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08: Climate change – The future of transport

Breakout / Working Group
english language

Climate change and forecasts about its impact on human life and society have become one of the most addressed political issues within the past few years. Measures to reduce factors with negative effects on global climate have partly been successfully implemented (industry), while other areas (private households, transport) have not even changed the trend in order to support the Kyoto goals. Especially transport will increasingly contribute to overall CO2 emissions and so far there is no indication that this trend will change or how to do it. Topics to be discussed: prognosis, foresight with specific respect to the impact on transport; industry/economy; transport policies/transport infrastructure; technology.


Head, Innovation Management, OMV AG, Vienna Abstract
The European Union is committed under the Kyoto Protocol of the United Nations Convention on Climate Change to reduce greenhouse gas emissions by 8 per cent by 2008-2012 compared to the 1990 level. This is a first step towards the EU objective of limiting man-induced global warming to 2 degrees Celsius. This 2 degrees target implies that global greenhouse gas emissions should be reduced to at least 50% below 1990 levels by 2050. To avoid the environmental damage through global climate change, these significant reductions in greenhouse gas emissions from all sectors are required, including the transport sector.

There was a steady increase of milage and CO2-emissions over the last years in the transport sector worldwide. Transport is the worst performing sector under 'Kyoto' and seriously jeopardizes the achievement of the Kyoto targets. Transport CO2 emissions in the EU grew by 32% between 1990 and 2005. All existing forecast scenarios show high growth rates of transport and activities and personal motorized vehicle ownership, combined with a strong increase in fuel use and greenhouse gas emissions.

To reduce greenhouse gas emissions, European Union has also set itself the target of
- increasing the share of renewable in energy use to 20% by 2020
- increasing the share of biofuels to 10% by 2020
- increasing the efficiency by 20% until 2020
- decreasing the CO2-emissions of the car fleet

Carbon dioxide Emissions are directly linked to fuel consumption. Burning one kg of petrol, diesel, kerosene and the like in a car, van, truck, aircraft or ship leads to approximately 3.2 kg of CO2 emissions.

Against the background of this challenge, business as usual development in the transport sector is not viable. To reverse this trend, numbers of different reduction options have to be adopted together. It is absolutely essential that we must develop a robust, long-term strategy for the transport sector with a comprehensive set of reduction measures.

To secure mobility and reverse the trend, a future strategy has to include:
- Dramatic reduction of vehicle energy consumption for all modes using existing technology for high-efficiency potential - supported by legal measures
- Development of strategies for non transport alternatives
- Modal shift to more CO2 neutral modes
- Increased use of renewable energy in the transport sector - with focus on high CO2 reduction
- CO2 related tax system

It's self evident, that the CO2 exposure of an integrated oil & gas company is extremely high, within all sectors, within and without the Emission Trading System.
Director of "Internal Market and Sustainability", Directorate General for Energy and Transport, European Commission, Brussels Abstract
The European Council in spring 2007 defined a Europe-wide energy strategy entailing the objective of cutting greenhouse gases emissions by 20% by 2020. Transport must contribute to those objectives in order to accommodate the forecast demand growth and to become sustainable. Given the almost absolute dependency of the transport sector from expensive oil, fighting climate goes hand in hand with reducing our oil dependency.

To help meeting these objectives the Union should first improve energy efficiency in all modes, starting by the road mode which is predominant. Secondly, it should improve the energy efficiency of the transport system as a whole; this will imply favouring shifts whenever appropriate towards the more energy efficient transport modes. Some EU policy instruments, such as the TENs or Marco Polo, give priority to the more environment-friendly transport modes. However modal shift will not suffice to reduce CO2 if it is not combined with an increase in energy efficiency in all modes.

The Action plan on logistics released last year will help to increase the overall efficiency and the energy efficiency of all modes. The Commission is also finalising a proposal to create rail networks giving a priority to freight.

