Qualitt von Logistikknoten am Beispiel der IMONET Knotenregion Wien - PowerPoint PPT Presentation

Title: Qualitt von Logistikknoten am Beispiel der IMONET Knotenregion Wien


1
IMONET Intermodal Cargo Transport Node Network
Central Europe Inter-Modales Güterverkehrs-Knoten-
Netzwerk Zentraleuropa Final Report Short
English version in slide format
2
IMONET Final Report

• The Final Report comprises the following
  components
• 1. This short version in slide form (German and
  English)
• 2. Explanatory notes on the short version (German
  only)
• 3. Background material featuring all the basic
  principles, surveys, calculations and results
  in detail (German only)
• The long versions of the final reports for each
  module remain available.

3
Business in search of combined transport (CT)

• IMONETs assignment was to develop transport and
  economic policy objectives and strategies for an
  environmentally sound, efficient, high-level
  multimodal node network in Austria incorporating
  neighbouring countries.
• IMONETs findings indicate that
• There is huge potential for CT
• CT can be economically viable
• State-of-the-art, efficiently organised CT meets
  with the business communitys approval
• The transport policy objectives of the EU and
  Austria are achievable.

4
IMONET - the interconnections

• Economic framework
• Location factors
• Transport / infrastructure
• Transport costs
• Transport quality
• Other

MODULE 4
MODULE 1
Regionalized
Freight transport status quo
Business clusters
And forecast-
Base scenario
Company requirements
road / rail
Business cluster 1
Cargo category /sector A
Business cluster 2
Cargo category / sector B
Business cluster 3
Cargo category / sector C
Business cluster n
Other cargo categories
Module 4 Economy

• Direct/indirect impacts
• Growth impacts
• Policy options

Module 3 Networking

achstumswirkungen

Politikoptionen

• Loading plans - status quo
• Loading plans - forecast scenario
• Network capacity?
• Node capacity?

Modules 2 and 3 Strategy proposals
Module 5 Financing
Module 2 - Alternative transhipment
technologies Module 3 - Alernative organization
of operations

• Individual evaluation
• Funding model

Module 2 Technologies
Modules 1, 3 and 4 Strategy impact
Module 6 Environment

• Analysis of status quo
• Technologies employed / available
• Appropriateness profiles

Module 1 - Modal shifts Module 3 - Capacity
utilization? Module 4 - Direct / indirect impacts

• Emissions
• Noise

5
Potential for CT in Austria
540 million tonnes
55
350 million tonnes
80
65
80
15
15
15
20
5
5
IMONET
Freight traffic today
Base scenario
CT System
(1997)
(2015)
(2015)
6
Main findings on potential demand for CT
Not even forecast traffic levels will be achieved
unless structures are changed, i.e. new forms of
CT must be provided. If we change structures,
improve the range of services and provide a CT
System, CT will at least account for large
proportions of volume growth. Using the IMONET
CT System (see slide 15), it should theoretically
be possible not only to achieve growth but also
to bring about modal shifts from the road to rail
and to CT on a cost-effective basis.
7
Comparison of demand for freight transport in the
node regions Vienna
8
The main shortcomings of CT today
Sources surveys by Vienna University of
Economics and Business Administration and
Joanneum Research literature Reliability and
flexibility were cited as the two main
deficiencies, followed by price and transport
times. Even the latter was described as
immaterial to modal choices. The shortcomings in
reliability and flexibility concern punctuality
of departure and arrival security with respect
to damage and loss tailoring of CT services to
business needs lack of transport services along
certain routes unsuitable departure and arrival
times information on services, timetables and
prices cargo tracking and the service quality of
certain CT service providers in general.
9
CT demand elasticity
10
Customer requirements based on cluster analysis
Identification of business clusters significant
to the node regions. Survey of 160 key
businesses in the clusters with respect to
transport volume and choice of transport mode.
Analysis of available statistics (input-output
analysis, 1991 and 1995) and analyses of
employment trends by levels of qualification
level and industries. Cluster analysis as a
basis for strategy proposals.
11
Business Clusters in the Villach/Klagenfurt region

• In terms of employment, the most important
  clusters are metals and machinery, chemicals and
  pharmaceuticals, automotive components and
  electronics.
• The chemical and pharmaceutical clusters feature
  companies of above-average size.
• The electronics and chemicals clusters show a
  relatively high regional concentration compared
  to the national average.
• The small building materials cluster exhibits
  high regional concentration.

