Session 2. Simplification of Rail and Inland Waterways Transport Procedures. Gioconda Miele, MIT B2MOS MID-TERM CONFERENCE Valencia, 31 October 2014

Transcription

1 Session 2. Simplification of Rail and Inland Waterways Transport Procedures Gioconda Miele, MIT B2MOS MID-TERM CONFERENCE Valencia, 31 October

2 Session 2 SESSION 2. SIMPLIFICATION OF RAIL AND INLAND WATERWAYS TRANSPORT PROCEDURES Initiative 2. Simplification of rail transit procedures Initiative 7. Coordinated shunting operations in railway stations and port rail terminals Initiative 12. Integration of seaport and river port information systems 2

3 Main problems addressed Intermodal transport connections involve more than one mode of transport management complexity of the d2d supply chain increases The lack of reliable information after a train has been operated at a shunting terminal for several interested parties has a deep impact on the efficiency of the port terminal, and therefore on the transport service price and transit time of freight arriving to or leaving the port by train River Port Systems and Port Community Systems are not connected, this situation creates several communication problems 3

4 General background A few weeks ago, the new CEF funds were launched: more than ever the concepts of interoperability, multimodal transport and accessibility to the core network were stressed and highlighted. During the last few years, the MoS concept has undergone a radical change: i.e. from the academic definition of a generic alternative to the all-road transport between two nodes of a network to the concept of Short-Sea-Shipping introduced in EU Regulation 1315/2013 on Union Guidelines for the Development of the TEN-T. In particular, the new concept of MoS representing the maritime dimension of the TEN-T network together with its infrastructure and info-structure. 4

5 General background The challenge for Institutions and, obviously, for Ministries, is to ensure a streamlined transport on the whole TEN-T network. But each origin/destination couple is linked to a multimodal sub-network, and each path from origin to destination can be identified as a Long- Distance Multimodal Corridor. How can we ensure a streamlined voyage for goods and passengers on a Long-Distance Multimodal Corridor? This is the first question we would like to answer during this second session. Before finding the answer, I would also like to introduce another concept: the node of the core network as an efficient gateway for modal shift. 5

6 General background Multimodal transport, especially the combination and integration of maritime links with the railway and inland waterways network has always been a way to reduce negative externalities linked to road transport. At the same time, a node where modal shift takes place has to combine the capacity of rapidly routing cargo flows (import) and efficiently consolidating cargo coming from different transport modes (export). The increased efficiency of the node can be achieved with infrastructure but also with info-structure. In this Session, B2MoS partners and initiative leaders will focus their attention on two transport modes: rail and inland waterways transport. 6

7 Initiative 2 Simplification of Rail Transit Procedures One of the general goals of ports, also shared by the B2MoS action, is to become an efficient gateway for goods distribution. Therefore, a specific set of measures is needed to do so. The participating partners in this Initiative, led by the Port Authority of Barcelona, are FundacionValenciaport, the Port Authority of Valencia, Continental Rail, Luka Koper, Intereuropa, Pireus Port Authority and the Italian Ministry of Infrastructure and Transport with its implementing body Livorno Port Authority. The approach to this initiative for the different project partners has been quite similar. The main assumption is that nowadays Port Authorities and, in general, logistics communities, have developed centralised IT systems to manage customs clearance and logistic operations in ports and freight villages (PCS). From this point, the missing link to be bridged was the possibility of interacting with the railway undertaking directly via the electronic way. 7

8 Initiative 2 MIT / Livorno Port Authority The Italian Ministry of Infrastructure and Transport is participating in this activity with one of its implementing bodies, Livorno Port Authority. More in detail, Livorno will implement a pilot that starts from the interaction between the Port Community System used by port operators, the TPCS (Tuscany Port Community System) and the railway undertaking s booking and management system. In this case, the innovation is represented by the fact that Livorno is not only focusing on block train but also on single wagon networks: each cargo unit could be followed in its multimodal journey. In this way, the administrative burden will be reduced and the entire process of booking will be transparent to the final user. 8

9 Initiative 7 Coordinated shunting operations in railway stations and port rail terminals Partners: FundacionValenciaport, Port Authority of Valencia, Continental Rail, Port Authority of Barcelona, Luka Koper. The topic needs to be analysed bearing in mind what was discussed in the previous Initiative. To be more clear, a specific train can be divided into sub-convoys to serve different terminals: in this situation, the lack of correct information between the infrastructure manager, the Port Authority and terminals can lead to a tricky situation. This Initiative aims at managing, with specific platforms and software, the collection of documents concerning a single wagon, and planning its movements at terminals in the same way it is done for complete trains. Moreover, it will be possible to track both documentation and position of specific wagons in port areas and in shunting yards. 9

