HO BRUSSELS

Booklet N° 5November 1999

Pros-ConsofStandardization

EUROPEANFREIGHT & LOGISTICSLEADERS CLUB

- HO BRUSSELS -

i

AAE Ahaus Alstätter Eisenbahn AGPoststrasse 6, Postbox 856, CH-6301 ZugTelephone +41 41 727 20 50, Telefax +41 41 727 20 75Internet: www.aae.ch / e-mail: [email protected]

Modern intermodal, covered and open

wagons available for medium or long-term

rental. AAE rolling stock meets the needs

of transport professionals. Over 10’000 AAE

wagons are already in service with railways

and transport operators throughout Europe.

i

EUROPEANFREIGHT & LOGISTICS

LEADERS CLUB

★★★

★

★★ ★ ★

★★

★

★

Pros-Cons

of Standardization

F&L Working Group Members:

R. Svensson - Volvo Transport Corp.Working Group Chairman

L. Ahlstedt - AAE AGA. Bierbaum - Volkswagen TransportU. Boeing - AAE AGA. van Gorp - Royal NedlloydH. Eder - LKW WalterW.Friedrich - Deutsche Bahn CargoK. Heuer - Deutsche Bahn CargoK. van der Horn - IBM NetherlandsE. Lenormand - BTL Transport & LogisticsW.Maywald - KombiverkehrO.Nygaard - AAE AGW.Pronk - Geest North Sea Line B.V.N. de Raadt - Sea Land ServiceA. Richey - Deutsche Bahn CargoP. van der Sanden - Philips InternationalW.Schumacher - Rhenania Intermodal TransportR. Siegers - Royal NedlloydE. Teillet - TransfesaR. Vitale - Procter & GambleN. van der Wouw - KLM Cargo

i

★★★

★

★★ ★ ★

★★

★

★

Pros-Cons ofStandardization

3

1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51.1 Formation and Time Table . . . . . . . . . . . . . . . . . 51.2 Scope and Objectives of the Working Group . 5

2. Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72.1 Transport development in Europe . . . . . . . . . . . 72.2 Logistics towards the 21st century . . . . . . . . . . . 82.3 Pros and Cons of Standardisation . . . . . . . . . . . 9

3. Statistics (to be distributed at the meeting in Frankfurt on May 17) . . . . . . . . . . . . . . . . . . . . . . . 103.1 EC - Transport volumes 1980 - 1996 . . . . . . . . . . 103.2 EC - Transport volumes 1980 - 2010 . . . . . . . . . . 103.3 CEC - Transport volumes 1970 - 1996 . . . . . . . . 113.4 CEC - Transport volumes 1970 - 2010 . . . . . . . . 113.5 EC/CEC - Transport volumes 1980 - 2010 . . . . . 12

4. Intermodal standardisation . . . . . . . . . . . . . . . . . . . . 134.1 Background to standardisation . . . . . . . . . . . . . 134.2 Intermodal units . . . . . . . . . . . . . . . . . . . . . . . . . . 16

5. Harmonisation and standardisation within differentmodes of transportation . . . . . . . . . . . . . . . . . . . . . . 175.1 Harmonisation of rules and regulations . . . . . . 175.2 Railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175.3 Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205.4 Shipping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215.5 Airfreight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

6. Weights and Measurements . . . . . . . . . . . . . . . . . . . 236.1 Forward . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236.2 Development of new systems . . . . . . . . . . . . . . 236.3 Classification of the Roads . . . . . . . . . . . . . . . . 256.4 Intermodal units . . . . . . . . . . . . . . . . . . . . . . . . . . 26

7. Conclusions and Recommendations . . . . . . . . . . . . 297.1 The Key Words . . . . . . . . . . . . . . . . . . . . . . . . . . . 297.2 Executive Summary . . . . . . . . . . . . . . . . . . . . . . 30

Table of contents

i

★★★

★

★★ ★ ★

★★

★

★


5

Formation and time table ___________________________________

The European Freight and Logistics Leaders Club decidedin the annual meeting November 14-15 -97 in Paris to forma Working Group to study the Pros & Cons of standardiza-tion within the intermodal transport development.

During the two meetings between representatives from Eu-rope and USA in Washington Oct. 30-31, 1997 and MunichNov. 18-20 1998 under the chairmanship of:

Mr Win A.G. Block, European Commission DG VII

Mr Michael Huerta, US Department of Transportation

Mr Kenneth Wykle, Federal highway Administration

An agreement was reached to exchange close ideas andrecommendations between Europe and USA in the area ofstandardisation.

