Nowadays the special education is gaining increasing prominence in the educational and political scenario, consolidating itself as a profitable field of research and bringing to discussion numerous issues that point out its potentiality. Among those issues, the matter of learning alternatives and new approaches is brought up, a complex notion that involves a multiplicity of conceptions and functions, specially within the ambit of the multifunctional-feature classroom. That being said, the present dissertation research is bound to the Special Education Line of Research of the Program of Post-Graduate Studies in Education and to the Group of Studies and Research in Educational Psychology and Inclusive Education (GEPEIN) and its purpose is to investigate and analyse, through the eyes of the teachers, parents and/or legal guardian, how the AME (Cinotherapy) can develop a student‟s cognitive functions as a mediator feature for support in the multifunctional classroom, involving the learning process in multiple areas of development. Aiming to comprehend the nature of this field of research in a historical and theoretical perspective, we based our research on the studies of Vygotsky (1991, 1993, 1997,1998, 2007), Baptista (2011), Becker (2002), Bardin (2011), Gatti (2006), Costas (2012), Dotti (2014) and others. The methodological basis adopted for this study is guided by a qualitative approach, using as research technique the Analysis of Content and as a collecting instrument for semi-instructed interviews along with teachers and parents and/or legal guardians. The investigation field was a public school in Santa Maria/RS and another public school in the city of Itaara/RS. Thereby, six categories were stablished: attention, memory, perception, language, logic and autonomy, which were indicated during the analysis and conducted this study, therefore, they are relevant and potent for making us realise the relevance of exchanging and the work developed and mediated in collectivity, mainly with the AME (Cinotherapy) diferential, in which this activity was interacting in a motivating way with students and leading to the exercise of interaction and the experience of new things in the classroom environment. / A educação especial vem se destacando cada vez mais no cenário educacional e político, consolidando-se como um profícuo campo investigativo e trazendo para a pauta inúmeras questões que revelam a sua potencialidade. Dentre estas, emerge a temática de conceito que envolvem uma multiplicidade de concepções e finalidades, especialmente no âmbito da sala de recursos multifuncional. Assim, esta pesquisa de dissertação está vinculada à Linha de Pesquisa em Educação Especial do Programa de Pós-Graduação em Educação e ao Grupo de Estudos e Pesquisas em Psicologia da Educação e Educação Inclusiva – GEPEIN e pretendeu investigar e analisar por meio do olhar dos professores, pais e/ou responsáveis como a Educação Mediada por Animais (EMA), especificamente com a Cinoterapia pode desenvolver as funções cognitivas dos estudantes com deficiência, sendo um recurso mediador para o atendimento na sala de recursos e envolvendo aprendizagem em diversas áreas do desenvolvimento. Na busca por compreender a constituição do campo de pesquisa em perspectiva histórica e teórica, a pesquisa apoiou-se nos estudos de Vygotsky (1991, 1993, 1997,1998, 2007), Baptista (2011), Becker (2002), Bardin (2011), Gatti (2006), Costas (2012), Dotti (2014), dentre outros. A base metodológica adotada para este estudo pauta-se em uma abordagem qualitativa, utilizando como técnica de pesquisa a Análise de Conteúdo e como instrumento para coleta a entrevista semiestruturada junto a professores e pais e/ou responsáveis. O espaço de investigação constitui-se de uma escola municipal de Santa Maria-RS e de outra escola municipal no município de Itaara-Rs. Desse modo, foram estabelecidas seis categorias de análise: atenção, memória, percepção, linguagem, raciocínio e autonomia, que foram indicadas durante a análise e que conduziram este estudo. Portanto, foram relevantes e potentes para que se percebesse a pertinência das trocas e o trabalho desenvolvido e mediado na coletividade, principalmente com o diferencial da EMA (Cinoterapia), onde essa atividade estava a todo o momento interagindo envolventemente de maneira motivadora com os estudantes, provocando o exercício de interagir e experienciar novidades no ambiente e sala de aula.

