MEERJARENPLAN 2012-2015 STEUNPUNT

Transcription

MEERJARENPLAN 2012-2015
STEUNPUNT „Goederen- en personenvervoer‟
Acroniem: Mobilo
Promotor-coördinator: Prof. Dr. H. Meersman
Publicatiedatum: 15/12/2011
Contents
1
Jaarplanning 2012.................................................................................................................................. 4
1.1
De werkpaketten .................................................................................................................................... 4
1.2
Geplande seminaries, bijeenkomsten, ... ............................................................................................. 12
1.3
Papers en publicaties ........................................................................................................................... 13
2
Introduction .......................................................................................................................................... 14
2.1
The general framework of the Research Centre MOBILO: the main targets and objectives ................ 14
2.2
The mission: transport matters, sustainability matters, innovations matters ........................................ 18
2.3
The MOBILO consortium ..................................................................................................................... 20
2.4
Structure and work division .................................................................................................................. 22
3
Work packages .................................................................................................................................... 24
3.1
The research streams and research projects of MOBILO .................................................................... 24
3.2
Practical organization and staffing of MOBILO .................................................................................... 88
4
Additional information........................................................................................................................... 90
4.1
Short-term assignment ......................................................................................................................... 90
4.2
The transversal themes and methods .................................................................................................. 90
4.3
Kennisbeheer ....................................................................................................................................... 93
4.4
Gantt chart ........................................................................................................................................... 93
5
Management ........................................................................................................................................ 95
5.1
Organigram .......................................................................................................................................... 95
5.2
Werking van het Steunpunt .................................................................................................................. 98
5.2.1
Personeelsbeleid.................................................................................................................................. 98
5.2.2
Financieel beheer................................................................................................................................. 99
5.2.3
Input van praktijkveld en uitbouw van netwerk ..................................................................................... 99
5.2.4
Valorisatie van het onderzoek en toegankelijkheid .............................................................................. 99
5.2.5
Participatie in nationale en internationale onderzoeksoproepen .......................................................... 99
5.2.6
Internationalisatie van het Steunpunt ................................................................................................. 100
5.3
Overzicht van de logistieke en materiële inbreng ............................................................................... 100
5.3.1
Huisvesting ........................................................................................................................................ 100
5.3.1.1
Universiteit Antwerpen ....................................................................................................................... 100
5.3.1.2
Vrije universiteit Brussel ..................................................................................................................... 100
5.3.2
Algemene diensten en faciliteiten....................................................................................................... 100
5.3.2.1
Universiteit Antwerpen ....................................................................................................................... 100
5.3.2.2
5.3.3
Andere departementen ...................................................................................................................... 104
5.3.3.1
Universiteit van Antwerpen ................................................................................................................ 104
5.3.3.2
6
Meerjarenbegroting ............................................................................................................................ 105
Lijst van figuren
Figure 1-1: Person- and tonnekms in road transport in the Flemish Region (1995 = 100) .................................... 14
Figure 1-2: The challenge of a sustainable mobility policy .................................................................................... 15
Figure 1-3: Organizational structure of MOBILO ................................................................................................... 23
Figure 2-1: The research dimensions of MOBILO ................................................................................................. 25
Figure 2-2:The maritime logistics chain ................................................................................................................. 30
Figure 2-3: Forms of inter-port co-operation .......................................................................................................... 40
Figure 2-4: Overview of policy tools that can influence employer mobility management ....................................... 82
Figure 4-1: Organisatiestructuur Steunpunt MOBILO ............................................................................................ 95
Lijst van tabellen
Table 1-1: Relevant EU and Flemish Policy Objectives and Targets for Freight and Passenger Transport .......... 16
Table 1-2: Promoters of MOBILO and their expertise ............................................................................................ 21
Table 2-1: Staffing overview of MOBILO ............................................................................................................... 88
Table 2-2: Timing multi-annual planning MOBILO ................................................................................................. 89
Table 2-3: Overview staff/FTE ............................................................................................................................... 89
Table 3-1: Timing meerjarenplan MOBILO ............................................................................................................ 94
Table 4-1: Koppeling ............................................................................................................................................. 98
Table 5-1: Meerjarenbegroting MOBILO ............................................................................................................. 106
Meerjarenplan 2012-2015 | Acroniem: MOBILO
Page 3
1 Jaarplanning 2012
Deze jaarplanning geeft een overzicht van de geplande activiteiten van het steunpunt MOBILO voor 2012.
1.1
De werkpaketten
Onderzoekstroom: havens
Havenconcurrentie (LT-spoor)
Binnen transporteconomie blijft havenconcurrentie een belangrijk onderzoeksonderwerp. Het begrip
havenconcurrentie zelf is echter sterk geëvolueerd. In het verleden werden havens in de literatuur vaak aanzien
als homogene entiteiten. Vandaag wordt aanvaard dat havens veel complexer en heterogener van aard zijn dan
in het verleden werd aangenomen. Bovendien speelt de concurrentie niet enkel meer op het niveau van havens,
maar steeds meer op het niveau van logistieke ketens. Het Steunpunt legde in de periode 2007-2011 al de basis
voor een conceptueel model van beslissingsname van de verschillende actoren in de keten. Bedoeling is om nu
dit model te kwantificeren, en zo inzicht te krijgen in welke actor in de keten waarom welke beslissingen neemt,
en hoe die worden genomen.
Gedurende 2012 wordt onderzoek gedaan naar het belang van de verschillende factoren die op verschillende
niveaus een invloed hebben op de keuze van een haven. De beslissingen over die keuze worden niets steeds op
eenzelfde niveau en door dezelfde actoren genomen. Bovendien zijn er naast kosten ook heel wat immateriële
factoren die een invloed hebben op deze keuze. Eén van de methodes om de complexiteit van dergelijke
keuzeprocessen te kwantificeren is de Analytical Hierarchy Processes (AHP) methode. Er zal een specifieke
enquête opgezet worden bij verschillende actoren in de logistieke keten over de relevantie of irrelevantie van een
aantal karakteristieken bij de havenkeuze. Dit wordt de input van een AHP analyse om voor de individuele en
groepen van actoren het gewicht van deze karakteristieken bij hun keuze te kwantificeren. Dit laat toe om na te
gaan welke factoren de attractiviteit van een haven bepalen. Er zal gewerkt worden met havens uit de HamburgLe Havre range.
Dit onderzoek is een laatste fase van een doctoraal onderzoek naar het belang van havens en de versterking van
de competitieve positie van de Vlaamse havens.
Besluitvormingscriteria voor de containervaart als een belangrijke determinant van de
bedrijfslocatie en handelsstromen (KT-spoor)
Binnen dit spoor wordt in 2012 de samenstelling van het containervervoersysteem bekeken, met de haven als
centraal knooppunt. Binnen die haven zijn uiteraard de haveninterne operaties van belang, evenals de
aansluitingen op de zeekant en op de landmodi. Binnen dit onderzoek wordt bekeken hoe de beslissingen binnen
de verschillende schakels van het systeem impact hebben op de economie. Meer bepaald wordt gekeken hoe de
karakteristieken van het systeem de keuze van de haven als aanlooplocatie beïnvloeden, en hoe er dus impact is
op de handel, en verder ook hoe de hinterlandregio als locatie van economische activiteiten wordt beïnvloed door
de karakteristieken van het systeem.
De analyse bouwt voort op werk in het Steunpunt Goederenstromen tot en met 2011, en kwantificeert meer
bepaald de systeemanalyse a.h.v. Analytical Network Processes (ANP) en Analytical Hierarchy Processes (AHP).
Er wordt nagegaan welke data nodig en beschikbaar zijn om ANP en AHP te kunnen toepassen.
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Onderzoekstroom: luchthavens
De optimale balans tussen vracht- en passagiersactiviteiten van luchthavens (LT-spoor)
Luchthavens staan meer en meer met elkaar in concurrentie. Deze uit zich op 2 vlakken. Ten eerste is er
concurrentie op het vlak van het aanbod nl. het aantrekken van luchtvaartmaatschappijen. Ten tweede op het
vlak van de vraag om zowel passagiers als vracht aan te trekken. Luchthavens kiezen daarom vaak voor een mix
van passagier- en vrachtvervoer om hun winstgevendheid te maximeren. Voor overheden is vooral het genereren
van toegevoegde waarde en van werkgelegenheid van belang, zowel direct als indirect. Om deze toegevoegde
waarde en de werkgelegenheid te behouden en te verhogen is het doel van dit onderzoek om de optimale balans
tussen passagiers en vrachtactiviteiten van een luchthaven te bepalen met als toepassing Brussels Airport en de
Vlaamse regionale luchthavens. Dit moet leiden tot een beleidsondersteunend instrument ontwikkeld worden,
waarbij niet enkel rekening zal worden gehouden met de bedrijfseconomische resultaten van de luchthavens,
maar ook met de maatschappelijke en economische relevantie voor de regio, in casu Vlaanderen.
Dit onderzoek wordt opgezet als een doctoraatstraject. In 2012 wordt een literatuuroverzicht gemaakt over
optimale productmix in luchthavens, kostenfuncties voor multi-output situaties en impactmeting van luchthavens
op directe en indirecte werkgelegenheid en toegevoegde waarde. Daarnaast wordt ook reeds gestart met een
SWOT-analyse van Brussels Airport en de andere Vlaamse luchthavens.
Economische effecten en kosten van een tijdelijke sluiting van een luchthaven (KT-spoor)
Luchthavens zijn belangrijke knooppunten in de logistieke keten en ondersteunen de economische activiteit in
een regio. Indien deze knooppunten echter plotseling tot stilstand komen, kan ook een deel van de logistieke
keten van een regio worden onderbroken. Dit kan vooral op korte termijn een negatieve invloed hebben op de
regio, maar ook op lange termijn indien de onderbreking in de keten aanhoudt of frequenter gebeurt. Een
onderbreking van de dienstverlening op een luchthaven kan verschillende oorzaken hebben, bijvoorbeeld
extreme weersomstandigheden, terrorisme, vulkaanuitbarstingen of stakingen van het personeel op de
luchthaven.
Het doel van dit onderzoek is een overzicht te maken van alle stakeholders die direct en indirect beïnvloed
worden door een tijdelijke sluiting van een luchthaven. Verder worden de directe en indirecte economische
effecten die hiervan het gevolg zijn gekwantificeerd. Concrete beleidsaanbevelingen zullen geformuleerd worden
om te zorgen dat de effecten van een onderbreking geminimeerd worden.
Als eerste stap zal een overzicht worden gemaakt van de mogelijke oorzaken die tot een (tijdelijke) onderbreking
van dienstverlening op een luchthaven kunnen leiden. Ten tweede wordt een overzicht gemaakt van de mogelijke
effecten, zowel op korte als lange termijn. Ten derde zal voor elk van deze effecten een schatting gemaakt
worden van de mogelijke economische kosten.
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Onderzoekstroom: logistieke ketens
Integratie van logistieke ketens: Locatie/analyse model voor intermodaal transport (LT-spoor)
Intermodaal transport is de combinatie van twee verschillende transportmodi in een enkele transportketen, zonder
verandering in de laadeenheid van de goederen. Het langste deel van de verplaatsing gebeurt via spoor,
binnenvaart of zeeschip, met eventueel voor- en natransport via de weg. Recent zijn er in Vlaanderen
verscheidene intermodale terminals gebouwd. Het doel van dit onderzoek is aan de hand van verschillende
scenario‟s en simulaties te analyseren wat de Vlaamse Overheid kan doen om intermodaal transport verder te
stimuleren. Het LAMBIT-model (Locatie Analyse Model voor Belgische Intermodale Terminals (Macharis, 2000))
zal hiervoor gebruikt en verder uitgebreid worden.
LAMBIT is een op GIS-gebaseerd locatie-analysemodel dat het marktgebied van terminals kan simuleren. Zes
nieuwe elementen zullen in dit onderzoek aan LAMBIT worden toegevoegd om betekenisvollere
beleidsaanbevelingen te kunnen maken: congestiedata, modale keuze variabelen, een module voor de bepaling
van de optimale locatie van nieuwe terminals, transferia (container transfer punten) en een externe kosten
module. Verschillende beleidsmaatregelen ter stimulatie van intermodaal transport kunnen vervolgens
geanalyseerd worden aan de hand van LAMBIT, waaronder de impact van het gebruik van eco-trucks op de
concurrentiepositie van het intermodaal vervoer en het internaliseren van de externe kosten. De Vlaamse
Overheid verkrijgt op die manier beleidssuggesties om intermodaal transport te stimuleren.
Dit onderzoek wordt opgezet als een doctoraatstraject en vangt aan begin 2012. Er zal vooral gewerkt worden
rond de analyse van LAMBIT en de wijze waarop de aanpassingen het best kunnen aangepakt worden. Indien
mogelijk wordt ook al een aanzet gegeven voor de introductie van congestiedata.
Integratie van logistieke ketens: Palletvervoer via de binnenvaart (KT-spoor: 4 maanden)
In Vlaanderen worden jaarlijks 70 miljoen ton aan palletten getransporteerd. Dit gebeurt bijna uitsluitend via de
weg. Dit leidt tot de gekende problemen op het vlak van congestie, emissies en andere externe effecten maar ook
tot problemen die een efficiënte werking van de logistieke organisatie van bedrijven in de weg staat. In dit project
zal een model ontwikkeld worden dat kan nagaan wat de mogelijkheden zijn van het transporteren van de
palletten met de binnenvaart in combinatie met de inplanting van verschillende regionaal watergebonden
distributiecentra (RWDC‟s). Als basis voor het model zal LAMBIT gebruikt worden, waarbij de palletstromen in
kaart worden gebracht en de locatie van de RWDC‟s zal bepaald worden.
Dit onderzoeksspoor start in maart 2012 voor een duurtijd van vier maanden. Er zal in eerste instantie een
analyse en inventarisatie gemaakt worden van de wijze waarop LAMBIT moet aangepast worden om deze
problematiek te bestuderen.
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Onderzoekstroom: Stedelijke distributie
De bredere context van stedelijke distributie en de daarbij horende veranderende strategieën
van leveranciers en vraagpatronen (LT-spoor)
De distributieproblematiek in steden wordt elke dag meer en meer duidelijk in Vlaanderen. In de grotere steden
van de ons omringende landen hebben ze al geruime tijd problemen met het beleveren van de steden, maar
sinds kort krijgen een aantal belangrijke Vlaamse steden ook met deze problematiek te maken.
Er zijn meerdere oorzaken van stedelijke distributieproblemen. Zo is er het veranderende vraagpatroon van
consumenten naar meer e-commerce bestellingen, wat vooral in steden leidt tot zeer veel extra
voertuigbewegingen met meestal kleine bestelwagens. Verder kunnen beleveringen aan detailhandelaars voor
veel voertuigbewegingen zorgen, omdat deze detailhandelaars zeer vaak “less-than-truckload” ladingen bestellen
en dus vaak iedere dag van verschillende leveranciers een beperkt aantal pakketten ontvangen. Daarnaast
hebben sommige steden lengte- en volumebeperkingen ingevoerd voor grotere vrachtwagens. Dit houdt echter
wel in dat winkels die normaal kunnen beleverd worden met volle truck zullen moeten opgesplitst worden in
meerdere kleine trucks, wat significante efficiëntie- en milieu-implicaties inhoud. Ook de dagelijkse verse
leveringen van de horeca sector in de steden impliceren een groot aantal logistieke bewegingen per dag.
Al de bovenstaande problemen hebben er voor gezorgd dat er sinds het begin van het vorige decennium een
gegroeide interesse is voor het bestuderen van de stedelijke distributiepolitiek vanuit academisch oogpunt. Het is
dan ook de bedoeling om zo veel mogelijk aspecten van stedelijke distributie in kaart te brengen. Hierbij wordt
rekening gehouden met de wijzigende strategieën van leveranciers en veranderende vraagpatronen. De vraag is
in welke mate oplossingen in buitenlandse grootsteden kunnen geïmplementeerd worden op de Vlaamse situatie
en waar aanpassingen of nieuwe benaderingen nodig zijn.
Dit onderzoek bouwt verder op analyses van het steunpunt Goederenstromen en moet in 2012 leiden tot de
finalisering van een doctoraatstraject.
Verder wordt in 2012 gestart met het inventariseren van de verschillende initiatieven die bestaan rond
mobiliteitsmanagement. Tevens wordt de nodige literatuur geraadpleegd teneinde de geschikte analysemethode
te vinden om het mobiliteitsmanagement-netwerk in Vlaanderen in kaart te brengen
Leefbaarheid van de steden (KT-spoor)
Steden zijn een knooppunt van allerlei economische activiteiten. Dit zorgt ervoor dat er in steden vaak een grote
afgeleide vraag is naar logistieke en transportdiensten. Het is dan ook een feit dat logistiek in steden vaak
inefficiënt en daardoor soms voor overlast en negatieve externe effecten zorgt. Denken we maar aan files,
emissies, ongevallen, enz. We kunnen dus stellen dat wanneer er optimaal met logistiek in steden wordt
omgegaan, dat dit ten goede komt aan de leefbaarheid en de leefkwaliteit in deze steden.
Daarom zal er in dit specifieke deelluik binnen stedelijke distributie in 2012 dieper worden ingegaan op effecten
van logistiek en transport op leefbaarheid van en in de steden. Zo leggen meer en meer steden regels en wetten
op m.b.t. venstertijden, lengtes van vrachtwagens, enz. om de leefbaarheid te verhogen. Een vraag die echter
moet gesteld worden is of dit soort van maatregelen die opgelegd worden door een lokale overheid altijd het
gewenste effect hebben en dus de leefbaarheid van een stad verhogen of dat er ook perverse effecten kunnen
verbonden zijn aan dit soort van maatregel. Voorbeelden van perverse effecten kunnen bijvoorbeeld zijn dat een
lengtebeperking er voor zorgt dat een volle truck opgesplitst wordt in een aantal bestelwagen, wat het aantal
voertuigbewegingen significant de hoogte kan injagen.
De doelstellingen van dit onderzoeksdeel zijn de volgende:
1.
2.
3.
Kunnen aangeven wat leefbaarheid in steden inhoud en hoe dit dient geïnterpreteerd te worden.
Het in kaart brengen van eventuele problemen m.b.t. leefbaarheid in steden, zoals bijvoorbeeld:
a. De stijgende congestie in vooral de kernen van Vlaamse steden.
b. Het omgaan met de vaak tegengestelde belangen die spelen binnen steden op gebied van
leveringen. Consumenten willen bijv. winkels die kort bij hun huis liggen en lang open zijn. Dit
heeft echter een groot aantal logistieke implicaties voor de distributeurs en vooral ook voor de
steden.
c. Hoe er duurzaam en op een economisch leefbare manier gebundeld kan worden in steden
d. De stijgende trend naar gebruik van e-commerce en hoe dit in een leefbare stedelijke context
dient gezien te worden.
Kijken naar innovatieve en duurzame oplossingen
Page 7
4.
Specifiek aftoetsten dat mogelijke innovatieve concepten een win-win oplossing bewerkstelligen en niet
de logistieke spelers in een hoek duwen
Evaluatiekader voor maatregelen aangaande stedelijke goederendistributie (LT-spoor)
Stedelijke goederendistributie speelt een belangrijke rol bij de duurzame ontwikkeling van steden. Ondanks de
relevantie van stedelijke distributie, rijzen er echter conflicten met andere stedelijke functies zodat er negatieve
impacts ontstaan. Voor steden is het een grote uitdaging om duurzaamheid, mobiliteit en een goede
levenskwaliteit te combineren met een stedelijke goederendistributie die op een efficiënte manier aan de noden
beantwoordt. Er bestaan al verschillende maatregelen en initiatieven ter verbetering van de goederendistributie
en voor de reductie van milieu impacts en negatieve socio-economische effecten van stedelijk goederentransport.
Deze negatieve bijwerkingen kunnen ontstaan wanneer niet met alle stakeholders rekening wordt gehouden.
Het doel van dit onderzoek is om een evaluatiekader voor maatregelen aangaande stedelijke goederendistributie
te ontwerpen en te testen. Hiervoor zal een MAMCA-model (Multi Actor, Multi Criteria Analysis) worden
ontwikkeld, dat toelaat om verschillende actoren in het beslissingsproces op te nemen. Hun specifieke
doelstellingen worden geïntegreerd in het evaluatiemodel. De gepaste set maatregelen hangt dan enerzijds af
van de stadskenmerken en anderzijds van de doelstellingen van de stakeholders. Een impactanalyse gebaseerd
op de doelstellingen van de stakeholders zal dan uitgevoerd worden voor elke maatregel. Als voorbeeld zal dit
kader getest worden op een grote en een kleinere stad.
De output van dit onderzoek zal bestaan uit vier elementen: een overzicht van verschillende beleidsmaatregelen
voor stadsdistributie, inzichten in de belangrijkste stakeholders, een generiek evaluatiekader voor duurzame
stadsdistributie en twee concrete cases met beleidsaanbevelingen voor de implementatie van strategieën.
In 2012 wordt begonnen met de ontwikkeling van een MAMCA-model
Page 8
Onderzoekstroom: Woon/werken
Jobs bereikbaar houden (LT-spoor)
Dit onderzoek is een doctoraatstraject dat een aantal elementen van de interactie wonen-werken-verplaatsen
bestudeert. In 2012 wordt gestart met een afbakening en specificatie van de problematiek die verbonden is aan
deze interactie. De onderzoeksvragen zullen duidelijk uitgezet worden en in functie daarvan wordt een
literatuurstudie gemaakt. Binnen het overkoepelende thema „jobs bereikbaar houden‟, zijn er drie
onderzoekslijnen die allen in 2012 opgestart worden: mobiliteitsmanagement met focus op werkgevers,
mobiliteitsbudget, en poorten en niet-stedelijke gebieden bereikbaar houden door overstappunten.
Mobiliteitsmanagement met focus op werkgevers
In dit thema wordt gekeken naar mobiliteitsmanagementinitiatieven van bedrijven en naar de instrumenten die
overheden inzetten om bedrijven aan te moedigen om maatregelen te nemen die het (woon-)werkverkeer van
hun werknemers kunnen verduurzamen. Het gaat dus enerzijds om de initiatieven die werkgevers nemen (bv.
een fietsvergoeding geven) en anderzijds om het beleid dat deze initiatieven aanmoedigt (bv. Pendelfonds).
In het eerste jaar wordt een eerste versie gemaakt van een instrument dat de modal split van een werkplaats
schat. Daarbij wordt op basis van literatuur en het bijwonen van seminars, colloquia etc. en gesprekken met
experts nagegaan hoe dergelijke tool het best kan afgestemd worden op de behoeften van diverse
(beleids)actoren. De uiteindelijke bedoeling is om te komen tot een praktijkgericht instrument (concreet,
pragmatisch). Daarbij wordt ook gekeken naar bestaande initiatieven en tools die reeds ontwikkeld zijn en
gebruikt worden in het mobiliteitsveld. Er zal aangegeven worden in welke gevallen deze tool nuttig kan zijn en
welke data voorhanden is of zou moeten zijn.
In 2012 wordt ook gestart met het inventariseren van de verschillende initiatieven die bestaan rond
mobiliteitsmanagement. Tevens wordt de nodige literatuur geraadpleegd teneinde de geschikte analysemethode
te vinden om het mobiliteitsmanagement-netwerk in Vlaanderen in kaart te brengen. Initiatieven kunnen
voortkomen uit een ruime waaier aan organisaties (bv. de Vlaamse Stichting Verkeerskunde, Traject NV, VOKA,
bedrijven die hun interesse in de problematiek toonden door een Pendelfondsdossier in te dienen, (B)EPOMM).
Er wordt ook nagegaan hoe lokale en regionale initiatieven ingebed zijn in andere niveaus (bv. op Europees
niveau in EPOMM (Allinx),…).
Mobiliteitsbudget (KT-spoor)
Het mobiliteitsbudget houdt in dat een werknemer niet steeds de zelfde modus kiest om zich te verplaatsen
omdat hij/zij bv. over een bedrijfswagen beschikt, maar voor elke trip(keten) de meest rationele modus kiest. Dit
idee staat steeds meer en meer in de belangstelling (zie bv. het project „Mobiliteitsmanagement werkt‟ met BBLV,
VOKA Halle-Vilvoorde, Mobiel 21), maar er blijken heel wat juridische, financiële, fiscale en gedragsmatige
belemmeringen te bestaan.
Deze onderzoekslijn start met het bestuderen van enkele werkgevers die het concept „mobiliteitsbudget‟
geïmplementeerd hebben (bv. Belgacom; project „mobiliteitsbudget werkt‟). Op die manier wordt nagegaan wat er
zoal onder de noemer „mobiliteitsbudget‟ kan vallen. Ook wordt nagegaan met welke barrières bedrijven en
werknemers geconfronteerd worden bij het toepassen van mobiliteitsbudget.
Poorten en niet-stedelijke gebieden bereikbaar houden door overstappunten (KT-spoor)
De in het Ruimtelijk Structuurplan Vlaanderen (RSV) geselecteerde poorten (havens, luchthavens, HST-station)
zijn cruciaal voor de Vlaamse economie, maar zowel de luchthavenregio als de havengebieden zijn moeilijk
bereikbaar per openbaar vervoer of fiets. Daarnaast wonen ook heel wat werknemers buiten de stedelijke kernen.
Om de personen zo efficiënt mogelijk op hun werk te krijgen, kunnen overstappunten een oplossing bieden.
Werknemers kunnen dan naar een park en ride parking rijden en daar overstappen op collectief vervoer. Deze
overstapplaatsen moeten echter op de juiste locatie ingeplant worden willen ze succes kennen en ongewenste
verplaatsingen niet aanmoedigen.
Page 9
2012: Een literatuurstudie wordt gemaakt over park en ride en aanverwante concepten. Daarbij zal de nodige
aandacht gaan naar praktijken in andere landen en deelstaten en naar de kritische succesfactoren voor de
inplanting en het gebruik van dergelijke overstapplaatsen. Tevens worden contacten gelegd met de werkgroep
„park en ride‟ die bij de Vlaamse overheid werd opgericht.
Page 10
Transversale thema‟s
In 2012 zal in eerste instantie verder gewerkt worden aan het belang van nieuwe technologieën en processen. Dit
bouwt verder op onderzoek van het steunpunt Goederenstromen 2007-2011 en moet in 2012 leiden tot de
afwerking van een doctoraal proefschrift.
Daarnaast komt meten van beleidsimpact aan bod. Uit de ervaring met het Indicatorenboek Goederenvervoer dat
onder het steunpunt Goederenstromen werd opgezet, blijkt dat er op heel wat plaatsen gegevens verzameld
worden maar dat er behoefte is aan meer coördinatie. Het is de bedoeling om in 2012 een aantal belangrijke
partijen die betrokken zijn bij of beroep doen op gegevensbanken, samen te brengen om een inventarisatie te
maken van de problemen. Deze bijeenkomst moet ook resulteren in een lijst van suggesties om deze problemen
aan te pakken.
Overview of research files which will be effective in 2012
Ports
Long term
research
Chain perspective on port
competiveness
1
Survey for and application of AHP method to quantify port choice
factors for different actors and at different stages in the logistics
chain
Months 1-4: collecting necessary data
Months 5-9: developing the model and applying
Months 11-12: drawing conclusions
Short term
research
Container shipping transport
network decision making criteria
as a main determinant of
business location and trade
flows
2
Short term
research
Financing options for port
infrastructure maintenance and
expansion
3
NA
Short term
research
The potential of inter-port cooperation
4
NA
Airports
Literature review and data collection:
Long term
research
Optimal balance between freight
and passenger activities at an
airport
5
Short term
research
Economic effects and costs of a
temporary shutdown of an
airport
6
-overview of causes of service interruptions at airports
-short and long run impacts of service interruptions
- economic costs of service interruptions
7
NA
8
- analysis of LAMBIT for optimal modification and introduction of
additional elements of the logistics chains
- Introduction of congestion data
Short term
research
- literature review of optimal product mix, cost functions for multioutput situations, direct and indirect impact measurement, and
airport competition;
- sectoral overview (demand and supply of freight and passenger
activities);
- listing of possible measures to strengthen the competitive position
of the airports;
- identification of existing data material (flows, costs, prices)
Integration of logistic chains
Long term
research
Location/evaluation tool for
intermodal transport policy
analysis
Page 11
Short term
research
Pallets on the inland waterways
9
Analysis of how LAMBIT has to be adjusted to allow for the study of
the impacts of eco-trucks
Short term
research
Analyzing and quantifying land
transport chains
10
NA
11
- finalizing PhD trajectory
- listing of initiatives of mobility management
Urban freight distribution
Long term
research
Changing strategies of suppliers
Long term
research
Evaluation framework for city
distribution measures
12
Start of the construction of the MAMCA model
Short term
research
Liveability in the city
13
Analysis of the impacts of logistics and transport on the liveability of
and in cities
Short term
research
New technologies and
processes
14
Start of drawing an inventory of worldwide existing innovative
concepts in city logistics and distribution
15
Formulating the research questions
and demand patterns
Passenger mobility
Long term
research
Keep jobs accessible
Literature review
establishing the links with mobility management, mobility budgets
and accessibility of urban areas
Short term
research
Mobility management
Short term
research
Mobility budget
17
Start of the analysis of employers who implemented mobility
budgets
Short term
research
Accessibility of urban areas and
gates using transfer nodes
18
Literature review on park&ride and related concepts
1.2
16
Drawing an inventory of mobility-management initiatives.
Literature review on methods for mapping the mobility-management
network in Flanders.
Geplande seminaries, bijeenkomsten, ...
In 2012 worden volgende bijeenkomsten georganiseerd door het steunpunt:
-
SIG2: Research Conference of the Special Interest Group 2 of the WCTR-S on Ports and Maritime
Research
-
Data-network: samenkomst van een aantal belangrijke partijen die betrokken zijn bij of beroep doen op
gegevensbanken, om een inventarisatie te maken van de problemen. Deze bijeenkomst moet ook
resulteren in een lijst van suggesties om deze problemen aan te pakken.
-
Expertmeeting rond stedelijke distributie
-
Expertmeeting on Port Infrastructure Finance
-
Seminariereeks over de stand van zaken van en het gebruik van methodes in de belangrijke
onderzoekdomeinen van het Steunpunt.
De onderzoekers en promotoren van het steunpunt zullen in 2012 deelnemen aan een aantal wetenschappelijke
congressen en studiedagen o.a. SIG2, TRB, Maritime Transport 5, IAME 2012, NECTAR, etc.
Page 12
1.3
Papers en publicaties
In 2012 verwacht het Steunpunt Goederen- en personenvervoer de afwerking van een aantal doctoraten die
reeds opgesteld werden tijdens het Steunpunt Goederenstromen:
Name
Title
Roel Gevaers
Innovation in logistics chains
Jochen Maes
In search of solutions to transport and logistics capacity problems
Paresa Markianidou
The relation between Trade and Container Flows
Marzieh Nazemzadeh
The interaction of infrastructure investment, port competition and economic growth
Het steunpunt wil zijn onderzoeksactiviteiten publiceren in een reeks beleidsondersteunende onderzoekpapers.
Daarnaast is het streefdoel om tijdens dit opstartjaar per onderzoekstroom tot minstens één publicatie in een
wetenschappelijk tijdschrift te komen.
Page 13
2 Introduction
Section 1.1 states the general framework of the Policy Research Centre MOBILO. It gives attention to the main
targets and objectives, and how those objectives anticipate on the needs of the Flemish Government. Section 1.2
describes the mission and products of MOBILO. Consequently, section 1.3 and 1.4 concentrate on the MOBILO
consortium and the structure and workdivsion.
2.1
The general framework of the Research Centre MOBILO: the main targets
and objectives
Flanders, a region with a population of around 6 million and a population density of approximately 445 inhabitants
per km², has been confronted with a sharp increase in passenger and goods traffic. The majority of this traffic still
goes by road. The efforts of the Flemish government to bend this trend have resulted in a stabilisation of the
passenger-kilometres travelled by car, but could not slow down freight transport by trucks (Figure 1-1). Over the
period 1995-2007 freight traffic by road – measured in tonne-kilometres – rose by 70%, outpacing GDP growth
quite substantially. Would it not have been for the financial crisis, road haulage would have nearly doubled over
the period 1995-2009.
Figure -: Person- and tonnekms in road transport in the Flemish Region (1995 = 100)
180
170
160
150
tkm trucks
140
pkm cars
130
pkm busses
and coaches
120
GDP
110
100
2009
2008
2007
2006
2005
2004
2003
2002
2001
2000
1999
1998
1997
1996
1995
90
1
2
3
Sources: Indicatorenboek 2009 , VRIND-Verkeer 2010 , and Regional accounts 2010
This strong growth is almost inevitably causing problems in terms of mobility, accessibility, safety and liveability.
However, the activities of the transport and logistics sector also generate, directly and indirectly, a considerable
amount of value added and employment in Flanders. Production and service sectors depend on a smooth
transport system for their employees and their goods. Furthermore, a small open economy like the Flemish one
depends on an efficient transport and logistics sector for the smooth handling of its exports and imports. This
duality between the negative externalities related to more transport and the growth-enhancing role of transport, is
at the heart of the sustainability challenge.
Applied to transport, sustainability implies that persons and goods should be transported in a manner that reduces
the burden caused to the environment, society and the economy. While this may sound simple enough, achieving
sustainable mobility is by no means a straightforward proposition, as is represented schematically in Figure 1-2.
Economic growth implies more economic activity, higher incomes, greater consumption and an increased demand
for transport. This increase is particularly noticeable in road haulage and generates a number of negative external
effects. These effects, including congestion and damage to infrastructure, can compromise the functioning of the
transport system and traffic circulation, which will in turn have an adverse effect on economic activity and growth.
In other words, transport not only contributes to economic growth, development and wealth, but it also generates
adverse effects that may jeopardise the level of welfare and well-being in society. It is this duality that constitutes
the main challenge in developing a sustainable mobility policy.
1
Instituut voor de Nationale Rekeningen (2011). Regional accounts. Online available on http://inricn.fgov.be/Inr_Icn_nl_011.htm.
Meersman, H., Van de Voorde, E., Vanelslander, T. & Verberght, E. (2009). Indicatorenboek duurzaam goederenvervoer
Vlaanderen 2009, Antwerpen: UA, Departement Transport en Ruimtelijke Economie, Steunpunt Goederenstromen.
3
Studiedienst van de Vlaamse regering (2010).Vrind-verkeer, Vlaamse Regionale Indicatoren, Brussel. Online available on
http://www4.vlaanderen.be/dar/svr/Pages/2010-10-28-vrind2010.aspx.
2
Page 14
Figure -: The challenge of a sustainable mobility policy
Economic growth
causes
Home-work traffic
Commodity transport
Consumptive transport
Industrial structure
More economic activity
Higher income
More consumption
contributes to
produces
External effects
Transport system
Smooth displacement of
commodities and services
Better access to work, school,
etc.
Demand for transport
impede
Accidents
Emissions
Noise pollution
Infrastructure damage
Congestion
4
Source: Adaptation from Molina & Molina, 2002, p. 214
The Flemish transport and mobility policy is geared to these challenges and the concern about the duality
between the positive impacts of transport and the negative externalities resulting from transport. The policy is
embedded in the EU transport policy and the overall Flemish policy.
The future European Transport policy is summarised in the EU White paper 2011 „Roadmap to a Single European
5
Transport Area - Towards a competitive and resource efficient transport system‟ . It contains initiatives to build a
competitive transport system that will increase mobility, reduce Europe's dependence on imported oil and cut
carbon emissions in transport by 60% by 2050.
The Flemish government and its social partners have recognised the importance of the transport and logistics
sector for Flanders in Vlaanderen in Actie (Flanders in Action), a large scale project of the Flemish Government to
6
shape the future of the region. This resulted in PACT 2020, a plan for Flanders in 2020 . It consists of twenty
ambitious objectives to book progress within five principal domains:
1. greater prosperity and welfare;
2. a competitive and sustainable economy;
3. more workers gainfully employed, in more suitable jobs, and for longer average career terms;
4. a high quality standard of living;
5. an efficient and effective administration.
PACT 2020 wants Flanders to be easily accessible by road and rail, via the waterways and by air, using both
private and public transit and transport modes. The region should manage to attract a sufficient number of
logistics players that are in to contribute to added value and benefits and generate more employment.
4
Molina, L.T., Molina, M.J. (2002). Air Quality in the Mexico Megacity: An Integrated Assessment, Dordrecht, Kluwer Academic
Publishers, 103 p.
5
European Commission (2011). WHITE PAPER Roadmap to a Single European Transport Area - Towards a competitive and
resource efficient transport system. COM(2011)144 final. Brussels: European Commission.
6
Vlaamse regering (2008). Pact 2020. Online available on http://vlaandereninactie.be/pact-2020-en/?lang=en.
Page 15
Table -: Relevant EU and Flemish Policy Objectives and Targets for Freight and Passenger Transport
Relevant Policy Objectives and Targets
From
The EU White paper on transport
Roadmap to a single European transport area Towards a
competitive and resource efficient transport system
An efficient and integrated mobility system
- A true internal market for rail services
- Completion of the single European sky
- Capacity and quality of airports
- A maritime „blue belt‟ and market access to ports
- A suitable framework for inland navigation
- Review the market situation of road freight transport
- Multimodal transport of goods: e-Freight
Service quality and reliability
- Passengers‟ rights
- Seamless door-to-door mobility
- Mobility continuity plans
Innovating for the future: technology and behavior
- A European transport research and innovation policy
- Promoting more sustainable behaviour
- Integrated urban mobility
Modern infrastructure and smart funding
- Transport infrastructure: territorial cohesion and
economic growth
- Multimodal freight corridors for sustainable transport
networks
- Ex ante project evaluation criteria
- A new funding framework for transport infrastructure
- Private sector engagement
- Getting prices right and avoiding distortions
ViA and PACT 2020
The Policy Document 2009-2014 of the
Minister of Mobility and Public Works
- Good accessibility of the economic gateways for
all modes
- Less than 5% time loss on the main roads and
reduction of the environmental impacts of
passenger and freight transport
- Building missing links in the transport network
- Optimal use of infrastructure by means of
dynamic management of transport
- Focus on and attraction of logistics companies
which create maximum value added and
employment
- To have a traffic and transport system with a
performance that ranks among the highest of
Europe
- Support of co-modality in passenger and freight
transport
- To meet the European environmental targets
- A considerable reduction of commuting by car by
stimulating other modes and working at home
- Optimal use of the existing transportation
networks and infrastructure
- Strengthening and embedding logistics
chains in Flanders
- Stimulating innovations in logistics chains
and processes
- Limiting the environmental impact of
transport and logistics
- Fair and efficient pricing of mobility
- Optimal development and management of
the links in the transportation network
- Strengthening the economic gateways,
especially the seaports and the airports
- The materialization of a high quality, efficient
and fully integrated public transport
- Prospective transport and mobility plans
Page 16
The policy for 2009-2014 of the Flemish Minister for Mobility and Public Works „will be oriented towards a
comprehensive approach within the policy area as a whole and towards the principle of co-modality, which is
aimed at aligning the links in the transport system even better with one another. By improving the quality of the
7
entire mobility system, the impact of the transport system on man and environment will be reduced as well‟ . The
focus is on:






A well-functioning mobility system;
Mobile with the proper means of transport;
Smart mobility;
Targeted investments in infrastructure and public transport;
Road safety;
An integrated approach.
The objectives and targets of the EU and the Flemish government which are focused on logistics, freight and
passenger transport are listed in Table 1-1.
For the materialization, follow-up, design and development of the actual and future mobility policies in Flanders,
the public authorities give priority to research on the following topics:
FREIGHT TRANSPORT AND LOGISTICS

Ports
Analysis of competitive position, strategies and new markets

Airports
Analysis of competitive position, strategies and new markets

Integration of the logistics chain
Vertical integration, control and power of the chain
The changing position of the different transport modes in the logistics chain
Feasibility and stimulation of intermodality

City logistics and urban distribution
New supplier strategies and demand patterns
BUSINESS TRAVEL

Commuter traffic:
The development of instruments to achieve feasible policy targets (such as the commuting
fund, park and ride systems, etc.
The study of the aforementioned topics requires innovative theories and/or refinements of existing theories mainly
in the following fields:





Financing of infrastructure
Innovative techniques for the different transport modes and for intermodality
The economic impact of transport and logistics
Internalizing external costs and the impact on the transport and logistics sector, employment,
growth and trade
Development of synthetic indicators to measure and monitor the impact of policy measures.
The public authorities seek to underpin their mobility policy with academic research findings. MOBILO has the
knowledge and expertise to satisfy this need by:

