Opinion of the Economic and Social Committee on the 'Application of telematics systems to intermodal transport in a pan-European context` (97/C 66/08)

At its meeting on 30 May 1996, the Economic and Social Committee decided, in accordance with Rule 23(3) of its Rules of Procedure, to draw up an opinion on the 'Application of telematics systems (1) to intermodal transport in a pan-European context

(1) Telematics can be defined as the digital exchange and processing of information between different, distant and mutually accessible network computer systems. In a European context, such an exchange would also normally be operational across national borders.`.

The Section for Transport and Communications, which was responsible for the preparatory work, adopted its opinion on 11 November 1996. The rapporteur was Mr Kielman.

At its 340th Plenary Session of 27 and 28 November 1996 (meeting of 27 November 1996), the Economic and Social Committee adopted the following opinion by 105 votes to 1, with 6 abstentions.

1. Reasons for drawing up an opinion

1.1. ESC members () gave the following reasons for requesting that the Section draw up an own-initiative opinion on the third All-European Transport Conference (to be held in Helsinki in 1997).

1.2. 'Since the second All-European Transport Conference in Crete, in March 1994, the Committee (transport section) has been continuously involved in the work of the ad hoc Steering Committee. The Steering Committee is headed by the EP and the Commission, with input from other organizations.

1.3. The preparations for the third conference in Helsinki in 1997 allow Steering Committee members more opportunities to structure the substance of the debate in Helsinki. The emphasis at the Helsinki conference will be on intelligent use of trans-European networks, dealing especially with the future importance of telematics systems. The Committee's task in these preparations is to draw up a report on telematics systems in intermodal transport`.

1.3.1. In this opinion, the ESC will concern itself only with goods transport; air freight will not be taken into consideration.

1.4. 'Building on previous section work on telematics, this own-initiative opinion is to focus on the principle of intermodality and co-operation throughout Europe.

1.5. The Committee will make a specific contribution to the Helsinki conference by summing up the current situation, the problems of and the prospects for intermodal telematics systems throughout Europe.`

1.6. In view of the discussion in the Steering Committee, it is possible that the ESC will emerge as rapporteur on the Application of telematics systems to intermodal transport in a pan-European context during the preparatory phase of the third All-European Transport Conference in Helsinki in 1997.

2. Introduction

2.1. In an opinion of 24 November 1992 on Regulation (EEC) No 1100/89 (), the ESC cited the following reasons for improving intermodal transport:

- roads in the Community were congested or becoming so;

- the expected increase in traffic could not be absorbed by road transport alone;

- railways could carry a larger proportion if international co-operation between them was improved;

- the inland waterways still had enough capacity to expand;

- sea transport (especially coastal shipping) could also play a major role in combined transport;

- transport by rail or water was less harmful to the environment than road transport.

As part of a pan-European approach to transport problems in general and intermodal transport in particular, the non-EU countries of Europe have been involved alongside EU Member States.

2.2. In its opinion of 25 October 1995 on telematics applications for transport in Europe (), the ESC noted that by upgrading productivity, infrastructure and vehicle use it should be possible to keep the expansion of transport services under control, since there would be a smaller increase in the number of journeys made and therefore in the use of transport. Telematics applications in transport could contribute enormously towards making infrastructure and vehicle use more productive. Safety too, a key component of transport quality, could be improved greatly through telematics applications.

2.3. In view of the importance of improving and extending intermodal transport, the ESC supported the Council's proposal to extend the application of Regulation (EEC) No 1107/70 up to 31 December 1997 in its opinion of 25 October 1995 on aids for transport by rail, road and inland waterway ().

2.4. In an own-initiative opinion of 22 November 1995 on the Commission's legislative programme for transport/common transport policy action programme 1995-2000 (), the ESC emphasized the crucial importance of intermodality and interoperability to the development of trans-European networks.

3. General comments/directions for development

3.1. General comments

3.1.1. The key feature of the goods transport industry is the sheer variety of people, actions, manifestations and procedures which it involves. Information flows are highly complex. Separate information and telecommunications systems have been developed for each transport mode (road, rail, inland waterway, coastal and maritime shipping). Only in exceptional cases are the various systems linked together or integrated into a single scheme. The telematics market can be described as a supplier's market, which is highly technology-driven. Consequently, it is very difficult to influence development. In order to shape some ideas on this subject, a congress on transport telematics is held every year; the most recent of these was in Yokohama, Japan, in November 1995.

