SWOT Analysis Austria

ChemicalLogisticsCooperation
inCentralandEasternEurope
SWOTAnalysis
Austria
Strengths
Opportunities
Weaknesses
Threats
SWOTAnalysis
Project[ChemLog]
TABLEOFCONTENT
STRUCTURE...........................................................................................................................................................................4
INTRODUCTIONTOREGION/COUNTRY........................................................................................................................................5
2.1
2.2
2.3
2.4
CHEMICALSALES..........................................................................................................................................................8
COMPANYSTRUCTURESIZEOFENTERPRISESANDEMPLOYEES..............................................................................................9
INTERNATIONALTRADE................................................................................................................................................10
REGIONALSTRUCTUREOFCHEMICALINDUSTRY.................................................................................................................11
DESCRIPTIONOFTRANSPORTINFRASTRUCTURE...........................................................................................................................13
3.1
INTRODUCTION..........................................................................................................................................................13
3.2
INTERMODALTRANSPORT.............................................................................................................................................14
3.2.1
ACTUALANDPLANNEDFIGURES............................................................................................................................15
3.2.2
MAINCORRIDORSANDMAJORINFRASTRUCTURE......................................................................................................16
3.2.3
GOVERNMENTPLANSANDPOLITICALPROGRAMS......................................................................................................16
3.3
ROADTRANSPORT......................................................................................................................................................17
3.3.1
ACTUALANDPLANNEDFIGURES(STATUS:2005/2007)............................................................................................17
3.3.2
3.3.3
3.4
RAILWAYTRANSPORT..................................................................................................................................................19
3.4.1
3.4.2
3.4.3
3.5
WATERWAYTRANSPORT..............................................................................................................................................21
3.5.1
3.5.2
3.5.3
3.6
PIPELINETRANSPORT..................................................................................................................................................24
3.6.1
3.6.2
DESCRIPTIONOFCHEMICALLOGISTICSINTHEREGION/COUNTRY...................................................................................................25
INTERNALSTRENGTHSANDWEAKNESSESOFCHEMICALCOMPANIESANDLOGISTICPROVIDERS..............................................................26
5.1
STRENGTHSINPROCUREMENT.......................................................................................................................................26
5.2
STRENGTHSINWAREHOUSINGOFRAWMATERIALS,SEMIFINISHEDANDFINISHEDPRODUCTS.......................................................26
5.3
STRENGTHSINPRODUCTIONLOGISTICS............................................................................................................................26
5.4
STRENGTHSINDISTRIBUTIONANDTRANSPORT...................................................................................................................27
5.5
STRENGTHSINPLANNINGANDCONTROLLING....................................................................................................................28
5.6
STRENGTHSINORDERPROCESSING.................................................................................................................................28
5.7
STRENGTHSININFORMATIONLOGISTICS...........................................................................................................................28
ProjectPartner:AUSTRIA
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EXTERNALOPPORTUNITIES,CHANCESANDRISKSFORCHEMICALLOGISTICSINCENTRALANDEASTERNEUROPE..........................................29
6.1
ECONOMICTRENDS.....................................................................................................................................................29
6.2
SOCIOCULTURALTRENDS..............................................................................................................................................31
6.3
TECHNOLOGICALTRENDS..............................................................................................................................................32
6.4
ENVIRONMENTANDENERGY.........................................................................................................................................32
6.5
POLITICSANDINNOVATION...........................................................................................................................................33
6.6
TRANSPORTINFRASTRUCTURE.......................................................................................................................................35
6.6.1
RAILWAY........................................................................................................................................................35
6.6.2
WATERWAY.....................................................................................................................................................36
6.6.3
ROAD.............................................................................................................................................................37
6.6.4
INTERMODAL...................................................................................................................................................37
6.6.5
PIPELINE.........................................................................................................................................................37
6.7
SAFETYANDSECURITY.................................................................................................................................................38
6.8
INDUSTRYSECTORANDCOMPETITION..............................................................................................................................38
6.8.1
CUSTOMERS....................................................................................................................................................38
6.8.2
SUPPLIERS.......................................................................................................................................................39
6.8.3
ACCESSTOTHEMARKET.....................................................................................................................................39
NEEDSFORFUTUREACTIONANDIMPROVEMENTSCONCLUSION...................................................................................................41
7.1
NEEDFORFUTUREACTIONSANDIMPROVEMENTSFROMTHELOGISTICALPOINTOFVIEW..........................................................41
7.2
NEEDFORFUTUREACTIONSANDIMPROVEMENTSINTERMSOFPOLITICS,TRANSPORTATIONANDINFRASTRUCTURE.........................45
7.3
NEEDFORFUTUREACTIONSANDIMPROVEMENTSFROMTHEECOLOGICALPOINTOFVIEW.........................................................46
LITERATURE.......................................................................................................................................................................47
8.1
STUDIESANDSTATISTICSUSED.......................................................................................................................................47
8.2
LISTOFEXPERTS.........................................................................................................................................................48
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1 STRUCTURE
Literature
Needsforfutureactionsandimprovements Conclusions
Internal
Strengths
ofChemical
Companies
andLogistic
Providers
Internal
Weaknesses
ofChemical
Companies
andLogistic
Providers
External
External
opportunities
Threats,
andchances Problemsand
forchemical
Barriersfor
logisticsin
chemical
Centraland
logisticsin
Eastern
Centraland
Europe
Eastern
Europe
Descriptionofchemicallogisticsintheregion/country
Descriptionoftransportinfrastructure
DescriptionofChemicalIndustry
IntroductiontoRegion/Country
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2 INTRODUCTIONTOREGION/COUNTRY
Austriaisafederalparliamentaryrepublic
inCentralEurope,borderinginthenorth
on Germany and Czech Republic, in the
east on Slovak Republic and Hungary, in
thesouthonSloveniaandItalyandinthe
west on Switzerland and Liechtenstein.
Austriaconsistsofninefederalstatesand
thecapitalisVienna.Since1955Austriais
part of the United Nations and member of the European Union since 1995. In westeast
directionAustriaextendstomaximum575kmandinnorthsouthdirectionto294km.About
60%ofthefederalterritoryismountainouswhereasthewidelowlandsareintheeastnear
theDanube.Only32%ofthesurfaceislessthan500mandabout43%areforested.
In 2007 the gross domestic product per capita amounted to approximately 32,600 placing
Austriaatthe8thpositionwithintheEU27countries(24,800averages).Regardingthereal
economic growth Austria ranks above the EU27 average (2.9%) with 3.1%. While the
domestic employment rate is considerably beyond the medial indicator (7.1%) and
amountedin2007sumupat4.4%.Thecontributionoftheeconomicalsectorstothegross
value added is as following: 2% primary sector, 31% secondary sector and 67% tertiary
sector.
For the first time since the Second World War the global economy has to face a severe
recession. For the upcoming year the most important industry sectors will significantly
reduceproductionvolumes.Inspiteofmassivecountersteeringbythefiscalpolicy,Austria
has to anticipate a real decline in gross domestic product by 2.2% according to the latest
forecasts.Whileexportsandinvestmentsarenosediving,consumptionisincreasingslightly
inthefaceoftherecession.Intheyear2010alsointernationalmeasuresforsupportingthe
economicsituationwillbesuccessful.Thiswillstabilizethedemandinsuchwaytoenablean
economicgrowthby0.5%.From2005to2008theemploymentratehasbeencontinuously
decreasedfrom5.2%toactually3.8%.For2009thisindicatorispredictedtogoupto5.0%
andtheyear2010to5.8%.
2007
InhabitantsinMio
8,315
Areainkm
83.871
GrossDomesticProductinbillionEUR:
2000
2001 2002
2003
2004
2005
2006
2007
207,53 212,50 218,85 223,30 232,78 244,45 257,29 270,84
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GrossDomesticProduct/capita:
2000
2001 2002
2003
2004
2005
2006
2007
5.900 26.420 27.070 27.510 28.480 29.690 31.070 32.570

Source:StatistikAustria,www.statistik.at,20090413.
The chemical industry has some unique characteristics: it is a globalized industry sector,
highlyinnovationdrivenandknowledgeintensive.Thecompaniesofthechemicalindustry
areintegratedalongthevaluechainintoitsdownstreamindustriesordirectlytoconsumers.
Chemical production and process technologies are capital and energy intensive. A long
product development time requires stable and predictable policy framework. Due to the
highdegreeofglobalization,competitiontakesplaceatgloballevel.
Worldwide the chemical industry ranks among the most important industry sectors and
especiallyrepresentsakeysuccessfactorfortheAustrianeconomy.10.3%ofthedomestic
workingpopulationisemployedinthisheterogeneousindustrysector,contributing10.6%of
the domestic production value and more than 12% to the gross domestic product of the
Austrianindustry.Productsofthechemicalindustrycanbefoundnearlyineveryproductor
areaoflife.Upstreamsectorsaremainlytradingcompaniesoffuel,ore,metalsandtechnical
chemicals as well as the transport sector as a whole and especially pipelines which are
essential for the service provision of the chemical industry. Furthermore the chemical
industry sources companyrelated services like legal and tax advice, advertisement or
provisionofleasingstaff.
Thechemicalindustrycontributesconsiderablytotheproductionandthevaluecreationof
downstreamsectorsaswellsforinstanceenergy,gasandwatersupply,machinesandmetal
ware industry, electric and electronic sector and paper industry. According to the latest
numbersthechemicalindustryisoneofthebiggestemployingindustrygroupinAustriaas
more than 10% of all industrial staff or more than 43.000 people are employed in 295
chemical companies as well as about 80.000 workplaces are indirect and secondary
employment effects. Impressed by a heterogeneous structure, the chemical industry is
impressedbysmallandmediumsizedcompanieswithabout145employeesatanaverage
andwithanSMEintensityofapproximately85%.ThepersonnelexpensesinAustriaforstaff
withinthechemicalindustryamountto2.23billionEurosintotalandnearly51,000Europer
yearperemployedperson.1
Bnvcp.FCIO(Jahresbericht2008)undwww.fcio.at,20090413.
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Production of Chemical Industry 1998-2008

16000
14000
12000
Mio
10000
8000
6000
4000
2000
0
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
Source:FCIOFachverbandderChemischenIndustriesterreichs,April2009.
Itcanbementionedthattheyear2008wastheendofalonglastingeconomicboomwhich
has already been noticed at midyear within the chemical industry. As supplier for several
industry sectors which were affected by the economic crises, the chemical industry was
hardlyhitbytheglobalregression.Inthefirsttermof2008thechemicalsaleswerehigher
thanintheyearbefore,sofromsummeroncompaniesremarkedasharpdeclineinorders
by 11%. Especially exports lag behind expectations as for a long time export growth was
lower than the domestic sales. The domestic market has proved to be a stabilizing factor,
although a high degree of satiation can be determined. Companies are afraid of further
weaknesses in demand, stagnating domestic sales, declining degree of capacity utilization,
reducedworkinghoursandsignificantlosinginsales.Theemploymentsituationreflectsthe
state of the economy. Latest figures show that in July 2008 44.167 people still were
employedinthechemicalindustry,whereasattheendoftheyearthisnumberamounted
onlyto43.000.
InordertoguaranteeasustainabledevelopmentoftheAustrianbusinesslocation,massive
investments for education are vital. The chemical industry demands a broader base for
innovation and research as well as an intensive integration of chemical topics into
educational institutions. A higher number of university graduates and researchers mean a
betterchanceforAustriatosurviveasasustainablebusinesslocationintermsofinnovation,
specializationandqualification.
Forecastsfortheyear2009augurbadly:volumeofordersandcapacityutilizationwillreach
a low, whereas finished goods inventory are predicted to increase significantly. The
dominatingtasksfortheupcomingyearwillberationalizationandadjustmentofcapacities.
Furthermore investments will go back considerably, as in 2007 and 2008 they amounted
beyond 1 billion Euros and are expected to lag clearly behind this range in 2009. In total
investmentswillbereducedbyapproximately13%.
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Plasticandrubberproducts:Thefirstthreequarteroftheyear2008broughtanincreasein
salesby5%aswellasexportswhichaugmentedby7.5%.Thelabourmarketshowedpositive
developmentstooasnumberofemployeesenlargedby2.4%untilhalfoftheyear2008.Due
toextremelyhighenergycostsandtheraiseinlabourcosts,theplasticandrubberindustry
facedmassivecostpressureandadditionallywashitbytheeconomicregressionduringthe
last quarter. Especially for suppliers of the automotive industry the decline in orders is
difficulttobear.
Fibres:Afteraworldwideeconomicalboominthefirstquarter2008,thefibressectorhada
remarkabledropinthesecondquarterasthecottonpricesanimportantindicatorforthe
price development of fibres declined massively. Extremely high raw material costs could
notbemovedtothecustomerandhadhighinfluenceonprofit.Forthefuturelatestfigures
showthatprospectivelythefibresboomisoverandlowergrowthandmarginsareexpected.
Paints, varnishes and similar coatings, printing inks and mastics: whereas the growth in
salesofabout6%inthefirsthalfyearof2008leadtooptimisms,theforecastfor2009are
depressingandshowthesamepictureasinothersectorsofthechemicalindustry.
Pesticidesandfertilizer:actuallytheEuropeanUnionplanstoimplementanewregulation
concerning pesticides with massive impacts on the Austrian agriculture sector. Some
substances with acceptable risks for consumer and environment should be banned
completely although a harmonized, transparent and standardized system for evaluation of
substancesisstillmissing.
Detergents, perfumes and toilet preparations: the domestic market for soap, detergents,
perfumes and toilet preparations is saturated, the costs for raw materials and energy are
reachingapeakandthecostpressureisincreasing.Innovativedevelopmentsoftheproduct
portfolio and a broader spectrum of services for consumer sector as well as for industry
enable a positive estimation. Exports were satisfying although yearly growth rates are
decreasing.
Technicalgases:Nearlythewholeyear2008wassuccessfulintermsofeconomicalgrowth.
Onlyattheendoftheyear2008thedifficulteconomicalcircumstancesleadtoareduction
atgassales.Duetohighfuelcoststheexpensesformanufacturingandtransportationwent
upsignificantly,sothattheycouldnotbecompensatedtotallybyoptimizationmeasures.2
2.1 CHEMICALSALES
SalesofchemicalindustryinMioEUR:
2000 2001 2002 2003 2004 2005 2006 2007
Manufactureofbasicchemicals*
2.766 2.768 2.688 2.683 2.859 2.940 3.428
Manufactureofpesticidesandotheragro
chemicalproducts
Manufactureofpaints,varnishesandsimilar
coatings,printinginkandmastics
Manufactureofpharmaceuticals,medicinal
chemicalsandbotanicalproducts**
Manufactureofsoapanddetergents,cleaning
45
69
an
118
127
an
141 n/a
556
582
593
599
635
625
651 n/a
2.901 2.394 2.407 2.624 2.510 2.694 2.798 n/a

