XXI INTERNATIONAL CONFERENCE ON

XXI INTERNATIONAL CONFERENCE ON "MATERIAL HANDLING, CONSTRUCTIONS AND

LOGISTICS"

23rd – 25th September, 2015

MHCL ‘15

Edited by

G. Kartnig, N. Zrnić and S. Bošnjak

VIENNA UNIVERSITY OF TECHNOLOGY (TU WIEN) Institute for Engineering Design and Logistics Engineering

UNIVERSITY OF BELGRADE

Faculty of Mechanical Engineering

VIENNA, AUSTRIA, 2015

INTERNATIONAL SCIENTIFIC COMMITTEE Co-Chairmen:

Prof. Dr. Georg Kartnig, Vienna University of Technology, Austria Prof. Dr. Nenad Zrnić, University of Belgrade, Serbia Prof. Dr. Srđan Bošnjak, University of Belgrade, Serbia

Scientific Committee

Prof. Bidanda Bopaya, USA Prof. Bogdevicius Marijonas, Lithuania Prof. Bošnjak Srđan, Serbia Prof. C.D. Oguamanam Donatus, Canada Prof. Caruntu Dumitru, USA Prof. Ceccarelli Marco, Italy Prof. Chondros Thomas, Greece Prof. Clausen Uwe, Germany Prof. Ćuprić Nenad, Serbia Prof. Czmochowski Jerzy, Poland Prof. Dentsoras Argiris, Greece Prof. Dissanayake Gamini, Australia Prof. Dragović Branislav, Montenegro Prof. Đukić Goran, Croatia Prof. Edl Milan, Czech Republic Prof. Furmans Kai, Germany Prof. Gašić Milomir, Serbia Prof. Gašić Vlada, Serbia Prof. Georgiev Martin, Bulgaria Prof. Georgijević Milosav, Serbia Prof. Gerhard Detlef, Austria Prof. Guenthner Wilibald, Germany Prof. Hrabovsky Leopold, Czech Republic Prof. Illes Bela, Hungary Prof. Jančevski Janko, Republic of Macedonia Prof. Jerman Boris, Slovenia Prof. Jodin Dirk, Austria Prof. Jovanović Miomir, Serbia

Prof. Kartnig Georg, Austria Prof. Kessler Franz, Austria Prof. Lerher Tone, Slovenia Prof. Marinković Zoran, Serbia Prof. Markusik Sylwester, Poland Prof. Ognjanović Milosav, Serbia Prof. Overmeyer Ludger, Germany Prof. Park Nam Kyu, South Korea Prof. Potrč Iztok, Slovenia Dr Raghavan Madhu, USA Prof. Rakin Marko, Serbia Prof. Rogić Miroslav, Republic of Srpska, BiH Prof. Rusinski Eugeniusz, Poland Prof. Sari Zaki, Algeria Prof. Sawodny Oliver, Germany Prof. Schmidt Thorsten, Germany Prof. Sihn Wilfried, Austria Prof. Singhose William, USA Prof. Solazzi Luigi, Italy Prof. ten Hompel Michael, Germany Prof. Vidović Milorad, Serbia Prof. Vladić Jovan, Serbia Prof. Wehking Karl-Heinz, Germany Prof. Weigand Michael, Austria Prof. Wimmer Wolfgang, Austria Prof. Wypych Peter, Australia Prof. Zrnić Nenad, Serbia

Co-Presidents of Organizing Committee:

Prof. Dr. Georg Kartnig, Vienna University of Technology, Austria Prof. Dr. Nenad Zrnić, University of Belgrade, Serbia

President of Honorary Scientific Committee and Conference Founder:

Prof. Dr. Đorđe Zrnić, University of Belgrade, Serbia Reviewers:

Prof. Dr. Georg Kartnig, Austria Prof. Dr. Nenad Zrnić, SerbiaProf. Dr. Srđan Bošnjak, Serbia Prof. Dr. Branislav Dragović, Montenegro

Publisher: University of Belgrade, Faculty of Mechanical Engineering CIRCULATION: 100 copies ISBN 978-86-7083-863-5

All rights reserved. No part of this book may be reproduced in any form or by any means without writing permission from publisher. II

CONTENTS

PLENARY SESSION – INVITED PAPERS

Furmans K, Trenkle A, Seibold Z, Hochstein M, Stoll T. PLUG & PLAY MATERIAL HANDLING SYSTEMS AS A CONTRIBUTION TO INDUSTRY 4.0, CHALLENGES AND ACHIEVEMENTS ................................................................................................................... 1 Singhose W, Peng K, Garcia A, Ferri A. DYNAMICS AND CONTROL OF CRANE PAYLOAD LIFT-OFF AND LAY-DOWN OPERATIONS ............... 7 Gerhard D. EARLY DESIGN ENGINEERING METHODS FOR COMPLEX PRODUCTS AND SYSTEMS ......................... 19 Rusiński E, Czmochowski J, Moczko P, Pietrusiak D. CHALLENGES AND STRATEGIES OF LONG-LIFE OPERATION AND MAINTENANCE OF TECHNICAL OBJECTS ...................................................................................................................................... 23 Wimmer W. ECODESIGN - OPPORTUNITIES AND CHALLENGES FOR SUSTAINABLE PRODUCT DEVELOPMENT .................................................................................................................................... 33

