Railway Transport and Logistics electronic journal

Transcription

1 Electronic technical journal for railway transport and carriage, logistics and management. No. 2 Year 2007 Volume III. ISSN EDITORIAL Railway Transport and Logistics electronic journal Editor: Department of Railway Transport, Faculty of Operation and Economics of Transport and Communication, University of Zilina, Univerzitná 1, Žilina, Slovak Republic, Phone: Editorial board: Chairman: prof.ing. Jozef Majerčák, PhD. Managing editor: Ing. Martin Kendra, PhD. Executive editors: Ing. Jozef Gašparík, PhD. Ing. Radoslav Valovič Members: doc. Ing. Milan Kováč, PhD. doc. Ing. Ondrej Buček, PhD. doc. Ing. Vladimír Klapita, PhD. Ing. Rudolf Kampf, Ph.D. Ing. Milan Chúpek, PhD. Ing. Jozef Federič Ing. Jaromír Široký, Ph.D. All the papers are reviewed. Receiving the papers: zdal@fpedas.uniza.sk Date of issue: Taken by Jozef Gašparík Dear readers, you are reading the first number of our technical electronic journal issued in English language. We would like to address this journal to wide spectrum of experts and also fans of railway transport and logistics. We offer the possibility to publish in this journal to make the contents more interesting. We hope that Railway transport and logistics will find its new readers in other countries. We believe that you spend interesting time with the papers about railway transport, carriage, logistics and management. We are looking forward to your reactions, comments and suggestions. Editors

2 Railway transport and logistics 2/ CONTENTS RAILWAY TRANSPORT Peter Šulko Methodis of train numbering at Slovak railways Jozef Gašparík Estimation of the track line capacity Tomáš Závodský High speed network in Italy Eva Nedeliaková Combined transport solutions and their applicability in Finland Vladimír Klapita Ján Ližbetin Ľubica Fraňová Analysis and perspective of combined transport development in Slovakia PUBLIC PASSENGER TRANSPORT Marián Gogola The public transport coordination problem LOGISTIC SYSTEMS AND INTERMODAL TRANSPORT Cezary Mańkowski Ontological foundations for business logistic process modeling Bibiána Buková Zuzana Švecová Smart dust in transport services Petr Průša - Roman Hruška RFID technology Václav Cempírek - Andrea Seidlová - Jaromír Široký - Petr Nachtigall - - Rudolf Kampf Application of logistic systems into regional service via road cargo transport Jaromír Široký Petr Nachtigall Growth of transport output in HHLA container terminals ECONOMICS AND MANAGEMENT IN RAILWAY TRANSPORT Petr Průša Outsorcing of transport logistics processes

3 Railway transport and logistics 2/ Katarína Bezděková - Ján Cenký - Ivan Šutka - Jaroslav Veselka Information support of the ŽSR business processes tool for the competitiveness increasing the railway transport on the slovak transport market Radoslav Valovič Safety in EU - Series of measures to support the revitalisation of the railway sector Peter Petrušek The mobility and the ecological tax reform Peter Ihnát Harmonisation of directives of the Interoperability of the comunity rail system ŽEL-RAIL 83

4 Railway transport and logistics 2/ METHODICS OF TRAIN NUMBERING AT SLOVAK RAILWAYS Peter Šulko Introduction The main identification of trains in railway traffic is the train number. Shortly we can mention, that the train paths preconstructed in time table are identificated by one- to fivefigure numbers (in accordace with appropriate UIC notices). On the railway net ŽSR there can not be two trains with the same number. On the present there valids a policy, that the trains from head to end of track have got even numbers and the trains from end to head of track have got odd numbers. Train numbers are allocated by appropriate department of General directorat ŽSR (in these days it is Department of transport). According to train it is usually possible to find out further specification defined by structure of it s number. Basic clasification of train nubers Train numbering accordig to base criteria is following: Trains Reserved numbers passenger trains from 1 to special passenger and freight trains from to freight trains from to and from to trains of special specification from to and from to The rules of train numbering in passenger traffic The valid principles for numbering of passenger trains accordig to type are following: EC, EN, IC, Ex and R international trains except special trains IC and Ex domestic trains R domestic trains Ex and R international trains seasonal, special trains or trains running just on some days IC, Ex, a R domestic trains seasonal trains or trains running just on some days Zr domestic trains (including seasonal trains and trains running just on some days) Os trains except REX and ER REX and ER trains trains of special specification foreseen at construction of timetable, the others domestic passenger trains Generally the last numeric place (unit position) designate the running direction; we essentialy allocate a pair of numbers for one pair of trains 0/1, 2/3, 4/5, 6/7, 8/9, even number is always lower than odd number.

5 Railway transport and logistics 2/ The trains of category REX, ER and Os (i.e ) are generally divided by hundred and singly allocated to one track line, e.g. series 20xx Bratislava Kúty, 21xx Szob Štúrovo, 22xx Plavecký Mikuláš Zohor etc. Liner trains are numbered by last ten numbers of given hudred series, i.e. xx90 xx99. There could be the exemption on border crossing, where the train numbers are allocated by adjacent infrastructure manager. Series a are dedicated to liner trains on Bratislava s junctions. The rules of train numbering in freight traffic The valid principles for numbering of freight trains accordig to type are following: international trains Nex, Pn. The thousand position modifies: 0 3 trains of combined transport 4, 5 relational trains 6 9 connected trains domestic connected trains Nex, Pn. The numbers modify: the trains of other railway undertakings than ZSSK CARGO second numer is 0 chosen trains second number is 9 catalogue paths third number is 0 express freight trains third number is domestic relational trains Pn. The numbers modify: long distance trains last two numbers are transfer trains within railway junction last two number are local operation trains Mn, Vleč. The numbers modify: pick up goods trains last two numbers are industrial-track trains last two numbers are 80 99

6 Railway transport and logistics 2/ For numbering of domestic freight trains ( ) is also valid: thousand position: 1, 2 originating trains from region Košice 3, 4 originating trains from region Zvolen 5, 6 originating trains from region Žilina 7, 8 originating trains from region Trnava. hundred position: 1, 2 end trains in region Košice 3, 4 end trains in region Zvolen 5, 6 end trains in region Žilina 7, 8 end trains in region Trnava 9, 0 - resist. For the evidence in international traffic and simplification of operating control by extremely increase of traffic, the operative train numbers can be allocated after agreement with adjacent infrastructure manager. These trains have to be listed in railway guide and have to be listed according to parameters and time table of suitable existing train. Result This article briefly describes methodics of train numbering at Slovak railways. As long as methodics of train numbering and way of number allocation are straightaway, we can discover close specification of train or train properties from train number. If numbering system is also time-stabilised (i.e. does not change in each time table GVD), it will be more memorable in traffic which has qualitative influence on railway traffic management. Literature 1. Regulation ŽSR SR 1025 Tvorba pomôcok grafikonu vlakovej dopravy, Bratislava, ND Plán Vlakotvorby pomôcka GVD, ŽSR Bratislava, 2006 Ing. Peter Šulko General directorate Railways of Slovak republic Transport department Klemensova Bratislava Slovak republic, tel fax sulko.peter@zsr.sk Reviewer: Ing. Jozef Gašparík, PhD., University of Žilina