The role of the price system to provide the right incentives to users is crucial for the efficiency of the transport system. The Commission has adopted a methodology for the calculation of internalisation charges for all transport modes and a proposal to reform the current "Eurovignette" directive, following previous proposals to introduce ETS in aviation.

Urban traffic is responsible for 40% of CO2 emissions. Efficient urban transport can significantly contribute to reduce them. The Commission is now completing an Action Plan on urban mobility which will encourage harmonised policy frameworks and standardisation to facilitate the deployment of common measures and technologies throughout Europe.

The Commission is implementing technology programmes that will help to make better use of existing infrastructure and improve its energy efficiency: SESAR, for air traffic control, ERTMS, for railways; and Galileo, for all modes. Moreover, an Action plan on Intelligent Transport Systems will soon be released.

Down to the vehicle level, technological improvements will improve the energy efficiency of vehicles. The Commission tabled a proposal to reduce the average CO2 emissions from new cars to 120 g CO2/km. The use of biofuels will also be promoted to meet the target proposed by the Commission of 10% for the use of renewable energies in road fuel consumption by 2020. For the longer term, the Commission's Strategic European energy technology plan fosters the development of new systems of green propulsion for all modes through the creation of European Industrial Initiatives with industries

Mobility is a basic right in the Union which makes trade and travel possible and therefore competitiveness and social cohesion. Thus any successful strategy for sustainable transport needs to provide satisfactory transport alternatives so that mobility is not curtailed.
Geschäftsführer, cargo-partner GmbH, Fischamend Abstract
Climate change is awful reality and will mainly affect us during a lot of forthcoming periods of legislation. Thousands of reasons for climate change are known, thousands of mitigation measures discussed, obviously the problem can not be solved by one single solution.
Through continuing globalisation the increase rates of long haul transportation will be considerably above the world economy's growth rate.
Fuel consumption and fuel efficiency will become the most important competition factor, especially for air and ocean transport carriers, due to increasing fuel prices, upcoming fuel taxes and emissions trading schemes. The competition for the best environmental image will be a decisive factor.
Global cargo transport contributes to global CO2 emissions affecting climate change with an estimated share of 4,2% for air and sea plus further 7% for truck transportation of which 80% are hard to be substituted short haul activities.
Few ways can save transport energy up to 20 to 30% and have to be implemented like reducing speed for ships and aircrafts, use of blended fuels, open rotor technologies or blended wing bodies for aircrafts or break-through in technologies of storing electrictiy for trucks.
A lot has been already finetuned and there are good potentials of saving fuel burnings. However, only a fundamental revolution in technologies can solve the world's climate problem saving emissions up to 80%.
The urgency of need for a fundmental change is hard to communicate politically and to meet technically. Maybe the internet revolution did show us, that technical revolutions can easily be digested and create new opportunities. Therefore we request a strong political determination to speed up a technological revolution to substitute the burning of fossil fuels.
Vorstandssprecherin, ÖBB-Personenverkehr AG, Wien Abstract
The renaissance of the railway system in the last few years is a result not just of high fuel prices but also of a radical change in course with a dramatic increase in performance and customer service. In many European countries rail companies have proven that they are very competitive in comparison to road and air traffic.

To successfully meet the future challenge of achieving the goals defined in the Kyoto Accord, the railway system can and will make a major contribution. Yet to do so, further cooperative efforts must be made on the part of railway operators and the industry in general, and transportation policies and the railway infrastructure must be improved. The current situation, however, promises great success.

* In addition to current improvements being made in certain European corridors with the introduction of the new international train security system, ETCS, the rail infrastructure is being made more interoperable with even more capacity.

* Together with operators the industry is working to develop long-term programs for increasing the efficiency of engine technology. The energy recovery system for brakes is only the first successful step in this direction.

* The most important initiatives will take place in the customer service area. New customer information systems and telematic applications will make using the railway system much easier and obstacles to access will be removed. These telematic services will make transferring between buses and trains as well as cars and trains easier.