SESSION A – HOISTING AND CONVEYING EQUIPMENT AND TECHNOLOGIES

Liu X, Pang Y, Lodewijks G, Wheeler C, Beh B. ASSESSMENT OF THE DYNAMIC PRESSURE MEASUREMENT ON A LOADED CONVEYOR BELT USING A TACTILE PRESSURE SENSOR .............................................................................................................. 39 Liu X, Pang Y, Lodewijks G, Wheeler C, Beh B. QUANTIFICATION OF THE PRESSURE DISTRIBUTION ON A LOADED CONVEYOR BELT USING A TACTILE PRESSURE SENSOR .............................................................................................................. 45 Zamiralova M, Lodewijks G. A NEW APPROACH TO DETERMINE PIPE CONVEYOR BELT ABILITY TO FORM A STABLE PIPE SHAPE BASED ON ITS TROUGHABILITY PERFORMANCE ............................................................................ 51 Markos P, Dentsoras A. ENERGY CONSUMPTION AND SERVICE PERFORMANCE OF ESCALATORS ............................................. 59 Dafnomilis I, Lanphen L, Schott L. D, Lodewijks G. BIOMASS HANDLING EQUIPMENT OVERVIEW ............................................................................................... 65 Schott L. D, Tans R, Dafnomilis G, Hancock V, Lodewijks G. ON THE DURABILITY TESTS FOR HANDLING OF SOLID BIOMASS SUCH AS WOOD PELLETS............ 71 Vladić J, Đokić R, Ličen ml. H, Gajić A. EXPERIMENTAL METHOD FOR DETERMINATION OF ELECTRIC ELEVATOR DYNAMIC PARAMETERS ...................................................................................................................................... 77 Rishmawi S, Singhose W. STATIC TIP-OVER STABILITY OF CRAWLER CRANES WITH MOVEABLE COUNTERWEIGHT ............. 83 Jovanović M, Radoičić G, Tomić V, Marković D. EXPERIENCE WITH EXTREME IMPACTS LOAD EXCITATION ...................................................................... 89 Zdravković N, Gašić M, Savković M, Marković G, Bošković G. FINITE DIFFERENCE SCHEME FOR FREE BENDING VIBRATION OF ELASTICALLY SUPPORTED NON-UNIFORM CANTILEVER BEAM WITH LUMPED MASS AT THE TIP ................................................... 95

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Rupar D, Jerman B. DYNAMIC LOADING OF THE LOADER CRANE .............................................................................................. 103 Šamec B, Lerher T, Potrč I. DESIGN OF HOISTING MECHANISM OF OVERHEAD CRANES BASED ON DIN 15018 AND EN 13001 ...................................................................................................................................... 109 Gašić V, Zrnić N, Milojević G. LOADING CAPACITY CURVES FOR DESIGN OF I-SECTION RUNWAY BEAMS ....................................... 113

SESSION B – CONSTRUCTION AND MINING EQUIPMENT AND TECHNOLOGIES

Decker K, Egger M, Haber A, Pillichshammer C. DRIVE POWER OF A DISCHARGE BELT CONVEYOR – COMPARISON OF CALCULATION, SIMULATION AND MEASUREMENT ................................................................................................................. 117 Marinković A, Lazović T, Milović Lj, Marković S. CONTACT STRESS AND DEFORMATIONS IN THRUST BALL BEARINGS FOR HEAVY MACHINERY EXCAVATORS ....................................................................................................... 123

SESSION C – LOGISTICS AND INTRALOGISTICS SYSTEMS

Lang A, Hölczli A, Günthner W.A. CONCEPTION OF AN INNOVATIVE ORDER PICKING SYSTEM BY USING A WIRELESS SENSOR NETWORK ...................................................................................................................... 129 Jung M, Günthner W. A. AN ACCURATE AND EFFICIENT CAMERA-BASED INDOOR POSITIONING APPROACH FOR INTRALOGISTIC ENVIRONMENTS ........................................................................................................... 133 Ehrler C. V, Luft D, Schöder D, Elektirkici S. POTENTIAL USER GROUPS FOR ELECTRIC VEHICLES IN URBAN DISTRIBUTION ............................... 139 Hafner N, Lottersberger F. INTRALOGISTICS SYSTEMS – OPTIMIZATION OF ENERGY EFFICIENCY ................................................ 145 Fritz M, Wolfschluckner A, Landschützer C, Jodin D. SIMULATION OF PARCEL SINGULATION PROCESSES – A DEM APPROACH .......................................... 151 Spassov V, Mihalev D, Ahchiiski V, Ivanova T. OPTIMIZATION OF WAREHOUSE PROCESSES IN THE PHARMACEUTICAL AND COSMETIC INDUSTRY. ............................................................................................................................... 157 Tinello D, Winkler H, Jodin D, Toferer M. BIOMIMETICS APPLIED TO FACTORY LAYOUT PLANNING: HONEYCOMBS AS BIO-INSPIRATION TO REDUCE INTERNAL TRANSPORT COSTS IN FACTORIES. 161 Lerher T, Potrč I, Rosi B. THROUGHPUT PERFORMANCE CALCULATION FOR MULTI-TIER SHUTTLE BASED STORAGE AND RETRIEVAL SYSTEMS ................................................................................................................................ 165