10 Initiative 12 Integration of sea ports and river port information systems Last but not least, sea-inland waterway multimodal transport. The topic is of particular interest because the analysis of the state of the art conducted by the involved project partners has shown a consistent lack of interoperability and communication between sea ports and inland waterway terminals, thus hampering a streamlined logistic process of multimodal transport. The German team, with its three pilots, will develop specific solutions for simplifying the barge announcement process and related data exchange, for electronic coordination of feeders serving inland waterways. It will also enhance the electronic data exchange between all stakeholders involved in the process, using standard messages in EDIFACT format (i.e. COPRAR, IFTSTA, BERMAN, APERAK and others). 10

11 Representatives of the three Initiatives The topics introduced by each project partner are interrelated. Their main link is the use of ICT as a necessary tool to streamline the flow of information between different operators, both from private and public sectors. I would like, first of all, to present you briefly the three different initiatives. More in detail, let me introduce you: Jaume BAGOT, Port Authority of Barcelona who will be talking on behalf of the partners participating in Initiative 2. Juan MARZO, Continental Rail on behalf of the partners participating in Initiative 7. Gunter KLEIN, dbh on behalf of the partners participating in Initiative

12 Initiative 2. Simplification of Rail Transit Procedures Jaume Bagot, Port Authority of Barcelona B2MOS MID-TERM CONFERENCE Valencia, 31 October

13 Current situation Inland terminals are strategic for the extension of the ports hinterland. Shipment by rail is not as flexible as by road. But rail is by far more environmentally friendly than road transport. With focus on customs processes, rail transport offers greater guarantees than road transport. Between the rail stations from origin and destination; the cargo is controlled more efficiently. European customs legislation provides certain facilities for rail transport: There are some simplifications that apply to the documentation others that apply to guarantees The CCC differentiates between the national and international simplified rail transit procedures. It is not easy to apply for a simplified rail transit procedure and sometimes potential users do not know the conditions required for that. 13

14 Objective of the initiative OBJECTIVES: Simplification of Rail Transit Procedures The main objective of the initiative is to specify the particular conditions under which transit simplifications could be applied, developing several applications for rail transport; including information about the status of the customs clearance process and piloting rail transit simplification in tests supervised by Customs. MAIN BENEFITS: Promote the use of rail transport taking advantage of the simplified rail transit procedures specific for this mean of transport Spread the traceability of goods from the port areas to inland terminals, including rail transport 14

15 Prototypes included in the initiative Five Ports and Six Prototypes (1 to 3): Ports of Piraeus (GR), Koper (SI), Livorno (IT), Valencia (ES) and Barcelona (ES). Prototype 1 Sea-Rail Interface with the participation of Piraeus Port Authority. Prototypes 2 & 3: Rail Operator/Terminal Application and Inland Terminal Application with the participation of the Port Authority of Barcelona. 15

16 Prototypes included in the initiative Five Ports and Six Prototypes (4 to 6): Prototype: Requirements Compliance for Simplified Transit with the participation of Port Authority of Valencia, Fundación Valenciaport and Continental Rail. Prototype Port Forwarding Agent Rail Operator Port Procedures with the participation of Intereuropa. 16 Prototype: Simplification of Rail Transit Procedures with the participation of the Autorità Portuale Livorno.

17 Prototype 1 (I) PROTOTYPE 1 - Sea-Rail Interface Abstract Based on the Piraeus PCS, this prototype deals with the documents required during mode changes. The documents can be passed through the PCS facilitating the timely information flow monitoring during execution. The system developed will also support intermediate stops and other logistics nodes that deal with sea-rail traffic. Objective of the Prototype The main objective of the prototype is to extend the current available services from Port of Piraeus PCS for the integration of sea rail transport. 17

18 Prototype 1 (II) PROTOTYPE 1 - Sea-Rail Interface Scope Train at port Cargo release Train loading Train exit Main-Steps to achieve the scope A mediator is established that absorbs all information and communication limitations and inconsistencies The PCS solution of two platforms: Administrative platform Communications platform 18