Making short-term recommendations, at the request of the political decision-makers

Continuing to develop and bring together scientific knowledge and expertise with a view to
supporting and directing policymaking and planning

Organising information sessions and debates involving all relevant parties

Developing and publishing synthetic effectiveness indicators

Setting up brainstorming sessions for the design of future policies

Involving and interacting with the international scientific community to test new findings and
developments
7
Crevits, H. (2009). Mobility and Public Works : Policy priorities 2009-2014, Brussels..
Page 17
2.2
The mission: transport matters, sustainability matters, innovations
matters
The relation between transport and society is complex. Traditionally, transport is seen as a derived demand, i.e.
economic activity determines the demand for transport. However, firms that provide transport and logistical
8
services contribute to the economy too , especially in a region like Flanders where many logistics companies are
located. In many (other) activity sectors, the management and organisation of the logistics chain is a major part of
the overall strategy, including the location of production in regions all over the world and connecting all these
9
places . As a result, it is nearly impossible to disentangle economy and transport. Transport is thus a derived
demand but also a source of competitiveness. A well-organised transport system makes a region more attractive
as location for economic activities. Cities are the engines of a vibrant economy and rising congestion costs can be
10
a threat for their welfare-generating potential .
A last illustration of the complex relationship between economy and transport is the fact that in the case of
passenger transport travel is not only a cost (in terms of money, time and effort) but also a positively valued
11
activity . Travellers might attribute a positive utility to travelling since it is a moment for themselves and since
12
they can make phone calls and work using mobile devices while travelling .
The manifold relation between transport and society calls for an approach which is not solely focusing on
economic output or emissions. Three major concerns must be taken into account simultaneously, (1) the
environmental concern (resource depletion and pollution), (2) the economic concern, and (3) the social concern.
These are the three dimensions of sustainability (summarized as People-Planet-Profit) and these are all relevant
13
for transport policy .
The fragile balance between sustainability and transport as a growth enhancer can only be established and
maintained by going radically for innovations and innovative processes. Categories of innovations in transport that
14
are often discussed are :
•
New transport systems that might, at least partly, replace current road vehicles, ships, rail and aircraft.
•
Improvements in current types of vehicles, fuels and infrastructures.
•
Radical changes in transport services.
•
Incremental changes in transport services.
•
Application of existing concepts to new markets or in other geographical areas.
•
Innovations in policy instruments.
Often, the large uncertainty on the success or failure of the innovations and innovative processes can jeopardize
the impact of sustainable transport policies, and in the worst case lead to larger imbalances between transport,
economy and society.
MOBILO‟s research is built on three pillars which are crucial for successful policies for sustainable transport:

Transport matters

Sustainability matters

Innovation matters
1.
15
Transport matters : Flanders logistics: smart hub for Europe
The transport sector is one of the major sectors of the Flemish economy. In 2007, more than 11,000 companies
were active in the sector. They generated 6.2% of the value added of the total Flemish economy. This makes the
sector more important than the construction and chemical sector. The transport and logistics sectors directly
employed about 138,000 people in 2008, accounting for 5.3% of total employment. Sea- and airports do not only
play a crucial role in the transport and logistics network, they are generators of economic activity and
employment. In 2007, the Flemish seaports employed nearly 109,000 people and generated indirectly another
183,000 jobs. The Port of Antwerp is in the world top 15 of container ports. In 2010, it handled a total freight
8
Blauwens, G., De Baere, P. & Van de Voorde, E. (2010). Transport Economics 4th 3 ed. Uitgeverij De Boeck, Antwerp.
Dicken, P. (2007). Global Shift – Mapping the changing contours of the world economy, 5th ed. The Guilford Press: New York.
Coe, N.M., Dicken, P. & Hess, M. (2008). Global production networks: realizing the potential. Journal of Economic Geography 8,
271-295.
10
Glaeser, E.L. (2011). Triumph of the City: How Our Greatest Invention Makes Us Richer, Smarter, Greener, Healthier, and
Happier The Penguin Press.
11
Banister, D. (2008). The sustainable mobility paradigm. Transport Policy 15, 73-80.
12
Lyons, G. & Urry, J. (2005). Travel time use in the information age. Transportation Research Part A-Policy and Practice 39,
257-276.
13
Boschmann, E.E. & Kwan, M.P. (2008). Toward Socially Sustainable Urban Transportation: Progress and Potentials.
International Journal of Sustainable Transportation 2, 138-157.
14
van Wee, B. (2003). Innovations in Transportation: research and policy lessons of recent successful cases. Paper prepared
for the ERSA congress, 2003, Finland, University of Jyväskylä.
15
Studiedienst van de Vlaamse regering (2010).Vrind-verkeer, Vlaamse Regionale Indicatoren, Brussel. Online available op
9
Page 18
volume of nearly 180 million tonnes of which 103 million tonnes were in containers. Brussels Airport handled
approximately 18 million passengers and 750,000 tonnes of freight in 2007.
It is clear that transport and mobility are crucial for the Flemish economy. The challenge is to keep transport and
logistics going. Roads are getting congested resulting in delays, less reliability and time losses. Freight flows are
interacting with passengers not only on the roads, but also on the railway network. Nearly 15% of the Flemish
population spend more than two hours per day travelling to and from work, 30% need one to two hours per day. A
well performing and safe transport system creates commercial opportunities and improves the labour mobility.
16
17
18
(Meersman et al., 2009 ; European Commission, 2011 ; Studiedienst van de Vlaamse Regering, 2010 )
From a policy perspective this requires:

strong and embedded logistics chains

competitive and accessible sea- and airports

stimulation of innovation in logistics and logistics chains

the materialization of a high quality, efficient and fully integrated public transport
2.
Sustainability matters: Putting sustainability at the heart of transport
The strong growth of transport has its consequences for the environmental impact of the sector. The energy
consumption is still increasing at a higher rate than the rest of the Flemish economy. In the EU, transport depends
on oil and oil products for more than 96% of its energy needs. Also in Flanders the use of alternative energy
sources in the transport sector is still very low (about 3%) and consists mainly of biofuels. (Meersman et al., 2009;
European Commission, 2011; Studiedienst van de Vlaamse Regering, 2010, Vlaamse MilieuMaatschappij,
19
2010 )
Transport greenhouse gas emissions in the EU, including from international aviation and maritime transport,
increased by around 34% between 1990 and 2008. Over the same period, energy industries reduced their
emissions by about 9%. In Flanders, there is a reduction of the CO 2 intensity and a better eco-efficiency of
transport, but this is not sufficient to compensate for the strong increase in transport, especially in road transport.
(Meersman et al., 2009; European Commission, 2011; Studiedienst van de Vlaamse Regering, 2010, Vlaamse
MilieuMaatschappij, 2010)
Cars are the most popular passenger mode across the EU: they represent some 72% of all passenger kilometres.
However, the private car is rarely the most energy-efficient form of transport. According to data from the UK, 60%
of cars have only one occupant. The percentage increases to approximately 85% for commuting and business
trips. The intense use of the road network during certain periods, leads to congestion with considerable external
costs. (Meersman et al., 2009; European Commission, 2011; Studiedienst van de Vlaamse Regering, 2010,
Vlaamse MilieuMaatschappij, 2010)
The total external costs of transport and logistics are substantial and to a large extent carried by society and not
by the sector. Internalising the external costs will improve the eco-awareness of the sector, will increase the
efficiency and result in a fair competition between the transport modes. Introducing fair and efficient pricing
schemes is not straightforward and in the meantime other policy measures will be needed. (Meersman et al.,
2009; European Commission, 2011; Studiedienst van de Vlaamse Regering, 2010, Vlaamse MilieuMaatschappij,
2010)
From a policy perspective, attention should go to:







Optimal use of existing infrastructure
Increasing the economic and eco-efficiency of transport
Designing sustainable mobility plans
Stimulating measures to reduce the use of cars for commuting
Fair and efficient pricing of mobility
The materialization of a high quality, efficient and fully integrated public transport
Stimulating and promoting co-modality in freight and passenger transport
16
Vlaanderen 2009, Antwerpen: UA, Departement Transport en Ruimtelijke Economie, Steunpunt Goederenstromen;
European Commission (2011) The White Paper - Roadmap to a Single European Transport Area, towards a competitive and
resource
efficient
transport
system.
Brussels/
European
Commission.
Online
available
on
http://ec.europa.eu/transport/strategies/facts-and-figures/index_en.htm.
18
Studiedienst van de Vlaamse regering Regering (2010).Vrind-verkeer, Vlaamse Regionale Indicatoren, Brussel. Online
available op http://www4.vlaanderen.be/dar/svr/Pages/2010-10-28-vrind2010.aspx.
19
Vlaamse MilieuMaatschappij (2010). Indicatorenrapport 2010 – Hoofdstuk Transport, Brussel.
17
Page 19
3.
20
Innovation matters : the role of public policy in the innovation process
Innovation is crucial for the realisation of sustainable transport. Some of the technical innovations require however
a rather long time horizon, but process innovations can often be implemented much faster. Although innovation is
one of the key success factors of private businesses, the complex network nature of transport and logistics where
freight and passengers interact, may require some intervention of the government in the innovation process in the
transport and logistics sector. Furthermore, private investments in innovations are quite risky because of market
imperfections and the interdependency of the different players in the transport and logistics sector.
Flanders tries already to stimulate innovations in transport with projects such as PIEK, Pendelfonds, Park and
ride, Small barges; Cargo Community System, Dynamisch Verkeersmanagement, etc.
In assessing the role of public policy in the innovation process, some issues should be investigated:

The extent to which innovation needs steering in the transport and logistics sector

Identification of the main barriers to innovation in the transport sector

The possible hampering impact of market imperfections and regulations

The specific needs for innovation in the sector

Indicators and methods to assess success factors of public investments in innovation in the sector
2.3
The MOBILO consortium
21
The current Research Centre on Commodity Flows , hosted by the Department of Transport and Regional
Economics (hereafter abbreviated as TPR) at the University of Antwerp built a large body of expertise on freight
transport. In the 2007-2011 round, the Research Centre acted as the scientific backing of Flanders Logistics
(hereafter abbreviated to FL). FL is an initiative of the Flemish government, the aim of which is to transform
Flanders among the best European regions in smart and sustainable logistics. The Research Centre supports all
FL pillars, being Flanders Land Logistics (FLL), Flanders Port Area (FPA), Flanders Inland Shipping Network
(FISN) and Flanders Air Transport Network (FAN). In order to have maximum continuity also within FL, the
promoters apply for the third generation of the Research Centre series. Also because of its involvement in the
wider Flemish policy in terms of mobility and logistics, the members of the 2007-2011 Research Centre want to
create continuity in policy support with this application.
For the third generation Research Centre, two focal points were selected by the functionally co-ordinating
Minister, more specifically freight transport on the one hand, and passenger transport on the other. Both freight
and passenger transport require their own expertise and approach, but are also interrelated with each other. It is
therefore necessary that the available expertise be brought together in a consortium whose members are willing
and able to co-operate and to exchange knowledge and ideas.
MOBILO stands for “Mobiliteit en Logistiek (Mobility and Logistics)”. The consortium brings together research
units from the University of Antwerp and the Free University of Brussels, as is apparent from the overview
presented in Table 1-2.
20
Inspired by research of the 2007-2011 Research Centre (Gevaers Gevaers, R., Van de Voorde, E. & Vanelslander, T (2009).
Assessing characteristics of innovative concepts in last-mile logistics and urban distribution. Conference proceedings of Metrans
2009, Long Beach, USA - Long Beach, p. CD-ROM; Gevaers, R., Van de Voorde, E. & Vanelslander, T (2009).- Innovations in
last-mile logistics: the relations with green logistics, reverse logistics and waste logistics. Conference proceedings of
International Symposium on Logistics 2009, Istanbul, Turkey - S.l.; Gevaers, R., Van de Voorde, E. & Vanelslander, T (2009).
Technical and process innovations in green logistics: opportunities, barriers and best practices by using case studies.
Proceedings of the BIVEC-GIBET Transport Research Day / Macharis, C. [edit.] - ISBN 978-90-5487-580-2 - Brussels, VUB
Press, p. 227-243.) and the International Transport Forum 2010 Expert Panel: Public Sector Leadership: New Ideas Need
Innovative Public Policy.
21
More information on the Research Centre on Commodity Flows is available through
http://www.steunpuntgoederenstromen.be.
Page 20
Table -: Promoters of MOBILO and their expertise
Institution
Department
Staff (ZAP / Post-doc) involved
in the Research Centre
Expertise
University
of
Antwerp (UA)
Department of
Prof. dr. Hilde Meersman
Transport and Regional
Economics
Promoter-Coordinator
Relationship between freight
transport
and
economic
activity
Freight transport modeling
Port
and
forecasting
airport
Prof. dr. Eddy Van de Voorde
Maritime economics
Promoter of the Goods Flows
Section
Port economics
traffic
Air transport and airports
Corporate transport planning
Prof. dr. Ann Verhetsel
Location analysis
Chair of the
Department
of Transport and Regional
Economics
Network analysis
Promoter of the Passenger
Flows Section
Urban economics
Prof. dr. Thierry Vanelslander
Industrial
transport
Section
Regional economics
Geographical
Systems (GIS)
Information
economy
and
Port
economics
competitiveness
and
Analysis of logistic chains
Free University
of
Brussels
(VUB)
Department
MOSITransport and Logistic
Research group MOBI
Prof. dr. Cathy Macharis
Sustainable logistics
Section
Environment-friendly vehicles
Commuting behaviour
Socio-economic
methods
evaluation
The Department Transport and Regional Economics of the University of Antwerp brings together knowledge and
expertise in the domain of transportation in general, and in particular on freight transport and commuting traffic.
Prof. Dr. Hilde Meersman, referred to as Promoter-Coordinator, is an expert on the intersection of transportation
economics, macroeconomics and economic modelling. The work of Prof. Dr. Eddy Van de Voorde deals with
maritime economics, port economics and air transport economics. The research of Prof. Dr. Thierry Vanelslander
focuses on business economics in the port and maritime sector, and in land and air transport and logistics. They
are involved in several research projects in the field of transport and regional economics. They recently issued for
instance the study “Kilometerheffing in Vlaanderen: de impact op havenconcurrentie en logistiek” (Road pricing in
Flanders: the impact on port competiveness and logistics). Prof. Dr. Ann Verhetsel, since 1995, employed a wide
range of techniques on different data sources on commuting, mainly in the Belgian context. She was (co-)
promoter of the main projects on commuting financed by the Belgian Federal Science Policy. In each of the
studies, policy recommendations were formulated. We can refer to the analysis of commuting data of the Belgian
Census (project ATLAS), the analysis of activity patterns (project SAMBA), the analysis of workplace travel plans
(project ADICCT) and the characteristics of commuting to workplaces in general, and finally to the integration of
the results of 20 years of passenger / commuting transport research (project INTERACT). Another important
project for the Flemish government analyse(d) the impact of accessibility of railway stations, public transport stops
and other strategic locations on commuting behaviour. At the same time, Prof. Verhetsel participated in three
European COST projects on transport, commuting and urban processes. In short, TPR can rely on staff members
with a strong background in commuting studies.
Prof. Dr. Cathy Macharis has specialized in intermodal transport and sustainable logistics. She developed various
tools to investigate decisions from public and private actors in this field. She is also expert on evaluation methods
in the field of transportation and mobility.
Page 21
2.4
Structure and work division
MOBILO shall focus on a number of research streams that will provide answers to policy questions regarding
freight and passenger transportation (Figure1-3). For the support of those streams, a number of research
methods and models will be adapted and designed. Special attention will go to the transfer and valorization of the
generated knowledge by means of the design of a website, participation in national and international conferences,
publications, the creation of a think tank, a publication bringing together indicators for freight transport, etc... The
selection and specific content of the research streams shall be dealt with in further detail under the heading “Multiannual planning” (see Section 2. The overview below provides a brief summary.
Figure -3: Structure of the research streams within the consortium
The structure of the Research Centre also reflects the various sub-disciplines of freight and passenger
transportation. Where relevant, a multidisciplinary approach will be followed taking advantage of the wide
experience of both entities. This will enable the Research Centre to cover all the tasks from the start of the
contract as planned.
Each of the research topics will be coordinated by a full professor acting as Promoter while at least one senior
researcher and one junior researcher will be appointed to the topic. The promoters, Prof. dr. Meersman, Prof. Dr.
Van de Voorde, Prof. Dr. Macharis, Prof. Dr. Vanelslander and senior researchers dr. Christa Sys and drs. Roel
Gevaers are involved in the research area „freight transport‟. Prof. Dr. Verhetsel, promoter, and dr. Thomas
Vanoutrive, senior researcher, are mainly involved in passenger transport, more specifically commuting.
Nevertheless, all promoters will also have links with other themes and research domains, increasing
interdisciplinarity.
The Research Centre brings together a balanced research staff that is able to cover the objectives of the program
(Table 1-3). Each one of the seniors has a perceivable research experience in the sub-discipline. The aim is to
have the junior researchers coached by the senior staff. For a number of research topics, the senior staff will be
charged with an important separate research task.
Certain policy questions are directed specifically at one of the five streams. Others, however, can only be
answered by a combination of the research and expertise provided by a combination of streams. Therefore, close
cooperation and coordination is indispensable. For this reason, the consortium opted for the organizational
structure presented in Figure 1-4.
Page 22
Figure -: Organizational structure of MOBILO
The organization and coordination of MOBILO takes place via four important channels, the Research Meeting, the
Executive Committee, the General Assembly and the Steering Committee.
The Research Meeting unites monthly all the members of the research centre. This meeting is a forum to create
and promote synergies at scientific research, also related to doctoral research. There is a weekly reporting about
the activities on commodity and passenger flows, the tracing out and discussion of important research tracks, and
the presentation of important research results. Once a year, there will be an open meeting to which members of
the Cabinet and the Administration of Mobility and Public Works, as well as other researches of both entities will
be invited. It is especially at this level that the cooperation of the members of the consortium monitored and
guaranteed.
The Executive committee, the general assembly and the steering committee will supervise and control the
progress, the coherency and the overall quality of the research centre. Furthermore, the General Assembly is a
forum for all members of MOBILO. At this meeting, reports are presented on the activities of the Research Centre,
the main research lines are set out and discussed, and the chief findings of the Research Centre are announced.
The members of the steering group are also invited, in order to enhance the level of interaction between MOBILO
and all other parties involved.
Page 23
3 Work packages
3.1
The research streams and research projects of MOBILO
The major product of MOBILO is the research which is built along four dimensions: the stream dimension, the
method dimension, the policy dimension, and the mission dimension which are brought together in Figure 2-1.
The consortium MOBILO will use its expertise and experience to set up research streams in the five main
research areas as defined in the call: ports, airports, integration of the logistics chain, city logistics and urban
distribution, and commuter traffic. In each stream, priorities are formulated which will be the major points of
interest of the research projects and which will be reconsidered at the General Assembly, or by mutual agreement
with the government. Research on topics relevant for the streams will be organised in research projects, which
can be either applied and short term, or more basic and long term (Table 2-1). It goes without saying that these
research streams shall not operate entirely independently: obviously findings in one stream may provide useful
input for another, or it may also be the case that various streams are involved together in answering a particular
policy research question.
The heart of the stream will be the long run project which studies in depth during a period of approximately four
years the main policy issues of the stream. This long run project is a PhD track closely monitored by the
promoters and the senior researchers of MOBILO. It has a well elaborated problem setting and clearly formulated
research questions. There are regular progress reports and it results in a number of problem-solving remedies. It
is assessed and evaluated along the lines of scientific research requiring publications in scholarly journals and
presentations for peers. The additional element is that apart from the scientific nature, the project also has to
contain policy recommendations which will be discussed with the policy makers. There is also a possibility that
some policy objectives will require the input of more than one research theme.
The short run projects are mainly initiated by or in close co-operation with the policy makers. They will be coordinated by the experienced senior researcher of the stream in co-operation with the promoters of MOBILO. The
projects are policy oriented and the link with the policy makers is crucial for this type of projects.
Each stream will be studied in line with the triple mission of MOBILO: the impact of transport for the economy and
society, the sustainability criteria, and the suggestions for innovative techniques or processes. Where needed
new or improved methodologies will be developed which can be applied to several of the research streams. The
development of these transversal methods can be part of the PhD research, of the research interest of the senior
researchers and of the promoters of MOBILO. It is deeply rooted in the research groups, Departments and
Faculties of the Universities and, as a consequence, there will be a strong interaction between the researchers of
MOBILO and Faculty staff in this field.
Page 24
Figure -: The research dimensions of MOBILO
The mission: transport matters, sustainability matters, innovation matters
Transversal themes and methods
Main research streams
Ports
Analysis of competitive position, strategies and
new markets


Innovative techniques for the different
transport modes and for intermodality

The economic impact of transport and
logistics

Internalizing external costs and the
impact on the transport and logistics
sector, employment, growth and trade

Development of synthetic indicators to
measure and monitor the impact of policy
measures
Airports
Analysis of competitive position, strategies and
new markets
Integration of the logistics chain
Vertical integration, control and power of the
chain
The changing position of the different transport
modes in the logistics
Feasibility and stimulation of intermodality
Policy objectives and targets of the Flemish
Minister of Mobility and Public Works
• Optimal use of the existing transportation
networks and infrastructure
• Strengthening and embedding logistics
chains in Flanders
• Stimulating innovations in logistics chains
and processes
• Limiting the environmental impact of
transport and Fair and efficient pricing of
mobility
City logistics and urban distribution
New supplier strategies and demand patterns
• Optimal development and management of
the links in the transportation network
Commuter traffic
• Strengthening the economic gateways,
especially the seaports and the airports
The development of instruments to realise
feasible policy targets such as the commuting
fund, park and ride systems, etc.
• The materialization of a high quality, efficient
and fully integrated public transport
• Prospective transport and mobility plans
Page 25
Table 2-1 : Overview of research files
Overview of research files
Ports
Long term research
Chain perspective on port competiveness
1
Short term research
Container shipping transport network decision making criteria
as a main determinant of business location and trade flows
2
Short term research
Financing options for port infrastructure maintenance and
expansion
3
Short term research
The potential of inter-port co-operation
4
Airports
Long term research
Optimal balance between freight and passenger activities at an
airport
5
Short term research
Economic effects and costs of a temporary shutdown of an
airport
6
Short term research
Rail transport of air cargo as alternative to road
transport: Brussels Airport as case study
7
Integration of logistic chains
Long term research
Location/evaluation tool for intermodal transport policy analysis
8
Short term research
9
Short term research
Analyzing and quantifying land transport chains
10
Long term research
Changing strategies of suppliers and demand patterns
11
Long term research
Evaluation framework for city distribution measures
12
Short term research
Liveability in the city
13
Short term research
New technologies and processes
14
Passenger mobility
Long term research
15
Short term research
Mobility management
16
Short term research
Mobility budget
17
Short term research
Accessibility of urban areas and gates using transfer nodes
18
Page 26
Next, the different research themes and projects will be introduced, also with how they fit into the overall MOBILO
vision including transport, sustainability and innovation, and with the type and extent of transversal themes they
integrate.
Stream ‘Ports’
Seaports are widely recognized to be crucial nodes in international trade and transport. Not less than 50% of total
trade in value and 70% in volume make use of maritime transport and therefore required cargo handling in
22
seaports (Vanelslander, 2005 ). For the four Flemish seaports together, this implies that in 2010, nearly 260
23
million tonnes of goods got traded through one of them (Meersman et al., 2011) . This of course translates into a
number of clear benefits, such as value added – as a source of national tax income – employment and
24
investments. Direct value added of the four Flemish seaports jointly amounted to nearly € 26 billion in 2009
(Meersman et al., 2011). This represents 14,6% of all value added produced by the Flemish economy. Direct
employment in the same year went up to 105.000 units, with another 131.000 indirect jobs to be added, providing
income in total to more than 9% of the Flemish active population. From those figures, it must be clear that ports
exert an important role, both macro-economically and socially.
At the same time, it should be noted that the above figures, when referring to ports, also cover a large part of
industry which is active within the port zones. In the case of value added in Flemish seaports for instance, the
largest part is even generated by pure industrial activity. In a strict sense, such industry should not be included in
port operational performance figures. But in practice, it is first of all hard to physically split up port and maritime
operations from industrial operations. Especially in the latest decennial, cargo handling, logistics and industrial
activities have become even more interwoven, with all kinds of vertical integration taking place: transport and
logistics operators getting involved in the internal logistics of production companies, big shippers establishing
internally their own transport divisions, etc. More importantly even, one of the main reasons of many of those
industrial companies for being located inside the port area is exactly the nearby presence of handling facilities.
Research during the 2007-2011 version of the Research Centre has shown that it is even very likely that those
25
companies would not be located in Flanders if they could not locate within the port zone (Nazemzadeh, 2011 ).
An example in case is the chemical industry, which for pure labour and other operational cost reasons might be
very well off in a cheaper-labour country, but for reasons of accessibility, and more in particular the closeness of
the port, stays in Flanders. This re-enforces the big economic and social role that seaports play.
Apart from the previous change in industrial linkage, the competitive environment in the maritime and port sector
is changing at an ever increasing pace for other reasons too. „Globalization‟ and „the reinforcement of the world
economy‟ are frequently used concepts to summarize current economic developments. Both concepts appear to
be applicable also to the port sector and to cargo handling in particular. Large cargo-handling players like
Hutchison Port Holdings (HPH), Port of Singapore Authority (PSA), APM Terminals and DP World have expanded
and attained decision power over cargo-handling activities in a network which covers ports in all continents. It is
within this new competitive context that we should see the increasingly concerted efforts by various market
players to tighten their grip on the maritime logistics chain, be it horizontally (e.g. through alliances between
shipping companies or port authorities) or vertically (e.g. through partial or complete takeovers of terminal
operating companies (TOCs) by shipping companies). The strategic moves described here may have a big impact
on competition in the sector. Gaining quantified insight in seaport actor strategies, as will be done in the long-run
track of this ports theme, is therefore crucial also for governments and port authorities, in order not to give wrong
incentives to operators and to the society.
In general, competition is good for society resulting in lower prices, more output and better services. However, in
the presence of economies of scale and scope, production by a single firm will lead to lower average costs than
production by many, smaller companies. This natural monopoly can result in an abuse of market power because
the monopolist can generate additional profits by raising the price and reducing the output. So, for welfare
reasons it is important that ports are functioning efficiently. This is also one of the reasons why as a short-run
track of this ports theme, co-operation among ports was selected.
The efficiencies of port operations are also important as they are large and affect the cost of sea-borne trade.
Shipping charges, including port dues and operational charges, on average stand for 6.11% of the value of
commodities imported (Vanelslander, 2005). Increasing a country‟s port efficiency, so that the country ranks
among the 25% best countries instead of the 75% best, reduces shipping charges on average by 12% (Clark et
26
al., 2004 ). This is all the more important, as, where in the past shipping companies and ports primarily vied
22
Vanelslander, T. (2005). The economics behind co-operation and competition in sea-port container handling, Antwerp UA,
241 p.
23
Vlaanderen 2009. Antwerpen: Steunpunt Goederenstromen, 111 p.
24
The term „direct‟ points to activities that are transport or logistics operations themselves, whereas „indirect‟ aims at derived
activities. A land truck driver for instance who has his job thanks to transportation to and from the port, is considered to be
indirect port employment.
25
Nazemzadeh, M. (2011). Impact van transportkosten op relocatie van bedrijven. Research Centre Commodity Flows
(forthcoming).
26
Clark, X., Dollar, D. & Micco, A. (2004). Port Efficiency, Maritime Transport Costs and Bilateral Trade, 46 p.
Page 27
among each other, competition is now increasingly unfolding between entire logistics chains. The success of
market players no longer depends entirely on their own competitive strength, but rather on that of the chain to
which they belong. So, efficiency is also important from a micro-economic point of view, which is another reason
for selecting seaport actor strategies as a long-run track here.
An additional main point why seaports are of strategic importance is the large amounts of investment they require.
In 2012, a total of € 157 million were spent in direct port investments, and other € 175 million in maritime access.
The amounts of money needed grow steadily, while public budgets are more and more in decline. Moreover, due
to their size, port investments are often lumpy, in the sense that it is not always possible to phase projects over
time. Therefore, upon introduction of new infrastructure, capacity does not always match demand: there can be
overcapacity for a while. Without new investment, demand may exceed capacity and there is a shortage of the
latter, which generates congestion costs. This will inevitably lead to responses by various chain actors. Therefore,
it was decided to look for and apply concrete alternative techniques of project evaluation on the one hand, and
project funding on the other hand. This will be part of the second short-run ports research track.
A final note is to be made on the continuing trend for automation, combined with a search for newer and greener
technologies. As often, these are not only installed for the sake of environmental reasons – although it can be
observed that environmental awareness within ports is increasing – but also because they generate operational
savings. In that sense, these innovations will be included in the long-run port research track of operator strategy
quantification.
Page 28
Number
1
Stream
Ports
Timing
Long term research
Research file
Chain perspective on port competiveness
Problem
definition
Within the field of transport economics, port competition remains an important topic of study
(see among others the research and policy overview in Van de Voorde and Vanelslander,
2010). The amount of research attention it attracts is due to its socioeconomic significance:
depending on the competitive strength of a port, throughput volumes can be enormous and the
impact in terms of industrial investment and employment quite substantial.
The field of port economics itself has also evolved considerably. In the past, the literature has
tended to treat ports as rather homogeneous entities. A good example of this „old‟ approach is
found in Verhoeff (1981), where ports are considered to compete with one another at different
operational levels: within the national territory for goods and investments in additional
infrastructure; within the port cluster for a shared hinterland; and within the port range for
investment and traffic, especially from areas where the spheres of influence of different ranges
overlap.
There is no denying, though, that this perspective has become somewhat outmoded. The
concept of port competition needs rethinking, for two reasons. First and foremost, it has
become increasingly apparent that ports are far from homogeneous entities. In fact they are so
strikingly heterogeneous and complex in nature – characterised as they are by a multitude of
market players and interrelationships – that a more disaggregated approach than has hitherto
been taken clearly imposes itself. For that matter, the competitive struggle is not restricted to
ports; in fact it unfolds primarily between producers and service providers who are either
located in those ports or rely on them for their business (Meersman et al., 2008; Meersman et
al., 2010). What is more, there has in recent years been an unmistakable evolution from
competition between individual ports to competition between logistics chains. In order to be
successful, ports must belong to a successful chain, or otherwise they risk being competed out
of the market (Meersman and Van de Voorde, 2010). Figure 2-2 summarizes this new
structure that competing logistics chains assume, including the relationships among the
partners.
Each decision by an influential port player and/or service provider within the supply chain will
set in motion a causal nexus. This can give rise to potential bottlenecks earlier in the chain,
which may not be immediately visible, but which ultimately can seriously compromise the
competitive status of the port as a whole.
The 2007-2011 Research Centre on Commodity Flows had shed initial light on the evolved
nature of port competition, and the new role that different actors may assume within such
chains. On the basis of an extensive literature study and own surveys, Aronietis et al. (2010)
have drawn up the following list of factors directly or indirectly influencing the selection of a
port: cost; location; port operations quality and reputation; speed / time, infrastructure and
facilities availability, efficiency, frequency of sailings, port information system, hinterland, and
congestion. The selection of a transport solution, including mode and operator (e.g. a shipping
company), is an important decision for the goods owner or the shipper, with or without the
involvement of a forwarder. Shipping companies are often also involved in the specification of
the supply chain. They often decide through which port the goods are to be shipped. This
choice for a port of call depends first and foremost on the availability of cargo, which will in turn
depend largely on the geographical location and the size of the hinterland. The latter factor is
determined in part by the presence of competing ports. Two further decisions, namely the
choice of TOC and the subsequent choice for a hinterland mode and operator, are a direct
function of the choice of port. Conversely, the available hinterland options are likely to
influence the selection of a port, as obviously once a port has been selected one is limited to
the modes and operators on offer. Out-of-pocket expenses are usually the most important
consideration in this respect, alongside other aspects, all of which are translatable into
monetary units as part of the generalised costs.
The research results do largely get followed by other research external to the Department. An
example is Veldman et al. (2011).
Page 29
Figure -:The maritime logistics chain
Origin
Owner of the goods / shipper
Customs broker
DC
Hinterland transport
company
Port
Terminal operating
company
Shipping company
Port
Terminal operating
company
DC
Hinterland transport
company
Destination
Receiver of the goods
Forwarder
Agent
Customs broker
Source: Meersman et al. (2010)
In order to assess what position national and regional governments, local authorities, port
authorities and business operators should take, adequate and deeper insight is needed into
the decision processes of the various port players. It is clear that each port player has an own
agenda, including strategic objectives and tools to reach them. Much will depend on the
behaviour of the largest and most influential customers of ports, i.e. the shipping companies.
These players may determine their behaviour individually or within the context of so-called
strategic alliances. The speed with which the various market players within the maritime supply
chain will take specific initiatives depends on a battery of exogenous and endogenous
variables.
Page 30
Goals
The aim of the 2012-2016 edition of the Research Centre for this research theme is to quantify
the changed relationships among chain actors, their decision-making framework, and the
mutual impacts this has. This should allow getting insight into the types of variables that impact
on the different actors‟ behaviour, as referred to above, so as to allow governments and port
authorities to take positions as good as possible with respect to sustainable development.
Emerging issues that the analysis can help answering are among others the need of and
options for government co-ordination in hinterland transport (van der Horst and van der Lugt,
2001), co-operation among ports and port authorities (Lam and Yap, 2011), intervention in
capacity investment (Low, 2011), implementation of regulation and price setting (Pinto et al.,
2011), the preferred nature of concession agreements (Saeed and Larsen, 2010). These are
all actions that the Flemish government is in charge of, and which are either crucial up to very
crucial for sustainable port development.
Methodology
One may assume that any decision taken within a supply chain will be based on cost, and
preferably the generalised cost. This holds equally well for partial aspects of the supply chain.
The preferred approach in this research theme is therefore to simulate the cost structure that
each actor in the chain faces, whereby a consignment is subdivided into time costs and
distance costs. The time costs are allocated to each consignment in accordance with duration,
while distance costs are allocated in accordance with mileage. Most costs can be regarded as
either a time-related or a distance-related cost (Blauwens et al., 2010).
Time costs are a function of the passing of time and hence they are incurred even when a ship
is lying alongside the quay, during loading or unloading of the cargo. The total time cost
associated with a consignment is determined not by the distance to be covered but by the total
number of hours to be performed. The number of hours performed is the measure of the time
cost to be allocated to each consignment. Typical examples are the wages of the crew and
annual insurance premiums. In sum, they encompass the fixed costs associated with
maintaining a particular capacity within a transport firm (Blauwens et al., 2010).
Distance costs are incurred on top of time costs. In other words, they are added to cost
associated with the duration of the consignment and arise only when the vehicle is moving, not
when standing still. Transport assignments involving greater distances over the same duration
will therefore involve higher total costs. Typical examples of distance costs are fuel
consumption, maintenance costs of the vehicle fleet, and damage liabilities (Blauwens et al.,
2008).
In addition to time and distance costs, there is a third category of costs which, by their very
nature, fall outside the above division. Typical examples include commissions, expenses
associated with the repatriation or redeployment of crews, tolls and port dues. Even in
approximate terms, these kinds of costs cannot be seen as proportional to either time or
distance. Depreciation costs also belong to this third category, though a distinction can be
made here between fixed and variable depreciation.
This yields the following equation:
TC = h.H + d.D + Z
Where
(1)
TC = total costs
h = time coefficient
d = distance coefficient
H = time factor (in hours)
D = distance factor (in miles or kilometres)
Z = other costs
Model (1) can be specified in further detail, resulting in appropriate submodels for each
transport relationship or activity (e.g. throughput and/or storage), using other time and/or
distance coefficients. And even further differentiation is feasible. Examples that come to mind
are trucks on a ferry, accompanied or not by a driver, or the use of different distance
coefficients for loaded and empty trucks, due to a difference in terms of fuel consumption and
maintenance costs.
The above model is suitable for medium to long-term decision making. For the purpose of dayto-day decisions, it may be useful to calculate costs in a different way. It may for example
make sense to ignore the fixed costs in situations where these kinds of costs will be incurred
regardless of the decision taken. In such cases, one restricts oneself to the variable costs, by
Page 31
taking account only of the distance coefficient and by setting the time coefficient at zero.
Obviously this approach is unfeasible in the case of long-term contracts. Here, a price must be
set using a regular time coefficient, at average cost, for both transport vehicle and crew
(Blauwens et al., 2008).
Another complication may arise from the prevalence of joint productions, i.e. transport services
whose outputs are interconnected (e.g. liner services). When loading different consignments
into a single vehicle or vessel, each consignment must at least pay the differential cost of its
inclusion in a journey that would have taken place in any case. On top of the amount equal to
this modest differential cost, the combined consignments must generate margins that are
sufficiently wide to cover the total costs of the round trip.
For further developing the approach, useful insights may be gained from among others
Zondag et al. (2010), who developed a model that covers a large part of the chain, be it a more
aggregate level. In a similar way, Haralambides et al. (2011) estimate the parameters of a
multinomial logit model by comparing logistics costs of serving different hinterland through
different ports. Both give insight into chain cost structures and characteristics that are of
importance in port selection.
A useful instrument for this analysis may be System Dynamics, a technique which is ideal
when mutual customer – supplier relationships are involved, and when business processes
need to be modelled. (Kirkwood, 1998)
The workplan for this research track will look as follows:
-
Output &
policy
relevance
Expertise &
references
Year 1: Literature review into chain structure analysis and simulation, including System
Dynamics, and including applications to logistics chains or comparable activity chains.
Year 2: Identification of the different elements of the chain and the different actors
involved
Year 2 – Year 3: Quantification of decision framework and structures for the selected
chain elements and actors
Year 4: Application of a number of government measures to test impact on actor
behaviour, actor and chain performance and market outcome
The above model construction and analysis not only provides a general framework for the
quantification of the total supply chain, but it is also useful for calculating the cost associated
with subsections of that chain. It should allow clarifying the strategies and behaviour of specific
actors, and therefore also help governments anticipate the nature of measures needed to
improve the sustainability of the logistics system, as well as the impact that such measures
may generate.



