The generalized interval-valued trapezoidal fuzzy best-worst method (GITrF-BWM) provides more reliable and more consistent criteria weights for multiple criteria group decision making (MCGDM) problems. In this study, GITrF-BWM is integrated with the extended TOPSIS (technique for order preference by similarity to the ideal solution) and extended VIKOR (visekriterijumska optimizacija i kompromisno resenje) methods for the selection of the optimal industrial robot using fuzzy information. For a criteria-based selection process, assigning weights play a vital role and significantly affect the decision. Assigning weights based on direct opinions of decision makers can be biased, so weight deriving models, such as GITrF-BWM, overcome this discrepancy. In previous studies, generalized interval-valued trapezoidal fuzzy weights were not derived by using any MCGDM method for the robot selection process. For this study, both subjective and objective criteria are considered. The preferences of decision makers are provided with the help of linguistic terms that are then converted into fuzzy information. The stability and reliability of the methods were tested by performing sensitivity analysis, which showed that the ranking results of both the methodologies are not symmetrical, and the integration of GITrF-BWM with the extended TOPSIS method provides stable and reliable results as compared to the integration of GITrF-BWM with the extended VIKOR method. Hence, the proposed methodology provides robust optimal industrial robot selection.

The baseline assessment analysis for total cost of ownership of the pilot demonstrations of the ESCALATE project was carried out for four different powertrain configurations, dealing with modular and scalable powertrains for various vehicle configurations in long-haul trucking. The baseline TCO methodology and results for battery electric trucks (BETs), fuel cell electric trucks (FCETs) and FC range-extending BETs are analysed based on the final designs of the demonstrator vehicles and their foreseen pilot use cases and operational scenarios. As real operation data is not yet available, the analysis relies on energy use and pilot mission analysis through simulation. Overall, the TCO analysis shows several key factors affecting the relative competitiveness of the different zero-emission powertrains and vehicles. Long-haul operations pose clear challenges to vehicle design and long-range vehicles on single charge or refill show increased curb weight, limiting allowable payload due to GVW limits. The best payload capacity is shown for opportunity charging BETs and FCETs. BETs are generally the closest competitor to conventional trucks, but a key factor is the relative energy price difference between diesel, electricity (private or public) and hydrogen. Energy sourcing will be an important factor for end users to enable competitive shift to zero-emission options. Access to cheap private electricity or local green hydrogen may facilitate a choice between the options.

Freight transport decarbonisation is essential to achieving climate neutrality targets, particularly for energy-intensive refrigerated heavy-duty vehicle (HDV) operations. Vehicle-integrated photovoltaics (VIPV) offer the potential to partially offset electricity demand and enhance energy autonomy. This study presents an operational environmental performance of a refrigerated battery-electric truck equipped with rooftop photovoltaic (PV) panels, developed within the ESCALATE project. Route-specific simulations for Germany and the United Kingdom were conducted under Base (grid-only) and Offset (PV-assisted) scenarios using the Environmental Footprint 3.0 method. Annual PV yields of 1640 kWh (DE) and 1550 kWh (UK) displaced less than 0.5% of total electricity demand, avoiding 619 and 380 kg CO ₂ -eq/year, respectively. Although roof-only PV remains limited under current constraints, results demonstrate feasibility and highlight the importance of grid mix and system configuration, providing insight into VIPV’s role in freight decarbonisation.