Business structures and organisation schemes in intermodal transport in Europe

1. Business structures and organisation schemes in intermodal transport in Europe Joost Schafrat ECORYS The Netherlands

2. Contents of presentation • THEMIS • Introduction Business Cases • Description Business Cases • Results analysis Business Cases • Conclusion • 2

3. THEMIS • Thematic network • Duration: April 2000 – March 2004 • 13 partners • Intelligent Transport Systems • All modes • Expansion to NAS (now new member • states) • 3

4. Integration requirements for ITS Linking TMS and FTMS Linking Traffic Management across Systems regions Linking different Freight Transport Management Systems Transport Chain Company 1 Waterborne Air Shared Information Door-to-door Transport Management System Rail Road Waterborne Air Door-to-door Transport Management System Shared Information Rail Road Traffic Management system Transport Chain Company 2

5. State of the art Integration is still in its infancy, due to the following reasons: • TMS systems are limited (region, modality, functionality) • Technical and operational diversity • Reluctance to change TMS by authorities • Different information needs • Different data availability • Commercial, technical and organisational aspects have to be solved • But the benefits are clear: reduced costs, efficiency, ETA, better customer service 5

6. The THEMIS business cases selected are actual or planned applications that have been selected in order to demonstrate: Business Cases the current status and the benefits of integration of information exchanges between TMS and FTMS, TMS-TMS and FTMS-FTMS the needs and the great potential that exists of linking traffic management systems to freight transport management systems and between themselves.

7. Business Cases

8. Port of Hamburg

9. Schiphol air freight • The Amsterdam Airport Schiphol (AAS) case is about the need of better ETA’ s of trucks to assist in the planning over transhipments from road freight to air freight. • Extension of the existing system for transhipments from airfreight to road freight • Problem: difference between negotiated time and real time of delivery • Focus: extension of the data with time tables air companies, traffic data to get better trip planning and reducing waiting times • During the transport process, up-to-date forecasts and in-route adjustments will be provided to assist in route choice. 13

10. Also Danube • Danube river network (inland waterways) • Problem: information only about bottlenecks, construction work on the fairway, water level info, water level forecast • Focus: Set up of a common source logistics data base or intermodal transport chains with inland navigation as core transport mode • create independent logisticinformation and communication services • 4 demonstrations 14

11. D2D • Demonstration of an integrated management and communication system for door-to-door intermodal freight transport operations  • Problem: bad exchange of information, no track&trace info, no update of ETA, no transport chain manager etc. • Goal is to set up a Freight Transport Monitoring System (FTMS) and • a Transport Chain Management System (TCMS) to be used by the chain manager to organise, monitor, and control the intermodal chains under his responsibility. • 5 different demonstrator transport chains: 1 included • Farming equipment from Mannheim via Antwerp, Zeebrugge and Fremantle to final destinations in inland Australia (inland waterways, trucks, sea, trucks) 15

12. KombiTIF • Improvement of information exchange in Sweden to handle intermodal transports and to create a better cooperation between the Swedish transport agencies and force them to build bridges over the organisational borders. • 3 information degrees: Information that exists and is exchanged, information that exists but is not exchanged and non existing information • The project is looking into the possibility of providing a common platform for the agencies. The platform would have different levels: • Level 1: information from each agency, information that today is available on a segment basis must be co-ordinated to corridor based information that corresponds to the customers need. • Level 2: information from the different agencies is co-ordinated to correspond to a customer’s need of information for a door-to –door transport. • Level 3: information from other actors is added. 16

13. Analysis business cases • Aspects: • Technical • Operational • Economic • Organisational • Legislative 18

14. Technical analysis • the analysis in the majority of the situations is at an early stage and therefore the technical specifications can only be viewed as an indicative basis for an end solution. • The main challenging issue is the optimum interchange of useful information between the traffic and freight transport environments. • Road seems more prepared for establishing open technical solutions. • The rail sector functions as a closed environment, mainly utilizing existing information systems • The waterborne sector (inland waterways in this case) is mainly concerned with the variety of actors involved 19

15. Operational • Time savings (less waiting time, congestion time) is most significant benefit.   • The customer service can be improved in various levels • Safety in operations is also a positive impact. • The availability of traffic related information contributes also to the effectiveness of the operations • The availability of information enables the transport operators to better control the performance of their human resources. 20

16. Economic analysis • It is not possible to provide quantitative data regarding costs and benefits. Clear examples of integrated systems are lacking. • Based on the qualitative cost benefit analysis, in most cases there are sufficient potential benefits to justify a pilot project to investigate • In most cases the expected revenues alone are not sufficient to make the project feasible. Other benefits for the investors have to be taken into account, like improving their service level, time-savings, improving their efficiency, etc. • In most cases investment costs are mainly related to software and system development costs. Hardware is in most cases already available and adequate. • Most expected benefits are related to efficiency improvements, transport cost reduction, time savings and service level improvements. In most cases also external effects are expected like noise reduction, improved safety or reduced emissions. 21

17. Organisational/legal analysis • For most business cases (both from the organisational and the legal point of view) the most important issues for establishing exchange of information are: • Confidentiality – ensuring that the information provided is not distributed to people or organisations that are not allowed to share the information. • Security – ensuring that no unauthorised access to information is possible. • Accuracy – ensuring that the information is precise and that it is provided in a timely fashion. • Other aspects to deal with are liability, ownership of data and quality of the data. 22

18. No blueprint for a structure or organisation model • Lack of real success stories (up and running real life best practices) • Still have all described cases a positive outcome: • Cost savings and better customer satisfaction substantial once systems truly integrated • Overall, sufficient potential benefits from integration that would outweigh the disadvantages. • Organisational and legal issues relate to confidentiality, security and accuracy of the data Conclusion

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