* In terms of the internalization of external costs, European transportation policies will go along the way of increasing cost transparency. More proportional division of costs allows the transportation policy a reorganization of the infrastructure financing systems, the fiscal system and the application of tolls.

In this century so dominated by environmental problems and limited raw materials, the railway system has the opportunity and potential to guarantee sustainable mobility, while adhering to the necessary environmental restrictions, despite all other negative factors which are affecting mobility.
Abgeordnete zum Nationalrat; Bauten-, Verkehrs- und Konsumentenschutzsprecherin der Grünen Abstract
Oil dependency and CO2-emissions by the road and air transport modes increased dramatically during the last decades, and the trend continues. What is more, the fastest transport growth is taking place in those same two sectors, which have the highest per unit output of greenhouse gases.
Transport is what we need to focus on, if we are to have any chance of tackling climate change and avoiding a future energy supply crisis. Today near 30% of the EU CO2 emissions are due to the transport sector!

There is unfair competition between transport modes, due to different charges or taxes, and gives an advantage to trucks and aircrafts compared to more sustainable modes like public transport, trains ...
The following measures are necessary:
- We have to work to decouple transport growth from economic growth.
There's no evident positive link between transport growth, economic performance and creation of jobs : for instance the European champion for road construction, Germany, is not on the top of the best performing economics in Europe;
- Avoiding, reducing and limiting volumes of road and air transport,
ie: go for prevention. Reversing the increases in road and air transport volumes can influence our economies positively: Efficient land use planning, better mobility management and transport logistics will contribute to a better organisation of our society as a whole, and make road and air transport less necessary;
- Transferring a considerable part of transport to more sustainable
modes (modal shift), such as inter-modal, waterborne, rail, public/collective transport and non-motorised individual mobility;
- To improve the performance of all transport modes, ie: build an
energy efficient transport system via operational and technical improvements.
The EU must intensify its efforts for a shift towards more energy efficient modes of transport.

Four years after EU enlargement and almost 20 years after the fall of the Iron Curtain, rail connections to eastern Europe are still in a bad state.
Today it takes 60 hours to travel by train from Berlin to Tallinn while in
1935 it only took 27 hours!
An striking example would be a journey from Berlin to Wroclaw in Poland:
currently it takes 6 hours by train while it once was possible to do it in 2 hours!

The European transport sector gets annual subsidies (European Environmental Agency)worth an estimated ¬ 270-290 bn, according to this study "Size, structure and distribution of transport subsidies in Europe". It estimates that road transport receives almost half of the total subsidies, ¬ 125 bn whereas rail gets ¬ 73 bn, air transport ¬ 27-35 bn and water transport only ¬ 14-30 bn. So the climate damaging solution, road, is ranking first!
The type of subsidies depend on each mode of transport. For instance, road benefits more from direct infrastructure subsidies while air transport is supported by fuel tax rebates.
It explains also that the subsidies for rail lead to a modal shift away from road and aviation, therefore having positive environmental impacts. This is clearly the way to go in order to build sustainable and climate-friendly transport systems.
Deputy Director General and Deputy Chief Executive Officer, IIASA - International Institute for Applied Systems Analysis, Laxenburg; Emeritus Professor of Energy Economics, Vienna University of Technology, Vienna
Kaufmännischer Geschäftsführer, AIT Austrian Institute of Technology GmbH, Wien Abstract
Technological measures for CO2 reduction in the transport industry have to be discussed and evaluated within the global context of two key scenarios: highly industrialised countries show significant increases especially in freight transport (55% increase from 2000 to 2020 in Europe) while the booming markets of China and India have to cope with exploding individual road transport demands. These two scenarios require quite different technological approaches.

The greening of the increasing road freight transport in Europe demands not only measures on vehicle level (e.g. hybridisation) but especially modal shifts. In this sense information and communication technologies allow the implementation of new logistic concepts and networks for a time and cost efficient linkage of road and train. New telematic solutions based on floating car data and artificial intelligence are currently evaluated and tested to realise innovative freight transport concepts.