To cover a broader view of standards of units and equip-ment the annual meeting of F & L in Vienna, Nov. 13,agreed to extend the frame for the Working Group to pre-sent the final report at the Annual General Meeting inHelsinki during Nov. 19-20, 1999.

Scope and Objectives of the Working Group _________________

❖ Europe’s increasing traffic volumes will make it necessaryto better utilize equipment, infrastructure and systems toavoid heavy disturbances in the cargo movements.

❖ Resources to build up the infrastructure network to copewith this increase are limited and better intermodal sys-tems and a stronger integration between all transportmodes must develop. A better standardisation of equip-ment and administrative systems as well as operationaland handling technique are activities of great impor-tance to help intermodalism.

❖ Standards based on existing equipment, rules, regula-tions, weights and measurement, but with further adap-

1. Introduction1.1

1.2

i

★★★

★

★★ ★ ★

★★

★

★


6

tations, combinations and minor adjustment must be es-tablished.

❖ The units can easily be separated from the mode oftransport and the movement can be planned irrespec-tive of the truck’s, drivers, rail-wagon’s and ship’s work-ing cycles.

❖ Within the present measurements, weights and regula-tions we have to develop best modules.

❖ Technically it will be based on the ISO-standards of cor-ner-castings and fixtures.

❖ Validity during a longer period.

❖ Many people feel that standardisation is bureaucracy,monopoly and with no flexibility. - Not true.

❖ To meet increasing volumes with treasonable achieve-ment we have to utilise the existing resources in a betterway.

❖ High utilisation of equipment, rail- and road network,better planning and around-the-clock operation.

❖ Better co-operation between transport operators to de-velop full-scale intermodal concepts. Also meet the de-mand from industry of logistics systems.

❖ The main key to such development is a standardizedmodular unit as well as harmonization of septems andinfrasturcture pricing.

i

★★★

★

★★ ★ ★

★★

★

★


7

Transport development in Europe ___________________________

Europe’s infrastructures and transport systems are facingsome challenges in the years to come. The increase intransport volumes which seems to reach twice the presentvolume in year 2010 will make it necessary to develop newsystems and better utilise the existing infrastructure. Manyfactors are behind this scenario:

❖ the steadily increasing trade and global souring

❖ the restructuring of production, distribution centres andthe supply chain systems within the European industry,as the trade barriers are withdrawn, will have a strong in-fluence

❖ the new East European countries applying for member-ship in the Union will further increase traffic and trans-portation

At the same time the bigger share of manufactured goodswhich demands high frequencies, short lead times andmore developed intermodal systems, will be another fac-tor with new demands from industry of more efficient andeffective logistics. We have also in this development to doour outmost in order to reduce the impact on the environ-ment from transportation.

Based on this scenario for Europe the small-scale modes oftransport (road and air) will drastically increase their mar-ket shares on behalf of the big scale modes of transporta-tion (rail and shipping). To meet this trend there must becloser co-operation and better integration between allmodes of transport and we have to development a muchmore sophisticated intermodal concept in Europe.

Isolated thinking in terms of image-campaigns for road,rail, air and shipping in the future world of logistics has be-come more and more obsolete. To reach a higher degreeof integration between modes of transport, a further de-veloped modular system with units transferable betweenthe modes in one of the main issues.

When developing such intermodal systems there is also aneed to exchange views, ideas and experiences with in-

2. Foreword2.1

i

ternational colleagues and organizations in the US, the FarEast and other areas. As the investment resources for theinfrastructure network in Europe and particularly in easternEurope will be limited and also, as the environmental issueslike disposal of ground for rail and road network will be re-stricted and go through time consuming discussions wehave to utilize the present infrastructure much better.

This can be done by:

❖ efficient use of infrastructure

❖ better utilisation of equipment

❖ more sophisticated planning

❖ 24 hours operation in terminals, transfer points and in thesystems

❖ higher degree of automatization like in the transfer op-eration between the different modes

❖ simplified border crossing handling

❖ better developed information and communication sys-tems (GPS etc) in all links of the transport chain.

Logistics towards the 21st century ___________________________

Logistics will play a vital role within most industrial andtrade enterprises in the future.

The trade blocks we see being developed around theworld will increase the need and demands of more sophis-ticated and effective transportation within and betweenthese trade areas. This will have a strong influence on thedevelopment of all modes of transportation and the ac-cess to a good infrastructure.

