T1ransport Intermodal Seminaire BRHC Tehran October Armand Toubol Directeur Général Délégué Fret Honoraire de SNCF

Transcription

1 T1ransport Intermodal Seminaire BRHC Tehran October 2016 Armand Toubol Directeur Général Délégué Fret Honoraire de SNCF 1

2 Maritime evolutions Increasing traffics on the route Asia > Europe By ever larger vessels up to 21000TEUs named mother vessels They call few ports where they achieve more than 5000 movements and they serve secondary ports by feeder vessels 2

3 FLOWS OF TRAFFICS 3

4 Intermodal Freight Growth 4

5 Estimation des flux de marchandises conteneurisées sur les principales routes Est Ouest fréquentées par les porte conteneurs, (En millions d EVP): Une très forte croissance 5

6 The Challenge Competition between these ports is fierce to become a port for the huge mother vessels and extending births and storage areas is to be done on very expensive land reclaimed on the sea when it is possible. But for containers which do not have to be unbundled or which are not for the immediate hinterland, sorting them on the terminal is expensive and it is better to send them inland straight away towards a dry port. This is the creation of a gateway which optimal positioning is a strategic issue. It must ne connected to the Port by poweful links Rail, Inland Waterways and of course be efficiently served by roads. This is the start of the inland multimodal or intermodal supply chains. 6

7 The Intermodal supply chain The intermodal supply chain ius based on intermodal transport is composed of a road transport from the shipper to an intermodal terminal where the ILU (Intermodal loading unit ) is transferred on a wagon or a barge. At the end of this link there is another intermodal terminal where the ILU is transferred on another train, or on a truck for delivery. This final delivery is generally by road unless the consignee (receiver of the cargo) has a private rail siding or a peivate quay where the barge may be discharged. Compared to a direct road delivery there is at least one transfer (if you start from a port) or two transfers if you start from an inland shipper to anothe inland consignee. This shows that the main link by rail must compensate these extra costs as well as the higher cost per km of the last mile road delivery. 7

8 The components of this transport chain For a rail road combined transport the components are: The intermodal loading unit The transhipment in the combined terminal after collection The train leg of the transport The transhipment for the last mile delivery In some cases the combined rail road transport implies the transit through a hub where the wagons can be sorted with the ILU on the wagon or where the ILU can be sorted and put on another train. In that case this hub called node maybe the center of a hub and spoke system to serve more destinations. 8

9 The gateways The gateways are important for ports to avoid congestion when traffics are increasing suddenly They also avoid expensive investments in land reclaming. But the links between the ports and the gateways must be extremely efficient: For that reason the Dutch have built a dedicated freight line linking Rotterdam to Duisburg in complement of the barge system on the Rhine. The rail link will have to authorize frequent heavy trains. In the perspective a solution has been studied to couple two classical 750m trains to obtain a train of 1500m with the second locomotive radio remote controlled by the unique driver raising the efficiency by 30%. 9

10 Gateway near the port Hamburg Gateway Nienburg X 10

11 Rail hubs close to Ports Why is it interesting? Before X After Y 11

12 Rail Hubs close to Market Rail Hub to serve Poland and routes to Russia and China Rail Hub to serve the south and south East of Europe if necessary through the Hub near the port 12

13 The Europe container port system, the logistics core regions in the hinterland and the gateways 13

14 European ports hinterlands 14

15 The new distribution pattern via the Nodes For several European ports 15

16 The impact of the gateways and dry ports Example Bremerhaven 16

17 Mbine Positioning the Dry ports or nodes is a major issue: they must be placed near production/ or consumption zones and offer multimodal solutions, including for rail a combined terminal, a conventional terminal, and a logistic zone 17

18 The existing core nodes 18

19 Various types of combined transport 19

20 The combined transport for containers, swapbodies or crane able trailers The rolling motorway for accompanied semi trailers The rolling motorway for non accompanied trailers The Modalohr solution X 20

21 Various types of ILU Containers : 20,40, 45, High cube, foldable containers, flats, reefer containers, tank containers, gas containers All these types are characterized by their dimensions standardized to fit on the vessels but for the 45 which has to be placed above the hatches. The swapbodies used in intra European traffics are slightly larger than the Iso Containers (2,5m/2,44m) to be compatible with europallets of 1.2mxO,80m. The length of the swapbodies is variable from 7,15m with legs frequent in Germany to 13.6m frequent in France Swapbodies can be handled by spreaders like containers or by spreaders equipped with grapple arms that lift the swapbody by catching from under two metal plates on each side. 21

