On-Ramp to Innovation: Let's co-create together our Future ... · Let's co-create together our...

35
On-Ramp to Innovation: Let's co-create together our Future Transport Infrastructure by Thierry GOGER FEHRL Secretary-General

Transcript of On-Ramp to Innovation: Let's co-create together our Future ... · Let's co-create together our...

  • 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