Franke Klaus-Peter TRANSPORT EFFICIENCY WITH RESPECT TO LIGHTWEIGHT GOODS IN LONG-DISTANCE ROAD HAULAGE .................................................................................................................. 171 Vojdani N, Knop M. AGENT-BASED APPROACH FOR ADAPTIVE LINE FEEDING ....................................................................... 175

X

Marković G, Gašić M, Savković M, Zdravković N, Bošković G. AN INTEGRATED APPROACH TO DECISION-MAKING IN ORDER TO SELECT LOGISTICS CENTRE LOCATIONS ...................................................................................................................... 181 Vujanac R, Disic A, Đorđević M. LOW COST AUTOMATED SYSTEM FOR HEAVY CONTAINERS HANDLING ............................................ 189 Eder M, Kartnig G. THROUGHPUT ANALYSIS OF S/R SHUTTLE SYSTEMS AND IDEAL GEOMETRY FOR HIGH PERFORMANCE ................................................................................................................................. 193

SESSION D – CONSTRUCTIONS AND DESIGN ENGINEERING

Đorđević M, Zrnić N, Jerman B. SIMPLIFIED LIFE CYCLE ASSESSMENT OF A BELT CONVEYOR ............................................................... 199 Jovanović M, Radoičić G, Jovanović V, Tomić V. SYNCHRONIC EXCITATION – A TYPE OF MALICIOUS DYNAMIC ACTION ............................................. 207 Zdraveski F, Mickoski H. THE INFLUENCE OF AERODYNAMIC DAMPING IN CALCULATION OF RESPONSE OF TALL SLENDER STRUCTURE WITH TMD .................................................................................................. 211 Jakimovska K, Duboka Č, Karastoyanov D. AN AHP/DEA METHOD FOR MEASUREMENT OF THE VEHICLE ROADWORTHINESS PERFORMANCE INDEX – VRWPI ....................................................................................................................... 217 Medjo B, Arsić M, Bošnjak S, Musrati W, Rakin M. STRESS ANALYSIS OF THE ADDITIONAL LOADING DEVICE OF THE BRIDGE CRANE FOR WEIGHTS UP TO 500t ................................................................................................................................... 221

Hompel ten M, Rotgeri M. ASSESSMENT OF HYBRID DESIGN FOR STRUCTURAL PARTS OF VEHICLES IN MATERIAL HANDLING ......................................................................................................... 225 Stamenković D, Popović V, Tirović M, Blagojević I. EFFECTS OF LATERAL VEHICLE DYNAMICS PARAMETERS ON MOTION SICKNESS .......................... 231 Petković Z, Gnjatović N, Milenović I, Milojević G, Stefanović A. SPECIFIC ENGINEERING CHALLENGES DURING THE LARGE-SCALE STRUCTURES’ MANTLING AND DISMANTLING PROCEDURES ............................................................................................ 235 Chondros T, Milidonis K, Rossi C, Zrnić N. ON THE EVOLUTION OF WHEELED TRANSPORTATION FROM THE BRONZE AGE TO THE ROMAN TIMES ........................................................................................................................................ 241

SESSION E – MARITIME AND PORT LOGISTICS OPERATIONS MODELING AND SUSTAINABLE DEVELOPMENT

Nishimura E, Hayashida M. ENVIRONMENTAL IMPACTS OF VEHICLE DISPATCH PROBLEM FOR MARINE CONTAINER DRAYAGE .............................................................................................................. 251 Zhang Q, Lu B, Park K. N. BI-LEVEL PROGRAMMING MODEL FOR TRUCK CONGESTION PRICING AT CONTAINER TERMINALS.............................................................................................................................. 257 Tselentis V, Dragović B, Coric A. MONITORING OF WATER QUALITY AND NOISE LEVEL IN MARINA AND NAUTICAL PORTS: AN PRACTICAL APPROACH ............................................................................................................................... 263

XI

Brunnthaller G, Georgijević M, Zrnić N, Bojić S, Bačkalić T, Stein S. CONTAINER TRANSPORT ON THE DANUBE - POTENTIALS FOR THE DEVELOPMENT OF A LINER SERVICE ........................................................................................................................................... 269 Dragović B, Papadimitriou S, Tzannatos E, Tselentis V. STUDY OF SUSTAINABLE MARINA DEVELOPMENT PERFORMANCE: ENVIRONMENTAL IMPLICATIONS ................................................................................................................... 275 Vujičić A. FUTURE OF CONTAINERISATION SUSTAINABILITY - SHIFTING FROM GREEN TO SMART PORT .... 283 Rajković R, Zrnić N, Dragović B, Stakić Đ. MULTI-CRITERIA DECISION MAKING METHODS IN CONTAINER TRANSPORT .................................... 289 Meštrović R, Dragović B. RO-RO AUTOMOBILE TERMINAL BULK OPERATIONS MODELING IN PORT ......................................... 295