22 Reach stacker with spreader and grapple arms with a long french swapbody Reach stacker with spreader and grapple arms with a german swapbody with legs 22

23 Distribution of costs in the rail road combined transport This cost sharing shows that progress must be done on each element to be competitive against road The rail leg must be optimized with much longer trains The transhipment is a key point because time lost there impacts road haulier costs, impacts the quality of the train leg which may create important lossess if the path is lost 23

24 The wagons Wagons are mainly of two types for intermodal transport: Flat wagons on wich the containers or the swap bodies are placed on adjustable pins blocking the movement of the ILU Pocket wagons with a low floor to receive trailers Those wagons can be loaded vertically if the trailer is craneable Horizontal transfer is possible with the Modalohr technique or the cargobeamer technique Intermodal wagons normally run at a maximum speed of 100km/h which is the most economical situation. But to get better paths on the network certain categories of wagons may run at 120km/h, 140km/h or even 160KM/h but maintenance costs are much higher and payload is reduced. Wagons are usually coupled in Europe with UIC couplers with two buffers with a resistance of 85T but central coupling accepting compression and traction are being studied actively. 24

25 Locomotives They are either Diesel for non electrified tracks or Electric and more recently duo to enable the locomotive to perform the last mile giving access to the terminals which are not frequently electrified, thus avoiding a very penalizing change to a shunting locomotive. Locomotives are either BB or CC. This means that the power is transmitted by two axels per bogie or by three axels per bogie. The CC locomotive allow to haul heavier trains in climbing slopes. The power of the locomotives are ranging from 2500KW for light trains to 10000kw por moutain trains in Switzerland for instance. Diesel locomotives limited by the 22,5T per axel are not as powerful as electric locomotives. 25

26 Rail Rail terminal First step improvements Innovative technologies: Automatic brakes on wagons, Self propelled wagons, Automatic coupling and decoupling, 1500 m track operative length, H24 working time, Automated vehicle identification. 26

27 Rail Rail terminal Second step improvements Innovative technologies: Driverless locomotives, Automatic brakes on wagons, Duo propulsion locomotives, Automatic coupling and decoupling, 1500 m track operative length, H24 working time, Automated vehicle identification. 27

28 The interfaces Various types of terminals are constituting the interfaces Road Rail terminals are the points of transfer to final delivery or to receive the ILU from the collection. They are very important points of transfer where storage may be organized if necessary in particular for empty maritime containers. They are composed of several tracks and the design of the terminal may have an important impact on the productivity of the whole intermodal chain. If the terminal performs vertical handling electric locomotive must be replaced by a diesel shunter in a previous electified siding near the terminal unless the terminal has a direct access on the main line and a direct exit at the end and if the methodology of running on inertia is authorized on the site. Terminal access is a key factor of efficiency. Road rail terminals with horizontal transfer for ILU or trailers can work under the catenary and do not need to change the locomotive. The operations on the terminals are complex and need a precise analysis as shown on an example : Munich RIEM. 28

29 Terminal Rail Road or HUB 29

30 Another type of Layout On this terminal with 3 tracks directly under the main span and Two outside the storage is important and a large space has been dedicated 30

31 Rail Road case study Source Sapinza 31

32 Rail Road terminals operations 0 ARRIVING TRAIN CHECK, ITU AND WAGONS CHANGE LOCOMOTIVE ARRIVING TRUCK ENTRY IN OPERATIVE TRACK ENTRY IN OPERATIVE LANE UNCOUPLING LOCOMOTIVE CHECK, ITU AND TRAILER START UNLOADING/LOADING ITU STORAGE START UNLOADING/LOADING ITU TRAIN/ITU CHECK CHECK OUT COUPLING LOCOMOTIVE EXIT TRUCK T EXIT TRAIN Source Sapinza 32

33 Munich Riem Case Source Sapinza 33

34 Data submitted for MunicH Riem Source Sapinza 34

35 RAIL ROAD KPIs Source Sapinza 35

36 Rail Road other KPIs Source Sapinza 36

37 Rail Road case other Kpis non caculated missing data Source Sapinza 37

38 Road Rail terminal First step improvements Innovative operational measures: Faster and fully direct handling, Automatic ITU and vehicles control and data exchange, No locomotive change, Long train, H24 working time; Innovative technologies: Automated fast transtainer, Intermodal complex spreader, Duo loco, Automated gate. 38