7 Railway transport and logistics 2/ ESTIMATION OF THE TRACK LINE CAPACITY Jozef Gašparík Introduction The Slovak infrastructure manager ŽSR uses an internal regulation for capacity calculation that is effective since This paper describes this methodic and its comparison with the new one, used by UIC. Based on the reform of the European railway companies with a separation of infrastructure and exploitation, the International union of railways (UIC), working group Capacity management drew up a new version of the UIC leaflet 406 Capacity. The aim of this leaflet is to enable Infrastructure Managers to carry out capacity calculations following common definitions, criteria and methodologies from an international standpoint for lines or corridors based on different criteria like quality of traffic, timetable quality or effective and economical utilization of infrastructure. The UIC 406 methodics is an easy and effective way of calculating the capacity consumption, but it is possible to expound the UIC 406 method in different ways which can lead to different capacity consumptions. The main problem is to study the relation between capacity consumption, time supplements and punctuality. Methodic used by ŽSR Railway infrastructure capacity is on the ŽSR network expressed by the practical capacity value. It means such quantity of train traffic, which is sustained and regularly manageable on the given technical and traffic track equipment in the, in the most of cases in the 24 hour time period. Under the railway infrastructure capacity is to understand the track capacity, railway stations capacity, and the supply electrical equipment capacity. The methodics of the capacity estimation contains the internal ŽSR regulation D 24. The most important operational equipment, which for is estimated the capacity is track section. There is used the graphical, analytical or combination of this ways of the capacity estimation. The graphical approach is based on the construction of the graphical working plan of the operational equipment or element. There are all the requested actions sequenced in the time order according to the railway traffic, so this element can work properly and continuously. If is there space to add trains, it is done graphically. There is need to respect all the time intervals. The drowned trains are summed up in the boundary stationary section and this sum gives the capacity of the track line. Also the first step is to find the boundary interstationary section, in which is defined the occupation for the planning train sequences. This is relevant in the case of analytical approach too. There is calculated the total occupation by all supposed trains, as a conjunction of the number corresponding trains and the particular occupation periods. Thereafter is calculated an average infrastructure occupation per 1 train path t obs as well as buffer time per train path T n = t ( T + T ) výl stál pož obs + tmedz t and so is estimated practical capacity of the track line section: pož medz where n: practical capacity [train paths per day] T: time window [min] [train paths per day] (1)

8 Railway transport and logistics 2/ T výl : supplement for maintenance [min] T stál : fixed occupation [min] t obs : average occupation per 1 train path [min] pož t medz : buffer time per 1 train path according to order ŽSR D 24 [min] On the double track line is the capacity calculated separately for each track (direction). Methodic used by UIC The capacity of railway infrastructure according to the UIC leaflet is the total number of possible paths in a defined time window, considering the actual path mix or known developments respectively and the infrastructure managers own assumptions in nodes, individual lines or part of the network, with market-oriented quality. The definition of the railway infrastructure capacity is not unambiguous; it depends on its utilization. On a given infrastructure, capacity is based on the interdependencies existing between: the number of trains per time interval, the average speed, the stability (erasure of the causing delays and its transmitting to next trains). Margins and buffers have to be added to the running time of trains and between train paths to ensure that minor delays are suppressed instead of amplifying and so causing (longer) delays to other trains; the heterogeneity. When the differences in running time between different train types worked on the same track are great, similarly the capacity consumption of the same number of trains will increase proportionately. The qualitative model of relation between these parameters is shown in the "capacity balance", as illustrated in fig. 1. The methodic of the infrastructure evaluation capacity except knowing the time table the really or the theoretical time table, in advance constructed for the train operation on an excerpt of the infrastructure. This timetable, which corresponds to the market needs, is then analyzed within a line section through compressing timetable train paths in a pre-defined time window (2 hours, 4 hours, 24 hours). The result of the compression process is the infrastructure occupation. number of trains average speed stability heterogenity Fig. 1. Capacity balance mixed traffic Source [4]

9 Railway transport and logistics 2/ This capacity method is based on the compression of train paths within defined compression sections to find out the consumption time on the section. This compression considers the minimum headways, which depend on the signaling system and train characteristics (e. g. speed, train stops). The compression sections are equivalent to those parts of the network where the number of trains and their sequence is constant. Therefore the sections are usually limited by junctions, major stations or stations where trains can overtake each other. The application of the compression method on different routes of several European networks shows that it is always possible to insert additional path, until a maximum that depends on the stability requests for the timetable. It appeared as impossible to fix values for the infrastructure occupation time since a general establishing was not possible for the necessary buffer time until now, that is dependent on many factors. For this reason, only some guideline figures are proposed in the leaflet. Complementary analyses were necessary for this reason. This simulation study is a part of the comparative, international research the UIC. The main objective of the simulation study is investigation of the mutual dependence between time supplements, buffer times and punctuality, statements about suggested values. In order to hold the results comparable, the working group defined a common protocol for the simulation examination. The consumption time represents the time in which the regarded section is occupied by train movements. A high degree of occupation indicates a possible capacity bottleneck. Lower consumption times may indicate a lack of traffic and income for the infrastructure manager. However, the evaluation of capacity using the UIC 406 method supports infrastructure managers to create the network in the most efficient and suitable way. The application of UIC-Code 406 starts with defining all network wide compression sections. The representation of trains per network link via the interface allows the identification of suitable sections. The network wide application of the UIC-Method 406 allows a standardized evaluation of bottlenecks and the usable spare capacity. Actually, the method is applied for the investigation of future scenarios regarding different traffic forecasts and infrastructure variants. The additional paths have to be saleable, i. e. it has to be possible to add them into the timetable with a minimum of conflicts on long route sections. The formula for determining capacity consumption is: k = A + B + C + D (min), (2) where k: total consumption time [min] A: infrastructure occupation [min] B: buffer time [min] C: supplement for single-track lines [min] D: supplements for maintenance [min] The capacity consumtion is: k K = 100 U (%), (3) where K: capacity consumption [%] U: chosen time window [min] The figure 2 shows the capacity utilization in 24 hour interval.

10 Railway transport and logistics 2/ Fig. 2. Determination of capacity consumption Source [4] Capacity consumption is by the value of the infrastructure occupation [% of time-window]. UIC leaflet gives a typical values corresponding to the type of track. If the infrastructure occupation [%] is higher than or equal to this certain typical value, the analyzed line section shall then be called congested infrastructure and no more additional train paths may be added to the timetable. If the occupation is lower than this certain typical value, the capacity analysis must be developed further, must be made to incorporate further additional train paths of the type corresponding to the particular area into the timetable concerned. If this incorporation is not possible, the leftover capacity is lost capacity which cannot be used any longer. If this incorporation is possible a certain part of the leftover capacity shall then become usable capacity. In this case further analysis must be carried out, beginning with the compression of the timetabled train paths including the additional train paths. This procedure shall be repeated until either the infrastructure occupation reaches congestion level. Table 1. Proposed typical values of infrastructure occupation time Source [4] Type of line Peak hour Daily period Comment Dedicated suburban passenger traffic Dedicated high-speed line 85 % 70 % 75 % 60 % The possibility to cancel some services allows for high levels of capacity utilisation. Mixed-traffic lines 75 % 60 % Can be higher when number of trains is low (smaller than 5 per hour) with strong heterogeneity. On the condition that the buffer times are sufficient for timetable stability, the capacity consumption can theoretically reach 100% of the time-window considered. If it is greater, the infrastructure is congested.