19 Prototype 1 (III) Port of origin Piraeus Port terminals Border station Origin Consignor (Far East) Shipping Line Port of Origin (Far East) Shipping Line PPA TRAINOSE Station operator Destination Consignee (Central / East Europe) Booking Confirmation Bill of Lading Berthing Availability Freight Integrator Booking Booking Confirmation Bill of Lading Provisional / Firm Booking to border station Cargo Manifest Discharge Order Container Wagon Combination CIM documents Train Loading plan Train Unloading plan Booking Container Release Order Consignor (Far East) MEDIATOR Shipping Line/ Agent Consignee (Central / East Europe) PPA Border Station TRAINOSE Freight Integrator Figure 1: New proposal including the mediator 19

20 Q&A Thank you very much for your attention! Simplification of Rail Transit Procedures Contact: 20

21 Presentation of Initiative 7 - Coordinated shunting operations in railway stations and port terminals Juan Marzo, Continental Rail B2MOS MID-TERM CONFERENCE Valencia, October

22 Current situation Multiple terminals can be related to a unique train, even in the same port. Those trains are often classified on a third terminal managed by the Infrastructure Administrator, which is different from the Port Authority. The information received by the terminals is based on the origin hinterland terminal and the disposition of the train changes during the last mile (several sub-convoys are created to be served to different port terminals and also to other terminals outside the port). Internal movements between terminals are also common, changing the order of the convoy and also the containers loaded on it. The main characteristics of the sub-convoys are critical data for the work planning of the railway port terminals (length of the convoy, containers loaded on it, number of TEUs, weight of the containers, destination of the container). The lack of reliable information for the loading and unloading of the trains and also the space necessary for its operations has a deep impact in the efficiency of the terminal. 22

23 Objective of the initiative OBJECTIVES: Coordinated shunting operations in railway stations and port terminals This initiative is oriented to assess and pilot the requirements to implement a system of messages that reflect the maneuvers carried out at the shunting yards and to share the information with the Port Authorities and the port teminal(s). The Spanish partners analyzed and described interoperability issues at the Port of Valencia. The Slovenian partner analyzed and described the situation at the port of Koper. MAIN BENEFITS: The intention is to improve communications, decrease errors in exchanged documents and increase the efficiency of handling operations at rail port terminal(s). 23

24 Prototypes included in the initiative Two Ports and two Pilots: Prototype Coordinated shunting operations in rail stations and port rail terminals in Valencia with the participation of Port Authority of Valencia, Fundación Valenciaport and Continental Rail. Prototype Coordinated shunting operations in rail stations and port rail terminals at the port of Koper with the participation of Luka Koper Port of Koper 24

25 Prototype 1 (I) PROTOTYPE 1 - Coordinated shunting operations in rail stations and port rail terminals in Valencia Abstract The aim is to use this prototype as a testing a tool that enables the RTMS of Continental Rail to provide to the rest of the actors (PCS, Port Authority Railway Infrastructure Manager, Port Terminal(s) etc.) the same information created for long distance trains with data adapted to the manoeuvers done at the shunting yard for each one of the sub-convoys created. Objective of the Prototype Adapting on a simple and fast way the information of the RTMS for: Long-distance train to the maneuvers of trains Add different export maneuvers sub-convoys to long-distance train Register loading/unloading containers at the shunting yard Share this information with the Port Authority and the port terminal(s) 25

26 Prototype 1 (II) Figure 1: The Port of Valencia and the Shunting station in Fuente San Luís 26

27 Prototype 1 (III) PROTOTYPE 1 - Coordinated shunting operations in rail stations and port rail terminals in Valencia Scope Register on a simple an fast way the maneuvers carried out to create different export sub-convoys Enable adding different import sub-convoys to create a unique long distance train. Enable the RTMS to register loading/unloading containers at the shunting yard. Main-Steps to achieve the scope Tranfers: From a unique long distance train to a unique maneuvers train (Import/Export) Cuts: From a unique long distance train to several maneuver trains (Export) Unions: From several maneuver trains to a unique long distance train (Import) 27

28 Prototype 1 (IV) Example: From a unique export train to two maneuver trains Figure 2: Screenshot of Train Platforms Cut management on RTMS Figure 3: Screenshot of CNs Train Cut II on RTMS 28