Roussos E, Stratogiannis D, Nikitakos N. TRANSFORMATION OF PORTS: FROM SINGLE INTERFACES TO LOGISTICS PLATFORMS UNDER A NEW SECURITY PERSPECTIVE ........................................................................................................ 299 Park K. N, Suh C. S. A MODEL TO ESTIMATE CRUISE BERTHS PERFORMANCE IN KOREAN PORTS .................................... 307

Lyridis D, Lampetidis P, Manos N, Carellis L, Zacharioudakis P. PCTC MARKET ANALYSIS IN ADDITION TO FLEET DEPLOYMENT AND PROFIT OPTIMIZATION OF A PCTC LINER COMPANY USING GENETIC ALGORITHMS ................................................................... 311 AUTHOR INDEX ..................................................................................................................................................... 317

XII

G. Brunnthaller Junior Researcher

Vienna University of Technology, Institute of ManagementScience

M. Georgijević

Professor University of Novi Sad

Faculty of Technical Sciences

N. Zrnić Professor

University of Belgrade Faculty of Mechanical Engineering

S. Bojić

Assistant Professor University of Novi Sad

Faculty of Technical Sciences

T. Bačkalić Professor

University of Novi Sad Faculty of Technical Sciences

S. Stein

Senior Researcher Vienna University of Technology, Institute of ManagementScience

Container transport on the Danube - potentials for the development of a liner service Growth of traffic volume on rail and road and the increasing environmental awareness are up-to-date challenges for the European logistics sector. Presently, Central European waterways are utilized below their capacities, but are still not costly and timely efficient to be competitive. Facing these problems, a new inland vessel is constructed to reduce emissions and to shift cargo from road to inland waterways. For a competitive and resource efficient transport, an implementation scenario of the ready-to-use vessel in a container liner services is generated and its potentials are being elaborated. Keywords: Container Transport, Danube, Liner Service

1. INTRODUCTION

The constant growth of incoming and outgoing

containerized goods in European sea ports leads to problems with the hinterland transport demanding an upgrade of existing infrastructure in order to efficiently distribute the incoming and outgoing goods by road, rail or inland waterways. At the same time, environmental awareness is constantly increasing and forcing companies to make use of more sustainable modes of transport. This is particularly important for the landlocked countries of the Danube region, such as Austria, Slovakia, Hungary and Serbia.

For the European landlocked countries, the Northern ports (Rotterdam, Antwerp, Hamburg, etc.), Adriatic ports (Koper, Trieste, Rijeka) and the Port of Constanta are the gateways to be chosen. The port of Constanta is linked through the Danube-Black Sea Canal to the River Danube offering the most environmentally friendly hinterland transport and at the same time a 4,000 km shortersea transport route for the cargo coming from Far East and Australia through the Suez Canal to the European landlocked countries.

However, the transport on the Danube is still not costly and timely efficient enough to be competitive with rod and especially railway and currently the container transport for the Central European region is more convenient trough the Adriatic ports.

Figure 1. Alternative route from Asia to Europe (Source: Port of Constanta)

Thereat, it is to mention that the Adriatic ports Koper, Trieste and Rijeka do not posses access to the European Inland Waterway transport system and thus offer landsided hinterland transport only. As a result, direct transports via road (approx. 50% [1])do compete container transport on the Danube to a certain extend. Before the economic crisis in 2008, the expansion of container transport in the Northern European ports was at the maximum causing capacity problems and congestion. At thattime, the Adriatic ports such as Koper, Venice, Trieste and Rijeka used the chance and started to operate container transport from the Far East for the Central Europe region in order to reduce congestion created in the Northern ports. Figure 2 shows the constant rise of container flows for the northern Adriatic ports over the past years.

Correspondence to: Georg Brunnthaller, Junior Researcher Vienna University of Technology Institute of Management Science, Theresianumgasse 27, 1040 Vienna, Austria E-mail: [email protected]

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©FME Belgrade, 2015. All rights reserved. Proceedings of the XXI International Conference MHCL’15

Figure 2. Container throughput in Adriatic ports (Source: Port of Koper 2014)

At the same time, the potentials of the inland waterway transport on the Danube started to be considered. In 2006, the COLD (Container Liner Service Danube) study was released giving a detailed elaboration of potentials for introducing a container line service on the Danube from the port of Constanta to the port of Krems, as a hinterland transport to the Port of Constanta.The study revealed a favourable cost analysis and assessment of the advantages of this line, however, it also recognized the following risks:

• Waiting times at the ‘bottleneck’ Bosphorus. • Competition from Adriatic ports for shipments

from and to Central Europe • High Ocean freight rates to and from the port of

Constanta. • Inefficiencies in the area of customs: a slower

and deficient implementation of EU standards. In that time period, the container flows through the Port of Constanta had a continious increase and reached throughput of approximately 1.4 mil TEU in 2007. However, the economic crisis in 2008 led to the decrease of container flow of about 10 % in the Northern and Adriatic ports and about 50 % in the Port of Constanta.Some of the reasons for the drastic decrease was a costly unefficient hinterland transport on the Danube, a lack of logistic support and a lack of EU and national governments support.