11 Railway transport and logistics 2/ In order to assess the standard value of the infrastructure occupation time, the compression methodology was applied on about km of lines on several European networks. A first result of these applications is that the limiting factor of the occupation time does not derive from the difficulty of drawing new paths, but from the level of buffer time (stability requirements). The remaining question is the value of infrastructure occupation time (% of time window) that must not be exceeded. The comparison of the methodics of the railway capacity estimation The difference in the methodics is that the ŽSR methodics estimate the capacity as a number of the typical train paths and the UIC methodics gives the utilization in per cent. The better results gives the ŽSR methodics, because there is considered with the average train and with the average occupation time of the track sections and there is estimated the maximal number of trains that is possible to operate in the considerated time. The UIC methodics uses only the occupation time of the track lines by the train traffic. The imperfection of the UIC leaflet is, that there is not exactly defined the capacity utilization on the single-track lines. In the formula (2) for the railway infrastructure capacity consumption there is the equation term C - supplement for single-track lines, but UIC says no more about solving and do not determine the capacity at the single-track lines. The ŽSR methodic exactly defines the occupation times on the single-track lines, specific on the boundary stationary section. By the solving the occupation times there is respected the easy insert train paths and also the bundle trains paths. The disadvantages of the UIC methodics are: not exactly defined the track section for the capacity investigation vagueness defined the occupation time after compression, there is not clear if the occupation time is regarding to the first or to the least station on the track section, there can be different by the unparallel train paths the number of the capacity consumption is not relevant generally. This disadvantages is possible to remove with the definition the simulation investigation running. The cardinal improving UIC methodic would be definition the time occupation by the trains in the time window, which would be calculated by simulation software. That is important by the estimating of the unused (free) capacity as a compulsory indicator that is published by the infrastructure manager. Also the UIC methodic for the capacity estimation is to general and not tangible in comparison with the ŽSR methodic. The ŽSR methodic is still applicable in the new market conditions. The UIC methodic is founded on the using of the simulation tools. This advantage would be more evident after specification the unclear input values and the evaluation. Conclusion The paper gives the briefly view to the methodic defining the railway capacity infrastructure, from the Slovak manager infrastructure view and also from the international - UIC view. The problematic of the capacity estimation is high-actual all above in the connection with the liberalization of the infrastructure access. The capacity expresses the infrastructure manager s business offer by the allocating of the train paths to the railway undertakings. The pivotal moment by the capacity estimation is to define the required quality of the train traffic in the constructed time table. In principle are both methodic sufficient for the giving the compendium about capacity consumption. The ŽSR methodic formulates obviously the estimating procedure and the evaluating indicators. The advantage of UIC methodic is its variability, on the other hand the ŽSR methodic gives estimates occupation times more exactly. In term of future needs the ŽSR methodic application for the simulation software with its quality parameters for the time table and also its approximation to the UIC methodic.

12 Railway transport and logistics 2/ Literature 1. D 24/S Rregulation for the railway capacity estimation. ČSD Bratislava, Daněk, J.; Vonka, J.: Dopravní provoz železníc. Alfa. Bratislava ISBN Šotek, K., Bachratý, H.: ZONA CP VT, systém tvorby grafikonu vlakovej dopravy na Železniciach Slovenskej republiky. Proceedings ŽEL 96. EDIS, Žilina. 4. Leaflet UIC Capacity. International Union of Railways (UIC). Paris, ISBN X. 5. Šotek, K., Bachratý, H., Ružbarský, J., Tavač, V.: New Real Enviroment Simulation Models on Ralway Transport Network, Communications, No. 4/2003, University of Zilina, 49-54, ISSN: Ing. Jozef Gašparík, PhD. Department of Railway Transport Faculty of Operation and Economics of Transport and Communication University of Žilina Univerzitná Žilina phone: jozef.gasparik@fpedas.uniza.sk Reviewer: Ing. Zdeněk Pečený, PhD., University of Žilina

13 Railway transport and logistics 2/ HIGH SPEED NETWORK IN ITALY Tomáš Závodský Introduction The new high speed lines are planned to build in Italy. The reason for construction new tracks is building a new pair of tracks in the most intensely used railway tracks. There are the most important rail transport lines like line from Milano to Napoli and from Torino to Milano. Picture 1 The high speed railways map in Italy Source: [2] The high speed lines are built in accordance with European Union directives and they will be serving to passenger traffic as well as to a freight traffic on long and medium distances. The lines will be integrated with the European transport system. Lines will also be connected to the existing railway network through many connections. The Bologna Firenze line is only one part of the Torino Milano Firenze Roma Napoli axis, which see Italian Eurostar trains running at between 250 to 300 km/h on almost all sections of the line from 2009 on. Most Italian cities will soon become far quicker to reach from Milano and capacity will be freed on existing lines for freight traffic.

14 Railway transport and logistics 2/ Line from Rome to Firenze In constructing their high speed network, the Italians are not starting from scratch. The foundations were laid decades ago with the 254 km Firenze Roma line, which was opened in stages between 1978 and The Italians took their time in planning further lines. Though considerably later than was once forecast, decades of work are now beginning to bear fruit because of several hundred kilometres of new line have recently been opened or will begin operations in the next few years, with more in the tunnel. Line from Firenze to Bologna The Firenze Bologna section is 78 km long. Section is a costly operation, with almost all of the new line across the Apennines in tunnels. Building this underground railway will cost around 4 billion, the same as the Milano Bologna section, which is twice as long. Travelling time between the new subterranean statiions Bologna AV and Firenze Belfiore will only be half an hour. Tab. 1 Facts about line longest tunnels No. Name Length in kilometres 1 Vaglia 18,5 2 Firenzuola 15,0 3 Pianoro 10,7 4 Raticosa 10,3 5 Monte Bibele 9,1 6 another tunnels 8,2 Total length 71,8 From Torino to Napoli from 2009 Line from Torino through Milano, Firenze and Rome to Napoli should be in full service. There will be 143 km tunnels of the 880 km line. There are connections to the main network at 15 points. It will take three and a half hour less than today from Nowadays it takes eight and a half hours from Torino to Napoli and after 2009 it will be just 5 hours. The journey from Italian capital Roma to Napoli will take 3 hours, today it takes more than 4 hours. Investment in the construction of the Napoli Torino high speed axis stands at around 30 billion. Access to the cities along the new lines is guaranteed in two ways. The first one is by the connecting lines through which trains leave the high speed lines and can enter the existing stations. The second of them is building completely new stations along the new lines. Railway stations in the biggest cities along the Napoli-Torino line at which high speed trains stop will be rebuilt and reconstructed. The platforms in Torino station Porta Susa are relocated to the basement level. The reconstruction works have begun in 2006 and it will last 3 years. Bologna will have underground station for high speed traffic. Its length will be more than 600 m and it will be positioned below the station for conventional trains. What a future brings It is planned to build a new high speed railway tracks to Austria, France, Slovenia and Switzerland. It is also planning to build tracks to the south Italy. Many studies are under the construction. On the high speed railway lines in Italy it is possible to provide high speed passenger trains and also slow heavy freight trains. The maximum speed on the track is 300 km/h and minimum radius is 5,4 km. So, the new lines will be used for high speed passenger traffic