On the other hand the fast developing markets and societies in China and India result in exploding individual road transport. This development takes place under stringent boundary conditions: the market introduction of an enormous number of vehicles in a short time period under global CO2 restrictions and energy efficiency requirements can only be realised by implementing highly advanced technologies and drive train concepts. This environment especially opens the market for electric vehicles which leads to different approaches and initiatives that are currently evaluated and implemented in China or India.
Professor, Institut für Energieforschung, JOANNEUM RESEARCH Forschungsgesellschaft mbH, Graz
Director, Future Technologies/Global Government Affairs, Volkswagen AG, Wolfsburg Abstract
A total system approach is necessary to improve the sustainability of our mobility. Future powertrains only one, but may be the major driver in this improvement. Such a sustainable mobility system for private passenger transport has to react much on future individual and societal needs, resulting in more diversified cars and powertrains. Especially the needs of long distance transport in rural areas and inner-city transport in the growing number of mega cities require different technical answers.

So a strategy for the R&D of those has to contain roadmaps for the main issues: primary energy for transport, energy carrier and the powertrain itself. Those three issues have to be understood as one system and should be optimized in a systems approach.

From high importance is the energy carrier to be used in those different mobility modes. Today worldwide nearly 100 % of the energy used in individual mobility is liquid hydrocarbon fuel, based on crude oil. A future sustainability based system must rely on a much broader base of different and increasingly renewable primary energies while staying with e few uniform energy carriers in the same time. Beside synthetic liquid hydrocarbon fuel, electric energy and hydrogen are those synthetic uniform energy carriers. Together with the electrification of future powertrains this will open up radical new possibilities.

So a two way roadmap may be formed, with one side clearly being focused on combustion engines with some electrical support for further fuel consumption reduction and a second way highly concentrated on electrification using batteries as energy carrier. On this second pathway, finally leading to an all range battery electric drive train, during the time of increasing electrification, plug in technology with range extenders, combustion engine or fuel cell and hydrogen based, will overcome the lag of energy content in the today's battery systems.
This vision of future powertrains is based on the expected further improvement of the batteries. Cost, safety and durability are the main issues of concern. Lithium-Ion technology is a key factor to overcome those concerns, but still a lot of R&D is needed. Soon we will see the first electric cars, with some restrictions in performance and driving range, on the market. Those cars, not being full competitive, demonstrate that the vision is going to get real.

Finally this leads to sectorial optimized mobility systems with battery electric powertrains for the urban areas, range extender electric cars for the sub urban and combustion engine based for the long distance transport area. Each of those mobility modes will be energized by renewable energy based on biomass and renewable electric power.
H. Milton and Carolyn J. Stewart School Chair and Professor, Schneider National Chair in Transportation and Logistics, H. Milton Stewart School of Industrial and Systems Engineering, Georgia Institute of Technology, Atlanta
Geschäftsführer, AustriaTech - Gesellschaft des Bundes für technologiepolitische Maßnahmen GmbH, Wien Chair
Deputy Director General for Innovation Policy, Austrian Federal Ministry of Transport, Innovation and Technology, Vienna Chair
Abteilung für Mobilitäts- und Verkehrstechnologien, Sektion III - Innovation und Telekommunikation, Bundesministerium für Verkehr, Innovation und Technologie, Wien Coordination

Dipl.-Ing. Dr. M.Sc. MBA Walter BÖHME

Head, Innovation Management, OMV AG, Vienna

  Study of Mechanical Engineering, Vienna University of Technology
  Research and Development on engines, different automotive engine projects (e.g. the impact of fuels composition on emissions of HDV)
  Ph.D. thesis on diesel fuel and emissions of diesel engines, Institute of Internal Combustion, Vienna University of Technology
1985 Assistant, Technical University of Vienna
since 1991 Employee, OMV AG
1996 Technical Marketing Services Fuels and Technical Marketing Services Lubricants, OMV AG
1996-2002 Technical Product Manager Lubricants, responsible for Research and Development of Lubricants, OMV AG
2001-2002 Finance MBA, Danube-University Krems, University of British Columbia
since 2003 Head of Innovation, Innovation Management in Refining and Marketing, responsible for Research and Development - market introduction and new businesses, OMV AG
since 2011 Science and Innovation Manager across the OMV Group