Since 2005, there were two previous attempts of establishing a container line transport on the Danube. Unfortunately both were unsuccessful.

As a general agent of ZIM Integrated Shipping Services, JUGOAGENT has, for the first time in May 2005, introduced a regular container line transport service between Constanta and Belgrade. The line was scheduled to work every 15 days with the vessels capacity of 80 TEU. The line was closed in 2012. The number of the containers transported by the line is given in the Table 1. Table 1. Container flows between Constanta and Belgrade by JUGOAGENT line (Source:

2005 2006 2007 2008 2009 2010 2011 2012 Number of TEU 464 1.406 2.550 2.340 1.780 850 650 445

After the COLD project was finalized, a new container line service has been established, theHelo 1 line between Constanta and Budapest. The line was introduced in 2010, in collaboration with the shipping companies DDSG and Maharat and was based on the

concept of the networked system with strictly defined time schedule of the ships. The line was operating the transportation of full and empty containers once a week in two directions with the maximal capacity of 144 TEU. To make the line more efficient, barges with containers were connected in convoys with barges transporting mostly bulk cargo. The travel time from Constanta to Budapest was around 11.5 days while the travel time from Budapest to Constanta was around 8 days. However, the line was closed in June 2012.

The Danube Inland Harbour Development (DaHar) project (2011-2014) gave a detailed analysis of obstacles for the development of liner services (including analysis of the previous unsucessful attempts), as well as perspectives of inland water navigation on the Danube [2].According to the project results, the main obstacles for the introduction of a container line transportation and IWT on the Danube are:

• Navigability. The waterway maintenance on the Danube is extremely neglected and in the 2001, due to a lack of rainfall and consequently low water level, the inland waterway transportation on the Danube was hindered over 90 days in that year. Aproper navigable condition requires a minimal drought of 2.5 m over a period of minimal 320 days in a year. For the remaining days, the container line transport would be able to adopt additional measures such as transporting less containers or even pursue alternative routes ensuring a reliable service. This requires investments and a coordination of all states in the region in collaboration with the European Union.

• "Same river, different rules". Slow process of formal procedures regarding a harmonization of legal aspects between the Danube countries, which causes longer transportation times on the Danube in comparison to other transport modes and routes. The port of Constanta has a significant role in improving this issues by cooperating with operators and state institutions in the region following the good practices of the Adriatic and Northern ports.

• Slow implementation of ecological doctrine of the EU such as the reduction of the CO2 emissions, green logistics, green transport, etc.

• Low economic development. Fragmented economic entities that generate and attract small number of containers.

• Slow process of logistics development that would enable more cost effective and efficient consolidation of container flows in the region, and increase attractiveness of the inland waterway transport.

• Lack of awareness regarding the importance of investments in infrastructure and development of ports and terminals on the Danube and their transformation into logistic centers as generators of economical development in the region.

Due to the unstable water levels on the Danube throughout a great part of theyear, cargo vessels are not optimally loaded. The unstable water levels lead to

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Proceedings of the XXI International Conference MHCL’15 ©FME Belgrade, 2015. All rights reserved.

unreliable logistics chains and transport prices that are too high to be competitive.

In order to deal with those issueswithin the NEWS project,a two-fold approach was designed:The first part is the development of an innovative vessel able to adjust to inadequate naviagtional conditions on the Danube and which is environmentaly frendlier than the ships in existing fleet. The second is to elaborate the sustainable scenarios for the container line service on the Danube using the developed ship type. 2. NEWS SHIP AS A TECHNOLOGICAL

INNOVATION

The challenge of the NEWS project was to develop an inland vessel which is able to carry the maximum number of loaded containers in three layers at a maximum number of operation days. Newly developed ship lines lead to less power consumption for the same speed as comparable Type V ships.The newly adapted energy production- and distribution system plus propulsion system is as energy efficient and environmental friendly as possible.

NEWS Mark II is one example for such an innovative design (Figure 3). It is a Type Vinland vessel which is specially designed for shallow water shipping operation. It is mainly designed for carring containers on the Danube, either on the route up to the ARA ports

or to the eastern route to the port of Constanta, but is of course able to carry other goods such as cars (especially designed car carrier), bulk, project cargo or general cargo.

Above to today’s view, NEWS Mark II has the following advantages in comparison to existing ships on the Danube:

• Carry three layers of containers with four in a row (156 TEU) and operating on amaximum possible operation days of the year due to the ballast tank system. With this ballast tank system it is possible to increase the number of operation days with three layers of containers by lowering the draft of the ship in order to pass limited bridge heights at high water levels.