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






Aronietis, R., Van de Voorde, E. & Vanelslander, T. (2010). Port competitiveness
determinants of selected European ports in the containerized cargo market. Paper
presented at IAME 2010.
Blauwens, G., De Baere, P. & Van de Voorde, E. (2010). Transport Economics.
Antwerp: De Boeck Publishing Company, 519 p.
Haralambides, H., Veldman, S., Van Drunen, E. & Liu, M. (xxxx). Determinants of a
regional port-centric logistics hub: The case of East Africa. 13:1, 78 97.
Kirkwood, C. (1998). System Dynamics Methods: A Quick Introduction. Arizona State
University.
Lam, J. & Yap, W.J. (2011). Container port competition and complementarity in
supply chain systems: Evidence from the Pearl River Delta. Maritime Economics and
Logistics, 13:2, 102 120.
Low, J. (2011). Capacity investment and efficiency cost estimations in major East
Asian ports. Maritime Economics and Logistics, 12:4, 370 391.
Pinto, M., Goldberg, D., Stupello, B. & Haley, C. (2011). Regulation and price setting
of pilotage services in Brazil. Maritime Economics and Logistics, 2011, 12:4 430 442
VAN DE VOORDE, E. & VANELSLANDER, T. (2010). Demand, costs, markets and
policy: the evolution of thought in transport economics. Applied Transport Economics:
a Management and Policy Perspective, De Boeck, Antwerp.
Verhoeff, J. M. (1981). Zeehavenconcurrentie: overheidsproductie van
havendiensten, in Verhoeff, J. M. (ed.), Vervoers- en haveneconomie: tussen actie en
abstractie, Stenfert Kroese, Leiden, 181-202.
Meersman, H. & Van de Voorde, E. (2010). Port management, operation and
competition: a focus on North-Europe. In Grammenos, C.T. (ed.), The handbook of
maritime economics and business (2nd edition), LLOYD‟S LIST, London, 891-906.
Meersman, H., Van de Voorde, E. & Vanelslander, T. (2010). Port competition
revisited. Review of business and economics, 55:2, 210-232.
Page 32
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
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Saeed, N. & Larsen, O. (2011). Container terminal concessions: A game theory
application to the case of the ports of Pakistan. Maritime Economics and Logistics,
12:3, 237-267.
Van der Horst, M. & Van der Lugt, L. (2008). Coordination mechanisms in improving
hinterland accessibility: empirical analysis in the port of Rotterdam. Maritime Policy
and Management, 38:4, 415-436.
Veldman, S., Garcia-Alonso, L., Vallejo-Pinto, J. (2010). Determinants of container
port choice in Spain. Maritime Policy and Management, 38:5, 509-522.
Zondag, B., Bucci, P., Gutzkow, P., De Jong, G. (2010). Port competition modeling
including maritime, port, and hinterland characteristics. Maritime Policy and
Management, 2010, 37:3 179-194
Page 33
Number
2
Stream
Ports
Timing
Short term research
Research file
Container shipping Transport Network Decision Making Criteria as a Main Determinant
of Business Location and Trade Flows
Problem
definition
The Container Transhipment System (CTS) is a transport network which consists of different
transport components. These components are “road and rail transport at origin and destination
(land transport)”, “liner and feeder shipping” and “port operations and functions”. The value
added comes from the functional elements of the CTS, with significant impact on downstream
industries, industrial relocation, trade flows and economic activates, within and outside the
region.
The purpose of this study is to investigate the impact of the CTS components on national and
regional economic activities, business location and trade flow for a selection of Flemish ports.
This has clear economic but also social impacts, which deserve due attention, as ports and the
volumes that pass through them are large.
Considering the container transport network concept with three components, the impact of
road transport costs on the main economic indicators would be a good proxy to understand the
CTS impact on national economic activities. Furthermore, port selection criteria and hierarchy
would be taken as business location proxy, and shipping network selection would be a good
indicator for formation of trade flows.
As far as insight into port selection is considered, references like Aronietis et al. (2010) and
ROI (2001) will be of great help.
For the analysis of shipping network criteria, use can be made of Bendall and Stent (1999),
Christiansen and Fagerholt (2004), Hingorani et al. (2005), Imai et al. (2006)
.
Objectives
Methodology
The Container Transport System: Port Selection and Business Location.
To assess the business relocation effects of CTS this study investigates shippers port
selection decision making criteria. This is because shippers also decide on business
location. The aggregate outcome of port choice and supply chain decisions, which would
be determined by exporters‟ and importers‟ bargaining power, leads to specific cargo
flows in port systems. The shipper may locate in the other ports‟ hinterland but choose to
use another port for purely logistics and supply chain constrains.

The Container Transport System Component: Shipping Network and Trade Flows
A main issue for container shipping operator is the selection of their service network.
Given a set of demand to be transported and a set of ports, an operator wants to design
service routes for his ships as efficiently as possible, using the underlying facilities. This is
also what this research track wants to do. Furthermore, the profitability of the service
routes designed depends on the paths chosen to transport the container. This will also be
considered.
With respect to the methodology to be used, a good and complete start can be taken from
Nazemzadeh et al. (2011), with work performed under the 2007-2011 version of the Research
Centre. Furthermore, more methodological depth can be gained through two specific
techniques.

To determine port selection criteria, this work implements an Analytical Hierarchy Process
(AHP) method. AHP is a strong tool for decision making, define the problem and determine the
kind of knowledge sought.
To determine shipping network criteria and consequently trade flow Analytic Network Process
(ANP) would be utilized to specify the network selection criteria. ANP is an important method
in the multi-criteria decision making approach in container shipping network decisions.
Insights for the above methods can be gained through Barnhart et al. (1994), Benders (1962),
Bertsimas and Tsintsiklis (1997), Cheung and Chen (1998), Christiansen and Nygreen (1998),
Fagerholt (1999), Garey and Johson (1979), Lin and Kernighan (1973), McDaniel and Devine
(1977), Perakis (2002), Rana and Vickson (1991), Ronen (1983), Chen and Khoong (1995),
Song and Panayides (2002), Wiel et al. (1996)
Page 34
The timing for this track looks as follows:
Output &
policy
relevance
Expertise &
references

Months 1-4: collecting necessary data

Months 5-9: developing the model and applying

Months 11-12: drawing conclusions
This research will lead to insights into:




Expertise





















Shippers priorities in port selection
Ship operators priorities in port and shipping network selection
Business location
Trade flow formation
Aronietis, R., Van de Voorde, E. & Vanelslander, T. (2010). Port competitiveness
determinants of selected European ports in the containerized cargo market. Paper
presented at IAME 2010.
Barnhart, C., E. L. Johnson, R. Anbil & L. Hatay (1994). A column-generation
technique for the long-haul crew assignment problem. Optimization in industry 2:
Mathematical programming and modelling techniques in practice. John Wiley & Sons,
Inc., 7-24.
Bendall, H. B. & A. F. Stent (1999). Longhaul feeder service in an era of changing
technology: an Asia-pacific perspective. Maritime Policy and Management 26(2) 145159.
Benders, J. F. (1962). Partitioning procedures for solving mixed-variables
programming problems. Numerische Mathematik 4 238-252.
Bertsimas, D. & Tsitsiklis, J. N. (1997). Introduction to Linear Optimization. Athena
Scientific.
Cheung, R. K. & Chen, C-Y. (1998). A two-stage stochastic network model and
solution methods for the dynamic empty container allocation problem. Transportation
Sci. 32(2) 142-162.
Christiansen, M., Fagerholt, K. & Ronen, D. (2004). Ship routing and scheduling:
Status and perspectives. Transportation Sci. 38(1) 1-18.
Christiansen, M. & Nygreen, B. (1998). A method for solving ship routing problems
with inventory constraints. Ann. Oper. Res. 81 357-378.
Cordeau, J-F., Stojkovic, G., Soumis, F. & Desrosiers, J. (2001b). Benders
decomposition for simultaneous aircraft routing and crew scheduling. Transportation
Sci. 35 375-388.
Fagerholt, K. (1999). Optimal feet design in a ship routing problem. Internat. Trans.
Oper. Res. 6 453-464. Florian, M., G. Bushell, J. Ferland, G. Guerin, L. astansky.
1976. The engine scheduling problem in a railway network. INFOR 14 121-138.
Garey, M. R. & Johnson, D. S. (1979). A list of NP-complete problems. Computers
and Intractability: A Guide to the Theory of NP-Completeness. W. H. Freedman and
Co., 214-215.
Hingorani, N., Moore, D. & Tornqvist, K. (2005). Setting a new course in the container
shipping industry. IBM Business Consulting Services Travel and Transportation.
Imai, A., Nishimura, E., Papadimitriou, S. & Liu, M. (2006). The economic viability of
container mega-ships. Transportation Res. E 42 21-41.
Lin, S. & Kernighan, B.W. (1973). An effective heuristic algorithm for the travelling
salesman problem. Oper. Res. 21(2) 498-516.
McDaniel, D. & Devine, M. (1977). A modified Benders partitioning algorithm for
mixed integer programming. Management Sci. 24 312-379. OOCL. 2005.
www.oocl.com.
Nazemzadeh, M., Meersman, H., Van de Voorde, E. & Vanelslander, T. (2010).
Impactmeting van transportinvesteringen op de economie: technieken en eerste
impact-observaties. Research Centre Commodity Flows, D/2010/11.528/4.
Perakis, A. N. (2002). Fleet operations optimization and feet deployment. In
Grammenos, C. T. [ed.] The Handbook of Maritime Economics and Business. Lloyd's
of London, 580-597.
Rana, K. & Vickson, R. G. (1991). Routing container ships using Lagrangean
relaxation and decomposition. Transportation Sci. 25(3) 201-214.
ROI.
(2002).
Profit
optimization
for
container
carriers.
URL
http://www.imsworldgroup.com/Downloads/
ROI%20Product@Services%%20v1.8.pdf. The ROI Container Cargo Alliance White
Paper.
Ronen, D. (1983). Cargo ships routing and scheduling: Survey of models and
problems. Eur. J. Oper. Res. 12 119-126.
Shen, W. S. & Khoong. C. M. (1995). A dss for empty container distribution planning.
Page 35


Decision Support Systems 15, 75-82.
Song, D. W. & Panayides, P.M. (2002). A conceptual application of cooperative game
theory to liner shipping strategic alliances. Maritime Policy and Management 29(3)
285-301.
Wiel, R. J. Vander & Sahinidis, N. V. (1996). An exact solution approach for the time
dependent travelling salesman problem. Naval Res. Logist. 43 797-820
Page 36
Number
3
Theme
Ports
Timing
Short term research
Research file
Financing options for port infrastructure maintenance and expansion
Problem
definition
All major ports in the world do have a continuous need for important port infrastructure
investments, be it for replacement or expansion. It has been shown before how important
transport infrastructure, and port infrastructure in particular, is to trade, the economy and
society (see for instance Nazemzadeh, 2011).
However, the national/regional governments and the local port authorities, who were till
present most often in charge of executing and funding expansion, are often not able anymore
to guarantee sufficient financial input, certainly in the „old‟ continents: the Americas and
Europe. Alternative financial ways and products to invest in port infrastructure are needed.
Furthermore, the types of infrastructure get all the more large in size, as a consequence of for
instance scale increases at the maritime side. Implementing entire projects immediately
requires huge amounts of money, while maybe not the entire project is needed from the
outset. A step-wise introduction of infrastructure might be more desirable. This not only avoids
that a large amount of capital is needed at short notice, but also that overcapacity, which is
already highly present, gets even worse, which big impacts on operators‟ profitability,
sustainable competition, etc.
During the 2007 – 2011 edition of the Research Centre, quite some research was done on
synthesizing the different transport infrastructure funding options with their drawbacks and
benefits, and with concrete applications (see for instance Sys and Vanelslander, 2011).
At the same time, research was done into alternatives to Cost-Benefit Analysis (CBA), which is
the classical method used for deciding upon investing or not into a specific project. The
drawbacks and pitfalls of a Cost-Benefit approach were illustrated (see for instance Meersman
et al., 2011). A CBA is most applicable for evaluating proposed projects that meet the following
criteria (TRB, 2011):
-
The potential project expenditure is significant enough to justify spending resources on
forecasting, measuring and evaluating the expected benefits and impacts.
The project motivation is to improve the transportation system's efficiency at serving travel
and access-related needs, rather than to meet some legal requirement or social goal.
Environmental or social impacts that are outside of the transportation system efficiency
measurement are either: (a) negligible in magnitude, (b) measurable in ways that can be
used within the benefit-cost framework, or (c) to be considered by some other form of
project appraisal outside of the benefit-cost analysis
This classic approach of dealing with investment decisions has three major limitations:
-
It fails to take into account the volatility in the benefits during the project and it fails to
account for the volatility in investment costs (volatility).
It fails to recognize the influence of the management during the construction /
implementation of the project. Management could consider building the infrastructure in
phases and not in one complete project so that they have the option to stop investment if
there is not enough demand (flexibility).
The current approach will make the investment decision like a now or never decision. You
can either invest right now (NPV >0) or not invest at all (NPV <0). It might be better to wait
with the investment so that the NPV can increase in value (project planning).
As an alternative, a Real Options approach was suggested and developed (see for instance
Meersman et al., 2011b).
Goals
A logical next step in the research process is to apply and translate the above findings to a
concrete Flemish context. Two steps are needed. First, it is necessary to check for a concrete
project whether a real options approach indeed leads to a different solution as compared to
traditional methods. Second, a number of selected and feasible funding options need to be
tested and applied to a specific project.
Methodology
For testing the applicability of the real options framework to Flemish transport infrastructure,
the formulas compiled in Meersman et al. (2011b) need to be decomposed and completed with
concrete values. The framework can be further refined with the help of existing scientific
literature on the technique. Classics in real options theory (for instance Black and Scholes,
1973) as well as more recent publications on the matter (for instance Carlson, 2003) can be
Page 37
used.
As far as infrastructure funding is concerned, at European level, a scientic approach was
developed (FUNDING, 2007). Different financing techniques were already investigated within
this research project, whereby the efficiency and economic impact of 22 TEN-T projects were
studied. For each project, the results were compared between scenarios with and without EU
subsidies. It was shown that the return of large infrastructure projects is rather low, and only a
few projects got significant surplus advantages. When the focus was on those surplus
advantages, it was observed that the return grew substantially. The proposed EU subsidy
program did not harm to poorer countries. This study‟s methodology allows deciding on
whether or not large infrastructure projects can qualify for EU subsidies, based on value added
that is attracted by the project at European level.
The first limitation of the alternative approach is that the required amount of work needed to
make the analysis increases exponentially. Instead of one classic discounted cash flow
calculation, we need now 40 if we consider a maturity time of 10 years. If we would have used
15 years then 60 NPV calculations are needed. Each additional year will require 4 extra NPV
calculations. Therefore a software program, an excel-tool for example, should be made in
which the total real option analysis is pre-programmed. It is advised to use the standard
methodology for CBA for large scale infrastructure projects as the basis of each NPV
calculation.
For funding options, a start can be taken from Sys and Vanelslander (2011). Part of the list are
bonds, leasing and forms of public-private partnerships (DBFM, BOT, BOO, etc.). A selection
is to be made for the ones which are most likely to work in a Flemish context.
The membership of one of the promoters of the Research Centre of the European COST
action on Public-Private Partnerships in transport should be highly beneficial to developing this
case.
Output &
policy
relevance
-
Months 13 - 21: Translation of real options framework to Flanders
Months 22 - 24: Application of the framework to a selected project
Months 25 - 26: Selection of financing techniques for testing on a specific case
Months 27 – 36: Application and testing of financing techniques to a selected project.
The proposed alternative approach of the real option application will give better information to
policy makers which they can use to make an investment decision. The new approach
includes the volatility in the benefits (also by taking the total planned network into account and
by not being connected to the network) and investment costs and management decisions by
applying 4 four different scenarios. The biggest advantage of this approach is that it now
becomes possible to determine the optimum moment of making the investment. Instead of the
now or never decision used in a “classic” CBA, it now is possible to also decide to wait with the
investment until the ROV reaches its maximum value.
As to funding options, it is shown up to what point different transport infrastructure funding
solutions can work in a Flemish context.
Expertise &
referenties
Both forms of insight are of high economic and social importance, as they allow spending
scarce financial resources, public or private, in a way which avoids wasting.
Own expertise:




Meersman, H., Nazemzadeh, M., Sys, C., Van de Voorde, E. & Vanelslander, T.
(2010). Impactmeting van transportinvesteringen op de economie: techniek en eerste
impact-observaties. Research Centre Commodity Flows.
Meersman, H., Sys, C., Van de Voorde, E., Vanelslander, T. & Vergauwen, B. (2011).
Een kritische doorlichting van Kosten-Baten-studies. Research Centre Commodity
Flows, forthcoming.
Meersman, H., Sys, C., Van de Voorde, E., Van Hassel, E. & Vanelslander, T. (2011).
Alternatieve technieken investeringsanalyse. Research Centre Commodity Flows,
forthcoming.
Sys, C. & Vanelslander, T. (2011). Overzicht financieringsmogelijkheden
transportinfrastructuur. Research Centre Commodity Flows, forthcoming.
Page 38
External references:




Black, F. & Scholes, M. (1973).The Pricing of Options and Corporate Liabilities.
Journal of Political Economy, Vol. 81, May-June, 637-54.
Carlson, F. (2003). A fuzzy approach to real option valuation, Fuzzy sets and systems
139 p.297-312
FUNDING (2007). “Deliverable 7: Final Report”, FUNDING (Funding Infrastructure:
Guidelines for Europe) Project. FP6 Sustainable Development, Global Change and
Ecosystems, online available on: http://www.econ.kuleuven.be/funding.
TRB (2011). When to use Cost-Benefit Analysis
Page 39
Number
4
Theme
Ports
Timing
Short term research
Research file
The potential of inter-port co-operation
Problem
definition
Co-operation among port authorities is a relatively new phenomenon. Till recently, the focus
mainly was on port competition. Traditionally, port competition is regarded as competition
between and within ports. Verhoeff (1981) considers four levels which result in different
potential markets for different types of port services:

competition between port undertakings focuses on activities of specific service
providers in a port such as towing, stevedoring, warehousing, etc.,

competition between ports for traffic in a certain range,

competition between port clusters which are groups of ports in each other‟s vicinity
with common geographical characteristics, and

competition between port ranges which group ports located along the same coastline
or with a large common hinterland.
Van de Voorde & Winkelmans (2002) consider three levels or types of port competition which
are illustrated in Figure 2-3. The first one is the intra-port competition at operator level between
operators within a given port with regard to a specific traffic category. The inter-port
competition at operator level occurs between operators from different ports mainly within the
same range and serving more or less the same hinterland. And finally there is the inter-port
competition at port authority level focusing on the utility mission of seaports.
Figure -: Forms of inter-port co-operation
Source: Van de Voorde and Winkelmans (2002)
At each of the above levels, competition may also transform into co-operation. Nevertheless,
until recently, the most prominent forms of co-operation were between private port operators,
both intra-port and inter-port, and. Co-operation between port authorities, between clusters or
ranges was nearly non-existing (see for instance Meersman et al., 2011). This is starting to
change now, especially between ports.
In the meantime, an additional level of competition has emerged, which is one step higher still:
competition between logistics chains. Ports will try to become a node in the most successful
logistics chains and take advantage of the cost effectiveness of this chain to increase their
market share and improve their economic impact. It is especially at this level that modern port
competition plays. This phenomenon re-inforces the trend for ports to seek co-operation
Page 40
among each other. Gradually, ports start taking joint participations for instance in hinterland
terminals. There is a tendency for co-operation discussions to emerge even for port entities
themselves. The current case of Antwerp and Rotterdam is one in point. It looks like
hinterlands which are more and more overlapping, lack of sufficient funds to keep on investing
in ruinous capacity expansion, and pressures exerted by operators themselves (shipping
companies, terminal operators but also shippers) are all factors which push port authorities
even further in each other‟s arms. Recent statements by global operators currently active in
Flemish ports (APM Terminals and PSA for instance) and by large shipper sectors (Antwerp‟s
chemical sector for instance) are only the first signs that co-operation is the only option for the
future.
The 2007-2011 Research Centre already investigated the options that exist in inter-port cooperation, national as well as international (see Meersman et al., 2011). It was found that a
typology could be composed, summarized along 7 lines:
Marketing strategy and promotion
Hinterland access
Environmental management, safety and regulation
Research and development
Investment planning
Space usage.
For each option, with the help of a wide literature review, and the consideration of a large set
of case applications, the drivers, advantages and concrete forms of co-operation were
indicated.
A logical next step is then to test the impact that specific forms such co-operation has on
markets as well as on social welfare. This analysis will be the topic of this research track
Goals
In the 2012-2016 edition of the Research Centre, this research theme intends quantifying the
impacts of specific forms of co-operation, both on markets and on social welfare. Such insights
should allow governments and port authorities to make optimal choices in terms of what type
of co-operation to favour, and to what extent and with what time plan. It should also allow them
answering in a more founded way requests for co-operation that are raised by other ports.
Methodology
From the original typology as built in the 2007-2011 Research Centre, a selection will be made
of a limited number of specific co-operation forms, taking into account national and in particular
international developments, actor inputs, government budget options and restrictions, etc.
For the selected forms, the initial insights gained in Meersman et al. (2011) will be quantified.
To that purpose, the cost and revenue functions developed in the long-run port research track
will be used, as far as the industrial-economic impact on actors is concerned. As indicated in
the separate research track description, this is based on among others Meersman et al.
(2010). For the welfare-economic analysis, the impact analysis method developed in the 20062011 version of the Research Centre will be used. For a description of the method, see
Nazemzadeh (2011).
Output &
policy
relevance
Expertise &
referenties
Month 37: Selection of port co-operation types to be used for further analysis
Months 38 – 43: Quantification of impact on actors‟ cost and revenue function
Months 44 - 48: Quantification of welfare-economic impact
Port competition is an extremely dynamic phenomenon. The competitive process is constantly
subject to exogenously and endogenously induced changes. One such change is the
increasing trend of co-operation, also among port authorities. Such port authority strategy may
affect the behaviour of the various actors involved, and the outcome for society. It is important
to gain and maintain insight into the likely impact on society, as well as the impact on each of
the players operating in the maritime supply chain. This track will, for a selected set of cooperation options, quantify those impacts.
Own expertise:



Meersman, H., Van de Voorde, E. & Vanelslander, T. (2011). Competition concerns
in ports and port services. OECD – Working Group 2 Competition, forthcoming.
Meersman, H., Sys, C., Van de Voorde, E. & Vanelslander, T., Opties voor nationale
en internationale inter-havensamenwerking. Research Centre Commodity Flows,
forthcoming.
Nazemzadeh, M., Meersman, H., Van de Voorde, E. & Vanelslander, T.,
Impactmeting van transportinvesteringen op de economie: technieken en eerste
impact-observaties. Research Centre Commodity Flows, D/2010/11.528/4.
Page 41

Van de Voorde, E. & Winkelmans, W. (2002). Conclusions and policy implications”,
Port competitiveness: an economic and legal analysis of the factors determining the
competitiveness of seaports. Antwerpen: De Boeck, 133 146.
Other relevant references:


Verhoeff, J. M. (1981). Zeehavenconcurrentie: overheidsproductie van
havendiensten. In VERHOEFF, J. M. (ed.), Vervoers- en haveneconomie: tussen
actie en abstractie, Stenfert Kroese, Leiden, 181 202.
Wortelboer-Van Donselaar, P. & Kolkman, J. (2009). Societal costs and benefits of
cooperation between port authorities. Paper presented at WCTRS SIG2 conference,
Antwerp.
Page 42
Airports
The air transport business is almost like the laboratory of transport economics. Regions are constantly competing
with one another to attract players in the airline business. The dynamic nature of the airline sector explains to an
extent the growing interest from policy makers and researchers, as well as leading persons in the world of
business. Here, two issues come to the fore time and again: the first is the economic significance of the air
transport industry and the second is the future that lies in store for that industry.
As far as the first issue is concerned, it can be seen that in 2010 about 17.6 million passengers used airports on
Flemish territory, by far the largest part of them via Brussels Airport. This figure is more or less stable over the last
five years. Interesting observation here is that Brussels Airport is the only airport in Flanders not under Flemish
control, but in the shared hands of the Belgian government and a foreign pension fund. On the freight side, it can
be seen that in total 544.000 tonnes of cargo transited through airports in Flanders. Ostend airport is the only
airport which has a visible share in that total volume. Antwerp and Kortrijk Airport have nearly no respectively no
freight traffic. All these airports though do generate value added and jobs, directly and indirectly. A big part is
indirect, generated through for instance express air transport, which needs land transport to get the goods to and
from the airport hub. In that respect, to keep this value added and employment, it is important that airport
authorities and the Flemish government look for the best combinations between freight and passenger that fit
them. This is part of the long-run airport research track in this proposal, with a clear stress on social relevance. It
27
should be added that air transport is a sector which is very sensitive to economic cycles (Booz, 2007) .
On the future of air transport and its role in Flanders, it should first of all be remarked that it is an environment
where technological and organizational developments unfold in rapid succession. Among the world‟s air transport
companies, one observes all kinds of industrial and economic evolutions, with frequent new entries, mergers,
takeovers and bankruptcies. New and innovative products, including low-cost airlines and full-freighter cargo
services, are claiming an ever greater proportion of available capacity. It is especially on the latter that the longrun track of the air transport research theme wants to focus: to what extent is either air passenger or freight
transport more relevant to bet on, or is a combined strategy the only outcome? How does the airport best fit into
passengers‟ and logistics chains? Providing answers to these questions will learn governments what incentives to
give, and therefore also to pay attention to the industrial-economic side. In practice, it is not always possible to
make a choice between passenger and freight: “about half of air cargo is still transported in the belly space of
passenger aircraft or in combi-aircraft and is therefore partly influenced by passenger transport.” (Kupfer et al.,
28
2011)
29
A general overview of competition between airports is to be found in Forsyth et al. (2010) . Most theoretical
discussions on airport competition in the past were held either at theoretic level (see for instance Fröhlich and
30
31
32
Niemeier (2011) or Starkie (2008) ), or with an eye on competition for passengers (De Luca, 2009 ; Pavlyuk,
33
2009 ). The theoretical discussion often leads to the question of airport market power. Various research shows
that airport market power is often limited by for instance the counterweight of large air transport companies
34
becoming all the more powerful (Button, 2010) . Airports often cannot misuse their market power so as to
increase tariffs. In case the air transport companies are urgent to deliver their services, under big competition, at
marginal cost, they would not be able to pay the monopoly rents. This is certainly the case at non-congested
35
airports (Pels and Verhoef, 2010) . In liberalizing the markets, among others in air transport, the EU wants to
generate more market functioning and that way make tariffs decrease and make quality improve. The overall
target is to maintain and increase efficiency. This is exactly the topic that is dealt with in one of the air short-run
research tracks here.
27
Booz Allen Hamilton Ltd. e.a. (2007). The Economic Impacts of an Open Aviation Area between the EU and the
US. By order of the European Commission, DG Energy and Transport, 315p.
28
Kupfer, F., Goos, P., Kessels, R., Verhetsel, A. & Van de Voorde, E. (2011). The Airport Choice of Freighter
Operators: A Multinomial Logit Model. Paper to be presented at TRB 2012 Conference.
29
Forsyth, P. (2010). Competition between Major and Secondary Airports: Implications for Pricing, Regulation and
Welfare. In: Forsyth, P., Gillen, D., Müller, J. & Niemeier, H-M. (2010). Airport Competition - The European
Experience, Ashgate Publishing, blz.77-88.
30
Fröhlich, K. & Niemeier, H. (2011). The importance of spatial economics for assessing airport competition.
Journal of Air Transport Management, Vol.17, Nr.1, blz.44-48.
31
Starkie, D. (2008). Aviation markets, Ashgate Publishing, 217p.
32
De Luca, S. (2009). Analysis of Competition between Airports: Travelers Airport Choice Models. Proceedings of
the European Transport Conference 2009.
33
Pavlyuk, D. (2009). Spatial competition for passengers and its influence on efficiency of European airports.
Consulted on 24 maart 2011. Retrieved from http://mpra.ub.uni-muenchen.de/16930/.
34
Button, K. (2010). Countervailing Power to Airport Monopolies. In Forsyth, P., Gillen, D., Müller, J. & Niemeier,
H-M. (2010). Airport Competition - The European Experience. Ashgate Publishing, blz.59-76.
35
Pels, E. & Verhoef, E.T. (2010). Airport Pricing. In Forsyth, P., Gillen, D., Müller, J. & Niemeier, H-M. (2010),
Airport Competition - The European Experience, Ashgate Publishing, blz.47-58.
Page 43
In cases where monopoly character shows up, a regulator needs to intervene. Regulation namely is a measure
for tackling market failure. Potential actions are (1) approve and follow-up quality charters for passengers and
airport dues for regulated activities, (2) keep an eye on agreements concerning service provision between airport
and ground handlers or between airport and air traffic controllers, and (3) impose utilization rules. Regulation is
another short-run topic in this track.
A typical example of a case in need of regulation, which was dealt with by the Department of Transport and
Regional Economics in 2010, is the provision of ground handling services. Between arrival and departure,
airplanes use various ground handling services, like luggage handling, refueling, de-icing, etc. These services can
be provided by handling company or by the air transport company itself. Meersman et al. (2009) showed that for
Brussels Airport, expanding the number of ground handlers from two to three is to be recommended.
Turning back to efficiency, lack of capacity can be a source of inefficiency. The quickly growing demand for air
transport made the sector grow during the last 15 years by 15%. This implies that traffic will double at least every
36
12 years (Transport Research Knowledge Centre, 2010) . This enormous growth can at short notice lead to big
capacity problems in airports, and impact negatively on the sustainability of the sector. Air transport and airports
are increasingly confronted with ecological and capacity issues. Air transport can impact the environment in a
negative way in various ways: (1) noise impact, (2) impact on air quality, (3) impact on the climate.
A final issue, which the airports suffered from seriously last year, is the one of airport closure or blockage. Last
year‟s cause was the ash cloud released by an Islandic volcano. But there could be other causes: a general
strike, terrorist attacks, etc. The question is what cost is involved in such closure, on the business, but also on the
wider society. A third and last short-run research track will deal with that issue. For the impact on society,
37
especially the approach by Nazemzadeh et al. (2011) should prove enormously useful.
36
Transport Research Knowledge Centre (2010). Air Transport - Thematic Research Summary, Consulted on
24.01.2011. Retrieved from http://www.transportresearch.info/Upload/Documents/201010/20101014_150948_74041_TRS_%20Air_Transport.pdf.
37
Nazemzadeh, M. (2011). Impact of van transportkosten op de economie. Research Centre Commodity Flows,
(forthcoming).
Page 44
Number
5
Theme
Airports
Timing
Long term research
Research file
Optimal balance between freight and passenger activities at an airport
Problem
definition
Airports are known to generate significant direct and indirect economic effects. According to
Kupfer et al. (2009), Brussels Airport, and the Flemish regional airports Antwerp, Kortrijk and
Ostend generated in 2006 respectively 18.725 FTEs of direct employment and more than
20.000 FTEs of indirect employment. Therefore, having competitive airports affects the
Flemish region and its competitiveness.
In order to guarantee and preferably strengthen these effects, it is important to keep the
Flemish airports competitive.
In Flanders, there is a growing polarization on the issue of freight transport infrastructure in
general and airport expansion and investment in particular. Policy support tools and models
are therefore needed to devise and implement sustainable airport management strategies.
Airports can react in different ways to competition, for example with decreasing their prices,
improving their services or with operating in niche markets. This holds for competition for
passengers as well as cargo. Airports aim in particular to
attract new routes and airlines attract traffic from an overlapping hinterland
become a hub airport and attract traffic between hubs and/or
attract traffic inside a multiple-airport city (ACI Europe, 1999)
A general overview of competition between airports can be found in the book “Airport
Competition – The European Experience”. (Forsyth e.a., 2010)
In air transport research, some time has already been dedicated to the study of how
passengers choose their airports as well as to the airport choice of passenger airlines.
However, much less research has been carried out with regard to cargo operators and their
choice of airports. This is in contrast to the increasing importance of cargo, not only for airlines
but also for airports. (Kupfer e.a., 2011) As air cargo is becoming more important, some
airports such as Frankfurt-Hahn, Liège Airport and Vatry Airport decided to concentrate on
freight. The few literature that can be found about the competition for freight analyzes
especially the airport choice of cargo carriers. Kupfer (2010) for example defines different
groups of factors that influence the airport choice of freighter operators, such as market
factors, time factors, restrictions, cost factors and strategical factors. Gardiner and Ison (2008)
also make the difference between pull-factors, which attract airlines, and push-factors, which
drive them away from an airport. While this research concerns airport choice in general,
Watanabe e.a. (2009) analyze the hub choice of air cargo carriers in Asia with applying the
Weber least cost model. They conclude that a hub airport is best situated close to the area
with the highest demand, which in Asia comes down to a site close to Shanghai.
Airports can be looked at as products which have to be attractive: all operations must run
smoothly and prices must be competitive. Nowadays, however, aviation has to deal with trends
which make it more difficult to present the airport as an attractive product. Air transport is
growing globally which implies a larger demand and confronts the airport with its limited
capacity. As any company, an airport has to adopt marketing strategies to gain or hold a
competitive edge. This involves strategies related to the “four P‟s of marketing”: product, price,
promotion and physical distribution. (Tretheway et al., 2010)
Airports compete with each other on two main fields. On the one hand, they compete for
suppliers: every airport wants to attract the right airlines so that attractive destinations can be
offered at good prices. On the other hand, there is competition for potential air passengers and
freight (full freight and belly freight). To remain and/or become competitive, a good mix
between both, the passenger and cargo segments, is important. This is important for the
airport operator itself as well as for the Flemish region.
Goals
The aim of the research is to determine the optimal balance between passenger and freight
activities for Brussels airport and the Flemish regional airports. The present proposal aims at
developing an innovative policy support instrument to complement existing mainstream
analysis in this area of expertise, while taking adequate account of the societal and economic
relevance to Flanders as a whole.
Methodology
Based on literature, the starting point of the analysis will be the listing of possible measures to
strengthen the competitive position of airport. With the help of a simulation tool, it will be
Page 45
possible to decide upon the optimal balance between freight and passenger activities at an
airport, considering the role of all relevant stakeholders (airport authority, carriers,
integrators,…) Each balance represents a scenario which will be investigated.
In order to achieve the research goals, a SWOT analysis (Strengths, Weaknesses,
Opportunities & Threats) will be carried out and a simulation tool will be developed. Hence, the
analysis will include:
-
a SWOT analysis to assess the competitive character of the airports in relation to
foreign airports;
the development of an airport cost function (project evaluation), representing the cost
evolution under several scenarios; what are the effects of a changed balance
between freight and passengers on the competitive position of the airport. This
research will build further on Martín and Voltes-Dorta (2011): “The econometric
estimation of airports‟ cost function”;
a social cost benefit analysis to assess the welfare effects of different scenarios: what
are the effects of a changed balance between freight and passengers on the society
(e.g. change in noise level);
an analysis of how the several stakeholders are affected under the different
scenarios. Also the opposite is valid, the behavior of the different stakeholders can
influence the balance between freight and passengers, which will not necessarily be
the optimal balance (e.g. market power of stakeholders)
The project evaluation as well as the social cost benefit analysis incorporate the assessment
of future flows at an airport. All this will be in close interaction with research about the
competitive position of an airport. The optimal balance between freight and passengers is not
a goal on its own, but will be part of the main objective to increase the competitive position of
Brussels airport and the regional Flemish airports.
The social cost benefit analysis adopts the perspective of group welfare, it converts all effects
of the project into money and it determines the net benefit of the project. In this research,
direct and as well indirect costs have to be taken into account. It is important to take care of
pitfalls such as (for an extensive overview see Nash (2010), Vickerman (2010) and Button
(2010)):
-
double counting of effects;
incomplete coverage of costs and benefits;
uncertainty in the estimation of values (e.g. underestimating the costs and
overestimating the benefits; valuation of external effects);
ceteris paribus hypothesis, stated as: “In particular, cost-benefit analysis is a partial
equilibrium approach that requires stability in sectors not directly linked to the project”
(Button 2010, p. 478-479).
The final aim is to construct a simulation tool that incorporates the effects of the different
scenarios into the social cost benefit analysis.
The research in this track will build further on the experience already developed in the
Department of Transport and Regional Economics, we refer explicitly to:
-
In Critical Issues in Air Transport Economics and Business (edited by Macario and
Van de Voorde), the critical issues facing the airline industry are dealt with. The book
offers material for strategic thinking. The carefully selected papers by Macario and
Van de Voorde offer a thorough and structured analysis of major current
developments in the air transport industry. The book contains contributions about
(among others):
o
“The future air transport sector: a modified market and ownership structure”
(Meersman, Van de Voorde and Vanelslander);
o “Airlines and their focus on cost control and productivity” (Martin and
Roman);
o “World air cargo and merchandise trade” (Kupfer, Meersman, Onghena and
Van de Voorde)
o “Airports of the future: essentials for a renewed business model” (Macario).
PhD in progress about the airport choice of freighter operators;
PhD in progress about the bottlenecks of airports;
PhD in progress about the strategies of integrators.
The workplan will be as follows:
Year 1: Literature review and data collection:
-
literature review of airport competition;
sectoral overview (demand and supply of freight and passenger activities);
Page 46
listing of possible measures to strengthen the competitive position of the airports;
identification of existing data material (flows, costs, prices)
Year 2-Year 3: Building the components of a simulation tool
Year 2: SWOT (Strengths, Weaknesses, Opportunities & Threats) analysis
Year 2: Development of an airport cost function
Year 3: Social cost benefit analysis
Year 4: Finalization of a simulation tool
Output &
policy
relevance
Different balances between passengers and freight will be analyzed. For each balance
(scenario), the effects on an airport (project evaluation) will be assessed, but also the effects
on the Flemish region (social cost benefit analysis).
Expertise &
references
Expertise:

Meersman, H., Pauwels, T., Van de Voorde, E., Vanelslander, T. (2011). How
efficient operations can make an airport more competitive. In E. Cornelis (ed.),
Proceedings of the BIVEC-GIBET Research Day, Zelzate, Belgium, pp. 581-588.

Kupfer, F., Meersman, H., Onghena, E., Van de Voorde, E. (2011). World air cargo
and merchandise trade. In R. Macario, E. Van de Voorde (ed.). Critical issues in air
transport economics and business. London, UK: Routledge, pp. 98-111.

Van de Voorde E., Vanelslander T. (2010). Demand, costs, markets and policy: the
evolution of thought in transport economics. In E. Van de Voorde, T. Vanelslander,
Applied transport economics: a management and policy perspective. Antwerp,
Belgium: De Boeck, pp. 25-40.

Kupfer, F., Lagneaux, F. (2009). Economic importance of air transport and airport
activities in Belgium. Brussels: National Bank of Belgium.

Blauwens, G., de Baere, P., Van de Voorde, E. (2010). Transport economics. 4th ed.
Antwerp, Belgium: De Boeck.

Meersman, H., Van de Voorde, E., Vanelslander, T. (2008). The air transport sector
after 2010. European journal of transport and infrastructure research, 8(2), 71-91.

Meersman, H., Monteiro, F., Pauwels, T., Van de Voorde, E., Vanelslander, T.,
Martin, J.C., Roman, C., Soccoro-Quevedo, P., Voltes-Dorta, A., Jordans, M.,
Ruijgrok, C., Bickel, P. & N. Sieber, (2006). Marginal cost case studies for air and
water transport, Grace: Generalisation of Research on Accounts and Cost Estimation,
Leeds, UK: University of Leeds, pp. 1-56.

Duponselle, D., Meersman, H., Van de Voorde, E., Vanelslander, T. (2005).
Luchtvracht: succesfactor of nevenproduct?. Tijdschrift voor vervoerswetenschap, 41
(2), pp. 17-21.

Meersman, H., Roosens, P., Van de Voorde, E., Witlox, F., Vanelslander, T. (2004).
Optimising strategies in the air transport business: survival of the fittest?. Antwerp,
Belgium: Garant.

Kupfer, F. (2010). The airport choice of cargo operators. Proceedings of the 12th
WCTRS World Conference. Lisbon, Portugal.

Van de Voorde, E. (2004). Mainports en regionale luchthavens in netwerken: wat is
hun functie en hoezo verschillen, project in commission of KPMG and DGG/DGTL.

Van de Voorde, E., Meersman, H. (2005-2006). Onderzoek naar de potentiele
ontwikkelingsmogelijkheden van de luchthaven Oostende op het gebied van het
vrachtvervoer: een stategische studie, project in commission of VIL (Vlaams Instituut
voor de Logistiek) en How-to Advisory nv.
Macário, R. (2011). Airports of the future: essentials for a renewed business model. In
R. Macário, E. Van de Voorde, Critical Issues in Air Transport Economics and
Business, London, UK: Routledge, pp. 133-149.

Page 47

Button, K. (2010). Does the primary problem of applying cost-benefit analysis to
transportation policies lie in the methodology or in the forecasts used? In E. Van de
Voorde, T. Vanelslander, Applied transport economics: a management and policy
perspective. Antwerp, Belgium: De Boeck, pp. 475-493.

Martín, J.C., Voltes-Dorta, A. (2011). The econometric estimation of airports‟ cost
function. Transportation research part B, 45, pp. 112-127.

Vickerman, R. (2010). Myth and reality in the search for the wider benefits of
transport. In E. Van de Voorde, T. Vanelslander, Applied transport economics: a
management and policy perspective. Antwerp, Belgium: De Boeck, pp. 409-428.

Forsyth, P., Gillen, D., Müller, J., Niemeier, H-M. (2010). Airport Competition - The
European Experience. Ashgate Publishing.

Watanabe, D. et al. (2009). Generalized Weber Model for Hub Location of Air Cargo.
The Eighth International Symposium on Operations Research and Its Implications.

ACI Europe (1999). European airports: a competitive industry. Policy paper submitted
by the ACI Europe Policy Committee.

Graham, A. (2010). Airport Strategies to Gain Competitive Advantage. In P. Forsyth,
D. Gillen, J. Müller, H-M. Niemeier (2010). Airport Competition - The European
Experience, Ashgate Publishing, pp. 89-102.

Gardiner, J., Ison, S. (2008). The geography of non-integrated cargo airlines: an
international study. Journal of Transport Geography, 16(1), 55-62.