15 Railway transport and logistics 2/ and for freight trains. These trains are much slower than the passenger ones, so they will be mainly transported at night. Conclusion Picture 2. The new high speed railway line Rome - Naples Source: [3] The rail network enlargement is set to continue after More than 14 bill. will be invested in the building high speed line from Milano through Verona, Padova to Venezia. It will connect the Genova port to the high speed network. Italy has its specific shape of the state, so country high speed network is in the shape of letter T. The first axis runs from north to south, from Switzerland to Milano, Firenze, Roma and to Napoli. The second axis runs from east to west from France through Torino, Milano, Venezia and Trieste to Slovenia. Literature 1. High speed network takes shape in Italy, Railway update 1/2006, ISSN Ing. Tomáš Závodský Department of Railway Transport Faculty of Operation and Economics of Transport and Communication University of Žilina Univerzitná Žilina Tomas.Zavodsky@fpedas.utc.sk Reviewer: Ing. Jozef Gašparík, PhD., University of Žilina

16 Railway transport and logistics 2/ COMBINED TRANSPORT SOLUTIONS AND THEIR APPLICABILITY IN FINLAND Eva Nedeliaková Resume The article describes conditions for the combined transport in Finland. The aim of the transport policy in Finland is to turn combined transport into a competitive and efficient mode of transport. The priority should be given to improve operations and quality of transport chains, information flows, information technologies and telematics solutions and combining of transport flows. Instead of developing new solutions, techniques and units, it should be concentrated on implementing of already developed feasible solutions. The article is a part of research project VEGA no. 1/4171/07 The quality of processes in conditions of the operator of freight railway transport, which is solved on Department of railway transport. General issues As European Union so requires combined transport is tried to be used as much as possible in Finland also. Most of the people and economy in Finland is concentrated in south. So actually the north part is quite empty and no combined transport is needed. When there is no good transport connections to cargo there will be no companies either. Due to this squirrel wheel all the industry that needs combined transport is concentrated to very small area. Finland is very dependent on international business and it is important that transportation is fast and cost effective during the whole year. The aim of the general transport policy in Finland is intelligent and sustainable mobility and transport where the economic, ecological, social and cultural aspects are considered. This means that the transport users, service systems, vehicles and infrastructure take advantage of the possibilities offered by the intelligent technology, and that the socioeconomic benefits of the transport system are maximal and the disadvantages minimal. The target areas of the transport policy are: the service level and costs of the transport system, safety and health, social sustainability, the development of regions and communities, the environmental drawbacks. The policy guidelines for goods transport refer to infrastructure and logistical costs, improved productivity of transport sector through liberalisation, and making the minimising of transport need attractive. The importance of infrastructure and terminals is recognised but there are no special remarks concerning combined transport. Geographical situation The main part of export from Finland is done by short sea shipping. When thinking geographically Finland is more or less like on island when thinking traffic to the Europe. Russia is actually the only country where the traffic can be done by land for the whole journey. Other option would be Sweden, but then the journey would get too long and would not make any sense when thinking in financial way.

17 Railway transport and logistics 2/ Fig. 1. Geographical situation The domestic combined transport in Finland is quite small. There is not any transport of intermodal transport units by inland navigation or coastal shipping to speak of. The regular combined transport services by rail are de facto limited to the link between Helsinki and Oulu (app. 600 km north of Helsinki), where the present volume is about units per year. However, there are some paper mills that have regular container trains to ports as the initial leg of the international transport chain. Short sea shipping The combined transport by short sea shipping is very important for the Finnish foreign trade and thus also for the transport policy. The number ITU s between Finland and other EU countries is almost one milion units per year and the share of unitised cargo has grown which gives good basis to continue the transport in continental Europe by rail. The transport solutions of the central Europe affect also the solutions of the peripheral areas. As the aim of the common transport policy of the EU has been to promote intermodal transport Finland has been in favour of it as well. The winters are not so cold in Finland. Due to Gulf Stream the temperature gets never as cold as normally in the same latitude. Even though this fact the weather is sometimes cold and it has to be concerned when thinking transportation options. Sea is frozen during the coldest months of the year and it affects to CT. All the ports can not be open anymore and there are limits to the ships. Ships have to be certificated to operate in the frozen sea. This is only to avoid accidents. Every year there are still ships that get stuck in the ice and need to be rescued. To keep the ports operated around the year and to make ways to the ships in the ice there are needed ice breakers. At the moment there are eight ice breakers operating in Finland and also in the sea area of Russia and Estonia when needed. In the future when technology evolves there are plans to manufacture ice breakers which brake ice when moving kind of sideways. This would make possible to open routes to ice for larger ships. The main shipping routes go to Estonia, Sweden, Germany and Poland. Poland is getting more important all the time, because costs (port costs etc.) in Poland are much less than in Germany. The economy of Poland is also growing much faster than in Germany. So simply the loading units are brought to harbours in Finland by truck and then moved forward by ships. The trend of today is Ro-Ro ships which also carry passenger in addition to cargo. These ships give a good challenge to cruiser ships which are concentrated more to passengers than cargo. It could be said there are no difference between cargo ships and passenger ships anymore. Some old fashioned cargo ships are also used, but they are not so effective on voyages that are used. In the future there will probably be only Ro-Ro ships operating. Also the ships are getting smaller all the time and this way more cost effective also. It is cheaper to operate only full ships and the smaller ships are of course easier to get full.

18 Railway transport and logistics 2/ Inline waterways Finland is full of lakes and it is said that Finland is a country with thousands of lakes. This phrase is actually very true, because there are almost lakes in Finland. The fact is also that most of the lakes are very small. This causes a lot of problems from logistics points of view. Because the lakes are not connected to each other too often and they are small it is impossible to think inline waterways as an alternative when choosing transportation mode. There is only one useful connection in Finland, which is connecting some bigger cities together. In the beginning of the century till early 60 s the lakes were used to transport wood from forest to paper mills. Nowadays the usage of lakes is concentrated more only to cruises with passenger vessels. Actually a cruise like this is a very good way to see Finnish nature, but with CT it has nothing to do. Rails in Finland The main operating in Finland with rails is done by VR Group which is state-owned. The company operating passenger traffic is called VR and the one for cargo called VR Cargo. The private companies are usually small and operate mainly their own private rails. There is also company called Searail operating cargo traffic by transporting the trains by sea. The trains are equipped with changeable shafts due to different gauge in central Europe. So the gauge in Finland differs from the one used in central Europe. In Finland the gauge is 1524mm which is called as broad gauge. In the Russia the gauge is almost the same; 1520mm. The difference can be explained that in Russia the width was measured in SIsystem and in Finland with American standard, five feet. The difference is so small that same train can be used with both gauges. There is every day a couple trains going for Helsinki to Saint Petersburg and Moscow. The traffic of cargo is still operated mainly by roads. There are going several projects trying to get rails more involved in cargo business between Russia and Finland, but there are no real results yet. Most of the problems seem to occur from Russian government. They are not willing to co-operate and everything is very bureaucratic. Sometimes there can be almost 50km truck queue in the border because Russian customs is working so slowly. This is also a good reason to try to move at least some cargo on rails. Inside the Finland the fast speed trains are increasing the travelling speed with trains all the time. At the moment the most important problems are the rails which are able to handle these speeds only on the main routes. The maximum speed of high speed trains is 220km/h. The fastest journey is from Helsinki to Tampere which is about 200km and takes about an hour. Normally the average speed of train is somewhere near 120km/h. This only for trains travelling distances over 100km. For shorter distances there are used different trains which stop more often on smaller stops also. Industry using combined transport The main industries in Finland are paper industry and wood industry in general, metal industry and electrical industry. The relationship with different transportation modes varies a lot between these industry areas. The electrical industry uses mainly the trucks and then air cargo. Products need to go out from country to the business areas quickly and there is no time for trains or ships. Metal industry uses combined transport a lot, because products are usually heavy and big. Ship is a normal way to transport these products if the product is not a ship itself. All the biggest producers are located near the sea already so the journey by the road is really small. Paper industry uses only ships to export its products out of Finland. There is no paper going to Russia practically at all. Inside the Finland most of the transportation is done by trucks. From the north part there are also trains transporting paper or just wood to the mills in south.

