Intermodal Freight Terminals

 1. DEFINITION OF THE SUBJECT

Intermodal Freight Terminals (IFT) or transfer points are places equipped for the transhipment and storage of Intermodal Transport Units (ITU). 

They connect at least two transport modes, which usually are road and rail, although waterborne (sea and inland waterways) and air transport can also be integrated. It is possible to find terminal companies and bodies handling both freight transport (eg. freight forwarders, shippers, transport operators, customs) and accompanying services (eg. storage, maintenance and repair): in this case IFT are also referred to as logistic centres or freight villages.

Terminals represent the nodal points of the intermodal transport network and their efficiency significantly affects the entire intermodal freight transport chain. Efficient intermodal transport requires infrastructure planners and managers across Europe to co-operate in establishing coherent networks of efficient transfer points, which are the weakest links in the current intermodal transport system and a major generator of friction costs.

These costs are generated through many factors. First of all, there is a lack of a coherent network of modes and interconnections between the modes in a number of high density corridors in Europe. There is also inadequate access by rail, road or waterborne transport to existing transfer points, which can hamper the integration of these modes and transfer between modes.

Another factor is the lack or inadequacy of Interoperability between modes and loading units. In fact, dealing with a variety of loading unit dimensions and different standards for transport means and infrastructure (often regulated differently by country and by mode) lowers the levels of interoperability between different modes, and produces congestion and inefficiencies at terminals. 

Finally, present-day terminals, which are usually marked by a combination of heavy engineering and manual processes, are not managed efficiently with appropriate ICT technologies.

The absence of a systematic network for data interchange along the entire intermodal transport chain is a source of high costs and service deficiencies. Existing modal-based information transmission systems require users to re-enter similar data at each interface, possibly according to different messages or EDI standards. The implementation of generalised systems for electronic communication between the different partners in the intermodal chain would mean that there was the opportunity to change operations at short notice along the journey. The absence of systems enabling tracking and tracing during the whole journey across modes, does not allow for a quick detection of errors and false routings.

2. RESEARCH NEEDS

Research projects carried out before the Fifth Framework Programme (FP5) have addressed many issues relating to the improvement of the efficiency of intermodal terminals.

Some have focused on general aspects of the intermodal network and on tools or solutions for the effective integration of modes in the door-to-door transport chain. Others have looked at some on the improvement of technical operations and the information flows. 

The results have made it clear that it is necessary not only to further investigate and find solutions for issues already addressed, but also to direct research efforts towards new challenging issues. First of all, it is essential to guarantee permanent concerted activities in the field of intermodal terminals in order to create and maximise synergy among intermodal transport RTD projects carried out at European and national level.

There is also a need for improving intermodal transport operations and the quality of the services offered, concentrating on the use of information technologies for terminal management purposes, focusing on the quality of inland terminals and investigating the opportunities for the integration of intermodal terminals in seaports and inland ports as well as the enhancement of port operations. It is also necessary to develop and assess harmonised security and safety procedures for freight intermodal transport operations, since theft and damage to ITUs either inside terminals or

during transport, reduces the attractiveness of intermodal transport.

Research efforts are needed to continue to improve harmonisation and interoperability between transport modes, transport equipment and loading units. Technical specifications for transport means are often regulated differently by country and by mode. The incompatibility of the transport equipment for road, rail, short sea and inland waterway traffic raises transfer and handling costs and necessitates cumbersome transhipment techniques. Furthermore new solutions are needed for the optimisation and rationalisation of transfer procedures and techniques. There is a particular need to integrate horizontal transhipment technologies in the intermodal door to door chain, because their technical features make them more suitable and economically convenient than the vertical ones for low traffic fl ows and small terminal operations.

With the enlargement of the EU and the corresponding development of the Trans- European Transport Networks (TENT) towards Central and Eastern European Countries (CEECs), it has also emerged that there is the need for research on the interoperability of the transport networks at the terminal at border crossings within the EU and towards CEECs in order to overcome technical and operational barriers. It is also necessary to assess the availability of intermodal transport means and suitable infrastructures. 

Finally, it is vital to continue the development of integrated information systems and ICT technologies in order to make better use of existing capacity and infrastructures, through a more efficient organisation and management of the terminal operations.

Yara Hatem