39 Road Rail terminal Second step improvements Innovative operational measures: Horizontal and parallel handling, Faster and fully direct handling, Automatic ITU and vehicles control and data exchange, No locomotive change, Long train, H24 working time; Innovative technologies: Automatic systems for horizontal parallel handling, Duo loco, Automated gate. 39

40 Compatibility among new operational measures and technologies for Rail Road terminal Source Sapinza 40

41 Improvements to the existing situations Source Sapinza 41

42 Improvements for Munich Riem suggested Scenario 1: Innovative operational measures: Faster and fully direct handling, Automatic ITU and vehicles control and data exchange, No locomotive change, Long train, H24 working time; Innovative technologies: Automated fast transtainer, Intermodal complex spreader, Duo loco, Automated gate. 42

43 Improvements for Munich Riem suggested Scenario 2: Innovative operational measures: Horizontal and parallel handling, Faster and fully direct handling, Automatic ITU and vehicles control and data exchange, No locomotive change, Long train, H24 working time; Innovative technologies: Automatic systems for horizontal parallel handling, Duo loco, Automated gate. 43

44 RESULTS Source Sapinza 44

45 Rail Sea case study Source Sapinza 45

46 Rail Sea case study 46

47 Key input parameters of performances of a Rail Maritime terminal Source Sapinza 47

48 Key input parameters of performances of a Rail Maritime terminal Source Sapinza 48

49 Key input parameters of performances of a Rail Maritime terminal Source Sapinza 49

50 Key input parameters of performances of a Rail Maritime terminal Source Sapinza 50

51 Rail Rail operations 51

52 The Paths The Rail track is used by several types of traffics: Passenger long distance Regional traffics Freight Trains The speed of these trains and their stops are largely different. To avoid any risks each train has a programmed path which allows the occupationof a small part of the line during a dedicated time. This is the Path. The quality of the path is a vital component of the efficiency of the train because it impacts the commercial speed, the use of the assets, the staff work, the reliability and all the rest of the supply chain. A path diagram of all the trains is elaborated and a sophisticated train control management overlooks the movements. 52

53 Intermodal transport success is highly dependant of the punctuality The rail leg is only a link of the supply chain. Any default on the rail leg impacts the whole chain. Being in competition with road a high level of quality is required from intermodal transport. Monitoring the movements of the train is an important factor to anticipate the impact of unavoidable incidents. It is commonly recognized that an arrival within 15 minutes aroung schedule is a good performance. 53

54 Developing efficiency Increasing the payload with new wagon design, with a better use of the train length, with a lengthening of the train, with a full use of the clearance profile and with a high filling coefficient of the train. The freight villages, the gateways, the hub and spoke systems contribute to develop the filling coefficient and new technologies will speed up that development. Information is an important factor in the quality of service and what is even more important is to be able to update the ETA (Esrtimated Time of Arrival). Rail transport is increasingly competitive on long distances versus road as long as interoperability at border crossings is insured. 54

55 Life in 2050 Transport Industrialization Longer, commercially faster and heavier trains X Y Different train categories coupled along corridors between Terminals High frequency services and integrated timetable Capacity generation on the network at much reduced costs 24 hours working cycles in Terminals 55

56 Life in 2050 AGV, Robotics automation in transfers Automated Guided Vehicles Automated Terminals/yards Automated operations No human presence on ground surface 56

57 Increasing Network capacity The network capacity is frequently a strong limiting factor specifically in case of a single track line. For safety reasons trains cannot follow each other at a short distance as the second train must be able to stop as soon as it is advised of a sudden stop of the first train. The signalling system provides today solutions for that safety issue by methods ranging from very simple for tracks with very low traffics (axel count), to manuel block signalling with lights, to atomated block signalling, to ERTMS level 2 where balises on the ground enable the train to be positioned precisely for an embarked computer connected to central control and finally to ERTMS level 3 where precise positioning is given permanently to the train showing the preceding one enabling the embarkes computer to insure the safety and generating 30 to 40% capacity on the network. 57

58 Increasing Network capacity Another approach is to couple two trains during their common leg and to decouple them for their final travel. This solutionwhich is less costly than ERTMS level 3 generates 40% capacity gain per ton carried and will still generate 15% more on top of ERTMS level 3. The next step is to switch to double stack where possible which implies synchronous braking of all wagons and central couplers on the wagons capable to resist in comppression and traction. Where possible and with the equipment quoted above the multicoupled double stack trains is the best solution if you can have a sufficient concentration of ILU in a port where adequate loading capacities are available. 58

