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I denne forskningsrapport analyseres konsekvenserne af forsinkelser forårsaget af uforudsigelige hændelser såsom ulykker, snestorme og oversvømmelser for godstransport på kritisk infrastruktur. Et eksempel på en kritisk infrastruktur er Limfjordstunellen i Aalborg, der danner grundlaget for casestudiet i rapporten. Forskningen viser for det første, at risikoen for at opleve forsinkelser får logistikvirksomheder til at investere allerede før hændelsen opstår. For det andet, at forsinkelser kan sprede sig i omfang nedstrøms i logistikoperationerne til at inkludere lastbiler og gods, der ikke befandt sig i nærheden af hændelsen. For det tredje, at forsinkelser kan vokse i tidsomfang nedstrøms i logistikoperationerne. For det fjerde, at lastbiler på veje omkring den kritiske infrastruktur bliver også forsinket af hændelser på den kritiske infrastruktur. For det femte, at mere forskning er nødvendig før omkostningerne ved forsinkelser for godstransport ved hændelser som trafikuheld kan kvantificeres. For det sjette, at i danske infrastrukturanalyser undervurderes de omkostninger som uforudsigelige hændelser medfører for godstransporten. This research analyses the consequences of delays caused by unforeseeable events such as accidents, snowstorms and floods for freight transport on critical infrastructure. An example of critical infrastructure is the Limfjord Tunnel in Aalborg, which forms the basis for the case-study in the research. The results are: First, the risk of experiencing delays causes logistics companies to invest before the events occur. Second, delays can spread geographically downstream in the logistics operation to trucks and freight, which was not near the event. Third, delays can increase in time downstream in logistics operations. Fourth, trucks on adjacent roads to the critical infrastructure can also be delayed. Fifth, significantly more research is needed before it is possible to quantify the costs of events for logistics operations on critical infrastructure. Sixth, Danish infrastructure analyses currently underestimate the costs of unforeseeable events for freight transport.

I denne artikel argumenteres og vises der med udgangspunkt i et historiske mobilitetsstudie af Thisted Lufthavns udvikling og foreløbige afvikling, at flyområdet i Danmark har været styret af en betydelig autonomi. Analysen af Thisted Lufthaven viser således, hvordan etableringen og udviklingen af lufthavnen ikke på noget tidspunkt har været drevet af national statslig styring, strategi eller planlægning, men i stedet skabt af en netværkskollation af lokale erhvervsinteresser, gale flyvere, flydrømme, og private nationale/internationale flyoperatører. Samtidig viser casestudiet dog også, at Thisted Lufthavns skæbne efter etableringsfasen har været tæt forbundet med en række nationale og internationale politiske beslutninger om SAS flyvninger, etablering af andre lufthavne og liberaliseringen af luftfarten etc. I konklusionen problematiseres og diskuteres med udgangspunkt i analysen derfor, at der ikke hidtil er udarbejdet strategiplaner for udviklingen i dansk luftfart og lufthavnsstruktur. Et forhold der synes at være specielt problematisk i relation til at håndtere de konkurrencemæssige og miljømæssige udfordringer der knytter sig til udviklingen i flytrafikken nationalt såvel som internationalt., Selected Proceedings from the Annual Transport Conference at Aalborg University, Årg. 8 Nr. 1 (2013): Selected Proceedings from the Annual Transport Conference at Aalborg University

A novel data-driven engine for identifying trailer capacity sharing opportunities during shipment planning stages is developed for providing a practical solution for collaborative freight logistics. The engine is based on a novel trailer capacity graph (TCG) that describes the real-time trailer capacity status of all collaborating partners. Compared with previous methods that replying on OD of shipments and trailer trips, the application of a TCG enables this engine to match shipments with both the OD and the route of trailer trips. Moreover, special treatments of a TCG, namely trailer route approximation and route shape simplification, dramatically reduce the computational cost, which makes this engine extendable for serving more than two collaborating partners in real-time. Experiments using this engine based on real-world data provided by two companies first illustrate that users of this engine should be aware that the configuration of the treatments of TCG is a trade-off between computational performance and effectiveness in identifying opportunities. Secondly, experiment results suggest that this two-partners collaboration implies an imbalance favourable towards the smaller operator. However, this unfavourable imbalance for the larger operator is likely to reduce as the number of operators joining the collaboration increases.

