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■ Terminal technology innovation as a driver
for new business approaches
■ Business models including new pricing
and slot management elements
■ Active and wider service context role of
terminals in the hinterland corridors
Key role of efficient terminals
in intermodal transport –
case Verona Q. E. Terminal Gate
Fastest
Terminal
in Europe?
Stefan Blaas
Süddeutsche Consultants GbR
Augsburg - Germany
Verona Quadrante Europa Terminal Gate
„Old“
TEN-T
Cross-
road
Verona
„New“
TEN-T
Cross-
road
Verona
Interporto Quadrante Europa extends
over an area of 2.5 mio sqm
with a 4.2 mio sqm extension in the pipeline
Quadrante
Europa
Q.E. Terminal Gate S.P.A.
Q.E. Terminal Gate
S.P.A. is a Joint
Venture of
regional & national
actors for the
construction and
operation of the
What does „fast“ mean
fast project realisation
fast procedures in the daily operation
Verona Quadrante Europa Terminal Gate
Motivation
Innovation
Conclusion
Compact Terminal
CompactTerminal
visible compactness
CompactTerminal
elevated crane bridge
Transshipment area Stock
area
Elements
CompactTerminal
„Translators“
Transshipment area
CompactTerminal
Stock area
Elements
Verona Quadrante Europa Terminal Gate
Compact Terminal
Innovation
Conclusion
Motivation
Motivation
Motivation
Capacity gap
forecast 2007
Restricted space
Motivation
Productivity ambition
Motivation
Verona Quadrante Europa Terminal Gate
Compact Terminal
Motivation
Innovation
Conclusion
Starting Point for Innovation
Reach stackers «preferred»«Old» Portal cranes underutilised
12 m
6 78 3
trucks
storage
tracks
2 52
Compact TerminalClassic Portal Crane Layout
Innovation
Truck&TrainTruck&stock
Innovation
78 3 5 2 52
Max. 3 portal cranes 6 compact cranes
trucks
storage
tracks
Compact TerminalClassic Portal Crane Layout
truck&stock
processes
truck&train
processes
Innovation
Integrated Modelling Approach
Gate Capacity
External traffic mgt.
Microsimulazione TRT
Crane capacity
Gate CapacityGate CapacityGate Capacity
Crane capacityCrane capacityCrane capacity
Truck in Terminal inbound
transshipment demand (1)
Train StockTrainTrain StockStockStockTrain
Gate Capacity
External traffic mgt.
Microsimulazione TRT
Crane capacity
Gate CapacityGate CapacityGate Capacity
Crane capacityCrane capacityCrane capacity
Truck in Terminal outbound
transshipment demand (2)
Train StockTrainTrain StockStockStockTrain
Truck outputTruck side input
TrainTrainTrain
TrainTrainTrain
Crane capacityCrane capacityCrane capacityCrane capacity
