Samgods: Calibration report

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Samgods:

Calibration report

26th March 2015

Rev.07

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Registered in England and Wales under number 7061009. VAT GB 983 5764 66

The Oriel, Sydenham Road |Guildford, Surrey | GU1 3SR, UK | Phone: +44 (0)1483 814 204 | www.citilabs.com

Rev 0.0 First issue.

Rev 0.2 Included comments from Petter Hill Rev 0.3 Revision of results for Base2006

Rev 0.4 Included comments from Anders Bornström

Rev 0.5 Revision after final calibration with scenario Base2006R62

Rev 0.6 Revision including comments from Henrik Edwards and Petter Wikström Rev 0.7 Revision Petter Hill

Author: Gabriella Sala

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Content

1. Introduction ... 5

2. Input data changes in Samgods 1.0 compared to Samgods 0.8 ... 5

Updates on existing data ... 5

New data ... 5

Calibration ... 5

3. Logistic module setting ... 6

4. New features ... 6

Locked solution ... 6

Other features ... 7

5. Statistics used in calibration and validation ... 8

Calibration statistics ... 8

Validation statistics ... 9

Road ... 10

6. Appendix: Input data used in Samgods1.0 ... 14

6.1. Calibration parameters ...14

6.1.1. Rescaling factors for LOS matrices on sea mode ... 14

6.1.2. Rescaling factor for Kiel canal ... 14

6.1.3. Forbidden over-seas ship transports to domestic small ports ... 14

6.1.4. Capacity constrains in Vänern Lake ... 16

7. Voyager Node ... 16

8. Emme Node ... 16

9. Description ... 16

10. Port area nr. ... 16

11. MAXDWTCONT ... 16

12. MAXDWTRORO ... 16

13. MAXDWTOTHE ... 16

14. Dwell capacity (Tonnes) ... 16

14.1.1. Capacity constrains in Kiel canal ... 17

14.2. Input data ...17

14.2.1. Network ... 17

14.2.1.1. Node table ... 17

14.2.1.2. Link table ... 17

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14.2.2. Nodes ... 17

14.2.1. Vehicles parematers table ... 19

14.2.2. Track Fees and Tolls ... 23

14.3. New input data ...24

14.3.1. Consolidation parameters (general and per STAN group) ... 24

14.3.2. Exceptions on general settings for Vehicle cost ... 24

14.3.3. Capacity table ... 25

14.3.4. Extract procedure parameters ... 28

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1. Introduction

The purpose of this memo is to describe the various activities performed in Samgods v1.0 with the aim to calibrate the Base 2006 scenario used in the 2015 forecast. This Base 2006 will also be the base in the release of Samgods 1.0 in April 2015. The calibration has involved several activities on different areas of the model such as input data revision, capacity constraint procedures and calibration parameters. For each activity a brief description of the implementation and resulting effects are given. The calibration and validation targets used in the process will also be discussed.

2. Input data changes in Samgods 1.0 compared to Samgods 0.8

The input data has been revised with the aim to give a better description of the reality, provide new input data useful for the calibration stage and for the new methods implemented.

Updates on existing data

For road mode the base network has been revised in terms of connectivity and base speed with the aim to obtain realistic route choices. A similar correction on base speeds was applied to the sea mode for some vessel types (vehicles 318 to 321, i e road and rail ferries).

The rail fees were updated and a differentiation was introduced for some countries. The revision also involved revision of the tolls on the Öresund and Stora Belt bridges.

The parameters that control the total cost associated to each sent/received goods was also updated. In particular:

 higher capacities for system trains for all the commodities except iron

 revised loading times for trucks (vehicles 101 to 103)

 default frequency for all modes

 revised loading times and costs for wagonload in STAN groups 10 and 11

 revised costs per hour and per km for all train types New data

A new set of inputs has been specified for the new procedures and are mainly related to capacity constraints. The maximum number of trains per bidirectional link and maximum dwt capacities for Kiel and Vänern canals were specified with estimations based on statistics.