3.1.2. Information flows in intermodal transport are of more than average complexity. As the number of parties involved increases, extra actions will have to be performed. Because of this, the quantity of information increases and the need for reliable information grows.

3.1.3. Telematics in intermodal transport can be considered from a number of angles: information, telecommunication, persons involved, procedures, suppliers of services, users of services, authorities, etc. So, the need for structuring and guidance is great. The subject can be broken down into three levels ():

1) vehicle and load unit systems;

2) infrastructure systems;

3) transport organization and management systems.

3.1.4. Users of telematics systems in transport include:

- road hauliers;

- railway companies;

- inland waterway firms;

- intermodal transport operators;

- shippers;

- forwarding agents;

- stevedores/freight brokers;

- shipowners;

- customs authorities;

- port authorities;

- terminal operators;

- the authorities (local/regional/national/international);

- banks/insurance companies.

3.2. Directions for development

3.2.1. The following examples can be given of directions in which IT use in transport can be developed:

- links between systems;

- increasing system integration;

- increased use of dynamic information processing;

- increased use and application possibilities of worldwide computer networks (Internet);

- standardization in reports (EDI-FACT);

- increased integration in logistic chains and more chain management;

- greater co-operation between shippers and transporters, and thus an increasing need for information;

- globalization of transport.

These are the important 'items` which will be developed further at a later stage.

4. Intermodal transport and telematics application problems

4.1. The use of intermodal transport has its limits because of the distance thresholds required to make road-rail and road-water intermodal transport profitable. The use of intermodal transport is rarely possible on journeys of less than 150 kilometres, even though around 85 % of all inland road journeys fall into this category (). Intermodal transport calls for relatively large investments in load units and transhipment facilities. The question of load unit standardization has not yet been adequately discussed. The maritime ISO container is very suitable as a maritime load unit, but there are a number of limitations as regards inland transport with standardized pallets.

The capacity of the railway network is inadequate on certain routes, especially those where passenger transport by rail also makes great claims on available capacity. The rail infrastructure in the different countries of Europe uses a large number of different electricity and safety systems, while some countries also use a different track gauge. In addition, the load-limit gauge of the railways is limited in a number of countries, especially in southern Europe. However, such handicaps are rare on most of the lines which are of importance to intermodal transport. What is more, the increase in the number of high-speed lines can eventually free capacity for goods traffic on certain routes, while new technologies and transport concepts (such as multi-voltage locomotives, shuttle trains, etc.) simplify cross-border goods transport. Such developments can give more momentum to intermodal transport.

The network of inland waterway and coastal links varies from country to country and covers only a part of the route network. Some inland shipping has not yet been liberalized (e.g. freight distribution).

4.2. Recent surveys have identified a number of problems which arise when applying telematics in transport. Firms (i.e. carriers, shippers, forwarding agents, terminal operators) face the following in particular:

- the costs involved;

- compatibility between systems;

- the lack of standardization;

- insufficient reliability of information;

- lack of user-friendliness;

- little flexibility;

- data banks provide an incomplete picture because data on actual transport flows is not always correct.

Such bottlenecks are more common in intermodal transport than in individual firms, process chains or autonomous procedural systems. The demand for affordable, standardized and compatible systems in intermodal transport is therefore particularly high.

5. Promising fields for the development of telematics in intermodal transport

5.1. Promising fields for the development of telematics in intermodal transport can be summarized as follows:

1) systems for co-operation and strategic planning;

2) tracking and tracing systems;

3) integration with traffic-management systems;

4) extension of 'single mode` fleet-management systems.

5.2. As regards systems for co-operation and strategic planning, the choice for intermodal transport is largely influenced by the amount of information supplied. When transport customers (mostly shippers) realise the possibilities, conditions and costs of intermodal transport by means of strategic information systems, one can expect a big increase in intermodal transport. The development of intermodal reservation and booking systems will also contribute towards the increasing use of intermodal transport. In intermodal transport there is, in principle, always talk about co-operation between the various procedures and shippers. Telematics will provide the support necessary for this.