• Special designed ship lines in particular the lines of the aft ship. In addition, NEWS is designed with a special energy production- and distribution- and propulsion systems.

The NEWS Mark II ship has 20% lower fuel costs than the existing comparable competitorsdue to the use of LNG.

In respect to the exhaust gas emissions, the NEWS ship as gas electric version with rudder propeller has 51% less CO2 emissions than the benchmark ships Stein class for the same route.

Figure 3. Specification of the NEWS ship [3]

3. NEWS CONTAINER LINER SERVICECONCEPT

For the investigation of implementation scenarios of NEWS, two container lines are elaborated, operating between the sea ports of Rotterdam and Constanta. Methododically (Figure 4), these two implementation scenarios are based on the identification of the most promising catchment and operation area by an analysis of the existing macro regional transport flows within the

Danube region. That analysis is followed by a micro regional analysis of transport scenarios of potential forwarders, proofing the need for transport capacity within the chatchment area and gathering information about business requirements.The focus lies on non time-critical goods suitable for container transport, such as technical products, wood, slowly moving consumer goods, paper-, and package-industry, steel industry, construction industry, engines and engine parts etc.

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Figure 4. Methodology - Derivation of a container liner service [TU Wien 2014, own elaboration]

For the quantitative macro regional analysis, the Statistical Office of the European Union – Eurostat – and the online offer of the Statistical Office of Serbia were used as main data sources. Analyzing goods suitable for container transport, relevant economic sectors, regional economic development and transport flows, the most promising catchment and operation area is identified mainly in the area of the upper Danube between Germany and Hungary with its main population centres Vienna (AT), Bratislava (SK) and Budapest (HU) and their significant spatial concentration of the manufacturing sector in the corridor Bavaria-Linz-Vienna-Bratislava-Budapest. The analysis of existing macro-regional transport flows of container-suitable goods in the Danube Region shows that the largest share relates to the section Austria-Germany. In addition, significant flows of goods (rail/road) exist between Slovakia-Germany, Hungary-Germany, from Slovakia to Hungary, from Germany to Romania and from Hungary to Austria. With regard to a future potential of container transport flows, particularly the Romanian hinterland regions represent a high-growth potential. Table 2. Potential container export volume from Austrian ports [TU Wien2014, own elaboration]

Area of Port/Terminal

Export TEU per year

Import TEU per year

Vienna 27.100 15.630 Linz/Enns 41.000 49.425

Krems 39.000 6.000 Total 107.100 71.055

Within the micro regional analysis, the most promising catchment and operation area is described and relevant logistic chains for NEWS are identified. For this purpose, the top 40 exporters and importers of the catchment area (focusing Austria) are identified, using a 150 km distance radius to the respectively nearest port. A potential annual transport volume of approximately 110.000 TEU (export) could be indentified by the top 40 exporters and 71.000 TEU by the top 40 importers.20 case studies,with companies out of the top exporters and importers,are conducted in

order to deeper analyse the empirically collected data.These case studies contain a comparision of existingimport and export continer flows from/to the most promising catchment and operation area of NEWS and possible scenarios of shifting the flows from road and rail to the Danube. Selected companies transport containers intercontinentally mainly via ARA-ports or Koper or Triest. 94% of these containers are shipped via rail and 6% via road.

The as-is analyis of these 20 case studies reveals a potential tansport volume of 1,044 TEU per week for the import scenarios and 1,484 TEU per week for the export scenarios. With a potentialloading capacity of 156 TEU, this results in approx. 6 transports per week with NEWS.

An additional result of the conducted case-studies with the identified producing companies is a qualitative analysis of barriers impeding (producing) companies using IWT more often. In most cases, transport decisions are not made by themselves, but by the logistics service providers, deciding for the most cost-effecitve and reliable mode of transport. For the companies, the following reasons could be identified explaing why waterways are used that rarely:

• Regular shuttle transports from the Danube area to the sea ports, which can be booked reliably and spontaneously, are required (incoming/outgoing several times a week).

• Many companies use Koper and/or Triest as gateways, which are not reachable via inland waterways.

• There are currently no suitable freight forwardersoperating on the Danube.

• Lack of experience in multimodal transportation with IWT as main haulage, preventing many companies from a pilot run.

• The assessment of potential transport volume, particularly the identification of non-time critical goods is a challenge for logistics service provider.

• No logistics service provider is willing to risk (without subsidies) to establish a liner service, because they are afraid that the required lobby among the different freighter companies would not be given [4].

• A great number of producing companies within the Danube area cannot raise the required number of containers themselves in order to load barges; thus, shuttle transports and round trips are necessary.

• Subsidized and/or funded projects were less successful in the past. After the end of the funding period, most of the initiatives were stopped. Integrated, intermodal concepts, however, could increase the chance on a more successful implementation even after the funding ended.

