TRIMODE Freight & Logistics Model of Europe

TRIMODE Freight & Logistics Model of Europe


Ian Williams, TRT / Ian Williams Services, Mike Garratt, MDS Transmodal, Chris Wright, MDS Transmodal


It describes the structure, operation and results of the freight component of the TRIMODE model. This represents all freight movements on all modes on a network covering all Europe. It has an innovative representation of distribution chain choice.


This presentation describes the structure, operation and results of the freight and logistics model component of the TRIMODE model of Europe that is currently being implemented for the EC. The main distinctive features of this model component include:
• It is a discrete choice type, network model that covers all short and long distance goods movements in its base year of 2010 to, from and within Europe at the NUTS3 zoning level;
• The choice models operate individually for 20 (NST2007) types of goods;
• It is a fully multi-modal inter-urban network, assigning all main and feeder modes of freight transport - road, rail, inland waterway, maritime, air freight and pipeline to their specific networks;
• It has an explicit representation of all of the feeder mode legs for each main mode (e.g. road, inland waterway and/or rail feeders for shipping services);
• It distinguishes five sizes of road goods vehicles, ranging from vans under 3.5t gvw through to large articulated vehicles;
• It has a detailed network for each mode, within which inter-zonal freight vehicles compete with passenger vehicles for link capacity, as part of an overall equilibrium assignment;
• Intra-zonal goods movements are represented differently using a distance-band representation that scales the estimated level of local goods vehicle traffic on the inter-urban network;
• It has a full representation of the choice between a range of distribution chain options when sending goods from producers to consumers, distinguishing explicitly the individual primary, secondary and tertiary distribution legs within such shipments. A distinct set of appropriate distribution chain options is selected for each individual type of goods;
• The choice models are based on the use of detailed operating cost functions that estimate the cost of each competing option.
The presentation will outline the overall mathematical structure of this model; the manner in which it is integrated within the wider TRIMODE model structure; the main data sources that are used in its implantation; the approach adopted for the calibration of the model parameters; and a summary of the results obtained for the 6 countries that are used for the initial validation of the model’s performance.
The model structure has been designed so as to be able to test a wide range of policies such as: the impact of new or upgraded inland infrastructure; energy price changes; different infrastructure charging regimes; port capacity upgrade; land use strategies with respect to distribution parks; autonomous vehicles through platooning etc; much longer trains.
Particular attention will be paid to explaining the functionality of the innovative features of this model, such as its explicit representation of logistic activities. This feature is of particular importance for ensuring that the total tonnes carried in a shipment from a producer to a final consumer can be transformed in a realistic fashion into the modes and then the actual number of vehicles of each type used on each individual modal distribution leg in the course of that overall shipment.


Association for European Transport