Future challenges of intermodal transport
Alessandro Valenti Director Sales & Operations Shuttle Net ETH Zürich, 12.9.2013
More than 45 years of success on the market Incorporation
1967
Share capital
CHF 20 mio., over 100 shareholders 72% transport and logistics companies 28% railway companies
Locations
Chiasso, Basel, Busto Arsizio, Oleggio, Piacenza, Singen, Köln, Duisburg, Rotterdam, Antwerpen, Taulov, Warsaw, Moscow
Employees
414
Traffic volume 2012
100 trains daily 646,214 road consignments – 11.5 million net tonnes
Financial data 2012
Turnover CHF 454.5 million (EUR 377.1 million) Profit for the year CHF 4.4 million (EUR 3.6 million) Cash flow CHF 48.1 million (EUR 39.9 million)
Own resources, strong market position
Rolling stock 5,166 rail platforms 11 main-line and/or shunting locomotive
Terminal management Busto Arsizio-Gallarate, Novara RAlpin, Piacenza, Aarau, Basle, Chiasso, Lugano Vedeggio, Singen, Antwerp
Information technology Goal, integrated software for transport Cesar, customer information system Ediges, XML data exchange system
Traction Collaboration with numerous partners Integrated traction responsibility
Business model: independent and neutral
A powerful network
Over 100 trains a day
646,214 road consignments 11.5 million net tons
Combined transport: a system with a future System UCT: Europe-wide standard
Hundreds of thousands of
standard loading units (containers, swap bodies, semi-trailers) 400 terminals and ports 60,000 rail wagons 2,000 cargo locomotives Long-term system commitment
Advantages for all
5.3 billion EUR turnover 39,000 places of work 6.7 million tons CO2 reduction 2.2 billion EUR fewer external
costs Source: UIC Report on Combined Transport 2012
Success story in transalpine combined transport via CH: change of trend since 2000 Road consignments in 1000s
UCT: traffic flows, preview 2015
1'600
Legend
-14%
20000 100000 200000 400000
1'400
600000
1'200 1'000 800 600
+ 69% 400 200 0 00 01 02 03 04 05 06 07 08 09 10 11 12 Combined Transport Source: FOT
Road Sources: GTC Groupe de travail Traffic Combiné Etude: Kessel +Partner and Kombiconsult
Future challanges: Conflicting Priorities among Politics - Road - Rail: Infrastructure instead of Subsidies Road
Politics
> High flexibility > Decreasing prices > Mega truck productivity > Euro 6, etc.
Lowering subsidies > 2011-2018: 180 mio. 145 mio. > After 2019: gradual reduction
2017+ NEAT Modal shift objective 650,000 1.2 mio.?
Rail infrastructure
Rail traction providers
Rolling stock
> Short trains 550m > Train weight 1600t > Profile 3.80m > Train path pricing > Priority P/G
> Losses > Productivity > Production costs > Interoperability
> Maintenance costs > Standardisation > Registration costs > Interoperability
The three pillars of rail freight policy
Quality
Open markets
Efficiency
Modern rail infrastructure
Productivity
Fair co-modality
Open Markets Hupac supports railway liberalisation
1999
Railway licence in Germany
2002
Equity investment in Dillen & Le Jeune Cargo
2003
First co-operation with private partners
2003
Railway safety certificate in Italy
2004
First border-crossing transports with SBB Cargo
2004
Tender for all Hupac transalpine trains
2005
Integrated traction with 7 different rail suppliers as main contractor for all trains
2007
Integrated traction Belgium-France (Spain) with SNCF
2008
Integrated traction Germany-Poland with PKP
2010
HTA Hupac Terminal Antwerp offers access to all rail companies
2010
Share in Crossrail (25%)
2011
Share in SBB Cargo International (25%)
Integrated traction – the driving force for liberalization! until 2004
since 2005
One railway company from source to destination Reduction of interfaces
Just one interface for the whole route Improvement of punctuality Fast reaction in case of irregularities
2010 Share in Crossrail 2011
Share in SBB Cargo International
Fair co-modality: Modes of Transport – to Level the Playing Field Road Privately-owned companies Europe-wide harmonised transport system (drivers’ licence) 100% free access Clearly focused on freight traffic
Rail Governance
Mostly state-owned railway companies
Interoperability
Predominance of national safety regulations on ECTS, maintenance, engine drivers’ licence
Infrastructure Free access Strategy
Different criteria in every country Conflict between passenger and freight traffic
Future??