462
528
532
577
572
609
672 n/a
Bnvcp.FCIO(Jahresbericht2008),SchneiderSchneider/Brunner/Lengauer/Koller[ChemischeIndustrie2008].
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andpolishingpreparations,perfumesand
toiletpreparations
Manufactureofotherchemicalproducts***
453
454
473
445
472
526
Manufactureofmanmadefibres
581
601
642
an
658
688
674 n/a
739 n/a
Manufactureofchemicalsandchemical
products
7.764 7.396 7.394 7.626 7.824 8.209 9.103 n/a
Manufactureofrubberproducts****
Manufactureofplasticproducts*****
988 n/a
3.627 3.817 3.911 3.625 3.905 3.921 4.487 n/a
Manufactureofplasticandrubberproducts
4.391 4.616 4.750 4.474 4.762 4.831 5.475 n/a
Shareofchemicalsalesinprocessing
industry
2000 2001 2002 2003 2004 2005 2006 2007
products
31%
29% 34,2% 30,6%
30%
28%
28% n/a
Manufactureofplasticandrubberproduct
18%
18%
18%
16%
17% n/a
764
799
839
849
857
910
22%
18%
Source:StatistikAustria[LeistungsundStrukturstatistik20002006].
Explanations:TheProcessingIndustryconsistsofthepapermanufacturing,manufacturingof
chemicalsandchemicalproducts,manufacturingofmetalsandofthemanufactureofplastic
and rubber product (usually not part of the processing industry): 32.411 Mio EUR sales in
total
2.2 COMPANYSTRUCTURESIZEOFENTERPRISESANDEMPLOYEES
Numberofenterprises
2000 2001 2002 2003 2004 2005 2006 2007
products
370
440
412
423
420
438
429
19employees
145
254
223
238
231
252
1049employees
117
105
106
104
110
109
242 n/a
111 n/a
50249employees
83
59
59
57
55
54
250employees
25
23
24
24
24
23
560
576
611
617
619
625
19employees
271
287
303
305
312
327
1049employees
171
170
188
197
188
181
50249employees
90
92
93
87
92
90
82 n/a
179 n/a
250employees
28
28
27
28
27
27
28 n/a
Manufactureofplasticandrubberproduct
an
54 n/a
22 n/a
574 n/a
273 n/a
Numberofemployees
2000
2001
2002
2003
2004
2005
Manufactureofchemicalsand
chemicalproducts
27.141
25.676
25.999
26.247
26.798
2006 2007
26.552 26.558 n/a
Manufactureofplasticand
rubberproduct
29.601
29.713
29.217
27.633
27.833
27.496 28.112 n/a
Explanations:Numbersof2007willbepublishesinJune2009
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2.3 INTERNATIONALTRADE
Exportquotain%
Manufactureofchemicalsand
chemicalproducts
Manufactureofplasticandrubber
products
2.000
34%
2.001 2.002 2.003 2.004 2.005

36%
37%
37%
37%
39%
2.006
42%
2.007
42%
6%
6%
5%
5%
6%
6%
6%
6%
Relationbetweenexportsandthegrossdomesticproduct.
ImportofchemicalsinMioEUR
(Einfuhr)
Manufactureofpesticidesandother
agrochemicalproducts
Manufactureofpaints,varnishesand
similarcoatings,printinginkandmastics
Manufactureofpharmaceuticals,
medicinalchemicalsandbotanical
products**
Manufactureofsoapanddetergents,
cleaningandpolishingpreparations,
perfumesandtoiletpreparations
Manufactureofotherchemical
products***
products
products
2.000
2.001
2.002
2.003
2.004
21.487
22.336
20.782
21.935
725
822
724
749
886
2.652
2.855
2.671
3.150
3.201
22.249
27.416
32.325
6.548
6.653
15.116
2.005
24.979 29.716
2.006
2.007
33.518
37.059
882
932
3.524
3.710
3.922
31.864
30.897 34.412
39.596
42.112
7.398
7.827
7.855
8.388
8.592
8.780
15.359
15.973
16.622
18.255 18.786
20.354
21.357
749
69.527
668
76.108
684
80.559
685
82.833
667
602
560
86.740 96.311 107.263
442
113.673
7.949
3.791
11.740
8.493
4.176
12.669
8.401
4.427
12.828
8.721
4.318
13.039
9.223 9.637
4.365 4.488
13.588 14.126
9.974
3.214
13.188
2.000
2.001
2.002
2.003
17.445
830
18.957
1.347
18.218
929
18.539
1.095
18.740 19.957
1.319 1.721
25.568
1.633
30.205
0
1.850
1.958
2.013
2.249
2.465
2.727
2.777
2.985
20.315
23.521
30.806
29.840
28.956 36.288
43.629
46.442
2.424
3.194
3.595
4.079
3.855
4.099
4.749
4.913
8.290
8.762
19.124
19.084
20.661 22.537
22.342
27.210
9.227
4.508
13.735
ExportofchemicalsinMioEUR
(Ausfuhr)
Manufactureofpesticidesandother
agrochemicalproducts
Manufactureofpaints,varnishesand
similarcoatings,printinginkandmastics
Manufactureofpharmaceuticals,
medicinalchemicalsandbotanical
products**
Manufactureofsoapanddetergents,
cleaningandpolishingpreparations,
perfumesandtoiletpreparations
Manufactureofotherchemical
products***
2.004
2.005
2.006
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SWOTAnalysis
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products
products
2.994
54.148
3.200
60.937
3.575
78.260
3.522
78.409
4.036 4.320
4.387
80.031 91.649 105.084
5.171
2.678
7.849
5.556
3.228
8.784
4.985
3.359
8.344
5.256
3.594
8.850
5.851
3.884
9.734
5.956
3.698
9.654
5.507
3.186
8.693
5.238
116.994
6.513
2.701
9.214
Geographicbreakdownofchemicals
exportin%(Ausfuhr)
2.000 2.001 2.002 2.003 2.004 2.005
EU27
71%
EU15
Estonia,Latvia,Lithuania,Malta,Poland,
Slovakia,Slovenia,CzechRepublic,Hungary,Cyprus
12%
7%
2%
6%
1%
0%
Bulgaria,Rumania
RestofEurope
NAFTA
LatinAmericaandtheCaribbean
Asia
Africa
Australia/Oceania
Geographicbreakdownofchemicals
importin%(Einfuhr)
69%
68%
71%
13%
7%
2%
7%
1%
0%
14%
9%
2%
6%
1%
1%
14%
7%
1%
6%
1%
1%
71%
69%
15%
5%
1%
6%
1%
1%
17%
5%
2%
6%
1%
0%
2.000 2.001 2.002 2.003 2.004 2.005
EU27
84%
EU15
Estonia,Latvia,Lithuania,Malta,Poland,
Slovakia,Slovenia,CzechRepublic,Hungary,Cyprus
Bulgaria,Rumania
RestofEurope
NAFTA
LatinAmericaandtheCaribbean
Asia
Africa
Australia/Oceania
5%
5%
0%
5%
0%
0%
84%
84%
84%
5%
5%
0%
5%
0%
0%
6%
5%
0%
4%
0%
0%
7%
5%
0%
4%
0%
0%
84%
79%
6%
4%
1%
5%
0%
0%
10%
4%
1%
5%
0%
0%
2.006
2.007
68%
67%
17%
5%
2%
6%
1%
1%
17%
5%
2%
7%
1%
0%
2.006
2.007
78%
78%
11%
4%
1%
5%
0%
0%
10%
5%
1%
6%
0%
0%
2.4 REGIONALSTRUCTUREOFCHEMICALINDUSTRY
AdditionallytochemicalproductionsitestherearetwomainchemicalindustryparksinLinz
andKrems.InLinztheproducerAMIAgrolinzMelamineInternational,DSMFineChemicals
Austria GmbH and Borealis GmbH as well as numerous service providers for the chemical
companies are situated there. In Krems there is an industrial park too, especially for
chemicalindustry.
The following table shows the Top 30 ranking regarding turnover in Mio EUR of Austrian
chemicalcompanies:
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MajorCompaniesandchemicalsites
AlplaWerkeAlwinLehnerGmbH&CoKG
HENKELCENTRALEASTERNEUROPEGESELLSCHAFTMBH
BorealisPolyolefineGmbH
SandozGmbH
LenzingAktiengesellschaft
BaxterAktiengesellschaft
BoehringerIngelheimRCVGmbH&CoKG
M.Kaindl
NycomedAustriaGmbH
AMIAgrolinzMelamineInternationalGmbH
DSMFineChemicalsAustriaNfgGmbH&CoKG
SemperitTechnischeProdukteGesellschaftm.b.H.
UnileverAustriaGmbH
GreinerPackagingGmbH
Kromberg&SchubertAustriaGesellschaftm.b.H.&Co.KG.
JohnsonControlsAustriaGmbH&CoOHG
TeichAktiengesellschaft
KAINDLFLOORINGGmbH
FACCAG
AHTCoolingSystemsGmbH
OMYAGmbH
ISOVOLTAAG
InternormBauelementeGmbH
FreseniusKabiAustriaGmbH
TUPACKVerpackungenGesellschaftm.b.H.
ZizalaLichtsystemeGmbH
EBEWEPharmaGes.m.b.H.Nfg.KG
JungbunzlauerAustriaAG
BrenntagCEEGmbH
RfixAG
Turnover
Location/chemicalsite
2007inmio
2.270 Hard
2.241 Wien
1.509 Schwechat
1.300 Kundl
1.261 Lenzing
424 Wien
390 Wien
371 Wals
356 Linz
329 Linz
322 Linz
300 Wien
299 Wien
291 Kremsmnster
288 Oberpullendorf
285 Mandling
275 OberGrafendorf
271 WalsbeiSalzburg
252 RiedimInnkreis
210 Rottenmann
210 Gummern
204 WienerNeudorf
203 Traun
192 GrazPuntigam
186 Wien
185 WieselburganderErlauf
185 Unterach
182 Wien
181 Wien
178 SulzRthis
Numberof
employees
10.000
13.000
779
2.818
6.043
3.086
1.035
655
549
798
941
831
316
2.584
160
871
713
147
1.451
521
275
608
1.333
582
663
1.200
292
281
316
540
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3 DESCRIPTIONOFTRANSPORTINFRASTRUCTURE
3.1 INTRODUCTION3
Awellperformingandmoderntransportationinfrastructureisanimportantrequirementfor
economic growth in an economic system. Through the expansion of transportation
infrastructure essential national and international connections are guaranteed in order to
secure the competition of the Austrian business location. Aiming at strengthening the
Austrian business location within the international competition and at the same time to
reduce the gap in reach ability between the federal provinces, social and environmental
issueshavetobetakenintoaccount.Regardingthefreightvolumeroadtransportationisthe
dominatingmodeoftransport,especiallyfordomestictraffic.Intermsofcrossbordertraffic
the dominance of road attenuates significantly. In the last year all carriers have reached
considerable growth rates, all in all the freight volume increased from 2000 to 2007 by
nearly25%.Railwayandroadtogetherrecordedthehighestmedialyearlygrowthratesof
freightvolumeof+5%and+4%.Shortlyafterfollowswaterwayandpipelinewhichexpanded
theirfreightvolumeyearlyby+2%and+1%.Thefollowingtablegivesanoverviewaboutthe
freight volume in 2007 according to traffic areas, which means the division into domestic
traffic,crossbordertrafficandtransit.
intons2007
Road
Railway
Waterway
Pipeline
Domestic
314.135.804 33.220.271
972.156
Crossborder
entrance
15.916.577 34.628.561 6.264.069
Crossborderdispatch 16.054.922 20.504.921 1.547.234
Transit
3.080.795 27.172.081 3.323.081
Otherintern.Traffic
5.090.415
0
0
Total
349.188.098 115.525.834 12.106.540 63.037.783
Air
860
115.451
77.268
21.750
0
215.329
Pipeline:duetoconcealmentreasonsnodivisionintotrafficmodes
Source:StatistikAustria(sterreichischeVerkehrsstatistik2007)
On the basis of the figures the modal split, which is presented in the following graph,
demonstratesthedominanceoftheroadtransportationinAustria.Continuingwithrailway
(about 20%) and Pipeline (12%) share in the total freight volume. Waterway (2%) and
Airfreightinsignificantvolumescomparedtototalfreightvolumebringuptherear.
Pipeline
12%
Air
0%
ModalSplit2007
W aterway
2%
Railway
20%
Road
66 %
cp.StatistikAustria(Verkehrsstatistik2007),BVMIT(VerkehrinZahlen2007).
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ThefollowinggraphrepresentsanoverviewofthemaincorridorsinAustriaaswellastheir
connection to other EU member states. Furthermore important logistic nodes or node
regionsaremarkedinred.
Connection to neighbour countries
Intermodal nodes or node-region
3.2 INTERMODALTRANSPORT
Geographical and economical basic conditions, systemrelated characteristics of traffic
carrieraswellasdemandsofcustomersandsuppliersrequiretheuseofdifferentmeansof
transportandtheirintermodalalliance.Recentlytwonewmodernterminalswereopenedin
Graz (Werndorf) and Lambach. The modal split of road and rail is steadily about 65:20
although regarding domestic traffic railway is less competitive. Regarding crossborder
transportation railwaypossesses a higher share in modalsplit (44%). The attractiveness of
railwayincreaseswithhighdistances(>300km)4.Inmostofthecasesintermodaltransport
isappliedbythemeansofrailandroad,whereasthepreandpostcarriagearecarriedout
by road and main transport done by railway. In terms of intermodal handling it has to be
remarked that oftentimes distances between the terminals and connection points to high
rankingroadinfrastructurearehuge.
The following table gives a detailed overview about the intermodal terminals in Austria
(status2006):
Puwein[Energieverteuerung2006].
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80
14
35
150
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
X ;
; ;
; X
X ;
; ;
; X
; ;
; X ;
; ; X
; X ;
X
;
X
X
;
;
;
X
X
X
X
X
X
Rollinghighway
Transloadingof
dangerous goods
780
750
350
500
n.A.
800
600
120
200
260
n.A.
360
226
350
630
250
Cereal/Agroterminal
700
750
550
630
650
630
700
160
600
260
550
720
400
600
580
550
Transloadingofheavycargo
4
4
2
3
11
2
4
1
1
1
2
1
2
2
10
2
Transloadingofbulkcargo
8
6
8
11
11
2
n.A
2
3
1
3
2
2
4
10
6
Transloadingofunitload
Containerhandling
X
X
X
X
X
X
X
X
X
numberofpiers
;
;
;
lengthofcargoquayinm
X
X
max.trainlenghtinm
max.parallelyhandledtrains
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
Numberofloadingtracks
Railway
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
;
Waterway
Road
CCGCargoCenterGraz
ContainerterminalEnns
ContainerterminalViennaNorthWest
CTSContainerTerminalSalzburg
PortKrems
PortLinz
PortVienna
TerminalBludenz
TerminalHallinTirol
TerminalKapfenberg
TerminalLambach
TerminalSt.Michael
TerminalSt.Plten
TerminalVillachSouth
TerminalWels
TerminalWolfurt
Quelle:BMVIT,HubsinAustria
Totalareain1,000m
2003 650 900