After the most promising catchmentand operation area is identified and transport flows are characterized by empirical case-studies, a requirements analysis of terminals, shippers and forwarders and animplementation scenario for a container liner service

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is elaborated. Planning premise is to fulfill suppy and distribution of goods to/from the most promising catchment and operation area. Therefore, two possible lines are introduced with the trimodal terminal of Enns as a turning point for a North-Western Route (Line 1: to Rotterdam) and a South-Eastern Route (Line 2: to Constanta) on the Danube. The selection of Enns as the turning pointis based on a derived decision framework and socio economic considerations [5,6]. This framework considers different aspects for port selection:

• Level of demand in the hinterland. • Level of industrialization in the hinterland. • Level of containerization. • Transit times on IWT routes. • Effizient hinterland connection. • Port efficiency. • Emergin markets. As earlier analysis have shown, there is a high level

of containerization within the area of Linz and Enns due to its alignment as highly industrial area. The port of Enns is the only terminal located at the Danube with fast handling module layout; the gantry crane is the bigest gantry crane in the Danube area.Further promising ports of call are selected in the same manner. Inland port types alongside the Danube range from private industrial ports and wet transshipment sites (sites next to the waterway with their own transshipment facilities) to ports of international importance (E-ports). There are more than 334 E-ports in the enlarged EU and candidate countries, of which approx. 290 are located along Rhine and West corridor, and there are more than 40 E-ports along the Danube. In cooperation with shippers, engineers and logistics experts, two scenarios for container lines with promising ports of call are erlaborated with the following specificaitons of transport durations: Table 3. Specification of the Line 1[3]

Line 1: Enns – Rotterdam –– Enns (Promising additional optional port: Nuremberg) Pos. Specification Value

1 Operation length – River [km] 2 x 1.159 2 Speed through water (River) [km/h] 13 3 Operation length – Canal [km] 2 x 171 4 Speed (Canal) [km/h] 12 5 Operation length – Total [km] 2 x 1.330 6 Number of locks 2 x 59 7 Locktime 0,75 h/lock /Total) [h] 88,5 8 Ports time incl. pickup and unload of

conatiners [h] 2 x 10

9 Transport time for export of 23t/FEU [h/trip]

103,8

10 Transport time for import of 19,5 t/FEU [h/trip]

128,5

11 Roundtrip (Total per Ship) [days] 14

Table 4. Specification of the Line 2 [3]

Line 1: Enns – Constanta– Enns (Promising additional optional ports: Vienna, Budapest, Belgrade, Ruse) Pos. Specification Value

1 Operation length – River [km] 2 x 1.695 2 Speed through water (River) [km/h] 13 3 Operation length – Canal [km] 2 x 65 4 Speed (Canal) [km/h] 12 5 Operation length – Total [km] 2 x 1.760 6 Number of locks 2 x 9 7 Locktime 0,75 h/lock /Total) [h] 13,5 8 Ports time incl. pickup and unload of

conatiners [h] 2 x 10

9 Transport time for export of 23t/FEU [h/trip]

151,6

10 Transport time for import of 19,5 t/FEU [h/trip]

189

11 Roundtrip (Total per Ship) [days] 16 As the NEWS ship concept is equipped with an

active ballasttank system in order to adapt draught and thus to increase loading capacity,not only transport duration but also water levels play a vital role for capacity considerations. In particuliar at high water levels the system allows additional draught of up to 70 cm in order to cross bridges.Facing this additional draught, capacity calculations considering the loading sheme, statistical water levels of the last five years andbridge clearances on the axis Rotterdam - Constanta are conducted (Note: Statistical water levels in Romania were not available): Table 5. Transport capacity per ship on line 1[3]

Line 1. Enns – Rotterdam – Enns Number of Roundtrips 20 Trips p.a. Number of loaded operation days 280 p.a. Transport capacity

with active ballast water system (Additional draft of 70 cm)

Transport capacity without active ballast water system

Export of 23 t/FEU p.a.

1.223 FEU p.a. 1.073 FEU p.a.

Import of 19,5 t/FEU p.a.

1.310 FEU p.a. 1.126 FEU p.a.

Total number of FEU p.a.

2.533 FEU p.a. 2.199 FEU p.a.

Table 6. Transport capacity per ship on line 2[3]

Line 2. Enns – Constanta – Enns Number of Roundtrips 15 Trips p.a. Number of loaded operation days 315 p.a. Transport capacity

with active ballast water system (Additional draft of 70 cm)

Transport capacity without active ballast water system

Export of 23 t/FEU p.a.

1.000 FEU p.a. 995 FEU p.a.

Import of 19,5 t/FEU p.a.

1.042 FEU p.a. 1.053 FEU p.a.

Total number of FEU p.a.

2.042 FEU p.a. 2.030 FEU p.a.

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With a baseline of 280 loaded operation days on the western route, loading capacity is increased by 15% per year by applying the NEWS ballasttank system for the western route.

For the eastern route, loading capacity can only be increased by 0,6 %. Therefore, the benefit of the ballasttank system is almost neglectable.