At present we do not see sufficient investment resources tobuild and extend the infrastructure mainly in the rail andload sector to meet the increased volumes.

A better utilisation of the existing transport and infrastruc-ture resources must be developed and logistics will there-fore be a necessary tool.

2.2

★★★

★

★★ ★ ★

★★

★

★


8

i

★★★

★

★★ ★ ★

★★

★

★


9

A change in certain key words can be foreseen.

Steering process ➾ Main business strategyPurchasing ➾ Time guaranteed supply systemsTransport systems ➾ Intermodal solutionsLean production ➾ Lean administrationSuppliers structure ➾ Network between suppliers (Tier

Classification)Marketing ➾ Customer oriented additional valueOutsourcing ➾ Strategic insourcing

THE WAY TO A COMPETITIVEEDGE IN THE NEXT CENTURY

Pros and Cons of standardisation ___________________________

Pros:

❖ Better possibilities of intermodal development.

❖ Higher utilisation of modes and equipment in transporta-tion.

❖ More efficient use of the infrastructure.

❖ Worldwide packing standards.

❖ Facilitate long term investments in transportation.

❖ Good potential of cost rationalisation.

❖ A base for developing integrated systems with shortlead-times in ports, terminals and transfer points.

❖ A positive effect on administration, control and EDI lan-guages.

Cons:

❖ Limited innovation within certain modes of transporta-tion.

❖ Can be sub-optimal for individual shippers.

❖ Reduction of competitive advantages of certainmodes.

❖ Limitation of the high degree of flexibility.

2.3

➾

i

EC - Transport volumes 1980 - 1996 _____________________________

Goods transport within ECMT1980 - 1996

Performance by mode of transport

3. Statistics

★★★

★

★★ ★ ★

★★

★

★


10

EC - Transport volumes 1980 - 2010 _____________________________

Goods transport within ECMT1980 - 2010


3.1

3.2

Source: Eurostat >2000 -”- : VTAB 2000-2010

1200

100

Road

Rail

InlandWaterways

Billion tkm

900

600

300

800

250

1990

1500

1800

2100

Vision

125

600

240

1980

125

861

256

1996

124

Source: Eurostat >2000 -”- : VTAB 2000-2010

1200

1001980

Road

Rail

InlandWaterways

Billion tkm

900

600

300

600

240125

800

250125

906

248

125

1250

205122

1990 2000 2010

1500

1800

2100

Vision

i

★★★

★

★★ ★ ★

★★

★

★


11

3.3CEC - Transport volumes 1970 - 1996 ___________________________

Goods transport within CEC1970 - 1996


CEC - Transport volumes 1970 - 2010 ___________________________

Goods transport within CEC1970 - 2010


3.4

400

1001970

Road

Rail

InlandWaterways

1000 mio tkm

Source: Eurostat

300

200

10055

274

10

122

364

13

144

270

12

136

168

8

1980 1990 1996

55

274

10

122

364

13

144

270

12

136

168

8

260

200

7

400

300

200

100

1001970 1980 1990 1996 2010

Road

Rail

InlandWaterways

Vision

1000 mio tkm

Source: Eurostat 1970-1996 -”- : VTAB 1996-2010

i

EC/CEC - Transport volumes 1980 - 2010 ______________________

Growth forecast per mode in ECMT/CEC countries1980 - 2010


3.5

★★★

★

★★ ★ ★

★★

★

★


12

Source: Eurostat 1970-1996 -”- : VTAB 1996-2010

1200

1001980

Road

Rail

InlandWaterways

Billion tkm

900

600

300

722604

138

944

520

137

1102

419

133

1510

405

130

1990 2000 2010

1500

1800

2100

Vision

i

★★★

★

★★ ★ ★

★★

★

★


13

Background to standardisation __________________________________

The mainkey to reach a successful development of theseproposals and solutions is a higher degree of STANDARDIS-ATION. With standardisation we include technical stan-dardisation of units and handling equipment as well as sys-tem standardisation of signals, security control, communi-cation etc.

Many people feel that standardisation leads to bureau-cracy, monopoly and prevents flexibility with a threat to-wards innovation and development. This is unfortunately amisunderstanding if we work with standards in the rightway. We have presently a number of standards in thetransportation world and have to accept rules, regulationsand traffic laws, especially when it comes to measure-ments and weights.