1994 3030 600
1982 22
n.A.
1980 66
850
1939 430 440
1939 1500 1000
1962 3500 1500
1981 11
n.A.
1996 30
200
1978
1
200
2003 180 480
1992 10
n.A.
1975
3
160
1984 35
n.A.
1985 100 n.A.
1983 54
n.A.
openingintheyear
max.totalhandlingcapacity
inTEU/day
IntermodalTerminalsinAustria2006
GeneralInformation Transportationmode
Road,RailwayandWaterway Servicesandtransloadedproducts
X
X
X
X
X
X
X
X
X
X
X
X
X
Goodstrafficaccordingtotransportmodesquantity
GoodstrafficinMiotons
2000 2001 2002 2003 2004 2005 2006 2007
Total(withoutair)
427,6 437,8 440,4 451,0 445,7 449,0 538,7 537,7
Road
277,0 283,9 285,5 297,2 283,3 288,2 358,8 354,3
Railway
80,8
82,6
83,9
82,2
85,7
81,9 103,9 108,3
Inlandwaterway
10,9
11,6
12,3
10,7
11,9
12,1
10,8
12,1
Pipeline
58,9
59,7
58,7
60,9
64,8
66,8
65,2
63,0
Source:StatistikAustria[Verkehrsstatistik2007]
Goodstrafficperformancein1000tkm(quantity*km):
2000
2001
2002
2003
2004
2005
2006
2007
Road
17.153.323 17.555.777 17.826.702 18.140.753 17.378.618 16.889.199 18.845.612 18.648.320
Railway
16.601.664 16.895.387 17.132.167 16.869.110 17.931.090 17.064.177 20.219.454 20.364.490
Inlandwaterway
2.443.509 2.557.349 2.845.660 2.276.387 2.808.843 2.759.577 2.418.692 2.596.618
Pipeline
n.A. n.A
n.A
n.A
n.A
n.A
n.A
n.A
Source:StatistikAustria[sterreichischeVerkehrsstatistik2007]
;
X
;
X
3.2.1 ACTUALANDPLANNEDFIGURES
Total(withoutair)
;
;
;
;
X
; X ;
; ; X ; ; X
; ; X X ; X
; ; X X X ;
Source:BMVIT[VerkehrinZahlen2007].
GoodstrafficinMio
tons
;
;
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Reliable and selected results of forecasts about the development of the modal split are
presented by the German Ministry in charge:5changes in modal split will be about 3%,
whereas the highest growth rates will be recorded at rail traffic (+2%). Share of road
transportationwillslightlyincreaseby1%andshareofwaterwaytransportationwilldecline
by2%.
3.2.2 MAINCORRIDORSANDMAJORINFRASTRUCTURE
ThefollowingpictureshowstheAustriannetworkofterminalsaswellasroad,railwayand
waterwayinfrastructure:
3.3.3Governmentplansandpoliticalprograms
Extensionplans,financingPPP,investmentvolume,focusoncorridors,etc.
Cargo Terminal
autobahn
highway
state road
Railway
danube
province borders
Source:BMVIT,HubsinAustria,http://www.verkehre.co.at/hubs/15.11.2006
3.2.3 GOVERNMENTPLANSANDPOLITICALPROGRAMS6
ThebasisoftheEuropeanpolicyoftrafficandtransportationistheWhitepaper2001.Inthe
year2006thehalftimestatusquowasevaluatedandtheresultsoftheAccessStudyforced
the European Commission to adjust the objectives realistically. The increase of railway
transportby35%until2010hadbeenoriginallyplannedandwasweakened2006toasimple
recommendation to use railway transportation for longdistances and overloaded routes.
FurthermorenumerousToDosintermsofintermodaltransportweredefined:
5
6
cp.BMVBS[Gterverkehrsentwicklung2007].
cp.BMVIT[HalbzeitbilanzVerkehrsweibuch2006].
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o Increaseofintermodaltransport
o Optimizationofthepotentialsofeachtransportationmode
o Futureoriented and innovative solutions in order to guarantee efficient traffic
andtransportationsystems.
TheimplementationofTENcorridorsisbehindschedule.Sothemainobjectiveforthenext
yearistheoptimizationoftheTENnetworksaccordingtoaperennialinvestmentprogram
(mobilization of available sources). Austriarelated TEN projects with relevance for
intermodaltransportareasfollows:
o Railway:
BerlinVerona/MilanoBolognaNeapelMessinaPalermo;
Paris
StraburgStuttgartViennaBratislava;
AthensSofiaBudapestViennaPraha
Nrnberg/Dresden
o Road:DanzigWarsawBrno/BratislavaVienna
o Inlandwaterway:Rhein/MaasMainDanube
3.3 ROADTRANSPORT
The total length of the road network in Austria came to 106.987 km in 2005. The high
ranking road network (highways and autobahn) held a length of about 2,050 km (2%),
whereastherestisdistributedtocountrysidehighways(32%)andruralroads(66%).From
2000to2005theroadinfrastructureincreasedby117km(+6%).EmbossedbytheAlpsthe
Austrian road infrastructure possesses a high number of tunnels and bridges. In the year
2004thenumberofhighwaybridgescameto3.918whereas137tunnelslongways290km
in2005.Intheyear2007Austrianroadtransportationmodesmoved354.3Mtonsmeaning
aslightreductionby1.3%comparedthepreviousyear.Onthesubjectofthetransportation
performance (transportation volume * kilometres transported) a decrease of 4.6% to 37.4
Billion tkm. Volumes of domestic traffic amounted to 314.1 M tons cargo of crossborder
entrance and dispatch to 15.9 M tons and 16.1 M tons as well as transit to 3.1 M tons.
Domestic transportation took the highest share of 88.7% of goods traffic whereas cross
border entrance and dispatch both had a share of 4.5%. Transit and other transportation
abroad completed the list with 1.4% and 0.9% of goods traffic in 2007. Products most
transported in 2007 were mineral raw materials and substances with a cargo volume of
183.9Mtonsandashareof51.9%intotaltransportationvolumes.Inthisranking,machines,
agriculturalproductsandfoodarefollowing.7
3.3.1 ACTUALANDPLANNEDFIGURES(STATUS:2005/2007)
Actualandplannedroadnetworkinkm
Highway
Stateroad
inoperation
inprogress
planned
total
1.696,068
18,700
91,686
1.787,956
416,672
6,772
304,922
711,567
Source:StatistikAustria[Verkehrsstatistik2007].
cp.BMVIT[VerkehrinZahlen2007],StatistikAustria[Verkehrsstatistik2007].
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Goodstrafficin%accordingtotraffic
arearoad
2000 2001 2002 2003 2004 2005 2006 2007
Domestictraffic
87,0
86,0
86,2
Crossborderentrance
5,0
5,5
5,3
5,5
Crossborderdispatch
5,3
5,6
5,7
Transit
1,5
1,6
Othertransportationabroad
1,2
1,3
86,1 85,3
86,2
88,0
88,7
5,8
5,4
4,7
4,5
5,7
6,0
5,4
4,5
4,5
1,6
1,5
1,5
1,4
1,0
0,9
1,2
1,3
1,4
1,6
1,8
1,4
A reliable forecast about the future development of road traffic was generated by the
AMTC Academy8predicting an increase in transportation performance of 65% until 2030
(inrelationto2005).Asthehighrankingroadnetworkwillonlygrowby30%,itisprojected
that the infrastructure of road and rail wont keep up with the development of the
transportation performance. According to experts opinions the only way to face that
economicalandecologicalunfavourabledevelopmentarepricemeasures,sotosaypricing
ofexternaleffects.
ThefollowinggraphgivesadetailedoverviewabouttheroadinfrastructureinAustria:
Source:StatistikAustria(sterreichischeVerkehrsstatistik2007)
autobahn
highway
selected state roads
remaining state roads
province borders
cp.AMTCAcademy[Mobilitt2015/20302007].
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3.3.3 GOVERNMENTPLANSANDPOLITICALPROGRAMS
On the basis of the Austrian General Traffic Plan9a strategic expansion programme for
transportationinfrastructure(road,railwayandwaterwaynetwork)wasdevelopedin2002,
whereas these plans are not legally fixed. The main objective of the expansion of
infrastructure is the sustainable development of the business location Austria within the
international competition and to provide the infrastructural requirements for the Austrian
economy to stay competitive. The operative implementation of the infrastructure projects
shouldbedonebytheresponsiblegovernmentalinfrastructurecompanies.Particularlythe
focusisputonthefollowingmaincorridors:
o
o
o
o
o
o
Danubecorridor:DPassau/SalzburgLinzViennaSK/H
Southcorridor:CZViennaGrazVillachI(BaltischAdriatisch,Pontebbana)
Brennercorridor:DWrglInnsbruckI
Tauerncorridor:DSalzburgVillachSLO
Pyhrncorridor:CZLinzGrazSLO
Arlbergcorridor:InnsbruckFeldkirch/BregenzCH
Theextensionplansforroadwithinternationalrelevanceareconcentratedonthehighway
connectionsfromLinz/ViennatoCzechRepublicandSlovakiaaswellasGrazHungary.End
of 2007 the highway to Bratislava was opened. 2010 the implementation of the highway
connectiontoBrnowillfollow.Inordertorealizethementionedinfrastructureprojectsan
investmentvolumeofaboutEUR4.5billiondedicatedfortheperiod20082010andEUR8.1
in total until 2013 s budgeted. The financing is done via road pricing, vignettes and other
congestioncharges(Arlberg,Brenner,Tauern,Pyhrn).
3.4 RAILWAYTRANSPORT
FundamentallytheAustrianrailway networkwasnearlyunmodifiedforalongtime.Since
1990 investments into railway infrastructure have been forced, especially in the course of
the European integration and along the Transeuropean axes. The length of the railway
network stayed constant between 1970 and 1999. Since 2000 there has been a steadily
reductionfromoriginally6,841kmto6,273kmintheuptotheyear2007.Particularlythe
easternpartofAustriahasahighdensityduetoalargenumberofbranchlines.Compared
to member states of the European Union (0.4 m per capita), Austria ranks aboveaverage
with0.7m percapita.Similartoroadinfrastructureahighnumberoftunnelsandbridges
arecharacteristicfortherailwaynetworkinAustria.In2000266tunnelsalongtherailway
network existed. In comparison to road transportation, railway is hardly marked by
internationalizationandcrossbordertrafficas70%arecrossborderandtransitflows.
In the year 2007 108.3 M tons were transported to, from and within Austria, while this
signifies an augment by 4.3% from the previous year. The volumes in domestic traffic
amounted to 33.2 M tons, whereas about 74 M tons belong to the crossborder traffic in
total(entrance,dispatchandtransit).In2007morethan95%ofthetransportationvolume
wasforwardedbyAustriancompanies.
cp.BMVIT[Generalverkehrsplan2002].
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Most important countries in international transportation were the neighbour countries