Gateway train direct
transshipment demand (5)
departing (filling) train
transshipment demand (3) arriving (emptying) train
transshipment demand (4)
(1a) on train
(1b) on stock
(2a) from train
(2b) from stock
Innovation
Integrated Modelling Approach
…
0.0
10.0
20.0
30.0
40.0
50.0
60.0
70.0
80.0
crane queue
UTI roadside
fast
UTI railside
all moves
demand max
crane capacity
supply
actual crane
work-load
4 period all
moves
Shift A/B/C
05:00-11:00
Cranes 1-3
Shift G/H/I
17:00-22:00
Cranes 1-3
Shift D/E/F
11:00-17:00
Cranes 1-3
Integrated Capacity Management & Allocation
Innovation
train-flow/
slots
truck-flow/
slots
gates
crane
slots
Module I+II Module III Fascio A/P
Nuovi binari di
Fascio A/P
Modulo 4
1
2
3
4
5
6
7
8
9
10
11
12
Totale
1
2
3
4
5
Totale
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
1
2
3
4
5
6
7
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01:00 15 14 12 16 3 91 92 93 94 4 01:00 M 11 0 0 10
01:30 15 14 12 16 3 92 93 94 3 01:30 1 12 17 0 0 1 91
02:00 15 14 16 2 93 94 2 02:00 1 12 17 0 92 0 1 2 91
02:30 1 15 14 17 16 4 94 1 02:30 1 12 17 0 92 93 0 1 2 3 91
03:00 1 15 14 17 16 4 1 1 03:00 0 94 92 93 0 2 3 4
03:30 1 15 14 17 16 4
p
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1 2 2 03:30 0 94 5 93 0 3 4
04:00 1 15 14 17 16 4 1 2 3 3 04:00 0 94 5 0 4
04:30 1 15 14 17 16 4 1 2 3 4 4 04:30 s1 0 5 6 0
05:00 1 15 14 17 16 4 2 3 4 5 4 05:00 s1 0 7 6 0 1
05:30 1 15 14 17 s1 16 4 3 4 5 3 05:30 NU s1 0 7 8 6 0 1 2
06:00 1 15 14 17 s1 16 4 6 4 5 3 06:00 2 1 s2 0 7 8 9 0 1 2 3
06:30 2 15 14 17 s1 16 4 6 7 2 06:30 2 1 s2 14 0 8 9 10 0 1 2 3 4
07:00 2 15 17 s2 s1 16 3 6 7 8 3 07:00 M 1 s2 14 0 9 10 0 1 2 3 4 5
07:30 2 15 17 s2 s1 16 3 6 7 8 3 07:30 3 14 0 10 0 1 2 3 4 5
08:00 3 2 15 17 s2 s1 16 4 7 8 2 08:00 3 0 0 1 2 3 4 5 6
08:30 3 2 15 17 s2 s1 16 4 8 1 08:30 K 0 51 0 1 2 3 4 5 6 7
09:00 3 2 15 17 s2 s1 16 4
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0 09:00 4 0 52 51 0 8 1 2 3 4 5 6 7
09:30 3 2 4 15 17 s2 s1 16 5 51 1 09:30 4 NU 0 52 53 51 0 8 1 2 3 4 5 6 7
10:00 3 2 4 15 17 s2 s1 16 5 51 52 2 10:00 5 15 0 52 53 54 0 8 1 2 3 4 5 6 7
10:30 3 2 4 5 17 s2 s1 16 5 51 52 53 3 10:30 5 LU 15 0 53 54 55 0 8 1 2 3 4 5 6 7
11:00 3 2 4 5 17 s2 s1 16 5 51 52 53 54 4 11:00 6 15 0 54 55 0 8 1 2 3 4 5 6 7
11:30 3 2 4 5 6 17 s2 s1 16 6 51 52 53 54 55 5 11:30 6 0 55 0 8 1 2 3 4 5 6 7
12:00 3 2 4 5 6 17 s2 s1 16 6 51 52 53 54 55 5 12:00 0 0 8 1 2 3 4 5 6 7
12:30 3 2 4 5 6 17 s2 s1 16 6 51 52 53 54 55 5 12:30 0 0 8 1 2 3 4 5 6 7