Besides standards of transport equipment, the influence ofthe packing material will be strong but no doubt reducecosts and increase efficiency in the handling process. Thecurrent situation shows, based on a research by Fortuneamong 500 companies, that because of the lack of guide-lines several departments within the company were apply-ing/developing their “own” standard. The result was not onestandard but several. So, although a lot of effort was put intostandardisation, it made the frictions between departmentsworse. The matter becomes even more complicated if sev-eral companies are involved in the supply chain.

A transport standard unit will also set a standard of thehandling and packing material like pallets, slip-sheet etc.

In an earlier report from the European Freight & LogisticsLeaders Club we have worked out some ideas, and the in-tention with the working group Standardisation is to followpart of these recommendations. To achieve the necessaryintermodal concept for Europe we need to reduce thenumber of odd units, which still exists between specific car-goes and in specific modes of transportation. With an inter-modal concept, however, we probably have to base thestandards on mainly the road and air units as both rail andshipping will have the capacity of handling such units with-out problems.

4. IntermodalStandardisation

4.1

i

★★★

★

★★ ★ ★

★★

★

★


14

However, aiming at a complete door-to-door intermodaloperation, the existing weight and measurement for roadtransport has to be a base for such a concept. We alsohave to take into consideration that all presently existingequipment like trailers, swap bodies, flat beds, containers,flexivans, container flats etc can be handled and usedand that the units can be used in all rail, road and shippingsystems. There is also a need to avoid heavy investmentsfor the transportation companies as well as cost for the in-dustrial and ultimately for the European and internationalconsumers.

Moving towards a better standard, the interoperability be-tween the modes of transport can be improved. Thismeans a better utilisation, better possibility of fast and effi-cient transfer at different points and also into the futurepossible combinations between the different standards.

The existing units like the swapbodies of 7,15 m, 7,42 m, 7,82m and 13,61 m as well as the trailer unit of 13,61 m and ofcourse the container units 6,10 m and 12,20 m (20’ and 40’)will be the basic units for an intermodal standardisationconcept. Besides the basic units above specific combina-tion can of course be used in special trades as long asthese are within the present rules and regulations of weightand dimensions. An example is the Short Sea Containermainly used in the UK-Continent trade.

Within the airfreight concepts modules from the 7,82 mcan be a solution, which means a multiple of 3,91 m. A rec-ommendation is to have these standards valid for a goodnumber of years ahead to avoid new heavy investments inthe transportation systems.

Co-operation and co-ordination between the modes oftransport will be absolutely necessary and we have noavoid the present sub optimisation, which exists in many ar-eas. In spite of the trailer unit being an excellent unit forparts of the road network, the combinations havereached strange situations. To move 5 tons of cargopacked into a container which is placed on a flat trailerand then moved on a rail car, results in transport equip-ment weighing 32 tons for carrying 5 tons of cargo. If the

i

★★★

★

★★ ★ ★

★★

★

★


15

same rail car is moved on a ferry between Scandinaviaand Europe we have a number of hundred tons to add intransport equipment.

Finding new ways of moving traffic towards the earliermentioned volume increases seems to be a must and theworking group established within the European Freight &Logistics Leaders Club with regard to standardisation willtry to present some recommendations, ideas and maybesolutions for further discussions. Proposals, suggestions andideas are presently being collected and the overheadsused during our first presentation are enclosed. The key-words for the future intermodal success in Europe are:

- Standardisation- Harmonisation- Stabilisation- Combination- Integration- Communication

All present transport modes have segment to fill. It is impor-tant that all resources are used in an optimal, competitiveand cost-efficient combination.

Fair competition within and between transport modes aswell as between countries is needed.

i

★★★

★

★★ ★ ★

★★

★

★


16

4.2 Intermodal units ____________________________________________________

Recommendation of standard measurements of units in anintermodal concept

In Rail and Shipping longer units can be handled as well asa number of special solutions.Shorter units can always be handled within the gauge oflonger basic frames up to 13,61 m.

A

Swapbodies

Short Sea Container

Trailers

7,15 m 7,45 m 7,82 m

9,15 m 13,61 m

13,61 m

16,5 m

Road-truck

20’ContainerContainer-flats

6,10

40’

12,20

(7,82) (7,82)

18,75 m

B

16,40 m

i

★★★

★

★★ ★ ★

★★

★

★


17

Harmonisation of rules and regulations ________________________

Another important step to be taken in order to have an in-termodal development in Europe besides standardisationis harmonisation of rules and regulations within and be-tween modes of transport.