19 Railway transport and logistics 2/ There is also a company in the middle of Finland making machines for farming like tractors. All the tractors are transported by train. They have special wagons designed for these special products which no-one else uses. Sometimes in special cases tractors are transported with ferry to Estonia and from there with truck to the central Europe. Normal way is to take ferry all the way till Poland and take them from there with train or truck to retail sell. Conclusion As a conclusion can be said, that combined transport is a quite well used in Finland. A main reason for this can be found from the map. Shipping is the only reasonable option to get goods out from country if not thinking special products like mobile phones and other electricity stuff. Of course there is still plenty to do, but the main points are in order. In domestic traffic there is plenty to do to make combined transport more attractive to companies and people. Nowadays most of the goods are carried by roads. The fact is that distances are usually so short that it is the only possible option. Table 1. Combined transport lines and installations important for international combined transport according to the AGTC Railway lines Terminal Ferry links/ports Border crossing points Gauge interchange station C-E 10 Hanko-Helsinki-Riihimäki-Kouvola-Vainikkala (Buslovskaya) C 10/2 (Stockholm-) Turku-Helsinki Helsinki - Pasila Turku - Stockholm (Finland - Sweden) Helsinki - Gdynia (Finland - Poland) Helsinki - Stockholm (Finland - Sweden) Vainikkala (VR) - Buslovskaya (RZD) Hanko Interchange technique applied change of wagon axles/bogies Literature 1. CEMT/CM(2002)5: European Conference of Ministers of Transport, Council of Ministers: National measures to develop combined transport 2. Economic commission for Europe inland transport: European agreement on important international combined transport lines and related installations (AGTC), United Nations Ministry of transport and communications Finland: Combined transport solutions in Central Europe, Research report, ISBN Ing. Eva Nedeliaková, PhD. Department of Railway Transport Faculty of Operation and Economics of Transport and Communication University of Žilina Univerzitná Žilina eva.nedeliakova@fpedas.utc.sk Reviewer: doc. Ing. Vladimír Klapita, PhD., University of Žilina

20 Railway transport and logistics 2/ ANALYSIS AND PERSPECTIVE OF COMBINED TRANSPORT DEVELOPMENT IN SLOVAKIA Vladimír Klapita - Ján Ližbetin - Ľubica Fraňová Introduction Since 1993 the combined transport has gone through a difficult development which was characterized by the interruption of a continuity of the transportation increase of the goods as a consequence of eastern countries markets disorganization, the foundation of the independent Slovak republic and its orientation change towards market economy. Graph 1. Development of transported quantity of goods by the combined transport Combined transport transported 357 thousand tons of goods in In the goods transportation volume done by the combined transport decreased in more than 60% in comparison with Since 1995 the gradual increase has come up and in 1997 the goods transportation volume topped the volume from In 2004 combined transport transported 952 thousand tons of goods what represents 1.79% of the overall goods transportation volume done by the railway, almost three-time increase compared with 1991 and more than

21 Railway transport and logistics 2/ six-time increase compared with 1994 when there was a transportation minimum (a combined transport share in the overall railway transportation was 0.33%). In 2004 the combined transport share in the overall international transportation of goods by the railway and road transport was 2.86%. In 2005 the share of transported quantity of goods by the combined transport rose into more than 3% and in 2006 into 3,2%. Development of transported quantity of goods by the combined transport is shown in graph No. 1. Analysis of the combined transport terminal One of the reasons of a slow development of the combined transport in the Slovak Republic in comparison with other countries of Vyšegrad is the condition and technical equipment of combined transport terminals in the Slovak Republic. Excluding the terminal in Dobra, they are container yards, which were built before the Slovak Republic foundation. Combined transport terminal Dobrá The first and second stage of the combined transport terminal building in Dobra near Cierna nad Tisou started in October 1994 with the deadline in October The third stage started in September 1996 and CTT Dobra started working on The building site was financed by the state budget (up to mil. Sk) and from own ŽSR sources ( mil. Sk). Nowadays it is in the possession of the Railway company Cargo a.s. The strategic priority of the building site was stated by AGTC agreement (the Slovak Republic Government resolution from 14 June 1994, No.581). The agreement was signed by next-door countries and the Ukraine, too. The overall annual loading capacity of CTT is three million tons with complete transportation service and in all combined transport systems. The area of CTT is m 2. Seven lines are standard-gauged, four lines are broad-gauged and one line is a hybrid for both standard-gauged and broad-gauged carriages. It is equipped with two portal cranes. CTT Dobrá is well situated in the international combined transport route between EU countries and the East. Modernization of this terminal would only lie in lengthening of lines into 750 metres of their length from current 580 metres or in possible increasing their number.. Combined transport terminal Košice CTT is situated at the railway station Košice where it forms the independent area. It got into operation in 1978 and has been operated by Slovenská kombinovaná doprava Intrans, a.s. The area of CTT is m 2. The overall annual loading capacity of CTT is TEU. There are two service lines with the length of 210 and 232m, transhipment length of the lines is 2 x 180m. The terminal is equipped with two portal cranes with their loading capacity of 38 and 25 tons and two side-stacker trucks with their loading capacity of 24 and 35 tons. In spite of the fact that the terminal disposes the piggy-back system for the swap bodies operation, it suits only container transportation system. Nowadays CTT has been used partially with limited operation and the possibilities of its further development are limited by space limits.

22 Railway transport and logistics 2/ Combined transport terminal Žilina Fig. 1. CTT Košice The terminal got into operation in 1981 and has been operated by Slovenská kombinovaná doprava Intrans, a. s. Considering the increasing performances connected with the development of the car industry in Žilina s region, the terminal is being modernized and enlarged from current 9000 m 2 to 16000m 2. The terminal is equipped with two side-stacker trucks and one reachstacker which allows to stack the containers into four layers. There will be the other reachstacker at the beginning of the second half of the year. The theoretical loading capacity should increase for more than TEU per year. CTT has two service lines with the length of 465m and 425m. Nowadays only one line works (425m). The other line will be adapted in the second half of the year Container trains from the port Koper go to this terminal. It permanently enlarges the number of its functions according to the customers needs and is gradually transforming into the modern logistic centre which Žilina has missed so much. CTT realizes a number of additional services, e.g. container filling, consignments fixing, goods storage, customs services, steel rolls unloading, etc. It is also possible to handle the swap bodies in this CTT. Referring to further possibilities of enlarging CTT Žilina as well as necessary lengthening of the rails there are some problems with space limits. There are some attempts to build a new CCT in the area of Teplička nad Váhom. Combined transport terminal Bratislava ÚNS The terminal got into operation in 1978 and has been operated by Slovenská kombinovaná doprava Intrans, a. s. The area of CTT is m 2. The theoretical loading capacity is more than TEU per year. CTT has two transhipment lines with the length of 212m, 212m and 221m. It is equipped with a portal container crane with the capacity of 32 tons and a side-stacker truck