59 KPIs for the supply chains To define KPIs for a supply chain you have to analyze the request of the shippers or of the consignee according to the actor that gives the orders. If you are in a supply chain governed by the receiver in the field of super markets its main concern is to never have an empty shelf of a product that its customer would like to buy. At the same timeon the reverse side he wishes not to have ahuge storage of of products as he has limited storage space and as it may be costly for him according to the terms of his contract. He also wants to be able to set up rapidly some sale of products to attract more customers. All these somewhat contradictory demands have to be reflected in KPIs: Cost, Transit time, Punctuality, Information on progress, Flexibility in volumes, Follow up of the inventory if he has delegated part of its responsibility to the supplier. 59

60 KPIs for supply chains From these request it is necessary to have indexes that can be used in the various steps of the supply chain. The cost is an essential parameter with the reliability The transit time is to be compared to the direct road delivery The punctuality is easily measured The information on the progress of the transport is measured in terms of accuracy which is a qualitative index difficult to quantify. The flexibility in terms of volume is easy to quantify in terms of capability to cope with an increase of volume and with what notice time In certain cases the KPI are more precise: monitoring of the temperature of the cargo, monitoring of the bumps during the journey 60

61 KPIs for a supply chain governed by the shipper For a shipper who organizes a supply chain to feed one of its factory with parts coming from another factory the reliability of the chain and the costs are fundamental parameters. If the industrial process is at risk a KPI will be the existence of a back up solution. If the evolution of the market forces a change in the destination the flexibility of the chain may become an important KPI Otherwise the satisfaction of the consignee with the criteria previously described is classical. 61

62 Sustainability in supply chains More often today than before shippers are concerned by the environmental image of their products. For that purpose they want, for some of them, to be able to say that their supply chain is environmentally friendly. For that reason new KPIs characterizing the carbon foot print of the supply chain are emerging and taken into account to choose the type of supply chain. Having rail links is generally favourable to have a good environmental KPI. 62

63 What changes are introduced by digitalisation In the permanent research for better competitiveness we have described some ways of improvement of the transport leg, of improvement of the interfaces. Many efforts have also been made to monitor the progress of the transport with track and trace devices Even in the field of reliability monitoring the wear and tear of the critical parts of the wagon to introduce more predictive maintenance progress has been and is being made Developing new maintenance technologies to increase the infrastructure availability is also progressing But as quoted previously the filling coefficient is a key factor impacting all parameters. 63

64 Digitalization of what for what? Digitazation enables to create huge data base where all actions can be recorded. For instance any shipper has a data base of all its shipments, with the date, the volume the weight, the packaging, the destination and the origin, the transit time.it is done for the past but also for the near future at least. In this data base it has also an information on the main KPIs governing its supplier contract and the means of transport offered by the supplier. Today systems are able to treat such big data files to detect possible compatibility between certain existing traffics (frequency, origin, destination,level of service quality, compatibility of cargo and of delivery timing) in order to make full use of the transport vector. Shippers have started to develop a certain time ago an horizontal collaboration, within the limits of the anti competition regulations. 64

65 Digitalization of what for what? The objective being to make the full use of the transport vectors the grounds were very favourable for new digital platforms to develop. The platforms, if they are really neutral can consolidate data from shippers, 3PL and 4PL and detect matching cases where the offers of transport and the demand could fit to each other. He then puts in contact both companies which make or do not make a deal. Of course the objective being to optimize the loads in the means of transport there is a side effect which is to put in contact partners that might not have met otherwise. 65

66 Digitalization by whom? The first attempt of collaborative logistics done by the shippers needed a full trust between each other but could produce very positive results. For instance a train of containers full of heavy stuff could not use fully the maximum length while mixing wagons of heavy stuff with wagons of very light stuff could enable to use the full load and the full length. To progress it was necessary to have trustee managing a neutral platform where the data are processed but in no way involving the trustee in the contract conclusion. More over the development of internet of things will provide more accurate data to feed theanalysis of all possible solutions in real time. 66

67 Conclusion on digitalization These new opportunities opens a large field for optimization It does not exclude to modernize the processes and the hardware. It will create a lot of resistance and a strong will will be necessary to introduce the new ways of working But the field in Iran is huge as shown on the next slides 67

68 The program of Iranian Railways 68

69 69

70 Thanks for your attention 70