Related to the calibration procedure the ports are now classified in fourteen port areas.

Calibration

Two different sets of scaling factors are specified in the model, for calibration purposes, that change the time perception on the sea costs. The two sets refer to:

 weighting factor for toll applied to Kiel Canal;

 weighting factors for OD-leg times associated with domestic ports. These are differentiated with respect to port area and STAN group.

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In an iterative process the model results are compared with the statistics, and weighting factors were modified with a fix value, increasing if the total tonne volume was above statistics and vice versa. This calculation was made per STAN group and port area. In the Kiel Canal the calibration target was the distribution of tonnes between the Kiel Canal and Skagerack (north of Jylland).

The step length of increasing or decreasing the weighting factors has been reduced along the iterations when getting closer to the statistics targets.

On rail the consolidation levels per chain type have been modified globally, this with the aim to reach a correct loading level compared to the statistics. Different consolidation factors were specified for Paper and pulp, Steel and Lumber since the results were not satisfactory.

Also for road the same technique was applied, in this case to get a better distribution of transport volumes between lorry types.

The technological factors on ports were modified to make Göteborg, Malmö, Narvik and Karlskrona more attractive as transfer points, and by that trying to reduce the transports across Öresund bridge.

In a rather late phase of the calibration work, also some road corridors with considerable deviations in flows compared to statistics were analysed. It led to adjustment of speeds in the corridors with too high flows to make them less attractive (some corridors are Köping to Gävle, the route passing Västervik, the flows across Svinesund and some shortcut paths through Skåne (from south to north and vice versa).

3. Logistic module setting

The allowed chains for each commodity group has been maintained unaltered except for the air mode, where new road chains were added (104 and 105 for C and 318, 319, 320 for P). In the previous setting solutions were not obtained for all the goods aimed for the air mode (product 35), but with the revision all the tons are assigned.

4. New features

In the implementation of the new version capacity constraints for the rail and sea mode have been included. On rail a new methodology that works in pair with the logistic module was developed.

The method, called Rail Capacity Management (RCM) will shift transport chain solutions from rail to other modes, or to other transfer points/routes, until the capacity limits are satisfied at a minimum (ideally) cost. In RCM it is also possible to handle the singular flows (very large observed flows) by locking the transport chain solution from the standard logistics module.

Locked solution

The steel shuttle transports in the base 2030 scenario used Botnia-banan, Ådalsbanan and Ostkustbanan. This led a heavy overload on the southern tracks, and the steel shuttle transports were split into two parts due to insufficient capacity. To keep the steel shuttle intact and to keep a reasonably high transport volume on rail, we first introduced a sufficiently large marginal cost on the southern track to move the steel shuttle to the inland track, stambanan genom Övre Norrland.

Then the steel shuttle was locked to this standard logmod solution, and the overall result led to an accepted total rail transport volume and an intact steel shuttle solutions.

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In principle some flows are shifted in RCM from the standard logistics model solutions, the first best solutions, to alternative solutions (selected among the 2^nd to 5^th best solutions) using the minimization cost criteria. It may happen that RCM during the initial iterations cannot identify a feasible solution, simply because it is impossible with the available transport options. In such cases the model allows for acquisition of additional capacity at a very high cost to ascertain that a technically feasible solution is obtained, which still provides useful information on marginal costs for subsequent iterations. The user could specify the set of transport solutions that shouldn’t be not considered in the RCM problem, and maintain the first best solution from the standard logistics module. A locked solution has been introduced for steel (commodity 17) in 2030.

Other features

For iron ore (P15) the f2f-categories for the PWC-flows have been changed into higher status, involving larger firms, for transports related to Gällivare (both for 2006 and 2030). This allows for system train solutions to be used from and to Gällivare.

Two different approaches have been applied to the sea mode for Kiel Canal and Vänern lake. First all the vessel types exceeding the canal capacity were excluded in the transport chain solutions.