GermanyandHungarywithcargovolumeaddingupto16.0and10.1MtonsandItalyand
Sloveniacomingto6.3and5.9Mtons.Regardingtheinternationalflowofgoodsintermsof
borderregionsthenorthsouthdimensiondominatedasacrossthenorthernbordersabout
45Mtonsand31Mtonsweretransportedintheyear2007acrossthesouthernborders.
Whereastheeastwestcorridorwith24and8Mtonsshowedlesscargovolume.10
Actualandplannedrailwaynetworkinkm
inoperation
inprogress
Public
5.703
Private
570
n.A.
n.A.
6.273
n.A.
Total
planned
n.A.
Total
n.A.
n.A.
n.A.
n.A.
n.A.
arearailway
2000 2001 2002 2003 2004 2005 2006 2007
Domestictraffic
25,1
24,5
24,5
23,7
25,1
27,5
29,4
30,7
Crossborderentrance
35,1
34,5
35,5
36,3
35,4
33,8
34,6
32,0
Crossborderdispatch
21,5
22,2
22,3
22,4
21,7
21,7
19,4
18,9
Transit
18,3
18,8
17,7
17,6
17,8
17,0
16,6
18,4
ThefollowinggraphgivesadetailedoverviewabouttherailwayinfrastructureinAustria:
BB (public) - electrified
double or multi-tracked
single tracked
BB (public) non electrified
Private railways
Province borders
10
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Highestprioritywithinthegovernmentalplansforrailwaywithinternationalrelevanceisthe
expansion of the WestEast rail network (WienLinz) to 4 rail tracks. Until 2015 a cross
borderprojecttointegratetheViennaairportandtheKlederingerSchleifetoachievean
interconnectingoftheEastrailnetwork,theairportandthehighway(WienBratislava).This
project is mainly financed by the European Union. The finalization of the BrennerBasis
Tunnelprojectisrescheduledfor2020,highlysupportedbytheEuropeanUnionduetothe
importancefortransittraffic.VitalforthesouthareaofAustriaistherealizationofthenew
South rail network SemmeringBasisTunnel and Koralm railway as the main axis
between Poland and Italy. Possibly bringing into service will be 2018. Further expansion
plans focus the Arlberg, Tauernaxe and the Phyrnaxe. The investment volume for all
railwayprojectsfortheyears20082013comesto10.7billionEUR.11
3.5 WATERWAYTRANSPORT
Thelengthofthedomesticwaterway,theAustrianpartoftheDanube,is350km,thereof21
km is periphery with Germany, 322 km domestic section and 7 km borderline to Slovakia.
AlongsidetheAustrianpart16biggerportsarelocated.Mostimportantaretradeportand
tank port of Linz, port of Enns, port of Krems as well as the ports of Vienna (Albern,
Freudenau, Lobau). The nine locks alongside the Danube are in Aschach, Ottensheim,
Abwinden, Wallsee, Persenbeug, Melk, Altenwrth, Greifenstein and Freudenau. Freight
volume on the Danube increased in total from 2000 2007 by 10.3% with a medial yearly
growthrateof+2%.Theyear2002showedthehighestfreightvolumeof12.3Mtons,mainly
due to the ending of the Balkan crisis. About 50% of total cargo volume was dedicated to
terminatingtraffictoAustria,whereas2/3issuppliedfromtheEast.Shareoftransitcameto
30%.
In the year 2007 about 12.1 M tons were transported at the Austrian part of the Danube
whereas the volumes increased by 4.3% from 2006 to the actual reporting period. The
transportation performance mounted up to 2.6 billion tkm, which signifies an augment of
7.4%between2006and2007.Goodflowsviacrossborderentrancehavebeentakingthe
highest share according to the traffic area coming to steadily 50% approximately. The
domestictrafficofgoodsviawaterwaydecreasedfrom2006to2007significantly,although
thesepercentageshavebeenvaryingsince2000.Thereductionincargovolumeofdomestic
transportationtracebacktothefact,thatdredgingoftheDanubewascarriedouttoalesser
extent.Highestincreaseincargovolumeintermsofproductgroupscorrespondedtoores
andmetalscrap(3.429.480tons),duetoanuppernumberoftransportsfromSlovakiaand
UkrainetoAustria.
MostimportantportsinAustriaareLinz,Enns,Ybbs,KremsandVienna.Allportshavebeen
recordedasignificantplusoftheirwatersidehandlingvolumeforthelastyear.Especially
from2006to2007theportofLinzcameupwithaplusof14.5%(5,252,512tons),Vienna
increased their waterside handling volume by 12.6% (1,655,243 tons) and Enns was
11
cp.BMVIT[Generalverkehrsplan2002].
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successful in handling plus 13.4% (765,982 tons). Only the port of Krems had to face a
reductionduetoreducedballasthandling.12
areawaterway
2000 2001 2002 2003 2004 2005 2006 2007
Domestictraffic
10,4
10,4
4,5
8,6
1,6
3,0
10,5
8,0
Crossborderentrance
49,6
48,2
51,2
48,7
50,7
50,2
44,4
51,7
Crossborderdispatch
10,8
10,8
12,6
14,6
13,7
13,7
13,3
12,8
Transit
39,6
30,6
31,7
28,1
34,0
33,1
31,8
35,5
The following table gives information about the infrastructure of the most important
DanubeportsinAustria:
InfrastructureofimportantDanubeports(status2003)
Area
(m)
Linz
Linz Industrial Port
Enns-Ennsdor
Ybbs
Water surface Basin Water depth allowed drafd landing winter rail connection
(m)
(number)
(m)
(m)
(number) port
length (km)
road connection
distance to road
infrastructure (km)
1.500.000
450.000
6,0
7,0
2,7
35
yes
27,0
n.A.
2.000
1,0
8,0
n.A.
yes
0,1
3.030.000
500.000
2,0
3,0
2,7
80
yes
1.420,0
60.000
325
1,0
5,0
3,8
yes
2,5
Krems
250
70.000
2,0
8,0
5,0
yes
6,5
Vienna
3.500.000
665.000
3,0
2,5
1,5
150
yes
45,0
Source:viadonau[ManualonDanubePorts2003].
12
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OnthechartbelowtheimportantportsandbarrageswithlocksovertheAustrianpartofthe
Danubearepresented:
Important ports
Barrages with locks

