RESULTS
RESULTS
The main results of AlpinnoCT
Approach
Approach
for Alpine innovation in Combined Transport
How?
The AlpInnoCT project is divided into five action areas that were channelled into six working packages.
C: Interreg Alpine Space
The communication working package consisted of efforts from the project consortium with the goal of collecting information from and increasing the awareness of relevant stakeholders throughout the project while disseminating the mod- el of an improved transalpine approach of CT through media attention.
T1: Analysis & Basics
The first action area comprises basic research through an analysis of the current European transport system with a focus on CT. The analysis provides an overview of push and pull measures implemented in the regions and Countries of AS, a review of innovative transhipment technologies and possible lean principles and methods to be implemented in CT.
T2: European Freight Transport: Survey & Analysis
The second action area included the conduct of a wide-ranging documentation on the expectations of the CT sector in the long-term. This elaboration was based on two pilot corridors where the status quo of current transalpine freight transport was described and documented from origin to destination.
T3: CT-Model Concept
In the AlpInnoCT project this step was then complemented by conducting 11 expert interviews that facilitated the formulation of a wish-list filled with “hopes and dreams” of an ideal CT-model concept and the formulation of three future scenarios. The results arising from this process were then directly used for the analysis of threats and opportunities into daily CT business.
T4: Implementation and Pilot Activitites
Action area four focused on the derivation of measures in consideration of production know how for the ideal model concept of CT. Five pilot cases on two pilot relations were implemented in this process.
T5: Toolbox of Action and Dialogue Events
By that point a vast amount of information had been produced such that a common consolidation process was undertaken to allow a structured course of action to be able to focus on appropriate content for the final action area. This was achieved by various feedback loops in the entire project consortium and by implementing seven dialogue events with a participatory approach across the Alpine space where information between stakeholders of all target groups involving economy, political authorities and civil society was exchanged on round tables. The array of inputs led to the formulation of recommendations and ultimately to the drafting of this handbook.
Main Results
Main Results
What are the main results of AlpinnoCT?
Pilot Relations
Pilot Relations
AlpInnoCT implemented five Pilot Cases on two Pilot Relations
TRANSPORT CORRIDOR VERONA-NUREMBERG-ROSTOCK
The Verona/IT-Rostock/DE route runs from Verona via Brenner, Hall in Tyrol and Kufstein to Munich. From Munich it continues via Pressig, Steinbach am Wald to Merseburg, Birkenwerder to Rostock. This railway line is one of the most important Alpine crossings between central and southern Europe. The logistical chain can be divided into ten sub-sequences.
- Entrance of the loading unit in the Verona terminal (first leg by road or rail)
- Handover of the loading unit to the terminal operator company
- Administrative and physical processes in the Verona terminal (moving the loading unit to the carrying wagons)
- Administrative and physical processes for train dispatch (security check of cargo and wagons)
- Rail transport (section Verona-Nuremberg)
- Handover of the loading unit to the terminal operator company
- Administrative and physical processes in the TriCon Container Terminal in Nuremberg (moving the loading unit to the carrying wagons)
- Administrative and physical processes for train dispatch
- Rail transport (section Nuremberg-Rostock)
- Handover of the loading unit to the terminal operator company
TRANSPORT CORRIDOR TRIESTE-VILLACH-BETTEMBOURG
The Trieste/IT-Bettembourg/LU route runs from Trieste via Tarvisio, Villach, Bischofshofen and Salzburg to Munich and continues via Saarbrücken to Bettembourg. The logistical chain between Trieste and Bettembourg can be divided into ten sub-sequences.
- Entrance of the loading unit in the port of Trieste
- Handover of the loading unit to the terminal operator company
- Administrative and physical processes in the port of Trieste (moving the loading unit to the carrying wagon)
- Administrative and physical processes for train dispatch (security check of cargo and wagons)
- Rail transport (section Trieste-Villach)
- Handover of the loading unit to the terminal operator company
- Administrative and physical processes in the Villach terminal
- Administrative and physical processes for train dispatch
- Rail transport (section Villach-Bettembourg)
- Handover of the loading unit to the terminal operator company
Pilot Cases
Pilot Cases
A total number of five innovative pilot cases was implemented during the project. Their set-up is mostly either based in one of the two or both pilot relations or they were recognized as technically important or process-oriented.