29 29 Prototype 2 (I) PROTOTYPE 2 Coordinated shunting operations in rail stations and port rail terminals in Koper Abstract Railway operations is a competitive solution in comparison to road for the Port of Koper (modal split 60:40, in favour of railway). An average of 62/65 trains and 700/750 wagons loaded are operated at the Port. Communicating issues are currently limiting the productivity of the Port Scope Analyze the characteristics of shunting operations performed at the Port of Koper Analyze the major communication systems that are limiting productivity Explore possible solutions to solve problems Improve shunting operations and fluidity of railway movements

30 Railway operators don t dispose of information about customs cleared and valid dispositions 30 Prototype 2 (II) PROTOTYPE 2 Coordinated shunting operations in rail stations and port rail terminals in Koper Current Situation Shunting operations executed at the shunting station in Sermin and performed by Slovenian Railways Cargo Division The infrastructure manager Sermin is the Slovenian Railways Infrastructure Railway undertakings are Slovenian Railways, Adria Transport and Rail Cargo Austria. Railway Operators are Adria Kombi, Metrans and Integrail Existing problems Open issues which caue operative inefficiencies: Waiting times, re-scheduling port workers and delays System TinO (LK and SRCD) planes loading/unloading. Roman (SRI) includes train schedules LK not receiving information about convoys. Physical Checks and inventory after arrival (40 min.)

31 Prototype 2 (III) Figure 4: The Port of Koper and the Shunting station in Sermin 31

32 32 Prototype 2 (IV) PROTOTYPE 2 Coordinated shunting operations in rail stations and port rail terminals in Koper New System Proposed SRCD (90% traffic) aware of problems caused by inaccurate information will allow LK to use their web portal and LK is working to receive information regarding other operators trains and to create a more user-friendly outlook Information about the train due to arrival should be retrieved from infrastructure manager and incorporated in TinO Excel or Xml files with container data has to be agree as relevant source of information Automatize the checking of containers at the moment of train arrivals. Optimization of the container loading/unloading operations by providing the information to the terminal

33 Prototype 2 (V) Figure 5: Overview of Slovenian Railways trains bound for Koper 33

34 Q&A Thank you very much for your attention! Coordinated shunting operations in railway stations and port terminals Contact: 34

35 Presentation of Initiative 12 - Integration of seaport and river port information systems Gunter Klein, dbh Logistics IT AG - in behalf of German Partners - B2MOS MID-TERM CONFERENCE Valencia, October

36 Current situation Studies on potential solutions to improve the communications between the ports of Bremen/Bremerhaven and Hamburg and inland waterways ports have been carried out and interoperability issues of their systems have been analyzed within the Initiative 12 interoperability issues of seaports and river port systems. The analysis in the ports of Bremen / Bremerhaven and Hamburg revealed different demands as result for the two ports The team agreed to develop three pilots The need for developing different pilots for the seaports arises mainly from the fact that the Port of Hamburg and the Ports of Bremen / Bremerhaven are two independent seaports with different PCS and stakeholders involved Main quintessence: River Port Systems, such as Port Community Systems (PCS) which are operated in the seaport environment, where not detected! Direct communication between Sea Port Terminals and Inland Waterway Terminals doesn t exist. The three pilots which will be developed in the Initiative 12 solve not only detected administrative overheads but also provide a better operational handling based on a electronically way. 36

37 Objective of the initiative OBJECTIVES: Integration of seaport and river port information systems This initiative is oriented to assess and pilot the specific requirements and demonstrate the benefits of linking the MoS network with the European inland waterways network. The German partners analyzed and described interoperability issues of seaports and river ports systems at the ports of Bremen / Bremerhaven and Hamburg. MAIN BENEFITS: The intention is to improve communications, decrease errors in exchanged documents and increase the efficiency of handling operations at seaports and river ports. 37

38 Prototypes included in the initiative One Team of German Partners, two Ports and three Pilots: One pilot for Barge announcement based on the environment of the Ports of Bremen / Bremerhaven (developed by dbh) One pilot based on the environment of Port of Hamburg (developed by DAKOSY) A second pilot for the environment of Port of Hamburg (developed by HHM) which would aim at a test-integration of inland navigation vessels in the services of the FLZ in order to optimize inner-port-traffic of inland navigation ships in the port of Hamburg as well as an adaption of FLZ s systems is planned to be done 38