Tretheway, M., Kincaid, I. (2010). Competition Between Airports: Occurrence and
Strategy, In P. Forsyth, D. Gillen, J. Müller, H-M. Niemeier (2010). Airport
Competition - The European Experience, Ashgate Publishing, pp. 119-136.
Page 48
Number
6
Theme
Airports
Timing
Short term research
Research file
Economic effects and costs of a temporary shutdown of an airport
Problem
definition
Airports are economic nodes, ensuring the economic activity in a region. However, sometimes,
an airport has to be shut down suddenly. Several reasons for a shutdown can occur: weather
circumstances, natural disasters, terrorism, volcano eruptions, strike of ground handlers or air
traffic control,… Those reasons can be divided into different groups, with each various
implications for the airport. In all cases, it is important for the Flemish government to know in
short term what the possible economic, monetary consequences are. Therefore, it can be
useful to have a simulation tool to calculate the economic effects of a temporary shutdown. For
example, a shutdown of an airport affects indirectly also logistics in Flanders.
Objectives
The aim of this research is to quantify the economic effects (direct and indirect) of a
(temporary) shutdown of an airport. This way, an airport authority and a government can
prepare themselves for the case such a shutdown occurs, and will be able to take short notice
measures.
Methodology
1)
2)
3)
An overview will be made of all possible causes that can lead to a (temporary)
shutdown of an airport, for example: weather circumstances, strikes, natural disasters,
terrorism, volcano eruptions, strike of ground handlers. A typology will be set up,
including possible implications for each type of disturbance as well as a set of relevant
stakeholders;
An overview will be made of all possible effects, split into short term effects and long
term effects, based on interviews and literature review:
a. Examples of short term effects are:
i. Effects on logistics companies and transport companies;
ii. Effects on production chains;
iii. Loss of revenues for government (taxes);
iv. Temporary unemployment at the airport;
v. Also “positive” effects can occur, because other activities will
increase (e.g. road transport on long distance).
b. Examples of long term effects are:
i. Unreliability of an airport could lead to a shift of air carriers to
another airport;
ii. Increased security measures.
For each possible effect, an assessment will be made of the possible economic loss.
For this a simulation tool (cost functions) will be set up. Rupp et al. (2003), Balvanyos
et al. (2005) and Richardson et al. (2007) offer a starting point for this analysis with
publications about economic implications and costs of a temporary shutdown.
The work plan will be as follows:
•
Output &
policy
relevance
Months 1-3: Literature review on economic effects and costs of a temporary shutdown
of an airport, leading to a typology and identification of relevant stakeholders and
related costs;
•
Months 4-7: analysis of short term effects and assessment of the economic loss,
including generalization of the results (in the form of cost functions).
•
Months 8-12: analysis of long term effects and assessment of the economic loss,
including generalization of the results (in the form of cost functions).
•
Months 13-15: Integrating short term cost functions and long term cost functions in an
integrated simulation tool.
A manual will be produced with an overview of stakeholders which are directly affected by a
temporary shutdown of an airport. The manual will also lead to policy recommendations, such
as which stakeholders have to be monitored in particular to minimize the effects of a shutdown.
Furthermore, an assessment will be made of the consequent cost effects.
Page 49
Expertise &
references
A manual will be produced with an overview of stakeholders which are directly affected by a
temporary shutdown of an airport. The manual will also lead to policy recommendations, such
as which stakeholders have to be monitored in particular to minimize the effects of a shutdown.
Furthermore, an assessment will be made of the consequent cost effects.
Own expertise:

Kupfer, F., Meersman, H., Onghena, E., Van de Voorde, E. (2011). World air cargo and
merchandise trade. In R. Macário, E. Van de Voorde, Critical Issues in Air Transport
Economics and Business. London, UK: Routledge, pp. 98-111.

Van de Voorde, E., Vanelslander, T. (2010). Demand, costs, markets and policy: the
evolution of thought in transport economics. In E. Van de Voorde, T. Vanelslander,
Applied transport economics: a management and policy perspective. Antwerp, Belgium:
De Boeck, pp. 25-40.

Dewulf, W., Van de Voorde, E., Vanelslander, T. (2009). Assessing the features, key
drivers and current trends in the air freight industry and their impact on the regional
supply chain. Conference proceedings of Metrans 2009. Long Beach, USA, CD-ROM.

Kupfer, F., Lagneaux, F. (2009). Economic importance of air transport and airport
activities in Belgium. Brussels: National Bank of Belgium.

Blauwens, G., de Baere, P., Van de Voorde, E. (2010). Transport economics. 4th ed.
Antwerp, Belgium: De Boeck.

Meersman, H., Van de Voorde, E. (2008). The relationship between economic activity
and freight transport. In M.E. Ben-Akiva, H. Meersman, E. Van de Voorde, Recent
developments in transport modelling: lessons for the freight sector, Bingley: Emerald, pp.
69-92.

Meersman, H., Monteiro, F., Pauwels, T., Van de Voorde, E., Vanelslander, T., Martin,
J.C., Roman, C., Soccoro-Quevedo, P., Voltes-Dorta, A., Jordans, M., Ruijgrok, C.,
Bickel, P. and N. Sieber, (2006). Marginal cost case studies for air and water transport,
Grace: Generalisation of Research on Accounts and Cost Estimation, Leeds, UK:
University of Leeds, pp. 1-56.

Duponselle, D.; Meersman, H.; Van de Voorde, E.; Lalou, E.; Radelet, I.; Stas, E.; Van
Breedam, A.; Rome, F. and B. Meert (2005). Het belang van Brussels Airport als logistiek
platform. Antwerp, Belgium: Vlaams Instituut voor de Logistiek.

Birtchnell, T., Büscher, M. (2011). Stranded: An Eruption of Disruption. Mobilities, 6(1),
1-9.

Rupp, N. G., Holmes, G. M. and J. DeSimone (2003). Airline schedule recovery after
th
airport closures: empirical evidence since September 11 . Working paper 9744, National
Bureau of Economic Research.

Richardson, H.W., Gordon, P., Moore, J. E. (2007). The economic costs and
consequences of terrorism. Cheltenham, U.K.: Elgar.

Balvanyos, T., Lave, L.B. (2005). The economic implications of terrorist attack on
commercial aviation in the USA, draft CREATE Report.

Chang, S. E., Ericson, D., Pearce, L. (2003). Airport closures in natural and humaninduce disasters: business vulnerability and planning. Office of critical infrastructure
protection and emergency preparedness, Government of Canada
Page 50
Number
7
Theme
Airports
Timing
Short term research
Research file
Rail transport of air cargo as alternative to road transport: Brussels Airport as
case study
Problem
definition
The strong increase in transport during the last years lead to an increase in the
external effects of road transport (for example congestion). To tackle those problems,
Flanders will introduce road pricing in the region. It is expected that the introduction of
road pricing will lead to lower external costs, but might also have an effect on the
competitive position of Flanders. When we look at air transport, it has to be monitored
that also the competitive position of transport in Flanders as well as the competitive
position of the airports will improve. Road pricing has an influence on the competitive
position of Brussels Airport as the cargo is transported by road to and from the
airport.
This project examines how the competitive position of Brussels Airport can be
maintained and special attention will be given to rail cargo transport (pre and post
haulage). Despite the fact that rail transport and Brussels Airport are federal affairs,
this project is also important for Flanders. After all, rail transport is an important mode
when considering sustainable hinterland transport and the airport is generating
important direct and indirect effects for Flanders.
Objectives
Research has already been carried out about high speed trains by Needham (2009),
Conway (2003), Troche (2005) and Liege Carex (2011). However, the emphasis of
this research is the use of classical freight instead of high speed trains, as those are
less capital intensive in the beginning phase.
The objective of this research is first of all whether rail freight transport can be an
acceptable alternative for freight transport by road in the context of air cargo.
Furthermore, it is also studied to which extent rail freight transport can offer a
competitive advantage to Brussels Airport, by which the catchment area will be
determined.
A research question that can be formulated is whether the introduction of a rail
connection for rail transport of air freight initiates a modal shift?
Methodology
1) As a starting point for the analysis of the direct effects it is necessary to know
the current inbound and outbound flows. For this purpose, different parties
who have quantitative data about this topic at their disposal, will be
contacted, for example Brussels Airport, major forwarders and the main
shippers/receivers of the goods. A part of the analysis is to define the
catchment area.
2) An overview will be made of the success stories and failures today and in the
past of rail transport of air freight. For each success story of failure, the
reasons behind it will be analyzed. Furthermore, it will be analyzed if the
success cases can be applied to Brussels Airport or whether lessons can be
drawn from the failures.
3) An overview will be made of freight categories that have to be considered for
the combined rail-air transport.
4) All relevant parties from the logistic chain (both current and potential users
and providers) will be asked for information about the possibilities of rail
transport for air freight:
a. Carriers
b. Shippers
c. Freight Forwarders
d. Rail operators
e. Infrastructure managers
The interviews aim to find out how the market of transport of air freight by rail
can be stimulated. The interviews include both a quantitative as a qualitative
analysis.
Page 51
5) The infrastructure investments necessary to be able to provide the transport
of air freight by rail will be determined.
6) Finally, a case study will be carried out. The case study will look at the
additional cost in the supply chain when introducing rail transport of air
freight. The case study will be analyzed from the view of the forwarder. This
case study will lead to an answer of how rail transport of air cargo
can play a role in the logistic chain organized by the freight forwarder.
The work plan will be a follows





Output &
policy
relevance
Expertise &
references
Months 28-29: Overview of current inbound and outbound flows, literature
review on existing examples;
Months 30-34: Analysis of freight categories that have to be considered in the
study, preparation of interviews
Months 35-37: Interview of relevant parties
Months 38-420: Determination of investments
Months 43-474: Case study of logistic chain (view of freight forwarder)
Month 48: Policy recommendations

As output of this research some policy recommendations will be formulated in the domain of
rail transport of air freight as alternative to road transport
Own expertise:


Meersman, H., Pauwels, T., Van de Voorde, E. en T. Vanelslander (2008),
Havenconcurrentie en hinterlandverbindingen; met toepassing op de IJzeren Rijn en de
Betuweroute, paper Tijdschrift Vervoerswetenschap.
TUC-Rail:
Uitvoeren
van
een
project
omtrent
“Tweede
spoorontsluiting
goederenvervoer Haven van Antwerpen” (in samenwerking met Arcadis).






Page, P. (2003). Selling Cargo. Air Cargo World, 93(1), 44-49.
Needham, P. (2009). Mixed prospects for express cargo trains in Europe. ITA Consulting
GmbH.
Conway, P. (2003). Airports at the Station. Air Cargo World, 93(11), 42-47.
Donkersloot, A. (2011). Air-Rail freight concepts from an Airport perspective. Antwerp Rail
School 2011.
Troche, G. (2005). High-speed rail freight. Sub-report in efficient train systems for freight
transport.
Liege Carex (2011). Euro Carex Cargo Rail Express. Antwerp Rail School 2011.
Page 52
Integration of logistics’ chains
It is observed that, despite all policy initiatives that were taken at higher level (European, national, regional, etc.),
road transport keeps on dominating the modal land scene: in 2009, road transport accounted for 83.4% of all
38
tonne-kilometres in Flanders, against 7% for rail and 9.5% for inland navigation (Meersman et al., 2011) . This
percentage is even on a slight increase as compared to 10 years before. This situation inevitably implies that big
negative social (accidents, etc.) and environmental (emissions, noise, etc.) impacts are incurred, next to the
benefits of course that transport brings. But more importantly, it probably masks inefficiencies in the chain: the
fact that none of the so-called „alternative modes‟ reaches high market shares, means either that these modes are
not competitive enough, are not well enough integrated in supply chains, or are the victim of a policy which gives
insufficient or wrong incentives. Such incentives could be subsidies or pricing. It can for instance be observed that
the direct subsidies which are currently given to both inland navigation and rail transport in Belgium, do lead to
severe competition between those modes, and not to a substantial mode shift away from road transport. It can be
39
highly questioned whether this is socially desirable (Sips, 2010) . Pricing is another issue: it might be much more
transparent and fair to apply similar pricing rules to all land modes of transport, taking into account external
effects which show up. Work on shedding light on the involved external costs and the impact of their
40
internalisation was done in the 2007-2011 edition of the Research Centre (see Grosso et al., 2011) . The new
edition of the Research Centre should go a good step further, now that the impact of internalisation on mode
choice is known.
Lately, in its 2011 White Paper, the European Commission announced drastic measures in an attempt to finally
reach a significant mode shift. The most relevant measures for freight include:
30% of road freight over 300 km should shift to other modes such as rail or waterborne transport by
2030, and more than 50% by 2050.
A fully functional and EU-wide multimodal TEN-T „core network‟ by 2030, with a high quality and capacity
network by 2050 and a corresponding set of information services.
By 2050, ensure that all core seaports are sufficiently connected to the rail freight and, where possible,
inland waterway system.
41
(European Commission, 2011)
-
The research tracks under this theme will cover both organizational and capacity aspects, in line with the
European Commission‟s priorities, focusing on aspects which have till now insufficiently been investigated. In the
long-run research track, the Research Centre will deal with an infrastructure issue, namely introducing inland
transfer terminals, both for rail and inland navigation, assessing where best to implement those. Economic,
welfare as well as environmental issues are involved. On the one hand, a greening of logistics chains is intended.
On the other hand, if not functioning in an economically competitive way, nobody will use the intermodal
combination. And of course: location of transfer points may lead to local increases in traffic and problems. In the
short-run track there is an expansion of the existing model towards pallet transport.. Again, a combination of
economic, social and environmental issues are to be considered. Finally, the last short-run track will deal with
quantifying land chain cost functions, which at the same time will allow getting grip on the scope of logistics. The
latter should be the basis for governments to improve the incentives they give, indicating where things are going
wrong at current.
Furthermore, in its White paper, the European Commission also addressed passenger transport. Below are the
most important targets raised by the European Commission (2011).
By 2050, complete a European high-speed rail network. Triple the length of the existing high-speed rail
network by 2030 and maintain a dense railway network in all Member States. By 2050 the majority of
medium-distance passenger transport should go by rail.
By 2050, connect all core network airports to the rail network, preferably high-speed.
It should be noted that this paper, in view of the relative sizes of the problems, passenger transport issues will not
42
be addressed. Some European research projects, like for instance HERMES , do deal with this.
-
There are some other challenges that the track research will directly or indirectly need to address. First of all, the
competitive field is no longer limited to some neighbouring regions. This is all the more true as the land transport
means are further developing and compose alternatives for the maritime transport mode. Furthermore,
competition nearly always also covers entire logistics chains, where ports and the maritime section are only
elements, although elements that can make the difference between adoption and rejection of a particular chain. In
38
Meersman, H., Van de Voorde, E., Vanelslander, T. & Verberght, E. (2010). Indicatorenboek duurzaam
goederenvervoer Vlaanderen 2009, Antwerpen: Steunpunt Goederenstromen, 111 p.
39
Sips, J. (2010). Spoor en binnenvaart: twee maten van steun, één gewicht?, Universiteit Antwerpen,
Departement Transport en Ruimtelijke Economie.
40
Grosso, M., Meersman, H., Sys, C., Van de Voorde, E. & Vanelslander, T. (2011). A tool of chain cost analysis,
including external costs , Research Centre Commodity Flows (forthcoming).
41
European Commission (2011°. WHITE PAPER 2011 - Roadmap to a Single European Transport Area.
Towards a competitive and resource efficient transport system. Brussels: European Commission.
42
High Efficient and Reliable arrangeMEnts for CroSsmodal Transport, http://193.136.139.52/joomla/hermes
Page 53
those chains, different actors are present. Those actors, their decision-making patterns and supply structures will
need to be clarified.
All these developments have turned upside down the traditional view of mode competition. To this evolution, it
adds that the type of decisions to be taken is no longer comparable to the past. Generally speaking, public
budgets are shrinking, and there is strong competition with other consuming budget items, which, very often,
feature less resistance among the public than port investments. The latter are often told these days to be very
space-consuming, and bad in terms of environmental effects. In this frame, for regions and sectors that want to
grow in logistics, there is an immediate need to go and get financial means elsewhere, for instance in cooperation with the private sector. This is a new task for authorities, that will also get due attention in this research
track, throughout
Next to that, other responsibilities have imposed themselves the latest years to a number of public authorities.
Where traditionally, the private sector was in charge of hinterland road operations, a national railway company
took care of rail connections and the inland shipping companies performed inland waterway transport, a need for
co-ordination and port-driven control has emerged. In line with privatization, it was observed that ports, terminals
and shipping companies all tend to take financial or operational stakes in port hinterland activities. For instance,
ports try to stimulate a better spread of road traffic, so as to optimize the even utilization of gate and terminal
capacity. In rail, new shunting yards are developed jointly with operators, and specific block and shuttle services
are set up. With respect to inland navigation, it is considered how its share in terminal hinterland mode split can
be improved, and how the product that inland navigation offers can be made more attractive for port users, if only
for reasons of introducing all available capacity in all modes, so as to be able to cope with strongly growing freight
traffic. This evolution will need to be considered in the research, and will impact on operators‟ roles and cost
functions.
Page 54
Number
8
Theme
Integration of logistics chains
Timing
Long term research
Research file
Location/evaluation tool for intermodal transport policy analysis
Problem
description
Intermodal transport, defined by ECMT (2003) as the combination of at least two modes of
transport in a single transport chain, without a change of the loading unit for the goods, with
most of the route travelled by rail, inland waterways or an ocean-going vessel, and with the
shortest possible final journey by road, is growing in importance. In recent years, many new
intermodal terminals have been built in Flanders. Intermodal transport can help to improve
seaport accessibility, reduce congestion and lower the environmental footprint of transport.
Goals
The aim of this research is to analyze what the Flemish Government can do to further stimulate
intermodal transport. A policy oriented tool which enables to simulate and analyze policy
measures will be developed. Different scenarios will be investigated. The location of new
intermodal terminals needs to be analyzed. Both the optimal location of terminals as well as
bottom-up initiatives will be looked at. Hub- and spoke systems and other types of bundling
systems for container inland shipping will be investigated. Various subsidy schemes, the
internalization of external costs, and the evolution of important cost elements will be
researched as well. Also for other unit loadings, especially pallet loadings, the potential for
modal shift will be investigated. The complementarity between rail and inland waterway
transport needs to be analyzed in more detail and a coordinated policy will be proposed.
Methodology
In order to achieve the research goals, the Location Analysis Model for Belgian Intermodal
Terminals (LAMBIT) will be further developed and used for analysis. LAMBIT, which was
developed at the VUB (Macharis, 2000), is a geographic information system (GIS)-based
location analysis model, which enables making ex-ante and ex-post analysis of policy
measures. LAMBIT enables the visualization of the market areas of the different terminals and
allows simulation of different price measures. The model is based on the current market prices
and the volumes that are transported by road.
The current model is scaled to the Belgian intermodal network. In order to be able to use the
model for the above research goals, following actions must be taken to further enhance the
LAMBIT model:
- other modal choice variables need to be integrated in the model. Currently, only the market
price is taken into account. This might be the most important modal choice variable, but it is not
the only one. Other variables such as the transport time, frequency, reliability, etc need to be
incorporated into the model. For some variables, this can be done by using the value that
shippers and logistic service providers attribute to these variables. This makes it possible to
work with a generalized cost. An alternative approach is to view the choice for a transport
mode as a multi-criteria analysis. Both approaches will be tested. To gather the underlying
data, a discrete choice experiment will be carried out, where shippers and logistic service
providers will be confronted with the choice between different trajectories, in order to derive the
importance of the different variables.
- also data on congestion needs to be incorporated. If transport time is included as a variable,
than delays due to congestion will start to play an important role, most certainly for containers
that are transported to and from the port of Antwerp by road. The Flemish Traffic Centre
(Vlaams Verkeerscentrum) has detailed data on congestion occurring on Flemish roads. This
data will be incorporated in the model.
- a module to determine the optimal location for a new terminal. LAMBIT works on the basis of
the current terminals and can also investigate new projects. It is however currently not able to
determine where in Flanders new interesting locations exist taking into account road traffic
volumes. A location analysis model in the form of a discrete mathematical program will be
formulated and implemented. The optimal solution will propose locations with the highest
potential traffic volumes. Using a sensitivity analysis on the parameters in the location analysis
model (demand, distance,..) will enable to put the impact of the location decisions into
perspective.
- transferia: next to the implantation of intermodal terminals there have been initiatives in the
last 5 years to start up container transfer points (so-called transferia). These transferia provide
a sort of hub function. In LAMBIT only shuttle services between the port of Antwerp and the
various inland terminals are currently taken into account. The transferia and related initiatives
will be incorporated into the model and cost functions will be adapted accordingly.
- external cost module: in order to be able to indicate what impact a shift to intermodal
transport will have on the level of external costs, an external cost module will be developed.
Page 55
Besides congestion (see above) also other external cost categories (especially air pollution,
climate change) will be included. VUB MOSI-T research group has already worked out some
specific cases for an external cost module such as for the port of Brussels (van Lier and
Macharis, 2008)) and for a shipper (in casu Nike).
Output &
policy
relevance
Expertise &
references
Different policy measures to stimulate intermodal transport will be analyzed, such as the
granting of subsidies, the internalization of external costs, the implantation of new intermodal
terminals or transferia, the possibility for cooperation between terminals, the enlargement of
capacity, the reduction of waiting times in the ports and the competition with eco-trucks. The
Flemish government will obtain policy suggestions to further stimulate intermodal transport in
Flanders on a well-founded and coherent basis.
The team of Prof. Cathy Macharis has an international reputation in the field of intermodal
transport. Her expertise has been asked at several policy levels but also by the industry.
Several books and papers have been published on the subject:





















Macharis, C., Pekin, E., Caris, A. & Jourquin, B. (2008). A Decision Support System for
Intermodal Transport policy, Brussels, VUBPRess.
Vrenken, H., Macharis, C. & Wolters, P. (2005). Intermodal Transport in Europe, Brussels,
European Intermodal Association..
Macharis, C. & Verbeke, A. (2004). Intermodaal binnenvaartvervoer. Economische en
strategische aspecten van het intermodaal vervoer in Vlaanderen. Antwerpen, Garant.
Macharis, C. &Verbeke, A. (1999). Intermodaal vervoer. Economische en strategische
aspecten van het intermodaal vervoer in Vlaanderen. Leuven, Garant.
Macharis, C.; Pekin, E. & van Lier, T. (2010). A decision analysis framework for intermodal
transport. Evaluating different policy measures to stimulate the market. In: Givoni, M., and
Banister, D. (Eds.): Integrated transport. From policy to practice, London, Routledge, 223239.
Caris, A., Janssens, G. K. & Macharis, C. (2009). Modelling Complex Intermodal Freight
Flows, In: Understanding Complex Systems: From System Complexity to Emergent
Properties, Heidelberg, Springer Berlin., p291-300.
Kreutzberger, E., Macharis, C. & Woxenius, J. (2006). Intermodal versus unimodal road
freight transport - a review of comparisons of the external costs in Jourquin, B., Rietveld P.
and Westin, L. (Eds.), Towards better Performing Transport Systems, Taylor and Francis.
London, 17-42.
Macharis, C.(2004). The optimal location of an intermodal bargeterminal. In Beuthe, M.,
Himanen, V., Reggiani, A., and Zamparini, L. (Eds.): Transport Developments and
Innovations in an Evolving World, Springer-Verlag, 211-234.
Macharis, C. & Van Mierlo, J. (2010). Intermodaal vervoer: milieuvriendelijker ook in de
toekomst? Een terugblik en vooruitblik na 4 jaar. Tijdschrift Vervoerswetenschap,
Jubileumnummer, 50 jaar Vervoerswetenschap, 46(3), 134-135.
Macharis, C., Caris, A., Jourquin, B. & Pekin, E. (2010). A decision support framework for
intermodal barge transport policy. submitted for publication in Transport Research Part A.
Caris, A., Macharis, C. & Janssens, G. (2010). Corridor network design in hinterland
transportation systems. Accepted for publication in Flexible Services and Manufacturing.
Macharis, C., Van Hoeck, E., Pekin, E. & van Lier, T. (2010). A decision analysis
framework for intermodal transport: Comparing fuel price increases and the internalisation
of external costs. Transportation Research Part A, 44(7), 550-561.
Macharis, C. & Pekin, E. (2009). Assessing policy measures for the stimulation of
intermodal transport: a GIS-based policy analysis. Transport Geography. 17(6), 500-508.
Caris, A., Janssen, G.K. & Macharis, C. (2011).”Network Analysis of Container Barge
Transport in the Port of Antwerp by means of Simulation. Journal of Transport Geography.
19, 125–133.
Macharis, C. & Van Mierlo, J. (2006). Intermodaal vervoer: Milieuvriendelijker ook in de
toekomst?. Tijdschrift Vervoerswetenschap. 42(1), 8-11.
Van Ham., H. & Macharis, C. (2006). Evaluatie van het intermodaal vervoersbeleid:
Ervaringen uit België en Nederland. Tijdschrift Vervoerswetenschap, 42(3), 10-19.
Macharis, C. 1 Verbeke, A. (1999). Een multicriteria-analyse methode voor de evaluatie
van intermodale terminals. Tijdschrift Vervoerswetenschap, 4, 321-339.
Bontekoning, Y.M., Macharis, C. & Trip, J.J. (2004). Is a new applied transportation
research field emerging? – A review of intermodal rail-truck freight transport literature.
Transportation Research Part A, 38(1) 1-34.
Macharis, C. & Bontekoning, Y. (2003). Opportunities for OR in intermodal freight transport
research: a review. European Journal of Operational Research, 153(2), 400-416.
Macharis, C. & Verbeke, A. (2001). Het bepalen van het trafiekpotentieel van intermodale
terminalprojecten: drie benaderingen. Economisch en Sociaal Tijdschrift. 2, 349-374.
Macharis, C. & Verbeke, A. (2001). Het intermodale transportsysteem vergeleken met het
unimodale wegvervoer. Tijdschrift voor Economie en Management, XLVI, 39-64.
Page 56



Verbeke, F., Macharis, C. & Cornillie, I. (2007). De derde golf binnen de binnenvaart:
palletvervoer succesvol getest in de praktijk Vervoerslogistieke Werkdagen. Grobbendonk,
376-389.
Cornillie, I., Macharis, C. & Vannieuwenhuyse, B. (2006). Een verdere stap in de
intermodaliteit: kunnen ook pallets vervoerd worden via watergebonden distributiecentra?.
Vervoerslogistieke Werkdagen. Grobbendonk, 489-502.
van Lier, T. & Macharis, C. (2010). Transport of goods to and from the centre of Brussels:
using the port to improve sustainability, in: Macharis, C., and Melo, S. (Eds.) (2010).
Multiple views on City Distribution: a state of the art, Edward Elgar Publishing (to appear).
Page 57
Number
9
Theme
Integration of logistics chains
Timing
Short term research
Research file
Problem
definition
- In Flanders 70 million pallets are transported by road on a yearly basis. There are possibilities
to transport pallets by using inland waterway transport, by building a number of waterbound
distribution centres (VUB-VIL feasibility study, 2004). Currently there is no clear picture of the
pallet streams and the potential implantation of these regional waterbound distribution centres
(RWDC). By using a comparable model as the LAMBIT model, but developed specifically for
pallets, this sector can be analyzed and the possibilities can be investigated.
Objectives
The objective of this research is to analyze the possibilities of the inland waterways for pallet
transport in Flanders
Methodology
A comparable model as the LAMBIT model, will be developed specifically for pallets. On the
basis of the traffic flows of pallets, the optimal locations of the RWDV will be determined. The
feasibility of the concept will be tested on the basis of the existing data.
Output &
policy
relevance
The topic is very relevant. As said there is a huge potential for modal shift for pallets in
Flanders. In the building sector there is a clear willingness at the moment to take first steps in
this direction. Several pilots have been executed to test the possibilities in terms of techniques
and to get insight in the cost structure. In a second phase also the fast moving consumer
goods sector can be interested. What is however lacking at the moment is a model that shows
the possibilities of a larger concept with several RWDC‟s in Flanders.
Expertise &
references
The team of Prof. Cathy Macharis has an international reputation in the field of intermodal
transport. Pallets can be also seen as a loading unit and the market at stake is comparable.
She has also executed the feasibility on pallets on the inland waterways in Flanders in 2006.
Several books and papers have been published on the subject:













Macharis, C., 2008, “Pallets on the inland Waterways: a river regional distribution
concept”, BESTUFFS II, CAMET, Namur, 23th May.
Cornillie, I.; C. Macharis en B. Vannieuwenhuyse, 2006, “Een verdere stap in de
intermodaliteit: kunnen ook pallets vervoerd worden via watergebonden
distributiecentra?”, Vervoerslogistieke Werkdagen, Grobbendonk, 23 en 24 november
2006, Deel II, pp. 489-502.
Verbeke, F., Macharis, C. en I. Cornillie, 2007, “De derde golf binnen de binnenvaart:
palletvervoer succesvol getest in de praktijk”, Grobbendonk, België, pp.376-389.
Macharis, C., Pekin, E., Caris, A. & Jourquin, B. (2008). A Decision Support System for
Intermodal Transport policy. VUBPRess, Brussels.
Vrenken, H., Macharis, C. & Wolters, P. (2005). Intermodal Transport in Europe,
European Intermodal Association, Brussels.
Macharis, C. & Verbeke, A. (2004). Intermodaal binnenvaartvervoer. Economische en
strategische aspecten van het intermodaal vervoer in Vlaanderen, Garant, Antwerpen.
Macharis, C. & Verbeke, A. (1999). Intermodaal vervoer. Economische en strategische
aspecten van het intermodaal vervoer in Vlaanderen, Garant, Leuven, p. 211.
Macharis, C., Pekin, E. & Van Lier, T. (2010). A decision analysis framework for
intermodal transport. Evaluating different policy measures to stimulate the market. In M.
Givoni & D. Banister (2010). Integrated transport. From policy to practice. Routledge:
London, pp. 223-239.
Caris, A., Janssens, G. K. & Macharis, C. Modelling Complex Intermodal Freight Flow. In
Understanding Complex Systems: From System Complexity to Emergent Properties,
p291-300, Springer Berlin / Heidelberg 2009.
Kreutzberger, E., Macharis, C. & Woxenius, J. (2006). Intermodal versus unimodal road
freight transport - a review of comparisons of the external costs. In B. Jourquin, P.
Rietveld & L. Westin (Eds.), Towards better Performing Transport Systems, Taylor and
Francis. London, pp. 17-42.
Macharis, C. (2004). The optimal location of an intermodal barge terminal. In M. Beuthe,
V. Himanen, A. Reggiani & L. Zamparini (Eds.), Transport Developments and
Innovations in an Evolving World. Springer-Verlag, pp. 211-234.
Macharis, C. & Van Mierlo, J. (2010). Intermodaal vervoer: milieuvriendelijker ook in de
toekomst? Een terugblik en vooruitblik na 4 jaar. Tijdschrift Vervoerswetenschap,
Jubileumnummer, 50 jaar Vervoerswetenschap, jg. 46, No. 3, pp. 134-135.
Macharis, C., Caris, A., Jourquin, B. & Pekin, E. (2010). A decision support framework
Page 58












for intermodal barge transport policy, submitted for publication in Transport Research
Part A.
Caris, A., Macharis, C. & Janssens, G. (2010). Corridor network design in hinterland
transportation systems, accepted for publication in Flexible Services and Manufacturing.
Macharis, C., Van Hoeck, E., Pekin, E. & Van Lier, T. (2010). A decision analysis
framework for intermodal transport: Comparing fuel price increases and the
internalisation of external costs. Transportation Research Part A, Volume 44, Issue 7,
August 2010, Pages 550-561.
Macharis, C. & Pekin, E. (2009). Assessing policy measures for the stimulation of
intermodal transport: a GIS-based policy analysis, Transport Geography, Vol 17(6) pp
500-508.
Caris, A., Janssen, G.K. & Macharis, C. (2011). Network Analysis of Container Barge
Transport in the Port of Antwerp by means of Simulation. Journal of Transport
Geography, vol. 19, pp. 125–133.
Macharis, C. & Van Mierlo, J. (2006). Intermodaal vervoer: Milieuvriendelijker ook in de
toekomst?. Tijdschrift Vervoerswetenschap, 42e jaar, nr. 1, pp. 8-11.
Van Ham, H. & Macharis, C. (2006). Evaluatie van het intermodaal vervoersbeleid:
Ervaringen uit België en Nederland. Tijdschrift Vervoerswetenschap, jg. 42, nr. 3, pp. 1019.
Macharis, C. & Verbeke, A. (1999). Een multicriteria-analyse methode voor de evaluatie
van intermodale terminals. Tijdschrift Vervoerswetenschap, nr. 4, pp. 321-339.
Bontekoning, Y.M., Macharis, C. & TRIP, J.J. (2004). Is a new applied transportation
research field emerging? – A review of intermodal rail-truck freight transport literature.
Transportation Research Part A, Vol 38/1 pp 1-34.
Macharis, C. & Bontekoning, Y. (2003). Opportunities for OR in intermodal freight
transport research: a review. European Journal of Operational Research, Volume 153,
Issue 2, 1 March 2003, Pages 400-416.
Macharis, C. & Verbeke, A. (2001). Het bepalen van het trafiekpotentieel van
intermodale terminalprojecten: drie benaderingen. Economisch en Sociaal Tijdschrift, nr.
2, pp. 349-374.
Macharis, C. & Verbeke, A. (2001). Het intermodale transportsysteem vergeleken met
het unimodale wegvervoer. Tijdschrift voor Economie en Management, Vol. XLVI, pp.
39-64.
Van Lier, T. & Macharis, C. (2010). Transport of goods to and from the centre of
Brussels: using the port to improve sustainability. In C. Macharis & S. Melo (Eds.)
(2010). Multiple views on City Distribution: a state of the art. Edward Elgar Publishing (to
appear).
Page 59
Number
10
Theme
Integration of logistics’ chains
Timing
Short term research
Research file
Analyzing and quantifying land transport chains
Problem
definition
The economic literature tells us that demand for a certain commodity or service depends on its
price, the price of alternative commodities or services, the price of the production factors, the
state of technology, and the objectives of the producer. This is also the case in the transport
sector. Economic research into transport explores the price, the time cost and the conditions of
service at which the transport sector offers its services (Blauwens, De Baere and Van de
Voorde, 2008). Winston (1985) asserts quite rightly that “research on transportation supply has
been primarily concerned with estimating firms‟ cost functions”, for academic as well as
transport policy-related reasons.
Cost functions would also be estimated with a view to comparing the costs associated with
different modes, within the context of the competitive struggle for potential clients. Furthermore,
they were used to gain insight into productivity growth in the transport industries, including for
the purpose of evaluating economic performance.
From a transport policy point of view, the underlying motivation was that cost functions can
provide useful indications not only for regulators, including in respect of pricing, but also for
managers, in the context of budget preparation and controls. Initially, much of the research
focused on the specification of the output variable. In freight transport, for example, the most
commonly applied physical output indicators are tonnes transported and freight-tonnes
performed. Freight transport is, however, not a homogenous product, so that, inevitably, one
requires an acceptable manner of aggregation for what are essentially quite heterogeneous
units.
Even in seemingly similar circumstances though, the use of a single output measure can
create problems. Spady and Friedlaender (1978) pointed out that the output specification
needed to be adapted to the extent that characteristics were included that related to quality of
output.
In the recent literature, studies on industrial organisations are often based on estimations of
production functions or, even more so, on dual cost functions. The purpose is to measure key
indicators of production technology, such as scale effects (due to company size, scope of
production, or output density – particularly in the case of companies operating a spatial
network, such as railway companies). After all, these are crucially important in determining
industrial and regulatory policy. In this context, Oum and Zhang (1991) repeatedly stressed the
importance of accurately measuring such key indicators of the cost structure.
Till present, such analysis on taking logistics chains rather than individual modes at the heart of
the analysis has not yet happened.
Objectives
The research in this short-run track is to get insight into the decision-making pattern, based on
cost functions, within land-based logistics chains.
Methodology
Broadly, a similar methodology as the one applied in the long-run research track of this theme
can be applied and developed, this time for purely land-based transport.
TC = h.H + d.D + Z
Where
TC = total costs
h = time coefficient
d = distance coefficient
H = time factor (in hours)
D = distance factor (in miles or kilometres)
Z = other costs
The supply chain is made up of various subsections, players and processes. Consequently,
decision-making unfolds at different levels and involves different parties. This can give rise to
conflicts of interest. After all, the price charged by one party to another represents a cost to the
latter and will inevitably have an impact on its operating result.
An overview of the principal players within the supply chain and their assumed objectives is to
be drafted. A shipper and/or owner of goods will, with or without mediation of a forwarder,
Page 60
compare different available logistics options. The choice for a particular supply chain shall be
based on who offers the lowest generalised cost, i.e. a cost that takes into account not only
out-of-pocket expenses (such as the rates charged by EDC‟s, inland terminal operators, land
transport modes) but also of time costs and costs associated with reliability and risk. In setting
its prices, and in determining its driving routes and frequencies, a road transport company may
be led by the objective of profit maximisation. Due account will be taken of the cost level,
including the prices charged by other players.
In order to gain insight into the behaviour of the various players who codetermine the selection
of a port, modelling and quantification are required at different levels of analysis. The
framework provided by the basic model above remains valid. The System Dynamics approach
used in the long-run track will also be of use here.
The timing of this track will look as follows:
Output
policy
relevance
&
Expertise
references
&
-
Months 13 till 14: analysis of the types of chains and actors, and generating a typology
Months 15 till 24: quantification of cost structures of selected chains, including all actors
Months 25 till 27: generating chain performance indicators
With this analysis, it will be possible to get a handle on all relevant tradeoffs between the
transport and logistics players involved, at all possible levels of the land supply chain. It also
offers the opportunity to analyze how potential actions affect cost. Furthermore, it allows
gaining insight into the cost of logistics chains, which till now was only available per mode of
transport. Furthermore, it allows delineating logistics as an activity, also in the analysis of
supply functions and in indicating the performance and importance of the sector.
Own expertise:


Blauwens, G., De Baere, P. & Van de Voorde , E.(2008). Transport Economics (third
edition), De Boeck Publishers, Antwerp, 519 p.
Van de Voorde, E. & Vanelslander, T.(2010). Demand, costs, markets and policy: the
evolution of thought in transport economics. Applied Transport Economics: a
Management and Policy Perspective, De Boeck, Antwerp.