23 Railway transport and logistics 2/ with the capacity of 24 tons theoretical loading capacity should increase for more than TEU per year. On the service line No.403 end-loading platform has been built and it allows the horizontal loading of the road vehicles on the special carriages transported by Ro-La system. The capacity of storage spaces is sufficient. Nowadays CTT has been used partially with limited operation. There is a real possibility of modernisation of this CCT aimed to lengthening of the rails and increasing the number of cranes into 2 pieces. Combined transport terminal Bratislava - Pálenisko CTT has a suitable geographical location. It is situated in the middle of the water road connecting the Black Sea and the North Sea (by channel Danube- Mohan- Rhine). It has been operated by Slovenská plavba a prístavy a. s. Bratislava. The area of CTT is m 2. It has three transhipment lines with the length of 250m. It is equipped with two portal cranes KBS with the capacity of 32 a 20 tons and three reachstacker LUNA with the capacity of 40, 40 a 42 ton. In the case of the increase of the combined transport there are three more portal cranes. Combined transport trains go from Bratislava - Pálenisko to Mělník. Space limits do not allow the modernization of the terminal into a public CCT. It is not possible to lengthen transhipment lines to the length of 750 meters (current length is about 300 meters). Existing portal cranes have low loading capacity so that they do not allow handling with containers ISO 1A. Combined transport terminal Ružomberok Lisková CTT was built within ŽSR own investments. It has a regional significance with the focus on the production of Severoslovenské celulózky a papierne a. s. It is aimed to transhipment of the big containers and to collection and delivery of big containers in zone. The area of CTT is m 2. The theoretical loading capacity is TEU per year. It has three transhipment lines with the length of 360 m, 310 m a 310 m. It is equipped with a portal crane with the capacity of 40 tons. Nowadays the operation of CTT has temporarily been out of its duty. The prospective surveys do not think of this CCT. Combined transport terminal Nové Zámky The building of this combined transport terminal was guarded by private company OZÓN, s.r.o. Nové Zámky with the conditions of declared Program of Support of Combined Transport Development in the Slovak Republic and following Conception of transport development ratified by government. The terminal of combined transport was built on the crossroad of the lines AGTC (C-E52, C-L61) for Ro-La system. The operation started on the 2 nd of November 1998 after marketing research of potencial customers from road operators. During the operation of the terminal of combined transport (from to ) there were dispatched 180 trains with 800 road trains on the line Nové Zámky Wels. Nowadays it is not in operation. Despite of price doping from the state budget of the Slovak republic and advantageous assessment of the space of collection and distribution (150 km) in surroundings of Wels without transport license it disputed with the problem of full use. The line was finally cancelled also on account retraction of railway wagons Saadkms from the site of Austrian partner for transport in Austria. Combined transport terminal Dunajská Streda The combined transport terminal in Dunajská Streda is private transshipment station in property of the company Metrans (Danubia), a. s. Dunajská Streda, which is at the same time its operator. The combined transport terminal was stated to operation on the 1 st of October 1999.

24 Railway transport and logistics 2/ Total surface of the terminal is m 2. Theoretical transshipment capacity is ITUs per year. It has one loading track with useful length of track 199 m. It is equipped with three reach steakers type Kalmar. It has relatively great importance in accordance with the development of the combined transport in the Slovak republic by it's suitable geographical situation near the frontiers with Hungary republic (especially in regard to the volume of transport in this terminal and it's progress in the future). Inter-year growth within transport of big containers is 103,25 %. Nowadays in the terminal Dunajská Streda traffic of unit trains of combined transport are realized on line Dunajská Streda - Praha Uhříněves (4 times per week in import, 5 times per week in export) and on the line Praha - Dunajská Streda Gyôr (2 times per week in import, 2 times per week in export). At the same time the terminal realizes traffic of groups of wagons in the course to Austrian combined transport terminals and the port Koper. In the future, the company Metrans (Danubia), a.s. Dunajská Streda is ready to develop it's activities in the field of combined transport, for example through expand of supply of regular traffic of combined transport unit trains in the session Trieste - Dunajská Streda - Praha Swinoujscie (traffic of road semi-trailer in basket wagons) and in the session Koper Dunajská Streda - Praha. Combined transport terminal Sládkovičovo It is not a public CCT which serves the needs of the firm Samsung near Galanta. It does not have bigger importance from the view of the conception CCT network building in Slovakia connected with European transport corridors. Conclusion The conception of the combined transport development till 2010 supposes building of these CCT: 1. CCT Bratislava, 2. CCT Žilina, 3. CCT Košice, 4. CCT Dobrá near Čierna nad Tisou. New CCT would comply with technical and technological parameters specified in AGTC agreement which Slovakia joined in The requirements are as following: the length of the rails 750 m, handling equipment must have 100% reserve, anyone type load unit must be manipulability, lifting capacity of crane must be up then 40 ton, each train must be processed to one hour. As mentioned above, a modern CCT should realize all transport systems of the combined transport. Nowadays, almost all transport operation range has focused on container transportation system.

25 Railway transport and logistics 2/ doc. Ing. Vladimír Klapita, PhD. Department of Railway Transport Faculty of Operation and Economics of Transport and Communication University of Žilina Univerzitná Žilina tel: Vladimir.klapita@fpedas.utc.sk Ing. Ján Ližbetin, PhD. Department of Railway Transport Faculty of Operation and Economics of Transport and Communication University of Žilina Univerzitná Žilina jan.lizbetin@fpedas.utc.sk Ing. Ľubica Fraňová SKD Intrans, a.s Žilina intrans@intrans.sk tel.: Žilina Reviewer: doc. Ing. Ján Knižka, PhD., University of Žilina

26 Railway transport and logistics 2/ THE PUBLIC TRANSPORT COORDINATION PROBLEM Marián Gogola Introduction The main goal of public transport is serving for inhabitants in living area in order to satisfy their travel needs (for purpose of work, school, health, office, shopping, cultural, social or religious etc.). An ideal public transport system should operate in time of inhabitants needs and will serve in all areas. But for the reason of spatial, technologies, geographical and economical it is not possible. The public transport system can consist of few public transport systems in area providing the service in same or partial area. From the point of inhabitants or passenger are expectations that there will be not difference in provided public transport service, but unfortunately the present situation is different. For that reason the main goal of this paper is to discuss a public transport coordination problem and to propose a feasible solution. The problem identification The basic and important problem in public transport system is non coordination between same or different public transport subsystems. The coordination can be provided by consequential connections. We should recognize the coordination in: urban /city area, regional area. The difference is in total public transport supply, because while in city or main region corridor is a high level of public transport service (in public transport connection per hour), in long-distant village, zones, the public transport level of supply is lower. That means, if passenger travelling to/from city or main region corridors will miss a bus or train, their travel need could be satisfied with next train or bus. But for passenger who is living in long distance village it is a cardinal way how to travel from origin to destination. If he or she will miss the bus or train in that time, the next possible public transport service could be accessible in couple of hour, if any. Additionally we must take into account the operation characteristic during e.g. peak. Additionally, we assume the characteristic of problematic public transport operation: irregular timetable operation lower number of connection the departure time of bus, rail connection is earlier than time of arrival time of other bus, rail connection. The problem solution The assumption is that we know the basic characteristics of PT link (length, speed, etc.) and the activity beginning time and finishing time of particular inhabitants group, total travel time (T t ), vehicle capacity (K) and other technological characteristic. Based on them it is possible to assess to departure time from starting PT stop. Moreover it is possible calculate and create the time-schedule and operation-schedule for each PT link and PT connections. The simply expression of function for arrival time (T a ) and departure time (T d ) is in following statements:

27 Railway transport and logistics 2/ Ta = f ( TBA, Tt, K ) [hour : minute] (1) T = f T ) [hour : minute] (2) d ( a This is the base on which is possible to create the coordination and integrated public transport systems. Because everything and specially the technology follow the principles or rules, it is necessary to divide the public transport in to three basic hierarchical level with importance and priorities. First level represent: international transport (rail, bus, air); long-distance domestic bus, rail transport, Second level represent: regional and local railway transport, regional bus transport, PT support systems (Park and Ride, Bike and Ride, Kiss and Ride etc.) Third level: public city transport, The highest level is First level (FL) and it has the highest priority in design of timeschedule, on the contrary, the lowest priority has the Third level (TL). For the operation of different public transport systems are assessed the following rule: The coordination rule The PT connection is recommended to lead in advanced time which allows transfer from one to other PT and from one to other level. The transfer time (T tr ) must take into account the time which allows transfer also the handicapped inhabitants group (handicap, elders, children etc.) Fig.1. The coordination rule schema among PT levels For demonstration see Fig.1, where are plotted the PT connections of second and third level in coordination to first level connection and Fig.2 time coordination among the stops of different PT levels.