Provinve borders
Extension plans for inland waterway with international relevance are concentrated on the
part of the Danube between Vienna and Bratislava. The objectives are to reduce the
bottlenecks StraubingVilshofen (D) and Nagymaros (H). A very difficult issue is the nature
meadDonauMarchThayaastheexpansionofthisareaishighlydiscussedduetoecological
reasons.Extensionplansintermsofregulationoflowfloworreconstructionofbankshave
tobeagreedwithnatureandecologygroups.Until2015thebottlenecksshallbeabandoned
withaninvestmentbudgetof270MEUR,inordertoguaranteeapermanentwaterdepthof
2.2m.13
13
Cp.BMVIT[Generalverkehrsplan2002].
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3.6 PIPELINETRANSPORT
PipelinesinAustriaareusedforthetransportoftherawmaterialsoilandgas.From2001to
2007therewasasteadyreductionintransportvolumeofoilbyyearlyrateof2%,whereas
gasincreasedcontinuouslyby28%intotal(from2000to2007).Duetodataprotectionthere
hasnotbeenanyinformationaboutoriginofquantity.Thefreightvolumeaddedupto63.0
Mtonsin2007,meaningadecreaseby2.2Mtons(3.4%)from2006to2007.Thereasons
forthisreductioncanbeattributedtoamassivedeclineintransportationofoil.14
Pipelinetransportin
thousandsoftons
2000
2001
2002
2003
2004
2005
2006
2007
Oil
34.888 37.216
36.163
35.507
34.639
35.417
34.611
32.381
Gas
23.993 22.519
22.557
25.418
30.129
31.334
30.611
30.657
Total
58.882 59.735
58.720
60.925
64.768
66.751
65.221
63.037
ThefollowinggraphgivesadetailedoverviewaboutthepipelineinfrastructureinAustria:
Transitpipeline
Gaspipeline
Inoperation
Planned
Supply
Throughdomestictransitpipelines
Throughintern.Transitpipelines
14
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4 DESCRIPTIONOFCHEMICALLOGISTICSINTHEREGION/COUNTRY
Logistics has an important role within the Austrian economy as in 2005 more than 14,600
logisticcompaniesdeliveredavalueaddingofabout12billionEUR.Saleswithinthelogistic
sector came up to 35.2 billion EUR. Nearly 222,000 people are employed and contribute
considerably to the development of the Austrian economy. In the year 2005 gross
investmentsmountedto5.2billionEUR.15
ChemicalsitesinAustriaareinlandlocationswithspecificrequirementsregardinglogistics.
Handling chemical goods requires giving security and safety highest priority. Strict
regulations regarding environment and quality have to be considered alongside the whole
supply chain and especially in transport and warehousing. Therefore chemical companies
needreliablelogisticpartnerswhoareinvolvedinsectorandproductspecificissues.Many
logisticprovidersexpandtheirservicefromtransportandwarehousingtocontractingand/or
valueadded services typical for the chemical industry like filling, temperature control or
securityandsafetyadvices.AfurtheradvantageofthecollaborationwithspecializedLogistic
ServiceProvidersistheavailabilityofspecialequipment(productspecificmodeoftransport
like tank lorries, silo vehicles, tank wagons and associated specialized equipment) for the
transportofvariousdangerousgoods.Furthermorepartnerscantakeontheroleofexternal
hazardousmaterialssafetyadvisorforallcarriers(road,rail,inlandwater,deepseaandair).
There are numerous logistic companies in Austria offering logistic services for chemical
industry. Most of them are specialized business units of big companies focussing on the
individual requirements of chemical logistics. Selected logistic companies in Austria
specializedinchemicallogisticsareasfollows:
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
ChemservIndustrieServiceGmbH
DonauTankschifffahrtsGmbH(DTSG)
DanubeShippingManagementServiceGmbH(DSMS)
ETGGtertransportGmbH
HoyerAustriaGes.m.b.H.Intern.Fachspedition
IndustrieLogistikLinz
InterlinerTransporte&SpeditionsGmbH
IntermodalContainerLogisticsGmbHICL
LOGOTRADELogistikserviceWuger&QuehenbergerGes.m.b.H.
LogServLogistikServiceGmbH
LogwinSolutionsAustria
PantaRhei(PR)BefrachtungsundSpeditionGmbH
RCARailCargoAustriaAG
VTGAustriaGesmbH
Etc.
15
cp.StatistikAustria[LeistungsundStrukturstatistik2006].
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5 INTERNALSTRENGTHSANDWEAKNESSESOFCHEMICALCOMPANIESAND
LOGISTICPROVIDERS
Whatareactuallyinternalinfluenceablestrengthsfromacompanyspointofviewregarding
chemicallogisticsinCentralandEasternEurope?
5.1 STRENGTHSINPROCUREMENT
Procurementoffreights(freightmanagement):freightsarehandledonthebasisofcontracts
orviaspotsforthetransportationmodeswaterway,road,railwayandcontainer.Regarding
the procurement of raw materials suppliers are located globally. Chemical sites in Austria
havetofaceadisadvantageoussituationasimportantmaterialsandproductsaresupplied
from overseas markets. Some Austrian chemical companiesrely on justintime delivery of
rawmaterialsasespeciallywithinthecommoditysector,highvolumesofrawmaterialsare
supplied, whereas companies try to avoid huge inventory. There are numerous but
unreliable raw material producers in Eastern Europe and due to obsolete sites and
technologiesjustintimedeliveryofrawmaterialsisnotpossibleunderthosecircumstances.
Inordertopreventdeviationsofrawmaterials,pricesoftenareagreedmonthlyinsteadof
quarterly.
5.2 STRENGTHSINWAREHOUSINGOFRAWMATERIALS,SEMIFINISHEDANDFINISHED
PRODUCTS
Theshareofrawmaterialsonproductioncostsisratherhigh.Furthermorerawmaterialsare
stored over long periods, due to comparably long delivery times and unreliable suppliers.
Withinthechemicalindustryproductsandmaterialsareproducedonstock(makesostock)
or on the basis of sales forecast. Only few companies choose maketoorder strategies.
Expertsfromchemicalcompaniesclaimlimitedinventorycapacitiesforrawmaterials,semi
finished and finished products. Furthermore productspecific characteristics and
requirements are limiting the inventory time. In Eastern Europe warehousing facilities are
availablealthoughinmostofthecasesadjustmentsarenecessary,owninvestmentshaveto
beplacedandqualificationsofstaffarelow.
5.3 STRENGTHSINPRODUCTIONLOGISTICS
ChemicalcompaniesinAustriareportaboutstabileproductionprocesseswithextremelylow
scraprates.Ingeneraldurationofproductionprocessesforfinishedproductslastsabout2
days.Inmostofthechemicalcompaniesproductionisorganisedbythreeshiftmodelsand
in some cases also on weekends. Basic chemicals party have to face longer durations for
productionchanges(setupsandcleaningofreactors).Productionplanningissupportedby
ITTools and major objectives are to maximize delivery reliability and productivity.
Furthermorecompaniestrytominimizesetupandcleaningtimes.
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5.4 STRENGTHSINDISTRIBUTIONANDTRANSPORT
Highlydifferentproductspecificsleadtospecialrequirementsfordistribution.Evenwithin
sectorsofthechemicalindustry(e.g.commodities),customerdemandsvaryregardingcosts
andqualityofdistributionlogistics(e.g.fertilizer:highcostpressure,acceptablequality,little
timeslotsfordeliveryormelamine:highqualitydemands,exactmeetingofdeliverydatesor
urea: high quality demand, not that timecritical as melamine). Chemical companies try to
shift volumes from road to railway; in particular commodities are suited for railway
transportation(bulkloads).
Multimodal transport is difficult due to insufficient transloading facilities and railway
connections.Transhipmentofcargodemandsspecialequipment,butefficiencyisdepending
onvolumesandregularproductorvolumeflows.Thiscanonlybeachievedbygenerating
synergiesandcooperationwithpartners.Thereforemajorproblemremainsthelastmileand
the low utilization. Additionally interoperability between rail systems in West and East
Europe,bureaucraticbarriers,lackofqualityofequipmentandinflexibilityaswellasalack
ofterminalstructureforintermodaltransportpreventcompaniestoshiftvolumestorailway.
Duetoexpertsviewrailwaytransportationischallengedbylimitedavailabilityofwagons,
which are sometimes in a poor condition and badly cleaned. Furthermore it could be the
casethatsomeequipmentorwagons(e.g.NH3wagons)areunsafeintheirhandling.
InsomeEasternEuropeancountriesroadtransportationsuffersisinfluencedbylowquality
and inefficiency of the road infrastructure and in particular countryspecific administrative
regulations(e.g.digitaltachometer).Manycompaniesremarkthatthecustomerdefinesthe
mode of transport according to their requirements in terms flexibility. Safety and Security
whenloadinggoodsat chemicalsitesinEasternEuropeis challengingcompaniesaspartly
staffdoesnotwearpersonalsafetyequipmentandthereisalackofmeansforcargosafety.
Transportation and freight management is often outsourced. Transports to CEE countries
usually are organised via international freight carriers, whereas transports within CEE
countriesoftenarecarriedoutbylocalcarriers.Mainproblemisthelackofutilitiesforcargo
securingandinsufficientuseofpersonalprotectiveequipmentwhentransloadingcargoin
CEE countries. In general the equipment and the condition of the freight vehicles are
inadequate. Coordination and communication with Logistic Service Providers in CEE
countries is sometimes difficult due to language barriers and there is an absence of
harmonization of social standards (e.g. driving hours). In addition experts partly claim the
nonavailabilityofpeoplewithexcellentlogisticalbackgroundintermsofcollaborationswith
Logistic Service Providers in CEE. In general experts see high potential in the development
and improvement of the road infrastructure especially in those CEE countries, recently
joinedtheEuropeanUnion.
Inlandwaterwayisthemostimportantmodeoftransportationintermsofhigh quantities
andbulkcargoespeciallyforcommodities.TheavailabilityandeffectivenessoftheDanube
ishardlycalculableduetoexternalinfluenceslikeflood,lowwaterandicing.
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Therefore this mode of transportation is not suitable for time critical cargo. Furthermore
modernunloadingfacilitieswithinportsinCEEcountriesaremissing(e.g.roofedterminals).
In terms of hazardous goods, dedicated transports are necessary although availability of
vesselsissometimesnotgiven.Lowoutboundvolumessignifylowutilization,whichmakes
theinlandwaterwaylesscompetitive.
5.5 STRENGTHSINPLANNINGANDCONTROLLING
Accuracy and reliability in Demand and Supply Planning or Forecasting with customers is
accordingtoexpertsviewrarelyrealizable.Thesectorisaffectedbythenecessitytoactand
reactflexiblytoplanproduction,distribution,procurementofrawmaterialsandinventory
levels.
5.6 STRENGTHSINORDERPROCESSING
Companiesseetheirstrengthsinastandardizedandstableorderprocess.
5.7 STRENGTHSININFORMATIONLOGISTICS
PPSSystems are uses for production planning in order to maximize productivity and
adherencetodeliveryschedulesaswellastominimizecleaningandsetuptimes.Inmany
companies software to manage the Supply Chain is in use. ERP and MRP systems are in
actionfororderprocessing,procurement,production,inventoryandtransport.
Inordertogainrepresentativeresultsforopportunitiesandthreatsexpertworkshopswere
organizedduringtheRegionalStakeholderMeetings.Themainobjectivewastogetasmuch
information as possible about external non influenceable opportunities and chances for
chemicallogisticsinCentralandEasternEurope?Representativesofthechemicalindustry,
logistic service providers as well as experts from other stakeholder groups attended the
workshops.
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6 EXTERNALOPPORTUNITIES,CHANCESANDRISKSFORCHEMICALLOGISTICSIN
CENTRALANDEASTERNEUROPE
6.1 ECONOMICTRENDS
Internationalizationofsellingmarkets
Themajorityofexpertsfeelthattheinternationalizationofsourcingmarketsposesachance
for the chemical industry in total, whereas the opinions in terms of selling markets were
differentiated.Consequentlythisleadstoanenlargementofthesupplychainaswellasto
longertransportationdistances.Thesourcingofenergyisputonregionalsuppliers,butonly
with limitations. Many experts think that the internationalization of sourcing markets is a
hugechanceforthelogisticsector.Fromthesalespointofviewtheinternationalizationof
sellingmarketsleadstohigherproductvariety.
Thecurrenteconomicsituationisvastlydifficultforthechemicalindustry,butshouldrather
be regarded as chance and not as a threat. According to experts opinions and based on
experiencesinthesectorsofbulk,fineandspecialitychemicals,Germancompaniesexamine
the economical crisis more critical than Austrian chemical companies. An increasing
replacementofproductionsiteshasbeenremarkedwithinthelastyears,althoughexperts
arenotsurehowlongthistendencywillproceedinthatintensityaslabourcostsinEastern
Europe are expected to increase further on. In Far East both labour costs and quality of
chemicalproductsarelow.EventthoughexpertspredictthatqualitywilladjusttoEuropean
levelwithinthenextfewyears.Qualityawarenessstaysaquestionofmentality.
Intensifiedcompetition/globalcostpressure
Necessarilyrepresentativeofthechemicalindustrymean,thatintensifiedcompetitionand
asaconsequenthighercostpressureisseenasanopportunity.Thecompetitionisvitalfor
innovations and new distribution canals. Although there is a risky situation as European
chemicalcompanieshaveacomparativepriceandfeedstockdisadvantageinsomeproducts
and their derivatives (e.g. Olefins) and are facing an upcoming wave of petrochemical
capacity additions, especially in Middle East. In terms of logistics intensified competition
securessimilarbasicconditions.Someexpertsremarkanaugmentingshakeoutormarket
adjustmentpartlytracedbacktotheeconomicalcrisis.Neverthelessaclearmarketposition
nowadaysplaysanimportantrole.
Individualizationofproductsandservices
Individualizationofproductsandservicesisamustespeciallywithinthefinechemicalsector.
Forthebasicchemicalssectorindividualizationisseenasaneutralfactor,althoughspecial
marketsdemandindividualizedproductsandservices.Forthementionedsectorthisfactor
could be seen as opportunity as long as the customers are prepared to pay. From the
logisticalpointofviewsmallandmediumcompaniesareoptimistictothepotentialofvalue
added services which is not fully tapped yet, especially in the field of infrastructure. The
customeristhepushingfactorandoftentimesvalueaddedservicesinthefieldoflogistics
areseenasamust.
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AdjustmentofEasternEuropeanwageleveltoCentralEuropeanslevel
Labour costs in the EU chemical industry are high in a worldwide context with high
differences within EU 27, although ULC levels in the EU are competitive with most
countries.16DuetotheadjustmentoftheEasternEuropeanwageleveltoCentralEuropean
level,expertsfeelthatAustriacompanieswillbemorecompetitiveduetoeducationallevel
astherewillbelessfocusonstaffcosts.Thechallengeistohandthathighercostsontothe
customer. In terms of logistics Austrian companies benefit from the lower wagelevel in
Eastern Europe as in the future the mentioned trend will result in higher logistic costs.
Actuallyrailpricesareadvantageousandpartiallythatcanbeleadbacktoalowwagelevel
in Eastern Europe. On the other hand logistic experts possibly expect an opportunity
especiallyforfreightmanagementduetothepullbackofbusinesstoAustria.
RegionaldevelopmentofproductionandlabourcostscomparedtoCEE
Mostoftheexpertsregardthatfuturedevelopmentasneutralwhereastheremainingpart
oftheworkshopgrouptendstoseeitasadvantageous.Reasonforthatshallbeapredicted
price in production costs in CEE. Although Austria does not possess own energy or raw
material sources, experts expect an increase in taxation in terms of environment (carbon
dioxideemissions).Anywaytheopinionsagreeonleveling.TraderestrictionstoEU27and
the reduction in demand for fertilizer are further mentioned as risks for the chemical
industryorrespectivelyforchemicallogistics.
Currently international acting companies rather disregard a regional or local economic
developmentfocusingonthedomesticorregionaleconomywilltakesometime.
Changeofimageofthechemicalindustry
Associations of the different countries have started campaigns in order to create chemical
companies more open, especially in terms of environment, climate protection as well as
regardingsustainability,safetyandsecurity.Ingeneralthefocusisputonrestructuringand
redesign of the communication policy and public relations. Main objective is to re
experiencethechemicalindustry,likelivingchemicalindustry.
Trendtowardssmallerproductionlots
Inthecourseofthistrend,thedoseratesareincreasedsignificantlyinordertoreducethe
production lots, especially within the pharmaceutical industry. Thereby a more valuable
effectisachievedaswellasleadtohigherrequirementsregardingquality.
PartnerswithcompetencesinR&D
CustomerstendtowardspartnerswithwelldevelopedstrengthsinthefieldofResearchand
Development in order to gain and keep strategic partnerships. During time periods of
economicboomthisstepiseasierasstrategiccooperationsinR&Dcomealongwithhigh
investments.
16
ULCUnitLaborCosts,ProductivityandInternationalCompetitiveness,RuG2005.
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Thinkglobal,actglobal
Centralization of decision makers within corporate groups poses a threat; therefore
companies tend to form smaller decisionmaking units. Austrian companies benefit from a
large integrated European market with continued strategic restructuring efforts to adapt
flexibly to globalized markets and high international orientation and global network to
externalcustomerindustries.
6.2 SOCIOCULTURALTRENDS
DemographicchangeinCEE
TheopinionsregardingtheinfluenceofthedemographicchangeinCEEaredividedas50%
see that development neutral and the other part of the group expect disadvantageous
impactsonthechemicalindustry.
Availabilityofhumanresourcesinthefieldoflogistics
The availability of human resources in the field of logistics is a risky factor as a lag of
employeesbothintheoperativeandstrategicfieldisexpected.InAustriaitisincreasingly
difficult to find qualified staff in the field of chemistry as well. Few companies have the
possibilitytostayoptimistic,astheyhaveawellperforminginternaleducationsystem.
Skillsofemployeesinthefieldoflogistics(professional,socialandintercultural)
The experts opinions regarding the skills of employees in the field of logistics in terms of
professional, social and intercultural qualifications are widespread and seen both as a risk
and as chance. Although intercultural competence is an important factor, it should not be
overestimated.
Publicimageofthechemicalindustry
Astherehavebeenalotofmeasuresandactionsinordertoputthechemicalindustryina
sustainablepicture(moregreen,responsiblecare,etc.),expertsseeachancetoposition
thechemicalindustryasasustainableandsecureworkplace.Forotherexpertsthistrendis
notvisibleandhasaneutraldegreeofinfluence.
Transitiontoflexibleworkinghours
Concordantlythetransitiontoflexibleworkinghoursisseenanopportunity.
Internationalmobilityofworkplaces
Ratherexpectedasthreat.
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6.3 TECHNOLOGICALTRENDS
Technologyascorecompetence
Competence in R&D as well as in production and process technology are seen as huge