The second one works using the maximum capacity defined in each port. The first method was initially tested on Vänern lake but with poor results. The solution applied gave more realistic results.

On all small ports in Sweden the overseas relations were banned applying a factor that increased the transport time by a factor 10. This technique worked fine except for Gotland, and the reason is that there are no alternatives available. This was considered a minor problem and no further actions were taken.

The extract procedure that summarizes the amounts of loaded vehicles and tonnes from the firm- to-firm solution outputs from logistics model, and computes the od-matrices for empty vehicles based on a number of simple rules, has been revised. The estimation of empties, previously based on a fixed functional form embedded in the program, can now be specified by the user per vehicle type. The original functions have been retained for all the vehicle classes except for the rail mode.

In this case the empty vehicle fractions have been set according to ASEK values (estimated from statistics).

The assignment for rail empty vehicles has been completely revised applying a congested assignment method. The method allows rerouting of the empty rail vehicles on paths less congested, obtaining an overall less overloaded network. In this procedure rerouting of domestic routes into other countries is not allowed.

The congested assignment method is only applied in the finalization of the solution, and with the current empty rail flow function it actually does not change the solution. The exceptions are when RCM is stopped after the first iteration (denoted LP0) with an infeasible solution. In such cases the congested assignment method may reduce the overload somewhat.

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5. Statistics used in calibration and validation

Calibration statistics

The statistics about Kiel Canal distribution and tons per port area and STAN groups were used to setup the cycling calibration process.

Mtonnes per year

Statistic Standard Logistic Rail Capacity

module Management

Tons % Tons % Tons %

Kiel Canal 14.96 16.73% 9.72 15.43% 10.30 16.03%

Jylland 74.48 83.27% 53.28 84.57% 53.98 83.97%

Total 89.45 63.00 64.28

Table 1 Statistics and comparison on Kiel Canal and Skagerach (north of Jylland).

Figure 1 Distribution compared to statistics.

0%

2%

4%

6%

8%

10%

12%

14%

16%

18%

Kiel Canal/ Jylland distribution

Statistics

Standard Logmod RCM

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For the port areas distribution in absolute terms almost all the areas are within the target except Karlskrona-Trelleborg. The deviation for Stenungsund-Strömstad is probably due to a bug in the statistics.

Figure 2 Tons distribution per port area.

Validation statistics

The calibration has followed a top-bottom approach on the targets, giving higher priority to the most aggregated statistics at national level per mode and subsequently to the lower ones.

The transport work per mode is as follow:

Tonkm*10^6 Diff abs

RMSE

ROAD RAIL SEA ROAD RAIL SEA

Statistics 39.90 22.30 36.90 - - - -

Standard Logistics Module 42.07 33.51 38.85 2.17 11.21 1.92 8.2 Rail Capacity Management 45.72 23.87 44.58 5.82 1.57 7.68 6.9 Table 2 Domestic transport work from model and statistics (2006).

0 5 000 10 000 15 000 20 000 25 000 30 000 35 000 40 000 45 000

Tons per port area

Statistics Model RCM

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The Oriel, Sydenham Road |Guildford, Surrey | GU1 3SR, UK | Phone: +44 (0)1483 814 204 | www.citilabs.com Figure 3 Domestic transport work (billion tonkm)

Road

Distribution of vehicles

For the distribution of vehicles there is a lack of statistics for Swedish goods transported on lorry inside and outside Sweden, and therefore the statistics for lorries registered in Sweden have been used. Abroad, Swedish goods are seldom transported with Swedish lorries (just 11 percent of the total tonkm for lorry in the survey was made abroad, this indicates that Swedish goods abroad are not transported with Swedish registered lorries that often).

In the comparison it is also important to point out that the heaviest type lorry (total weight 60 tonnes) is only allowed in Finland outside Sweden. In Figure 4 below a representation at how the model is capturing this. The comparison is in line with the expectations.

Figure 4 International and domestic distribution of the transport work from the model (in percentage).