Transportation sector has the highest growth rate of greenhouse gas emissions compared to other sectors. The fact that the current practice of freight transportation strategies is not sustainable in the long run, motivates the urgent need of sustainable transportation strategies with less negative effects on the environment and the society. As one of the possible sustainable solutions, collaborative planning of freight delivery has attracted the interest of professional and scientific communities. This work illustrates some strategies of the collaborative freight transportation., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 26 No. 1 (2019): Proceedings from the Annual Transport Conference at Aalborg University

Due to the continual increase of the global containerized trade, many container terminals face the problem of high demands that their current resource capacity cannot afford. The consequences of such situation are not only the long queues of trucks at the entrance gates and storage yards but also the large turnaround times of trucks. In response, Truck Appointment Systems (TAS) were introduced to schedule truck arrivals in order to alleviate the terminal rush hours, however, the mandatory appointments developed by TASs have a negative impact on the operations as well as resources of the trucking companies. In recent literature, this issue was considered by introducing collaborative TAS in which the trucking companies as well as the container terminals collaborate to set the truck appointments. This work elaborates on the difference between traditional and collaborative TAS and demonstrates how collaborative TAS can improve the performance of the container terminal and reduce the cost of the trucking companies., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 26 No. 1 (2019): Proceedings from the Annual Transport Conference at Aalborg University

In the recent years, Horizontal Collaboration(HC) has gained an increasing attention in literature as anefficient practice for sustainable freight transportation.However, successful applications of HC in freighttransportation, are rarely reported. This paper contributes toliterature by a Decision-Making Trial and EvaluationLaboratory (DEMATEL)-based approach to develop a betterunderstanding of the main barriers to the implementation ofcollaborative freight transportation in practice. A set of barriersis identified by an extensive literature review, and is groupedinto six categories, i.e. “Design of the collaboration process”,“Information sharing and collection”, “ Partners’ behaviors andtheir relationships”, “Decision making algorithm”, “Web-basedinformation system”, and “Market structure and regulatinglaws”. Then, the DEMATEL method is used to develop causalityand prominence relations among these categories. Finally, thecontributions of barrier categories to the success of thecollaboration process and interrelationships among them aredetermined. The results of this work can provide guidelines todecision makers to address those critical barriers for makingcollaborative logistics practices a success.

Cities across Europe face significant challenges in relation to urban freight transport. The economic development in recent years have boosted activities in the city centres demanding increased freight transport. At the same time, urbanization has increased congestion issues and initiatives to minimize traffic in city centres have made city centres less accessible for freight transport vehicles.A number of studies have explored how to optimize freight transport and minimize the negative externalities through collaborative logistics, a concept which has received a lot of attention in recent years. Collaborative logistics can be either a vertical collaboration between actors of the same supply chain, or a horizontal collaboration between direct competitors, for example competing logistics companies, aiming to decrease the costs of transportation and increase fleet utilization by sharing assets, information, knowledge etc.The idea is built around an example if two competing logistics companies each have half a truckload of goods on the same route, then it makes sense for the companies to share the transport, place the goods on one full vehicle and share the saved costs. In turn, this will also generate environmental benefits, i.e. minimize driving and thus emissions of greenhouse gas, particles and noise.This study provides an overview of the concept of collaborative logistics, and employs mathematical modelling to quantify the benefits which can be gained from collaborative logistics in urban freight delivery and interview-based methods to identify the challenges of implementing collaborative logistics in this setting in practice.The study shows that horizontal collaborative logistics, i.e. collaboration between competing logistics companies, is found the most suitable approach to optimize logistics within given case of Aalborg. Within horizontal logistics two approaches are found, capacity sharing and order sharing. The study shows, that order sharing is the most beneficial approach. Using real-life data from two competing logistics companies, the analysis reveals that collaborative delivery and order sharing can reduce the total travelled distance of each company by an average of 24.75% compared to the non-collaborative distribution. Importantly, the analysis also reveals that even if the participating competitors only choose to share a subset of their orders, a significant reduction in travelled distance and emission is still achievable.The analysis of the barriers shows that accessibility limitations in the city, partner selection issues, loss of a competitive advantage, issues in profit and cost sharing, different delivery structures and uncertainty regarding the branding of the delivery were the main barriers. The analysis also revealed that there is a support for collaboration among relevant stakeholders, however, the stakeholders have a low awareness of potential benefits of collaboration.By simulating and proving the potential benefits of collaborative logistics based on real data, and simultaneously identifying the barriers, one of which being limited knowledge about potential benefits of collaboration, this report constitutes an important step towards implementation of collaborative in cities such as Aalborg.