12
Significance of node regions for the clusters
13
Example company survey in Linz and Wels
14
General analysis of the status quo shortcomings
of the CT market market access

• Todays business structures have evolved from the
  transport market of the past. Cheap road haulage
  has led to priority being given to
  location-related criteria such as proximity to
  motorways, real estate prices, non-restriction of
  operating licences and customer proximity when
  setting up production facilities and
  transport-intensive wholesale and retail
  businesses.
• Throughout Europe, low transport costs and
  competition among transport modes are leading to
  distribution networks becoming centralized and
  the coexistence of proprietary networks
  belonging to large manufacturing and trading
  operations which draw volume away from publicly
  accessible cargo handling and transhipment
  centres.
• The rise in transport costs which is anticipated
  upon implementation of the proposals contained in
  the EU White Paper Fair Prices... will
  radically change the economic benefits of these
  networks.
• The demand of small and medium-sized enterprises
  (SMEs) - which is hard to bundle due to
  heterogeneous goods structure and the spatial
  distribution of origins and destinations - hardly
  has any market access to the CT System. Carriage
  via CT loading units (made available to
  manufacturers) strikes companies as inefficient,
  due not least to equipment costs incurred and the
  fact that capacity is not sufficiently utilized
  on account of insufficient volumes (less than
  container load). Bundling of SME demand for CT
  has, to a limited extent, been effected by
  freight forwarders acting as intermediaries for
  CT services either via International Union of
  Combined Road-Rail Transport (UIRR) companies
  (such as ÖKOMBI) or directly by the national
  railway company.
• According to forwarding companies, the
  multifunctional image of ÖBB (Austrian Federal
  Railways) as a rail freighter, road haulier and
  logistics provider impedes cooperation with
  freight forwarders as customer-carrier interfaces
  (see Market Access chart opposite).

Demand for cargo transport services
Intracompany HGV transport
Cargo transport intermediaries
ÖKOMBI
Forwarders
ÖBB (logistics provider)
Intensified cooperation since autumn 1999
Forwarders cite cooperation problems with ÖBB
Providers of cargo transport services
Rail (ÖBB)
Private hauliers
Hauliers and- ÖBB
Rail (ÖBB) Road Terminals
(ÖBB, private sector) (Infrastructure providers)
15
The IMONET CT System

• Principle improved organization rather than
  costly investment
• CT system trains circle train, hub and block
  train
• International system train networking
• Development of regions and SMEs for CT
• Installation of a CT information network
• Direct and central customer access to CT
• Commercial optimization of operations

16
Prerequisites for the IMONET CT system

• The CT system utilizes the investments as
  outlined in the BVWP 1998 (federal traffic route
  plan 1998) master plan and calls for a few
  additional measures e.g.
• Further specific improvements to the networks
• Investments and operational optimisation at the
  terminals
• Use of cost-effective transhipment technologies.

17
CT System trains circle train, hub, block train

• CT bundling within Austria
• Maintenance of block train connections abroad or
  creation of new ones.
• Regular CT services, increase in number of daily
  departures, increase in flexibility.

18
ÖKOMBI hub concept

• Containers change trains in Niklasdorf
• Current clearance limits on Semmering line
  (C50/C380)
• Connections with international CT block trains
  as in the circle train strategy

19
Circle trains - preparatory phase

• Circle train excluding Koralm line, additional
  block trains Graz - North Sea and Vienna - North
  Sea
• Cargo from Graz to Vienna or Villach change to
  circle train in Niklasdorf
• Connections to international block trains see
  circle train concept

20
International networking of system trains
national trainsinternational trains
21
Terminal concept for Vienna

• Servicing of the Vienna Inzersdorf and Nordost
  terminals by CT system
• Block trains from Vienna Freudenau terminal
• Reduction in road haulage distances for
  pre-carriage and onward-carriage

22
Twin City Concept Graz / Maribor

• Task sharing between terminals Graz and Maribor
• Graz working as the gateway to North Sea
  harbours
• Maribor working as connection to Corridor V an
  to the adriatic port of Koper
• Interconnection between the terminals by
  extended CT system trains

23
Twin City Konzept Wien/Bratislava
CT Node Danube Corridor Scenario Vienna
CT Node Danube Corridor Scenario Bratislava

• Danger of high quality freight traffic (CT)
  bypassing the Vienna region
• Making use of Viennas advantages by quick
  realization of terminal Inzersdorf
• Secure Viennas position as CT hub in the
  Danube Corridor
• Strengthen Bratislavas position in respect to
  transport requirements to Slowakia and the
  Ukraine