13:00 3 2 4 5 6 17 s2 s1 16 6 51 52 53 54 55 5 13:00 0 0 8 1 2 3 4 5 6 7
13:30 3 2 4 5 6 17 s2 s1 16 6 51 52 53 54 55 5 13:30 RO 0 0 8 1 2 3 4 5 6 7
14:00 3 2 4 5 6 17 s2 s1 16 6 51 52 53 54 55 5 14:00 7 6 0 0 8 1 2 3 4 5 6 7
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15:00 3 2 4 5 7 17 s2 s1 16 6
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51 52 53 54 55 5 15:00 8 6 0 0 8 1 2 3 4 5 6 7
15:30 3 2 4 5 7 8 17 s2 s1 16 7 52 53 54 55 4 15:30 8 3 K 0 51 0 8 1 2 3 4 5 6 7
16:00 2 4 5 7 8 17 s2 s1 16 6 53 54 55 3 16:00 3 9 0 52 51 0 8 1 2 3 4 5 6 7
16:30 2 4 5 9 7 8 17 s2 s1 16 7 54 55 2 16:30 HB 3 9 0 52 53 51 0 8 1 2 3 4 5 6 7
17:00 2 4 5 9 7 8 17 s2 s1 16 7 1 55 2 17:00 10 s2 K BO 0 52 53 54 0 8 2 3 4 5 6 7
17:30 10 2 4 5 9 7 8 s1 16 7 1 2 2 17:30 10 s2 13 16 0 53 54 55 0 8 3 4 5 6 7
18:00 10 2 4 5 9 7 8 s1 16 7 1 2 3 3 18:00 s2 13 2 K 16 0 54 55 0 8 4 5 6 7
18:30 10 13 4 5 9 7 8 s1 16 7 1 2 3 4 4 18:30 DU 13 2 11 0 55 0 8 5 6 7
19:00 10 13 4 5 9 7 8 11 s1 16 8 2 3 4 5 4 19:00 12 HH 2 11 16 0 1 0 8 6 7
19:30 10 13 4 5 9 7 8 11 12 s1 16 9 3 4 5 3 19:30 12 14 9 s1 16 0 2 1 0 8 7
20:00 10 13 4 5 7 8 11 12 16 8 6 4 5 3 20:00 14 9 s1 0 2 3 1 0 8
20:30 10 13 4 5 14 7 8 11 12 16 9
n
o
t
t
e
6 7 5 3 20:30 14 9 s1 0 2 3 4 0
21:00 10 13 4 5 14 7 8 11 12 16 9 6 7 8 3 21:00 10 0 3 4 5 0
21:30 13 4 5 14 7 8 11 12 16 8 6 7 8 3 21:30 M 7 10 a
p
13 0 4 5 0 91
22:00 4 5 14 8 11 12 16 6 7 8 2 22:00 15 4 5 7 10 13 0 6 5 0 91 92
22:30 15 14 8 11 12 16 5 8 1 22:30 15 4 5 7
a
p
8 13 0 6 7 0 91 92 93
23:00 15 14 11 12 16 4 91 1 23:00 4 5 8 0 6 8 7 0 92 93 94
23:30 15 14 11 12 16 4 91 92 2 23:30 8 0 8 9 7 0 93 94
Pricing
Elements
peak hour
surcharge /
night time
discount
booked
capacity
utilisation
Train specification
Schedule week
Schedule a/p
Train length avg.
and UTI/train
Continuity of load
factor
Portfolio
Elements
(does it fit?)
Fixed cost
degression
effect
Pricing/costing elements vs. MTO
Innovation
Interactive Role
Innovation
TerminalTerminal
Responsive Role
Conclusion
Handling cost - 50%
Energy consumption – 50%
Shift from diesel to
electricity
 Capacity VR QE almost doubled on the Interporto premises
 International best practise elements implemented
 High reliability proven in almost 5 years of operation
Goals achieved?
Targets met !
Thank you - Q&A?
Stefan Blaas
Süddeutsche Consultants GbR
www.suedeutsche-consultants.de
sb@sued-con.de | +49-179-5013919

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Fastest terminal in Europe?