The wild fauna represent an option of protein source to Brazil and others countries of Latina America, Europe and Asia. In this context, the greater rhea and others ratites are very valorized in the market, because of the healthy read meat that is introduced what is similar to others sorts of slaughter. This work had the objective to develop and to characterize a cured fermented sausage with rhea meat (Rhea Americana) and the pork meat in the Brazilian market. In the formulations of the cured fermented sausage used five meat combinations (90% rhea, 67,5% rhea / 22,5% pork, 45% rhea / 45% pork, 22,5% rhea / 67,5% pork, 90% pork). The products elaborated were appraised for analysis physicochemical, microbiologics, and sensorials. The results of phisicochemical analyzes sowed that the proctucts elaboreteds were in the vigor law to the salami, therefore water activity varieted from 0,88 to 0,90 (maximum 0,92), umided varieted from 35,93% to 41,07% (maximum 40%), fat varieted from 29,89 from 31,03 (maximum 35%) and protein variated from 29,89% to 31,03% (minimum 20%). The results indicated that all products developed showed secure to the microbiologic seen. The sensorial analyze revealed bigger preference to the cured sausages that contains elevated percentage of the pork meat in relation to the rhea meat, therefore the cured sausages that contains 22,5% of rhea meat and 67,5% of pork meat obtained the best valuation of the colour, smell, texture and savour. The products developed with more proportion of rhea meat in relation to the pork obtained the minor preference for the provers panel, moreover the formulated cured sausages with 90% of rhea meat received undervaluation. Is follow that, in the present work, the cured fermented sausages that have a formulation of 22,5% of rhea meat and 67,5% of pork meat reunited characteristics to be framed into the vigor law of salami and are the most appropriate to be into the Brazilian market as a alternative font of proteins to the human consumption. / A fauna silvestre representa uma opção de fonte protéica para o Brasil e outros países da América Latina, Europa e Ásia. Nesse contexto, a ema e outras ratitas, são muito valorizadas no mercado pela carne vermelha saudável que apresentam, que é similar a outras espécies de abate. Este trabalho teve como objetivo desenvolver e caracterizar um embutido curado fermentado contendo carne de ema (Rhea americana) e carne de suíno, no mercado brasileiro. Nas formulações dos embutidos, utilizou-se cinco combinações cárneas (90% ema, 67,5% ema / 22,5% suíno, 45% ema / 45% suíno, 22,5% ema / 67,5% suíno, 90% suíno). Os produtos elaborados foram avaliados por análise físico-químicas, microbiológicas e sensoriais. Os resultados das análises físico-químicas mostraram que os produtos elaborados estavam dentro da legislação vigente para salame, sendo que a atividade de água variou de 0,88 a 0,90 (máximo 0,92), umidade variou de 35,93% a 41,07% (máximo 40%), gordura variou de 19,67% a 23,53% (máximo 35%) e proteína variou de 29,89% a 31,03% (mínimo 20%). Os produtos desenvolvidos apresentaram-se seguros sob o ponto de vista microbiológico. A análise sensorial revelou maior preferência pelos embutidos contendo percentagem mais elevada de carne de suíno em relação à carne de ema, sendo que os embutidos contendo 22,5% de carne de ema e 67,5% de carne de suíno obtiveram as melhores avaliações da cor, odor, textura e sabor. Os produtos desenvolvidos com maior proporção de carne de ema em relação ao suíno tiveram a menor preferência pelo painel de avaliadores, sendo que os embutidos formulados com 90% de carne de ema receberam as menores avaliações. Conclui-se que no presente trabalho, os embutidos curados fermentados que possuem uma formulação de 22,5% de carne de ema e 67,5% de carne de suíno reuniram características para serem enquadrados na legislação vigente de salame e são os mais adequados para serem lançados no mercado brasileiro como uma fonte alternativa de proteínas para o consumo humano.

The number of flights have increased by 80% between 1990 and 2014, and the demand for air travel continues to increase. Even though the aviation sector contributes to economical and social benefits, it still affects the climate change [1]. A first step to minimize the environmental impact is to develop more electric aircraft (MEA), where the idea is to maximize the use of electricity and improve the overall energy effciency [2]. In most of today's aircraft, large mechanical transmission shafts with a lot of components are driven by central power units, termed centralized drive systems. By the use of electromechanical actuators (EMAs), a distributed drive systems can be used instead, which increases functionality, reduces mass, maintenance and energy consumption, as well as improves manufacturing and assembly [3].  When designing electromechanical actuators, one must take into account a lot of parameters that affect each other in various ways. It is often a time-consuming job to find the most optimal choice of architecture. Parameters such as temperature, load, lifetime and effciency to mention a few. This master thesis offers a new analytical tool for EMAs of primary and secondary flight control systems for Saab Avionics Systems. The aim of the analytical tool is to characterize the parts of the system and identify important parameters in order to find the most optimal choice of architecture. The tool focus on the main mechanical components such as the three-phase synchronous permanent magnet motor, power-off brake, two-stage planetary gearbox and ball screw. The tool developed in this project generates an initial design of the EMA with optimized dimensions in order to minimize both mass and energy consumption. It functions by identifying three main groups of parameters: The input parameters: fixed values defined by the customer demands The design parameters: variables that the user can change to find the optimal choice of architecture The output parameters: resulting values of either performance or dimensions By defining few design parameters for each component, and implementing multidisciplinary design optimization (MDO), the analytical tool can find an optimized solution for each specific project in a time-efficient way. The final values of the parameters characterize the performance of the EMA.