Director of "Internal Market and Sustainability", Directorate General for Energy and Transport, European Commission, Brussels

 Graduate degree in Mathematics, University of Louvain, Belgium
 Ph.D. in Statistics, Princeton University, New Jersey
 After teaching statistics at New York Polytechnic Institute and heading the Statistical Research Department of Nielsen Marketing, Belgium, she has held various positions in the European Commission since 1985, dealing with employment statistics, State aid for research and development and economic studies in competition policy until she became Head of Unit "State Aid Policy" in Directorate general for Competition in 1996.
 From September 1999 until November 2004 she was Deputy Head of Cabinet of President Romano Prodi.
 She was previously Director of "Horizontal policy development" in Directorate General Internal Market and Services of the European Commission.

Mag. Stefan KRAUTER

Geschäftsführer, cargo-partner GmbH, Fischamend

1979-1983 LKW-Walter, Wiener Neudorf, various positions in family business and different appointments abroad
1983 Air and sea cargo activities first started as family business branch, further developed as Walter Air and Sea Service
since 1990 Separated under the names of air cargo partner and sea cargo partner, founding of CEE branches, Managing Partner and Executive Director
since 1999 Acting as cargo-partner Group, turnover EUR 330 Mio (2007), 1,800 employees, subsidiary companies in Europe, US, China, Hongkong, Taiwan, India and Thailand, Headquarter: Fischamend, Austria

Mag. Gabriele LUTTER

Vorstandssprecherin, ÖBB-Personenverkehr AG, Wien

1980-1986 Studium der Betriebswirtschaft, Wirtschaftsuniversität Wien
1987-1995 Assistentin der Generaldirektoren, Generaldirektion, ÖBB
1995 Leiterin, Abteilung Personal, Rechnungswesen, Controlling und Recht, Generaldirektion Einkauf und Materialwirtschaft
1996-2000 Zuständig für internationale Verkehrspolitik sowie Schienen- und Seilbahnen, Büro des Bundesministers für Wissenschaft und Verkehr
2000 Prokuristin, Schienen Control GmbH
seit 2008 Vorstandssprecherin, ÖBB-Personenverkehr AG

Dr. Gabriela MOSER

Abgeordnete zum Nationalrat; Bauten-, Verkehrs- und Konsumentenschutzsprecherin der Grünen

 Studium der Germanistik, Geschichte, Kunstgeschichte und Philosophie in Salzburg und Wien
 (Arbeiten über Elias Canetti, Frauenwahlrecht in England, Forschungsschwerpunkt: Integration Mitteleuropas in Form des Deutschen Bundes 1830-1848)
bis 1978 Studentenvertreterin
1978-1997 AHS-Lehrerin für Deutsch und Geschichte am Akademischen Gymnasium in Linz, Bibliothekarin, viele fächerübergreifende Unterrichtsprojekte, Gewinnerin zahlreicher Umweltschutzpreise
1985-1991 Fraktionsführerin der Grünen Gemeinderäte in Linz
1994-1996 Abgeordnete zum Nationalrat, Gesundheitssprecherin der Grünen im Parlament
1996-1997 Mitglied des Bundesvorstandes der Grünen
seit 1997 Abgeordnete zum Nationalrat, Bauten-, und Konsumentenschutzsprecherin
seit 2004 Verkehrssprecherin


Deputy Director General and Deputy Chief Executive Officer, IIASA - International Institute for Applied Systems Analysis, Laxenburg; Emeritus Professor of Energy Economics, Vienna University of Technology, Vienna