Oum, T.H. & Y. Zhang (1991). Utilisation of Quasi-Fixed Inputs and Estimation of Cost
Functions. An Application to Airline Costs. Journal of Transport Economics and
Policy, 25, p. 121-134.
Spady, R. & Friedlaender, A. (1978). Hedonic Cost Functions for the Regulated
Trucking Industry. Bell Journal of Economics, 9, p. 154-179.
Winston, C. (1985). Conceptual Developments in the Economics of Transportation:
An Interpretive Survey. Journal of Economic Literature, 23, p. 57-94
Page 61
City logistics and urban freight logistics
Logistics are undergoing constant and increasingly rapid changes: when assessing the sector, ecological as well
as sustainability issues are more and more taken into account. Firstly, the awareness of the need for sustainable
innovative concepts for urban distribution, for example to deal with urban distribution externalities, is growing.
Secondly, attention is paid more and more to one of the most important yet problematic parts of the supply chain:
the “last mile”. In most cases, the last-mile part is the least efficient part of the supply chain due to the high degree
of “empty running”: it accounts, depending on several characteristics, for 13% up to 75% of the total supply chain
costs. The last mile is “ICT-sensitive” and, as a result, a lot of capital investments need to be made also to bridge
the last mile satisfactorily. Furthermore, basically the high degree of “not-at-home deliveries” implies extra (high)
costs. (Gevaers et al., 2011)
In this track, innovative concepts for urban distribution and “the last mile”, that have significant positive impacts on
logistics performance looking to economics as well as to the environment, will be identified and tested for
application. Those concepts can be technical as well as process-related. The “problematic nature” of urban
43
distribution and the last mile, can be discerned all over (Gevaers et al., 2011) . Furthermore, the different
typologies to classify the different last mile delivery methods are clear. The focus in this research theme will be on
the business-to-consumer (B2C) market. When assessing the B2C market, several innovative best practices can
be mentioned, for example the introduction of collection points.
Furthermore, the aforementioned problems of the last mile will be used to analyze the last mile in an attempt to
list and apply the significant characteristics, which can have important effects on efficiency and costs when
implementing innovations. The term “characteristics” needs to be interpreted in the last-mile context as “a
distinguishing feature that can have important effects on the efficiency and cost structure of the lastmile part of the
supply chain”. An overall assessment will be made focusing on the concepts and characteristics which have the
highest merit for being analyzed more in further research in detail.
It has to be analysed whether proposed solutions can be part of a broader logistics network, where transport from
one part of the city to another part is a relatively small section. In terms of distance, this first- and last mile stretch
is representing a smaller share of the mileage logistics companies are doing, but it is not necessarily negligible as
in terms of costs this first- and last mile is significantly important. Logistics networks are operating on a national,
European and in most cases on a worldwide scale. So, there is clearly an economic dimension to be taken into
account in the research.
As vans are polluting urban areas and furthermore losing an enormous amount of time and money in congested
areas, the issue of the last mile is gaining importance. Definitely therefore, there is also an environmental
dimension. As such, a shared incentive for privately operating companies and governments (at a national and
certainly at local level) can be seen to stimulate alternative transport concepts, ideas of city depots, the use of
inland waterways to deliver in city centres, electrically-powered vehicles, shifting to night transport etc. are getting
increasing attention. Local governments want to decrease the number of vans and trucks running around in city
44
45
centres (Maes, Vanelslander, 2009 ; D-Via advisory committee meetings, 2010 ).
A number of influencing factors are worthwhile mentioning. We are thinking of congestion on the roads, the city as
a natural place for conflicts of interests and, related to that, the viability of urban areas. City logistics is a case of
conflicts of interests. Inhabitants have other needs and interests than commuters and inner-city companies,
retailers or offices. Urban logistics is influenced by five different variables: environmental, functional, economic,
urban and social characteristics. City centres need to be dynamic and need to cope with a changing retail model,
and a changing logistics environment. Actors need to co-operate to make a city a liveable environment. The
46
transport company, the shipper and the local inhabitants are involved (Peignard, 2007) . It is the second shortrun city logistics track that will deal with this issue.
43
Gevaers, R., Van de Voorde, E. & Vanelslander, T. (2011). Innovations in Last-mile logistics: the relations with green
logistics, reverse logistics and waste logistics, paper to be presented at METRANS Conference 2011.
44
Maes, J. & Vanelslander, T. (2009). The use of rail transport as part of the supply chain in an urban logistics context,
Conference proceedings of Metrans, Long Beach, USA.
45
D-Via advisory committee meetings
46
Peignard, K., (2007). Ça gaze entre Monoprix et la SNCF, CCI Du Loiret, Retreived from http://logistique.loiret.cci.fr.
Page 62
Number
11
Theme
City logistics and urban freight distribution
Timing
Long term research
Research file
Changing strategies of suppliers and demand patterns
Problem
definition
The problems concerning the delivery and logistics of goods in cities are increasing for the
B2B and B2C services (usually vans), as well as for the retail industry (trucks and city trailers),
for construction logistics (heavy trucks and other rolling stock), for the hotel and catering
industry (all materials), as for the waste collectors (garbage trucks and containers). This issue
generates both social, ecological and economic costs, which have large impact on the
liveability (quality of life) of cities.
Academic research focusing on innovative technologies and processes can be one of the
solutions to solve some of the urban distribution problems. In the following paragraphs, a
number of urban distribution problems will be discussed briefly. They were identified as main
problem areas during the research conducted in the 2007-2011 version of the Research
Centre. Each of them will be included in the research that will be conducted in this track.
First, within the courier industry (B2B and B2C), there is a clear problem within the last mile.
Gevaers et al (2009) define the last mile as “the last link between the depot and the last
person who receives the goods (the receiver directly, or through a cluster point, or at the
receivers working location, etc.)”. It is also possible to speak about the first mile, where it refers
to the distance the logistics service provider has to travel/drive to pick up the shipments at the
shippers‟ place/location. Congestion reduces the reliability of a supply chain and the deliveries
and implies that the courier services put into service more and more vans to preserve an
acceptable reliability, in many cases with a lower load factor. As a result, emissions are
increasing and more importantly, the cost per stop (internal and external, so private and public
cost) increases. The B2B market has to deal often with a lack of parking spaces /
transshipment areas in front of office buildings, which induces that a courier will often park his
van at places where it is certainly not appropriate. When looking at the consumer market
(B2C), there is a significant problem with deliveries between 9am and 5pm, due to the socalled “not at home deliveries”. This is when the courier rings at the door of a receiver and no
one is present to receive/accept the parcel/goods. This implies that often a second delivery
attempt needs to be undertaken. Usually, no extra cost is charged to the receiver for such
second attempt, so these marginal costs are beared by on the one hand the courier company
and on the other hand by the community (extra emissions, etc.). Gevaers et al. (2009) state
that, due to the very specific needs of the last mile, this part of the chain is by far the most
expensive part of the logistics chain. The last mile is responsible for sometimes up to 75% of
the total logistics cost. This high cost is therefore also often associated with a poor score on
sustainability criteria. Possible solutions include the use of bike couriers, stimulating the use of
collection points in order to avoid not at home deliveries, introducing rules for a minimal
number of parking spaces in front of new office buildings in cities, etc.
Secondly, the logistics of small retail shops in cities can be characterized by a large number of
delivery locations with very limited cargo. (for instance only one product or package per
address per day per courier). This makes that many vehicle movements are generated by
vans and city trailers (often with a low load factor or almost empty). The creation of an urban
distribution centre, the clustering of cargo and the use of bike couriers are examples of
possible solutions. It should however be emphasized that these solutions are stand-alone
ones. Only an integral approach can obtain satisfying results compared to a stand-alone
approach. Furthermore, often some urban concepts will need grants/subsidies for
implementation (which also can be considered as a social cost).
Thirdly, wholesalers/big retailers and suppliers of building equipment/materials use in cities
merely heavy trucks, which we define as vehicles +7.5 tons. In this area, there are important
issues to observe. When those trucks drive fully into urban areas, they are very efficient from a
logistics point of view. However, in practice less than full trucks drive into cities, causing some
important inefficiencies such as rising emissions and vehicle movements, compared to full
truck operations. In several cases, the inefficient loading of (heavy) trucks is stimulated/caused
by policy measures: some streets or city zones are partly banning (heavy) vehicles (for
instance by time windows and environmental zones). A morning rush in these streets and
zones can be the result, resulting in severe congestion, unsafe situations and stress in the
logistics chain. Sometimes even weight restrictions apply to some zones. These restrictions, in
combination with time windows, can furthermore cause a significant increase of vehicle
movements in cities (De Koster & Quak, 2008). Deliveries with large trucks in cities during offpeak hours with silent equipment, as is currently the case within the PIEK project, can be a
solution. This is an example of an approach that has positive effects on both the community,
Page 63
the environment and the financial performance of the logistics service provider/retailer.
Construction sites in cities situated along waterways could possibly be supplied by barge, so
that only the last stretch from the barge terminal to the construction site needs to be done by
road transport.
Fourth issue is the logistics concerning restaurants, bars, hotels, catering etc. Due to the
specific type of goods (for instance fresh products, bottles, cans, etc.) and the limited storage
surfaces of bars and restaurants, these are almost supplied daily, often by many different
suppliers. Another fact is that the hotel and catering industry has not only significant forward
streams, but also many reverse flows, like for example the collection of empty crates, barrels
and laundry. An example of an innovative concept for supplying catering and hotel industry is
the beer boat, in service in the Dutch city of Utrecht for supplying bars and restaurants by
small inner city rivers.
A fifth issue worth researching, is the fact that waste collectors in cities often face aggressive
reactions from car drivers due to their low average speed during collection trips. This happens
in particular when operating in peak hours in severely congested city centers. Possible
solutions are waste collection during off-peak hours or clustering waste in so called "sorting
streets".
The aforementioned problems have fueled public awareness of policy makers about problems
concerning urban distribution. This has led to a change in the policies of different authorities
(national, regional and local) or will occur. Many European (local) governments are trying or
will try to implement policies to prevent negative impacts of freight transport in the city. In many
cases, these policies are creatively handled. Hence, delivery and emission limitations are
introduced in the city legislation and alternative delivery methods/concepts are encouraged.
But many of these measures increase the cost of the logistics supplier or shipper (and thus
also often of the consumer) significantly. It is also possible that some public initiatives will or
can cause a high social cost.
As a result, actions are undertaken by different actors having a stake in urban logistics :
operators, shippers and mainly local governments. So, another trend in solving urban logistics
inefficiencies the increasing number of public-private initiatives. An example is the use of
urban consolidation centres (UCC‟s) (see above in the paragraph about retail), where logistics
companies, shippers, etc. cluster their cargo in a depot of a specialized logistics cluster
organization. This organization combines the partial loads to obtain full truck loads so that
effective and efficient deliveries can be assured in cities. Often, these depots use electric or
hybrid vehicles for the city deliveries. (Brown et al, 2005; Maes, Vanelslander, 2009, through
focus group D-via, 2010; Verlinde, 2011)
In the future, an efficiently coordinated uniform regional policy with respect for local authorities
will be one of the keys to many urban distribution problems. Governments will not be obliged to
support all innovations highlighted above, but will need to foresee a fair level playing field
where all innovations can grow to standard practices.
Several policies may at first sight generate a positive local impact on the environment for
example. However, at regional or national level, the implementation can have very negative
socio-economic impacts. The academic research can support and feed a uniform regional
policy at the level of Flanders, taking into account influences on planet, profit and people.
Goals
There are a number of core objectives that will need to be fulfilled from a scientific point of
view. These objectives are the following ones:
1.
2.
3.
4.
5.
Mapping and monitoring problems and opportunities in urban distribution.
To indicate possible solutions and alternatives and to rank several opportunities for the
aforementioned problems in academic papers, policy papers and notes.
Expanding the already large number of know-how based research networks about urban
distribution in which the Department of TPR (UA) and/or VUB. Is involved.
Organizing a two-yearly Flemish expert meeting about urban distribution, involving all
important actors, which will serve both as an idea generator and as a network opportunity
for Flemish urban distribution experts.
As an on-going process, the academic research results should support and feed
information needs for the building of a general framework for urban distribution in
Flanders. The research about urban distribution at the Research Center should lead to a
recognition of the Flemish know-how about city distribution in the worldwide academic
world.
Page 64
Methodology
The continuous monitoring of developments in industry and research is an already previous
mentioned important source of information. This involves desk research, field research, the
participation in international academic and business conferences and by supportying the
initiation of pilot testing.
Desk research will be based on academic and business literature. For a descent Field
research process, contacts and partnerships with all stakeholders are an important source of
information.
Examples of field research tools for data collection (depending on the nature of the required
information) are:
Expert meetings with:







Retailers
Shippers
Wholesalers
Waste logistics companies
Local authorities
Regional authorities
Etc.
Survey methods:




On-line
Depth Interviews
Discrete choice
Etc.
In addition, Best practices from domestic and abroad are also very important sources of
information (both field and desk research).
Furthermore, accurate statistical models can help to the processing of the collected
information and data and can also help in a second step to support the ranking of policy
choices by making use of simulations. From a modelling point of view, urban distribution
research (which is still a young and relatively small research branch within the academic
research about logistics and supply chains) relies in most cases on case based simulations
and cost models (ad hoc base). Some models take only internal costs (usually from a private
point of view), while other models also take into account the more academic and social correct
external costs.
Examples of simulation and cost models in academic literature are (not exhaustive – see list
below):




The cost model of Prof.. Dr. Jose Holguin Verras, which is developed to simulate the
difference in cost between deliveries at night compared to standard deliveries during
the day.
The cost model of Koster & Quak simulates costs and environmental impacts of time
windows/constraints (imposed by cities) on the logistics of retail chains. They use
principles of the earlier experimental design. They used data from a variety of
retailers and limited their simulations on the data of a standard week (no promotion
days and no summer days).
The "Urban Goods Movement Model" of Kornhauser & Moris is built to predict how,
when, where and what type of goods do entering a city. This model is specifically
tested for Manhattan in New York.
Boyer, Prud'Homme & Chung have built their own cost model to simulate the optimal
population density (urban) for delivery within a B2C market (courier services). They
use cost data from a number of courier service companies.
When the information gathered and possible modelling and simulation results show that the
introduction of a particular method or concept of urban logistics would be very useful, this can
be tested using a pilot study. Through a pilot study, where all stakeholders are brought
together, a useful concept can be tested on a small scale in Flanders and / or in specific cities
or within specific sectors, using the results and data generated by the academic research
process. An example of a pilot study launched in response to findings of the Research Centre
of Commodity Flows (2007-2011) is the PIEK project (with Delhaize, Colruyt, VVSG, Comeos
and 9 Flemish cities)
Page 65
To conclude, the methodology for the academic research on urban distribution can be
summarized in the following key words/steps:
1.
Output &
policy
relevance
Identifying problems and opportunities by means of desk research, field research,
international conferences, expert meetings
2. Identifying best practices
3. Modelling, simulating and validating results (based on the captured data)
4. Ranking of results and outcomes
5. If positive (simulation) outcomes: testing in pilot test/study
The urban distribution researchers of the Research Center commit themselves to fulfill as
output he following deliverables:





Publishing of relevant academic articles and policy papers on feasibility of urban
concepts in a Flemish context
Supporting the initiation of pilot tests when the outcomes/results of the research are
positive and when the Flemish Government and the related Cabinet does back up a
pilot test for the specific concept/method
Furthermore, is the establishment of an annual "Round Table Governments (local
and regional) and Logistics” (distribution logistics, express services, catering, waste
logistics, construction, logistics, etc.), a permanent source of information for the
researchers and it supports the idea of involving stakeholders in the research.
As an "on-going process" a "uniform policy package for urban distribution in
Flanders" (under the umbrella of Flanders Logistics) will be designed with attention
and respect for the autonomy of the cities.
Organizing an international conference on sustainable urban distribution is a final
policy-relevant output foreseen in the planning. This is also important to emphasize
the involvement of Flanders and the Flemish academic world into this research
theme.
The proposed timeline will be:






Expertise &
references
Y1: Mainly desk research (new and continuous work based on the former Research
Center) and literature review (also listing of opportunities)
Y2: Field research, listing and rating best practices
Y3: How does urban logistics fits into a logistics framework from a companies‟ point of
view and from a publics‟ point of view?
Y3: Listing statistical models for urban distribution and testing urban concepts with the
highest merit of opportunity
Y4: Selection of highest ranked opportunities and how to fit them in an urban policy
framework
Y5: Drafting of a total framework for urban distribution with an overview of the best
opportunities
Own expertise and references:






Gevaers, R., Van de Voorde, E. & Vanelslander, T (2009). Assessing characteristics of
innovative concepts in last-mile logistics and urban distribution. Conference proceedings
of Metrans 2009, Long Beach, USA - Long Beach, p. CD-ROM.
Gevaers, R., Van de Voorde, E. & Vanelslander, T (2009).- Innovations in last-mile
logistics: the relations with green logistics, reverse logistics and waste logistics.
Conference proceedings of International Symposium on Logistics 2009, Istanbul,Turkey S.l.
Gevaers, R., Van de Voorde, E. & Vanelslander, T (2009). Technical and process
innovations in green logistics: opportunities, barriers and best practices by using case
studies. Proceedings of the BIVEC-GIBET Transport Research Day / Macharis, C. [edit.]
- ISBN 978-90-5487-580-2 - Brussels, VUB Press, p. 227-243.
Gevaers, R., Maes, J., Van de Voorde, E., Vanelslander, T. & Vergauwen B. (2009)
Capaciteitsbenutting in goederenvervoer: onderzoeksrapport. Steunpunt
Goederenstromen, Antwerpen: UA, 115 p.
Gevaers, R., Van de Voorde, E. & Vanelslander, T (2010). Characteristics and typology
of last-mile logistics from an innovation perspective in an urban context, 12th World
Conference on Transport Research, Lisbon, 11-15/7/2010 - Lisbon,
Gevaers, R., Van de Voorde, E. & Vanelslander, T (2010). Aanzet om te komen tot een
Flanders logistics' Roadmap groene logistiek, Antwerpen: UA, Steunpunt
Goederenstromen, 2010.- 80 p.
Page 66




Gevaers, R., Van de Voorde, E. & Vanelslander, T (2010). Overzicht en evolutie
kansrijke procesinnovaties in logistiek voor de Vlaamse context, Antwerpen: Steunpunt
Goederenstromen, 2010.- 52 p.
Gevaers, R., Van de Voorde, E. & Vanelslander, T (2010). Assessing characteristics of
reverse and waste logistics from an innovation point of view, European Transport
Conference 2010 proceedings, Glasgow, UK.
Maes J. & Vanelslander T. (2010). The use of rail transport as part of the supply chain in
an urban logistics context. 12th World Conference on Transport Research, Lisbon, 1115/7/2010 – Lisbon.
Maes J. & Vanelslander T. (2011).The use of bicycle messengers in the supply chain?
Concepts further revises. Proceedings of the 7th International Conference on City
Logistics, 8/6/2011, Mallorca Island, Spain - Mallorca Island, 2011
External references about modelling and simulations:
The following list is an inventory of a number of academic papers where both statistical,
econometric and simulation models are developed which can support both public sector and
private sector policy choices. This list is not exhaustive (based on research Centre Commodity
Flows (2007-2011) and U.S. DOT Freight Model Improvement Program.):

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

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






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City of Edmonton (2003). Edmonton Regional Commodity Flow Study, Project Report.
Edmonton AB, Canada.
Boyer, K.K., Prud‟homme, A.M. & Chung, W. (2009). The last-mile challenge: evaluating
the effects of customer density and delivery window patterns. Journal of Business
Logistics, Vol. 30, (n°1 2009), pp.185-201.
Conrad, R.G. & Figliozzi, M.A. (2010). Algorithms to Quantify Impact of Congestion on
Time-Dependent Real-World Urban Freight Distribution Networks, Transport Research
Record, TRB of the National Academies, Washington DC.
D'Este, G. (2000). Urban freight movement modelling, Chapter 33. In D.A., Hensher & K.
Button. (Eds.), Handbook of Transportation Modelling. Pergamon.
De Koster, M. & Quak, H. (2008). Delivering Goods in Urban Areas: How to Deal with
Urban Policy Restrictions and the Environment. Transportation Science, Informs
Fischer, M., Ang-Olson, J. & La, A. (2000). External urban truck trips based on commodity
flows. Transportation Research Record 1707: 73–80.
Holguin-Veras, J., Thorson, E. & Ozbay, K. (2004). Preliminary results of experimental
economics application to urban goods modelling research. Transportation Research
Record 1873: 9–16.
Holquin-Veras, J. & Thorson, E. (2001). Modelling commercial vehicle empty trips with a
first order trip chain model. Transportation Research 37B: 129–148.
Hunt, J.D., Stefan, K.J., Brownlee, A.T., McMillan, J.D.P., Farhan, A., Tsang, K., Atkins,
D.M. & Ishani, M. (2004). A commercial movement modelling strategy for Alberta's major
cities. Proceedings of the 2004 Annual Conference of the Transportation Association of
Canada, Quebec City, Quebec.
Kay, M.J., Kornhauser, A.L. & Morris A.G., (1998). Getting the goods delivered in dense
urban areas, a snapshot of the last link of the supply chain. 78th Annual Meeting of the
Transportation Research Board, Washington D.C.
Kornhauser, A.L. & Morris, A.G., (2003). Urban Goods Movement Model (UGMM) for
Manhattan Princeton University.
List, G. F. & Turnquist, M.A. (1994). Estimating truck travel patterns in urban areas.
Transportation Research Record 1420: 1–9.
List G.F. & Turnquist, M.A. (1996). A GIS-Based Approach for Estimating Truck Flow
Patterns in Urban Setting. Journal of Advanced Transportation 29: 281–298.
List, G.F., Konieczny, L.A., Durnford, C.L. & Papayanoulis, V. (2001). A best practice truck
flow estimation model for the New York City Region. Paper #02-4128, Transportation
Research Board 2002 Annual Meetings CD-ROM. Washington D.C.
Macharis, C., De Witte, A., Festraets, T., Ampe, J. (2007). The multi-actor, multi-criteria
analysis methodology (MAMCA) for the evaluation of transport projects : theory and
practice, submitted for the Journal of Advanced Transportation
Ogden, K.W. (1978). The distribution of truck trips and commodity flows in urban areas: a
gravity model. Transportation Research 12: 131–137.
Ogden, K.W. (1992). Urban Goods Movement. Ashgate. ISBN 1-85742-029-2.
Ruiter, E. R. (1992). Development of an urban truck travel model for the Phoenix
Metropolitan Area. Report to the Arizona Department of Transportation. FHWA-A292-314.
Southworth, F. (1982). An urban goods movement model: framework and some results.
Papers of The Regional Science Association 50: 165–184.
Page 67
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Southworth, F. (1982). Logistic demand models for urban goods movements, Goods
Movements in Urban Areas, Urban Mass Transportation Administration. UMTA-NY-060087-82-2: pp 189–204.
Southworth, F. Lee, Y.J., Griffin, C. & Zavattero, D. (1983). Strategic motor freight
planning for Chicago in the Year 2000. Transportation Research Record 920: 45–48.
Southworth, F. Lee, Y.J. & Zavattero, D. (1986). A systems model of primary truck route
designation and terminals clustering. Transportation Research 20A: 351–360.
Taniguchi, E. & Thompson, R.G. (2002). Modelling city logistics. Transportation Research
Record 1790: 45–51.
Umta (1982). Goods Movements in Urban Areas, Urban Mass Transportation
Administration. UMTA-NY-06-0087-82-2. US Department of Transportation, Washington
D.C. 20590..
Page 68
Number
12
Theme
Timing
Long term research
Research file
Evaluation framework for city distribution measures
Problem
definition
The activity of urban goods distribution plays an important role in the sustainable development of
cities. It helps to support urban lifestyles, to serve and retain industrial and trading activities and
contributes to the competitiveness of industry in the concerned region (Anderson et al, 2005).
Despite the relevant role of this activity, goods distribution also conflicts with other urban
functions and thus, generates negative (economic, environmental and social) impacts on the
economic power, accessibility, quality of life and on the attractiveness of urban areas. The most
common examples that occur at the three dimensions of sustainability are: air pollution
(environmental sustainability), fatalities, noise disturbance, local traffic safety (social
sustainability), journey unreliability and delivery delays (economic sustainability). Furthermore,
goods traffic decreases the accessibility of passenger‟s transport in urban areas and the
efficiency of the urban goods distribution process itself can be affected by congestion, in this
way also impacting the mobility of the area. Just giving some quantitative examples, freight
traffic operated by heavy goods vehicles contributes to approximately 30 per cent of transportrelated energy consumption, which accounts for about 20 per cent of all energy consumption in
advanced economies (OECD, 2003) and goods movements in urban areas represent between
20 to 30% of vehicle kilometers (Dablanc, 2007)– so there is no doubt that dealing with logistics
and freight distribution is imperative.
Despite the critical significance of logistics and freight distribution, neither urban studies nor
transport research paid any particular attention to this subject until recently. Spatial studies still
lack a considerable understanding of logistics organization and freight distribution, which
particularly applies to the role that cities and urban development play in this respect (Hesse and
Rodrigue, 2004). In turn, the relationships between logistics and spatial or urban development
are usually neglected by industry stakeholders.
Under such context and even being aware of the negative side of urban goods distribution, to
some extent cities had tried to live with those problems. Each city has tried to find and
implement its own solution to the respective problem, resulting in initiatives that were usually
less than optimal from a societal, environmental or an economic point of view. However, society
is now becoming more demanding than it was in the past and cities are facing a difficult
challenge that has to be met without further delay. Cities want to maintain and promote their
sustainability, mobility and quality of life, while ensuring that urban goods distribution systems
efficiently serve their needs. To win this challenge, cities mainly have to face the difficult task of
promoting urban goods distribution systems that are environmental friendly and at the same time
efficient enough to satisfy both society and distribution companies. Secondly, cities need to
overcome the lack of awareness and knowledge about urban goods distribution among
governments and city planners, which results in policy making mainly from the passenger
transport perspective, without adequate consideration of goods movement actors and its
complex characteristics (Melo, 2010).
Various measures and initiatives have been aimed at improving goods distribution performance
and reducing the environmental and socio-economic negative effects of urban freight transport.
These include zero-emission zones, restrictions on vehicle dimensions and design, time
windows for deliveries, consolidation strategies, use of city distribution centers, use of electric
cars, use of freight trams, mobility management and night distribution. Results and experiences
have however shown that unintended side-effects might occur when implementing many of
these actions. As an example, certainly the investments in urban freight consolidation centres
have been a failure in many cities (Zunder and Ibanez, 2004; Marcucci and Danielis, 2008). This
is partly due to the fact that not all stakeholders were taken into account when pre-assessing the
actions and due to difficulties in operating together with such different perspectives. Moreover,
there is a lack of evaluation and systematic assessment of the effects of different measures,
which may lead to the promotion and implementation of unsuitable solutions to the local context.
In urban distribution several actors are involved: the receivers of the goods, the transport
companies, sometimes a city distribution center manager, the citizens and the government.
Failing to take the aims and goals of these different stakeholders into account, leads to problems
in the implementation phase. A measure might seem a good action seen from the city council
side, but if the receivers or the logistic service providers are not supporting it (or if the measure
does not reflect their interests), it will turn out that is very difficult to get it implemented. It is
therefore necessary to design new measures overcoming the shortcomings of previously
developed measures and to take the aims and goals of the stakeholders explicitly into account.
Page 69
Goals
The aim of this work package is to design and test an evaluation framework for city distribution
measures. This evaluation framework will help and guide cities to come to more sustainable city
distribution practices.
Methodology
A multi actor, multi criteria analysis model will be developed. The Multi actor, multi criteria
analysis (MAMCA) methodology was developed by Macharis (2000, 2004) and allows to
incorporate several actors within the decision process. Their aims and objectives are being
integrated in the evaluation model. For city distribution, different measures are possible. The
appropriate fit of measures with specific city contexts depends on the city characteristics and on
the aims and objectives of the different actors that are concerned. A generic framework will be
developed that allows selecting the most interesting measure for that specific city. An impact
analysis will be performed on each of the measures based on the objectives of the stakeholders.
The framework be tested on one large city (Antwerp for example) and one smaller one
(Vilvoorde for example).
Output &
policy
relevance
Different outputs will be provided by this workpackage:

Overview of different policy measures for city distribution

Insights in the main stakeholders

A generic evaluation framework for sustainable city distribution

Two concrete cases worked out with policy recommendation for implementation
strategies.
The VUB-MOSI-T has a long expertise in socio-economic evaluation tools. They developed the
MAMCA methodology. In the field of city distribution several projects were executed in the past
and we are currently involved in the European project Straightsol, which brings all European
expertise on city distribution together. The use of electric vehicles in the logistic chain is also a
main research interested of MOSI-T being part of the research group MOBI, incorporating the
Flemish experts on electric vehicles, and so necessary technological expertise can also be
brought in.
Expertise &
references

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Macharis, C. & Melo, S. (Eds.) (2011) Multiple views on City Distribution: a state of the art,
Edward Elgar Publishing, in press.
Macharis, C., Van Hoeck, E., Verlinde, S., Debauche, W. & Witlox, F. (2010). Multi-Actor
Multi-Criteria Analysis: A case study on night time delivery for urban distribution. in:
Macharis, C., and Melo, S. (Eds.) (2011). Multiple views on City Distribution: a state of the
art, Edward Elgar Publishing (to appear).
Macharis, C. (2007). Multi-criteria Analysis as a Tool to Include Stakeholders in Project
Evaluation: The MAMCA Method”, in Haezendonck, E. (Ed.) (2007). Transport Project
Evaluation. Extending the Social Cost–Benefit Approach. Edward Elgar, Cheltenham, 115131.
Macharis, C., Stevens, A., De Brucker, K. & Verbeke, A. (2006). A Multi-Criteria Approach
to the Strategic Assessment of Advanced Driver Assistance Systems: in Jourquin, B.,
Rietveld P., and Westin, L. (Eds.) Towards better Performing Transport Systems,
London,Taylor and Francis, 348-373.
Macharis, C., Lebeau, K., Turcksin, L. & Januarius, B. (2011). Multi Actor Multi Criteria
Analysis (MAMCA) as a tool to support sustainable decisions: state of use. Submitted for
acceptance in Decision Support Systems.
Turcksin, L., Macharis C., Lebeau K., Boureima F., Van Mierlo J., Bram S., De Ruyck J.,
Mertens L., Jossart J.-M., Gorissen L. & Pelkmans L., (2010). A multi-actor multi-criteria
analysis to assess the stakeholder support for different biofuel options: the case of
Belgium. Journal of Transport Energy. 39, 200-214.
Macharis, C., De Witte, A. & Turcksin, L. (2010). The multi-actor multi-criteria analysis
(MAMCA): Application in the Flemish long term decision making process on mobility and
logistics. Transport Policy. 17, 303-311.
De Brucker, K., Macharis, C. & Verbeke, A. (2010). Multi-criteria analysis in transport
project evaluation: an institutional approach. European Transport. 47, 3-24.
Macharis, C., De Witte, A. & Ampe, J. (2009). The multi-actor, multi-criteria analysis
methodology (MAMCA) for the evaluation of transport projects: theory and practice.
Journal of Advanced Transportation. 43(2), 183-202.
Macharis, C. (2004). The importance of stakeholder analysis in freight transport : The
MAMCA methodology. European Transport \ Transporti Europei, 25/26, 114-126.
Verlinde, S., Macharis, C., van Lier, T. & Witlox, F. (2011). Which stakeholders benefit
from rescheduling more freight deliveries to the off-peak hours? Results of a pilot study in
the retail industry. BIVEC Transport Research Day Proceedings, 85-96.
Verlinde, S., Macharis, C. & Witlox, F. (2010). Stedelijke goederenstromen meer en beter
bundelen zonder een stedelijk distributiecentrum. Vervoerslogistieke werkdagen 2010.
Antwerp. 333-352.
van Lier, T. & Macharis, C. (2010). Transport of goods to and from the centre of Brussels:
Page 70
using the port to improve sustainability. in: Macharis, C., and. Melo, S. (Eds.) (2010).
Multiple views on City Distribution: a state of the art, Edward Elgar Publishing (to appear).
Page 71
Number
13
Theme
Timing
Short term research
Research file
Livability in the city
Problem
definition
As road transport is polluting urban areas and losing an enormous amount of time and money
in congested areas, the issue of the last mile is gaining importance. As such, a shared
incentive for privately operating companies and governments (at a national and certainly at
local level) can be seen to stimulate alternative transport concepts: concepts like city depots,
the use of inland waterways to deliver in city centres, electrically-powered vehicles, shifting to
night transport etc. are getting increasing attention. Local governments want to decrease the
number of vans and trucks running around in city centres (Maes and Vanelslander, 2010b).
Liveability is not only linked to transport activities, but the latter will be the scope of the
research. Different irritations grew, from the logistics side, as well as from the side of other
stakeholders.
First, in historical city centres, characterizing Flemish cities, road congestion is increasing.
According to Vrind (2009), Belgian roads are severely congested. The Flemish traffic centre
estimates lost hours a year to be between 9 and 10 million. The total cost accounts to 250
million euro. In Brussels, 8,9% of the hours on the road are lost hours due to traffic congestion.
In Antwerp, this is estimated at 4,5%, in contrast to the 1,1% for the rest of Flanders.
Second, we are thinking of the city as a natural place for conflicts of interests. Both issues
influence the viability of urban areas. City logistics as such is a case of conflicts of interests.
Inhabitants have other needs and interests than commuters and inner-city companies, retailers
or offices. Inhabitants are on one moment willing to buy commodities but tend to forget when
standing in a traffic jam that shops need to be supplied in order to make that possible.
Peignard (2007) stated that city logistics is influenced by five different variables: environmental,
functional, economic, urban and social characteristics. City centres need to be dynamic and
need to cope with a changing retail model and a changing logistics environment. Actors need
to co-operate to make a city a liveable environment. The transport company, the shipper and
the local inhabitants are involved. (Peignard, 2007)
Actions were already set up. Local governments are responsible for limitations for instance
concerning noise pollution and emissions. Equally, infrastructure was adapted to increased
bicycle use. Other issues are developing. This way, during the last decade, Low Emission
Zones were an interesting solution for decreasing road transport emissions. Nowadays, when
road transport is gradually getting more sustainable, the issues of noise and vehicle
movements get increasing attention. Furthermore, cities can try to increase bundling of freight
flows. Other policies recently try to organize concepts where freight vehicles stop at the
outskirts of the city to load goods on to environmentally less damaging vehicles (UCC‟s).
These can combine freight flows and do their milk round in the city. Ideas on how to integrate
bike couriers in the logistics network and transport over water were already looked at during
the 2007-2011 version of the Research Centre. (Maes, Vanelslander, 2011; Verlinde at al.,
2011, Browne, et al., 2005).
The big change in urban logistics is expected when electric vehicles will be mass-marketed.
This future development proves that research is necessary to determine the turning point of the
cost-benefit ratio for these vehicles (internal and external costs taken into account). The
livability of cities will go up when fully loaded zero-emitting trucks operate in the city. US
researchers (Feng, Figliozzi, 2011) were already trying to calculate the point where the use of
electric trucks will be viable for companies. As US companies face different taxation burdens
on fuel and vehicle ownership, a translation to the Flemish context is necessary. By doing that,
the research can try to score impacts on all stakeholders involved (commuters, bicycle users,
operators, city, retailers, receivers, shippers, etc.). A MAMCA methodology can be applied to
this research topic. (Macharis, et al., 2007).
City centers need to be dynamic with respect for open spaces and need to cope with retail and
logistics. The circle actually starts at the consumer. Consumers these days, especially in
vibrant international cities, have a different way of consuming. As a consequence of this,
smaller in-city shops becoming more popular. E-commerce is the source of new logistics
problems, as the number of trucks and small vans entering city centers increases drastically.
(Peignard, 2007)
Nevertheless, livability of cities is difficult to quote. One solution are the reputable annual
surveys of living conditions like the Mercer Quality of Living Survey and The Economist's
World's Most Liveable Cities. Brussels was the only Belgian city on the list. In
Page 72
th
2010, Vienna was ranked first, Zurich 2nd followed by Geneva. Brussels was ranked 15 , still
acceptable. But for underlying factors of the overall ranking, like the Eco-City ranking
(including: water availability, water drinkability, waste removal, sewage, air pollution and traffic
congestion) Brussels is on place 41. Efforts are necessary. Other Belgian cities are not ranked,
comparing is difficult. (Mercer, 2010)
The framework where all activities in the city are taking place should be examined. All actors
have different expectations. Straightforward measures are implemented, but are regularly only
focusing on satisfying all parties except transporters. The research should concentrate on
different stakeholders influencing the liveability of the city being the road infrastructure
manager, receivers, shippers, transporters and the cities developing the framework in which
goods are transported. A balance should be retained, and that is why research in this field is
necessary.
Objectives
There are a number of core objectives that will need to be put forward. These objectives are
the following ones:
1.
Mapping and monitoring problems and opportunities in liveability issues of cities,
related to urban distribution. This objective finds parallels with existing expertise of the
2007-2011 version of the Research Centre.
2. Indicating possible solutions to tackle liveability scoring problems in.
3. Researching how liveability of city centers could be increased by not only tackling
transport companies, among others with best practices from academic and policy
papers.
The research results should give an idea to administrations, authorities and governments why
(not) to support certain developments.
Methodology
The methodology for the academic research on liveability effects of urban distribution can be
summarized in the following key words/steps:
1.
2.
3.
4.
5.
6.
Meeting with experts in the field (retailers, shippers, wholesalers, waste logistics
companies, transport companies, local authorities, regional authorities, clean vehicle
operators; experts from platforms to which Department members take part:
TransportNet, Nectar, WCTR Sig9)
Identifying best practices, domestic and from abroad
Choosing actions in close relation with the stakeholders involved
Ranking of results and outcomes (impact on liveability of the city)
Formulating policy conclusions for decision makers
The continuous monitoring of developments in industry and research in this field was already
part of the work of the 2007-2011 Research Centre. (Gevaers, Van de Voorde, Vanelslander,
2010; Maes, Vanelslander, 2010b) This went through desk research, field research,
participating to international academic and business conferences and supporting the initiation
of pilot testing. Existing and close contacts and partnerships with all relevant stakeholders are
an important advantage.
The proposed timeline will be:
Months 1 - 2: Mainly desk research (new and continuous work based on the former
Research Center) and literature review (also listing of opportunities)

Month 3 - 6: Field research, listing and rating best practices

Months 4: How does urban logistics fit into a logistics framework from a companies‟
point of view and from a publics‟ point of view?