Areas like traffic signals, coding, security controls, commu-nication systems and similar items would be set up on a Eu-ropean basis as soon as possible.

The basis idea and need to develop the intermodal andthe overall transportation efficiency in Europe is to adaptthe national rules to a common European network. This isalso important when preparing the integration of newmembers into the EU. The Working Group has just briefly fo-cused areas where a further study must be done.

With regards to weight and measurements we refer to the EUcouncil directive 96/53 which has been implemented withinthe national transport legislation of all EU member states.

The directive supersedes all previous exemptions and is thebasic frame for a longer term fixed standard of weightsand measurements in Europe.

Reference is also made to the earlier report of F&L´s Work-ing Group “Weights and Measurements”.

Railway _________________________________________________________________________

Within the railway sector there are a number of areas to bestudied in order to set up a European recommendation ordirective to be followed by rules.

1) Political level

In general, competition is essential for the change froma traditionally national oriented railway company to anactive player in the European logistic market. Unfortu-nately several legal obstacles are created by a not har-monised national and EU-legislation and we have to ac-cept the fact that the influence of the railways with re-gards to a fundamental change here is extremely lim-

5. Harmonisation and Standardisation

within different modesof transportation

5.1

5.2

i

★★★

★

★★ ★ ★

★★

★

★


18

ited. But it must be secured that all railways have to fol-low an equivalent framework within the EU.

Therefore, we recommend establishing the directive91/440 without delay as a regulation 91/440 forcing allEuropean states to offer existing and new railway enter-prises the same legal base for business.

2) Technical level

a) Coding of equipment

Although a harmonised coding as been already im-plemented within Europe (for rolling stock: by theUnion International des Chemins de fer - UIC, for thecontainers by the Bureau International des Con-taineurs - BIC, for the swapbodies a PACT project isunder way) today’s trade requires a global control ofmovement as well as complete data for inventorypurposes and further investment.

We recommend a (world-wide) harmonised codingfor that equipment which is utilised in the global tradeenabling all parties concerned to track their equip-ment independently from the mode of transport ofthe carrier.

b) Axle load

In the future the number of small but heavy consign-ments will increase considerably due to an optimisa-tion process in the logistic sector. On some central Eu-ropean railways infrastructures axle loads up to 25 tare in general no problem but often transports haveto be limited to 22,5 t and less.

We recommend that during the next 5 years the axleload should be lifted to 25 t.

c) Automatic coupling

We understood that an automatic coupling system isready for implementation but is blocked both by na-tional interests and financial problems.

We recommend that all necessary support should begiven by European organisations for an immediateimplementation.

i

★★★

★

★★ ★ ★

★★

★

★


19

d) Electrical power systems, signalling and control sys-tems

Here a standardisation is almost unlikely owing to theimmense cost. But certain measures could overcomethe problem.

We recommend an increased investment in multi-sys-tem locos with adapting technology achieving thuscompatibility for the different systems. The realisationof ECTS needs strong support.

e) Information systems

This essential component for today’s business must bebased on standardised EDP interfaces for communi-cation and consignment/train tracking in real time.Of course, we are aware that this field is strongly re-lated to the effort of a company to create an unmis-takable profile towards the customer and is thereforesubject to competition.

We recommend here a standard on bilateral levels.

f) Mutual recognition of technical examinations ofrolling stock

Uniform European standards for a mutual recognitionprocedure will help to speed up the traffic.

We recommend them despite the fact that probablya conflict with safety issues will have to be solved first.

3) Other issues

a) Unit/Block trains

For the efficient utilisation of equipment trains shouldnot be limited to one type of load. In many cases atrain with a mixed load will be more sensible from aneconomic point of view.

We recommend the increased running of mixed loadtrains.

b) Timetable

It is a fact that on the one hand passenger train hasabsolutely priority on most networks (“Freight does

i

★★★

★

★★ ★ ★

★★

★

★


20

not vote”). On the other hand everybody complainsabout traffic jams on the roads caused by the freighttransportation. In addition, international and nationalfreighttrain timetables lack in co-ordination.

We recommend strongly the equivalent treatment ofpassenger and freight trains and emphasise on anearly co-ordinated national and internationaltimetable.

c) Examination of rolling equipment

• Uniform European regulations on the mutual recog-nition of examinations of rolling equipment (GONGtrains)

• Establishment of clearing office (“ombudsman”) todecide in case of an allegedly discriminatory treat-ment.