24
Installation of a CT information network
There is not yet a satisfactory solution for the
structure and presentation of CT
information. Cargo tracking is the key feature
of a CT information network and is the
cornerstone of efficient fleet management. For
the customer, this means the possibility of
prompt action in the event of changes. The
technical systems for a CT information network
are already available. Deficiencies currently
largely concern inadequate computerized rail
transport monitoring (exception Norwegian State
Railways), the non-existence of interface
standardization and the lack of transmodal
organization of cargo tracking.
25
Direct and central customer access to CT

• Key issues pertaining to the use of CT are
  service and easily obtainable, transparent
  customer information on services and prices.
• The current CT service is deemed by the business
  sector to be inadequate.
• Steps should be taken to facilitate direct,
  central customer access to CT, e.g. increased use
  of the Internet, and improvements to services and
  marketing.

26
Accessibility during pre-carriage
andonward-carriage
Vienna transportation over distances gt150 km
1997, CT share
3.6 million
Other
1000000
CT via Vienna
800000
CT direct
600000
Tonnes/annum
400000
200000
0
Vienna
Tulln
Baden
(greater)
Mödling
Neusiedl
St.Pölten
Vienna
Hollabrunn
Mistelbach
(greater)
Korneuburg
Wr.Neustadt
Wr.Neustadt
environs
Gänserndorf
Municipality
Analyses of pre-carriage and onward-carriage in
the node regions shows that a large proportion of
pre and onward-carriage occurs in the vicinity of
the terminal (average distance covered approx. 30
km). In exceptional cases, however, considerably
larger distances are travelled (up to 150 km)
given appropriate CT services. This indicates
that an attractive CT service could bring about a
significant rise in CT volume.
27
CT System and regional logistics

• There is significant potential for CT in the
  regions and among SMEs.
• This potential is hardly exploited by CT today.
• CT potential in Austria accounts for 20 to 25
  of total freight traffic volume. Schneider
  1994
• The CT System and regional logistics bring about
• Accessibility of businesses in the region SMEs
  in favour of CT
• Cost-effectiveness thanks to high-capacity
  utilization of organized precarriage and
  onward-carriage CT competitive compared to
  direct HGV haulage.
• High service levels for regional economies and
  SMEs, leading to greater acceptance.

28
Incorporation of SMEs in the node regions -
bundling of transport volume
Regional logistics
29
iCT and iCT managers
IMONETs call for improved bundling of demand,
more efficient use of available resources and
improvements in CT quality means that activities
have to be networked, and cargo and information
flows organized in a market-driven, transparent
and integrated manner. The latest buzzwords,
such as regional logistic competence centres,
logistics routing systems and virtual nodes
highlight the cardinal importance of networking,
particularly of information, for attractive and
sustainable CT organization. The iCT
(intelligent CT) advocated by IMONET would fulfil
the requirements outlined above. It requires a
central marketplace for transport and logistics
services with an iCT manager responsible for
planning, establishing and marketing it (e.g.
virtual cargo transport centre).
30
iCT and iCT managers

• The iCT manager is at the heart of the total
  (CT) market.
• He/she has an overview of supply and demand and
  can therefore offer more attractively priced and
  better-quality services thanks to certain
  measures (e.g. route-optimization on the basis of
  all local, regional and (inter)national offers,
  and networking with iCT manager from other
  regions). Services that are already common in
  telecommunications will also become a reality in
  CT
• Least-cost routing
• One stop shopping and single point responsibility
• The total market will not become a reality from
  one day to the next. The work of the iCT manager
  will, according to IMONET, also initially depend
  on public funding. Relevant subsidy programmes
  already exist (e.g. Logistik Austria and move).

31
Commercial optimization of the CT System CT cost
structure
Source IMONET, 2000 IMONET CT calculation
model Mainland transport Long-haul route
(main carriage 700 km) Pre and onward-carriage
30km each
32
Organization of cost-effective CT Comparison of
HGV and combined transport

• HGV haulage is very efficiently organized and
  takes advantage of all available
  telecommunication technologies. Some transport
  volume can be offered at variable cost, sometimes
  even at marginal cost. Violation of legal
  regulations (e.g. time behind the wheel and speed
  limits) has to be monitored. Expected cost
  increases in HGV traffic (road pricing and
  increased fuel prices, etc.) will have a direct
  impact on prices, and HGV transport will thus
  become more costly.
• By way of contrast, IMONET cites a large number
  of opportunities for cost cutting and increased
  efficiency in CT (highly subsidized in Austria).
  A coordinated set of measures to reduce costs and
  increase efficiency is required for the entire CT
  system.