  • 1. ■ Terminal technology innovation as a driver for new business approaches ■ Business models including new pricing and slot management elements ■ Active and wider service context role of terminals in the hinterland corridors Key role of efficient terminals in intermodal transport – case Verona Q. E. Terminal Gate
  • 2. Fastest Terminal in Europe? Stefan Blaas Süddeutsche Consultants GbR Augsburg - Germany
  • 3. Verona Quadrante Europa Terminal Gate
  • 6. Interporto Quadrante Europa extends over an area of 2.5 mio sqm with a 4.2 mio sqm extension in the pipeline Quadrante Europa
  • 7. Q.E. Terminal Gate S.P.A. Q.E. Terminal Gate S.P.A. is a Joint Venture of regional & national actors for the construction and operation of the
  • 8. What does „fast“ mean fast project realisation fast procedures in the daily operation
  • 9. Verona Quadrante Europa Terminal Gate Motivation Innovation Conclusion Compact Terminal
  • 14. Verona Quadrante Europa Terminal Gate Compact Terminal Innovation Conclusion Motivation
  • 19. Verona Quadrante Europa Terminal Gate Compact Terminal Motivation Innovation Conclusion
  • 20. Starting Point for Innovation Reach stackers «preferred»«Old» Portal cranes underutilised 12 m
  • 21. 6 78 3 trucks storage tracks 2 52 Compact TerminalClassic Portal Crane Layout Innovation Truck&TrainTruck&stock
  • 22. Innovation 78 3 5 2 52 Max. 3 portal cranes 6 compact cranes trucks storage tracks Compact TerminalClassic Portal Crane Layout truck&stock processes truck&train processes
  • 23. Innovation Integrated Modelling Approach Gate Capacity External traffic mgt. Microsimulazione TRT Crane capacity Gate CapacityGate CapacityGate Capacity Crane capacityCrane capacityCrane capacity Truck in Terminal inbound transshipment demand (1) Train StockTrainTrain StockStockStockTrain Gate Capacity External traffic mgt. Microsimulazione TRT Crane capacity Gate CapacityGate CapacityGate Capacity Crane capacityCrane capacityCrane capacity Truck in Terminal outbound transshipment demand (2) Train StockTrainTrain StockStockStockTrain Truck outputTruck side input TrainTrainTrain TrainTrainTrain Crane capacityCrane capacityCrane capacityCrane capacity Gateway train direct transshipment demand (5) departing (filling) train transshipment demand (3) arriving (emptying) train transshipment demand (4) (1a) on train (1b) on stock (2a) from train (2b) from stock
  • 24. Innovation Integrated Modelling Approach … 0.0 10.0 20.0 30.0 40.0 50.0 60.0 70.0 80.0 crane queue UTI roadside fast UTI railside all moves demand max crane capacity supply actual crane work-load 4 period all moves Shift A/B/C 05:00-11:00 Cranes 1-3 Shift G/H/I 17:00-22:00 Cranes 1-3 Shift D/E/F 11:00-17:00 Cranes 1-3
  • 25. Integrated Capacity Management & Allocation Innovation train-flow/ slots truck-flow/ slots gates crane slots Module I+II Module III Fascio A/P Nuovi binari di Fascio A/P Modulo 4 1 2 3 4 5 6 7 8 9 10 11 12 Totale 1 2 3 4 5 Totale 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5 6 7 00:00 15 14 11 12 16 4 n o t t e 91 92 93 3 00:00 R a i l T r a c t i o n C o m p a n y 11 t r e n i a p e r i o d i c i ( C E M A T ) r i c o m p o s i z i o n e t r e n i r i c o m p o s i z i o n e t r e n i 0 T r e n i t a l i a C a r g o A u t o g e r m a H a n g a r t n e r A u t o g e r m a H a n g a r t n e r 0 8 9 10 94 A u t o g e r m a H a n g a r t n e r A u t o g e r m a H a n g a r t n e r A u t o g e r m a H a n g a r t n e r A u t o g e r m a H a n g a r t n e r 00:30 15 14 12 16 3 91 92 93 94 4 00:30 11 0 0 9 10 01:00 