Post on 07-Oct-2020
transcript
On-Ramp to Innovation:Let's co-create together our
Future Transport Infrastructure
by Thierry GOGERFEHRL Secretary-General
FEHRL Members and Associates
AIT with TUW
ANASwith UNIFI
BRRC
IGH
RWS-DVSwith TNO &TUD
DRD
IBDIM
LNEC
CESTRIN
ZAG
KEDEwith NTUA
KTI
ICERA
LAVOC
NRAwith UCD & TCD
CIRTNENS
IFSTTAR
NPRAwith NTNU & SINTEF
VTI
CEDEX
CDV
TRLTECER
BAST
Derzhdor
INRC
ARRB
IP
LVCELI
FHWA
RRIPCH
KGM
U. ZILINA
http://en.wikipedia.org/wiki/File:Flag_of_Serbia.svghttp://en.wikipedia.org/wiki/File:Flag_of_Lithuania.svghttp://en.wikipedia.org/wiki/File:Flag_of_Lithuania.svg
R&D&I Priorities in Transport Infrastructures
Governance for implementation Carbon
and Environment
Maintenance & upgrading of ageing
infrastructure
Cross &Multi-Modalintegration
Digitalisation
Safety & Security
Resilience
Automation Readiness - Challenges
Gartner Hype Cycle 2014 -2018
Automation Readiness - Challenges
• Long transition phase where conventional vehicles coexist with partially and fully automated vehicles.
• Automation shall be mentioned in strategic transport plans
• (Connected) Infrastructure requirements shall be clearly formulated yet.
This project has received funding from the European Union’s Horizon 2020 research and innovation programme under grant agreement No. 723201
www.h2020-coexist.eu
Macro
• Capacity• Volume – Delay
Function
AV-ready microscopic and macroscopic traffic modelling tools
Slide 6
Micro
DemandModelling
www.h2020-coexist.eu This project has received funding from the European Union’s Horizon 2020 research and innovation programme under grant agreement No. 723201
Automation Readiness – Preliminary results
This project has received funding from the European Union’s Horizon 2020 research and innovation programme under grant agreement No. 723201-28 www.h2020-coexist.eu
Space Efficiency Definitions:Space claim
– Space occupied by a moving vehicle is not only the length of the vehicle itself, but also includes the headway in front of it
– The headway depends on both the speed and the assumed reaction time: between 0.8 and 2.0 s for common values
– In our computations, we take into account the required headway, not the actual one
• Space claim [in meter]: sum of– Length of the vehicle – Headway the vehicle requires at a given speed
This project has received funding from the European Union’s Horizon 2020 research and innovation programme under grant agreement No. 723201
www.h2020-coexist.eu
Results: space claim (mean)
• Constant space claim for conventional vehicles over three scenarios
• Increased space claim for cautious CAVs (cars and trucks) in sc. 2
• AK vehicles 25% lower space claim than conventional
NormalCar
NormalTruck
CautiousCAV Car
CautiousCAV Truck
AllKnowingCAVCar
AllKnowingCAVTruck
Scenario 1 39,9 48,4
Scenario 2 38,3 48,2 77,0 89,3
Scenario 3 40,7 50,2 31,5 42,0
Scenario 4 31,1 40,5
0
20
40
60
80
100
Scenario 1 Scenario 2 Scenario 3 Scenario 4
met
er
Space claim (mean)
NormalCar NormalTruck
CautiousCAVCar CautiousCAVTruck
AllKnowingCAVCar AllKnowingCAVTruck
Scenarios CAV TypeCars
Conventional
TrucksConvention
al
CarsCAV
TrucksCAV
Scenario 1 No CAV 90 % 10 % 0 % 0 %
Scenario 2 50% CAV Cautious 45 % 5 % 45 % 5 %
Scenario 3 80% CAV All knowing 18 % 2 % 72 % 8 %
Scenario 4 100% CAVAll Knowing 0 % 0 % 90 % 10 %
10
DG Move : C-ITS II : Physical & Digital Infrastructure• https://ec.europa.eu/transport/sites/transport/files/2017
-09-c-its-platform-final-report.pdfRecommendations :• 1. Infrastructure will continue to play a role.
