19. & 20. september 2013 in vienna, austria - …€¦ · 19. & 20. september 2013 in...

Workshop supported by Workshop hosted by BESTFACT is funded under the 7. Framework Programme of the EC

BESTFACT international workshop on Co-modality and Green Logistics

19. & 20. September 2013 in Vienna, Austria

Venue: BMVIT, Radetzkystraße 2, 1030 Vienna, Austria

Day 1: Thursday 19 September 2013 Time BESTFACT Cluster Workshop – moderated by Thomas Zunder (Newcastle University)

10:30 Registration and reception

11:00 WORKSHOP OPENING & KEY SPEAKERS

Approaching Green Corridors by policy and industry strategies: Is Austria a gateway?

Opening: Short Welcome & Intro on

BESTFACT Cluster

Thomas Zunder, UNEW – welcomed participants in the lovely

venue.

Marcel Huschebeck, PTV introduced participants to the project. [for

details see presentation]

Welcome by AustriaTech

A subcompany of the Federal Ministry for

Transport, Innovation and Technology - BMVIT

DI Martin Russ, AustriaTech - Federal Agency for Technological

Measures Ltd., Managing Director. Welcomed participants on behalf

of the host of the event. Emphasised the role of research in making

Austria a gateway to Europe and the importance of making use of

best practice cases in research.

Rail Cargo Operator: Building a network of

high frequency long haul shuttles

Drs. Erik Regter, RCA Rail Cargo Austria, Member of the Board.

Introdused the company – its size (big for a small country), reach

(international), condition (profitable after some difficult times).

The importance of partnerships in Central Eastern Europe.

Collaboration with BALO – a strategic partner in Turkey. Transport

form Anatolia to Germany and on. Second example is UNIRORO

from Trieste to Wels, Luxemburg. RCG traction in Austria on an

intermodal train from NL to Slovakia. [for details see presentation]

The Alps - main gate to Italy and the South

-Eastern Mediterranean Countries

Dott. Harald Schmittner, Rail Traction Company, Managing Director

Starting from 2000, difficult formally and technically also mentally

Opening K

eyno

te


(public railway employees mentality) – for example a train could get

lost and nobody knew where it was and when it would arrive.

Lokomotion with Rail Traction Company – a new private player

challenging the incumbents. . Milestones: Brenner 2001,

interoperable locomotives 2005, Biggest obstacle - administrative

limitations to infrastructure and rolling stock capacity. The best

infrastructure investments are not enough if the administrations are

not willing to help use it. [for details see presentation]

Keynote Speech from the EC DI Dr. Helmut Adelsberger, Policy Officer, European Commission,

DG MOVE, Unit B.1 Trans-European Transport Networks. Progress

form modal shift, via co-modality to modal integration (White Paper

2011). The speaker felt at home in the Ministry where he used to

work. [for details see presentation]

DISCUSSION lead by the moderator REGTER: Rail has to be better - cheaper and more reliable. And it

can be.

ADELSBERGER: to force unified rules throughout EU is difficult,

more so with every enlargement

SCHMITTNER: 44 ton containers are penalised in Italy, ECTS is a

huge investment in a locomotive (as one of 4 security systems) – our

competitor is road who do not have such limitations.

REGTER – rail sector can learn and evolve in a similar manner as

low-cost airlines, new entrants on the market show us the way how

to do it – it’s a long process though. Security and safety slows us

down.

SCHMITTNER – there are big cultural differences, as a Tyrolean I

know well two. It is hard to open minds to other culture, and it is not

a matter of language.