Capital expeditures, transport duration and capacity (operational expenditures) calculation are the basic input parameters for the caclulation of a finance and business plan for NEWS:

• Transport volume on each transport route. • Specification of containers and loading schemes. • Operation profile including non operation days. • Derivation of needed ships per route. • Derivation of fixed and variable OPEX per ship

and fleet. • Derivation of CAPEX per ship and fleet. • Life cycle calculation per ship and fleet. • Emission calculation per ship and fleet. • Optimizaiton potentials by infrastructure

improvements. • Optimization potentials by include additional

ports. • Optimization potentials by the use of an

additional NEWS barge. • Return on Invest-Summary. The elaboration of a finance and business plan is

conducted in the final phase of the NEWS project and will be finalized until August 2015. The aim of the finance and business plan is to evaluate the economic potential and reliable costs for building and operating NEWS ship. The result will be a formal statement of the benefit of the NEWS conecpt with a focus on external economic investors in such a concept. 4. CONCLUSION

Congestion and long waiting times for transshipment in the Northern European portsbefore 2008led to the development of the Adriatic ports which took over the waiting ships by offering faster service.It would be unreasonable to wait for a similar situation to happen with the Adriatic ports in order to start benefiting from the potentials offered by the Danube for inland waterway transport fromthe Port of Constanta.

In order to develop acontainer line service and to attract container flows, it is necessary to overcome the navigational hindrances which represent the major obstacle for the development of a container line service on the Danube. To acchieve this, in the following years it is necessary to improve the collaboration between EU institutions and countries in the region in order to implement the Danube Strategy. Well coordinated logistical support is also essential and it needs great improvements in the Danube region.

As a potential improvement of the IWT on the Danube,two approaches were selected: innovative ship design and sustainable scenarios for the container line service operation.

NEWS has a lower fuel consumption, improved aft ship lines, redundant propulsion by two propulsors,

redundant energy production and distribution by installing three, respectively four generator sets and an active ballast tank system which allows more operation days per year and three layers of containers.In addition, being 20% better in fuel consumption and 51% better in CO2 emission- if operated with LNG- than existing ships, the NEWS Mark II proves to be a goodchoice for the future transport of containers onboth western and eastern route. The logistical advantages still have to be verified by a detailed cost analysis for the transport of containers on the mentioned Eastern and Western route:

For the designed ship, sustainable scenarios for the the two container line services were developed. Both lines are starting from the port of Enns, one to the Port of Rotterdam and the other to the Port of Constanta.

The micro and macro economic analysis attested that sufficient amount of cargo for the lines could be attracted in the defined catchment area. The finance and business plan of the lines is currently being developed and will be available in August 2015.

ACKNOWLEDGMENT

This work was supported by the Seventh Framework Programme through the project: NEWS - Development of a Next generation European Inland Waterway Ship and logistics system; and by the Serbian Ministry of Science and Education through the project: The Application of Information Systems in the Serbian Harbours - from Monitoring of Machines to the Networked Systems with EU Environment (project nr: TR 35036)

REFERENCES

[1] Deutsch, A.: Verlagerungseffekte im containerbasierten Hinterlandverkehr, University of Bamberg Press, Bamberg 2013, p. 288, 2013.

[2] Da Har: Danube Inland Harbour project, Integrated Strategy for Functional Specialization of the Danube Ports in the Logistic Chain, 2014. https://onedrive.live.com/?cid=eb23aa31f2fb19aa&id=EB23AA31F2FB19AA!1573&ithint=folder,.pdf&authkey=!AJb6TZ7u0CYT0yQ. Approached 28.02.2015.

[3] Lindenau, D.: Target Scenarios, available at http://news.imw.tuwien.ac.at/index.php/download/project-reports, approached 3.6.2015.

[4] BMVIT: Verlagerung von Gütertransporten von der Straße auf en Wasserweg, 2015, available at http://www.bmvi.de/SharedDocs/DE/Artikel/WS/verlagerung-von-guetertransporten-von-der-strasse-auf-den-wasserweg.html, approached 16.04.2015.

[5] Socio-economic considerations on Plans for Inland Waterway Transport for Danube River, 2006.

[6] Jovanic, S.: Present and future of the container liner shipping on the Danube, River Port Agency Manager Jugoagent, 2010.

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CIP - Каталогизација у публикацији Народна библиотека Србије, Београд 621.86/.87(082) INTERNATIONAL Conference on Material Handling, Constructions and Logistics (21 ; 2015 ; Wien) XXI International Conference on "Material Handling, Constructions and Logistics" - MHCL'15, 23rd-25th September 2015, Vienna, Austria / [organized by] Vienna University of Technology (TU Wien), Institute for Engineering Design and Logistics Engineering [and] University of Belgrade, Faculty of Mechanical Engineering ; edited by G.[Georg] Kartnig, N.[Nenad] Zrnić and S. [Srđan] Bošnjak. - Belgrade : University, Faculty of Mechanical Engineering, 2015 (Vrnjačka Banja : SaTCIP). - XII, 317 str. : ilustr. ; 30 cm Tekst štampan dvostubačno. - Tiraž 100. - Str. III: Preface / editors. - Bibliografija uz svaki rad. - Registar. ISBN 978-86-7083-863-5 a) Транспортна средства – Зборници COBISS.SR-ID 217528076

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