No doubt we can foresee a great number of “stum-bling block” to move the railway sector from todays’traditional operation of cargo traffic based on a na-tional strategy and policy into the next century of lo-gistics.

Road _________________________________________________________________

The road sector is facing a heavy congestion, as the roadnetwork will in no way have the capacity to handle the in-creasing volumes. Better utilisation and planning to avoidunbalances and empty traffic legs is necessary.

❖ Modular system based on today’s weight and measure-ment rules in recommended as a base for a better inter-modal development. To freeze existing length regula-tions until the infrastructure or individual countries ac-cept new combinations seems to be a good solution.Common rules exist with regard to the width and heightbut a recommendation is to plan for a 4,25 m height inthe near future. Such a height permits as an exampleswapbodies to be handled on most roads by regulartrain units.

❖ Weight regulations has for many years been a topic is-sue in the road network to increase the 40 tons limit up

5.3

i

★★★

★

★★ ★ ★

★★

★

★


21

to 44 tons. New infrastructure investments should planfor a future increase of the weight limitation but we donot see that a change will take place within a 5-yearplan.

❖ Combined traffic where trailers and trucks will be han-dled together with rail or ship seems to increase. A bet-ter standardisation of fixed points for lashing and secur-ing the unit on the carrying mode is an area for studiesand recommendations.

❖ Coding of equipment should be harmonised in thesame way as in the railway sector.

❖ Stabilisation to avoid short term investments with theflexibility on national basis to open the infrastructure tolonger vehicles based on a combination system as perrecommendation in the F&L Working Group Report“Weights & Measurements” from 1997.

Shipping _______________________________________________________________________

Like the rail traffic the waterborne intermodal systems areable to handle all units but in most cases depend on roador rail as a partner in combined traffic.

Nearly every intermodal transport needs a road move inthe beginning or at the end of the transport chain in orderto pick up or deliver the load to the ramp.

Containers have been one of the most successful units intransport and the 20’ and 40’ units are a base for an inter-modal standard. Other lengths have been developed inthe US like 45’ or 53’ but these are not international world-wide standards.

In land waterways and Short Sea shipping will be furtherused in the European transportation.

For the transportation on short sea as will as the rivers 2 sys-tems are used Lo-Lo-Transportation of containers loadedby cranes into barges/short sea vessels and Ro-Ro-Trans-portation of the trailers on ferries/inland barges. A special

5.4

i

★★★

★

★★ ★ ★

★★

★

★


22

mode is Ro-Ro-Transportation of containers, which arestacked on MAFI-trailers (two high) and then are rolled onthis trailer onto the short sea ferries and are rolled fromboard on the other side of the channel.

To have an efficient combination with the shipping includ-ing the barge operations port and terminals will have animportant part to play. The heavy investments will nodoubt benefit from a higher degree of standardisation.Coding and information systems as mentioned within therail and road sectors will be of use as well in the shippingsystems.

Airfreight _____________________________________________________________

Airfreight will have limited development of big unit like the20’ and 40’ containers or swapbodies and continue withthe existing container units. These will, if handled in an inter-modal system, have no difficulty to use any road and railcombination.

The airlines have reached a good level of standardisationboth with regards to equipment and administration.

Within the airfreight sector an initiative is taken togetherwith a number of forwarders to agree upon a commondata management platform (CDMP) under the projectCargo 2000.

5.5

★★★

★

★★ ★ ★

★★

★

★


23

Foreword _______________________________________________

This chapter is the summary Report of the Working Group“Weights and Measurements” presented in occasion ofthe ANNUAL General Meeting of 15/16 November 1996 inBrussels and it is included in this booklet as integration ofthis report.

Development of new systems ___________________________

In spite of certain investments in the existing infrastructure aheavy congestion is foreseen in all modes of transport.

It is necessary to develop new systems and better utiliza-tion to meet the demands from a more globalized industrywhich needs more highly efficient and effective logistics.

Also taken into consideration is the impact on environmentfrom the transport sector.

Intermodalization is a key factor and to develop better sys-tems on an international level we have to harmonizeweights and measurements as well as stabilize these rulesand regulations in a longer time period.

A successful development of intermodalism in Europe is agreat deal depending on the possibilities to take furthersteps in standardization of the equipment used in trans-portation.