5.3. As regards tracking and tracing systems, the greatest potential for telematics in intermodal transport is in systems for the tracking and tracing of load units. Such systems can be counted among the operational fleet-management systems. Tracking and tracing is possible from fixed points (such as terminals) or with mobile communications.

5.4. Because intermodal transport forms an integral part of the whole transport system, it should be taken into account when traffic management systems are developed. So, when dynamic traffic information systems are developed, account should be taken of the different procedures of intermodal transport chains.

Freight and passenger transport clearly interact, and indeed compete for limited resources. Therefore telematics systems developed for each should be capable of transmitting, receiving and handling information relevant to the other.

5.5. As regards the extension of 'single mode` fleet-management systems, a large number of single mode fleet-management systems have already been developed. When these systems set up their own procedures, this may mean a big step forward for intermodal transport. The development of intermodal route planning and registration systems can improve the efficiency of intermodal transport immensely.

6. The role of the authorities in promoting telematics and intermodal transport

6.1. Objectives for promoting telematics in intermodal transport

National and international authorities get involved with telematics in intermodal transport for the following policy reasons:

- optimum network management: trunk roads, railways and inland waterways;

- improved transport efficiency through reduction of the number of kilometres travelled, improvement of planning and order processing, increasing of the load factor etc.;

- reduced congestion;

- reduced energy consumption, noise levels and the emission of harmful substances;

- increased (traffic) safety;

- provision and liberalization of telecommunications infrastructure.

Government encouragement is targeted on:

- traffic management road, rail, maritime and inland waterways;

- telematics infrastructure;

- chain management;

- fleet management road, rail, maritime and inland waterways;

- general government purchases.

The costs of new telematics applications and developments are very high, especially in the initial phase. The intermodal sector is only capable to a limited extent of financing large-scale developments in this area entirely on its own. Here is a task for the authorities, which can support new developments by means of targeted R& D programmes.

6.2. Existing EU activities in the field of promoting telematics and intermodal transport

Within the European Union it is worth noting the following programmes and activities which are directed towards or have a close link with telematics and intermodal transport:

Under the guidance of DG VII:

- the Fourth Transport Research Framework Programme;

- the development of Trans-European Networks;

- the Intermodal Transport Task Force;

- the Future Railways and Railway Systems Task Force.

Under the guidance of DG XIII:

- the Fourth Telematics Framework Programme;

- the development of Trans-European Telecommunications Networks.

Under the joint guidance of DG VII and DG XIII:

- the Transport Telematics Implementation High Level Group.

There are also many separate initiatives at national and regional level to promote intermodal transport and telematics.

7. Recommendations

7.1. Telematics applications need to be deployed to meet the genuine user needs of all actors in freight transport. The technology is not an end in itself.

7.2. The social aspects of technology development should not be overlooked when developing and applying telematics to intermodal transport. Telematics applications in transport can have a big impact on working conditions, employment and the organization of work. New technologies require different forms and levels of education and training.

7.3. In addition, the following points should be borne in mind when applying telematics to intermodal transport:

- the target should be the use of total intermodal transport chains;

- application should be consistent with the goods categories and logistic chains of the shipping industry;

- as much use as possible should be made of existing, accepted techniques;

- a bottom-up approach from the sector should be encouraged;

- as many branches as possible should be penetrated;

- small firms should also be able to use and apply telematics systems;

- organizations and people should come first, with technology following after;

- plenty of attention should be paid to transferring know-how;

- telematics systems development should be closely geared to the development of Trans-European networks;

- there should be harmony between European programmes and initiatives and national and regional initiatives.

Brussels, 27 November 1996.

The President of the Economic and Social Committee

Tom JENKINS

() Mr Eulen and Mr Bleser.

() OJ No C 19, 25. 1. 1993, p. 29 (rapporteur: Mr Tukker).

() OJ No C 18, 22. 1. 1996, p. 32 (the original rapporteur was Mr Denkhaus until his death, when he was succeeded by Mr Kielman).

() OJ No C 39, 12. 2. 1996, p. 100 (rapporteur: Mr Kielman).

() OJ No C 39, 12. 2. 1996, p. 43 (rapporteur: Mr Wright).

() Source: International Transport Workers' Federation: A Transport Resolution in the Pipeline? Telematics in Road Transport, 1/1995.

() See NEA report 'The Transport of Goods by Road and its Environment in the Europe of Tomorrow`, March 1992.