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Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST.2010.1.1-1. | Award Amount: 2.84M | Year: 2011

With foreign direct investments still on the rise and on-going globalization of production and distribution activities, supply chains are often of international nature, encompassing a wide range of various transports and handling elements. The current transport system is powered by 95% petroleum products and is accountable for about 23% of the global energy related CO2 emissions. The potential for achieving a measurable impact by improved transportation processes within supply chains on the worldwide scale is therefore huge. In the past, carbon footprint calculation obligations did not exist in the sector of transport and logistics, neither on national nor on international levels. Approaches were taken by individual organizations and corporations to develop methods, tools and databases for emission calculations. These approaches vary hugely though, and today a wide range of different methodologies and tools are applied by the various players to calculate their CO2 emissions often focusing on a specific mode of transport. Furthermore different databases are used to calculate emissions with some calculations being based on data measured by individual companies and organizations, others being based on default data provided by public sources (e.g. HBEFA, COPERT 4). Various calculation tools apply different indicators and have different application scopes, often making comparison of the results impossible. In order to analyse the efficiency and effectiveness of different supply chains however, such comparability is required: comparison on shippers level, on transport mode level, on shipment level, on carrier level, on product level as well as over time are needed in order to identify best practice and improvement possibilities as well as to analyse the impact of amendments to existing processes. Based on this background, the COFRET projects main objectives are to > review existing methodologies for the calculation of carbon footprint and greenhouse gas emissions (GHG) of freight transport and logistics in the context of supply chains and to evaluate their compatibility with the European standard EN 16258 > identify and prioritise gaps as well as ambiguities in calculation guidelines within the EN 16258 standard regarding coverage of freight transport and logistics in the context of supply chains, supported by the means of real-life case studies > suggest possible approaches to achieve comparability for the calculation of emissions along supply chains, with a special focus on the identified gaps and ambiguities; The COFRET approach will comply fully with the European standard EN 16258, published in 2012. The added value of COFRET is that it provides transparency on existing carbon footprint calculation methodologies and that it provides suggestions for next steps needed in order to achieve a global alignment of calculation principles and comparable reporting as part of a process to support global alignment of standardisation.

Agency: European Commission | Branch: FP7 | Program: CP | Phase: GC-ICT-2010.10.3 | Award Amount: 3.16M | Year: 2010

EcoGem claims that the success and user acceptability of Fully Electric Vehicles (FEVs) will predominantly depend on their electrical energy consumption rate and the corresponding degree of autonomy that they can offer.EcoGem aims at providing efficient ICT-based solutions to this great issue, by designing and developing a FEV-oriented highly-innovative Advanced Driver Assistance System (ADAS), equipped with suitable monitoring, learning, reasoning and management capabilities that will help increase the FEVs autonomy and energy efficiency.EcoGem will base its approach on rendering the FEV:(i)\tcapable of reaching the desired destinations through the most energy efficient routes possible;(ii)\tfully aware of surrounding recharging points/stations while on move.To achieve its goals, EcoGem will develop and employ novel techniques:(i)\ton-going learning-based traffic prediction;(ii)\toptimised route planning;(iii)\tinteractive and inter-operative traffic, fleet and recharging management via V2V and V2I interfaces and communication.EcoGems key-objective is to infuse intelligence and learning functionalities to on-board systems, enabling autonomous as well as interactive learning through V2X interfacing. EcoGem vehicles will learn over time to predict (and thus avoid) congested routes, based on experience that they gather. This learning process will eventually render each EcoGem FEV capable of autonomously classifying routes according to their degree of congestion, enabling energy-driven route planning optimisation.The EcoGem ADAS will additionally cater for the complete planning of the vehicles recharging strategy. This optimisation process will typically include automated battery monitoring and various levels of pro-activeness, optimised scheduling according to several parameters (battery levels, energy consumption rate, desired destination, present location, daytime, traffic, user agenda, etc.), and real-time booking of recharging points.

Agency: European Commission | Branch: FP7 | Program: CP | Phase: SST.2008.4.2.1. | Award Amount: 7.31M | Year: 2010

Evidenced based approaches lie at the heart of the most successful road safety polices and accident and other road safety data is a key component. No single set of data can support all road safety questions and the European Road Safety Observatory has been developed as a focus for a range of data and information types. One part of the Observatory includes a series of data protocols and collection methodologies for a range of data types including national level and in-depth accident data, exposure data and safety performance indicators. Although it is a substantial step forward the ERSO remains the first stage and further development is needed. This proposal addresses the needs for further improvement of the Observatory by enhancing, structuring and applying the data and information it contains. DaCoTA WP3 aims to continue the efforts made in previous projects by gathering, consolidating and standardizing the available road safety data and information, through the exploitation of all available sources, in a systematic and comprehensive way. New data on road safety management processes will be gathered from a selection of key EU Member States together with data concerning exposure and indicators. This will be assembled and structured using, for example, the approaches developed within the Sunflower project. DaCoTA will identify, train and further support new teams across the Member States to conduct detailed accident investigations for safety purposes. It will develop new approaches to evaluate the casualty reduction effectiveness of new technologies and will develop new innovative approaches to gather routine data on normal driving behaviour. Key factors of the proposal include a highly skilled and experienced team to develop the safety information resources, the involvement of industry stakeholders as partners within the project and the close liaison with Member States through enhanced national experts groups.

Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST.2008.4.1.2. | Award Amount: 3.67M | Year: 2009

Between 1994 and 2001, 361 children were injured or killed during transportation to/from their school in Sweden, whereas 455 were killed or injured in Austria only in 2007 and 97 were killed in Italy in 2005. In a single school bus accident in Greece in 2003, 20 children lost their lives. Different as the above numbers may be, they all tell us one thing: Crashes involving school buses and crashes involving children traveling from/to school, are far from negligible and require further efforts to be drastically reduced. SAFEWAY2SCHOOL aims to design, develop, integrate and evaluate technologies for providing a holistic and safe transportation service for children, from their home door to the school door and vice versa, encompassing tools, services and training for all key actors in the relevant transportation chain. These include optimal route planning and rerouting for school buses to maximize safety, on-board safety applications (i.e. for speed control and seat belts), intelligent bus stops, effective warning and information systems for bus drivers, children, parents and the surrounding traffic; as well as training schemes for all actors. The project innovative systems, services and training schemes will be tested in 4 sites Europewide, including North (Sweden), Central (Austria), South (Italy) and Eastern (Poland) Europe; to evaluate their usability, efficiency, user acceptance and market viability; taking into account the very different childrens transportation to/from school systems across the different European regions as well as key cultural and socio-economic aspects.

Agency: European Commission | Branch: FP7 | Program: CSA-SA | Phase: TPT-2007-0.0-05 | Award Amount: 1.16M | Year: 2008

There is a well documented relationship between speed and collisions. Excessive and inappropriate speed is the single biggest contributory factor in fatal road crashes. It increases both the risk of a crash happening and the severity of injuries resulting from crashes. Speed which encompasses excessive speed (i.e. driving above the speed limits) or inappropriate speed (driving too fast for the prevailing conditions, but within the legal limits) is contributing to as much as one third of fatal accidents and an aggravating fact in all accidents. Speeding poses particular risks to vulnerable road users such as pedestrians and cyclists as well. Moreover, speed reduction mitigates the negative environmental impacts of transport. Excessive speed contributes to significant adverse impacts on the environment, as the level of exhaust emissions; fuel consumption and noise emitted by vehicles are closely related to vehicle speed. Speed has also an important impact on the quality of life in urban areas, where fast moving vehicles can interfere with the quality of life of urban residents. Mitigating speed is therefore a cornerstone in bringing safety and sustainability together. The objective of the SHLOW Project is to raise citizens awareness on the link between safety and sustainability in transport research and policy by focusing on speed management as a major aspect in preventing road casualties and protecting the environment. In addition to generally highlighting EU research results in this important area, the European Transport Safety Council (ETSC) and its national member organsations will promote further research into the acceptance and use of speed management technologies such as Intelligent Speed Assistance systems.

Agency: European Commission | Branch: FP7 | Program: CP | Phase: GC-ICT-2011.6.8 | Award Amount: 4.72M | Year: 2012

EMERALD focuses on energy use optimisation and on the seamless integration of the FEV into the transport and energy infrastructure, by delivering clear advances over the state-of-the-art. The goal is to assist the FEV in becoming a successful commercial product.\nTo this end, EMERALD will innovate a range of novel ICT solutions, each one seamlessly integrated with the others, providing a multifaceted and comprehensive approach on these issues. EMERALD will introduce Integrated in-vehicle energy management, comprising:\n\tDynamic energy-driven management of FEV auxiliaries, tightly integrated with consumption prediction functionality, enabling pre-emptive energy conservation measures.\n\tEnergy-efficient long-range route planning and optimisation, enabling extension of FEVs driving range and automatic scheduling of recharging stops en route.\n\tPerformance-centric machine learning for consumption prediction, introducing optimisation and cooperative training of machine learning functions targeted for energy consumption and traffic prediction based on experience.\n\tDriver profiling functionalities, through monitoring of acceleration/braking patterns, for the enhancement of route consumption prediction functionality.\n\tV2G traffic and consumption data synchronisation, as a new cooperative information-sharing scheme.\n\tUser-centric charge and discharge management, enabling automatically-generated, optimal for the user, charge and discharge schedules, accessible both on-board and on his mobile phone.\nEMERALD will also introduce: Enhanced FEV-related power demand prediction and power flow management support, taking advantage of consumption patterns as shared in a cooperative manner by the FEVs themselves, as well as from FEVs recharging bookings; Cooperative FEV fleet management, though holistic and dynamic, multi-parameter, fleet control optimisation, taking into account energy and recharging limitations; and FEV-specific driver training for energy efficiency.

Stawowy M.,Warsaw University of Technology | Targosinski T.,Instytut Transportu Samochodowego
Przeglad Elektrotechniczny | Year: 2013

This paper presents an objective and reproducible method to locate the cut-off line car dipped. This method is based on the location of the border by computer analysis of the image of lights.

Quality of road illumination by headlamps on field conditions rise many doubts despite advanced technology of contemporary design. It is influenced by type approval requirements and exploitation aiming. Both of this thing are insufficiently defined. For improper aiming is responsible exploitation control system especially aiming devices. Headlight's analyzer was worked out as trial of improvement of exploitation conditions. This device ensure much more accuracy and repeatability aiming of all headlighting devices than traditional and allow for photometric measurements and analysis of whole beam pattern.

This paper contains an extract from type approval regulations in scope of LED application in vehicle lamps. The problems concerning tests of the vehicle signaling lamps equipped with this kind of light sources, following imprecise regulations was also discussed. Besides, new technical solutions connected with easy control of LED luminous intensity, including changes of apparent surface size and additional lighting effect was also presented.

Road illumination range for passing beam is restricted as a result of glare minimizing. As effect is beam pattern division to high and low illumination parts separated by "cut-off" line. Further improvement of road illumination is possible by increasing of use driving beam. It concern high beam automatic switching on and off or by automatic adaptation it to driving conditions. In paper are described methods of normalizing of requirements for such lights and possible consequences for road traffic safety and comfort.

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