28 Railway transport and logistics 2/ Fig. 2. Time coordination among the stops of different PT levels The recommendation practise: The assessment of number of second level PT connection in order to transfer to first level connection during the peak: at least 1 connection per hour. The assessment of number of second level PT connection in order to transfer to first level connection during the off - peak: at least 1 connection. The maximum transfer number to the destination: 2 The maximum waiting time of connection of First and Second level during peak: 15 minutes The maximum waiting time of connection of First and Second level during peak: 30 minutes. The timetable should contain the transfer information with marking of time and directions. Conclusion The good coordination of public transport creates a very flexible and usable transport system, which serve for inhabitants respectively passenger in area. But in Slovak republic, the required level of coordination is not satisfactory. For this reason, this paper describes the simple principles and rules which is possible to apply in public transport service coordination. In addition, it makes a basic framework for further extension in topic of integrated public transport system.

29 Railway transport and logistics 2/ Literature 1. Gogola, M.: Modelling of Public Transport Service in Region, dissertation thesis, Department of Road and Urban Transport, University of Žilina, Surovec, P. ; Dudáček, J.; Gogola, M.; Lokšová, Z.; Košťálová, A.; Kováč, B.; Kuzmová, M.; Malina, M.; Stacho, M.: The Economic Model of Sustainable Mobility in a Conurbation, Grant project VEGA MS SR and SAV c.1/2623/05, University of Žilina, Ing. Marián Gogola, PhD. Department of road and Urban transport Faculty of Operations and Economics of Transport and Communications University of Zilina Univerzitná 8215/1, Žilina marian.gogola@fpedas.uniza.sk Reviewer: Ing. Martin Kendra, PhD., University of Žilina

30 Railway transport and logistics 2/ ONTOLOGICAL FOUNDATIONS FOR BUSINESS LOGISTIC PROCESS MODELLING Cezary Mańkowski Introduction The knowledge and skill of business logistic process modelling is very important both from the theoretical and practical points of view. Perceiving the major function of logistics as coordination and integration 1 of the real flow of things/people to achieve synergetic effects, a logistician needs an effective tool for developing models of different possible configurations of a logistic system/process structure 2 in order to assess it before deciding on running the process in real. Hence business logistic management methodology needs the facility to model logistics processes. Whether the model is stated formally or stays only as part of the mental process, it is essential for the analysis of different managerial functions. In order to develop such a model to simulate the different logistic functions effectively, the right information is needed. A logistician should always know for instance where is and where should be his/her delivery to a client, the progress of claims put to suppliers, what is the stock keeping units status, the planned and actual time and cost taken, for both domestic and international logistic deliveries. Nowadays, the information the logistician needs is usually provided by information technology (IT). But IT has its own requirements, particularly if all company processes, including logistic ones, are to be run under a certified system of management, for instance according to ISO 9001:2000 set of rules. Consequently logisticians need to have the skills necessary to express their information needs in the form readable by infomen, the best, in the form of reference models of the logistic processes according to one of IT or business architectures 3. The foundation for acquiring the necessary skills must include an understanding of the ontology of logistic systems/processes. 1. Ontology and business logistics Ontology, along with epistemology, can be considered as the main branch of philosophy. The alternative name for ontology is metaphysics. General metaphysics (metaphysica generalis) deals with questions of being and special metaphysics (metaphysica specialis), focuses on problems of God and Spirit. Ontology is identified with the first of these and is sometimes treated as a part of metaphysics. Etymologically, the word ontology comes from the Greek language οντολογια which means being and speak, which can be translated as a theory of being or science of being 4. The word was used first time by Rudolf Goclenius in the philosophy dictionary titled: Lexicon philosophicum quo tamquam clavae philosophiae fors aperiuntur (Frankfurt, 1613), but as a 1 One reason for the emergence of logistics as a major function in modern business was the evident need for a discipline that would integrate a set of hitherto disconnected subsystems.... J. E. Sussams: Logistics modelling. Pitman Publishing. London 1995, p the emphasis is on the need to integrate the various distribution and logistics components into a complete working structure that enables the overall system to run at the optimum. A. Rushton, J. Oxley, P. Croucher: The handbook of logistics and distribution management. Kogan Page. London 2000, p For instances: ARIS, IDEF, Zachman s Framework, SCOR. 4 Keyword: ontology [In:] The Century Dictionary Online. Vol. V, page 4115 ( access on ).

31 Railway transport and logistics 2/ reference to another keyword. Then it was used by Johannes Micraelius, a Pomeranian theologian, as a keyword in his dictionary. In fact, Christian Wolff was the person who popularized the word by proposing a view of philosophy divided into ontology, cosmology and psychology (Philosophia prima sive Ontologia...) 5. Nowadays, ontology is defined as a philosophical science focused on: 6 nature of being, essence of things and abstracts, structure of reality, causality in the World, time and space, necessities and possibilities. Results obtained from research on all the above scientific scopes formulate some essential thesis for any activities including business logistics. First of all, from ontological point of view if something really exits in the World, it has to exist in least four dimensions, they are three dimensions of space and one of time. That requires the logistician to treat time and space as fundamental factors in any decisions concerning any kind of flow. It also makes him/her a specialist in delivering anything at the right place and on the right time, leading to the concept of the logistician as a manger of time and space. That way of thinking creates the basis for treating other than material kinds of flows (info, people, and money) under the scope of logistic activities. Secondly, the nature and characteristics of the material flow (liquid, gas, solid, package, container, weight, dimensions, value, quantity, law restrictions, others) define other logistic decisions criteria, but constrained by requirements of sales, production, finance, infrastructure investments, marketing, administration and others. It means the more complicated the nature of the object of the flow is, the more impact it has on functions other than logistics. It places the logistician as an interfunctional integrator or coordinator for any kind of flow. Thirdly, the physical and metaphysical structure within nature (weather, fauna, flora) and their dynamic and independent behavior, creates the causality in the World. In particular, humankind, characterized by free will and consciousness, is the most unpredictable, creative but also destructive, element of the World. This implies the logistic process, designed and controlled by people or by machines, automats, robots, computers, can not be treated as a deterministic one but rather probabilistic or even out of control. Thus human characteristics, or machine parameters engaged in the logistic process play a vital role in increasing the reliability of the process, of course excluding environmental stability (law, bureaucracy, roads conditions). Other factors, requirements and possibilities/opportunities, can closely affect the logistic process, for example: the further external environment (politics, economy, technology, culture, infrastructure), the closer external environment (law, customer, supplier, third party logistics, competitors), the internal environment (senior management, sales, marketing, production, finance, research &development, administration), elements of the logistic process, especially people and machines. All the above mentioned requirements and possibilities can either restrict or can help the logistician. Using marketing terminology, they can create threats or opportunities for the running of the logistic process. To maintain control, an information system module/function of quick warning should support the logistician. Finally, coming back to the main logistic process modelling function, configuring the logistic system/process, the logistician has to 5 Keyword: ontologia [In:] Wikipedia. Wolna encyklopedia. ( access on ) 6 Keyword: ontology [In:] The Century Dictionary Online. Vol. V, page 4115 ( access on ). Keyword: ontologia [In:] Wikipedia. Wolna encyklopedia. ( access on )