ADELSBERGER: we’re not supporting the development of Russian

broad gauge (we have connections in Poland Slovakia and

Romania)

SCHMITTNER: the condition for further progress is further

standardisation (speed is secondary)

13:00 LUNCH

14:00 Co-modal solutions and innovations / Session 1

The «Intermodability» Project: analysis of

the logistics flows in the Italian FMCG industry

that can be potentially shifted from road to rail

Claudia Colicchia, Logistics Institute, Hull University Business

School, UK [for details see presentation]

Logistics networks using inland waterways

– examples from Mars, Heinz

Miranda Volker, Bureau Voorlichting Binnenvaart (BVB), NL

Presented the scale of IWW operations in NL and EU, Presented

some case studies from Avico, Mars and Bavaria, with one of the

strengths being the ability to offer reefer services for the cool chains

[for details see presentation]

Green rail: reality or fiction? Jan Koolen, Unit 45, Managing Director explained why 45 ft

container is the right size. The reefer may have 850 liters of diesel

able to cool freight for at least 28 days [for details see presentation]


DISCUSSION lead by the moderator VOLKER: most fragmentet industry, one owner typically 1-3 barges,

the big ones have 10, they work together, 60-70 barges are run and

monitored from one office, there are brokers as well,

COLICCHIA: the methodology presented have been tried by ECR

Italy; the cost is not taken into consideration at this stage of the

development of the methodology (although it is assumed that

customers will not be prepared to pay even one euro more)

KOOLEN: UNIT 45 only makes pallet wide containers – on the

market 80-90% of cargo will go into 45ft pallet wide containers; there

is not much demand for 3m high containers due to a higher cost of

all other elements of the equipment

15:30 Coffee break

16:00 Co-modal solutions and innovations / Session 2

Sustainability in Operation: Co-modal Bulk

Logistics with Mobiler Technology

Roland Raffelsberger, Managing Director, Asamer & Hufnagl Kies-

und Betonwerke GmbH

Walter Schwaighofer, Intermodal Mobiler, Rail Cargo Austria AG


Best Pratice on intermodal bulk transport

at H&S Transport

Harmen Stremler, Commercial & Operational Director H&S

Transport [for details see presentation]

New ro-ro service between Trieste and

Bettembourg

Eric Lambert, Directeur Transport Combiné, CFL Multimodal S.A.


DISCUSSION and Summing-up of day 1 Role of gigaliners in intermodal transport:

LAMBERT: lifetime of trains and terminals is much longer than the

truck, so we need a lot of time and money to change anything. So

it’s difficult to imagine this type of vehicle on the market next year.

We could expect a modal shift from rail to road.

STREMLER: looking at how difficult to agree internationally on

anything (e.g. 40-44 ton payload) we cannot see this being agreed

upon. In NL they are a reality already, just another option for the

customer.

LAMBERT: re MODALOR system – it’s working – the load factor is

80%, and we have 17 rotations per week; technically no problem;

financially it is quite expensive, and there are no grants for this

system,

SCHWAIGHOFER; we are happy with MOBILER, we have

transported 1 million tons with 700 containers and only 28 trucks,

STREMLER: we work with intermodal, we organised the company to

do so, and it’s a way of life, we are happy to be able to offer the

customers a consulting service, not just transport from A to B

RAFFELSBERGER: the choice of intermodal is a result of

calculations and conditions

LAMBERT our intermodal division has been increasing employment

and making profit for many years so intermodal is good for us

17:30 End of Workshop on day 1


Day 2: Friday 20 September 2013 Time BESTFACT Cluster Workshop – moderated by Thomas Zunder

08:30 Registration and reception

09:00 GREENING LOGISTICS: Best Practices On Economically Feasible Solutions – Session 1

Moderator’s Opening Thomas Zunder, UNEW - The moderator welcomed the participants

to the second day of the workshop.

Railfreight corridors as a part of Green

Corridors, with reference to the 2011 White

Paper and recent rail freight projects:

SPECTRUM, MARATHON, TIGER,

SUSTRAIL and D-Rail

Phil Mortimer, Newcastle University – There are different definitions

on what is and how to measure a green corridor [for details see

presentation]; commonly used is mainly the long-distance aspect.

The commercial sector does not always recognize the green

corridors in the same context as the public sector, which is driven by

different interests and priorities.

Different projects related to the green corridors were presented:

CREAM, RETRACK, NEW OPERA, TIGER, Interreg project. It was

pointed out that there is not a specific common terminology

regarding green corridors used in these different projects.