chance for the chemical industry. Customerspecific applications come to the fore. Strong
innovationeffortswillgeneratenewgrowthclusters:Biotechnology,Renewablefeedstock,
efficientenergyuse,healthandnewmaterials(e.g.nanomaterials)whichhavethecapability
tosolveupcomingsocietalmegachallenges.
InformationandCommunicationTechnologies
InformationandCommunicationTechnologiesdefinitivelycomealongwiththeopportunity
realizestandardizationalongthewholeSupplyChain,whereasthepotentialyetcannotbe
fully tapped as long as the interfaces do not work properly. Standardization also concerns
accompanyingdocumentsintermsoflanguageandsymbols.Furthermorefromthelogistical
point of view Information and Communication Technologies can be a competitive value
addedservice.
Innovationsintransport,cargohandlingandwarehousing
Innovations in transportation, cargo handling and warehousing should lead to
standardization of infrastructure, vehicles and handling technologies resulting in cost
reductionsandincreaseofqualityandsafety.Especiallywhentalkingaboutcargosecuring
uniform types of vehicles with fixed platform gates is seen as a huge opportunity.
Innovations are further awaited for terminal infrastructure, warehousing, handling and in
ordertoachieveprocesssecurityandreduceleakage(videocontrolatcrossdockingareas
and especially mentioned by the pharmaceutical industry). With dissentient vote consent
thistrendisseenascompetitivefactor,being.
ScreeningofTechnologies
It is highly important for chemical companies to develop a technologyportfolio for
production and process technologies. In that context the employees play a major role in
ordertocreatecustomerorientedsolutions.
6.4 ENVIRONMENTANDENERGY
Climatechangeespeciallycarbondioxideemissions
This factor means a real threat for the chemical industry as according to the experts
opinions it results in a distortion of competition. Furthermore the real impact and the
prospective possibilities of chemical companies to react on that development can not be
determined now. At the same time the climate change provides numerous chances for
companiesandnewpotentialsaswellasopportunitiestogointocollaborations.
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Availabilityofnonrenewableenergysources
Due to the fact that nonrenewable energy sources are the main resources and raw
materialsforthechemicalindustrythisdevelopmentisathreateningchallenge.Gasandoil
hastobeimportedinAustriarespectivelyinEUasEuropeisneitherastronggasnoroil
producer. The security of supply is crucial for a competitive domestic chemical industry.
Other countries (Middle East, Russia, India, Brasil, etc.) have preferential access to these
energysources.PricesarelowerthaninEuropeandadditionallyunfaircommercialpractices
takeplace(e.g.doublepricing).Thereisahugethreatofclosingdownorcapacitychangesof
productionunitsinEuropeduetoalackofaccesstoenergyfeedstocks.
Availabilitytorenewableenergysources
Havingnosignificantinfluenceofthechemicallogistics,theavailabilityofrenewableenergy
sourcesposesachanceforsectorswithinthechemicalindustryfocussingontheexploitation
and manufacture of for example biomass, biogas, biolubricants, agromaterials, bio
polymersorbiofuelsetc.
Internalisinganexternality
The increase in road transport of cargo has decoupled from economic growth for the last
years. Only a small part of the caused external costs for infrastructure is paid by the road
traffic.Thecostswillaugmentdisproportionatelywiththeincreaseofroadtraffic.Only56%
ofallexternalcostsareactuallycoveredbycongestioncharges.17Thiscombinedwiththe
factthattherearecongestionchargesforrailwaytooleadstoadistortionofcompetition
ofmeansoftransportation.Doubtlessforthelogisticsinternalisingan externalitymeansa
disadvantageousdevelopment.
Energycosts
Actually experts do not see any threat caused by energy costs. Due to expected sharp
increasesinenergyexpensesinthefuture,thisdevelopmentishighlyriskyforthechemical
industry, as an energyintensive industry sector. Primary this factor is a danger for the
chemicalindustry,butatthesametimeasfaraspossiblethesectorcandetectandbenefit
from new alternatives. Doubtless energy markets have a quasi oligopolistic organization
withmuchtoohighenergycostforconsumersandindustry.
6.5 POLITICSANDINNOVATION
Internationalharmonizationoftransportandtrafficrelatedlawsandregulations
Especiallywithininternationalcorporategroupsthecrossborderharmonizationoftransport
and traffic related laws and regulations within Central and Eastern Europe is a huge topic
andaccordingtotheexpertsviewsoverduelongagoalsointermsofequalopportunities.
In particular this concern affects regulations for hazardous goods and safety and security.
FromtheEasternEuropeanExpertspointofviewthisdevelopmentisseenasathreat.
17
cp.VC(LKWMautaufallenStraenDatenundFaktoren2006).
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Prioritizationoftrafficinfrastructureissueswithinthepoliticalprograms
Partiallyneutralandpositivewerementionsoftheexpertsrelatingtheprioritizationtraffic
infrastructure projects within the political programs as traffic come along with economic
development. Focus should be on international coordinated projects, for instance the
highway connection Austria Slovakia. A challenge is to consider each countryspecific
interestsandrequirement.
Financingoftrafficinfrastructureprojects
TheopinionsregardingfinancingoftrafficinfrastructureprojectsinAustriadiffermassively.
The experts claim on the one hand the lack of logistic competence within the ministry of
transport,partypoliticalinfluenceaswellastheinsufficienttransparencyandinefficientuse
oftheexistinginfrastructure.Ontheotherhandtherearemanychancesforimprovement
withinthepoliticalsystem.
Infrastructureemploymentcosts(costsofusage)
Although congestion charges are vital for financing infrastructure projects, for the
competitiveness of the Austrian business location in an international context, this
developmentisdisadvantageous.
Crossbordercapacityplanningoftrafficinfrastructureacrossthecarriers
This factor is seen as a huge change, but demands an international collection of freight
volume.
Policyonfinancialsubsidiesinthefieldoftrafficandtransportation
When discussing about the policy on financial subsidies in the field of traffic and
transportation, the experts did not strike an agreement if this poses a threat or a chance.
Especiallyfortrafficinfrastructureandcarriers,railandinlandwaterwaytheexpertsexpect
a reasonable use of financial subsidies. The support of commercial zones without railway
siding is hardly criticized, as the opportunity to move to alternative means of transport is
prevented.Forthededicationoffinancialsubsidiesasuperiorauthorityisrequested.Some
expertsthinkthatthecompetitionshallregulatedbyitself.
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6.6 TRANSPORTINFRASTRUCTURE
6.6.1 RAILWAY
Locationandstructureoftherailwaysystem
Themajorityoftheexpertsagreeonaninsufficientandsuboptimalsituationoftherailway
infrastructure in Central and Eastern Europe. There is no budget for investments into the
railwaynetwork,whichhasbeenshrinkingforthelastyears.Especiallyinthesouthernpart
ofEasternEuropetheconditionsaredramaticasthestaterailroadwentnearlybankruptcy,
theequipmentisintermsofqualityandavailabilitybeneathcontemptandthepricepolicyis
disastrous so that further shifting of freight volume to road is done. Furthermore for the
whole region the experts claim inadequate interfaces, lack of integration of road into the
planningofrailwayterminals,nomutualintermodalprojectactivitiesbetweenroadandrail,
obsolete equipment, suboptimal schedules and in total an inefficient process of
transportationbyrail.Expertssupposeapotentialtousetheexistingrailwaynetworkmore
efficientthroughtheoptimaldesignofhandlingnodes.Inadditiontheliberalizationofthe
railway transport is seen as a very positive development in terms of service quality and
pricesduetointensifiedcompetition.
Locationofterminals
Thelocationofrailwayterminalsiscurrentlyevaluatedasathreatforchemicalindustryor
respectively for chemical logistics. In particular within the Vienna Region, there is no
adequateTerminal.Theaccessibilityofrailwayterminalsisaproblemtoo.
Availabilityandcapacityofrailwaywagons
Troublesinavailabilityariseespeciallyatadhocorindividualtransports,whereasthelonger
theplanninghorizon,thebettertheavailability(inparticularforblocktrains).Tankwagons
aremainlybookedatprivaterailwaytransportoperators.Thequalitydiffers,dependingon
the origin country. Problematic is the sourcing of special equipment or wagons. So the
expertsopinionsaboutthementionedfactorwerebothneutralandrisky.
Capacityandefficiencyofterminals
Theviewsregardingthecapacityandefficiencyofterminalsdiffer:mostoftheexpertsthink
that the terminals are not the bottlenecks within the logistical processes. A minority feels
thatthecapacityandefficiencyofterminalsareathreatforchemicallogisticsinCentraland
EasternEurope.
Accesstoterminals
General this factor poses a risk with low influence. Especially mentioned as infrastructural
bottleneckaretheportsofViennaandKrems.Kremsforinstancedoesnothaveanaccess
forhazardousgoods.
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Stateownedrailwaysystems
Private railway transport operators are wellsituated in Austria and are quite competitive
duetothepublicpricepolicy.Althoughthepricepolicyofthestateownedrailwaysystemis
seen as a threat due to the quasimonopoly and nontransparent situation, numerous
expertsthinkthatthemarketisselfregulatingandthattherewillbefurthershakeoutinthe
future. Especially logistic service providers benefit from a liberalized market of railway
operators.
Interoperabilityinternationalstandards
MainproblemofrailwaytransportationinCentralandEasternEuropeisthatrailsystemsare
not compatible, meaning that there are changes of tracks, countryspecific security
regulations and isolated systems. In general there is a lack of harmonization of admin,
technical and social standards. Experts feel that in some cases interoperable systems are
created to protect own structures and to keep proportion of power. Harmonization is
expectedandahugechanceforallpartieswithinthesupplychain.
Multimodality
Experts evaluate a welldeveloped and accepted basic railway infrastructure with the
potential for improvement within the processes itself. Due to restructuring of the railway
networkthelastmileislengthened.
6.6.2 WATERWAY
Locationandstructureofthewaterwaynetwork
GenerallythelocationandstructureofwaterwaynetworkinAustriacannotbeinfluenced
andislimitedtotheDanube.
Locationofinlandports
Austrian ports are welllocated and strategically wellpositioned as well as in Central and
Eastern Europe there is a high density of ports although private ports can not be used by
thirdparties.
Capacityandefficiencyofwaterway
InordertousethewaterwaytransportationalongsidetheDanubeefficiently,itisessential
to improve the navigability by attenuate the ice, flood and low water problems and to
eliminateshoals.DuetonaturalregionsalongsidetheDanubethisprojectsareonlypartly
realizable and therefore to keep the statusquo poses a threat due to the ongoing
dependency on exogenous factors. For the port of Constanta it is planned to establish a
containerlinewithpreandpostcarriageviatheDanubeadditionallytofullcontainerloads.
Furthermorethereisalackofpairingbetweenimportsandexports.
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Accesstoports
TheopinionswhethertheaccesstoportsinAustriaisachanceorathreathighlydiffer.Linz
was mentioned as a negative example due to the lack of connections to the traffic and
transportinfrastructure.Insomecasesportsandterminalsareclosesonweekendmeaning
asignificantproblem.
Availabilityandcapacityofwatervessels
Theactualequipmentofthewatervesselsisobsoleteandthereisalackofreinvestments
andexpansion.
6.6.3 ROAD
Locationandstructureoftheroadnetwork
Generally the infrastructure of road transportation is improvable in terms of quality and
quantity.
Capacityandefficiencyoftrunkroadsandmotorways
This factor is neither seen as chance nor as a threat. Experts see chances through the
intelligentcontroloftraffic,meaningforexampletoabolishthebanondrivinginnightsand
onholidayinordertoregulatethedensityoftrafficortolowercongestionchargeswithin
determinedtimeframestodislocatethetraffic.
Developmentofincreaseinroadtoll
Different systems and evaluation methods in Central and Eastern Europe in terms of road
toll lead to imbalance in international competition. Experts think that an increase in road
tollsispositiveonconditionthatthemoneyisusedforinvestmentsininfrastructure.
6.6.4 INTERMODAL
Location,structureandcapacityofintermodalnodes
Generally big terminals at strategic important nodes exist, although there is a lack of
decentralizedterminalsareawide.Thehandlingtechnologiesindeedarewelldevelopedin
the bigger terminals, but coverage of decentralized regions is quite difficult due to
insufficientcompatibilityandinflexibilityofsystemcomponents.Furthermorethereisalack
ofcomprehensivenationalandinternationalconcepts.
6.6.5 PIPELINE
Locationandstructureofthepipelinenetwork
Actually there is a highly discussed project to develop a gas pipeline connection called
NabuccoPipeline from Turkey to Austria supplying the central OMV distribution centre.
ThemainobjectiveofthisprojectistodiversifythegassupplywithintheEuropeanUnion
especially to reduce the dependency of the main supplier Gazprom. Generally the asitis
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situation of the pipeline network is seen as a threat, mainly due to the mentioned lack of
welldevelopedstructure.
Capacityandefficiencyofpipelinenetwork
Capacities of the pipelines are evaluated as marginal but in general the situation poses
neitherathreatnorachance.ThereisanexpansionofthepipelinenetworkinAustriaand
Hungary,althoughthatfactorisnotnecessarilyanAustriantopic.
6.7 SAFETYANDSECURITY
Internationalsafetystandards
Experts think that safety and security is overregulated in Austria and poses therefore a
threat.Afurtherintensificationofsafetyandsecuritystandardsonaninternationallevelis
expectedbytheexperts.
Tracking&Tracingofcargo
TrackingandTracingduetoexpertsopinionsdoesnotexistinfact(onlyviamobilephone).
6.8 INDUSTRYSECTORANDCOMPETITION
6.8.1 CUSTOMERS
Degreeofconcentration
Themajorityoftheexpertsthinkthatthecurrenthighdegreeofconcentrationwithinthe
differentpurchasingsectorsposesathreatfortheproducerswithinthechemicalindustry.
Especially the augmenting development of industrial parks amongst the customers puts
pressureontheproducers.
Levelofproductstandardisation
Thereisahighlevelofproductstandardizationwhichleadsconsequentlytoareplaceability
of suppliers on the one hand. Higher purchasing power, reduction of raw materials and
lowerproductioncostscanposechancesforthechemicalindustryontheotherhand.
Relevanceandimportanceoftheindustrysectorforthecustomers
Duetoahighdiversityofconsumersectorsthechemicalindustryperceivesitselfashighly
important.
Collaborationsamongcustomers
Collaborationsamongcustomersareseenasriskyfortheexpertsofthechemicalindustryin
particularregardingcooperationstogainpurchasingpower.
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6.8.2 SUPPLIERS
Degreeofconcentration
Within the suppliers the experts of the chemical industry evaluate the degree of
concentrationassignificanthigh,whereasthisisseenasathreateningsituation.
Levelofproductstandardisation
A high level of product standardization at suppliers is highly requested by the chemical
industry, as different compositions unavoidably lead to a change or a reorientation of
supplyingsources.Afurtherpossibilitycouldbeahigherlevelofstandardizationintermsof
packaging.
Collaborationsamongsuppliers
Collaborations among suppliers are rare and uncommon. If this situation changed and
suppliers focussed more on collaborations, the experts of the chemical industry would
evaluatethattrendasarisk.
6.8.3 ACCESSTOTHEMARKET
Access to markets and a global level playing field are prerequisites for fair and beneficial
competition.
Economiesofscale
Economiesofscale,especiallyregardingchemicallogisticsexistandaremanifestedinhigher
transportationlotsandingeneralseenasapositivedevelopment.
Productdifferentiation
Lowlevelofproductdifferentiationisposingathreatforthedomesticchemicalindustry.
Brandidentity
In all sectors of the chemical industry there is an intensive brand identity, whereas the
domesticproducersevaluatethisfactorasneutralandlogisticserviceprovidersaspromising.
Especiallywithinthebasicchemicalsthenecessityofbrandsisquestionedcritically.
Accesstochannelsofdistribution
From the industrial experts point of view the access to channels of distribution is well
developed.
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Competition
Weaker growth prospects for exports to overseas and much stronger import penetration
frompolymersandspecialitiesthreatenthedomesticmarket.Inparticularnewcompetitors
fromAsiaarearising.ExpertsthinkthatcompanieswithintheEuropeanmarketcanremain
anattractiveplatformforacompetitivechemicalindustryandbenefitfromgrowthmarkets
aroundtheworld,providingthatabalancedregulatoryframeworkinEurope,freeaccessto
growing markets, fair competition as a stimulator for further growth and a global level
playingfieldaresecured.
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7 NEEDSFORFUTUREACTIONANDIMPROVEMENTSCONCLUSION
What are the articulated needs of chemical enterprises and logistic providers for future
actiontoimproveframeworkconditionsforchemicallogisticsinCentralandEasternEurope?
7.1 NEEDFORFUTUREACTIONSANDIMPROVEMENTSFROMTHELOGISTICALPOINTOFVIEW
Globalizationoflogistics:ActandReact
The internationalization of business, for example Global Sourcing, the deployment of
productionandtheinternationaldivisionoflabour,causesgreaterdistances,anincreasein
transportvolumesandinthenumberoftransports.Underconsiderationofchangingflows
oftrafficmultimodaltransportsolutionswillgaininimportance.Deceleratingverticalrange
ofmanufacturinginwesternindustrycountriesaswellasdisplacingcorecompetenceseffect
anescalationofintercontinentaloverseacontainertransports.
TheintensifiedinterdependenciesbetweenwesternindustrycountriesandtheAsianmarket
enablenovel,innovativeandgloballogisticconcepts,whichareessentialtodealwithrising
complexityinsupplychainnetworks.Thus,theimportanceofthedisciplineoflogisticsand
the demand for experts will go up continuously. Logistics provides potential for
rationalization and consequently for reduction of inventory respectively for effective
managementandbundlingoftransportsandtherebynonproductivereturnshipmentscan
bediminished.
Innovativenetworkstructuresandlogisticalcooperationstoachieveexcellenceonboth
sides
Concentration tendency in markets serves as an important driver for strategic
competitiveness,especiallyinlogistics.Agrowingnumberofpartnersandlocationsleadto
