19. & 20. September 2013 in Vienna, Austria

Transcription

1 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 Welcome by AustriaTech A subcompany of the Federal Ministry for Transport, Innovation and Technology - BMVIT Rail Cargo Operator: Building a network of high frequency long haul shuttles The Alps - main gate to Italy and the South -Eastern Mediterranean Countries Thomas Zunder, UNEW welcomed participants in the lovely venue. Marcel Huschebeck, PTV introduced participants to the project. [for details see presentation] 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. 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] Dott. Harald Schmittner, Rail Traction Company, Managing Director Starting from 2000, difficult formally and technically also mentally Opening Keynote

2 (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 DISCUSSION lead by the moderator 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] 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 Logistics networks using inland waterways examples from Mars, Heinz Green rail: reality or fiction? Claudia Colicchia, Logistics Institute, Hull University Business School, UK [for details see presentation] 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] 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]

3 DISCUSSION lead by the moderator VOLKER: most fragmentet industry, one owner typically 1-3 barges, the big ones have 10, they work together, 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 Best Pratice on intermodal bulk transport at H&S Transport New ro-ro service between Trieste and Bettembourg DISCUSSION and Summing-up of day 1 Roland Raffelsberger, Managing Director, Asamer & Hufnagl Kiesund Betonwerke GmbH Walter Schwaighofer, Intermodal Mobiler, Rail Cargo Austria AG [for details see presentation] Harmen Stremler, Commercial & Operational Director H&S Transport [for details see presentation] Eric Lambert, Directeur Transport Combiné, CFL Multimodal S.A. [for details see presentation] 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 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

4 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 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 RETRACK Co-modal Train service from Netherland to Romania and further extension Thomas Zunder, UNEW - The moderator welcomed the participants to the second day of the workshop. 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. 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 ; 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

5 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 DISCUSSION lead by the moderator 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 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 Keynote

6 - 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 Marco Polo - Developing a sustainable impact via road traffic avoidance at European level Mark Haverlach, Re-Entry Director at Interface - Mission Zero (eliminate carbon footprint by 2020) started on 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. 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.

7 The number of road km have been reduced through a 'Key trafficavoidance' 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