15 14 12 16 3 91 92 93 94 4 01:00 M 11 0 0 10 01:30 15 14 12 16 3 92 93 94 3 01:30 1 12 17 0 0 1 91 02:00 15 14 16 2 93 94 2 02:00 1 12 17 0 92 0 1 2 91 02:30 1 15 14 17 16 4 94 1 02:30 1 12 17 0 92 93 0 1 2 3 91 03:00 1 15 14 17 16 4 1 1 03:00 0 94 92 93 0 2 3 4 03:30 1 15 14 17 16 4 p u n t a 1 2 2 03:30 0 94 5 93 0 3 4 04:00 1 15 14 17 16 4 1 2 3 3 04:00 0 94 5 0 4 04:30 1 15 14 17 16 4 1 2 3 4 4 04:30 s1 0 5 6 0 05:00 1 15 14 17 16 4 2 3 4 5 4 05:00 s1 0 7 6 0 1 05:30 1 15 14 17 s1 16 4 3 4 5 3 05:30 NU s1 0 7 8 6 0 1 2 06:00 1 15 14 17 s1 16 4 6 4 5 3 06:00 2 1 s2 0 7 8 9 0 1 2 3 06:30 2 15 14 17 s1 16 4 6 7 2 06:30 2 1 s2 14 0 8 9 10 0 1 2 3 4 07:00 2 15 17 s2 s1 16 3 6 7 8 3 07:00 M 1 s2 14 0 9 10 0 1 2 3 4 5 07:30 2 15 17 s2 s1 16 3 6 7 8 3 07:30 3 14 0 10 0 1 2 3 4 5 08:00 3 2 15 17 s2 s1 16 4 7 8 2 08:00 3 0 0 1 2 3 4 5 6 08:30 3 2 15 17 s2 s1 16 4 8 1 08:30 K 0 51 0 1 2 3 4 5 6 7 09:00 3 2 15 17 s2 s1 16 4 s t a n d a r d 0 09:00 4 0 52 51 0 8 1 2 3 4 5 6 7 09:30 3 2 4 15 17 s2 s1 16 5 51 1 09:30 4 NU 0 52 53 51 0 8 1 2 3 4 5 6 7 10:00 3 2 4 15 17 s2 s1 16 5 51 52 2 10:00 5 15 0 52 53 54 0 8 1 2 3 4 5 6 7 10:30 3 2 4 5 17 s2 s1 16 5 51 52 53 3 10:30 5 LU 15 0 53 54 55 0 8 1 2 3 4 5 6 7 11:00 3 2 4 5 17 s2 s1 16 5 51 52 53 54 4 11:00 6 15 0 54 55 0 8 1 2 3 4 5 6 7 11:30 3 2 4 5 6 17 s2 s1 16 6 51 52 53 54 55 5 11:30 6 0 55 0 8 1 2 3 4 5 6 7 12:00 3 2 4 5 6 17 s2 s1 16 6 51 52 53 54 55 5 12:00 0 0 8 1 2 3 4 5 6 7 12:30 3 2 4 5 6 17 s2 s1 16 6 51 52 53 54 55 5 12:30 0 0 8 1 2 3 4 5 6 7 13:00 3 2 4 5 6 17 s2 s1 16 6 51 52 53 54 55 5 13:00 0 0 8 1 2 3 4 5 6 7 13:30 3 2 4 5 6 17 s2 s1 16 6 51 52 53 54 55 5 13:30 RO 0 0 8 1 2 3 4 5 6 7 14:00 3 2 4 5 6 17 s2 s1 16 6 51 52 53 54 55 5 14:00 7 6 0 0 8 1 2 3 4 5 6 7 14:30 3 2 4 5 7 17 s2 s1 16 6 51 52 53 54 55 5 14:30 7 W 6 0 0 8 1 2 3 4 5 6 7 15:00 3 2 4 5 7 17 s2 s1 16 6 p u n t a 51 52 53 54 55 5 15:00 8 6 0 0 8 1 2 3 4 5 6 7 15:30 3 2 4 5 7 8 17 s2 s1 16 7 52 53 54 55 4 15:30 8 3 K 0 51 0 8 1 2 3 4 5 6 7 16:00 2 4 5 7 8 17 s2 s1 16 6 53 54 55 3 16:00 3 9 0 52 51 0 8 1 2 3 4 5 6 7 16:30 2 4 5 9 7 8 17 s2 s1 16 7 54 55 2 16:30 HB 3 9 0 52 53 51 0 8 1 2 3 4 5 6 7 17:00 2 4 5 9 7 8 17 s2 s1 16 7 1 55 2 17:00 10 s2 K BO 0 52 53 54 0 8 2 3 4 5 6 7 17:30 10 2 4 5 9 7 8 s1 16 7 1 2 2 17:30 10 s2 13 16 0 53 54 55 0 8 3 4 5 6 7 18:00 10 2 4 5 9 7 8 s1 16 7 1 2 3 3 18:00 s2 13 2 K 16 0 54 55 0 8 4 5 6 7 18:30 10 13 4 5 9 7 8 s1 16 7 1 2 3 4 4 18:30 DU 13 2 11 0 55 0 8 5 6 7 19:00 10 13 4 5 9 7 8 11 s1 16 8 2 3 4 5 4 19:00 12 HH 2 11 16 0 1 0 8 6 7 19:30 10 13 4 5 9 7 8 11 12 s1 16 9 3 4 5 3 19:30 12 14 9 s1 16 0 2 1 0 8 7 20:00 10 13 4 5 7 8 11 12 16 8 6 4 5 3 20:00 14 9 s1 0 2 3 1 0 8 20:30 10 13 4 5 14 7 8 11 12 16 9 n o t t e 6 7 5 3 20:30 14 9 s1 0 2 3 4 0 21:00 10 13 4 5 14 7 8 11 12 16 9 6 7 8 3 21:00 10 0 3 4 5 0 21:30 13 4 5 14 7 8 11 12 16 8 6 7 8 3 21:30 M 7 10 a p 13 0 4 5 0 91 22:00 4 5 14 8 11 12 16 6 7 8 2 22:00 15 4 5 7 10 13 0 6 5 0 91 92 22:30 15 14 8 11 12 16 5 8 1 22:30 15 4 5 7 a p 8 13 0 6 7 0 91 92 93 23:00 15 14 11 12 16 4 91 1 23:00 4 5 8 0 6 8 7 0 92 93 94 23:30 15 14 11 12 16 4 91 92 2 23:30 8 0 8 9 7 0 93 94
  • 26. Pricing Elements peak hour surcharge / night time discount booked capacity utilisation Train specification Schedule week Schedule a/p Train length avg. and UTI/train Continuity of load factor Portfolio Elements (does it fit?) Fixed cost degression effect Pricing/costing elements vs. MTO Innovation