1973-1984 Research Scholar, Energy Systems Program, IIASA
1984-1986 Research Scholar, Science and Technology Program, IIASA
1986-1991 Leader, The Dynamics of Technological Project, IIASA
1986-1991 Acting Leader, Technology, Economy and Society Program, IIASA
1991-2000 Leader, Environmentally Compatible Energy Strategies Project, IIASA
1993-1995 Convening Lead Author, Second Assessment Report IPCC - Intergovernmental Panel on Climate Change
1993-1998 Director, Global Energy Perspectives, WEC - World Energy Council
1993-2003 Guest Professor, Technical University of Graz
1997-2000 Coordinating Lead Author, Special Report on Emissions Scenarios, IPCC
1998-2000 Convening Lead Author, WEA - World Energy Assessment
1998-2001 Lead Author, Third Assessment Report of the IPCC
2003-2005 Coordinating Lead Author, MEA - Millennium Ecosystem Assessment
2003-2007 Co-Leader, Greenhouse Gas Initiative Program, IIASA
2000-2008 Leader, Transitions to New Technologies Program, IIASA
since 2003 University Professor of Energy Economics, VUT - Vienna University of Technology
since 2005 Director, GEA - Global Energy Assessment
since 2009 Deputy Director, IIASA
since 2010 Lead Author, Fifth Assessment Report, IPCC

Dipl.-Ing. Anton PLIMON

Kaufmännischer Geschäftsführer, AIT Austrian Institute of Technology GmbH, Wien

 Studium der Technischen Physik an der Technischen Universität Graz
1988-1999 Advanced Simulation Technologies, AVL List GmbH
1999-2000 Leiter des Geschäftsfeldes Verkehrstechnologien, arsenal research
2000-2009 Geschäftsführer, arsenal research
2008-2009 Geschäftsführer, Austrian Research Centers GmbH - ARC
seit 2009 Kaufmännsicher Geschäftsführer, AIT Austrian Institute of Technology GmbH

Dipl.-Ing. Dr. Wolfgang STEIGER

Director, Future Technologies/Global Government Affairs, Volkswagen AG, Wolfsburg

1974-1980 Studium "Allgemeiner Maschinenbau" mit Abschluss Dipl.-Ing., Technische Hochschule Darmstadt
1980-1982 Entwicklungsingenieur "Vorentwicklung mechanische Systeme K/EVS", Robert Bosch GmbH Schwieberdingen
1983-1987 Wissenschaftlicher Mitarbeiter am Fachgebiet Verbrennungskraftmaschinen, Technische Hochschule Darmstadt
1988 Arbeiten zur Dissertation
1988-1990 Wissenschaftlicher Referent und Vertriebsbeauftragter Abteilung Motortechnik, Battelle Motor- und Fahrzeugtechnik GmbH Frankfurt
1989 Promotion zum Dr.-Ing., Technische Hochschule Darmstadt
1991-1992 Gruppenleiter "PE Abgasentwicklung Dieselmotoren", Adam Opel AG Rüsselsheim
1992-1997 Leiter "PE Entwicklung und Versuch Dieselmotoren"
1997 Management - Aggregateentwicklung, Audi AG Ingolstadt
1998-2002 Leiter Aggregateforschung Forschung Umwelt und Verkehr, Volkswagen AG, Wolfsburg
2002-2008 Leiter Forschungsfeld Antriebe - Konzernforschung
seit 2008 Leiter Zukunftstechnologien, Volkswagen Konzern Außen- und Regierungsbeziehungen, Volkswagen AG, Wolfsburg

Ph.D. Chelsea C. WHITE

H. Milton and Carolyn J. Stewart School Chair and Professor, Schneider National Chair in Transportation and Logistics, H. Milton Stewart School of Industrial and Systems Engineering, Georgia Institute of Technology, Atlanta