Infrastructure to help create growing “Level 4” islands! A true Level 5 possible?
• 4a. Road Operators, OEM’s and suppliers to jointly investigate how physical and digital infrastructure can contribute to redundancy and safety in accurate positioning. Focus on high risk (eg tunnels, urban canyons,..) and work zones
• 5a. Standardized C-ITS messages for traffic regulations, to assure vehicle takes the right decisions
https://ec.europa.eu/transport/sites/transport/files/2017-09-c-its-platform-final-report.pdf
CEN TC226 WG12 : Road adaptation to CCAM
New Adhoc expert group with 4 Task GroupsTG 1: Better understanding of sensors (including its connectivity),TG 2: Synthesis of projects,TG 3: Focus on the work zones and toll gates,TG 4: Supply Road databases and protocols.
TG 1 :• Understand how machine vision and sensors are experiencing
the road infrastructure • TC226 standards : from «human vision» only, to also include new
performance requirements for « machine vision »?• Provide public procurement tools for future road infrastructure
Camera Vision (Mobileye Statement)
Visual machine detection of the Infrastructure :Lane markings If you can not see it, the camera can’t see it either!If you can see it, not sure if the camera can see it !All weather visibility of the road infrastructureFrequency of LED in VMS
Camera Vision (Mobileye Statement)
Visual machine detection of the Infrastructure :Traffic SignsToo many variants in messages – Vienna ConventionText only signs are not visually unique (high false ratings)
Other Sensors : Lidar & RadarRedundancy needed for higher SAE levels :
How to make road infrastructure better visible to Lidar based sensors?
Radar based sensors only detect large objects (vehicles –road edge )
16
EXPECTED BENEFITS
MEDIUM GAPS 15-25 m (SAE 1 to 3)• Idem + Aerodynamic drag forces
reduced ⇒ CO2 reduction (5-8% for the leader, 10-12% for the followers)
• Lane capacity increased by up to 100%
• Harmonized velocities, no overtaking ⇒CO2 reduction (2-3%), smooth driving, increased road safety
• Lane capacity increased by 30-50%• Less stress and fatigue for the drivers
SHORT GAPS 5-10 m (SAE 4)
750 km150 M.h
950 km250 M.h 66%
17%
17%
Performance
Logistique
Fuel/CO2
Gains
DAF Daimler Scania Volvo
17
CONDITIONS OF IMPLEMENTATIONPLATOONING UNDER SPECIFIED CONDITIONS IN DEFINED ZONES
• Only on motorways or highways (2 x 2 separated lanes):6 truck (16.5 m) in a platoon at 10 m spacing → platoon length = 150 m→ overtaking distance < 800 m (car speed = 120 km/h, truck = 90 km/h)
• Platooning zones: no busy interchange, exit/entrance• Good weather conditions (no fog, snow or ice…)• Proper signalling at the back of a platoon (day/night)• Attention should be paid to the differences of road grip conditions
(tires, payloads…) in a platoon• Rutting!
18
IMPACT ON INFRASTRUCTURE
BRIDGE LOADING
18
20 m 40 m
Gap 5 m
Gap 10 m
60 m
Gap5 m
Gap 5 m100 m
Gap 10 m
Load effect: bending moment10 m: 1.3 to 2 (60-100 m)5 m: 1.25 to 2.5 (40-100 m)⇒ Covered by extrapolations, dynamic coefficient and partial safety factors for new bridges (Eurocodes), but fatigue…
Challenges
1 2 3 4
Induction-heating of asphalt mixtures
Increase service life of road surfaces >30% Non-intrusive treatment
• When should the induction healing treatment be applied?• How many treatments can be applied?• Is it effective in all type of asphalt mixes?• Which is the expected service life extension?• Which is the impact of aging in the healing performance?• Can the asphalt mixture be recycled?
but…
Further development of healable asphalt mixtures (HAM) via induction heatingto overcome the technical barriers for the industrialization and market uptake.