This diploma thesis deals with the design of automated trading system for trading the currency market. On the basis of technical indicators is created a trading system in MQL4 for the MetaTrader4 platform. Part of the thesis is optimization of the proposed system and testing on historical data in order to increase stability and maximize profit.

Orientador: Pedro Fernando Romanelli / Banca: José Francisco Lopes Filho / Banca: Expedito Tadeu Facco Silveira / Resumo: O objetivo deste trabalho é avaliar as propriedades funcionais da carne de Ema (Rhea americana) e de Avestruz (Struthio camellus) por meio de um estudo comparativo com a carne de Frango (Gallus domesticus). Para tanto, analisaram-se a solubilidade das proteínas miofibrilares, a capacidade de retenção de água, a capacidade de emulsificação das proteínas totais, a estabilidade da emulsão e as perdas por cocção, por evaporação e por gotejamento. Obtiveram-se os seguintes resultados por meio das análises da composição nutricional do músculo Iliotibialis lateralis das aves: avestruz: 19,59 % de proteínas, 75,53 % de umidades, 1,37 % de lipídeos, 1,13 % de cinzas e 2,38 % de carboidratos; ema: 23,50 % de proteínas, 74,19 % de umidades, 1,11 % de lipídeos, 1,13 % de cinzas e 0,07 % de carboidratos e frango: 18,35 % de proteínas, 73,30 % de umidades, 5,92 % de lipídeos, 1,03 % de cinzas e 1,40 % de carboidratos. Por meio da análise das propriedades funcionais observou-se que as proteínas solúveis no NaCl (PS) e as proteínas extraídas com NaCl das proteínas totais (PT) apresentaram, respectivamente, os seguintes resultados: pH 7.0: avestruz (7,40 % e 38,06 %), ema (8,52 % e 36,11 %) e frango (7,68 % e 41,88 %); pH 5.5: avestruz (5,87 % e 30,18 %), ema (6,53 % e 28,54 %) e frango (5,65 % e 29,97 %) e pH 3.0: avestruz (3,04 % e 15,64%), ema (3,29 % e 13,97 %) e frango (2,85 % e 15,52 %). Na análise da capacidade de retenção de água obteve-se para avestruz (73,19 %), ema (66,25 %) e frango (67,13 %). Com relação à capacidade de emulsificação no pH 7.0 foram obtidos estes resultados: avestruz (21,42 mL óleo/ 100 mg de proteína), ema (18,98 mL óleo/ 100 mg de proteína) e frango (31,87 mL óleo/ 100 mg de proteína). Para a estabilidade da emulsão (pH 7.0) obteve-se: para avestruz (36,33 mL liberado (água e óleo)/ 100 g de emulsão)... (Resumo completo, clicar acesso eletrônico abaixo) / Abstract: This study aims to assess the functional properties of both Rhea (Rhea americana) and Ostrich meat (Struthio camellus) through a comparive study to chicken meat (Gallus domesticus). For that, myofibrillar proteins solubility, water retention capacity, total proteins emulsifying capacity, emulsion stability and losses due to cooking, evaporation and meat proteins drip loss were analyzed. This results obtained through the nutritional composition analysis of the muscle Iliotibialis lateralis of poultry: to ostrich 19,59 % proteins, 75,53 % humidity, 1,37 % fat, 1,13 % ash and 2,38 % carbohydrate; to rhea 23,50 % proteins, 74,19 % humidity, 1,11 % fat, 1,13 % ash and 0,07 % carbohydrate and to chicken 18,35 % proteins, 73,30 % humidity, 5,92 % fat, 1,03 % ash and 1,40 % carbohydrate. Through the functional properties analysis we observed that the soluble proteins in NaCl (PS) and the extracted proteins with NaCl from total proteins (PT) presented, respectively, the following results: pH 7.0: to ostrich (7,40 % and 38,06 %), rhea (8,52 % and 36,11 %) and chicken (7,68 % and 41,88 %), pH 5.5: to ostrich (5,87 % and 30,18 %), rhea (6,53 % and 28,54 %) and chicken (5,65 % and 29,97 %) and pH 3.0: to ostrich (3,04 % and 15,64 %), rhea (3,29 % and 13,97 %) and chicken (2,85 % and 15,52 %). Analysing water retention capacity we obtained to ostrich (73,19 %), rhea (66,25 %) and chicken (67,13 %). Regarding the emulsifying capacity in pH 7.0 these results were obtained: ostrich (21,42 mL oil/ 100 mg proteins), rhea (18,98 mL oil/ 100 mg proteins) and chicken (31,87 mL oil/ 100 mg proteins). For the emulsion stability (pH 7.0) we obtained: to ostrich (36,33 mL released (water and oil)/ 100 g emulsion), rhea (81,00 mL released (water and oil)/ 100 g emulsion) and chicken (0,66 mL released (water and oil)/ 100 g emulsion). The values found to cooking losses were: ostrich (21,77 g/ 100 g sample)... (Complete abstract click electronic access below) / Mestre