1974-1975 Assistant Professor (jointly in the Electrical Engineering and in the Computer Science and Operation Research Departments), Southern Methodist University, Dallas
1975-1977 Assistant Professor, Department of Applied Mathematics and Computer Science, School of Engineering and Applied Science, University of Virginia, Charlottesville
1977-1979 Assistant Professor, Department of Engineering Science and Systems, School of Engineering and Applied Science, University of Virginia, Charlottesville
1978 Visiting Scientist, Centre National de la Recherche Scientifique, Laboratoire d'Automatique et d'Analyse des Systemes, Toulouse, France
1979-1983 Associate Professor, Department of Engineering Science and Systems, School of Engineering and Applied Science, University of Virginia, Charlottesville
1983-1989 Professor, Department of Systems Engineering, School of Engineering and Applied Science, University of Virginia, Charlottesville
1984-1986 Member, Technology Planning Committee for Knowledge Diagnostic Systems, Institute of Textile Technology, Charlottesville
1984-1990 Chair of the Department of Systems Engineering, School of Engineering and Applied Science, University of Virginia, Charlottesville
1986-1990 Director, Center for Communications Networks, a University Center at the University of Virginia
1989-1990 Nancy and Neal Wade Professor of Systems Engineering, School of Engineering and Applied Science, University of Virginia, Charlottesville
1990-1993 Chair of the Department of Industrial and Operations Engineering, University of Michigan, Ann Arbor
1990-2001 Professor of Industrial and Operations Engineering, University of Michigan, Ann Arbor
1992-1993 Co-Director, Michigan Joint Manufacturing Institute (now the Tauber Manufacturing Institute)
1993-1994 Senior Associate Dean, College of Engineering, University of Michigan, Ann Arbor
  Director, ITS Research Center of Excellence, Ann Arbor
  Director, ITS Certificate Program, Ann Arbor
  Director, EECS ITS Laboratory, Ann Arbor
1994-2001 Professor of Electrical Engineering and Computer Science, University of Michigan, Ann Arbor
1995-2001 Co-Director, Sloan Trucking Industry Program
since 1998 Member, Board of Advisors, Kinetic Computer Corporation, Billerica
1999-2000 Interim Chair of the Department of Industrial and Operations Engineering, University of Michigan, Ann Arbor
since 2001 Member, Board of Advisors, CenterComm Corporation, San Diego
2002-2004 ISyE Chair of Transportation and Logistics, School of Industrial and Systems Engineering, Georgia Institute of Technology, Atlanta
2003-2005 Director, Georgia Transportation Institute (GATI)
2003-2005 Member, Dean's Faculty Advisory Council
2003-2005 Executive Director, The Logistics Institute (TLI)
since 2002 Director, Sloan Trucking Industry Program
since 2004 Schneider National Chair of Transportation and Logistics, School of Industrial and Systems Engineering, Georgia Institute of Technology, Atlanta
since 2005 Chair, H. Milton Stewart School of Industrial and Systems Engineering, Georgia Institute of Technology, Atlanta

Dipl.-Ing. Dr. Reinhard PFLIEGL

Geschäftsführer, AustriaTech - Gesellschaft des Bundes für technologiepolitische Maßnahmen GmbH, Wien

1964-1972 Studium der Technischen Physik an der Technischen Universität Wien, Dipl.-Ing.
1974-1980 Universitätsassistent am Institut für Experimentalphysik an der Technischen Universität Wien, Dissertation
1975-1977 Studium Lehramt für höhere Schulen (Physik, Chemie, Mathematik), Mag. rer. nat.
1978 Promotion Dr. techn.
1980-2000 Angestellter der Alcatel Austria in verschiedenen Bereichen der Telekommunikation
2000-2004 Leiter des Bereiches Verkehrsentwicklung und Bereichsleiter Telematik, Österreichische Wasserstraßen-Gesellschaft mbH - via donau (früher: Entwicklungsgesellschaft mbH. für Telematik und Donauschifffahrt - via donau), Wien
2002 Initiator und Entwickler des Fachhochschul-Studienganges "Verkehrstechnologien/Verkehrssteuerungssysteme" an der Fachhochschule Technikum Wien. Unterrichtstätigkeit an der Fachhochschule Technikum Wien, an der Fachhochschule Salzburg, Lektor am Betriebswirtschaftszentrum (BWZ) der Universität Wien, an der Wirtschaftsuniversität Wien, Betreuung von Diplomarbeiten und Industriepraktika an Universitäten und Fachhochschulen
seit 2005 Geschäftsführer, AustriaTech - Gesellschaft des Bundes für technologiepolitische Maßnahmen GmbH