RETRACK – Co-modal Train service from

Netherland to Romania and further extension

Arnaud Burgess, PANTEIA - RETRACK started in 2005 under the

FP6 project. The EC focused on the private Railway Undertakings

(RUs) for cross-border operations. In the past, the RU were more

focused on the domestic market. RETRACK looked at the

perspective of the private RU and developed together with them

railway corridors. After a successful project evaluation in 2006, the

project was carried out (from 2007-2012; exactly during the

economic crisis). The initial idea was Rotterdam-Costanza. This

might have been too optimistic, considering the actual transport

demand. Therefore, the corridor was adapted.

From the beginning of the project, a significant increase could be

seen in the number of clients and the transported cargo using the

RETRACK service [for details see presentation]. The goals where

reached, although the pad might have been different than initially

intended. Compared to the initial idea, not the North-South, but the

Eurasian [EU-(Russia)-China] corridor seemed interesting.

RETRACK can be used for developing other corridors.

Johannes Marg, TRANSPETROL GmbH – When the EC funding ran

out, the commercial sector took the RETRACK concept over. A key

success factor was fully controlling the corridor and combining

expertise. The idea was not to have annual fixed schedules, but to

be flexible. Every week a new rail system is developed, because

each client has different needs and timing.

It is possible to run this flexible service and still make significant

profits. Especially taking into consideration that the capacity is still

not being fully utilized [for details see presentation].

Implementing green corridors: What can be

learned from SuperGreen?

George Panagakos, NTUA - The speaker answered 10 key

questions on corridors during the presentation [for details see

presentation]. The SuperGreen consortium included private


companies. The methodology of the project was applied on different

corridors and covered different transport modes. The SuperGreen

project has selected a set of KPIs, which could differ from project to

project. The defined KPIs are not suitable for comparison between

corridors, because the characteristics per corridor are different (e.g.

corridors crossing the Alphs versus other type of corridors).

Lack of cooperation is one of the main reasons for bottlenecks in the

transport sector. Technology is not enough, a mental shift is also

needed.

The characteristics of the Green Corridors are the same as the ones

from the TEN-T corridors. These TEN-T corridors can thus be

considered as green corridors.

Metrocargo: the solution for competitiveness

of rail freight transport. How innovation makes

sustainability and efficiency run together

Renzo Ferraris, I.LOG’s partner, I.LOG Iniziative Logistiche S.r.l. -

With the Metrocargo system, marshalling yards are no longer

needed [for details see presentation]. Electric lines above trains are

also not a bottleneck for horizontal transhipment. The containers are

lifted by half a meter allowing any size of containers to be

transferred. No shunting is necessary, saving thus time and costs.

The system is very fast and efficient. Different companies (e.g.

Maersk and P&G) have chosen this technology for their (multimodal)

terminals. It can be used on small and large terminals.

DISCUSSION lead by the moderator Discussion on (green) corridors and new technologies for rail

sector.

TRANSPETROL: The RETRACK project developed a useful ICT

tool, which is still not fully utilized. TRANSPETROL has it owns ICT

system, because it takes a long time to integrate such a system to

the current ones.

TRANSPETROL: There are large differences in the lead time

between for example Rotterdam/Germany to Hungary (1 to 2 days)

and from Hungary to Romania (3 to 7 days). These differences

depend on the cargo’s destination in a specific country. For example:

is it a private company or a terminal? Which is the travel frequency?

Are there good connections?

Regarding the uneven volumes, TRANSPETROL tries to combine

different type of goods together and tries to attract the client by

offering lower costs.

Regarding the activities of corridors in future, the Arctic route might

open soon. Also the transport to China seems interesting. An

additional comment was given on the positive developments of

projects such as TIGER and MARATHON.

11:00 Coffee break

11:30 GREENING LOGISTICS: Best Practices On Economically Feasible Solutions – Session 2

There is a lot of green in the yellow DI Peter Umundum, Member of the board and responsible for the

Parcel & Logistics Division, Austrian Post AG

Closing K

eynote


- The postal services have experienced a 3-5% decrease per year

due to electronic substitution. On the other hand, there is a 5-10%

increase by e-commerce [for details see presentation].

- The circular process of a company should bring advantages

towards costs, service and the environment (CO2).