Previous studies have shown that many drivers are unable to provide the right amount of steering torque when facing an imminent collision with an upcoming obstacle. In some cases, drivers under-react i.e., they provide too low steering inputs and thus collide with the obstacle in front; in other cases, drivers might apply a higher steering input than necessary, potentially resulting in the vehicle leaving the road or losing stability. The EMA function is an active safety feature which has the sole objective of providing steering torque interference when performing such a manoeuvre. The motivation for the thesis work is to overcome some limitations of the existing MA function which does not incorporate the ability to differentiate driver reactions. In this thesis, an Evasive Manoeuvre Assist (EMA) function is designed to adapt to both types of the drivers, by an optimised steering torque overlay. The existing current EMA function is always amplifying the driver steering inputs using a feed-forward controller. The focus of this thesis work is to identify and dene a proper steering sequence reference model for closed-loop feedback control design. A simple single-point preview model is designed first to calculate the reference steering angle. A few test scenarios are set-up using the IPG CarMakerTMsimulation tool. The reference model is then tuned with respect to the amplitude and frequency by batch simulations to obtain the optimal steering prole. A feedback controller is then designed using this reference model. The controller is implemented in a real-time environment, using a Volvo rapid-prototype test vehicle. Preliminary variation tests have shown that the developed controller can enhance both an over-reacting and under-reacting driver's performance during an evasive manoeuvre, by applying assistance/resistance EPAS torque timely. The designed EMA function is shown to accommodate different driver reactions and provide intuitive torque interference. As opposed to the earlier notion that the EMA function only assists the driver with an additional steering wheel torque, it was shown that the optimal steering torque overlay might be in the form of assistance or resistance.

Breast cancer is the most common cancer in women worldwide and the solid tumor type for which the highest number of drugs have been approved to date. This study examines new drug approvals for breast cancer by the United States Food and Drug Administration (FDA) and the European Medicines Agency (EMA), based on an analysis of regulatory documents from both agencies for the period from 1995 to 2018. Of the 29 breast cancer drugs approved over this time span, 17 received positive decisions from both the FDA and EMA, including all drugs licensed after 2008. Nineteen of the 25 FDA-approved drugs, but none of the EMA approvals, benefited from special regulatory pathways (such as fast track, breakthrough therapy, or priority review). In the U.S.A., four accelerated approvals were granted (of which one, for bevacizumab, was later revoked), while only two drugs received provisional approvals following EMA review. New breast cancer drugs were approved approximately twelve months earlier in the United States than in Europe. These results suggest that a broader use of special regulatory pathways by EMA could help to accelerate access to novel drugs for European breast cancer patients.