0 5 10 15 20 25 30 35 40 45 50

Road Rail Sea

Statistics Logmod RCM

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Lorry light LGV.< 3.5 ton

Lorry medium 3.5-16 ton

Lorry medium16-24

ton

Lorry HGV 25- 40 ton

Lorry HGV 25- 60 ton

TKM_INT TKM_DOM TKM_TOT

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Since the statistics survey used give a quite good picture of the vehicle distribution in Sweden, the domestics results from the model were compared with them. The fit with statistics were very good.

Figure 5 Distribution domestic transport work per lorry type.

Figure 6 Distribution of domestic kilometers per lorry type.

Looking at the total model results (domestic and outside Sweden) compared to statistics, keeping in mind that the vehicle distribution for lorries registered in Sweden is tilted to the heaviest vehicles compared to the second heaviest vehicles, we conclude that the results are in line with statistics.

0% 3% 5%

12%

80%

0% 3% 4%

12%

81%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

Lorry light LGV.<

3.5 ton

Lorry medium16- 24 ton

Lorry HGV 25-40 ton

Lorry HGV 25-60 ton

Modelled Statistics

0%

11% 10%

17%

62%

0%

15% 11% 15%

58%

0%

10%

20%

30%

40%

50%

60%

70%

Lorry light LGV.<

3.5 ton

Lorry HGV 25-40 ton

Lorry HGV 25-60 ton

Modelled Statistics

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The Oriel, Sydenham Road |Guildford, Surrey | GU1 3SR, UK | Phone: +44 (0)1483 814 204 | www.citilabs.com Figure 7 Domestic and international kilometers/1000 per lorry type.

Figure 8 Domestic and international ktonkilometers per lorry type

Route choice

The last level of analysis was to check the route choice in the assigned network, the outcome of that is described in under calibration.

0 200 400 600 800 1000 1200 1400 1600

Lorry light LGV.<

3.5 ton

Lorry HGV 25-40 ton

Lorry HGV 25-60 ton

Modelled Statistics

0 5 000 10 000 15 000 20 000 25 000 30 000 35 000

Lorry light LGV.<

3.5 ton

Lorry HGV 25-40 ton

Lorry HGV 25-60 ton

Modelled Statistics

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Rail

For rail the results are acceptable in general. A poor correlation was detected for paper.

Figure 9 Transport work (in million tonkm) for rail per commodity group (STAN) 0

1000 2000 3000 4000 5000 6000

Modelled Statistics

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6. Appendix: Input data used in Samgods1.0

In this appendix we present the input data used in Samgods1.0 for the calibrated scenario.

