Transport in pandemic times – current situation, outlook

Im Vortrag wird aufgezeigt, wie sich die Corona-Pandemie auf den Güterverkehr ausgewirkt hat. Im Grunde hat nicht die Logistik zu Engpässen im Handel und der Produktion geführt, sondern umgekehrt konnte die Logistik pandemiebedingte Probleme in diesen Sektoren verhindern. Die aktuelle Hygienekrise muss eingebettet betrachtet werden im Kontext einer konjunkturellen Abschwächung und geo-politischen Verwerfungen, die erste De-Globalisierungsboten sein könnten

"Entwicklung des Güterverkehrs in Europa – Herausforderungen für die Logistikbranche für die nächsten 10 Jahre“

Der Vortrag analysiert den Zustand der (österreichischen) Transportlogistikbranche und erörtert, inwieweit sie „fit“ für zukünftige Anforderungen ist. Unter Zuhilfenahme entsprechender Strategieprogramme für den Güterverkehr aus Deutschland werden Vorschläge für einen Österreichischen Masterplan Logistik erarbeitet

Die Facetten der Digitalisierung auf der Letzten Meile – hohe und falsche Erwartungen?

Der Vortrag zeigt auf, dass die aktuelle Debatte zur Digitalisierung der Letzten Meile am zentralen Prozess der digitalen Transformation vorbeigeht. Die technischen Effizienzsteigerungspotenziale in der Last Mile sind weitgehend aufgezehrt. Allerdings kommen neue Geschäftsmodelle auf, die meist auf dem Prinzip der Digitalen Plattform basieren. In diesem Zuge lässt sich eine Transformation der Letzten Meile erwarten, die auch neue nachhaltige Technologien beinhalten könnte (abhängig von den Rahmenbedingungen). Die Öffentliche Hand muss daher sowohl restriktive Beschränkungen nicht nachhaltiger Transportkonzepte (City Maut, Parkgebühren, ….) einführen als auch den Raum für's Experimentieren öffnen und dabei überkommene rechtliche Hürden abbauen

The Importance of Material Flow Analysis for Commodity Transport Demand and Modelling

It can be shown that generated and attracted transport volumes, measured in tons, are closely related to direct material input (DMI). However, structural changes and new logistics concepts still lead to an increase of transportation performance. Therefore, the paper at hand aims to explain the scales of freight transport volumes (measured in tons) and performance (measured in ton-kilometers) from material flow analysis by additionally taking into account information from physical input-output tables. In so doing, effects of changing final demand on transport indicators can be identified. But while input-output tables give a good idea about technological processes, important information on the transport chain is missing. For this reason, the macroscopic approach of input-output analysis is supported by a microscopic analysis on freight transport markets and modern logistic concepts.

Towards a Multi-Agent Logistics and Commercial Transport Model: The Transport Service Provider's View

AbstractIt is widely recognized that micro-simulation and agent-based approaches can successfully be applied in transport policy analysis. However, logistic decisions and the complex relationships among freight actors make this a challenging task and a reason why the development of freight models is still behind the development of passenger models. In this paper, we present a multi-agent freight transport model in which logistics decisions are separated into two different roles: Transport service providers, which create transport chains, and carriers, which plan tours and schedule vehicles. Both agent types can consolidate on their respective level and realise economies of scale. The lowest tier of the model, which contains individual freight vehicles, is integrated into the MATSim traffic simulation to create an integrated model for freight and passenger traffic. Changes in passenger demand, disturbances in the traffic system or policy measures can be picked up by freight drivers and propagated upwards to influence decisions on the levels of vehicle scheduling and transport chain building. As proof of concept, we set up a scenario with a fictitious freight operator serving a set of customers. We demonstrate that freight traffic can be simulated under different traffic conditions and policy measures

The structure of freight flows in Europe and its implications for EU railway freight policy

We analyse the potential for shifting freight transports to the railways in Western and Cen-tral Europe. This potential arises for large and concentrated freight flows over long distances of about 300 km or more. However, we show that there are only few such freight flows in Europe, and that they are concentrated or connected to the central European population centers, sometimes called the “Blue Banana”. As a consequence, the European railway freight corridors according to EU Regulation 913/2010 should be divided into two distinct groups: first tier and second tier corridors. Substantial innovations should be introduced on the first tier corridors first, in order to increase efficiency and reduce noise. This refers to core innovations for rolling stock like the introduction of automatic couplings, electronic or electro-pneumatic brakes, and modern bogies