EU’s goal for rail: 30% in 2030, 50% in 2050
12
Fair co-modality: Entry barriers for RUs: the benchmark is the road system Investments in rail freight traffic Purchase of traction mean (truck / locomotive)
€ 300,000
€ 3.5 million
Acquisition of multi-system locomotives
€ 300,000
€ 4-5 million
Delivery terms
6 months
12-24 months
27 countries
1 country
€ 60,000
€ 1-2 million
< 6 months
> 18 months
Time frame for the 2nd homologation (cross acceptance)
0
< 18 months
Costs for on-board signalling system
0
€ 0.5-1.5 mill.
Countries covered by request for homologation Costs for the 1st homologation Time frame for the 1st homologation
Modern railway infrastructure: Gotthard base tunnel 2017: Productivity and capacity gains Train weight: +25% 3000 m a.s.-l.
Locomotive needs: -30%
High-gradient journey (today)
Flat railway (with ATG)
2700
1300 t
2400 1600 t 1800 t
2100
300
Juraquerung
CBT 2000 t
0
Chiasso
Airolo GBT
Lugano
600
Basel
900
Bellinzona
1200
Göschenen
1500
Arth -Goldau
Bözberg /Hauenstein
1800
Moder Rail Infrastructure: Improve capacity, quality and interoperability of rail freight corridors!
Alptransit: > 2017 Gotthard base tunnel > 2019 Ceneri base tunnel
Corridors for rail freight traffic should be expanded with regard to the following parameters: > train length 750 m > train weight 2000 t with 1 locomotive > P400 profile for 4-m semi-trailers
A modern infrastructure instead of subsidies 180
Planned reduction of
million CHF
140
operating subsidies for intermodal transport
? 2011
2018
2020
2025
A modern infrastructure for intermodal transport means: 750-m-long sidings 4-m profile 2,000-tons trains with 1 loc.
Intermodal transport productivity: + 30-40%
Objective: 2020 NEAT - Luino - Novara/Busto 2030 NEAT - Chiasso - Milano/Gronda Est
Flat Rail Route via Luino, Mountain Rail Route via Chiasso and Domo Alpine transit 2019 – train weight of 1,800 tons
10‰
11‰
12 ‰ via Luino – Flat rail route
>North-South
12 ‰ South-North
15 ‰ via Chiasso – Mountain rail route
North-South
21 ‰ South-North
16 ‰ North-South
via Domodossola – Mountain rail route
25 ‰ South-North
NEAT access lines: Luino, more urgent – Chiasso, more important Domodossola
via Sempione
via Luino via Chiasso
80% des CT via CH
Gallarate Busto
Gronda Est 2030/2035
Brescia
Sacconago
Segrate Certosa
Novara
Oleggio
Rho
Melzo Smistamento
Mortara Porto di Genova
Piacenza
NEAT: common strategy Switzerland-Italy
Memorandum of Understanding FS Logistica / Cemat/ Hupac signed on 11.5.2012, in Lugano Construction or extension of the following intermodal terminals east of Milano: > Milano Smistamento > Piacenza > Brescia
Memorandum of Understanding Italy / Switzerland signed on 17.12.2012, in Bern Upgrading of the rail infrastructure leading to Alptransit (trains length 750 m; profile 4 m) on the following lines: > Chiasso-Milano > Ranzo-Luino-Novara
Pre-Requisites for the Future of Combined Transport – Just Do It! Acceleration of the railway liberalization at European level Establishment of infrastructures in time Efficient terminals Sufficient route capacities Harmonization of rules, reduction of obstacles Promoting programmes applied over the long- term Firm framework agreements for the protection of investments in CT
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Thank you for your attention.