6.1. Calibration parameters

6.1.1. Rescaling factors for LOS matrices on sea mode

PortArea STAN1 STAN2 STAN3 STAN4 STAN5 STAN6 STAN7 STAN8 STAN9 STAN10 STAN11 STAN12

1 1 0.02 0.02 1 0.02 0.02 2.22 0.9 1.4 0.88 0.02 1

2 1 1.82 0.31 1 1 0.02 2.2 1.3 0.5 0.42 0.1 1

3 1 3.92 0.8 1 1.63 0.02 1.64 1.97 1.78 1.7 1 1.35

4 0.75 2.66 0.6 1.95 4.32 0.02 1 1.35 1.01 1.3 2.75 2.15

5 0.1 0.8 1.76 0.02 0.02 0.02 4.32 0.37 1 0.88 0.3 1

6 0.02 1.8 0.65 2.9 0.06 0.02 2.47 1.6 1.46 1.45 2.3 2.39

7 1 0.02 1 1 1 0.02 1 1 0.8 0.03 1.15 2.45

8 4.32 1 1 1 0.02 1 1 1 1 0.02 1 4.32

9 0.4 0.3 0.3 0.3 1 0.3 0.68 0.3 0.4 0.3 1.04 0.3

10 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9

11 1 0.02 0.13 0.02 1 0.02 0.09 0.25 0.85 0.46 1.1 0.03

12 0.03 0.35 0.25 0.02 0.02 0.02 0.72 0.5 0.8 0.93 1.7 0.2

13 0.02 1 0.23 1 0.02 0.02 0.55 0.9 0.68 0.5 1.9 0.26

14 1 0.22 0.97 0.28 1 0.08 1.58 1 1.02 1.32 0.8 1

Table 3 Scaling factors per port area and STAN group

6.1.2. Rescaling factor for Kiel canal The rescaling factor applied to toll on Kiel canal is 1.55.

6.1.3. Forbidden over-seas ship transports to domestic small ports A factor of 10 has been applied to the following ports:

Voyager Node Emme Node Description Transoceanic factor

41 718021 Sea: Stockholm 10

42 718031 Sea Ferry: Stockholm 10

47 718121 Sea: Södertälje 10

49 718221 Sea: Nacka 10

57 718821 Sea: Hallstavik 10

58 718831 Sea Ferry: Grisslehalm 10

59 718832 Sea Ferry: Kapellskär 10

1100 730521 Sea: Bålsta 10

69 731921 Sea: Skutskär 10

76 738221 Sea: Hargshamn 10

1101 738222 Sea: Forsmark 10

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1102 783421 Sea: Bergkvara 10

1103 784021 Sea: Degerhamn 10

177 786121 Sea: Mönsterås 10

183 788021 Sea: Kalmar 10

189 788221 Sea: Oskarshamn 10

1104 788222 Sea: Oskarshamsverken 10

190 788231 Sea_Ferry: Oskarshamn 10

1105 788321 Sea: Västervik 10

197 798021 Sea: Visby 10

198 798022 Sea: Slite 10

1106 798023 Sea: Storungs 10

1107 798024 Sea: Klintehamn 10

1108 798025 Sea: Strå 10

199 798031 Sea_Ferry: Visby 10

203 808031 Sea_Ferry: Karlskrona 10

208 808221 Sea: Karlshamn 10

209 808231 Sea_Ferry: Karlshamn 10

211 808321 Sea: Sölvesborg 10

1109 826121 Sea Barsebäck 10

263 828221 Sea: Landskrona 10

605 940121 Sea: Rundvik 10

628 948021 Sea: Umeå 10

629 948031 Sea_Ferry: Umeå 10

272 828421 Sea: Höganäs 10

277 828621 Sea: Ystad 10

278 828631 Sea_Ferry: Ystad 10

281 828721 Sea: Trelleborg 10

282 828731 Sea_Ferry: Trelleborg 10

286 829021 Sea: Åhus 10

287 829031 Sea_Ferry: Kristianstad 10

301 838021 Sea: Halmstad 10

305 838221 Sea: Falkenberg 10

310 838321 Sea: Varberg 10

1110 838322 Sea: Ringhals 10

311 838331 Sea_Ferry: Varberg 10

343 844721 Sea: Otterbäcken 10

383 848422 Sea: Lysekil 10

389 848621 Sea: Strömstad 10

390 848631 Sea_Ferry: Strömstad 10

394 848721 Sea: Vänersborg 10

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398 848821 Sea: Trollhättan 10

413 849421 Sea: Lidköping 10

430 876121 Sea: Skoghall 10

1112 876421 Sea: Gruvön 10

1113 878021 Sea: Gruvön 10

447 878121 Sea: Kristinehamn 10

496 898021 Sea: Västerås 10

502 898321 Sea: Köping 10

544 918022 Sea: Norrsundet 10

551 918221 Sea: Vallvik 10

1114 918222 Sea: Sandarne 10

1115 918223 Sea: Ljusne 10

557 918421 Sea: Iggesund 10

1116 926221 Sea: Östrand 10

1117 926222 Sea: Söråker 10

569 928021 Sea: Härnösand 10

1118 928022 Sea: Utansjö 10

577 928221 Sea: Dynäs 10

583 928421 Sea: Örnsköldsvik 10

584 928422 Sea: Husum 10

636 948221 Sea: Skellefteå 10

644 951421 Sea: Karlsborg-Axelsvik 10

659 958121 Sea: Piteå 10

Table 4 Small ports with transoceanic factor.