increasing complexity within supply chain networks. Thereby the challenge is to connect
actors and process in both counts of physical and informational matching. Logistical
collaborations predominantly centre on classical and basic functions: procurement and
distribution. To ensure successful and sustainable vertical partnerships between logistic
service providers and their customers the coverage of the whole range of services is
preconditioned. Horizontal co operation opens up new chances when structuring
international logistics and supply chain networks and generating synergies especially in
freightmanagement,inventorymanagementaswellasininformationandcommunication
technologies.
Cooperativecontactsandnetworksareimportantalthoughnoteverycooperationprojectis
profitable. Intentions to cooperate with high investment effort are only recommendable if
thereisastrategicbenefitforthecompany.Investingtimeandresourcesintocollaborations
with customers or suppliers in order to drive innovation and differentiate services should
payoffandcreatevalueforallinvolvedcompanies.
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In terms of logistics reduction of costs and tiedup capital on both sides by decreasing
inventories,reductionoftransportationcostsandstoragecostscanbeachieved.Inaddition
moreeffectiveandefficientprocessesthroughreductionofordercycletime,leadtimeand
increase of delivery performance create shared success. Taking out nonvalue added
activitiesonbothsideslikethedeclineinerrorsorthereductionofproductionchangeover
and additional setups pose objectives of a logistic cooperation. Shortterm improvement
projects regarding transport and distribution could be the consolidation of shipments on
selected products and destinations or the increase of direct shipments in order to reduce
shipping,transportationandinventorycosts.
Tocreateprocessesmoreefficientinthefieldsoforderprocessinganddemandorsupply
planningbettercoordinationbetweensupplierandcustomercouldleadtoadiminishment
ofleadtimesandthereductionofsafetystocksbycollaborativeforecasting.Moreintensive
cooperation can be found in strategic product development, joint optimization of product
portfolio or collaborative projects on process innovations. For sure trust and openness
betweenpartnersisthekeysuccessfactortobuildreliablesupplychainandlogisticchances.
Companieshavetofacerisingdemandforsuperiorlogisticservices
Rising customer requirements for bestinclass logistic services and demanded continuous
improvement challenge providers within globalized markets. Few fixed capital guarantees
flexibility in designing transnational logistics processes. Flexible network structures are
increasingly the key factor in dynamic markets. In order to ensure product availability
worldwide at customerdefined conditions, enterprises are challenged to optimize their
logisticalconcepts.Thisisessentialtomeethighrequirementsonflexibilityduetonecessary
shorttermreactiononcustomerorders,smallishordersizesanddecreasingacceptancefor
deliveryfailuresordelays.Thechallengescauseadjustmentsoflogisticsstrategiesandhave
tobeorientatedtowardsthefollowingcompetitivefactors:
Customerservice:Themodernmeaningoflogisticstakesupthepositionthatthecustomer
isthecentralpointofallentrepreneurialactivities.Forthisreasonlogisticsistheidealinitial
point for customerbinding measures and the generation of competitive advantages.
Customerorientedlogisticalmeasuresdonothavetobeattendednecessarilybycustomer
specific design of logistics concepts; productsupporting services can generate customer
valuetoo.
Deliveryperformance:Risingqualityrequirementsregardingdeliveryperformanceaswellas
the continuous optimization of logistic costs bring out a conflict of objective. Demanded
superiorlogisticservices,shorterperiodstoresponseoncustomersrequirementsandother
changeswithinthesupplychainposedifficultchallengesforcompanies.Krbersummarizes
asfollows:Ifproductattributeandpricedoesnotdiffersignificantly,logisticservicewillbe
thedecisivepurchasecriterionasthecustomerwillprobablychoosethatproductwhichis
available for adequate conditions. In this case delivery time and reliability are the major
competitivefactors,crucialforthestrategicsuccessofthecompany.
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Ineachfield(B2B,B2C,etc.)customersrequirethepersonalandinstitutionalperceptionof
responsibility. This involves a new significance of the role of logistic service providers,
evolving from typical task fulfillment to innovative and creative designing within a reliable
partnership.
Companiesarechallengedbygrowingdemandforcustomizedlogisticssolutions
Standardization and Optimization within the management of customers and networks will
be determining challenges for logistical processes as at the same time enterprises and
logisticserviceprovidershavetomeetrequirementswhichapplyspecificallytoaconcrete
problem,sectororcustomer(standardizedindividuality).Logisticsolutionsreadymade
willnotbeviableinthefuture:allthemorecustomizedandefficientconceptsfocusedon
the customers topics represent important success factors for companies to differ from
competingcompanies.
Furthermore the well directed application of logistics technology systems focused on
customerorientedproductandservicespecificationswillbeindispensable.Complexityand
cost pressure come second to robustness and security in supply chain management as
concepts for stockless or low inventory (in times of uncertainty and risks in a worldwide
turbulent environment) have to be reconsidered and new optima have to be defined. A
returntoaEuropeanwidestrengthenednetworkingcannotbeexcluded.
Optimizationoflogisticalprocessesasthekeyforcostreductionandtransparency
Asignificantlyimportantobjectiveoflogisticsisthereductionofcoststhroughoptimization
of the total system, especially of operational activities which come along with increasing
marketperformance.Thegrowingrangeoftaskswouldinfactleadtoanincreasingshareof
logisticcostsonoverallcosts,althoughcostscanbefurtherreducedcontinuouslybyprocess
optimization. The development of intelligent logistic solutions in mind with the efficient
designofoperationalsequencesenablescompaniestocontinuecostreduction.Freightcosts
optimization have high influence, which can be realized by optimizing the payload, re
evaluate the distance to customers and the transportation mode as well as optimize the
freight tariff. Process monitoring and controlling with Supply Chain Event Management
Systems highly create competitive advantages. Outsourcing can pose a chance to optimize
logisticalprocessestooandthereforestaysattractiveforcompanies,eventhoughmotives
for industry and retail are changing. In addition to required concentration on core
competences, cost and quality aspects are centred. Singlesourcing strategies will gain
importanceinthiscontext.
Companiesshallbepreparedforaccumulatedandintensifiedsafetyregulations
Accumulatedsafetyregulationsinglobaltradeincreasethecomplexityforlogisticprocesses.
Examples would be: (1) long waiting periods in already overloaded entrance ports, hence
resultingin(2)demurragecostsforcontainers,incalculableturnaroundtimesaswellas(3)
incompleteinformationavailabilityand(4)anadditionalexpenditureatadministrationand
handling.Thoseparametersoftenentailunpredictableindirectcostsandaspectsofquality.
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TheexaminationofWorstCasescenariosallowstomaintainthestabilityandoperability
ofthesupplychainandappliesbesideflexibleprocessesandstructuresasasuccesscriterion.
Asubstantialcontributiontoincreaseattacksecurityinsupplychainsiscarriedoutbythe
information and communication technologies. In container traffic technologies like RFID,
GPS and Smart Container enable consistent transmission pursuit and the identification of
deviationsandpotentialdangers.Inthescopeofsensorengineeringtheelectronicsealisa
possibilityfortherecordingofincidents;themarketpenetrationisinhibitedbecauseofthe
lackofstandardization.Thetopicsecurityinglobalsupplychainsdoesnotrequireonlythe
operational,butlikewisethestrategicviewpointofallelementsandparties,inparticularthe
focus has to be put on the weakest member link in the chain. Due to the strategic
importanceandinthesenseofpreventionandresponseitisessentialtoplacethistopicon
thelevelofmanagement.
Risingimportanceofintelligentinformationandcommunicationtechnologiesinthefield
oflogistics
Thetechnologicalprogressopensupnewwaysforprocessinnovationswithinthelogistical
field.Apossibleandpotentialsolutioninstrumentformanylogisticsrelevant,inparticular
traffic related problems, is the Information and Communications Technology (ICT). Experts
assume that in the future many vehicles will be equipped with Information and
Communications Technology interfaces resulting in an eased implementation of additional
options (e.g. improvement of the extent of utilization of the vehicles). Beyond that the
futurevehiclesareinterlacedandequippedwithjustintime(JIT)informationservices.The
customers will call for transparency and information availability at any time in the supply
chain; fulfilling this customer demands will also be a competitive advantage for the
companies. By the use of information and communication technologies as well as the
integration of internetbased solutions, the speed and transparency can be ensured to
enablecrosscompanyplanningandthecontrolofcomplexlogisticschains.Tocopewiththe
complexity of the supply chain and to integrate the partners and the processes of global
cooperative networks and logistic operational sequences of international enterprise
activities,intelligentinformationsystemswererequired.Inlogisticsresearchinthefieldof
selfmonitoring is needed, namely the tracking of goods during the transport by systems
reactingincaseofdeviations.
Increasingrequirementsforthelogisticsstaff
The global dimension of the flows of goods and information leads to higher and
differentiated requirements to the logistics personnel. Apart from the crosscultural
competence special attention has to be put on the cooperative strategy, plan and target
setting.Furtherthetechnologicalrequirementswillrisenotably.Tohandlethecomplexityof
logisticssolutionsinaccordancewiththerequirementsoftheeconomyandthecustomers,
technicalandoverallknowhow,crosscompanycerebrationandactingaswellassoftskills
are necessarily. In the future on average better skilled qualified employees will operate in
the logistics industry. Expert related further education in companies will become more
importantundamplifiestheinnovationintherangeoflogistics.
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Sustainablemanagementoflogisticsystems
Theconsequencesofarisingenvironmentalsensitivityofthepopulationforlogisticsshould
notbeunderestimated:increasingaversionagainstroadtransportcouldforcecompaniesto
rearrangetheirtransportintensivedeliverychainsandchangeovertothecarriersrailand
inlandwaterwayorsea.However,thiscouldnotbetheonlyreasonforarestructuringof
logistics. Today the cost analysis concentrates only on the indirect traceable costs, for
example warehousing, transport and inventory costs. To a lesser extent considered are
environmental costs caused by logistic activities. Because of the still missing methodical
agreementofcalculatingtheexternalcostsandthelackofpoliticalwillingnesstointernalize
those, these costs and the resulting macroeconomic adversity can not be assigned to
logistics. In the future, the stronger environmental adjustment of the society, for example
the regionalization of the transportation flows, will possible causes a decrease of
transportationvolumes.Undisputableisthefactthatbecauseofnewlegalrequirementsto
reduce emissions and to save resources additional tasks to the supply chain management
willbeassigned.Thisrequiresdetailedknowledgeoftheentirevaluechain,sinceeachpart
candirectlyorindirectlygenerateoravoidemissions.Themanagementitselfhastoactin
linewithlongtermgoalsandtoensurethesustainableuseofthepotentialsforsuccess,not
forshorttermprofitmaximization.
Integrationoflogisticsinthebusinessstrategy
Referringtothecompaniestheabovelistedanddiscussedopportunitiesandthreatsrequire
astrategicviewofthelogisticsrelevantchallenges.Thelogisticsstrategiesandtargetshave
tobeintegratedinthestrategicplanandsystemofobjectivesofthecompanies.Continuous
changes and reorientations within the logistic processes as well as global economic
dynamics require both a companywide and crosscompany oriented approach and also
flexibleprocessesandstructures.
7.2 NEEDFORFUTUREACTIONSANDIMPROVEMENTSINTERMSOFPOLITICS,
TRANSPORTATIONANDINFRASTRUCTURE
According to the experts opinions, traffic and transport infrastructure are of prime
importance for the successful future of the chemical industry and especially for chemical
logistics. The transport policy should place the centre of attention on an integrated, long
term and legislationperiodoverlapping approach. The main objective is to develop an
optimized global traffic system. Challenges of the complex traffic system can only be met
throughtheallembracingconsiderationoftherelevantpoliticalsubareasandbytakingthe
mutualconsequencesintoaccount.Bythemeansofanintegratedtransportpolicyrational,
coherent and sustainable goals are pursued. In order to reach the political objectives in
terms of multimodality, the conditions have to be adjusted to the requirements of the
economy.Maintargetistheoptimizationofthequalityalongthewholemultimodalsupply
chain. Depending on economical demand and geographical location the expansion and
customizationofneutralbimodalandtrimodalterminalsshallbeforced.
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SWOTAnalysis
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Improvedassuranceofareastoexpandinfrastructureandthetransparentlanduseplanning
procedure along highranking infrastructures can be ensured by mutual commitment,
reconcilementofinterestsandlongtermplanningandfinancingreliability.Everymeasureto
increasecapacityandefficiencyofinfrastructureshallbecoordinatedbothwithtrafficand
landuse planning issues. This recommendation accompanies the request for analysis of
existing, planned and needed infrastructure a comparison of estimated demand and
existingcapacityasabasisforinfrastructurebuildingprojectsortoimproveefficiencyin
operating. Through traffic control measures the degree of utilization of transport
infrastructure can be enhanced. Further possibilities to guarantee the efficiency of traffic
systems are innovative instruments of use optimization: for example timely different and
demandreliant pricing of the infrastructure as well as intelligent traffic control depending
oncapacityutilizationareabletooptimizethedegreeofefficiencyandtopreventorreduce
timeofcongestionandloss.Therebyselforganizingeffectsarestimulated.
o Longterm,rationalandsustainableorientedtransportpolicy
o Institutionalizationofanintegratedplanningoftrafficinfrastructureandland
use
o Infrastructure analysis creates a transparent basis for decisions to increase
efficiencyandutilityand/ortoexpandtransportinfrastructure.
o Efficientuseofinfrastructurebymileagerelatedchargesandintelligentcontrol
o Increaseinefficiencyofcargohandlingbetweenthetransportmodesandthe
capacitiesofcargoterminals
o Standardizationoflegislationwithinthesectorsoftrafficandlanduseplanning
o StandardsfortrafficplanningandcontrolthroughouttheEuropeanUnion
o IntensifiedutilizationofInformationandCommunicationTechnologies(ICT)in
theareaofmultimodality
7.3 NEEDFORFUTUREACTIONSANDIMPROVEMENTSFROMTHEECOLOGICALPOINTOF
VIEW
o Strategic orientation of the environment and energy policy regarding a
sustainabledevelopment
o Supportofresearchandutilizationofalternativeenergysources
o ProvisionofneutraltermsofcompetitionbyEuropeanwideharmonizationof
thetaxationofenergyconsideringpriorperformance
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8 LITERATURE
8.1 STUDIESANDSTATISTICSUSED
BMVBS[EntwicklungdesGterverkehrs2007]
BMVBSBundesministeriumfrVerkehr,BauundStadtentwicklung:Abschtzungder
langfristigenEntwicklungdesGterverkehrsinDeutschlandbis2050Schlussbericht,Basel
2007.
BMVIT[Generalverkehrsplan2002]
BMVITBundesministeriumfrVerkehr,InnovationundTechnologie:Generalverkehrsplan
sterreich2002,Wien2002.
URL:http://www.bmvit.gv.at/verkehr/gesamtverkehr/generalverkehrsplanung/downloads/gvk.pdf
BMVIT[HalbzeitbilanzVerkehrsweibuch2006]
BMVITBundesministeriumfrVerkehr,InnovationundTechnologie:DieHalbzeitbilanzder
EUKommissionzumVerkehrsweibuchvon2001InformationfrdieSektionsleitung;eine
Analyse,AbteilungII/GVGesamtverkehrundInfrastrukturfinanzierung,Wien2006.
BMVIT[VerkehrinZahlen2007]
BMVITBundesministeriumfrVerkehr,InnovationundTechnologie:VerkehrinZahlen
Ausgabe2007,Wien2007.
URL:http://www.bmvit.gv.at/verkehr/gesamtverkehr/statistik/downloads/viz07gesamt.pdf
FCIO[Jahresbericht2008]
FCIOFachverbandderChemischenIndustrie:JahresberichtderchemischenIndustrie2008,
Wien2008.
URL:http://www.fcio.at/uploads/Jahresbericht_FCIO_2008_FINAL_128457_DE.pdf
AMTCAkademie[Mobilitt2015/20302007]
AMTCAkademie:Mobilitt2015/2030PotentialefreinenachhaltigeEntwicklung,Band
5derAMTCAkademieSchriftenreihe,Wien2007.
Puwein[Energieverteuerung2006]
Puwein,W.:LangfristigeAuswirkungeneinerEnergieverteuerungaufdenVerkehr,WIFO
Monatsberichte10/2006,Wien2006.
StatistikAustria[Verkehrsstatistik2007]
StatistikAustria:sterreichischeVerkehrsstatistik2007,Wien2009
URL:http://www.statistik.at/web_de/dynamic/services/publikationen/14/publdetail?id=14&listid=14&detail=510
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Project[ChemLog]
Schneider/Brunner/Lengauer/Koller[ChemischeIndustrie2008]
Schneider, H.W. / Brunner, Ph. / Lengauer, S.D. / Koller, W.: Die Chemische Industrie
sterreichseinedetaillierteBranchenuntersuchung,Wien2008.
URL:http://www.fcio.at/uploads/studie_21022008_127596_DE.pdf
Furthersources:
StatistikAustria:LeistungsundStrukturstatistik20002006
8.2 LISTOFEXPERTS
Rene
Abpfolter
LogServLogistikserviceGmbH
Mag.(FH)
Gerald
Aschauer
FHOForschungs&EntwicklungsGmbH
Thomas
Czapek
EHGEnnshafenGmbH
Mag.
HansChristian
Graf
Andreas
Hartl
PantaRhei(PR)BefrachtungsundSpeditionGmbH
HofratUniv.
Doz.DIDr.
Alfred
Heiserer
ViaDonausterreichischeWasserstraenGesellschaftmbH
Leonhard
Hfler
AmtderObersterreichischenLandesregierung
Mag.(FH)
Hannelore
HofmannProkopczyk
Dr.
Klaus
Hofstadler
Borealis
Volodymyr
Klimov
Wilfried
Lehmbacher
SandozGmbH
Mag.(FH)
Heidelinde
Luksch
NufarmGmbH&CoKG
Mag.
Oliver
Mayr
VereinNetzwerkLogistik
DI
Ernst
Meijnders
SandozGmbH
Ladislav
Novak
AssociationofChemicalIndustryoftheCzechRepublic
Miran
Petrinja
LukaKoper,d.d
Dr.
Andrea
Pollak
Expert
Franz
Riegler
DachserAustria
Ing.
Felix
Spitzer
SolaysterreichGmbH
Prof.(FH)Dr.
Friedrich
Starkl
Armin
Stein
MhringerMontageGmbH
Vadim
Vdovitchenko
Herbert
Wied
Schenker&CoAG
Josef
Wimmer
DyneaAustriaGmbH
Page48/47

