in addition to their economic advantages, VMI and JRP may also yield environmental benefits. To test this assertion, we perform a case study on cooperation between a number of supermarket chains in the Netherlands. The data of this case study are analyzed to quantify both the economic and environmental benefits of implementing cooperation via JRP and VMI, using vehicle routing and an inventory routing models. We found that JRP cooperation can substantially reduce cost and emissions compared with uncooperative routing. In addition, VMI cooperation can further reduce cost and emissions, but minimizing cost and minimizing emissions no longer result in the same solution and there is a trade-off to be made.

Transportation geotechnics associated with constructing and maintaining properly functioning transportation infrastructure is a very resource intensive activity. Large amounts of materials and natural resources are required, consuming proportionately large amounts of energy and fuel. Thus, the implementation of the principles of sustainability is important to reduce energy consumption, carbon footprint, greenhouse gas emissions, and to increase material reuse/recycling, for example. This paper focusses on some issues and activities relevant to sustainable earthwork construction aimed at minimising the use of energy and the production of CO2 while improving the in-situ ground to enable its use as a foundation without the consumption of large amounts of primary aggregate as additional foundation layers. The use of recycled materials is discussed, including steel slag and tyre bales, alongside a conceptual framework for evaluating the utility of applications for recycled materials in transportation infrastructure.

After significant efforts from many parties, the World-wide harmonized Light duty Test Procedure (WLTP) has seen its light first as the UNECE Global Technical Regulation and then as the procedure adopted in the type-approval of light-duty vehicles in Europe. The paper focuses its attention on the main procedural differences between the WLTP and the New European Driving Cycle (NEDC), which is the test-procedure currently used in Europe. In general terms the WLTP appears to be a significant improvement compared to the NEDC. The main differences between two test procedures are identified and their impact on CO2 emissions quantified using the in-house built simulation software CO2MPAS. On the basis of each of these differences, the paper assesses the potential total impact on the final reported type-approval CO2 emissions. The biggest impact on CO2 emissions is coming from the changes in the road load determination procedure (∼10% increase). Procedural changes concerning the test in the laboratory will bring another 8% and post-processing and declaration of results will result in difference of approximately 5% (each). Overall, the WLTP is likely to increase the type-approval CO2 emissions by approximately 25%. Therefore, the WLTP will be able to reduce more than half of the gap identified between the type-approval and real-life figures in Europe. This should be seen as a considerable improvement given the ontological limitations of a laboratory-based test procedure.

The present paper describes the construction of a premium system for automobile liability insurance, under the restriction that risks with small expected claim amounts should pay small premiums, whereas risks with high expected claim amounts should pay high premiums. / Die vorliegende Arbeit beschreibt die Entwicklung eines Tarifes in der Kraftfahrthaftpflichtversicherung unter der Restriktion, dass von Risiken mit geringen erwarteten verursachten Schadenzahlungen niedrige Prämien und von Risiken, die hohe Schadenzahlungen erwarten lassen, hohe Prämien gefordert werden.

Psychological discussions of the background of risk behaviour in road traffic mainly point on two different theoretical approaches. First, risk behaviour may be understood as rational behaviour, trading off costs and benefits of alternative options. On the other hand, the motivational background of risk behaviour takes center stage which can not be described sufficiently by rational choice models. Both approaches are outlined and put into the context of traffic psychological behaviour and decision models. Successful intervention to risk behaviour in road traffic in particular has to include non rational background of behaviour. / Die psychologische Diskussion um Hintergründe des Risikoverhaltens im Straßenverkehr wird wesentlich durch zwei unterschiedliche theoretische Ansätze geleitet. Einmal wird Risikoverhalten als rationales Verhalten verstanden, das Kosten und Nutzen alternativer Möglichkeiten abwägt. Zum anderen stehen motivationale Hintergründe des Risikoverhaltens im Mittelpunkt, die nicht mit klassischen Rational-choice-Ansätzen zu beschreiben sind. Die Ansätze werden umrissen und in den Kontext verkehrspsychologischer Handlungs und Entscheidungsmodelle gestellt. Eine erfolgreiche Beeinflussung des Risikoverhaltens im Straßenverkehr muss gerade die nicht-rationalen Verhaltenshintergründe ansprechen.

In the context of a DFG research project, scientists of Prof. Helbing’s chair at the Institute of Transport & Economics deal with the dynamics of disasters, being experienced in the modelling of complex systems and in the simulation of emergency scenarios. The analyses of systems and their behaviour in extraordinary events are based on the latest results of network sciences and on numerous empirical investigations. The results shall be used for precaution measures and innovations in disaster recovery. / Im Rahmen eines Projekts der Deutschen Forschungsgemeinschaft (DFG-Projekt He 2789/6-1) befassen sich Wissenschaftler unter Leitung von Professor Dirk Helbing an der Fakultät Verkehrswissenschaften „Friedrich List“ mit der Dynamik von Katastrophen. Aus der Simulation von Fußgängerströmen, des Panikverhaltens von Menschen sowie der Verkehrsmodellierung verfügen die Wissenschaftler bereits über einschlägige Erfahrungen auf dem Gebiet der Modellierung komplexer Systeme sowie auf dem Gebiet der Simulation und Auswertung von Notfallszenarien. Auf Basis der jüngsten Ergebnisse der Netzwerkforschung und umfangreicher empirischer Untersuchungen von Katastrophenereignissen werden im Rahmen des aktuellen Forschungsprojekts anthropogene Systeme auf ihr Verhalten bei außergewöhnlichen Schadensereignissen untersucht. Die Projektergebnisse (Laufzeit bis 2007) sollen als Basis für weitere Verbesserungen in der Vorsorge und im Management von Katastrophen dienen.