Within the measurements and weight rules recently estab-lished by the European Commission the Working Grouptried to find a system without drastical changes and ex-treme investments in equipment and infrastructure.

The basics are:

❖ All presently existing equipment (trailers, swapbodies,flatbeds, containers, flexivans, container-flats, etc.) canbe handled and used.

❖ The units can be used in all rail-, road- and shipping sys-tems.

6. “Weights andMeasurements”

i

6.1

6.2

★★★

★

★★ ★ ★

★★

★

★


24

❖ New heavy investments can be avoided for the trans-portation companies and costs for the industry.

❖ The need for the industry to develop efficient logisticssolutions.

❖ A better optimization can be reached.

❖ The inter-oprability between the modes of tranport canbe improved.

❖ A good protection of the environment can be pro-moted.

❖ A basis for the next step in length and weight can becreated when the infrastructure permits such new com-binations.

With a long terms view on rules and regulations this is also abase for a modular system of units.

As the roads are the limiting factor in the intermodal sys-tems these regulate the dimensions of the units.A combination of units in a modular system will be an inter-sting possibility.

Such combinations in different configurations may not onlymake a better utilization but also have a positive effect toreduce empty movements and the unbalance of units.

The city centres are today the most complicated areas tohandle and the congestion will increase further. Thereforeit will be necessary to avoid that long heavy vehicles moveinto the centres at the same time as all public traffic ismoving.

Many intermodal and logistics systems have a start and/oran end without direct access to a rail or a shipping facility.

i

★★★

★

★★ ★ ★

★★

★

★


25

Classification of Roads __________________________________

❖ The Transport Class System (TCS)is based on a module combination between variousunits and gives the individual European country the pos-sibility to make decisions about classification of theirroad and infrastructure network.

❖ General classification of roads and transport corridorswill be:Class 1 City areasClass 2 Suburban areas and normal road networkClass 3 Sea, rail and classified roads outside of built-

up areas

❖ Goods will be handled at breakpoints between class 1and 2 legs, and between class 2 and 3 legs.The breakpoints would serve as terminals where loadunits would be moved between ships, trains or trucks.This operation would be greatly facilitated by the use ofcontainers or swapbodies of standard dimensions.

6.3

i

TRANSPORT CLASS SYSTEM

i

★★★

★

★★ ★ ★

★★

★

★


26

Such a classification of roads must be developed in closeco-operation with the individual countries, communitiesand planning organisations.

Each individual country can classify the road network butthe system will not limit the competition between the Euro-pean transport operators regardless of country of domicile.

Such classifications of roads can open highways and mo-torways in sppecific countries for longer vehicles in the fu-ture like in Sweden and Finland up to 25,25 metres (Truck +20’ + 40’ combinations).

Intermodal units ________________________________________

Recommendation of standard measurements of units in anintermodal concept within the proposed Transport ClassSystem (TCS)

6.4

TRANSPORT CLASS SYSTEM

i

★★★

★

★★ ★ ★

★★

★

★


27

F 18 tons

CLASS 1

18 tons7,82 m

10 m

25/26 tons7,82 m

12 m

3,91 m

6 m

also values7,15 m or 7,45 m

13.6 m

40 (44) tons38 EU-Pallets

7,82 m

18,75 m

CLASS 2

or any other combinations within these limits

7,82 m

16,5 m

40 tons33 EU-Pallets

13.6 m

16,5 m

44 tons33 EU-Pallets

i

★★★

★

★★ ★ ★

★★

★

★


28

In Rail and shipping longer units can be handled as well asa number of special solutions.Shorter units can always be handled within the gauge oflonger basic frames up to 13,61m.In the city areas new types of “city trucks” can also be de-veloped:gas-, electric or hybride-units also more quite to deliverduring night-time.

62 tons1

65 tons2

52 EU-Pallets

13.57 - 13.61 m 7,82 m

26 24 18

62 tons1

65 tons2

52 EU-Pallets

13.57 - 13.61 m7,82 m

26 2418

1 EEC - 40 tons 2 EEC - 44 tons

CLASS 3Future Primary Road Network

(To be defined by nationale authorities)

or any other combinations within these limits

12 + 24 = 36 tons

12 m

Standard trailer / Semitrailer / Dolly

18 tons

1,6 m

12 m

24 tons

12 m

18 tons

Standard Load

13,6 m

12,2 m (40’) up to 13,6 m

7,82 m

6,1 m (20’) up to 7,82 m

i

★★★

★

★★ ★ ★

★★

★

★


29

The Key Words ______________________________________________________

To establish a limited number of units as basic standard inthe international transport will be necessary to further de-velop the intermodal concept.