Nowadays, the concept of digital economy along with market competition requires constant modification of current business models and logistic services. Since branded service companies directly interact with customers, the efficiency of the vehicle maintenance strongly influences on the company's level of service. Digital Twins helps to track data of failures throughout the whole transportation and to predict failures of each particular vehicle and plan the full capacity. By the example of the KAMAZ company we analyze the efficiency of such technology for the final customer. The comparison of the predicted number of failures, obtained from Digital Twin, shows a high level of flexibility that could be achieved with such a system, showing a potential towards leasing market.

An efficient infrastructure is essential for economic development. However, economic growth has been closely connected to the increasing road transport. This increases traffic congestions significantly, and road network gets near or at its capacity limits. Hence, congestion has become a central problem in modern cities. Existing traffic information systems do rarely provide optimized information for both users and operators to make quick decisions on alternative routes, and to optimize the capacity of the road network. Therefore, development of an effective and efficient system that will enhance information on traffic congestion and road operation for an intelligent decision-making is essential. Over the last decades, the research interest in traffic congestion has been increasing, but more detailed studies are needed to alleviate existing traffic issues. In this research, we use a systematic approach to investigate the spatio-temporal distribution of traffic congestion patterns on route segments at different temporal granularities to reveal the known problems and discover the unknown. Based on the high-frequent data collected in city of Aalborg (Denmark), through GNSS receivers for 425 cars in two years, an intensive exploration and analysis of complex transport data is considered. Based on the information such as location, time, segment length and road categories, the average time and speed required to cover each route segment will be calculated. The used visualization methods should lead to a better understanding of the behavior of movement patterns and the factors that are influencing the traffic phenomena.

ITS World Congress blev i år afholdt den 10. til 14. oktober iMelbourne, Australien. Kongressen er en af de største årligeevents inden for ITS-feltet. I år var der således 11.496 deltagerefra 73 lande heraf 663 personer, der holdt oplæg på 236 forskelligesessioner samt en imponerende udstilling.

Freight transport has received increasing attention in recent years as regions and cities across Europe are struggling with congestion issues while the industry demands more efficient freight transport. Consequently, there is a need for knowledge about how fast freight moves on the roads and significantly about the location of the bottlenecks. This paper analyses whether such knowledge can be generated using tracking data from logistics companies. The chosen case region is North Jutland in Denmark, and the method deployed is emerging hot spot analysis on tracking data from approximately 1,500 trailers provided by one large Danish logistics company for the period 2012-2016. This methodology is relatively new in the transport field and has never been used in a Danish context before, and the paper shows that by using the tracking data and this methodology it is possible to identify where freight moves fast and slow in the region.

This chapter shows that multinational corporations play a dual role in cluster evolution through the case of the wireless communications cluster in Northern Denmark. On the one hand, they bring in resources to the cluster, such as financial resources, technology, knowledge, innovation networks, and access to new markets. On the other hand, they cause changes in local interaction, decision making in firms, and the scope of activities in the value chain. This chapter highlights the positive and negative effects of multinational corporations (MNCs) and makes the claim that greater emphasis should be placed on MNCs when studying cluster evolution.

This article explores the potential of Bluetooth and WiFi sensor network tracking to estimate the flow of passengers on rails. The article shows that this technology makes it possible to estimate the relative flow in the network, even when used in a setup with a minimum of sensors on selected railway stations, and also how free tickets influence the relative flow on routes in the network. This paper presents the first contribution where Bluetooth and WiFi tracking data has been used to estimate the impact of free tickets on railways in Denmark.