- Some measures taken by the Post AG are: pick-up boxes,

notifications through mobile and customers can also inform when

to and not to bring the goods.

- Post AG also uses E-bikes.

- By the end of 2016, Post AG wants to achieve zero CO2 emission

due to use of green measures. It gets every time more important

to discuss environmental issue with the clients and stakeholders

and meet their needs towards greener solutions.

No Circular Economy without Sustainable

Logistics

Mark Haverlach, Re-Entry Director at Interface - Mission Zero

(eliminate carbon footprint by 2020) started on 1994. A strong

bottleneck is how to execute circular economy, where sustainable

logistics plays an essential role in this aspect. It is important to ‘close

the loop’: instead of having a linear process, make it a circular

process. This can be achieved by increasing the reuse of the

products, recycling and extending the product lifetime. When closing

the loop, there is European legislation to transport waste;

transparency is necessary and track and trace becomes important.

Other measures are the use of multimodal transportation, double

stack trailers and electrical vehicles. The most important condition

for sustainable supply chain is TRUST between the different parties.

If one plans correctly, the intermodal transport will be reliable, cost

effective and green.

Interface is part of Lean and Green (shippers and transport

operators planning to reduce by 20% their CO2 footprint in 5 years).

A video is showed during the presentation about the ‘Community

based supply chain’ at Interface (i.e. the reuse of fishing nets in

carpet tiles). So far, Interface has collected 16,000 kg of fishing nets.

Marco Polo - Developing a sustainable

impact via road traffic avoidance at

European level

Daniela Moroianu, Manager Load Control Centre, Mondelez

European Business Services Centre, s.r.o.

Mondelez (previously Kraft Foods), has sustainability in one of the 5

strategies of the company [For details on their goals for 2015, see

presentation sheets]. Mondelez manages international transport, but

mainly between plants and warehousing. Their focus is not only on

transport management, but the optimization of the whole process.

Mondelez auctions the transport and then orders it. Before this

measure, higher tariffs where paid, and at the same time transport

companies where also running empty km. The idea was that by

reducing the transport costs, Mondelez would pay less and the

transport companies themselves would optimize their transport

loading factor (reducing the empty km). Even though, the transport

companies have improved, the transport companies have still not

benefitted from this. Thus the optimisation is not translated into

profits for all the stakeholders.


The number of road km have been reduced through a 'Key traffic-

avoidance' tool by bundling cargo to avoid empty km and achieve a

higher utilization rate. If an order cannot be fully optimized on that

day, then the cargo waits to see if it can be optimized for the

transport of the next day [See presentation sheets on the percentage

of cargo that can be optimized]. Although this percentage seems

rather low, as a total (in number of km) the overall reduction is

significant. It takes some time to be able to fully optimize the system,

nevertheless the benefits in saved truck-km can already be seen.

The subsidy obtained from the EC to develop the tool helped to

accelerate the process. On the long run, when the algorithms are

fully optimized, the costs reduction can be expected.

DISCUSSION lead by the moderator Mondalez: the average load factor of trucks are now around 95%

utilization order level (weighted adjusted). Mondalez is looking at

other modes of transport: rail and short sea shipping. The

experience with rail transport is mixed, because they are loosing on

services and it can be more expensive. Short sea is cost wise

interesting and faster by using the weekend for transport, but due to

the geographical location of the plants/warehousing, the reach can

be limited.

Mondalez: The 'Key traffic-avoidance' tool could have been

developed without a subsidy by the EC (Marco Polo), however the

process would have been slower and longer.

Post AG: a question was raised about the possibility of using busses

outside busy times for transport. Post AG is looking at all possible

modes.

Mondalez: mixing light with heavy cargo has been considered, but

the developments are not there yet.

13:00 Summing-up of day 2 and Workshop conclusions – The moderator closes the Workshop and thanks BMVIT,

Econsult and the Cluster 2 leaders for the good organisation of the workshop.

13:15

-

14:00

End of the Workshop & LUNCH

19. & 20. september 2013 in vienna, austria - …€¦ · 19. & 20. september 2013 in...

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