Mag. Ingolf SCHÄDLER

Deputy Director General for Innovation Policy, Austrian Federal Ministry of Transport, Innovation and Technology, Vienna

1978 Studienabschluss, Volkswirtschaft, Universität Wien
1978-1979 Studium, Internationalen Politik, Paul H. Nitze School of Advanced International Studies, Johns Hopkins Universität, Bologna
1979-1980 Forschungsassistent, Wiener Institut für Entwicklungsfragen
1981 Eintritt in den öffentlichen Dienst, Referent, Bundeskanzleramt, Wien
1993 Leiter, Abteilung für Technologiepolitik und -programme, Bundesministerium für öffentliche Wirtschaft und Verkehr
2003 Leiter, Bereich Innovation; stellvertretender Sektionsleiter, Bundesministerium für Verkehr, Innovation und Technologie,
2010 Übernahme des Vorsitzes, EU-Joint Programming Initiative Urban Europe

Technology Forum

show timetable


10:00 - 12:30Technology brunch hosted by Tiroler ZukunftsstiftungSocial
13:00 - 13:20Opening by the European Forum AlpbachPlenary
13:20 - 14:00Plenary sessionPlenary
14:00 - 14:30Plenary sessionPlenary
15:00 - 15:45Ethics of sciencePlenary
15:45 - 16:30Stem cellsPlenary
17:00 - 18:00Politics and science - Advice through sciencePlenary
20:00 - 21:30BionicsPlenary
21:30 - 23:30Reception hosted by Alcatel-Lucent Austria AGSocial


09:00 - 18:00Junior Alpbach - Science and technology for young peopleBreakout
09:00 - 16:00Working Group 01: From basic research to economic valueBreakout
09:00 - 16:00Working Group 02: Research integrity in scienceBreakout
09:00 - 16:00Working Group 03: The myths of life sciences and their consequencesBreakout
09:00 - 16:00Working Group 04: Aviation and the environmentBreakout
09:00 - 16:00Working Group 05: Think Tanks in AustriaBreakout
09:00 - 16:00Working Group 06: Gender mainstreaming in science and development. Perceive realities and decide visionarilyBreakout
09:00 - 16:00Working Group 07: Success factor human resources - Regions in competitionBreakout
09:00 - 16:00Working Group 08: Climate change - The future of transportBreakout
09:00 - 16:00Working Group 09: The governance of applied research: responsibilities, independence and resourcesBreakout
09:00 - 16:00Working Group 10: Digital healthcareBreakout
09:00 - 15:00Ö1 Children's University Alpbach - Science and technology for kidsBreakout
10:00 - 15:00Special Event: From the Stability Pact for South Eastern Europe to the Regional Cooperation Council - A New Momentum for the Western Balkans' Perspective in Higher Education and Research?Breakout
10:00 - 16:00Working Group 11: Energy efficiency - Recognizing opportunities, utilizing potentialsBreakout
16:30 - 17:15The frontiers of science, part IPlenary
17:15 - 18:30Global competition for global talentsPlenary
20:00 - 21:30Information and communications infrastructures - The nerve centres of modern societiesPlenary


10:00 - 10:30Science education for a science-driven societyPlenary
10:30 - 11:15The frontiers of science, part IIPlenary
11:15 - 11:45The future of the environment and agriculturePlenary
12:00 - 12:15Junior Alpbach and Ö1 Children's University Alpbach 2008Plenary
12:15 - 13:15Improbable Research and the Ig Nobel prizePlenary
13:15 - 14:00Snack reception, hosted by AVL List GmbHSocial