Traditionally, focus in the transport field, both politically and scientifically, has been on private cars and public transport. Freight transport has been a neglected topic. Recent years has seen an increased focus upon congestion as a core issue across Europe, resulting in a great need for knowledge about how congestion influences freight transport. This article presents an analysis of how fast freight move in Northern Jutland Denmark and how this has developed through time, and the analysis contributes to the state of the art in two ways. First, the analysis is based on unique data, tracking data from two major Danish logistics companies, and thus tracking data from thousands of trucks. Current speed statistics in the region rely on sensor networks which cannot distinguish clearly between trucks and other vehicles, which means that there are significant uncertainties regarding the current speed data for freight. Secondly, the analytical methods used, space-time cubes and emerging hot spot analysis, are also new in the freight transport field. The analysis thus estimates precisely how fast freight moves on the roads in Northern Jutland and how this has evolved over time.

Danske pendlere kører fortrinsvist i bil – også i store byer som København. Når rejsetiden er 20 minutter i bil var der blandt pendlere bosiddende i Hovedstaden godt 15 % cyklister, 35 % bilister og 15 % i offentlig transport. De resterende 35 % var enten til fods eller vekslede mellem forskellige transportmidler fra dag til dag. Tilsvarende ved 20 minutter var andelene blandt sjællændere godt 5 % cyklister, 55 % bilister og godt 5 % i offentlig transport. Region Nord- og Midtjylland havde begge 5 % på cykel, 75 % i bil og 5 % i offentlig transport. I Syddanmark sås ved 20 minutters rejsetid 10 % cyklister, 60 % i bil og 5 % i bus/tog. Beregningerne er baseret på data fra en spørgeskemaundersøgelse blandt 2235 pendlere. Vi estimerede elasticitet i transportmiddelvalget med hensyn til rejsetid i bil. Rejsetiderne blev beregnet ved brug af Google Maps Distance Matrix. Pendlerne var alle i beskæftigelse, 18-65 år og med samme fordeling af køn, alder, geografi og uddannelse, som den danske baggrundsbefolkning. Desuden præsenteres en typologi afpendlere, der indeholder 4 overordnede grupperinger. “Bilister uden klare holdninger” (32 %), “grønne pendlere i storbyen” (30 %), “bilister der bor uden for de store byer” (23 %) og endelig ”anti-grønne bilister” (15 %). Denne opdeling i pendler-grupperinger indeholdt overraskende få holdninger og kultur., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 No. 1 (2016): Proceedings from the Annual Transport Conference at Aalborg University

Der har i de seneste år været et stigende fokus på trængsel på de danske veje, f.eks. omkring Limfjordstunnelen i Aalborg og på de østjyske motorveje. Traditionelt har fokusset i trængselsdebatten, såvel politisk som forskningsmæssigt, været på privatbilisme og offentlig transport. Godstransport, og dermed grundlaget for danske virksomheders konkurrenceevne, hasr været et negligeret emne. Der er derfor et stort behov for ny viden p,, hvordan trængsel påvirker godstransport i Danmark, viden som er et nødvendigt grundlag for velfunderede politiske beslutninger på godstransportområdet.

Hazardous road locations (HRL) are traditionally identified on the basis of reported accidents. However, the number of reported accidents is low and the dark figure is high. Hence identification of HRLs in traditional way is associated with uncertainty. Also, it is retrospective, i.e. the accidents have to occur before road safety enhancements can be made. The objective has been to build a predictive model for identification of HRL on the basis of Floating Car Data (FCD) associated with acceleration data. Strong decelerations are often involved in road accidents. From conflict studies it is known that there is a connection between the number of conflicts and the number of accidents. The hypothesis was that concentration of jerks, which is the derivative of the deceleration, can be used for identification of HRL and that these are better for this task than deceleration. A study is based on data from three months of driving by 380 cars, which is equivalent to a distance of 1.9 million km. This indicates that concentrations of decelerations are located where there are high traffic volumes, but not that the design and furniture of the road on the location can explain an HRL. This also indicates that concentrations of jerks can be found where the road has safety problems or is inappropriately designed. This is supported by literature dealing with this topic. On the other hand, jerks are very sensitive to unevenness in the road surface, and data from these locations must be removed in order to have reliable identification on the basis of jerks. It is therefore expected that focusing on position and acceleration changes 1-2 seconds before/after significant jerks will form a reliable basis for identifying HRLs.The purpose of the abstract is partly to discuss the results so far and partly to discuss and explorer if these combinations of time series surrounding the jerks are a feasible approach to identify HRL.