39 Prototype 1 (I) PROTOTYPE 1 - Barge Announcement as an Integrated system of PCS environment Abstract Based on the results of the MIELE Project which where carried out by dbh, this prototype connect Barge Operators and Barge Carriers with the relevant Stakeholders like Inland Waterway Terminal Operators, Port Authorities and PCS on a electronically way. Scope Simplification of the process for the Barge Announcement Uniform input data during the transfer of data to the various partners Partner specific transfer options and output formats Comprehensibility and evaluation possibilities for the port authority Main-Steps to achieve the scope Develop a prototype of a web based application which allows Barge Operators to capture relevant information s referring Port arrivals Test the connection of this application to the NSW and / or PCS Integrate relevant stakeholder Systems into the electronically Transport Supply Chain 39

40 Prototype 1 (II) Possible technical pilot integration Figure 1: Integration Barge Announcement in NSW / PCS environment New prototype module "Barge Announcement" is a useful addition to the existing system landscape (PCS) of the Port Bremen/ Bremerhaven. 40

41 Prototype 2 (I) PROTOTYPE 2 Test-integration of inland navigation into the services of the FLZ Abstract The FLZ (Feeder Coordination Office) coordinates inner-port-traffic of feeder vessels between the different terminals in the Port of Hamburg. These services should be extended to inland navigation. Scope Increase the efficiency and reliability of the inland waterways vessels rotation organization between the terminals which should lead to a higher attractiveness for the usage of inland navigation for hinterland transports. Main-Steps to achieve the scope The information and communication flow of inland waterway vessels will be bundled at one central platform (FLZ) which organizes an efficient information exchange among stakeholders within the seaport and inland shipping companies. The digitalization of so-called ship folders should enable a graphical and coordinated planning of inland waterway vessels and feeder vessels rotation between the terminals. In terms of changes (e.g. delay of ocean carriers / feeder vessels, changes of containers to be load / unload) there is the possibility to intervene more quickly. 41

42 Prototype 2 (II) Possible technical pilot integration Figure 2: Integration FLZ 42

43 Prototype 3 (I) PROTOTYPE 3 Electronic data interchange between the participants Abstract Most of the information exchanged in the import and export process are in a nonelectronic way such as fax, phone or . So it can happen that information is not on the same state for all participants and reaches the participants not as early as it could. Scope Test the establishment of electronic communication links between barge carriers and sea port terminals in order to improve and accelerate existing processes. Main-Steps to achieve the scope Load-/discharge order have to be transferred in an electronically way to the terminals in the EDIFACT format. Enable barge shippers to send advance information to the sea port terminal which would be submitted to the Import Message Platform (IMP). In return, test of status information s (e.g. delays, discharge event, customs stop) for barge shippers regarding its containers from the IMP. The existing information in PRISE (system for berth planning and information) have to be integrated in the communication between barge shippers 43 and inland terminals in terms of berth planning.

44 Prototype 3 (II) Possible technical pilot integration Electronic transfer of load / discharge order Figure 3: Integration load/discharge order Load/discharge order could be done using the existing COPRAR standard Data exchange between barge shipper and terminals/further stakeholders via IMP Xml: ImportOperationInstruction IMP Status messages, load/discharge messages, (xml or EDIFACT IFTSTA) Figure 4: Integration IMP Providing a system for berth planning Berthing registration PRISE Xml or EDIFACT BERMAN xml or EDIFACT APERAK berthing information Figure 5: Integration PRISE 44

45 Q&A Any questions? We give answers! Thank you for your attention into B2Mos Initiative 12 Integration of seaport and river port information systems 45

46 Questions & Answers INITIATIVE 2 Simplification of Rail Transit Procedures 1. According to your experience how would you implement a simplified transit procedure for rail? 2. Do you think technological solutions such as PCS and booking platforms are useful for the sector? INITIATIVE 7 Coordinated shunting operations in railway stations and port rail terminals 1. Do shunting operations affect the efficiency and total cost of operations? 2. Can technological solutions help improve efficiency and reduce costs? INITIATIVE 12 Integration of sea ports and river port information systems 1. You mentioned in your presentation the MIELE project What about MIELE solutions? 2. Do river ports have a PCS developed like a seaport? 46

47 Conclusions of the session 47

48 Main benefits Expected Main Benefits Improving communications among the different agents involved in d2d MoS supply chains including legs by rail or inland waterways transport Decreasing errors in exchanged documents Increasing efficiency of handling operations at rail port terminals and port terminals handling barges. 48

49 Conclusions There are real benefits to the problems illustrated so far, even the non flexibility of rail transport can be turned out positive: it can be well planned! All three initiatives have shown a common need for: correct information between the different actors better communication the common solution is to have planned coordination to reach a better and easier world of transport 49

50 Thanks for your attention! 50