  • 28. Conclusion Handling cost - 50% Energy consumption – 50% Shift from diesel to electricity  Capacity VR QE almost doubled on the Interporto premises  International best practise elements implemented  High reliability proven in almost 5 years of operation Goals achieved? Targets met !
  • 29. Thank you - Q&A? Stefan Blaas Süddeutsche Consultants GbR www.suedeutsche-consultants.de sb@sued-con.de | +49-179-5013919

Notas del editor

  1. Official speech: Key role of efficient terminals in intermodal transport – case Terminal Gate Verona Quadrante Europa ■ Terminal technology innovation as a driver for new business approaches ■ Business models including new pricing and slot management elements ■ Active and wider service context role of terminals in the hinterland corridors In this comparison „fastest“ we only look at „Hinterland“ terminals, and road-rail transshipments Of course I speak of an ambition, not scientificly proven truth, and of efficiency – more than pure speed
  2. More passionate or even ambitious the question can be asked as follows: FASTEST TERMINAL IN EUROPE ? In this comparison „fastest“ we only look at „Hinterland“ terminals, and road-rail transshipments Of course I speak of an ambition, not scientificly proven truth, and of efficiency – which is much more than pure speed
  3. 1. What are we talking about: Intro of the terms: Verona, Quadrante Europa, Terminal Gate 2. What is a Compact Terminal 3. Why CT was chosen for Verona Module II 4. Innovation 5. Conclusion, Q&A
  4. One of the estimated 100 crossroads! Significant for Italy, however. Previous axes Berlin-Palermo & Lyon-Budapest New corridors: Helsinki-Valetta and Mediterranean (next) Top 5 Freight village with focus on transalpine combined transport Veneto as the economically most powerful regions e.g. industrial production
  5. One of the estimated 100 crossroads! Significant for Italy, however. Previous axes Berlin-Palermo & Lyon-Budapest New corridors: Helsinki-Valetta and Mediterranean Top 5 Freight village with focus on transalpine combined transport Veneto as the economically most powerful regions e.g. industrial production
  6. Interporto VRQE = biggest freight village in Italy: 6 Mio to p.a 600.00 TEU 6000 train pairs = 20 per day. > 1000 LU per day Top Europeam Freight village with focus on transalpine combined transport intermodal & multimodal connection + finished vehicle logistics (in railcar net tons 13) Impression of the logistics core area
  7. Who „did it“: Planning and Construction within a „purpose built“ National/Regional JV supported by SWISS HUB consulting team Proudly speaking you seee Silvio Rocca (CEO&“Founder“ TG) at the inauguration 2009, after 2 years of preparatory work and 1 year of construction! To allow for an intergated managment of all Modules, in 2008 Operational responsablity has been transferred to Terminali Italia (end of the „Laboratory“)
  8. Let us go deeper into the wording „fast terminal“: There is two ways of being fast and let me explain what „does it serve“ for: fast project realisation: saves money & earns money Fast procedures in the daily operation = efficiency 10 minutes target time truck in/out, 2 hours per train Frecciarossa high speed train perfectly represents the idea at the inauguration day (using the direct acces of overhead current lines up to the crane area)
  9. 1. What are we talking about: Intro of the terms: Verona, QE, Terminal Gate 2. What is a Compact Terminal 3. Why CT was chosen for Verona Module II 4. Innovation 5. Summary
  10. Compact means: Short distances and is combined with fast crane technology, It requires determined train/truck access and flow-guidance through the terminal In other words: Skilled staff using high tech, industrial process rather than improvisation