33
Commercial optimization of the entire CT
System CT process chain
1) Red. pre and onward carriage 2) Red.
terminal 3) Red. costs of main carriage
34
(No Transcript)
35
The organization of cost-effective CT More
efficient use of capital-intensive terminal
infrastructure
Hypothesis steadier demand at terminals leads
to more efficient system utilization (adjusted to
peak periods).

• Outcomes of the CT calculation model
• (comparative CT calculation at full cost - 100
  HGV - and at partial cost - pre and onward
  distance 30 km each)
• The full costs per crane operation (hub) decline
  from a current ATS 300 to approx. ATS 250 per hub
  (-17) given reduced variations in demand and the
  necessary capacity expansion.
• The critical distance (distance from which CT
  operates more cost-efficiently than HGVs) drops
  from 740 km to 650 km when capacity is better
  utilized due to improved organization (ceteris
  paribus).

36
The organization of cost-effective CT Reduction
in main carriage costs

• So as to make the entire CT system competitive,
  the high cost of rail main carriage also needs to
  be reduced.
• Private providers today already operate more
  cost effectively. Pressures with respect to
  commercial optimization of the CT System,
  including main carriage, arise from
• The EU decision to introduce free rail
  competition
• The danger of subsidies being discontinued (in
  Austria approx. ATS 0.9 bn for transit routes in
  2000)

• Outcomes of the CT calculation model
• (comparative CT calculation at full cost - 100
  HGV - and at partial cost - pre and onward
  distance 30 km each)
• Given a reduction in main carriage full costs
  of 10/ 20, the critical distance (ceteris
  paribus) drops from 740 km to 670 or 600 km
  respectively.

37
Competitive CT Comparison of optimized CT and
road haulage

• It can be assumed that road haulage costs will
  rise.
• Economic optimization makes CT competitive
  compared to road transport
• The critical distance for CT competitiveness
  lies at 740km given todays cost structure.
• The efficiency increases outlined and cost
  reductions in CT (pre and onward-carriage,
  terminal and main carriage) bring about a
  cumulative drop in critical distance to approx.
  360 km.
• The introduction of road pricing charged at ATS
  1/2/4 (with exemptions for CT pre and
  onward-carriage) leads to a further reduction in
  critical distance to 290/240/180 km respectively.

38
Competitive CT Cost-effectiveness of the IMONET
CT System

• The IMONET model calculations show that there is
  considerable cost-cutting and efficiency-increasin
  g potential in CT.
• The increasing steadiness and higher service
  frequency of the IMONET CT System hub concept
  and circle train solutions lead to rising
  demand, improved capacity utilization of the
  trains and in turn to a drop in cost-covering
  freight rates.

• The freight rates ascertained per
  tonne-kilometre in the CT calculation model drop
  from ATS 0.9 for the reference case 2015 to just
  under ATS 0.75 in the target case Circle train 2.
• The positive impact of the hub concept is lower
  on account of lower transport volumes and average
  higher transport distances (detour routes via St.
  Michael).

39
Prerequisites for the IMONET CT
System Elimination of restrictive bottlenecks in
the networks
Examples of rail network measures in the base
scenario according to BVWP 1998 (federal traffic
route plan 1998) - High-capacity expansion of
the Westbahn line inc. Lainz tunnel - Track
doubling of Pottendorf line - Semmering base
tunnel, Koralm line and track doubling of
Klagenfurt - St. Veit Tauern axis - Graz -
Spielfeld track doubling, new Graz - Gleisdorf
line Examples of additional measures for the
target scenario - Freudenau harbour bridge,
Danube key - Freudenau - Klein Schwechat
electrification - Absdorf loop - Solution for
access to Villach cargo transport centre
40
Prerequisites for the IMONET CT
System Investments and operational optimization
at terminals
Examples of measures at the terminals under the
base scenario according to BVWP (federal traffic
route plan 1998) - Inzersdorf terminal -
Werndorf terminal Examples of additional
measures for the target scenario - Vienna-Lower
Austrian terminal - Through tracks or loop line
at the Wels and Villach terminals - Significant
increase in capacity at the Villach and Wels
terminals
41
Measures in Villach node region target scenario