Based on the existing rules and regulations as well as themost common units today in operation the need to betterintegrate the transport units between the modes will bemost important.

The heavy increase of transport volumes, the limited re-sources for investment in the infrastructure and the devel-opment of logistics systems with shorter lead-times and de-livery precision will force the transport operators to findnew solutions.

Besides the standards of units and technical equipmentthe fast development of purchasing and supply manage-ment through the use of internet and EDI will be anotherarea of standardisation.

Combining the links in the transport chains will be morenecessary in the future. Standardisation is the most impor-tant tool in such a development.

❖ Harmonisation & Standardisation +

❖ Stabilisation +

❖ Combination +

❖ Integration =

GLOBALISATION,UTILISATION ANDENVIRONMENT

Working towards an intermodal standard and active har-monization of rules and regulations and a road-class sys-tem will have many positive effects:

- A better utilization of existing equipment

7. Conclusions andRecommendations

7.1

i

★★★

★

★★ ★ ★

★★

★

★


30

- A possibility to handle the increasing transport volumeswithout extremely high investments in the infrastructure

- One of the best impacts to reduce environmental pres-sure from transportation

- A possibility to meet the necessary development of lo-gistics and supply management optimization from in-dustry.

Executive Summary _______________________________________________

Investment in too many different units and transport equip-ment to handle this have a negative effect on the trans-port costs.

Also the applications which are regularly presented to thelegal authorities to change rules and regulations to beable to move such new special units have often a highercost effect than the expected rationalisation.

This proposal of a basic intermodal standard valid during alonger time period will therefore give the international andalso the national industries as well as most actors involvedin the trade more efficient and rational transport systems.

We recommend harmonising the different types of equip-ment, technical rules and regulations and systems of infra-structure pricing in order to come to a more or less uniformstandard.

This will also lead to a better possibility of developing themultimodal/intermodal concepts.

The document is also focusing on areas in the transportsector where a better standardisation will be beneficial toall parties concerned and increase the efficiency and ef-fectiveness in Europe.

With the basic rules and regulations in Europe today the in-tention with this first report of standardisation from F&L werecommend further steps to be taken towards an interna-tional standard of basic units.

Such a basic concept will have a possitive effect on devel-

7.2

i

★★★

★

★★ ★ ★

★★

★

★


31

opment towards better intermodal systems and invest-ments in the infrastructure in most areas of the world.

There will always be possibilities to handle specific units,products and equipment based on the individual rules andregulations within each market.

AD INTERIM OFFICE

EUROPEAN FREIGHT & LOGISTICSLEADERS CLUB

Via Tortona, 16 - 20144 Milano - ItalyTel. +39.02.89423765 - Fax +39.02.83201592

e-mail: [email protected] - www.europeanfreight.org

★★★

★

★★ ★ ★

★★

★

★

i

i

Verbrugge Terminals

is a logistic service

provider based in

Vlissingen and

Terneuzen,

the Netherlands.

The company offers a

full range of logistic

services all

over Europe.

Its core activities are:

• Port terminal operation

• European transportation

Scaldia terminal - Vlissingen

Integrated LogisticService Provider

forFOREST PRODUCTS

Verbrugge Terminals B.V.Port Scaldia - Harbour nr. 6700Luxemburgweg 2 - 4555 TM - Vlissingen-OostP.O. Box 11 - 4380 AA Vlissingen - The NetherlandsTel. +31(0)115.646000 - Fax +31(0)115.646590E-mail:[email protected]: www.verbrugge.nl

i

Innovation

Dynamism

Safety

Speed

Railcars, Swapbodies, Skeletal Trailers, Shunting Tractors, Consolidation &

Deconsolidation Centres, Lift Trucks, Information Technology, 24 Hour

Consignment Monitoring, Export / Import documentation, Picking, Packing,

Sorting... all tailored to your specific requirements, and the management skills

to make it work.

Full Service Logistics Integrator

Website: transfesa.com email:@transfesa.com

Headquarters: c/ Musgo, 1 - La Florida - 28023 Aravaca (Madrid) - Spain / Phone: +3491 387.99.00 - Fax +3491 372.90.59

HO BRUSSELS

Documents

Transcript of HO BRUSSELS