Project approach and consortium
metal particles
Up-scalingbitumen Design AC and PA mixes
recyclability
air voids
Healing actions: when? How many?
ALT
Optimization of HAM main
factors
Optimization of healing treatment and HAM
mechanical performance
Pilot scale validation
Environmental and economic
assessment
LCCALCA
The technology can be applied to dense and open-grade mixes (AC and PA mixes). It can be applied to heal fatigue and ravelling damage. One treatment Increases in the fatigue life of 70% and 80%. Two treatments Increases in the fatigue life up to 140% were observed.
Results (1/3)
Optimal application of the healing treatment.
For ravellingbeginning of the service life. For fatigue when the modulus reaches half of its
initial value.
Optimal number of treatments:
For fatigue 2 actions. The healing rate reducesdrastically after the third action.
For ravelling >3 actions (Cantabro test). Noreduction on the healing effect was observed.
Results (2/3)
No healing
Bearing capacity as an indicator for the application of the healing treatment?
Aged HAM can be reused as RAP in new HAM withoutsignificantly losing mechanical or healing performance.
No need for extra equipment at the asphalt plant. No damage on the road surface was observed and the
density was not affected after the induction heating. LCA and LCCA feasible technology from the economic
and environmental point of view.
Results (3/3)
Position Paper
• Reduction of fuel use up to 5%• upgrade of two third of the entire road
network of Europe = yearly savings of 28 million tonnes of CO2 = 6 million zero-emission cars
Position Paper
• Encourage Member States and local and regional road authorities to consider the CO2 effect in their road maintenance plans.
• Initiate a study to demonstrate how prioritisingmaintenance and upgrading of pavement quality has benefits in terms of CO2 emissions, as well as for growth and jobs.
• Include CO2 as additional criterion in prioritising road maintenance
• Tools such as Green Public Procurement and the EU directives on public procurement should be used to include such additional criteria
Main objectives
• Towards a more environmentally friendly pavement– Increase recycling rate
– Recycling rate targeted : 50 – 70 %
– Save natural resources• virgin petroleum bitumen• virgin aggregate from quarries
Take most advantages from the old brittle bitumen remaining from reclaim materials
At least: same level of quality in comparison to conventional technics
• Evaluation of 3 alternative bio-materials designed to help recycling (rejuvenators full replacement)
Proposal
• Technical assessment• Demonstrator: IFSTTAR
accelerated pavement testing facility• Distress mechanism monitoring• Innovative non-destructive method
• Environmental assessment• Life cycle assessment• Fume emission measurements
SylvaroadTM Biophalt® Epoxidized methyl soyate
1st output : an innovative mixTo design mixes with high % of very old RA and biomaterials
• A new type of base course mix has been designed: GB5 type mix (50 % RAP and 70% RAP) using aggregate packing concept (by maximizing their interlock)
– Designed according to:» Aggregate availability in the plant» Lab studies of blends with virgin binder and recovered
RAP binder in order to determine optimal dosage
• Main mix properties:• Very dense mix• High modulus with a relatively
equivalent « soft binder » • Low binder content 4.5%
• Only 2.8% added binder at 50%RAP
2nd output: to lay at full scale these innovative materials
Construction of the demonstration test strip was done in May 2017MIX1-3: 50% RA / EME: 20 % RA
3rd output : high performance in comparison to the conventional mix
• Low rutting level• After 1 million cycles: no cracks on the innovative materials, some
cracks on the reference material (High modulus mix – EME)• After 1.8 million equivalent loadings at 65 kN, no cracks on two
innovative materials, 10% on one innovative material, 27% on the reference EME
• Results confirmed by FWD measurements and in-situ micro-sampling and testing
MIXES Air voids Rutting estimates after initial consolidation
Reference: EME 3.4% 1%
Mix1 3.3% 2%
Mix2 1.6% 2%
Mix3 2.0% 1%
4th output : positive environmental impact
• Measurements of fume emissions in lab– Allows defining a limiting mixing temperature in order to remain below
organic compound emission of conventional mix for each technology.