  11. Compact Terminal is both the core principle and the trademark of Swiss Tuchschmid AG Elevated crane on pylons, already mounted, cabine about to be placed GU Swiss Tuchschmid AG + Austrian Künz AG
  12. Separation of transshipment and stock area allows for different speed and principles It is both a consequence of the elevated cranes as well as an operational characteristic
  13. Translators on the ground connect transshipment and stock area
  14. Knowing where we are and what a Compact Terminal is , let me explain WHY Compact Terminal was chosen for Verona Module II
  15. Three basic factors influenced the decision in Verona 2006/2007: Capacity need in the Northern part of Italy, capacity available in the centro/south and islands Capacity based on aambitious throughput figures and high growth expectations in the north/transalpine Need for Gateways
  16. 2. Verona as a future bottleneck and opportunity: Existing Terminal Modules I+II at saturation and due for overhaul Ideal gateway location
  17. 3. Due to the situation inside the Interporto space ist extremely restricted Some former rola tracks and a bundle of shunting tracks are available Ca. 40 m width (CLICK)
  18. On this playing field the idea came up, whether it is possible to double capacity with the space available First sketches inserted a Compact Terminal
  19. Finally, which is the innovation / which are the innovative elements
  20. In the Modules I and II portal cranes - built 1970/80 ies - do not participate suffiently in the workload e.g. for transshipments to/from trucks and some tracks not covered by the portal width (right hand side) Interaction of reach stackers and trucks leads to congestion in polyvalent lanes ca. 12m (arrow marking on the ground), time and space restrictions, as well as high emissions and fossile energy consumtion Loss in space is visible
  21. As mentioned earlier Existing Terminal Modules I+II at saturation simulated the desire to go „beyond“ classic Portal Crane efficiency
  22. Changing the viewpoint from looking at the previous cross section into a birds eye view the capacity potential of Compact Teminal becomes more visible: Higher crane density, shorter distances, quicker actions: 3 versus 6 cranes, with dedicated working zones
  23. Integrated modelling managed to integrate Truck/Gate/Crane/Stock flows and capacities For the design and capacity steps and to generate the inputs for a pricing model
  24. Sample of capacities availbale and queueing effects, to show that we really dug into the capacity issue
  25. ICMA includes train, truck gate and crane slots Only train slots shown here, trucj cranes and gates analysed in the same way and interactive!
  26. Pricing models have been developed in the design phase, with the integration into Terminali Italia this process has been currently halted With volumes picking up to pre-crisis levels the discussion and implementation process will continue
  27. Terminals‘ role: Active and cooperatively as a creative coordinator Sounds trivial, but it must happen to build and operate terminals efficiently, pricing is the lever to actually play the active role Integrated capacity in terms of slots on the network and in the terminal are also an issue
  28. Verona Q.E. with three mudules and three operation modes has proven the high expectations, High reliability, Gateway functionality would even enhance the performance
  29. Time to thank you, your questions and my answers