Understanding temporal relations among posttraumatic stress disorder (PTSD) symptom dimensions has received increasing attention in research. However, current findings in this area are limited by group-level approaches, which are based on inter-individual variation. PTSD is a heterogeneous syndrome and symptoms are likely to vary across individuals and time. Thus, it is important to examine temporal relations among PTSD symptom dimensions as dynamic processes and at the level of intra-individual variation. The aim of the present study was to capture temporal dynamics among PTSD symptom dimensions at an individual level using unified structural equation modeling (uSEM). World Trade Center (WTC) 9/11 responders (N = 202) oversampled for current PTSD (18.3% met criteria in past month) were recruited from the Long Island site of the WTC health program. Using ecological momentary assessment (EMA), PTSD symptoms were assessed three times a day over seven consecutive days. The person-specific temporal relations among PTSD symptom dimensions were estimated with individual-level uSEM. For the sample as a whole, hyperarousal played a key role in driving the other three symptom dimensions longitudinally, with the strongest effect in intrusive symptoms. However, daily temporal relations among PTSD symptoms were idiosyncratic. Although hyperarousal was a strong predictor of subsequent symptom severity, only 33.95% of the sample showed this predictive effect while others showed more evident temporal relations between intrusion and avoidance. Implications for personalized health care and recommendations for future research using individual-level uSEM in psychopathology are discussed.

No description available.

Battery electric trucks (BETs) offer environmental benefits in terms of reduced carbon emissions and enhanced energy efficiency but have been challenged with economic viability compared to conventional internal combustion engine trucks (ICETs) caused by substantial acquisition costs, limited charging infrastructure, and concerns regarding range and payload capacity.  Previous studies focus on TCO at the vehicle or policy level but overlook the system and firm-level impacts. Operational aspects like vehicle utilization, battery utilization, charging planning, and route optimization are often ignored, potentially underestimating electric freight cost-competitiveness.The research gap does not address the practical needs of fleet operators, especially in scenarios where charging infrastructure is lacking. There is therefore a need to consider the complex system level interactions, market dynamics, technology developments, and operational processes involved in freight shipping. By applying a decision-making under deep uncertainty (DMDU) framework, this study enables informed decisions in unpredictable scenarios, bridging the gap between strategic choices like battery capacity and operational optimization like route planning. This study identifies the most significant factors that affect the TCO of BET fleets and cost-competitiveness relative to ICET fleets, taking into account market-operational interfaces between unpredictable market dynamics and operational processes such as stochastic demand and feature selection from a strategic and operational perspective. 40 tonne truck-trailers for freight distribution networks with distances up to 250 km are considered in the study.  A TCO model of BET and ICET fleets was developed taking into account vehicle route optimization, vehicle selection, and vehicle utilization which was then programmatically iterated by sampling and simulating optimized vehicle routes for a total of 220 224 iterations. The parameter space was screened and reduced with Feature Scoring using Extra Trees approximation of 1st order Sobol Indices. The reduced parameter space was then sampled using Sobol sampling to conduct a Sobol Global Variance decomposition Analysis of TCO, TCO delta, and service level in order to identify the most significant factors affecting BET fleet TCO and cost-competitiveness.To identify cost-competitive scenarios, the Patient Rule Induction Method (PRIM) was used to identify parameter sub spaces to determine scenarios where BET fleets have a lower TCO than ICET fleets. Further visual analysis was done using linear and polynomial regression and kernel density estimation. The analysis shows that both TCO and cost-competitiveness of BETs are primarily affected by shipment demand, distance between distribution center and delivery sites, and battery size, and that a trade-off is made between cost-competitiveness and service level. The results show that cost-competitiveness of electric freight scales with demand, with larger fleets being better able to optimize routing and shipment allocation; balancing the shipment demand to minimize charging times that otherwise would make the fleet less competitive than their fossil-fuel counterparts. This, paired together with higher degrees of vehicle utilization and appropriate battery sizing, allow for electric freight to be cost-competitive even for long-haul distances up to 250 km.  