• Life Cycle Assessment (cradle-to-gate) • The 3 BioRePavation technologies reduce the consumption of non-
renewable resources, and even increase the use of renewable resources in the case of the Biophalt mix.
• Generally the investigated Bio-Asphalt mixtures have lower impact on the environment. In particular, when biogenic carbon is included, the climate change indicator is positively affected. Land Use indicator is significantly negatively affected from BMs if they are not considered as waste. Use of BMs in asphalt mixes is significantly beneficial if these are derived from waste.
• Environmental control could be carried out by agencies by limiting Transport distances
Conclusion
• Concept validated!– It is possible to manufacture (in conventional asphalt plant) and also to
lay (at full scale) a road material with 50% of RA while reducing the amount of fresh bitumen (up to full replacement)
– Durability: the 3 innovative materials behave better that the reference one which is largely used in Europe for base courses
• In-situ micro-sampling useful to detect distress mechanism linked to ageing
– Environmental impact globally positive
• Next step:– Deployment of the BioRePavation innovations in various climates and/or
local technical policies helped by EU and US lab studies– Evaluation of long term durability on the test section– Test this concept with other types of mixes including cold mixes– Dissemination (scientific papers, seminars ….)
Horizon Europe
Budget: €100 billion*
* This envelope includes EUR 3.5 billion allocated under the InvestEU Fund.
Graphique1
Open Science
Global Challenges & Ind. Competitiveness
Open Innovation
Strengthening ERA
Euratom
in XX prizes
€ billionIn current prices
€25.8
€52.7
€13.5
€2.1
€2.4
25.8
52.7
13.5
2.1
2.4
Sheet1
in XX prizes
Open Science25.8
Global Challenges & Ind. Competitiveness52.7
Open Innovation13.5
Strengthening ERA2.1
Euratom2.4
To resize chart data range, drag lower right corner of range.
Horizon Europe
Clusters Areas of intervention
Health * Health throughout the life course * Environmental and social health determinants
* Non-communicable and rare diseases * Infectious diseases * Tools, technologies and digital * Health care systems
solutions for health and care
Inclusive and Secure Societies
* Democracy * Cultural heritage * Social and economic transformations * Disaster-resilient societies * Protection and Security * Cybersecurity
Digital and Industry
* Manufacturing technologies * Key digital technologies* Advanced materials * Artificial intelligence and robotics * Next generation internet * Advanced computing and Big Data * Circular industries * Low carbon and clean industry* Space
Climate, Energy and Mobility
* Climate science and solutions * Energy supply* Energy systems and grids * Buildings and industrial facilities in energy * Communities and cities transition * Industrial competitiveness in transport * Clean transport and mobility * Smart mobility * Energy storage
Food and Natural Resources
* Environmental observation * Biodiversity and natural capital* Agriculture, forestry and rural areas * Sea and oceans* Food systems * Bio-based innovation systems * Circular systems
Thank you for your attentionand for your cooperation
More information at www.fehrl.org
http://www.fehrl.org/
�On-Ramp to Innovation:�Let's co-create together our Future Transport InfrastructureSlide Number 2Slide Number 3Slide Number 4Slide Number 5AV-ready microscopic and macroscopic traffic modelling toolsAutomation Readiness – Preliminary resultsSpace Efficiency Definitions:�Space claimResults: space claim (mean)DG Move : C-ITS II : Physical & Digital InfrastructureCEN TC226 WG12 : Road adaptation to CCAMCamera Vision (Mobileye Statement)Camera Vision (Mobileye Statement)Other Sensors : Lidar & RadarSlide Number 15Slide Number 16Slide Number 17Slide Number 18ChallengesSlide Number 20Slide Number 21Slide Number 22Slide Number 23Slide Number 24Slide Number 25Main objectivesProposal1st output : an innovative mix�To design mixes with high % of very old RA and biomaterials 2nd output: to lay at full scale these innovative materials�3rd output : high performance in comparison to the conventional mix4th output : positive environmental impactConclusionHorizon EuropeHorizon EuropeThank you for your attention�and for your cooperation