6.1.4. Capacity constrains in Vänern Lake

7. Voyager Node

8. Emme Node

9. Descri ption

10. Port area nr.

11. MAXDW TCONT

12. MAXDW TRORO

13. MAXDW TOTHE

14. Dwell capacity (Tonnes)

343 844721 ^Sea:

Otterbäcke n

14 ^9999999 ^9999999 ^9999999 4001

394 848721 ^Sea:

Vänersborg 14 ^9999999 ^9999999 ^9999999 4001

398 848821 ^Sea:

Trollhättan

14 ^9999999 ^9999999 ^9999999 4001

413 849421 ^Sea:

Lidköping 14 ^9999999 ^9999999 ^9999999 4001

430 876121 ^Sea:

Skoghall 14 ^9999999 ^9999999 ^9999999 4001

1112 876421 Sea: Gruvön 14 9999999 9999999 9999999 4001

1113 878021 Sea: Gruvön 14 ^9999999 ^9999999 ^9999999 4001

447 878121 ^Sea:

Kristineham n

14 ^9999999 ^9999999 ^9999999 4001

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The Oriel, Sydenham Road |Guildford, Surrey | GU1 3SR, UK | Phone: +44 (0)1483 814 204 | www.citilabs.com Table 5 Dwell capacity for ports on Vänern Lake.

14.1.1. Capacity constrains in Kiel canal

A Voyager node

B Voyager node A emme node

B emme node

MODESTR UL3

26721 26784 551679 550658 xyzpq 20000

26784 26721 550658 551679 xyzpq 20000

Table 6 Dwell capacity for Kiel canal.

14.2. Input data

14.2.1. Network 14.2.1.1. Node table New terminal:

N NORIG SCBSTANN ID_COUNTRY ID_REGION MODE_N UI4 X Y CENTRALL

1120 958412 2584 1 2584 2 0 1723738 7514232 Svappavaara

Table 7 New terminal.

14.2.1.2. Link table

In the network, compared to previous Samgods 0.8 network, there are:

 4 new links (to connect new terminal 1120 to the road and rail network)

 2 deleted links (representing a ferry service not in place in reality)

 738 updated links in terms of speed applied to v102 - 105.

14.2.2. Nodes

The technological factors for the following ports have been updated during the calibration process:

Voyager Node Emme Node Description Port area nr. DOMESTIC C_TECH_FAC T_TECH_FAC

256 828021 Sea: Malmö 10 1 0.1 0.1

257 828031 Sea_Ferry:

Malmö

10 1 0.1 0.1

277 828621 Sea: Ystad 9 1 0.1 0.1

278 828631 Sea_Ferry: Ystad 9 1 0.1 0.1

281 828721 Sea: Trelleborg 9 1 0.1 0.1

282 828731 Sea_Ferry:

Trelleborg

9 1 0.1 0.1

343 844721 Sea:

Otterbäcken

14 1 0.3 0.3

394 848721 Sea: Vänersborg 14 1 0.3 0.3

398 848821 Sea: Trollhättan 14 1 0.3 0.3

413 849421 Sea: Lidköping 14 1 0.3 0.3

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Voyager Node Emme Node Description Port area nr. DOMESTIC C_TECH_FAC T_TECH_FAC

430 876121 Sea: Skoghall 14 1 0.3 0.3

1112 876421 Sea: Gruvön 14 1 0.3 0.3

1113 878021 Sea: Gruvön 14 1 0.3 0.3

447 878121 Sea:

Kristinehamn

14 1 0.3 0.3

686 960721 Sea: Narvik 0 0 0.1 0.1

915 969221 Sea: Szczecin 0 0 0.1 0.1

916 969231 Sea_Ferry:

Swinouscie

0 0 0.1 0.1

1016 972921 Sea: Lubeck 0 0 0.1 0.1

1017 972931 Sea_Ferry:

Travemunde

0 0 0.1 0.1

1049 974021 Sea: Rostock 0 0 0.1 0.1

1050 974031 Sea_Ferry:

Rostock

0 0 0.1 0.1

1051 974032 Sea_Ferry:

Sassnitz

0 0 0.1 0.1

Table 8 Ports with revised technological factors for time and cost.