Months 5 - 6: Listing statistical models for urban distribution and testing urban
concepts with the highest merit of opportunity

Month 7: Selection of highest ranked opportunities and how to fit them in an urban
policy framework

Month 8: Making up of a total framework for urban distribution with an overview of the
best opportunities
The urban distribution researchers of the Research Centre commit themselves to submitting
as output he following deliverables:

Output &
policy
relevance


Publishing of relevant academic articles and policy papers on liveability issues related to
urban freight transport in a Flemish context
Publishing a scientific and a policy document on specific cases selected. The impact of
Page 73
Expertise &
references
such innovation on different stakeholders is researched. The conclusions will be published
to the public.
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Gevaers, R., Van de Voorde E., Vanelslander, T., (2009). Innovations in last-mile
Conference proceedings of International Symposium on Logistics 2009, Istanbul, Turkey.
Gevaers, R., Van de Voorde E., Vanelslander, T., (2009). Technical and process
studies, Proceedings of the BIVEC-GIBET Transport Research Day / Macharis, C. [edit.]
- ISBN 978-90-5487-580-2, Brussels, VUB Press, 227-243.
Gevaers, R., Maes, J., Van de Voorde, E., Vanelslander, T., Vergauwen, B., (2009).
Capaciteitsbenutting in goederenvervoer: onderzoeksrapport, Beleidspaper Steunpunt
Goederenstromen, UA, Antwerpen, 115 p.
Gevaers, R., Van de Voorde E., Vanelslander, T., (2010). Characteristics and typology of
last-mile logistics from an innovation perspective in an urban context. Proceedings of
12th World Conference on Transport Research, Lisbon, Portugal.
Gevaers, R., Van de Voorde E., Vanelslander, T., (2010). Aanzet om te komen tot een
Flanders logistics' Roadmap groene logistiek, Beleidspaper Steunpunt
Goederenstromen, UA, Antwerpen, 80p.
Gevaers, R., Van de Voorde E., Vanelslander, T. (2010).Overzicht en evolutie kansrijke
procesinnovaties in logistiek voor de Vlaamse context, Beleidspaper Steunpunt
Goederenstromen, UA, Antwerpen, 52p.
Gevaers, R., Van de Voorde E., Vanelslander, T., (2010).- Assessing characteristics of
Gevaers, R., Van de Voorde E., Vanelslander, T., (2011). Characteristics and Typology
of Last-mile Logistics from an Innovation Perspective in an Urban Context, Book City
Distribution and Urban Freight Transport: Multiple Perspectives edited by Macharis, C.,
Melo, S., Edward Elgar Publishing, UK, Part I.
Maes J., Vanelslander T., (2011). The use of rail transport as part of the supply chain in
an urban logistics context, Book City Distribution and Urban Freight Transport: Multiple
Perspectives edited by Macharis, C., Melo, S., Edward Elgar Publishing, UK, Part III.
Maes J., Vanelslander T., (2011). The use of bicycle messengers in the supply chain?
Concepts further revised, Proceedings of the 7th International Conference on City
Logistics, Mallorca Island, Spain.
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Akyelken, N. (2011). Green Logistics: Improving the Environmental Sustainability of
Logistics, Transport Reviews, Jul2011, Vol. 31 Issue 4, p547-548, 2p.
Anderson, S., Allen, J., Browne, M. (2005). Urban logistics––how can it meet policy
makers‟ sustainability objectives?, Journal of Transport Geography, March 2005, Vol. 13
Issue 1, p71-81
Browne, M., Allen, J. (1998). Strategies to reduce the use of energy by road
freight transport in cities, Transport Logistics, Jun98, Vol. 1 Issue 3, p195-209, 15p.
Browne, M., Sweet, M., Woodburn, A., Allen, J. (2005). Urban freight consolidation
centres: final report. Project Report. Transport Studies Group, University of Westminster
for the Department for Transport.
Cuenca, L-R., (2011). Le problème du dernier kilomètre à Paris intra-muros. Introduction
du paramètre environnemental dans la réservation d‟aires de livraison, Escola Tècnica
Superior, d‟Enginyers de Camins, Canals I Ports de Barcelona, Universitat Politècnica de
Catalunya.
Dablanc, L. (2007). Goods transport in European Cities: Difficult to organize, difficult to
modernize. Transportation research Part A 41 (2007), 280-285.
Dablanc, L. (2010). Urban freight management: an exchange of good practices in the
European context and beyond. Tirana, 16th November 2010.
Fernandez-Barcelo, I., Campos-Cacheda J. (2011). Estimate of social and environmental
costs for the urban distribution of goods: Practical case for the city of Barcelona.
Proceedings of the 7th international conference on City Logistics, Mallorca Island, Spain.
Figliozzi, M., Boudart, J., Feng, W., (2011). Economic and environmental optimization of
vehicle fleets: A case study of the impacts of policy, market, utilization and technological
Page 74
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factors. Proceedings of the 7th international conference on City Logistics, Mallorca
Island, Spain.
Leonardi, J., Browne M., and Allen, J. (2011).Before and after assessment of a logistics
trial with clean urban freight vehicles: A case study in London. Proceedings of the 7th
international conference on City Logistics, Mallorca Island, Spain.
Macharis, C. De Witte, A. Festraets, T. Ampe, J. (2007). The multi-actor, multi-criteria
analysis methodology (MAMCA) for the evaluation of transport projects: theory and
practice. submitted for the Journal of Advanced Transportation, VUB, Brussels.
Mercer, (2010), Quality of Living worldwide city rankings 2010. 26 May 2010, Retrieved
from: http://www.mercer.com/qualityoflivingpr#Ranking_Eco_Cities.
Morgan, P., Muirhead, M., Ainge, M., Aboot, P. (2009). A future for “quit HGV”
Permissive Certification Scheme – Phase One results. Project report PPR 432, TRL,
Camberley.
Peignard, K., (2007). Acteurs de la logistique et du transport, CCI Du Loiret, Retrieved
from : http://logistique.loiret.cci.fr.
Sugar. (2011). Website Sugar - Sustainable urban goods logistics achieved by regional
and local policies. Retrieved from : http://www.sugarlogistics.eu.
Verlinde, S., Macharis, C., Witlox, F. (2011) How to consolidate urban flows of goods
without setting up an urban consolidation centre. Proceedings of the 7th international
conference on City Logistics, Mallorca Island, Spain.
Vrind. (2009). Vlaamse Regionale Indicatoren. Retrieved from:
Witowski, J., Kiba-Janiak, M. (2011). Correlation between city logistics and quality of life
as an assumption for a referantial model. Proceedings of the 7th international conference
on City Logistics, Mallorca Island, Spain.
Page 75
Number
14
Theme
Timing
Short term research
Research file
New technologies and processes
Problem
definition
As road transport is polluting urban areas and losing an enormous amount of time and money
in congested areas, the issue of the last mile is gaining importance. Local governments want to
decrease the number of vans and trucks running around in city centres, companies face
difficulties in making the last mile transport more profitable and sustainable. Especially B2C
markets face challenges. (Maes and Vanelslander, 2010b).
Academic research focusing on innovative technologies and processes can be one of the
solutions to solve some of these urban distribution problems. In the following paragraphs, a
number of urban distribution problems will be discussed briefly. They were identified as main
problem areas during the research conducted in the 2007-2011 version of the Research
Centre. Each of them will be included in the research that will be conducted in this track.
First, within the courier and postal industry (B2B and B2C), there is a clear problem within the
last mile. Gevaers et al. (2009) defined the last mile as “the last link between the depot and the
last person who receives the goods (the receiver directly, or through a cluster point, or at the
receivers working location, etc.)”. It is also possible to speak about the first mile, where it refers
to the distance the logistics service provider has to travel/drive to pick up the shipments at the
shippers‟ place/location. Congestion reduces the reliability of a supply chain and the deliveries
and implies that the courier and postal services put into service more and more vans to
preserve an acceptable reliability, in many cases with a lower load factor. As a result emissions
are increasing and more importantly, the cost per stop (internal and external, so private and
public cost) increases. The B2B market has to deal often with a lack of parking spaces /
transshipment areas in front of office buildings, which induces that a courier will often park his
van at places where it is certainly not appropriate. Second, when looking at the consumer
market (B2C), there is a significant problem with deliveries between 9am and 5pm, due to the
so-called “not at home deliveries”. This is when the courier rings at the door of a receiver and
no one is present to receive/accept the parcel/goods. This implies that often a second delivery
attempt needs to be undertaken. Usually, no extra cost is charged to the receiver for such
second attempt, so these marginal costs are beared by on the one hand the courier company
and on the other hand by the community (extra emissions, etc.). Gevaers et al. (2009) state
that, due to the very specific needs of the last mile, this part of the chain is by far the most
expensive part of the logistics chain. The last mile is responsible for 13-75% of the total
logistics cost. This high cost is therefore also often associated with a poor score on
sustainability criteria. Possible solutions include the use of bike couriers, introducing rules for a
minimal number of parking spaces in front of new office buildings in cities, etc. Therefore,
stimulating the use of collection points in order to avoid not at home deliveries can be the
scope of the research.
City centers need to be dynamic with respect for open spaces and need to cope with new retail
and logistics. The circle actually starts at the consumer. Consumers these days, especially in
vibrant international cities, have a different way of consuming. As a consequence of this,
smaller in-city shops are becoming more popular and especially E-commerce is becoming the
source of new logistics problems. The number of parcel deliveries increases, so much more
trucks and small vans are entering city centers. Combine this with a high unsuccessful delivery
rate on first attempt (the “not at home” issue) and a logistics unsustainable business process is
booming. (Peignard, 2007)
Ideas on how to integrate bike couriers in the logistics network and transport over water were
already looked at during the 2007-2011 version of the Research Centre. Further research
possibilities in other solutions is recommendable.
One stand-alone innovation, flourishing in for example Germany is the use of packstations.
Packstations are automated lockers where transport companies are storing parcels for
consumers until the consumer has time to collect the shipment. ByBox en DHL Packstations
are examples. (DHL, 2011) Automated collection points can be the link between the shipper,
transporter and consumer. These points are to be installed at public places like train stations,
office clusters and shopping streets. Whereas the consumer is often unavailable to receive
parcels during daytime packstations are available 24/7. Advantages are big. Transport
companies have a high success rate in delivering in the B2C market, completely opposite to
the manned at home delivery process. This high success rate results in lower transportation
costs (internal benefits) and lower environmental damage due to an optimal delivery process
(external benefits). Process innovations, using new technology, where packstations is one off
were already listed by Gevaers and Vanelslander (2011). Nevertheless no successful
Page 76
implementation in Flanders is seen. Further research into this operational innovation is
necessary. Researchers should define the obstacles in deploying these packstations. Are
specific jurisdictional reasons lying at the base of the limited enthusiasm of companies in
investing in this technology, are stakeholders blocking the concept or is there simply no
awareness at the transport operators?
Objectives
There are a number of core objectives that will need to be put forward. These objectives are
the following ones:
1.
2.
3.
4.
Methodology
Mapping and monitoring problems and opportunities in urban logistics process
innovations. This objective finds parallels with existing expertise and previous
publications on the subject by the 2007-2011 version of the Research Centre .
Indicating possible solutions to tackle (jurisdictional) obstacles in deploying these
process innovations.
Researching how technology can be implemented in helping making the urban
logistics more efficient and sustainable.
The research results should give an idea to administrations, authorities and
governments why to support certain developments.
The methodology for the academic research on process and technological innovations in urban
distribution can be summarized in the following steps:
1.
2.
3.
4.
5.
6.
Meeting with experts in the field (retailers, shippers, wholesalers, logistics companies,
local authorities, regional authorities, rail infrastructure managers, clean vehicle
operators and experts from platforms to which Department members take part (like
TransportNET, Nectar, WCTR Sig9)
Identifying best practices, domestic and from abroad
Researching in detail why some innovations work in neighboring countries and not in
Flanders.
Choosing actions in close relation with the stakeholders involved
Formulating policy conclusions for decision makers
The continuous monitoring of developments in industry and research in this field was already
part of the work of the 2007-2011 Research Centre. This went through desk research, field
research, participating to international academic and business conferences and supporting the
initiation of pilot testing. Existing and close contacts and partnerships with all relevant
stakeholders are an important advantage. Gevaers, R., Van de Voorde E., Vanelslander, T.
(2010). Assessing characteristics of reverse and waste logistics from an innovation point of
view, European Transport Conference 2010 proceedings, Glasgow, UK
Links between business and academics are of high importance for success.
Output &
policy
relevance
Expertise &
references
The urban distribution researchers of the Research Centre commit themselves to submitting
as output he following deliverables:
Publishing of relevant academic articles and policy papers on the topic, with a clear
translation to a Flemish context
 Publishing a scientific and a policy document on specific cases selected. Researching the
impact of such innovation on different stakeholders. The conclusions will be published to
the public.
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Gevaers, R., Van de Voorde E. & Vanelslander, T. (2009). Innovations in last-mile
Conference proceedings of International Symposium on Logistics 2009, Istanbul, Turkey.
Gevaers, R., Van de Voorde E. & Vanelslander, T. (2009). Technical and process
studies. Proceedings of the BIVEC-GIBET Transport Research Day / Macharis, C. [edit.]
- ISBN 978-90-5487-580-2, Brussels, VUB Press, 227-243.
Gevaers, R., Maes, J., Van de Voorde, E., Vanelslander, T. & Vergauwen, B. (2009).
Capaciteitsbenutting in goederenvervoer: onderzoeksrapport. Beleidspaper Steunpunt
Gevaers, R., Van de Voorde E. & Vanelslander, T. (2010). Characteristics and typology
of last-mile logistics from an innovation perspective in an urban context. Proceedings of
Page 77
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12th World Conference on Transport Research, Lisbon, Portugal
Gevaers, R., Van de Voorde E. & Vanelslander, T. (2010). Aanzet om te komen tot een
Flanders logistics' Roadmap groene logistiek, Beleidspaper Steunpunt
Gevaers, R., Van de Voorde E. & Vanelslander, T. (2010). Overzicht en evolutie
kansrijke procesinnovaties in logistiek voor de Vlaamse context, Beleidspaper Steunpunt
Gevaers, R., Van de Voorde E. & Vanelslander, T. (2010). Assessing characteristics of
Gevaers, R., Van de Voorde E. & Vanelslander, T. (2011). Characteristics and Typology
of Last-mile Logistics from an Innovation Perspective in an Urban Context, Book City
Distribution and Urban Freight Transport: Multiple Perspectives edited by Macharis, C.,
Melo, S., Edward Elgar Publishing, UK, Part I.
Maes J. & Vanelslander T. (2011). The use of rail transport as part of the supply chain in
an urban logistics context. Book City Distribution and Urban Freight Transport: Multiple
Perspectives edited by Macharis, C., Melo, S., Edward Elgar Publishing, UK, Part III.
Maes J. & Vanelslander T. (2011). The use of bicycle messengers in the supply chain?
Concepts further revised. Proceedings of the 7th International Conference on City
External references :
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Akyelken, N. (2011). Green Logistics: Improving the Environmental Sustainability of
Logistics. Transport Reviews, Jul2011, Vol. 31 Issue 4, 547-548.
Boyer, K.K., Frohlich, M.T., Hult, G.T.M. (2005). Extending the supply chain – How
cutting‐edge companies bridge the critical last mile into customers‟ homes. Amacom,
New York, USA.
Dablanc, L., (2007). Goods transport in European Cities: Difficult to organize, difficult to
modernize. Transportation research Part A 41, 280-285.
Dablanc, L. (2010). Urban freight management: an exchange of good practices in the
European context and beyond. Tirana, 16th November 2010.
DHL. (2003). DHL delivery point aims to ease home deliveries. Motor Transport,
10/23/2003, p6.
DHL. (2010). DHL Packstation. 25 march 2010, Retrieved from :
http://www.dhl.de/en/paket/privatkunden/packstation.html.
Ehmke, J-F., Mattfeld, D. (2011). Vehicle routing for attended home delivery in city
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logistics. Presented at the 7 international conference on City Logistics
Edwards, J., McKinnon A. (2009). Shopping trip or home delivery: which has the smaller
carbon footprint?, CILT SUPPLY CHAIN, July 2009.
Feliu, J-G., Salanova, J – M. (2011). Defining and evaluating collaborative urban freight
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transport system. Proceedings of the 7 international conference on City Logistics,
Mallorca Island, Spain.
GLS Group. (2009). About GLS Parcel Service Points, restrueved from:
http://www.glsgroup.eu/276‐I‐PORTAL‐WEB/images/parcelshopimage_be_nl.jpg , GLS,
The Netherlands.
Kämäräinen, V. (2001). The reception box impact on home delivery efficiency in the
e‐grocery business. International Journal of Physical Distribution & Logistics, Vol.31, n°6
2001, 414‐426, MCB University Press.
Sugar. (2011). Website Sugar - Sustainable urban goods logistics achieved by regional
and local policies. Retrieved from: http://www.sugarlogistics.eu.
Thompson, R., Hassal, K. (2011). A collaborative urban distribution network. Proceedings
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of the 7 international conference on City Logistics, Mallorca Island, Spain.
Verlinde, S., Macharis, C., Witlox, F. (2011). How to consolidate urban flows of goods
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without setting up an urban consolidation centre?, Proceedings of the 7 international
conference on City Logistics, Mallorca Island, Spain.
Pluvinet, P., Feliu, J-G., Ambrosini, C. (2011). GPS data analysis for understanding
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urban goods movements. Proceedings of the 7 international conference on City
Page 78
Commuter traffic
In the introduction, we indicated that we will employ a company perspective while analysing passenger travel.
Although commuting trips are less than half of the trips we make, these trips are on average longer,
predominantly made during the congested peak hours, and essential for a well-functioning economy (compared to
e.g. leisure trips). Therefore, transport policy often focuses on commuting. Workplaces of companies are the
destination of commuting trips and since employers centralise access to commuters policy makers regularly use
47
48
employers as mediating institutions to reach commuters (Ferguson, 1997 ; DeHart-Davis and Guensler, 2005 ).
In Flanders, the Commuting Fund (Pendelfonds) is a clear example of a strategy that focuses on employers.
Governments can thus benefit from a partnership with employers to reach the goals written down in transport
49
strategies, but also employers can gain. Meyer (1999) provides a list of ten „business reasons‟ for participating
in mobility management programmes. As a consequence, win-win situations occur when employers and
governments cooperate in the establishment of mobility management strategies. Evidently, employees benefit too
since they can choose the best transport option for their trips.
Passenger transport is not restricted to commuting. We employ a company-perspective and as a result, trips
made for work reasons (visiting customers, travelling to meetings,...) will not be neglected. However, information
and studies on these trips are scarce when compared to the rich literature on commuting. A discussion of workrelated trips (non-commuting) will have a more explorative character. Note that studies that explicitly take an
50
employer perspective on commuting are relatively rare too (examples are Giuliano, Hwang et al. 1993 ; Rye,
51
52
53
54
55
56
1999a ; Rye, 1999b ; Rye, 2002 ; Potter et al., 2006 ; Dickinson et al., 2003 ; Roby, 2010 ; Vanoutrive et al.,
57
58
2010 ; Vanoutrive et al., 2012 ). In other words, there is room to make a contribution to the scientific literature
when using an employer perspective and at the same time, this approach is highly relevant given the focus of
current transport policies on companies/employers. The employer perspective we hold makes that leisure and
shopping trips receive less attention. However, we expect that other research centres (Tourism, Regional
Economics) will cover these topics. For the same reason, traffic safety falls outside the scope of this proposal,
although traffic accidents during work time of while commuting are major concerns for employers.
The company perspective provides a useful framework to analyse the relation between passenger and freight
transport. A particular example will illustrate this. The region of Flanders is located in the logistic hearth of Europe
and our port areas (which are considered as gates in spatial planning documents, together with Brussels Airport)
accommodate many companies, both industrial and logistical. These ports have a central position in the
European logistical network and policy makers correctly invest considerable amounts of money in these places.
However, the accessibility of port areas for employees decreased with their expansion. As a result, both
companies and governments invest in mobility management to keep these areas accessible for employees (e.g.
bus services). For example, roughly one third of the budget of the Flemish Commuting Fund goes to companies
located in a port area. A company perspective which encompasses both passenger and freight transport enables
us to draw the complete picture. This offers a major advantage when advising the Flemish government on
transport-related topics. However, due to learning effects, the benefits from integration are mainly situated in the
fifth year (2016).
47
Ferguson, E., (1997). Privatization as choice probability, policy process and program outcome: The case of
transportation management associations. Transportation Research Part A: Policy and Practice 31, 353-364.
48
DeHart-Davis, L. & Guensler, R. (2005). Employers as Mediating Institutions for Public Policy: The Case of
Commute Options Programs. Policy Studies Journal 33, 675-697.
49
Meyer, M.D. (1999). Demand management as an element of transportation policy: using carrots and sticks to
influence travel behavior. Transportation Research Part A-Policy and Practice 33, 575-599.
50
Giuliano, G., Hwang, K. & Wachs, M. (1993). Employee trip reduction in Southern California: First year results.
Transportation Research Part A: Policy and Practice 27, 125-137.
51
Rye, T. (1999a). Employer attitudes to employer transport plans: a comparison of UK and Dutch experience.
Transport Policy 6, 183-196.
52
Rye, T. (1999b). Employer transport plans - a case for regulation? Transport Reviews 19, 13-31.
53
Rye, T. (2002). Travel plans: do they work? Transport Policy 9, 287-298.
54
Potter, S., Enoch, M., Rye, T., Black, C. & Ubbels, B. (2006). Tax treatment of employer commuting support: An
international review. Transport Reviews 26, 221-237.
55
Dickinson, J.E., Kingham, S., Copsey, S. & Hougie, D.J.P. (2003). Employer travel plans, cycling and gender:
will travel plan measures improve the outlook for cycling to work in the UK? Transportation Research Part D:
Transport and Environment 8, 53-67.
56
Roby, H. (2010). Workplace travel plans: past, present and future. Journal of Transport Geography 18, 23-30.
57
Vanoutrive, T., Van Malderen, L., Jourquin, B., Thomas, I., Verhetsel, A. & Witlox, F. (2010). Mobility
Management Measures by Employers: Overview and Exploratory Analysis for Belgium. European Journal of
Transport and Infrastructure Research 10, 121-141.
58
Vanoutrive, T., Van Malderen, L., Jourquin, B., Thomas, I., Verhetsel, A. & Witlox, F. (2012). Rail Commuting to
Workplaces in Belgium: A Multilevel Approach. International Journal of Sustainable Transportation (forthcoming).
Page 79
The need for policy-oriented research on commuting with an employer focus
Governments worldwide aim to reduce transport-related problems like congestion and pollution using a variety of
instruments. Apart from „hard‟ investments in transport infrastructure and public transport, policy makers set up
mobility management policies that focus on „soft‟ measures including communication, education, tax benefits and
other financial incentives. This „soft‟ approach is often labelled „mobility management‟. Following definition of
mobility management can be found at the website of the European Platform on Mobility Management (EPOMM)
and illustrates that due to decreasing government budgets for transport infrastructure (and increased opposition
against the construction of new infrastructures) the focus of transport professionals has shifted to demand
management.
„Mobility Management (MM) is a concept to promote sustainable transport and manage the demand for
car use by changing travellers‟ attitudes and behaviour. At the core of Mobility Management are "soft"
measures like information and communication, organising services and coordinating activities of different
partners. “Soft” measures most often enhance the effectiveness of "hard" measures within urban
transport (e.g., new tram lines, new roads and new bike lanes). Mobility Management measures (in
comparison to "hard" measures) do not necessarily require large financial investments and may have a
high benefit-cost ratio.‟ (http://www.epomm.eu/index.phtml?Main_ID=820 accessed on 06/09/2011)
Besides initiatives like school travel plans and the promotion of home shopping and teleconferencing, many
mobility management policies focus on workplaces (Cairns et al., 2008). Among others the recent white paper on
transport of the European Commission (2011, p.27) proposes to „Encourage large employers to develop
Corporate/Mobility Management Plans.‟ In the UK, these plans are better known as workplace travel plans, and in
the US, transportation demand management is used as synonym for mobility management. All these policies
consider companies and employers to be important. This focus can be linked to the prominent role of home to
work travel in mobility policies, since commuting trips are predominantly made during the congested peak hours
(Ferguson, 1997).
Different policies try to reach the commuter via its employer and workplace. First, taxation policies can make
mobility management initiatives of employers tax-deductable or free of taxation (Potter et al., 2006). Second, landuse planning has a major impact on the location and the accessibility of a site. Furthermore, building permits can
contain restrictions on parking space and other mobility-related provisions, like the implementation of a workplace
travel plan (Rye et al., 2011). Third, travel plans are mandatory for all large workplaces in some regions. Such
provisions are mainly part of air quality legislation (Rye, 1999b). Travel plans can also be promoted using a more
soft approach like subsidies. Finally, promotion, education of company mobility managers, and mobility awards
are positive incentives for employers to invest in travel planning.
In most aforementioned policies, there is a need for information on the expected modal split at a site. For
example, when applying parking standards, one should have an indication of the number of employees that will
travel to the site by car. For the evaluation of travel plans, most authors employ pre-test post-test designs to
measure the degree of success between a situation without and one with travel planning (Moser and Bamberg,
2008; Cairns et al., 2008, 2010). However, this research can benefit from insights in the determinants of the
„natural‟ modal split of a workplace (Vanoutrive et al., 2012). Therefore, we aim to develop a tool which can
predict the share of car users at a workplace. The development of a tool can be helpful, especially since different
authors report a lack of monitoring of workplace travel plans (Roby, 2010; Rye et al., 2011).
Employer-oriented Transport Policies in Belgium and the need for policy-oriented research
As mentioned in the previous section, transport policies regularly try to influence the modal choice of an employee
using the employer as mediating actor (DeHart-Davis and Guensler, 2005). In this section, we mention some
policies which exist in Belgium. Fiscal measures are left aside since these are the same for the whole territory and
largely fall outside the competence of the Flemish government, although impacts can differ between regions.
Land-Use Planning
As in many western countries, the basis of land-use planning policy in the three Belgian regions are zoning plans
which indicate the type of activities that may be developed on a piece of land. Despite the existence of zoning
plans, Belgian has no tradition of stringent planning regulations and there has not been a rigorous implementation
of restrictions stipulated in zoning plans and the like. Furthermore, industrial estates are often located near the
boundaries of jurisdictions to shift the burden to neighbouring areas while keeping the benefits, i.e. tax income. As
a result, many workplaces are not easy to reach by employees who use transport modes other than the car.
Research by among others Boussauw et al. (2011) confirmed that the spatial separation between home and work
locations in Flanders increased.
During the permitting process of developments, authorities can put restrictions on parking space and can require
some infrastructural changes on the piece of land under consideration. However, as in many other countries (Hull,
2005; Rye et al., 2011), (local) authorities are reluctant to scare off large employers by stringent requirements.
Finally, the mobility impact assessments (mobiliteitseffectenrapport, MOBER) in the region of Flanders are worth
noticing. Inspired by European regulations on Environmental Impact Assessments, developers have to submit a
mobility impact assessment for projects which generate large transport flows. Evidently, tools that predict the
amount of car commuters are helpful when carrying out these assessments.
Page 80
Mandatory Travel Plans
In Belgium, proposals for mandatory employer travel plans were dropped after the strongly negative reaction of
employers in 1999 (Rye, 1999b; Enoch and Potter, 2003). The only result at the Federal level is a mandatory
questionnaire to large employers on commuting every three years (Vanoutrive et al., 2010). In contrast, the
Brussels region now imposes a mobility plan for every workplace with at least 100 employees. There hardly exists
opposition from employers against this obligation; presumably since Brussels is a densely populated area with
congestion problems arising out of the concentration of activities. In a more diversified region like Flanders a one
size fits all system of mandatory travel plans seems less appropriate. However, for areas which heavily suffer
from traffic-related problems the added value of travel plans should be researched. Furthermore, experiences in a
neighbouring region, i.e. Brussels, can be instructive for the development of transport policies.
Subsidies
In contrast with the regulated approach in Brussels, the region of Flanders decided to encourage the
establishment of workplace travel plans via subsidies. To this end, a Commuting Fund is set up which subsidises
up to 50% of the costs of new and innovative mobility management measures at workplaces. Since 2007, 65
projects have been subsidised with a total budget of around 15-20 million euro and a new call is launched in June
2011. Logically, to better evaluate these projects, additional knowledge based on a benchmark-tool would be
useful. Note that about one third of these subsidies goes to workplaces located in port areas.
Awards
As part of promotion and communication strategies, institutions can opt to present an award for an outstanding
travel plan that serves as a model for other employers. Since a few years, the Flemish Foundation for
Trafficknowledge (Vlaamse Stichting Verkeerskunde), founded in 1990 by a decree of the Flemish parliament,
presents a yearly Business Mobility Award to two employers who successfully invested in mobility management,
one in the public and one in the private sector. In 2011, the Business Mobility Awards were presented during an
event with the cryptic title „work tomorrow move today‟ which was organised in close cooperation with different
employer organisations and public transport providers. During this event, the establishment of a new award was
announced, the „Three Region's Award for Metropolitan Mobility‟ (TRAMM). Also for this initiative, some material
for comparison can improve the quality of the assessment of the jury.
From an employer perspective to place-based policy
We argue that an employer focus on commuting is a logical choice since accessibility (a major travel behaviour
determinant) heavily depends on the workplace location, different types of activities are carried out at different
sites and the organisation of work differs among sites (for the impact of work schedules on travel behaviour see
e.g. Hung, 1996; Brewer, 1998). The workplace is thus more than a physical environment, it is also a social
environment (McDonald, 2007; Bonham and Koth, 2010). Accordingly, corporate culture might influence mode
choice, for example if your employer expects you to wear a suit, cycling becomes less attractive and may be less
accepted at the workplace for image reasons (Heinen, 2011). Accordingly, what people at your workplace think
and do (the subjective norm) influences your travel behaviour (Heinen et al., 2011). However, a too narrow focus
on the workplace might lead to assessments that ignore higher levels of analysis like cities or other geographical
areas.
The advantage of a workplace-approach is that this level of analysis can easily be linked to higher levels
(geographical scales) like cities and industrial estates (which is more difficult when applying a focus on the
individual commuter). We will focus on the link between non-urban areas and cities and on the accessibility for
employees of the gates selected in the Spatial Structure Plan for Flanders (notably port areas and Brussels
airport). Despite the excellent accessibility of (air)ports for freight transport and the connectedness of (air)ports
with places all over the world, the accessibility for employees decreased with their expansion. The relative
concentration of employment in ports is not high enough to justify large investments in public transport. The
Flemish region, where the ports of Antwerp, Ghent, Zeebrugge and Ostend are located, has a decree on „basic
mobility‟ which guarantee a bus stop within 500m in urban areas (650m in small cities) and 750m outside these
areas. However, the absence of residential dwellings in port areas makes of busses a rarity in port areas. As a
result, ports do not reach a basic level of bus mobility. At Brussels airport, many employers have difficulties in
attracting employees. Within the framework of the START-project, new bus connections were established which
connect the airport zone with residential areas. This proves the need for area-wide transport policies for this
special kind of zones, which are considered as strategic poles for the regional economy. Therefore, we will pay
attention on the passenger accessibility of these „gates‟ of Flanders.
Cities are the most accessible places for employees. However, congestion and weak connections with non-urban
areas challenge this position. The development of transfer nodes (park and ride zones and the like) can ease
transport to and from a city. This can result in a decrease in car traffic in the city centre, in an increased
accessibility for workplaces (and services) located in the city, and in a reduction of transport-related emissions.
However, transfer nodes must be planned carefully since adverse effects can occur if e.g. people switch from rail
to car+tram which might result in an increase of emitted pollutants (Parkhurst, 2000; Meek et al. 2008, 2011).
Since cities are concentrations of workplaces, we can extend the workplace perspective to the city level.
Moreover, mobility management measures taken by employers can help to make transfer nodes successful.
Indeed, employers can promote the use of transfer nodes by removing barriers that discourage employees to
Page 81
travel with a variety of transport modes. This subject encompasses a study of the residential location of
employees too. The effect of trends and evolutions in the spatial pattern of the spread of residences can be
incorporated in the analyses.
A multilevel perspective
Summarising, we employ a multilevel approach. Workplaces and employers are the main level of analysis but we
take into account insights from research that focuses on the behaviour of individual travellers and look one level
higher to agglomerations of workplaces (cities but also industrial estates, including (air)port areas). Doing this, we
cover the different levels of intervention (household/individual; workplace; city; region) and the different levels at
which policy-making occurs (multilevel governance). This is illustrated in Figure 2-4 which illustrates the link
between, on the one hand, the different levels of governance and the policy tools they employ, and on the other,
the relevant levels of intervention. This indicates how we close the gap between policy making and scientific
research since our conceptual framework contains the relevant actors, the policy tools and the levels of
government.
Figure -: Overview of policy tools that can influence employer mobility management
The three subdivisions of the part on passenger transport research contain all elements present in the call for
proposals. The part on mobility management is directly linked to the development of instruments to make
transport in Flanders more sustainable. Particular attention goes to the „mobility budget‟ concept which is the
subject of a designated work package. Urban as well as rural areas are mentioned in the call. In our proposal we
pay attention to cities and „gates‟ („poorten‟) as clusters of employment and focus on the link between residential
areas (also non-urban regions) and these clusters in the part on transfer nodes. Trends and future evolutions of
population size and composition in different areas will be part of the research that links residential areas to work
locations. A last form integrates the three topics which are to our opinion nearly indivisible.
Page 82
Number
15
Theme
Commutter traffic
Timing
Long term research
Research file
Problem
definition
It is in the interest of both the public and the private sector that job locations are accessible for
employees. Since labour costs increase with decreasing levels of accessibility, it is of major
importance for the competitiveness of an economy to make workplaces easily accessible.
Although the provision of infrastructure is necessary, the focus is now primarily on mobility
management. Opposition against infrastructure projects increased, government budgets
decreased as did the available amount of space. Besides the construction of a limited number
of missing links, improvements in accessibility depend on a better use of existing infrastructure.
With this, the spatial structure is relevant. In general, jobs tend to be more spatially
concentrated than residences. We focus on two particular clusters of jobs, cities and industrial
estates.
Objectives
The main challenge is to link residences with job locations in a way that there is a match
between the job and the labour markets, and that the detrimental effects of transport (pollution,
congestion) are minimised. Workplaces are concentrated in (1) cities (where also many people
live), and (2) industrial estates (in particular (air)port zones). The overall aim is that each
commuter employs the most efficient mix of transport modes to reach its destination. This
involves three following elements. First, fiscal and labour regulations must guarantee that
employees neither employers pay more if the most rational mix of transport modes is chosen.
This lays at the heart of the mobility budget concept. In many cases a trip chain consisting of
several modes is the most efficient option, however, the institutional framework often favours
single-mode trips. Second, employers and governments should reward employees if they
choose more sustainable travel options (which can imply a lower level of flexibility or comfort).
A wide range of mobility management tools are available to promote alternatives to single
occupant vehicle use. Third, to ease trip-chaining and multi-modal trips transfer nodes must be
developed that guarantee a smooth switch from one mode to another. This research thus
attempts to develop an integrated framework consisting of (employer) mobility management
tools (e.g. workplace travel plans) and the development of smart transfer nodes within an
institutional framework that allows travellers to choose the right travel option.
Methodology
This long-term research track is the synthesis of the three „short term‟ studies (mobility
management, mobility budget and transfer nodes). As a consequence the methodologies can
be found in the description of these three „short term‟ projects.
Output &
policy
relevance
Here the three other studies on passenger transport converge into one framework (while taking
the workplace/employer as central unit). On top of the output mentioned in the description of
these studies, we will provide a more general discussion on the relation between employer
mobility management, the development of smart transfer nodes and the role of the mobility
budget concept.
Expertise &
references
Vanoutrive, T. (2010). From Mobility Management and Multilevel Modelling towards Modelling
Mobility and Multilevel Management. University of Antwerp-Ghent University, Ph.D. thesis.
Page 83
Number
16
Theme
Commutter traffic’s
Timing
Short term research
Research file
Mobility Management
Problem
definition
Employers and companies are increasingly involved in transport policies developed by
governments. The aim is to change employees‟ travel behaviour using „soft‟ measures (mobility
management). The EU Transport White Paper as well as policy documents at the Federal,
Regional, Provincial and local level mention the role that employers could and should play in
transport policy. Examples are parking management by companies, the provision of bicycle
facilities, setting up a carpool database and the reimbursement of public transport (season)
tickets. Governments promote these initiatives by information provision (e.g. websites,
brochures, „mobiliteitspunten‟), fiscal measures and subsidies (e.g. Pendelfonds (Flemish
Commuting Fund)). Given the wide diversity of workplaces and employees mobility
management needs a tailor-made approach. Accordingly, there exist a wide range of initiatives
with different strategies which are initiated by diverse groups of actors. Several websites and
institutions already offer a large amount of information, however, not all employers have an
overview of the range of initiatives at their disposal. Furthermore, governments have only
partial knowledge of which (mix of) instruments is most promising, and how efforts and results
of travel plans can be evaluated.
Government transport policies traditionally focus on commuting since this type of travel is
carried out during peak hours in congested areas. Moreover, commuting travel is crucial for the
well-functioning of an economy. Our main focus will be on commuting. Nevertheless,
employers generate a considerable amount of work-related trips (e.g. visiting customers,
meetings,…). Furthermore, increased flexibility made that commuting and work-related trips
are regularly linked, i.e. an employee can directly travel to home after attending a meeting in
another city and employees tend to use the same transport mode for both commuting and
other work-related trips. Salesmen often visit their office only few days per week or month.
Evidently, the provision of company cars is relevant for this topic too. However, research on
non-commuting work-related trips is limited and little information is available on how employers
(can) make this kind of travel more sustainable.
Objectives
The objective is to analyse how different public and private actors are involved in the promotion
of employer mobility management programmes. Moreover, we aim to complement existing
mobility management tools with tools that might be an aid for professionals who evaluate
concrete travel plans and aim to assess the impact at a broader scale. Furthermore, we plan to
carry out an explorative analysis of work-related traffic. On the basis of this work, we will
discuss the measures that employers can take and their potential impact. This work will include
a discussion on the value of travel time by users of different modes of transport.
Methodology



An inventory of existing mobility management initiatives will mainly be based on existing
research, databases and websites (VTPI, EPOMM.eu, mobiliteitsmanagement.be,
mobimix,…). This will be complemented by information gathered at symposia, workshops
and other events as well as interviews with mobility professionals (mobility managers,
civil servants, employee representatives,…). For different (sets of) measures the actors
that are or must be involved are listed, costs are estimated (for employer, employee and
government), implementation barriers detected, and the impact/effects assessed
(distance, modal split, trips avoided). The estimation of costs will be tentative and
incomplete if only four instead of five years are at our disposal.
Experiences with mobility management of companies will be discussed (mainly Best
Practices). Companies which received subsidies from the Flemish Commuting Fund
(Pendelfonds) are the prime targets of this analysis. This is also a way to evaluate the
inventory of mobility management initiatives mentioned in the previous paragraph. But
the main goal is to reveal how promotion campaigns lead to results and how they are
used in the real world. A particular issue is the endurance of the effects caused by
mobility management measures after implementation (or the termination of the
(subsidized) project). These analyses will be limited to large companies if the research
centre has to stop its activities at the end of 2015.
A quantitative tool will be developed to estimate the modal split at a workplace. Sites
differ a lot in terms of location and accessibility, the organization of work (differences
between activity sectors), and mobility policies. These different aspects must be taken
into account. This tool should indicate which modal split can be expected at a site,
together with an indication of the confidence interval. Differences are expected between
activity sectors and locations. Besides this tool, expert knowledge is needed to make a
proper assessment of the commuting modal split at a site. If the research centre has the
opportunity to carry out research during five years (instead of four), we will check whether
Page 84

Output &
policy
relevance
experts can make better judgements than models based on a statistical analysis or other
models (e.g. MaxSumo, toolbox mobility management). Furthermore, the tool can be
transformed into a version which can be used by professionals without a technicalstatistical background.
We will conduct case study research to analyze policies of companies directed to workrelated displacements. The relation with commuter travel is part of this analysis.
An overview of mobility management practices of employers which focuses on the actors
involved (private as well as public). This is useful for employers, governments and other actors
(e.g. employees).
An analysis of the experiences obtained in projects subsidized by the Flemish
Commuting Fund and other programmes. This can be used to improve existing policies
of the Flemish government and to indicate the policy impact.

A quantitative tool which estimates the commuting modal split of workplaces. This tool
might support experts who grant subsidies, evaluate permits (especially in case a
mobility impact assessment (MOBER) is needed), and to detect the most successful
mobility management initiatives (in case of awards).

An exploration of the topic of work-related (non-commuting) trips and a discussion on the
instruments which can make these trips more sustainable. This also encompasses an
overview of government-induced measures and a rough indication of the potential
effects.
The Department of Transport and Regional Economics (TPR) of the University of Antwerp has
a long tradition of research on commuting and the formulation of policy recommendations on
the basis of this research.

Expertise &
references
Verhetsel, A. (1998). The Impact of Spatial versus Economic Measures in an Urban
Transportation Plan. Computers, Environment and Urban Systems, 22, 541-555.

Verhetsel, A., Van Hecke, E., Thomas, I., Beelen, M., Halleux, J.-M., Lambotte, J.-M.,
Rixhon, G., & Mérenne-Schoumaker, B. (2009). Pendel in België. Brussels, Belgium:
FOD Economie, K.M.O.,Middenstand en Energie.

Verhetsel, A., Thomas, I., & Beelen, M. (2010). Commuting in Belgian metropolitan
areas: The power of the Alonso-Muth model. Journal of Transport and Land Use; 2(3/4),
109-131.

Verhetsel, A. & Vanelslander, T. (2010). What location policy can bring to sustainable
commuting: an empirical study in Brussels and Flanders, Belgium. Journal of Transport
Geography, 18, 691-701.
Recently, TPR focused on mobility management and employers, mainly within the framework
of the BELSPO project ADICCT.