CASE 1: Wagons sharing concept
The pilot relation of Verona-Rostock was implemented by the Consorzio ZAI in collaboration with Verona Quadrante Europa. They identified a new operating model related to the management and optimization processes of the “InterTerminal”, an intermodal terminal. This model reinvents the logic of production of the loading/unloading activities of intermodal freight trains, utilizing innovative policies. The relevant terminal is the Verona Interport where the following operational objectives were set: Schedule of train loading/unloading in 12 hours, Wagon Sharing, Planning of terminal activity and a New approach to check-in/out phase of goods by road. Implemented in Feb. 2019.
CASE 2: Train-related electronic data interchange
The Port of Trieste upgraded its ICT platform so as to better manage railway traffic and exchange data with TX Logistik concerning the train composition and reduce the time needed to check in trains. Two communication systems were combined, one before crossing the Italian border and one after crossing the Italian border. Implemented in Sep. 2019.
Traditional scenario
Current scenario — only at the Port of Trieste
Future scenario — AlpInnoCT pilot action
Case 3: Feasibility tests of innovative technologies and digitalization in Combined Transport
With the lack of digitalization as well as insufficient usage of innovative technologies, selected feasibility tests of potential processes were performed by TX Logistik with a number of stakeholders. By using state-ofthe- art GPS trackers with cellular interfaces and standard sensors such as temperature and acceleration, the power consumption in a typical transport use-case can be determined to specify and outline a fully selfpowered tracking system for railway application. Field tests on the trains provided information about the proper functionality and related power consumption. It is expected that installing the IT interface will provide improved data exchange, resulting in more cost-efficient, reliable and faster communication between both parties.
Case 4: Appliance of production know-how (standardisation, First-in-First-out principle) on to high frequent CT routes via the Brenner corridor
An improved transport concept will be applied to the Brenner as it is a frequently used transport route with 20 – 25 trains per day. It was shown how the appliance of know-how from production industry affects efficiency, reliability and the use of resources within intermodal transportation, as with the current setup only minor dependencies between trains are taken into account. The focus is on the following 4 resources:
1. Wagon: a harmonized, standardized wagon park for all Brenner lanes makes it more easy to interlink traffic models
2. Locomotive: Locomotives are polled in Kufstein/AT without expensive software for /GE
3. Track: booked train path every 2 hours can be used which also minimizes waiting times
4. Train driver: interoperable drivers from South Tyrol/ IT who are able to operate a train from Verona/IT to Kufstein/AT
Case 5: Fostering access to Combined Transport for small- and medium-sized transport companies
This case discusses general challenges and impediments facing combined transport such as work Processes in SME transport companies which are usually optimized for their own use and thus represent isolated solutions. Here, these processes are optimized for internal efficiency by Spedition Eberl. CT in contrast to road transport involves increased organizational and personnel costs, which is why the focus of SME transport haulage companies is often on road freight transport. Usually the SME transport company does not have its own organization or special vehicles at the CT destination, which leads to increased internal and external communication costs. The transport company’s customers expect the same performance as continuous road transport and this must be guaranteed by the transport company.
In addition, the necessary amount of cargo required for the realization of a block train to facilitate economic transport is critical. Since it is seldom possible for most SME transport companies to fill a complete train with their own loading units, these are highly dependent on third party operators. After a workshop the conclusion was that a cooperative which could centrally organize combined transport could serve as a solution and transportation would be organized optimally and all SMEs would be given access to CT. Finalised in June 2019.
Dialogue Events
Why and how?
The approach of dialogue events is rooted in the idea of overcoming rigid positions and the lack of communication between key actors. Thus, it is about getting various stakeholders: from freight transport, logistics, regional and local authorities, politics, economy and civil society together on one table. The concept was to establish a common understanding and possibly develop solutions for sustainable combined transport (CT) including road and rail through the Alps in a participatory way.
The AlpInnoCT project had a wide range of different stakeholders that at first glance have very different interests. What do these stakeholders have in common?
They want to foster the modal shift for the transportation of goods from road to rail.
Seven dialogue events took place, splitting them into themed, corridor and final event. For every event, the results were condensed step by step and narrowed down to the core issues. The final products of this process are the “Political Action Sheets” which are formulated and signed by all stakeholders.
The process towards the six Political Action Sheets: Starting from a very general level the political recommendations have been developed Dialogue Event by Dialogue Event in a common consolidation process.
Trieste
“Prepearing the ground”
Bozen
“Pull measures”
Ljubljana
“Challenges of future CT development”
Trieste
“ICT tools to support multimodal transport”
Prien am Chiemsee
“Wish list to foster CT”
Gotthard
“Identify innovative solutions”
Brussels
“Final conference”