For all the other terminals the value default value of 1 has been kept.

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14.2.1. Vehicles parematers table

VEH_NR DESCRIPTIO LABEL KM_COST HOURS_COST NC_LCO_DRY NC_LCO_LIQ NC_LCO_GC DFLTFREQ NC_LTI_DRY NC_LTI_LIQ NC_LTI_GC CONT_LCO CONT_LTI

101 Lorry light LGV.< 3.5 ton LGV3 1.232 226 8.6 8.6 100 84 0.5 0.5 0.5 999999 999999

102 Lorry medium 3.5-16 ton MGV16 2.127 248 8.6 8.6 51.6 84 0.5 0.5 0.5 999999 999999

103 Lorry medium16-24 ton MGV24 2.6778 262 8.6 8.6 34.4 84 0.5 0.5 0.5 999999 999999

104 Lorry HGV 25-40 ton HGV40 3.7794 288 3 3 20.7 84 2 2 2 17 1

105 Lorry HGV 25-60 ton HGV60 5.1931 332 3 3 13.8 84 2 2 2 17 1

201 Kombi train KOMBI 50.9 2388 999999 999999 999999 0.5 999999 999999 999999 8.5 0.75

202 Feeder/shunt train FEEDV 46.15 2273 2.5 2.5 12.5 0.5 3 3 3 8.5 3

204 System train STAX 22.5 SYS22 51.84 2326 1.5 1.5 12.5 0.5 3 3 3 999999 999999

205 System train STAX 25 SYS25 104.09 3094 1.5 1.5 12.5 0.5 3 3 3 999999 999999

206 System train STAX 30 SYS30 107.35 4951 1.5 1.5 12.5 0.5 3 3 3 999999 999999

207 Wagon load train (short) WG550 41.01 1742 2.5 2.5 12.5 0.5 3 3 3 8.5 3

208 Wagon load train (medium) WG750 55.36 2351 2.5 2.5 12.5 0.5 3 3 3 8.5 3

209 Wagon load train (long) WG950 69.43 2948 2.5 2.5 12.5 0.5 3 3 3 8.5 3

301 Container vessel 5.300 dwt (ship) CV5 54.5 2668 999999 999999 999999 0.2 999999 999999 999999 17 6

303 Container vessel 27.200 dwt(ship) CV27 125.2 7657 999999 999999 999999 0.2 999999 999999 999999 17 6

305 Other vessel 1.000 dwt (ship) OV1 21.5 688 15 15 15 0.2 5 5 8 17 8

307 Other vessel 3.500 dwt (ship) OV3 35.3 1384 11.5 11.5 11.5 0.2 6 6 9 17 9

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VEH_NR DESCRIPTIO LABEL KM_COST HOURS_COST NC_LCO_DRY NC_LCO_LIQ NC_LCO_GC DFLTFREQ NC_LTI_DRY NC_LTI_LIQ NC_LTI_GC CONT_LCO CONT_LTI

315 Ro/ro vessel 3.600 dwt (ship) RO3 118.2 5647 20 20 20 0.2 5 5 5 17 5

318 Road ferry 2.500 dwt ROF2 54.3 5238 1 1 1 0 1 1 1 1 1

321 Rail ferry 5.000 dwt RAF5 108 7200 2 2 2 0 2 2 2 2 2

401 Freight airplane FLYG 78 92401 688.7 688.7 688.7 0.5 2 2 2 999999 999999

Table 9 Parameters per vehicle types - first part (from KM_COST up to CONT_LTI)