Furthermore, optimization of the Electric Vehicle Routing Problem (E-VRP) with shifts and time windows is shown to have a highly significant effect when minimizing TCO on a fleet level, with the vast majority of optimal ICET routes not being optimal for BETs.The benefits of E-VRP optimization scales with demand and fleet size, indicating that large-scale electrification is required to make BETs cost-competitive.Electrification of road freight is therefore highly contingent on effective route planning and charging scheduling with E-VRP optimization in order to be cost-competitive, which has not been considered in previous literature. Thus previous literature have therefore likely underestimated the cost-competitiveness of electric freight, particularly at medium-long haul distances. / Battery electric trucks (BETs), även kända som batterielektriska lastbilar, erbjuder miljömässiga fördelar genom minskade koldioxidutsläpp och förbättrad energieffektivitet. Men de har utmanats när det kommer till ekonomisk konkurrenskraft jämfört med konventionella lastbilar med förbränningsmotor (ICETs) på grund av höga inköpskostnader, begränsad laddinfrastruktur och oro över räckvidd och lastkapacitet. Tidigare studier har fokuserat på TCO (totala ägandekostnader) på fordon- eller policynivå men har inte betraktat TCO på nätverksnivå och från det enskilda företagets perspektiv. Operativa aspekter som fordonssutnyttjande, batteriutnyttjande, laddningsplanering och ruttoptimisering ignoreras ofta, vilket potentiellt leder till en underskattning av elektrisk frakts kostnadskonkurrenskraft. Forskningsluckan tar inte upp de praktiska behoven hos fordonsflottoperatörer, särskilt i scenarier där laddinfrastrukturen är bristfällig. Det finns därför ett behov av att granska komplexa systemnivåinteraktioner, marknadens dynamik, teknikutveckling och operativa processer som är involverade i godstransport. Genom att tillämpa \textit{decision-making under deep uncertainty} (DMDU) möjliggör denna studie informerade beslut i scenarier präglade av osäkerhet och studerar interaktionseffecter mellan strategiska val som batterikapacitet och operativ optimering som t.ex.\ ruttplanering. Denna studie identifierar de mest betydande faktorer som påverkar TCO för BET-flottor och deras kostnadskonkurrenskraft jämfört med ICET-flottor, med beaktande av gränssnitten mellan marknadsdynamik och operativa processer såsom stokastisk efterfrågan och urval av funktioner ur såväl strategisk som operativ synvinkel. 40-ton lastbilssläp för nätverk med avstånd upp till 250 km beaktas inom omfånget för studien. En TCO-modell för BET- och ICET-flottor utvecklades med hänsyn till ruttoptimering, fordonsval och fordonsutnyttjande, vilket sedan programmässigt itererades genom provtagning och simulering av optimerade fordonsrutter för sammanlagt 220 224 iterationer. Parameterrummet granskades och minskades med hjälp av funktionsskattning med hjälp av Extra Trees-approximation av Sobol-indices av första ordningen. Det reducerade parameterrummet provtogs sedan med Sobol-provtagningsmetod för att genomföra en global variansdekomponering av TCO, TCO-delta och servicenivå för att identifiera de mest betydande faktorerna som påverkar BET-flottans TCO och kostnadskonkurrenskraft. För att identifiera kostnadskonkurrenskraftiga scenarier användes Patient Rule Induction Method (PRIM) för att identifiera parametrarum som visar scenarier där BET-flottor har lägre TCO än ICET-flottor. Vidare utfördes visuell analys med linjär och polynomisk regression samt kärnskattning. Analysen visar at kostnadskonkurrenskraft för tunga elektriska fordon primärt påverkas av efterfrågan, köravstånder och batteristorlek, och att det görs en avvägning mellan kostnadskonkurrenskraft och servicenivå. Resultaten visar at kostnadskonkurrenskraft ökar i takt med efterfrågan, då större flottor kan mer fördelaktigt optimera rutter och allokering av leveranser till varje fordon genom att transportefterfrågan balanseras sådan att tiden för laddning minimeras, vilket hade annars gjort de elektriska flottorna mindre konkurrenskraftiga gentemot fossildrivna flottor av tunga fordon. Detta i samband med högre utnyttjandegrad av fordonen och val av rätt batteristorlek gjör att elektrisk godstransport kan vara kostnadskonkurrenskraftig även vid längre körsträckor upp till 250 km. Vidare visar ruttoptimering för BETs (E-VRP) sig vara av stor betydelse när det gäller att minimera TCO på flottnivå, medan majoriteten av optimala ICET-rutter inte är optimala för BETs.Fördelarna med E-VRP optimering skalar med ökande efterfrågan och flottstorlek, vilket tyder på att storskalig elektrifiering behövs för att göra BETs kostnadskonkurrenskraftigaElektrifiering av godstransport är därför starkt beroende av effektiv rutt- och laddningsplanering med E-VRP-optimering. Tidigare litteratur har sannolikt underskattat kostnadskonkurrenskraften för elektrisk godstransport, särskilt vid medellånga och långa transportavstånd.