Vanoutrive, T., Van Malderen, L., Jourquin, B., Thomas, I., Verhetsel, A., & Witlox, F.
(2009). Carpooling and employers: a multilevel modelling approach. In C. Macharis & L.
Turcksin (Eds.), BIVEC-GIBET Transport Research Day 2009. Brussels: VUBPRESS,
335-349.
(2010). Mobility Management Measures by Employers: Overview and Exploratory
Analysis for Belgium. European Journal of Transport and Infrastructure Research, 10,
121-141.
(2010). From Mobility Management and Multilevel Modelling towards Modelling Mobility
and Multilevel Management. Selected Proceedings of the 12th World Conference on
Transport Research Society. Lisbon, Portugal.
Vanoutrive, T., Van Malderen, L., Jourquin, B., Thomas, I., Verhetsel, A., & Witlox, F.,
(2012). Rail Commuting to Workplaces in Belgium: A Multilevel Approach. International
Journal of Sustainable Transportation (forthcoming).
Page 85
Number
17
Theme
Commutter traffic
Timing
Short term research
Research file
Mobility budget
Problem
definition
Existing rewarding schemes assume that an employee uses the same transport mode in all
cases. The „mobility budget‟ concept on the other hand, encompasses that for each trip the
most appropriate mode is used. To travel from an office in Antwerp to a customer in Brussels
the most efficient transport mode might be rail while for a visit to a factory in an industrial
zoning using the (company) car is the best option. Up till now, both the employee and the
employer are confronted with the disadvantages of the „one person - one transport mode‟
tradition. Also society looses if not the most efficient transport solution is used for a trip.
Indeed, external costs are higher if for each trip the car is used.
Objectives


Methodology
Output &
policy
relevance
Expertise &
references




Although the main concept of a mobility budget is quite simple, there exist no consensus
about the elements that can be part of this budget. Parking is an example of this. On the
one hand, a parking cash out system can require the establishment of a mobility budget
(each employee can choose to spend an amount of money on a parking place or
alternatively on other benefits), on the other hand, the combination of a lease car with a
public transport season ticket can exist apart from the companies‟ parking policy.
Therefore, we list which elements can be part of a mobility budget.
To analyse the impact of a wide implementation of the mobility budget concept (and
policies that encourage the use of this system by employers), some scenario‟s will be
evaluated. It is important to indicate to what extent the mobility budget is applicable to a
wide range of employees or just an improvement for a rather small part of the work
population.
A comparison of different products, companies in and outside the region of Flanders. This
encompasses both companies that have implemented a kind of mobility budget
programme, and products available on the market (e.g. railease in Belgium, NS-Business
Card in the Netherlands).
Scenario evaluation.
Inventory of different mobility management/mobility budget practices with their potential
and drawbacks (including grey fiscal zones).
A brief analysis of the impact of some policy measures on the basis of a scenario
evaluation. A more in-depth analysis with several scenario‟s will be carried out if the fifth
year of research (2016) is not cancelled.
The mobility management concept was e.g. discussed in following Ph.D.:
Vanoutrive, T. (2010). From Mobility Management and Multilevel Modelling towards Modelling
Mobility and Multilevel Management. University of Antwerp-Ghent University, Ph.D. thesis.
Page 86
Number
18
Theme
Commutter traffic
Timing
Short term research
Research file
Accessibility of urban areas and gates using transfer nodes
Problem
definition
In general, urban areas are well-accessible although they suffer more from congestion than
other areas. The gates selected in Spatial Structure Plan for Flanders have also a high level of
accessibility for freight transport but the accessibility for employees decreased with the
expansion of these maritime-industrial zones. Furthermore, many employees live outside urban
areas but have their work location in a city or a gate. As a result, there must exist good
connections between rural areas and zones in which jobs are concentrated. At the edge of
cities, different transport flows converge and create opportunities to bundle these flows. Park
and ride zones deserve particular attention since they are nodes in different transportation
networks. However, a proper planning of these zones is a necessity since adverse effects can
appear like a shift from travelling by public transport to using car + tram
Providing a definition of park-and ride facilities, parking at the edge of cities,… in a Flemish
context and listing the facilities that can be offered at transport/transfer nodes (e.g.
charging facilities for electric cars, retail, sanitary,…) and which increase the attractiveness
of the site without attracting unwanted traffic. A more sound conceptual framework will be
developed if the year 2016 is part of the research period.
 Developing a framework to evaluate potential locations for park and ride facilities.
 Optimising the role of transfer nodes as hubs in transport networks that connect gates (e.g.
port areas) with residential areas.
 Fieldwork: analysing the use of existing transfer/park and ride facilities.
 SWOT-analysis.
 Quantitative analysis: assessing the potential impact of new facilities using existing data on
home- and work locations of travellers (and estimates which take population evolutions into
account, if 2016 is included in the research period).
 Detecting the location/role of transfer nodes in existing public and private transport
networks.
 Refining the concept(s) (park and ride, edge parking, transfer node,…).
 Evaluation framework for transfer nodes around cities. Including the facilities that can be
offered on a location.
 Quantifying the impact on urban mobility and accessibility from rural areas of park and ride
facilities.
The link between mobility and location (space) is traditionally a research domain in which TPR
is active.
Objectives
Methodology
Output &
policy
relevance
Expertise &
references
Page 87
3.2
Practical organization and staffing of MOBILO
MOBILO is managed by a Research Director, an academic with a doctoral degree and with clearly demonstrable
experience in the field freight transport research.
Each research stream will consist of a mixture of post-doc senior researchers preferably with experience in the
topic(s) of the research stream and researchers (scholarship students) preparing a PhD. As a rule, the PhD
students shall spend approximately 30% of their working time dealing with direct requests of the public authorities
for policy advice and support, while they shall devote 70 % of their working time to their PhD research in relation
to their research stream and future policies. The latter research should result in doctoral dissertations and other
scientific publications. It speaks for itself that ideally these two areas of research activity should be mutually
enhancing.
The senior researchers will monitor their research stream in co-ordination with the Research Director. They will
follow the projects in their stream and, where necessary, make suggestions for adjustments and improvements.
For their research stream, they have direct contact with the PhD students and the government.
The researchers of the policy research centre shall be assisted in their tasks not only by the research director, but
also by the promoters associated with the Department of Transport and Regional Economics (UA) and the
Department of Transport and Logistics (VUB) (Prof. Meersman, Prof. Van de Voorde, Prof. Verhetsel, Prof.
Vanelslander, Prof. Macharis).
The Research Centre shall be able to rely on a guaranteed input from the Department of Transport and Regional
Economics (UA) and the Department of Transport and Logistics (VUB), which specializes both in freight and
passenger transport research. All (full) professors associated with both Departments shall be involved with the
activities of the Research Centre. Furthermore, the Centre shall rely on specialized input from international
networks with which the above department is affiliated (incl. TransportNET, a cooperative network involving eight
European universities specializing in transport).
A staffing overview of MOBILO is represented in Table 2-1.
Table -: Staffing overview of MOBILO
Bursary
October
July
April
January
October
July
April
2015
Research Director
Experienced researcher
Bursary
Bursary
Bursary
Bursary
BAP
January
2014
October
July
April
January
December
November
October
September
2013
August
July
June
May
April
March
February
January
2012
Bursary
Bursary
Bursary
Secretariat
Page 88
Table 2-2 gives an overview of the multi-annual planning. This table combines the timing of the research streams
with the practical organization of the staff over the 2012-2015 period..
Table -: Timing multi-annual planning MOBILO
October
July
April
January
2015
October
July
April
January
October
2014
July
April
January
December
November
October
September
2013
August
July
June
May
April
March
February
January
2012
1
C
1
C
1
C
1
C
1
C
1
C
1
C
1
C
1
C
1
C
1
C
1
C
1
1
1
1
1
1
1
1
1
1
1
1
F
F
F
F
F
F
F
F
F
F
F
F
Airport
1
D
1
D
1
D
1
D
1
D
1
D
1
D
1
D
1
D
1
D
1
D
1
D
1
D
1
D
1
D
1
D
1
D
1
D
1
D
1
D
1
D
1
D
1
D
1
D
Logistic chains
4/1
G
4/1
G
I
4/1
G
I
4/1
G
I
4/1
G
I
4/1
G
4/1
G
4/1
G
4/1
G
4/1
G
4/1
G
4/1
G
4/1
G
4/1
G
4/1
G
4/1
G
1
G
1
G
1
G
1
G
1
G
1
G
1
G
1
G
3/4
B
3/4
B
3/4
B
3/4
B
3/4
B
3/4
B
3/4
B
3/4
B
3/4
3/4
3/4
3/4
3/4
3/4
3/4
3/4
3
3
3
3
3
3
3
3
H
H
E
H
E
H
E
H
E
H
E
H
E
H
E
H
E
H
E
H
E
H
E
H
E
H
E
H
E
H
E
H
E
H
2
A
2
A
2
A
2
A
2
A
2
A
2
A
2
A
2
A
2
A
2
A
2
A
1
1
1
1
1
1
1
1
2
A
2015
1
1
2
A
1
2
A
2014
1
1
2
A
1
2
A
2013
1
1
*
**
*
**
*
**
*
**
*
**
*
**
*
**
*
**
*
**
*
**
*
**
*
**
*
**
*
**
Port
2
A
2
A
2
A
2
A
2
A
1
1
1
1
1
2
A
2012
1
1
Administrative secretary
*
Meeting and database centre **
*
**
*
**
*
**
*
**
*
**
Commuter traffic
Workplace
Research director
Total FTE/year
2
A
*
**
*
**
*
**
*
**
1
7,95 7,95 8,95 8,95 8,95 8,95 8,95 8,95 8,95 8,95 8,95 8,95 8,95 8,95 8,95 8,95 8,85 8,85 8,85 8,85 8,85 8,85 8,85 8,85
1-4 = senior researcher with relevant experience; A-J = junior researcher; a-b = assistant with relevant experience
Table 2-3 summarizes the balanced division of staff in FTE over the 2012-2015 period.
Table -: Overview staff/FTE
October
July
April
January
2015
October
July
April
January
2014
October
July
April
January
December
November
October
September
August
2013
July
June
May
April
March
February
January
2012
research director
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
senior researcher
0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5
senior researcher 0,25 0,25 0,25 0,25 0,25 0,25 0,25 0,25 0,25 0,25 0,25 0,25 0,25 0,25 0,25 0,25 0,25 0,25 0,25 0,25 0,25 0,25 0,25 0,25
B1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
B2
1
1
1
1
1
1
1
1
B3
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
B4
1
1
1
1
1
1
1
1
1
1
1
1
B5
1
1
1
1
1
1
1
1
1
1
1
1
B6
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
senior researcher
0,1 0,1 0,1 0,1 0,1 0,1 0,1 0,1 0,1 0,1 0,1 0,1 0,1 0,1 0,1 0,1
B7
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
B8
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
B9
1
1
1
1
Secretariat
1,1 1,1 1,1 1,1 1,1 1,1 1,1 1,1 1,1 1,1 1,1 1,1 1,1 1,1 1,1 1,1 1,1 1,1 1,1 1,1 1,1 1,1 1,1 1,1
TOTAL FTE/year
7,95 8,95 8,95 8,95 8,95 7,95 8,95 8,95 8,95 8,95 8,95 8,95 8,95 8,95 8,95 8,95 8,85 8,85 8,85 8,85 8,85 8,85 8,85 8,85
Page 89
4 Additional information
4.1
Short-term assignment
The short-term assignments on the topics mentioned in table 2-1 as short-term research, will be executed in close
consultation with the Flemish Minister of Mobility and Public Works.
4.2
The transversal themes and methods
The transversal themes and methods will be developed mainly within the relevant research streams and in close
co-operation with the Faculty staff of University of Antwerp and Free University of Brussels, within themes and
projects. In what follows, a brief overview is given. The application to the research streams can be found in the
detailed description of the research streams and projects. The focus will be on the following transversal themes.
Flanders boasts an extensive transport infrastructure. Yet transport is growing at such a rate that it is increasingly
causing congestion and environmental harm. Congestion not only affects the accessibility of industry and logistics
centres, but it also has detrimental consequences for the quality of our living environment and for traffic safety. In
order to be able to deal adequately with traffic growth, and thus be able to guarantee the accessibility of
economically important hubs, transport infrastructure has to be adapted to the future needs, and an adequate
management system for that infrastructure is needed. However, it is clear that the public authorities will not be
able to make all the necessary investments that this requires. Consequently, alternative ways of funding such
investment projects have to be explored.
Internationally, there are quite a few examples of projects where the private sector is involved in the funding of
public infrastructure projects. This may be organised in various ways, including through a service contract, a
management contract, leasing arrangements, concessions, Build-Operate-Transfer, etc. It is important that
adequate insight be acquired into the specific characteristics as well as the benefits and drawbacks of alternative
forms of participation. Existing PPP projects ought to be studied with a view to identifying success factors.
Particularly the manner in which the risk is allocated across the various partners may contribute significantly to the
success or the failure of PPPs. The consortium has already been working in this domain, but innovative and
improved methods for involving the private sector in infrastructure investments can be further explored, and
59
especially the conditions for and impacts of implementation should be checked.
Large scale infrastructure investments have the characteristics that the return can be highly uncertain and that
they are often irreversible. There are a number of ways in which these characteristics can be incorporated in the
evaluation of infrastructure investments of which the „real options‟ approach becomes more and more accepted.
The way in which this „real options‟ approach can be applied to different types of transport infrastructures needs
further investigation. Important in this context is the way in which information on future transport demand is
gathered and the eventual phasing of the infrastructure project.
Innovative techniques for the different transport modes and for intermodality
The concept of „innovation‟ entails

the generation of new technologies or approaches, both logistically and in the organisational field;

the combination of existing technologies and/or approaches into new solutions or concepts;

the original application of technologies and/or approaches introduced elsewhere into a significant
solution in the freight transport sector.
59
Research in this priority will make use among others of:
 The World Bank (2005). Evaluation of Public Sector Contributions to Public-Private Partnership Projects, Transport
Economics, Policy and Poverty Thematic Group – Transport Note n° TRN 20, 9 p. Retrieved from
http://www.worldbank.org/transport/learning/documents/transport%20notes/trn-5%20to%20trn-26%20EconEvalNotes/trn20%20EENote2.pdf.
 Wortelboer, P. (2004). Internationale Havenbenchmark – Scan van Internationaal Havenbeleid – Eindrapport januari 2004,
onderzoek uitgevoerd in opdracht van Adviesdienst Verkeer en Vervoer, Rotterdam, 117 p.
 Boeuf, P. (2003). Public-Private Partnerships for Transport Infrastructure Projects. Paper presented at CEMT – European
Union – UNECE – EIB Seminar Transport Infrastructure Development in a Wider Europe, Paris, 27-28 November, 24 p.
 Chege, L. (2001). Recent Trends in Private Financing of Public Infrastructure Projects in South Africa, 8 p. Retreived from
http://www.buildnet.co.za/akani/2001/july/09.html.
 Roger, N. (1999). Recent Trends in Private Participation in Infrastructure, Public Policy for the Private Sector, Note n° 196,
Washington, World Bank, http://ppi.worldbank.org/book/196roger.pdf.
 Clarke, D. (1999). Local and Regional Rail Freight Transport, Outline for TRB Committee on Local and Regional Rail Freight
Transport, 7 p. Retrieved fromhttp://pubsindex.trb.org/document/view/default.asp?lbid=639277.
 Clarke, R. (1999). State of the Practice: White Paper on Public Involvement, Outline for TRB Committee on Public
Involvement in Transportation, 7 p. Retrieved from http://gulliver.trb.org/publications/millennium/00108.pdf.
Page 90
MOBILO has already made an overview of existing and ongoing innovations. However, more research is needed
on the ex-ante and ex-post evaluation of innovations and innovative processes and on their implementation.
The introduction of new technology can have far-reaching implications for certain (sub)sectors, as the following
example illustrates. The capacity of Antwerp‟s new container dock amounts to 6 million TEU annually. Already the
question arises if and when Antwerp will need the next dock (cf. the „Saeftinghe dock‟ project). A possible
alternative is the combination of new technologies (e.g. fully automated handling instead of the present straddle
carriers) with a different configuration of the terminals. The technology required already exists, but continues to
evolve quickly. It is clear that a correct investment decision, coupled with an appropriate timing, will have
significant effects in relation to port productivity and competitiveness. This also implies that one must take into
account all possible factors and their potential impact on the various players involved. Relevant aspects in this
respect are the characteristics of the innovation process, the degree of uncertainty, the degree of support among
the various parties involved, and, for each of those parties, the level of investment required and the corresponding
60
benefits .
At the same time, an alternative approach shall be taken with a view to answering the following research
question: to what extent must crucial technological variables change in order that they would have an impact on
the principal transport parameters? Consider the following example: the so-called „Abstract Mode Choice‟ model
61
proposed by Baumol and Quandt analyses the mode choice issue in passenger transport in terms of abstract
variables, i.e. variables that have not been specified but that do exhibit certain characteristics. Changes to those
characteristics may inspire changes in the choice of transport mode. MOBILO wants to conduct similar research
in relation to freight transport, more specifically to ascertain in which direction technological innovation should
proceed in order for particular goals in freight transport to be achieved.
The economic impact of transport and logistics
The relationship between transport and logistics on the one hand and economic activity and growth on the other is
62
not as simple as may appear at first glance. Clearly, many aspects are complexly interwoven . It is not only so
that economic activity affects demand for transport, but transport in turn affects economic activity. Or, as
63
Venables and Limao (1999) put it in relation to the international context :
“Recent liberalizations have reduced artificial trade barriers, and mean that the effective rate of protection
provided by transport costs is, for many countries, considerably higher than that provided by tariffs. To bring
countries further into the trading system, it is important to understand both the determinants of transport costs,
and the magnitude of the barriers to trade that they create.”
64
Likewise, Fujita, Krugman en Venables (1999) stress the relevance of transport costs in the analysis of
international trade.
It is obvious that the transport sector generates jobs and value added. However, the sector also influences the
65
economy in an indirect manner . To gain insight into this process, it is first and foremost necessary to identify all
parties involved in the distribution of goods. The assessment of how these parties interact with the economy as a
whole may be based on disaggregated input-output tables. This methodology was previously used in a joint
project by the Department of Transport and Regional Economics and the National Bank of Belgium in which the
66
direct and indirect effects of the port of Antwerp were assessed . Similar studies were done for the impact of
airports and the logistics sector on the Belgian economy. It is the purpose of MOBILO to focus this approach on
the Flemish economy. To do that, a start can be taken from the work done in the 2007-2011 Research Centre by
67
Nazemzadeh et al. (2010)
60
This also gives rise to the question of so-called „legitimacy‟ of government interference, i.e. do the public authorities have a
duty to intervene in the field of innovation in the freight transport sector? Does the general interest require government
intervention or would the innovation be achieved regardless? Similar issues for study and debate arise in relation to the effects
vis-à-vis overall transport policy, the aspect of cost-effectiveness, the consequences for competition policy (cf. the creation of
monopolies), the public support base, the feasibility, the spatial dimension at which the innovation is directed.
61
Quandt, R.E & Baumol, W.J. (1966). The demand for abstract transport modes: theory and measurement. Journal of Regional
Science, vol. 6 (2) 13-26.
62
Research in this priority will use among others:
Harrison, R. (1999). International Trade and Transport, Outline for TRB Committee on International Trade and Transport,
Washington, 3 p., http://gulliver.trb.org/publications/millennium/00063.pdf
Eberts, R. (1999). Understanding the Impact of Transportation on Economic Development, Outline for TRB Committee on
Transportation and Economic Development, Washington, 5 p., http://gulliver.trb.org/publications/millennium/00138.pdf
63
Venables, A.J. & Limao, N., (1999), Infrastructure, geographical disadvantage, and transport costs. Policy Research Working
Paper Series 2257, The World Bank, 39 p.
64
Fujita, M., Krugman, P. & Venables, A.J. (1999). The Spatial Economy: Cities, Regions, and International Trade, Cambridge,
MA., MITPress, 384 p.
65
Research in this priority will use among others: Levinga, E.A.R., Rozemeijer, S.P.J. & Francke, J.M., (2006), Perspectief op
Logistiek, Rotterdam, Adviesdienst Verkeer en Vervoer, 75 p.
66
Coppens, F., Lagneaux, F., Meersman, H., Sellekaerts, N., Van de Voorde, E., Van Gastel, G. & Verhetsel, A. (2006).
Economic Impacts of Port Activity: a Disaggregate Analysis - The case of Antwerp, TEW research paper, 49 p.
67
Nazemzadeh, M., Meersman, H., Van de Voorde, E. & Vanelslander, T., Impactmeting van transportinvesteringen op de
economie: technieken en eerste impact-observaties. Research Centre Commodity Flows, D/2010/11.528/4.
Page 91
In addition to its direct and indirect economic value, the specific nature of the freight transport and logistics sector
68
has a strategic significance . In a report by TNO for the Dutch Ministry of Transport, Public Works and Water
69
Management , three direct and three indirect criteria are considered which determine the strategic importance of
freight transport:


direct strategic significance:
 road haulage is essential to the functioning and the competitiveness of undertakings, both in the
national and in the international markets,
 road haulage is excellently placed to meet quality requirements in relation to reliability, speed and
responsiveness,
 road haulage can contribute to the improvement of the competitive position of companies and logistics
chains.
indirect strategic significance:
 road haulage can enhance the competitive position of our country as a hub for trade and as a suitable
location for European distribution centres,
 road haulage plays a role in the development of high-quality forms of logistics services, such as value
added services at European logistics service centres,
 road haulage as a customer for and user of new logistics applications and training programmes.
With a view to an adequate quantification of the strategic significance of the sector, other methods than input70
output analysis need to be developed and should incorporate the critical role of location . Further, economic
growth requires new locations and the extension of existing networks. In view of the scarcity of space and
resources, a sustainable scenario must consider where such extensions may be made, how and with which
dimensions.
With a view to economic growth, location accessibility is paramount. It is usually measured in terms of the
generalised transport costs between regions and/or core economic areas. Important aspects are how well the
core economic areas are connected to infrastructure networks, which transport modes are deployable given the
available infrastructure, and the quality of the connections. Network accessibility, on the other hand, concerns the
infrastructure performance of a single mode, measured in terms of such indicators as reliability, traffic intensity,
71
travel times, and damage risks.
The same holds for the urban environment. The economic development of a municipality or town shall depend
upon the accessibility of freight transport generating activities within that urban environment. Industrial estates,
shopping centres and business locations in inner city areas cannot function and therefore offer no value added if
72
they are not accessible for freight transport flows . An adequate accessibility enhances the attractiveness of a
town or city as a location for businesses, while at the same improving the quality of the living environment of local
residents. Therefore, it is important to achieve a good alignment between spatial planning and freight transport
policy. This implies that, in the development or reorganisation of urban areas, it is necessary that, from an early
stage, adequate account be given to the relevant aspects of freight transport. Research may consider the effects
of logistics routes. Urban logistics routes enhance the accessibility of economic centres. At the same time, they
ensure that noise nuisance and emissions caused by freight traffic are concentrated, as freight transport is
partially or wholly eliminated on other roads than those belonging to the logistics route.
By aligning the development of industrial states more closely with the requirements of freight transport, one can
achieve more efficient freight flows. After all, shippers and transport companies are often located within industrial
estates. The establishment location in part determines the volume of freight flows and thus the volume of traffic.
As far as shippers are concerned, more efficient and sustainable freight transport, and easily accessible industrial
estates, contribute to cheaper, more reliable logistics processes. Transport firms are able to utilise capacity more
efficiently (cf. the striving for sustainable freight transport).
68
Research in this priority will use among others: Adviesdienst Verkeer en Vervoer (2003). Hoe maak je GIMP zichtbaar,
Rotterdam, 23 p. (GIMP = Goederenvervoer in Maatschappelijk Perspectief)
Kuipers, B., Burgess, A., Manshanden, W.J.J., Verweij, C.A., Muskens, A.C., Rustenburg, M. & Snelder, M., (2005), De
economische Betekenis van het Goederenwegvervoer - Achtergrondrapportage, Delft, TNO Ruimte en Infrastructuur, 138 p.
Sura, W. (2005). The Air Transport Sector in the European Union, Statistics in Focus – Industry, Trade and Services, Brussels,
Eurostat, 8 p. Retrieved from http://epp.eurostat.cec.eu.int/cache/ITY_OFFPUB/KS-NP-05-037/EN/KS-NP-05-037-EN.PDF.
70
Research in this priority will use among others: Wortelboer–Van Donselaar, P., Van der Linde, G. (2004). De Relatie
Transport en Economie, Adviesdienst Verkeer en Vervoer, 51 p.
71
An application for Belgium of accessibility concepts is to be found in Vanelslander, T. & Verhetsel, A. (2001). Integrale
evaluatie van de band tussen ruimtelijk-economische structuur en infrastructuur voor goederenvervoer, Antwerpen, Faculteit
TEW Universiteit Antwerpen, Onderzoeksrapport 2001-015, 165 p. and in the research project „Naar een duurzame mobiliteit :
ruimtelijke variatie van externe effecten voor het goederenvervoer‟.
72
This is being shown among others in:
Czerniak, R., Lahsene, J. & Chatterjee, A. (1999). Urban Freight Movement – What Form will it take?, Outline for TRB
Committee on Urban Goods Movement, 7 p., Retrieved from http://gulliver.trb.org/publications/millennium/00139.pdf.
69
Page 92
Internalising external costs and the impact on the transport and logistics sector, employment, growth and
trade
The importance that is attached to understanding the relationship between freight transport and the economy
stems not only from the realisation that the economy needs to be stimulated. The concern with avoiding economic
damage caused by reduced accessibility due to, among other things, growing congestion is at least as important.
An inadequate traffic flow and reduced accessibility will, in the long run, result in loss of customers and the
73
relocation of companies, and it will reduce the attractiveness of Flanders as a location for industry . For sectors
with growth potential, it would seem at least equally important that the authorities should try to retain what has
already been acquired than to acquire new activities and/or establishments. Also the other negative externalities
of transport should be minimized. Europe and the Flemish government are aware that a fair and efficient pricing is
the first best solution, but in the majority of cases this can only be realised through the second best solution which
is the internalisation of the external costs.
74
On the calculation of the external costs, the EU has already published an extensive report . MOBILO will focus
on the consequences of the internalisation of negative external effects (congestion, accidents, infrastructure and
the environment) not only for the Flemish economy as a whole, but specifically for a number of relevant sectors
and industries. The consortium will build on the experience it gained during the study of the impacts of road
75
pricing schemes in Flanders.
Development of synthetic indicators to measure and monitor the impact of policy measures
For each policy measure it is necessary to state clearly the targets and to translate them in a limited number of
synthetic indicators. During the process of and after the full implementation of the policy measures, an equivalent
set of monitoring indicators are needed to evaluate the implementation process and the final impacts of the policy.
In the past, the Department of Transport and Regional Economics has already been working on the design of
76
synthetic indicators which are reported in the annual Indicator Book .
It is the purpose to develop for each of the research streams adequate and effective indicators. They should be
able to measure for each policy the impacts related to sustainability, economy and innovation. In order to be
77
effective indicators they should be :




relevant; they show you something about the system that you need to know.
easy to understand, even by people who are not experts.
reliable; you can trust the information that the indicator is providing.
based on accessible data; the information is available or can be gathered while there is still time to act.
The process of building the indicators is an iterative one, where the major players in the transport and logistics
sector, the policy makers and the MOBILO researchers should be involved.
4.3
Kennisbeheer
Het kennisbeheer is in overeenstemming met de beheersovereenkomst en volgt het beleid van de betrokken
universiteiten. Dit laatste is vastgelegd in artikel 9 van de samenwerkingsovereenkomst.
4.4
Gantt chart
Tabel 3-1 vat de meerjarenplanning samen zoals ze binnen MOBILO werd uitgewerkt. De tabel combineert de
timing van de inhoudelijke onderzoeksdomeinen met de praktische verdeling van de staf over de volledige
onderzoeksperiode.
Het onderzoek wordt uitgevoerd door een aantal bursalen en senior researchers die ook zullen instaan voor de
begeleiding van de bursalen. De onderzoekers van het steunpunt zullen in hun taken niet enkel begeleid worden
door de onderzoeksdirecteur, maar ook door de promotoren van het consortium.
73
Nazemzadeh, M. (2011). Impact van transportkosten op relocatie van bedrijven. Research Centre Commodity Flows
(forthcoming).
European Commission, Mobility and Transport (2008). Handbook with estimates of external costs in the transport sector.
Brussels: European Commission.
75
Blauwens, G., Meersman, H., Sys, C., Van de Voorde, E. & Vanelslander, T. (2011). Kilometerheffing in Vlaanderen: de
impact op havenconcurrentie en logistiek. Beleidspaper van het Steunpunt Goederenstromen, Universiteit Antwerpen (Road
Pricing in Flanders: impact on port competitiveness and logistics, Policy Paper of the Policy Research Centre on Commodity
Flows, University of Antwerp)
76
Meersman, H., Van de Voorde, E., Vanelslander. T. & Verberght, E. (2008-2010) Indicatorenboek Goederenvervoer,
Steunpunt Goederenstromen, Universiteit Antwerpen, several editions.
77
Retrieved from http://www.sustainablemeasures.com/node/92
74
Page 93
Ad hoc + begeleiding
2 - 50%
3 - 25%
4 - 10%
Leiding + ad hoc
1
Administratieve ondersteuning
*
**
Jobs bereikbaar houden
Mobiliteitsmanagement
Mobiliteitsbudget
P&R
Woon/werk
Breder context stedelijke distributie
Leefbaarheid van de steden
Nieuwe technologieën en processen
Evaluatiekader voor maatregelen aangaande stedelijke
goederendistributie
Stedelijke distributie
Locatie/analyse model voor intermodaal vervoer
Palletvervoer
Analyse en kwantificering van de logistieke ketens
Logistieke ketens
Optimale balans tussen vracht- en passagiersactiviteiten
Economische effecten en kosten tijdelijke sluiting luchthaven
Spoorvervoer van luchtvracht als alternatief voor wegvervoer
Luchthavens
Havenconcurrentie
Besluitvormingscriteria containervaart
Financieringsmogelijkheden haveninfrastructuur
Het potentieel van inter-port samenwerking
Havens
A - 70%
B - 70%
B - 30%
I - 100%
A - 70%
D - 30%
C- 30%
C- 70 %
A - 70%
A - 70%
A - 70%
D - 30%
F -30%
E - 30%
E - 70%
H - 100%
A - 70%
A - 30%
G - 100%
D - 70%
A - 70%
F - 70%
A - 70%
D - 30%
A - 70%
10
A - 70%
F - 30%
2012
2013
2014
2015
1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9
A - 70%
11
A - 70%
12
Table -: Timing meerjarenplan
MOBILO
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5 Management
Deel 4 valt uiteen in drie luiken. Het eerste luik omvat het organigram. Het tweede luik concentreert zich op de
werking van het Steunpunt met aandacht voor aspecten als financieel beheer (aparte boekhouding), HRM en
logistiek beheer. Het derde luik geeft een overzicht van de logistieke en materiële inbreng van beide
deelnemende entiteiten. Dit luik valt uiteen in drie delen: huisvesting, algemene diensten en faciliteiten.
5.1
Organigram
Het Steunpunt zal, in overeenstemming met de oproep, beleidsondersteunend onderzoek verrichten in het
beleidsdomein „Mobiliteit en Openbare Werken‟. Het is opgebouwd rond een aantal onderzoekthema‟s. Deze
thema‟s worden telkens vanuit drie insteken, meer specifiek transport-, duurzaamheid- en/of innovatieve vragen
gekaderd en bestudeerd (zie Deel 2). Bepaalde beleidsvragen zullen specifiek gericht zijn naar één van deze
thema‟s en insteken, maar voor een aantal beleidsvragen zal onderzoek en expertise uit meerdere thema‟s
aangewend moeten worden. Een goede coördinatie en samenwerking zijn daarom noodzakelijk. Daarom wordt
gekozen voor de organisatiestructuur van Figuur 4-1.
Figure -: Organisatiestructuur Steunpunt MOBILO
De promotor-coördinator van het Steunpunt Goederen- en Personenvervoer heeft de rol van vertegenwoordiger
en aanspreekpunt ten aanzien van de Vlaamse overheid in de rol van opdrachtgever. Zij is de schakel tussen het
Steunpunt en de functioneel bevoegde Minister Mobiliteit en Openbare Werken. De Promotor-Coördinator heeft
de expliciete opdracht om op vraag van de Beleidsraad het Steunpunt op die Beleidsraad te vertegenwoordigen.
Zij oefent haar functie uit in overleg met het Dagelijks Bestuur (zie verder). Zij is verantwoordelijk voor de
voortgang en evaluatie van het onderzoek over goederenvervoer. Zij zorgt voor de wetenschappelijke profilering
en internationale uitstraling van het Steunpunt. Zij is verantwoordelijk voor de thema‟s van de beleidspapers van
het Steunpunt en voor de kwaliteit van het geleverde onderzoek. Zij organiseert en leidt de samenkomsten en
78
activiteiten van de „Ideeëngenerator‟ en verzorgt de contacten met de Stuurgroep. Zij treedt op als bemiddelaar
bij conflicten tussen de partners binnen het Steunpunt.
78
Binnen het Steunpunt Goederen- en Personenvervoer wordt een „Ideeëngenerator‟ opgezet. Dit is een denktank die op een
systematische wijze nieuwe ideeën en oplossingen moet aanreiken die meegenomen kunnen worden in de onderzoeksthema‟s
van MOBILO. De denktank kan thematisch worden ingevuld en bestaat waar relevant uit vertegenwoordigers van alle bij
goederenvervoer betrokken actoren, i.e. de academische wereld, de industrie en dienstensector, de administratie en politieke
Page 95
De promotoren van MOBILO zijn verantwoordelijk voor de voortgang en evaluatie van het onderzoek over
goederen- en personenvervoer. Zij zorgen voor de wetenschappelijke profilering en internationale uitstraling van
het onderzoekscentrum. Zij zijn verantwoordelijk voor de thema‟s van de beleidspapers van het
onderzoekscentrum en voor de kwaliteit van het geleverde onderzoek. De promotoren hebben op regelmatige
tijdstippen evaluatie- en functioneringsgesprekken met de medewerkers, samen met de onderzoeksdirecteur.
De onderzoeksdirecteur is verantwoordelijk voor de dagdagelijkse leiding van het Steunpunt MOBILO. De
belangrijkste opdracht van de onderzoeksdirecteur is om binnen het Steunpunt de onderzoeksactiviteiten op te
volgen, te begeleiden, te stimuleren en te coördineren. Zij is verantwoordelijk voor het jaarverslag, de tussentijdse
voortgangsrapporten en het opzetten en begeleiden van processen van kwaliteitscontrole. Zo is zij
verantwoordelijk voor de refereeing processen voor de beleidspapers en staat zij mee in voor de
wetenschappelijke kwaliteit van het onderzoek. Zij plant stimulerende gesprekken met de onderzoekers en
organiseert groepsdiscussies rond bepaalde thema‟s of onderzoeksmethodes. In overleg met de promotor stuurt
en begeleidt de onderzoeksdirecteur de opleiding en training van de jongere medewerkers. Zij zorgt voor een
goede werkverdeling. Zij zorgt voor contacten met andere Steunpunten. Zij is zelf ook actief betrokken bij het
onderzoek van het Steunpunt.
Haar rol bestaat er ook in om de contacten met de beleidsvoerders zo vlot mogelijk te laten verlopen. Zij zorgt
ervoor dat de vragen vanuit het beleid op de juiste manier en door de juiste medewerkers van het Steunpunt
behandeld worden. Zij stuurt de processen voor de valorisatie van het onderzoek en zorgen voor de externe
uitstraling van het Steunpunt.
Zij verzorgt de contacten tussen het Dagelijks Bestuur en de onderzoekers, bereidt vergaderingen voor, volgt ook
de praktische afhandeling van de contracten met de overheid, andere opdrachtgevers en/of onderaannemers. Zij
wordt bijgestaan door de administratieve secretaris.
Het secretariaat is verantwoordelijk voor de voorbereiding van de agenda van de Steunpunt meeting en het
Dagelijks Bestuur. Zij notuleert tijdens deze vergadermomenten. Tevens is zij verantwoordelijk voor de financiële
administratie, de publicatie van de beleidspapers en wetenschappelijk rapporten, het ontwikkelen van een
huisstijl, de correspondentie, de praktische organisatie van seminaries, studiedagen en andere evenementen, upto-date houden van de website, en andere praktisch ondersteunende taken.
De organisatie van het Steunpunt verloopt via drie belangrijke kanalen, met name de Steunpunt Meeting, het
Dagelijks Bestuur en de Algemene Vergadering.
De Steunpunt Meeting verenigt alle leden van het Steunpunt op een informele manier, alsook andere
onderzoekers van beide entiteiten. Op die manier zijn er synergieën mogelijk bij wetenschappelijk onderzoek.
Ook met betrekking tot doctoraatsonderzoek is deze synergie belangrijk. Er wordt wekelijks gerapporteerd over
de activiteiten van zowel Goederen- als Personenvervoer, belangrijke onderzoekspistes worden besproken en
uitgezet, de belangrijkste resultaten van het Steunpunt worden voorgesteld. Eénmaal per jaar is deze meeting
een open vergadering. Hiertoe worden de kabinetsleden, leden van de Administratie Mobiliteit en Openbare
Werken uitgenodigd.
Het bestuur van het Steunpunt wordt gedragen door het Dagelijks Bestuur. Het Dagelijks Bestuur staat in voor
het operationeel beleid. Dit houdt onder meer in het definitief vastleggen of goedkeuren van alle documenten,
verslagen en standpunten opgesteld resp. aangenomen namens het Steunpunt, en die krachtens de
Beheersovereenkomst aan de bevoegde Minister, de Stuurgroep of enige andere derde moeten worden bezorgd
of meegedeeld. Alle beslissingen die een wijziging inhouden van hetzij de Beheersovereenkomst, hetzij deze
Samenwerkingsovereenkomst (met uitzondering van de Bijlagen) worden pas definitief na goedkeuring van de
bevoegde vertegenwoordigers van de respectievelijke Instellingen.
Het Dagelijks Bestuur is als volgt samengesteld: de Promotor-Coördinator, de promotoren, de
onderzoeksdirecteur en de senior researchers. Het Dagelijks Bestuur wordt voorgezeten door de PromotorCoördinator. Bij tijdelijke of definitieve onbeschikbaarheid van de Promotor-Coördinator, wordt door de
betrokkene een vervanger/ster voorgesteld aan het Dagelijks Bestuur. Bij onmogelijkheid hiertoe, formuleert het
Dagelijks Bestuur een voorstel dat ter goedkeuring wordt voorgelegd aan de Stuurgroep en aan de Beleidsraad.
Het Dagelijks Bestuur is verantwoordelijk voor de globale voortgang van het onderzoek en voor de bewaking van
de kwaliteit van het onderzoek en de geleverde producten (bv. beleidsondersteunende nota‟s, publicaties,…).
Bovendien is het Dagelijks Bestuur bevoegd voor:
i.
ii.
iii.
de goedkeuring van het werkingsverslag, de opgestelde begroting en het jaarplan voor deze aan de
Stuurgroep ter goedkeuring wordt voorgelegd;
het vastleggen en eventueel aanpassen van het organogram van het Steunpunt;
het oprichten van specifieke commissies en/of werkgroepen met de adviserende en/of ondersteunende
verantwoordelijkheden die het Dagelijks Bestuur daaraan toekent, voor zover dit geen delegatie inhoudt
van verantwoordelijkheden die de Beheersovereenkomst aan het Dagelijks Bestuur toewijst;
actoren. De denktank vertrekt van vooraf neergeschreven discussienota‟s, op basis van interdisciplinaire input uit de
wetenschappelijke literatuur, de bedrijfswereld en de wereld van de administratieve en politieke besluitvorming. Meer info
hierover in deel 3 van dit aanvraagdossier onder 3.2.3.
Page 96
iv.
het vastleggen van een werkwijze voor de toewijzing van kortetermijnopdrachten, zoals bedoeld in luik
2.3.2 van de Beheersovereenkomst; de (verzoeken tot) kortetermijnopdrachten worden op het Dagelijks
Bestuur ter kennis gebracht;
beslissingen in toepassing van luik 7.6 van de Beheersovereenkomst; daartoe kan het Dagelijks Bestuur
de Promotor-Coördinator de opdracht geven een instelling in gebreke te stellen en aan te manen tot
nakoming van de contractueel vastgelegde verplichtingen binnen een termijn van dertig kalenderdagen,
bij gebreke waarvan, benevens de sanctie voorzien in de Beheersovereenkomst (beëindiging van de
overeenkomst in hoofde van de in gebreke zijnde Partij) ook kan beslist worden om specifieke taken en
verplichtingen te herverdelen binnen het Steunpunt, met inbegrip van de daaruit voortvloeiende
financiële gevolgen;
v.
Het Dagelijks bestuur organiseert onderzoek, coördineert de activiteiten volgens de adviezen van de Algemene
Vergadering, is belast met het voorstellen van medewerkers voor aanwerving en de interne organisatie van het
Steunpunt. Zij adviseert de Algemene vergadering o.a. over
-
Het afstemmen van activiteiten binnen het Steunpunt zoals bv. een Ideeëngenerator
Het coördineren van de werking van het Steunpunt
De uitvoering van de interne kwaliteitszorg
De praktische organisatie van het Steunpunt
De uitvoering van wetenschappelijk onderzoek
De opvolging van de contracten
De financiële verrichtingen
…
Het Dagelijks Bestuur komt maandelijks bijeen en telkens wanneer de Promotor-Coördinator dan wel minstens
drie (3) leden daarom verzoeken. De agenda van elke vergadering wordt, samen met de stukken nodig ter
voorbereiding van de agendapunten, minstens zeven (7) dagen op voorhand door de Promotor-Coördinator
bezorgd aan de leden. Wanneer alle leden op een vergadering aanwezig en/of vertegenwoordigd zijn en hiertoe
unaniem beslissen, kunnen agendapunten op de vergadering zelf worden toegevoegd. Indien een lid
verontschuldigd is voor deelname aan het Dagelijks Bestuur, wordt de Promotor-Coördinator op de hoogte
gebracht. Er worden geen vervangers aangeduid tenzij mits goedkeuring door de Promotor-Coördinator.
Indien de onderwerpen het toelaten, kan het Dagelijks Bestuur ook virtueel samenkomen, via alternatieve
communicatiekanalen (e-mail, telefoon, Skype,…). Dit is overigens een onmiddellijke toepassing van het principe
van transport-duurzaamheid dat het Steunpunt voorstaat. Gezamenlijk agendabeheer zal via dezelfde online
instrumenten verlopen.
De Algemene Vergadering staat in voor het strategische beleid. De rol van de Algemene Vergadering is het
overlopen van de adviezen van het Dagelijks Bestuur en de taakverdeling binnen het Steunpunt. De Algemene
Vergadering bestaat uit de promotoren en de onderzoeksdirecteur en komt twee maal per jaar samen. De
Promotor-Coördinator zit de Algemene Vergadering voor. De Algemene Vergadering zal voorafgaand een
vergadering met de Stuurgroep gepland worden en zal aansluiten bij een Steunpunt Meeting. Zij behandelen
klachten indien van toepassing. Zij beslissen bij consensus. De onderzoeksdirecteur treedt op als verslaggever.
MOBILO zal voor de samenwerking en overleg met de overheid een Stuurgroep opzetten. De Stuurgroep is,
conform luik 3.3. van de Beheersovereenkomst, het forum waarop het strategische niveau en het
onderzoeksniveau overleg plegen. De Stuurgroep staat de Beleidsraad bij in de inhoudelijke aansturing van de
werking van het Steunpunt. Haar opdrachten zijn omschreven in de Beheersovereenkomst.
De Stuurgroep bestaat uit leden van de Vlaamse Overheid en Administratie die nauw betrokken zijn bij de
werking van MOBILO. De overheidsdelegatie bestaat, naast de voorzitter, uit een vertegenwoordiger van de
andere betrokken Ministers, een vertegenwoordiger van de Minister van Wetenschapsbeleid, aangevuld met
vertegenwoordigers van de beleidsraden en betrokken administraties. Tevens zetelen de Promotor-Coördinator
en de promotoren uit de participerende onderzoeksinstellingen alsook de onderzoeksdirecteur in deze
Stuurgroep. Ook belangrijke actoren uit betrokken sectoren kunnen lid zijn van de Stuurgroep. De Stuurgroep
wordt voorgezeten door de vertegenwoordiger van de functioneel bevoegde Minister Mobiliteit en Openbare
Werken.
De feitelijke invulling van de Stuurgroep gebeurt in samenspraak met de functioneel bevoegde Minister. De
Stuurgroep staat in voor de aansturing van het beleidsrelevant wetenschappelijk onderzoek binnen de
beleidslijnen, de bewaking van het tijdskader, en de controle op de financiële uitvoering en de begroting. De
Stuurgroep hanteert voor zijn werking een Huishoudelijk Reglement, waarin ondermeer de stemverhoudingen en
–procedure zijn uitgewerkt. MOBILO
Met de voorgaande structuur beoogt MOBILO volgende doelstellingen:
-
Door de aanwezigheid van verschillende academische disciplines binnen de onderzoeksdomeinen
komen tot een multidisciplinaire benadering van mobiliteits- en logistieke vraagstukken waarbij de
expertise van de partners, promotoren en onderzoekers garant staat voor de kwaliteitsbewaking binnen
het onderzoek.
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-
Participatie en samenwerking met het praktijkveld die moet leiden tot de uitbouw van een gefundeerd
netwerk.
Het bevorderen van een optimale benutting van kennis en overwegingen uit praktijk en wetenschap in
bestuurlijke besluitvorming.
Realiseren van een heldere, wetenschappelijk onderbouwde en actuele voorlichting aan professionele
beroepsgroepen, instanties, organisaties en de burger/bevolking.
Naast de bovenstaande structuur staan onderstaande elementen van concrete werking garant dat goede
onderzoeksresultaten worden behaald, en dat die ook voldoende ruim worden gecommuniceerd.
5.2
Werking van het Steunpunt
In deze sectie wordt naast het personeelsbeleid ook stilgestaan bij overleg met administraties en kabinetten, de
input van het praktijkveld en de uitbouw van het netwerk, de valorisatie van het onderzoek en de toegankelijkheid
ervan. Ook wordt er aandacht besteed aan de participatie in nationale en internationale onderzoeksoproepen en
de internationalisatie van het Steunpunt
5.2.1
Personeelsbeleid
Elke onderzoeksthema is gekoppeld aan een promotor. Er wordt getracht om binnen de groep een goede
verdeling te hebben tussen beginnende onderzoekers en onderzoekers met ervaring. Elk van de seniors heeft
een aantoonbare onderzoekservaring in het deeldomein. De bedoeling is om de bursa(a)l(en) door de seniors te
laten ondersteunen (zie Table 4-1). Voor een aantal thema‟s zullen de seniors met een belangrijke aparte
onderzoekstaak worden belast. De jonge onderzoekers krijgen een onderzoeksopleiding.
Op deze wijze is er van bij de aanvang van het Steunpunt een inbreng van expertise en worden de bursalen
mede ondersteund in het onderzoek; hierdoor kan het kwaliteitsbewaking van het onderzoek maximaal worden
verzekerd.
Table -: Koppeling
Onderzoeksdomein
Promotor
Senior
Bursalen
Haven
Prof. dr. T. Vanelslander
Dr. C. Sys
1
Luchthaven
Prof. dr. E. Van de Voorde
Dr. C. Sys
1
Logistieke keten
Prof. dr. C. Macharis
Dr. C. Sys
2
Dr Ethem Pekin
Stedelijke distributie
Prof. dr. H. Meersman
Roel Gevaers
1
Woon/werk verkeer
Prof. dr. A. Verhetsel
Dr. T. Vanoutrive
1
Stimulerende gesprekken worden gekoppeld aan mijlpalen in het onderzoek van de medewerkers. Het doel van
de groepsdiscussie is tweeërlei: bijdragen tot de integratie van de UA/VUB onderzoekers alsook disseminatie van
het onderzoek binnen het Steunpunt. Daarnaast worden open vergaderingen georganiseerd. Ook op deze
vergaderingen zal het onderzoek gepresenteerd worden. Medewerkers van het kabinet en de administratie wordt
hiertoe uitgenodigd. Deze open vergaderingen worden ook op de website van het Steunpunt aangekondigd.
Binnen het onderzoekscentrum MOBILO wordt gestreefd naar een dynamische werkomgeving met voldoende
mogelijkheden om onderzoeksmethodes en –resultaten te bespreken en te bediscussiëren, zowel onderling als
met de ZAP- en BAP leden van het departement Transport en Ruimtelijke Economie (Universiteit Antwerpen) en
het departement MOSI-Transport en Logistiek, onderdeel van de onderzoeksgroep MOSI (VUB).
De onderzoekers met ervaring worden ertoe aangezet om actief deel te nemen aan congressen, e.d. en te
publiceren. Indien het voor hun onderzoekswerkzaamheden nodig is, zullen zij ook bijkomende gespecialiseerde
trainingen kunnen volgen.
Medewerkers die in het kader van het onderzoek binnen MOBILO een doctoraat maken, genieten de
doctoraatsopleiding van hun respectieve Universiteit. Deze opleiding beoogt de kennis en vaardigheden van de
onderzoeker binnen en buiten zijn of haar discipline en onderzoeksdomein te verdiepen en te verbreden. Ook het
stimuleren van de mondelinge en schriftelijke (interdisciplinaire) communicatie tussen onderzoekers onderling en
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tussen onderzoekers en de maatschappij is een aandachtspunt. De invulling van de doctoraatsopleiding is flexibel
en wordt gestuurd door de vraag van de doctorandus en door het deels verplichte aanbod vanuit de Faculteiten
en vanuit de Universiteit. De Universiteit biedt in dit kader opleidingkredieten aan haar doctorandi aan.
Het Departement Transport en Ruimtelijke Economie neemt deel aan het internationale TransportNET PhD
program. De medewerkers van MOBILO kunnen een aantal van de opleidingsonderdelen daaruit volgen.
Binnen de VUB kunnen de bursalen het doctoraatsprogramma van de doctoral school van de humane
wetenschappen volgen. Ook de cursussen Duurzame Mobiliteit en Logistiek (Prof. Macharis en Prof. Van Mierlo)
en operationeel beheer (Prof. Macharis) kunnen gevolgd worden. De onderzoeksgroepen ontvangen een
basisfinanciering waarmee ze o.a. opleidingsnoden van hun doctorandi kunnen betalen.
De medewerkers zullen ook actief deelnemen aan internationale onderzoeken, congressen en symposia.
Publicaties, communicatie van onderzoeksresultaten aan de media, … vormen een essentieel onderdeel van het
takenpakket van de onderzoekers. Het is vooral de taak van de seniors en de directeur om hierbij stimulerend op
te treden.
Voor alle medewerkers zal er een omschrijving van hun takenpakket gemaakt worden en zullen er op regelmatige
tijdstippen functioneringsgesprekken en evaluatiemomenten zijn.
5.2.2
Financieel beheer
De twee deelnemende entiteiten van het Steunpunt zullen een afzonderlijke herkenbare boekhouding voeren. Het
Departement Financiën van de beide Universiteiten voert het beheer van de Steunpuntfinanciering in
samenspraak met de persoon die decentraal, binnen het Steunpunt de financiële opvolging waarneemt. Binnen
het Departement Financiën wordt een persoon aangeduid voor opvolging van het dossier Steunpuntfinanciering.
Deze persoon zal instaan voor de financiële verantwoording van de Steunpunt-activiteiten. Het Departement
Personeel biedt ondersteuning bij het aantrekken en aanwerven van het Steunpuntpersoneel. De
personeelsafdeling zal ondersteuning geven voor het opmaken van arbeidscontracten en in het beheer van de
loonadministratie.
5.2.3
Input van praktijkveld en uitbouw van netwerk
Op Vlaams niveau is het nodig dat het Steunpunt input krijgt over wat er leeft binnen de diverse domeinen en bij
verschillende instanties (bijv. sectororganisaties, belangenverenigingen, gemeenten, provincies, …). De input van
deze instanties is dan ook van groot belang om gericht ondersteunend onderzoek te kunnen verrichten.
Regelmatig overleg met deze instanties en een open onthaal naar repliek vanuit dit veld is nodig.
5.2.4
Valorisatie van het onderzoek en toegankelijkheid
Gegeven continuïteit wordt er geopteerd om van bij de start van het Steunpunt derde generatie bestaand
onderzoek onmiddellijk te valoriseren.
De output van het Steunpunt moet eenvormig en duidelijk gerapporteerd worden naar het beleid en derden. In
eerste instantie komt dit neer op het uitbrengen en toegankelijk maken van onderzoeksrapporten, het
voorbrengen van onderzoeksresultaten op specifieke fora, en het realiseren van doctoraatsproefschriften
aangaande fundamenteel onderzoek. In tweede instantie wil MOBILO samenwerkingsverbanden realiseren in het
organiseren van evenementen (ronde tafelconferenties, studiedagen,…) om de resultaten kenbaar te maken. In
derde instantie beoogt MOBILO de realisatie van onderzoeksresultaten in wetenschappelijke literatuur,
participatie aan wetenschappelijke congressen,….
Jaarlijks wordt een werkings- en activiteitenverslag gemaakt waarin de activiteiten van MOBILO en de
belangrijkste onderzoeksresultaten worden weergegeven. Dit werkings- en activiteitenverslag zal besproken
worden met de functioneel bevoegde Minister om, indien nodig, de onderzoeksdomeinen bij te sturen.
De belangrijkste poort tot ontsluiting en verspreiding van de kennis is de website van het Steunpunt. Die zal
zodanig opgebouwd worden dat bepaalde delen voor iedereen toegankelijk zijn, terwijl andere delen dat enkel
voor bevoegden zullen zijn. Via deze website kunnen resultaten van onderzoek nationaal en internationaal
verspreid worden.
Zowel voor de bekendmaking van onderzoeksresultaten of beleidsadviezen op de website als via een ander
communicatiekanaal worden nadere afspraken gemaakt tussen het Steunpunt en de functioneel bevoegde
Minister of diens vertegenwoordiger in de Stuurgroep. De functioneel bevoegde Minister heeft in deze de
beslissende stem.
5.2.5
Participatie in nationale en internationale onderzoeksoproepen
Het Steunpunt Goederen- en Personenvervoer zal er maximaal op inzetten om met haar haar gelinkte
Departementen zowel in nationale als internationale onderzoeken te participeren.
Naast het uitvoeren van het gefinancierd onderzoek vanuit de Vlaamse overheid, wil het Steunpunt participeren in
andere onderzoeksopdrachten. Een hoofddoel is wel een verhoogde inzet in het deelnemen aan Europees
gefinancierd onderzoek met diverse internationale partners.
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5.2.6
Internationalisatie van het Steunpunt
Naast uitbouw van een Vlaams netwerk, wil het Steunpunt participeren binnen internationale organisaties.
Enerzijds kan dit door te participeren aan internationale congressen, anderzijds door het optreden als expert
binnen Europese organisaties en instanties. Tevens beoogt MOBILO het versterken van het al bestaande
Europees en wereldwijde netwerk. De onderzoeksgroep behoort, via het Departement Transport en Ruimtelijke
Economie, bijvoorbeeld reeds tot TRANSPORTNET, en neemt verder een voorname rol in binnen wereldwijde
organisatie als WCTRS (World Conference on Transportation Research Society), NECTAR,(Network on
European Communications and Transport), AET (Association for European Transport), enz.
5.3
Overzicht van de logistieke en materiële inbreng
5.3.1
Huisvesting
In de sectie 6.1 wordt achtereenvolgens aandacht besteed aan het voorstel betreffende huisvesting van het
Steunpunt.
5.3.1.1 Universiteit Antwerpen
Binnen de Universiteit Antwerpen garandeert de academische overheid de huisvesting van het Steunpunt binnen
de lokalen van de vernieuwde Stadscampus van de Universiteit Antwerpen, gelegen in de binnenstad. Volgende
locatie wordt voorgesteld: gebouw B, Stadscampus Prinsstraat 13. De inbedding van het onderzoekscentrum
wordt zichtbaar gemaakt aan de buitengevel en signalisatie wordt voorzien in de inkom van het gebouw.
5.3.1.2 Vrije universiteit Brussel
Binnen de Vrije Universiteit Brussel garandeert de academische overheid de huisvesting van het Steunpunt
binnen de lokalen van de gebouwen van de campus Etterbeek. Volgende locatie wordt voorgesteld: gebouw B,
Pleinlaan 2, 1050 Brussel.
5.3.2
Algemene diensten en faciliteiten
De mate waarin het Steunpunt een beroep kan doen op algemene diensten en faciliteiten van deelnemende
entiteiten wordt hierna toegelicht. Er is specifiek aandacht aan ICT-ondersteuning, universiteitsbibliotheek, de
locaties en organisatie van bijeenkomsten, wetenschapscommunicatie, doctoraatsopleiding en nieuwe media
besteed.
5.3.2.1 Universiteit Antwerpen
Het Steunpunt kan een beroep doen op de algemene diensten en faciliteiten van de Universiteit Antwerpen,
zowel ten aanzien van het personeel als ten aanzien van de uitvoering van het wetenschappelijk onderzoek en de
disseminatieactiviteiten:
ICT-ondersteuning
Het departement ICT levert ondersteuning op logistiek, technisch en inhoudelijk vlak. Dit gebeurt vanuit de
doelstelling om de werking van MOBILO zoveel mogelijk te faciliteren en ervoor te zorgen dat de onderzoekers
zich in ideale omstandigheden kunnen wijden aan hun kerntaken.
Inzake de logistieke en technische ondersteuning krijgen MOBILO en onderzoekers volgende
aangeboden:







faciliteiten
Mogelijkheid tot voordelige aankopen van PC‟s en randapparatuur via het raamcontract van de
Universiteit Antwerpen met de leverancier;
Performante toegang tot het internet en het interne netwerk vanuit de campus (ook draadloos) en
toegang tot het intranet vanuit externe locaties;
E-mailfaciliteiten met toegang vanuit elke locatie (web-gebaseerd);
Breed gamma aan software voor administratief en academisch gebruik, aangeboden via
campuslicenties;
Centrale helpdesk voor oplossen van computer-technische problemen;
Toegang tot geavanceerde applicaties om de projecten zowel administratief als financieel op te volgen;
Actieve ondersteuning van de Nieuwe Media Dienst op het vlak van het aanmaken, beheren en
ontsluiten van multimedia (geluid, beeld, video, streaming …) en op het vlak van vormgeving van
publicaties.
Daarnaast levert het departement ICT ook specifieke academische ondersteuning. Specifieke academische
software kan worden voorzien door de centrale ICT-diensten. Die zorgen dan voor de licentie en het beheer,
initiëren de noodzakelijke opleidingen en zorgen voor de documentatie en de inhoudelijke academische
ondersteuning.
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Ten slotte biedt het departement ICT ook maatwerk en ondersteuning van webgebaseerde tools voor online
samenwerking en verspreiding van informatie via het internet:


Afgeschermde web-omgeving waar onderzoekers kunnen communiceren (synchroon en asynchroon),
informatie en werkdocumenten kunnen delen, een kalender en agenda bijhouden, …
Assistentie bij opbouw website per Steunpunt voor de disseminatie van de resultaten, met decentrale
invoer via een content management systeem, achterliggende database voor het dynamisch publiceren
van rapporten en resultaten, mogelijkheid tot het inbouwen van beveiliging, …
Universiteitsbibliotheek
Het Steunpunt en zijn onderzoekers kunnen gebruik maken van de diensten en faciliteiten van de Antwerpse
Universiteitsbibliotheek. Die bundelt vier bibliotheken – één per campus. In november 2007 werd de nieuwe
bibliotheek op de Stadscampus voor de humane en sociale wetenschappen in de onmiddellijke nabijheid van de
Steunpuntvestiging in gebruik genomen. De nieuwe bibliotheek humane en sociale wetenschappen heeft een
oppervlakte van 17.000², een openkast-opstelling van meer dan 500.000 volumes. In 2008 is de nieuwe
biomedische bibliotheek op Campus Drie Eiken in gebruik genomen. Op dit moment worden plannen gemaakt
voor een nieuwe bibliotheek Wetenschappen, inclusief de Industriële Wetenschappen op Campus
Groenenborger. Alle bibliotheken hebben ruime openingstijden.
De universiteitsbibliotheek is een hybride bibliotheek met zowel klassieke papieren als elektronische informatie.
De papieren info kan geconsulteerd, geleend, gefotokopieerd of gescand worden in de bibliotheken op de vier
campussen. De elektronische informatie is beschikbaar via de servers van de bibliotheek of via externe servers
op basis van licentieovereenkomsten. De elektronische informatie, circa 12.000 elektronische tijdschriften, ruim
100 databanken, elektronische boeken, gedigitaliseerde boeken uit de eigen historische collectie zijn 7 dagen per
week en 24u per dag beschikbaar. Thuis en overal ter wereld hebben de geregistreerde gebruikers van de
Universiteit Antwerpen toegang tot de digitale collecties via VPN.
De elektronische bibliotheek in de humane, sociale en economische wetenschappen groeit snel. De UA heeft
elektronische toegang tot vrijwel alle tijdschriften van de grote uitgevers als Elsevier, Springer, Blackwell en
Wiley. Electronisch beschikbare tijdschriften in o.m. economie (1.755 titels), politieke en sociale wetenschappen
(1.295 titels), recht (396 titels). Daarnaast is de UA-bibliotheek ook betrokken bij de internationale Open Access
publicaties o.a. door haar lidmaatschap van PuBMed. Er is een digitale repository server, waar de UA-publicaties
worden opgeslagen. Het betreft bijvoorbeeld artikelen en monografieën en doctoraatsthesissen (vanaf 2011) van
het personeel van de UA. Die server kan via het harvesting-protocol aangesloten worden op andere nationale en
internationale harvesting machines, zodat UA-publicaties op die wijze snel deel zullen uitmaken van wereldwijde
repository systemen voor elektronische informatie.
De bibliotheek biedt onder meer volgende dienstverlening aan de onderzoekers:














SDI: Systematische opvolging van onderzoek rond bepaalde topics;
De bibliotheek creëert de databank Academische Bibliografie, welke een overzicht biedt van de
wetenschappelijke publicaties van de onderzoekers van de UA. De Academische bibliografie is online te
raadplegen;
Analyse en evaluatie van wetenschappelijke productie van individuele AP-leden, van onderzoeksgroepen,
departementen, faculteiten of van onderzoek in het algemeen;
Opleiding wetenschappelijke informatie zoeken en vinden voor onderzoekers + individuele opleiding van
onderzoekers in gebruik van complexe databanken;
VPN toegang: raadpleging van vrijwel alle databanken en elektronische tijdschriften ook buiten de UAcampussen voor UA-leden;
Maandelijkse aanwinstenlijsten met de nieuwe publicaties via de website van de bibliotheek;
Export van referenties naar bibliografische software (vb. EndNote of Zotero) is mogelijk vanuit de catalogus
en heel wat databanken;
Via interbibliothecair leenverkeer (IBL) kunnen boeken/artikelen van andere bibliotheken aangevraagd
worden. IBL is niet gratis;
Men beschikt over een UA-account waarmee men kan inloggen op computers in het open studielandschap
van de leeszalen en in de computerklassen en groepsruimten;
Snel draadloos net werk;
Internettoegang;
Toegang tot bepaalde academische software en office toepassingen;
Persoonlijke opslagschijf (H:)
Na activering heeft men toegang tot het UA-netwerk met de eigen laptop.
Daarnaast beschikt het Departement Transport en Regionale Economie over een eigen datacentrum met
gespecialiseerde literatuur en tijdschriften.
Locaties en organisatie van bijeenkomsten
Voor de organisatie van bijeenkomsten, congressen of andere disseminatieactiviteiten van het Steunpunt kan
kosteloos beroep gedaan worden op de vergaderzalen, leslokalen en aula‟s van de Universiteit Antwerpen, zowel
Page 101
op de Stadcampus als buitencampussen, met inbegrip van het historische Hof van Liere (Prinsstraat 13). Het
Departement Communicatie en de Dienst Nieuwe Media bieden ondersteuning bij de grafische vormgeving van
publicaties, uitnodigingen en disseminatiemateriaal. Verder kan men voor hulp bij het organiseren van
congressen en expertmeetings terecht bij de congrescoördinator verbonden aan het departement sociale
culturele en studentgerichte diensten. Deze geeft praktische ondersteuning bij het hosten van congressen en legt
ook de contacten met de cateringdienst.
Wetenschapscommunicatie
De wetenschapscommunicator van de Universiteit Antwerpen is beschikbaar voor het Steunpunt, en adviseert en
ondersteunt bij de communicatie van wetenschappelijke informatie en onderzoeksresultaten naar het publiek. Dit
kan gaan van het uitdenken van communicatie-acties, afbakenen van doelgroepen, de keuze van
communicatiekanalen tot het (her)schrijven van teksten.
Doctoraatsopleiding
Medewerkers van het Steunpunt die in het kader van het onderzoek binnen het Steunpunt een doctoraat maken,
genieten de doctoraatsopleiding van de Universiteit Antwerpen. Deze opleiding beoogt de kennis en
vaardigheden van de onderzoeker binnen en buiten zijn of haar discipline en onderzoeksdomein te verdiepen en
te verbreden. Ook het stimuleren van de mondelinge en schriftelijke (interdisciplinaire) communicatie tussen
onderzoekers onderling en tussen onderzoekers en de maatschappij is een aandachtspunt. De invulling van de
doctoraatsopleiding is flexibel en wordt gestuurd door de vraag van de doctorandus en door het deels verplichte
aanbod vanuit de faculteiten en vanuit de universiteit. De universiteit biedt in dit kader opleidingkredieten aan
haar doctorandi aan.
Nieuwe Media Dienst
Medewerkers van het Steunpunt kunnen bij de Nieuwe Media Dienst (NMD) van de Universiteit Antwerpen
terecht voor de productie van nieuwe media en het gebruik van de audiovisuele infrastructuur in de leslokalen. Er
is een afdeling van de Nieuwe Media Dienst (NMD) op elke campus. De NMD maakt deel uit van het
Departement ICT. De NMD kan ook in staan voor grafische producten zoals: drukwerk, affiches, folders en
uitnodigingen voor congressen, grafisch werk voor wetenschappelijke publicaties. De NMD ondersteunt tevens bij
het gebruik van van videoconferences.
Het Steunpunt kan een beroep doen op de algemene diensten en faciliteiten van de Vrije Universiteit Brussel,
zowel ten aanzien van het personeel als ten aanzien van de uitvoering van het wetenschappelijk onderzoek en de
disseminatieactiviteiten:
ICT-ondersteuning
Het departement ICT levert ondersteuning op logistiek, technisch en inhoudelijk vlak. Dit gebeurt vanuit de
doelstelling om de werking van het Steunpunt zoveel mogelijk te faciliteren en ervoor te zorgen dat de
onderzoekers zich in ideale omstandigheden kunnen wijden aan hun kerntaken.
Inzake de logistieke en technische ondersteuning krijgen de onderzoekers volgende faciliteiten aangeboden:







Mogelijkheid tot voordelige aankopen van PC‟s en randapparatuur via het raamcontract van de Vrije
Universiteit met de leverancier;
Performante toegang tot het internet en het interne netwerk vanuit de campus (ook draadloos) en
toegang tot het intranet vanuit externe locaties;
E-mailfaciliteiten met toegang vanuit elke locatie (web-gebaseerd);
Breed gamma aan software voor administratief en academisch gebruik, aangeboden via
campuslicenties;
Centrale helpdesk voor oplossen van computer-technische problemen;
Toegang tot geavanceerde applicaties om de projecten zowel administratief als financieel op te volgen;
Actieve ondersteuning van de Nieuwe Media Dienst op het vlak van het aanmaken, beheren en
ontsluiten van multimedia (geluid, beeld, video, streaming …) en op het vlak van vormgeving van
publicaties.
Daarnaast levert het departement ICT ook specifieke academische ondersteuning. Specifieke academische
software kan worden voorzien door de centrale ICT-diensten. Die zorgen dan voor de licentie en het beheer,
initiëren de noodzakelijke opleidingen en zorgen voor de documentatie en de inhoudelijke academische
ondersteuning.
Page 102
Universiteitsbibliotheek
Het Steunpunt en zijn onderzoekers kunnen gebruik maken van de diensten en faciliteiten van de bibliotheek van
de VUB.
De bibliotheekcollectie ten behoeve van de faculteit Economische, Sociale en Politieke wetenschappen en Solvay
Business School (faculteit ES) is ondergebracht in de Centrale Bibliotheek (Campus Etterbeek). De website van
de Universiteitsbibliotheek (http://www.vub.ac.be/BIBLIO/index.html) bevat uitgebreide informatie over het
gebruik (openingsuren, plattegrond, verduidelijking bij het classificatiesysteem, enz.) en biedt tevens talrijke
mogelijkheden voor het opzoeken van boeken, tijdschriften (alle opzoekbaar via VUBIS79) en bibliografische en
andere databanken (een aantal via EBSCOhost) zoals ondermeer Web of Science, EconLit (de database van het
bibliografisch tijdschrift Journal of Economic Literature), Business Source Premier, JSTOR (tijdschriftenarchief) en
MediArgus (archief van Vlaamse kranten).
Met behulp van VUBIS kunnen ook ondermeer de ULB-catalogus, de collectieve boeken- en tijdschriftencatalogi
CCB, Antilope en ADB geraadpleegd worden. ADB (Article DataBase) is een omvangrijk interdisciplinair bestand
met beschrijvingen van artikels sinds 1993 gepubliceerd in 27.588 wetenschappelijke tijdschriften. Op dit moment
bevat ADB 34.191.481 artikelbeschrijvingen en elke nacht groeit de gegevensbank met ongeveer 8.000 artikels.
Met de ADB software is niet enkel een online ondervraging van de gegevensbank mogelijk. Er kunnen ook
gepersonaliseerde zoekprofielen gedefinieerd worden, die meer geavanceerde opzoekingen toelaten en
waarmede tevens een attenderingssysteem kan opgezet worden. Met de linkgenerator V-link (als extra product
voor de VUBIS-software ontwikkeld), komt men vanuit de gegevensbanken (inclusief de catalogi) rechtstreeks bij
de full text van een elektronisch tijdschriftartikel of boek (als die full text beschikbaar is) en/of andere relevante
informatie of diensten.
Overigens kunnen de genoemde gegevensbanken, samen met andere bronnen, ook simultaan doorzocht worden
door middel van V-spaces (eveneens een extra product bij de VUBIS-software). V-spaces, een „federated search
engine‟, maakt het mogelijk om binnen één geïntegreerde zoekomgeving informatiebronnen van de meest
heterogene aard toegankelijk te maken: een gebruiker hoeft slechts één zoekvraag in te tikken, waarna het
systeem automatisch de diverse bronnen (op het internet of intranet) ondervraagt en de zoekresultaten
presenteert als één resultaatlijst.
Via de digitale bibliotheek kan men vierentwintig uur per dag en zeven dagen per week op de campus en (mits
een geldige VUB-identiteit) buiten de campus toegang krijgen tot bibliografische gegevensbanken en full text.
Werken die in andere instellingen aanwezig zijn, kunnen aangevraagd worden via de interbibliothecaire
uitleendienst (IBL). De totale oppervlakte van de leeszaal op de campus Etterbeek is 5.050 m2. In de leeszalen
zijn er 850 zitplaatsen en 100 werkstations die alle aangesloten zijn op het internet. In alle leeszalen is draadloos
internet voorzien.
De Centrale Bibliotheek stelt momenteel circa 350.000 monografieën, ongeveer 15.000 elektronische tijdschriften,
meer dan 15.000 elektronische boeken en ongeveer 30.000 thesissen ter beschikking. Op loopafstand van de
Centrale Bibliotheek kunnen de onderzoekers ook gebruik maken van de ULB-bibliotheken. Deze bevatten circa
980.000 monografieën, bijna 15.500 elektronische tijdschriften en 56.000 thesissen.
Door de overgang van de gedrukte naar de elektronische versie van tijdschriften en de verwerving via “package
deals” is het aantal beschikbare elektronische tijdschriften enorm toegenomen, van 1.700 titels in 1997 naar
ongeveer 15.000 nu.
Locaties en organisatie van bijeenkomsten
Voor de organisatie van bijeenkomsten, congressen of andere disseminatieactiviteiten van het Steunpunt kan
beroep gedaan worden op de vergaderzalen, leslokalen en aula‟s van de Vrije Universiteit Brussel. Cross Talks
biedt ondersteuning bij de grafische vormgeving van publicaties, uitnodigingen en disseminatiemateriaal. Verder
kan men voor hulp bij het organiseren van congressen en expertmeetings terecht bij het departement
Evenementen. Deze geeft praktische ondersteuning bij het hosten van congressen en legt ook de contacten met
de cateringdienst.
Wetenschapscommunicatie
De wetenschapscommunicator van de Vrije Universiteit Brussel is beschikbaar voor het Steunpunt, en adviseert
en ondersteunt bij de communicatie van wetenschappelijke informatie en onderzoeksresultaten naar het publiek.
Dit kan gaan van het uitdenken van communicatie-acties, afbakenen van doelgroepen, de keuze van
communicatiekanalen tot het (her)schrijven van teksten.
79
VUBIS is een geïntegreerd bibliotheeksysteem dat origineel werd ontwikkeld aan de VUB in de jaren zeventig van de vorige
eeuw (zie http://www.vubis-smart.com/html/nlvsils.htm). Meer dan 400 instellingen wereldwijd beschikken over VUBIS voor het
beheer van de eigen bibliotheekcollecties. VUBIS wordt verder ontwikkeld door Infor (commerciële partner) in samenwerking
met de Technische Universiteit Eindhoven en de VUB.
Page 103
Doctoraatsopleiding
Medewerkers van het Steunpunt die in het kader van het onderzoek binnen het Steunpunt een doctoraat maken,
genieten de doctoraatsopleiding van de Vrije Universiteit Brussel. Deze opleiding beoogt de kennis en
vaardigheden van de onderzoeker binnen en buiten zijn of haar discipline en onderzoeksdomein te verdiepen en
te verbreden. Ook het stimuleren van de mondelinge en schriftelijke (interdisciplinaire) communicatie tussen
onderzoekers onderling en tussen onderzoekers en de maatschappij is een aandachtspunt. De invulling van de
doctoraatsopleiding is flexibel en wordt gestuurd door de vraag van de doctorandus en door het deels verplichte
aanbod vanuit de faculteiten en vanuit de universiteit.
5.3.3
Andere departementen
De deelnemende entiteiten kunnen beroep doen op andere personeelsleden van de centrale diensten; meer
specifiek personeelsleden van het departement Onderzoek alsook het departement Financiën en Personeel.
5.3.3.1 Universiteit van Antwerpen
Departement Onderzoek
Het administratieve Departement Onderzoek adviseert het Steunpunt o.m. bij uitwerking en de onderhandeling
van mogelijke onderaannemingsovereenkomsten.
Departementen Financiën en Personeel
Het Departement Financiën voert het beheer van de financiering in samenspraak met de persoon die decentraal,
binnen het Steunpunt de financiële opvolging waarneemt. Binnen het Departement Financiën wordt een persoon
aangeduid voor opvolging van het dossier Steunpuntfinanciering. Het Departement Personeel biedt
ondersteuning bij het aantrekken en aanwerven van het personeel.
Departement Onderzoek
Het administratieve Departement Onderzoek geeft ondersteuning aan het Steunpunt o.m. bij de uitwerking en de
onderhandeling van mogelijke onderzoeksovereenkomsten.
Departementen Financiën en Personeel
Het Departement Financiën voert het beheer van de financiering in samenspraak met de persoon die decentraal,
binnen het Steunpunt de financiële opvolging waarneemt. Binnen het Departement Financiën wordt een persoon
aangeduid voor opvolging van het dossier Steunpuntfinanciering. Het Departement Personeel biedt
ondersteuning bij het aantrekken en aanwerven van het personeel.
Page 104
6 Meerjarenbegroting
Binnen MOBILO zal geen beroep gedaan worden op onderaanneming. Er wordt een reserve aangelegd voor een
eventuele promotie van de onderzoeksdirecteur en de senior researchers in het derde jaar conform het algemeen
geldende loopbaanbeleid van de universiteit.
Page 105
Table -: Meerjarenbegroting MOBILO
Meerjarenbegroting Steunpunt Goederen- en personenvervoer
2012
Beschikbaar budget
2013
Inkomst: Financiering Vlaamse Overheid [berekende waarde]
€
Basisfinanciering Vlaamse overheid (EB0 EC118 4150)
€
Cofinanciering MOW (MDU/3MH-E-2-C/WT)
€
Inkomst: Andere financiering of eigen inkomsten
[berekende waarde]
€
[Omschrijving Bron 1]
[Omschrijving Bron …, per bron en rij aanvullen]
Inkomst: Reserveoverdracht van jaar ervoor
[berekende waarde]
587.500,00
312.500,00
275.000,00
Totaal beschikbaar budget: [berekende waarde]
587.500,00
€
Personeelskost
-
€
€
€
2014
587.500,00
312.500,00
275.000,00
€
-
€
€
€
2015
587.500,00
312.500,00
275.000,00
€
-
€
€
€
587.500,00
312.500,00
275.000,00
€
-
€
28.535,00
€
43.030,70
€
24.403,20
€
616.035,00
€
630.530,70
€
611.903,20
2012
2013
2014
2015
Kost: Personeel, direct [Berekende waarde]
UA
VUB
Kost: Personeel, indirect
UA
VUB
€
€
€
€
€
391.250,00
307.750,00
83.500,00
76.500,00
76.500,00
€
€
€
€
€
412.475,00
325.725,00
86.750,00
77.750,00
77.750,00
€
€
€
€
€
425.775,00 €
343.775,00 €
82.000,00 €
80.000,00 €
80.000,00 €
440.375,00
356.375,00
84.000,00
81.200,00
81.200,00
Totaal kost personeel: [berekende waarde]
€
467.750,00
€
490.225,00
€
505.775,00
521.575,00
Werkingskost
2012
2013
€
2014
2015
Kost: Werking, direct [Berekende waarde]
€
Informatie en documentatie €
23.900,00
4.000,00
€
€
25.688,00
4.500,00
€
€
27.250,00 €
4.500,00 €
28.277,00
5.200,00
€
€
ICT €
3.500,00
500,00
-
€
€
€
3.500,00
1.000,00
-
€
€
€
3.500,00 €
1.000,00 €
€
4.200,00
1.000,00
-
€
-
UA
VUB
UA
VUB
Uitrusting €
-
€
-
€
-
UA
VUB
Reiskosten €
12.400,00
€
13.500,00
€
14.000,00 €
14.000,00
€
€
Valorisatie €
9.400,00
3.000,00
7.500,00
€
€
€
10.000,00
3.500,00
7.688,00
€
€
€
10.000,00 €
4.000,00 €
8.750,00 €
10.000,00
4.000,00
9.077,00
€
7.500,00
€
7.688,00
€
Informatie en documentatie €
16.500,00
-
€
€
5.000,00
-
€
€
€
€
7.750,00 €
1.000,00 €
18.000,00 €
€
8.077,00
1.000,00
6.063,00
-
ICT €
4.000,00
€
2.500,00
€
11.000,00 €
-
€
€
Uitrusting €
2.000,00
2.000,00
4.500,00
€
€
2.500,00
-
€
€
€
10.000,00
1.000,00
2.000,00 €
-
€
Reiskosten €
4.500,00
-
€
€
€
2.000,00
€
-
UA
VUB
UA
VUB
Kost: Werking, indirect
UA
VUB
UA
VUB
UA
VUB
-
UA
VUB
Valorisatie €
8.000,00
€
2.500,00
€
5.000,00 €
6.063,00
UA
VUB
€
8.000,00
€
2.500,00
€
€
2.500,00 €
2.500,00 €
2.563,00
3.500,00
Totaal kost werking: [berekende waarde]
€
40.400,00
€
30.688,00
€
Totaal personeelskost en werkingskost [Berekende
waarde]
Centrale beheerskosten en algemene
exploitatiekosten [berekende waarde]
45.250,00
€
34.340,00
€
508.150,00 €
520.913,00 €
551.025,00 €
555.915,00
€
50.815,00 €
52.091,30 €
55.102,50 €
55.591,50
Onderaannemingskost
[Deelnemende instelling 1, vul de deelnemende
instellingen aan]
[Deelnemende instelling …]
2012
2013
2014
2015
Totaal kost onderaanneming: [berekende waarde]
€
Totale kost:
€
558.965,00 €
573.004,30 €
606.127,50 €
611.506,50
Saldo
€
28.535,00 €
43.030,70 €
24.403,20 €
396,70
-
€
-
€
-
€
-
Page 106
Personeelsinzet Steunpunt Goederen- en personenvervoer
Personeelsinzet (in persoonsmaanden)
2012
2013
2014
2015
Totaal
Directe personeelsinzet
92,20
94,20
93,00
93,00
372,40
Werkpakket 1
15,00
15,00
15,00
15,00
60,00
Activiteit 1
8,40
8,40
8,40
8,40
33,60
Activiteit 2
3,60
3,60
3,60
Activiteit 3
3,60
Activiteit 4
Onderzoeksdirecteur
Werkpakket 2
7,20
3,60
3,60
3,00
3,00
3,00
3,00
12,00
15,00
11,40
14,10
15,00
55,50
Activiteit 1
8,40
8,40
8,40
8,40
33,60
Activiteit 2
3,60
2,70
3,60
6,30
3,60
Activiteit 3
Onderzoeksdirecteur
Werkpakket 3
3,00
3,00
3,00
3,00
12,00
17,20
16,80
12,90
12,00
58,90
Activiteit 1
12,00
12,00
12,00
12,00
48,00
Activiteit 2
4,00
3,60
0,90
Activiteit 3
Senior researcher ondersteuning/begeleiding
4,00
4,50
1,20
1,20
21,00
27,00
27,00
27,00
102,00
Activiteit 1
8,40
8,40
8,40
8,40
33,60
Activiteit 2
2,10
Activiteit 3
1,50
3,60
3,60
3,60
12,30
Activiteit 4
6,00
12,00
12,00
12,00
42,00
3,00
3,00
3,00
3,00
12,00
18,00
18,00
18,00
18,00
72,00
Activiteit 1
8,40
8,40
8,40
8,40
33,60
Activiteit 2
1,80
1,80
1,50
5,10
Activiteit 3
1,20
1,20
1,80
0,60
4,80
Activiteit 4
0,60
0,60
1,80
1,50
4,50
6,00
6,00
6,00
6,00
24,00
Werkpakket 4
Werkpakket 5
2,40
2,10
Onderzoeksdirecteur
6,00
6,00
6,00
6,00
24,00
Indirecte personeelsinzet
13,20
13,20
13,20
13,20
52,80
Activiteit 1
12,00
12,00
12,00
12,00
48,00
Activiteit 2
1,20
1,20
1,20
1,20
4,80
105,40
107,40
106,20
106,20
425,20
Totaal aantal persoonsmaanden
Page 107

MEERJARENPLAN 2012-2015 STEUNPUNT

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