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The Oriel, Sydenham Road |Guildford, Surrey | GU1 3SR, UK | Phone: +44 (0)1483 814 204 | www.citilabs.com VEH_N

R

DESCRIPTIO LABEL F_DUES_V

H

F_DUES_TO N

CAPACIT Y

VESSELTYP E

ONFER_H_

C

ONFER_KM_

C

POSICOS T

SPEE D

VDF_SPE C

MODE_

1

MODE_

2

FUNC_FIL E

EMPTY_

V

COORFAC T

101 Lorry light LGV.< 3.5 ton LGV3 0 0 2 0 240.5 0.2 0 -1 61 c - V101 1 10

102 Lorry medium 3.5-16 ton MGV1 6

0 0 9 0 312.4 0.9 0 -1 62 a - V102 1 10

103 Lorry medium16-24 ton MGV2 4

0 0 15 0 368.6 1.6 0 -1 63 a - V102 1 10

104 Lorry HGV 25-40 ton HGV40 0 0 28 0 488.4 2.9 0 -1 64 a - V102 1 10

105 Lorry HGV 25-60 ton HGV60 0 0 47 0 667.3 4.9 0 -1 65 b - V102 1 10

201 Kombi train KOMBI 0 0 610 0 5014.3 57 0 -1 66 d - 1 10

202 Feeder/shunt train FEEDV 0 0 488 0 7515 86.4 0 -1 67 v w 1 10

204 System train STAX 22.5 SYS22 0 0 959 0 0 0 0 -1 69 i - 1 10

205 System train STAX 25 SYS25 0 0 3652 0 0 0 0 -1 70 t - 1 10

206 System train STAX 30 SYS30 0 0 6000 0 0 0 0 -1 71 u - 1 10

207 Wagon load train (short) WG55 0

0 0 525 0 7515 86.4 0 -1 68 h - 1 10

208 Wagon load train (medium) WG75 0

0 0 716 0 11020 118.8 0 -1 68 h - 1 10

209 Wagon load train (long) WG95 0

0 0 907 0 14627.8 151.2 0 -1 68 h - 1 10

301 Container vessel 5.300 dwt (ship) CV5 1767 3.24 5300 1 0 0 0 30 72 y - 1 10

302 Container vessel 16.000 dwt (ship)

CV16 13333 3.24 16000 1 0 0 0 32 73 z - 1 10

303 Container vessel 27.200 dwt(ship)

CV27 45334 3.24 27200 1 0 0 0 39 74 z - 1 10

304 Container vessel 100.000 dwt (ship)

CV100 50000 3.24 100000 1 0 0 0 39 75 z - 1 10

305 Other vessel 1.000 dwt (ship) OV1 293 3.03 1000 3 0 0 367536 22 76 y - 1 10

311 Other vessel 40.000 dwt (ship) OV40 58571 3.03 40000 3 0 0 122544 30 82 z - 1 10

(22)

The Oriel, Sydenham Road |Guildford, Surrey | GU1 3SR, UK | Phone: +44 (0)1483 814 204 | www.citilabs.com VEH_N

R

DESCRIPTIO LABEL F_DUES_V

H

F_DUES_TO N

CAPACIT Y

VESSELTYP E

ONFER_H_

C

ONFER_KM_

C

POSICOS T

SPEE D

VDF_SPE C

MODE_

1

MODE_

2

FUNC_FIL E

EMPTY_

V

COORFAC T

315 Ro/ro vessel 3.600 dwt (ship) RO3 5822 3.24 3600 2 0 0 0 30 86 y - 1 10

318 Road ferry 2.500 dwt ROF2 180 3.24 2500 0 0 0 0 -1 89 p - 1 10

321 Rail ferry 5.000 dwt RAF5 360 3.24 5000 0 0 0 0 -1 92 q - 1 10

401 Freight airplane FLYG 0 0 50 0 0 0 0 -1 93 r - 1 10

Table 10 Parameters per vehicle types - second part (from F_DUES_VH up to CORRFAC)