• Loop line at Villach terminal (better second
  spur track)
• Significant rise in capacity at Villach terminal
• Freight train loop in the Carinthian central
  region

42
Measures for Linz/Wels node region target
scenario

• Eastern spur track at Wels terminal
• Additional capacity increase at Wels terminal

43
Measures in Vienna node tegion target scenario

• Freudenau harbour bridge, electrification of
  Danube key Freudenau Kleinschwechat
• Vienna Northeast terminal
• Absdorf-Hippersdorf (Tulln Stockerau) loop line
• Solution to problem zone south of Kleinschwechat

44
Prerequisites for the IMONET CT System Use of
cost-effective transhipment technologies
There have been numerous advances in transhipment
technology in the past decade. Cost-effective CT
depends on suitable transhipment technologies
being employed. High-capacity terminals are
highly efficient, and some have already been
tested at the pilot stage. Testing of the use of
these technologies for European main nodes and
regional transhipment, and the initiation of
pilot projects is recommended. The suitability
profiles of the various transhipment technologies
have been drawn up and coordinated with the
respective manufacturers.
45
Characteristics of existing transshipment
technologies
Land use Investment Requirements Transshipment
speed Level of automatisation Status of technical
development
Land use Investment Requirements Transshipment
speed Level of automatisation Status of technical
development
46
Innovative funding of CT
The results of the IMONET CT calculation model
show that the CT system will be more economical
to operate than HGV haulage on routes of just
under 200km and above. A substantial improvement
in quality aspects relevant to demand and in the
attitude of potential customers to the rail
option (important as many companies associate CT
with rail transport only) is necessary and will
lead to increased demand which will, in turn,
also lead to investments in terminal
infrastructure.
47
Innovative funding of CT
Terminals are viewed by IMONET as intermodal
transhipment nodes. IMONET therefore focuses on
only one of many functions that the terminal, in
its role as a logistics workshop has to offer.
As analyses of existing terminals show, the
turnover of a terminals CT operations (in
particular crane operations and CT related
storage) accounts for only a small percentage of
total revenues (between 5 and 15).
Conventional transport
Rail parcelsservice
Real estate business
CT operations
Logistics services
48
Innovative funding of CT
In Austria the Werndorf Terminal project for
the first time pursued the public private
partnership (PPP) approach in a terminal
project.
The chart opposite shows the division of
responsibilities in the Werndorf project. Putting
the infrastructure in place is the responsibility
of the public sector, while operation is that of
the private sector. The project (volume about
70m Euro) is financed by a government subsidy
(50 of investment) and bonds, issued by SCHIG
(50). SCHIG will receive a fixed usage fee
(rent) from CCG, which will cover interest and
repayment of principal.
Source FIT Workshop 4, Transcare
The aim in future projects should be to extend
the financial involvement of the private sector.
49
Innovative funding of CT
The risk that leasing revenues will be below
target, which could occur if market forecasts are
too optimistic, will be wholly borne by the
private side of the PPP. Nevertheless, financial
simulations of cost-cutting measures as proposed
by IMONET, could result in a further decrease of
public spending in the realization of terminal
infrastructure. The proposal of IMONET to
promote the funding of infrastructure with
private capital can only be successful if the
following requirements are met (see next page)
Source FIT Workshop 4, Transcare
50
Innovative funding of CT

• Prerequisites for private (co-)financing
• Plausible, coherent market forecasts that
  quantify the range of future market potential
  (best case, worst case risk analysis).
• Set up of a PPP-Businessplan, introducing a
  concept for regional optimization clearly
  indicating the costs cutting potentials (as
  proposed in IMONET) as a prerequisite for public
  financial contribution
• Acceptance by the parties affected by the
  project.
• Agreement of the parties involved in the project
  as to the division of risks and opportunities,
  and conclusion of appropriate contracts.
• Implementation with a clear time schedule and
  structured framework significant speed-up in
  licensing procedures.