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ChemicalLogisticsCooperation

207,53 212,50 218,85 223,30 232,78 244,45 257,29 270,84

5.900 26.420 27.070 27.510 28.480 29.690 31.070 32.570

Production of Chemical Industry 1998-2008

2000 2001 2002 2003 2004 2005 2006 2007

2.766 2.768 2.688 2.683 2.859 2.940 3.428

2.901 2.394 2.407 2.624 2.510 2.694 2.798 n/a

7.764 7.396 7.394 7.626 7.824 8.209 9.103 n/a

4.391 4.616 4.750 4.474 4.762 4.831 5.475 n/a

2000 2001 2002 2003 2004 2005 2006 2007

29% 34,2% 30,6%

2000 2001 2002 2003 2004 2005 2006 2007

27.496 28.112 n/a

2.001 2.002 2.003 2.004 2.005

2.000 2.001 2.002 2.003 2.004 2.005

2.000 2.001 2.002 2.003 2.004 2.005

Crossborderdispatch 16.054.922 20.504.921 1.547.234

Connection to neighbour countries

Intermodal nodes or node-region

2003 650 900

2000 2001 2002 2003 2004 2005 2006 2007

427,6 437,8 440,4 451,0 445,7 449,0 538,7 537,7

277,0 283,9 285,5 297,2 283,3 288,2 358,8 354,3

81,9 103,9 108,3

17.153.323 17.555.777 17.826.702 18.140.753 17.378.618 16.889.199 18.845.612 18.648.320

16.601.664 16.895.387 17.132.167 16.869.110 17.931.090 17.064.177 20.219.454 20.364.490

2.443.509 2.557.349 2.845.660 2.276.387 2.808.843 2.759.577 2.418.692 2.596.618

2000 2001 2002 2003 2004 2005 2006 2007

Most important countries in international transportation were the neighbour countries

2000 2001 2002 2003 2004 2005 2006 2007

2000 2001 2002 2003 2004 2005 2006 2007

Barrages with locks

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