51
The IMONET CT System is environmentally sound
Shifting transport from the road to rail using
the IMONET CT System results in positive
environmental impacts. Rail causes far less
pollution than road (e.g. truck NOx emissions
approx. 16 times and CO emissions approx. 22
times higher). Also as regards energy consumption
rail is clearly superior to the road (saving of
up to 50). There are other advantages of rail
in terms of land utilization and noise
disturbance. The IMONET CT System used rail for
main carriage and thus exploits the ecological
advantages of the railway.
52
Environmental impacts of intermodal transport
Comparison of rail and HGV
? significantly lower impacts with rail based
freight transport
53
CT and Kyoto Protocol
Austria has committed itself to a 13 reduction
in Kyoto greenhouse gas emissions (CO2, CH4, N2O,
CFC and SF6) between 1990 and 2008-2012. CO2
emissions account for approx. 83 of all Kyoto
greenhouse gases. Transport (not including
aviation) currently causes some 22 of total CO2
emissions in Austria. Forecasts point to an
increase of approx. 50 from 1997 to 2015. Given
these prevailing conditions, immense efforts are
required, particularly in the transport
sector. In the target scenario, there is a
maximum reduction in CO2 emissions of 30,000
tonnes per annum for the IMONET CT system (20
CT) this would thus mean a theoretical reduction
of up to 500,000 tonnes of CO2 per annum.
54
CO2 emissions impact of IMONET measures
Reduction in emissions attributable to measures
(absolute in t)
55
Kyoto target scenario
70
Overall CO2 reduction(base year 1990) 11
62,0
60
55,2
1990
Kyoto target (2008 to 2012)
50
Percentage of transport 22
40
CO2 (million tonnes)
30
20
13,3
12,7
13,8
13,6
12,4
11,6
10,8
9,4
7,4
10
7,0
2,7
2,6
0
Total
Energy supply (power/district heating)
Industry (incineration)
Small-scale consumption
Source Kyoto options analysis 1999
Transport (not including air)
Other (mainly refineries)
Industriy (processes with major share)
56
The integrative impact of IMONET
One of the most significant IMONET results More
than two years of close cooperation between
experts from the project team and providers of
funding at various ministries, four provincial
governments and two transport companies. Internat
ional agreement within the framework of Interreg
and embedding in the international GILDA project
. The results of IMONET represent a nationally
and internationally coordinated holistic concept
for combined (intermodal) transport.
57
Parties involved in the IMONET project
58
Transnational organization at GILDA
59
IMONET im www (http//www.imonet.or.at)
60
Infrastructure strategies in the node regions
61
Recommendations
(1) Finalization of the study of circle and hub
trains preparation of the information
required to take a decision on the train system
for Austria. (2) Planning of the Austrian CT
train system including timetables and terminal
organization (3) Securing of broad
acceptance for the Austrian CT train system
through involvement of as many interested parties
as possible if need be, continuation of
the IMONET Steering Committee as a control
board for an Austrian CT System involvement of
further experts and proponents, in
particular from the business sector. (4)
International networking of the Austrian CT
System, initially with Italy and Germany.
62
Recommendations (2)
(5) Networking of the Austrian CT system with
Central Eastern European states (e.g.
planning within the framework of Interreg III).
(6) Incorporation of the Danube in the Austrian
CT system. (7) Concrete efforts to gain
terminal locations in Central Eastern
Europe which are of particular significance to
the Austrian economy, towards a Central
European terminal network, e.g. terminal
locations on the Danube, Koper,
Ljubljana.
63
Recommendations (3)
(8) Detailed attention to regional logistics and
the development of a regional CT system in
one or several model regions for Austria. (9)
Establishment of higher CT management in
cooperation with a terminal operator and
the transport business (logistics service
providers) - one iCT manager per node
regionsubsidy programmes available (e.g.
Logistik Austria and move). (10) Establishment
of a benchmarking system for the model regions
and model CT management as a basis of
decision-making for further, more complex
strategies with the aim of making Austria a
pioneer of a regional CT system in Europe.
64
Recommendations (4)
(11) Revision of the forecast for CT on the
basis of full exploitation of system
potential utilization of a forecasting method
suited to CT. (12) Revision of the strategy
plan for networks and terminals according
to the revised forecast.
65
Recommendations (5)
(13) Feasibility study into alternative
transhipment technologies, particularly
for the Werndorf terminal. (14) Feasibility
study on decentralized transhipment technologies
and regional CT initiation of pilot
projects. . (15) Organization models for cost
cutting during main carriage in the light of
the new competitive situation created by free
network accessibility. (16) Introduction of
modern, transmodal cargo tracking for CT. (17)
Marketing activities to improve customer access
to CT comprehensive information on
services and tariffs.
66
Recommendations (6)
(18) Further study of the use of PPP models in
CT based on the Werndorf model. (19) Inclusion
of the CT system in the package of Kyoto
implementation measures ongoing
observation and, if necessary, international
action (joint implementation)