32 Railway transport and logistics 2/ understand the structure of the process, the constituent elements, how to look at the structure, on what kind of views and levels, and how to build the structure, assess, implement and control it? Answers to some of these questions come from ontology basic ideas. 2. Ontology and the structure of logistic system/process Ontology formulates a lot of ideas on how the World is constructed, what it consists of, what is the main substance of it. The very early concepts have come from ancient philosophers. As an introduction to the ontological basis for the logistic system/process structure, some examples can be given. For instance, Thales of Miletus 7 thought that water was the main substance of the World because everything needed water to live. Another ancient philosopher Heraclitus of Ephesus 8 used fire as the ultimate substance thus trying to express the dynamics of the World. His words Panta Rhei" meaning everything flows and nothing is left (unchanged), or another aphorism no man can cross the same river twice, can stand for a motto of logistics 9. Nowadays, our concepts must be amenable to perceptual information in order for us to make sense of the world in which we live. 10 Thus, four ontological ideas have been especially chosen as those of interest from the view point of business logistic system/process modelling in accordance to IT. They are: reism, eventism processualism, relationism. According to reism (latin, res thing), invented by Polish prakseologist - Tadeusz Kotarbiński, everything is a thing 11. The word is used in broad sense to include not only material things but also : information kept on different carriers as a mind, paper, electronic devices, voice, view, hearing, others, people (staff, customers, others), money as a special kind of material thing. The simplest example of applying reism in logistics is to consider the logistic system/process structure as consisting of the four classes of things: material things (raw materials, inventories, goods, warehouses, office and plant equipment, trucks, and so on), information (customer orders, managerial decisions, orders to suppliers, stock status, warehouse documents, reports, others), people (logistic managers, supervisors, specialists, workers, drivers, suppliers, customers, third party logistic staff, and others), money (cash taken by a driver in return for a delivery). All the above things in the logistic system/process have distinct attributes, importantly time and place, quality, reliability, flexibility and cost. In addition, each thing of the above four 7 Keyword: Thales [In:] Wikipedia, the free encyclopedia ( access on Keyword: Heraclitus [In:] Wikipedia, the free encyclopedia ( access on ) 9 The two sentences underline the importance of the time flow, or time as an ultimate parameter of the other flows. It means that logisticians can not look at the same logistic system elements twice, because though the systems seem to be the same, they are not, they own different time attributes. 10 J. S. Galko: Ontology and Perception. [In:] Essays in Philosophy. A Biannual Journal, Vol. 5 No. 1, January 2004, Humboldt State University, Arcata 2004 (access at: access on ) 11 Keyword: Reismus [In:] Wikipedia, the free encyclopedia ( access on )

33 Railway transport and logistics 2/ classes has its own (internal) structure creating a hierarchy of the things. A good example can be a bill of materials (BOM), a component of MRP systems, which shows both the structure and the hierarchy of a final product (pic. 1). Pic. 1. The structure of mortar Source: Material diagram. Help Method. Aris Easy Design Software, IDS Scheer AG, licenced to Gdansk University Eventism and its follower Bertrand Russell ( ) maintain that our initial states of perception are made up of "events" 12. Events can be considered as occurrences which happened, happen or will happen at a certain point of time, hence they have similarities with things and their time attributes. In other words, the event defines a state of things, describes a situation, draws a picture of the world, but at a defined point in time. In a logistic system, an event can say for instance what has happened to supplier, customer, staff, inventories, orders, deliveries, documents, money. Some examples of logistic events could be: customer has asked where is the promised delivery, pick up order has appeared on the lift truck control panel, manager ordered to prepare a report on logistic costs, stock discrepancy discovered during stock taking, truck driver has come with cash received from a customer. If the context of the situation is not clear, specifying the time and place of the event can help understanding. For instance: a truck was loaded on at bay no. 4 and is ready to go. Of course the event can have its own structure (pic. 2). 12 B. Russell: Problemy filozofii. PWN. Warszawa 1995, s. 38. Keyword: Bertrand Russell [In:] Wikipedia, the free encyclopedia ( access on )

34 Railway transport and logistics 2/ Truck has been loaded Goods are on the truck Truck is ready to go Driver is ready to go Documents are OK Pic. 2. An example of logistic events structure Source: own work with usage Aris Easy Design Software, IDS Scheer AG, licenced to Gdansk University Similarly to describing an event, a process can be also defined as an occurrence which happened, happens or will happen but in contrast lasted, lasts or will last not at a point in time, but over a certain period of time. The difference between process and event implies another significant feature of process, namely the process as a main category of processualism expressing the dynamics of the World and thus the possibility to change it 13. In logistic system structure, the process can be used to describe a logistic: subprocess, activity, function, task, stage or phase. Some examples of logistic processes are: talking with a customer (truck driver, manager,...), preparing a report on logistic activities, checking the availability of a stock keeping unit, thinking to take decision, completing a delivery. The process s time and place attributes (which indirectly come from events starting and ending processes), the costs, and the quality, reliability, flexibility, others, should be added to the process. For example: checking customer order for 15 minutes at the office, computer no. 4 at the total cost of 0,5 Euro. An example of the business processes structure (without attributes which are hidden at each function dialog box) including logistic ones in form of function tree, is shown in the pic Keyword: Process philosophy [In:] Wikipedia, the free encyclopedia ( access on )

35 Railway transport and logistics 2/ Pic. 3. Function tree of business processes Source: Function tree. Help Method. Aris Easy Design Software, IDS Scheer AG, licenced to Gdansk University Finally, the concept of relationism maintains that all meanings must answer to the relational perspective, the individual against the masses or vice versa, as it shapes the World. All meanings are created because of this relational ontology. 14 It implies that all things, events, processes can be understood in full by their relationships. That means also that the relation is a kind of connection between at least two things. That interpretation indicates that the thing, process or event, at their broad sense, includes a relation or relations, for instance: computer supports preparing a logistic report, Mr. John Smith is responsible for stock control, material specification was the output of the MRP function. The above examples present, among others, how some things, processes, events are connected. For instance computer is connected (in relation) with the function preparing a 14 Ardeshir Sepahsalar: Relational system. [In:] Critical Tolerance ( access on )

36 Railway transport and logistics 2/ logistic report by the relation supports, and so on. Other kinds of relations which may be used in developing logistic system structure are relations of: 15 input, activation, creation, deciding, informing, technical responsibility, contributing to, producing, consuming, carrying out, approving by, checking by, leading to, linking, accepting, having consulting role, others. Because relations have to connect at least two objects, the best way to show some examples of different types of relations is to put all the components, these are things, events, processes, relations, into one model of logistic system. Pic. 4 presents a small part of the production logistic process of glass melting, where relations are shown in the form of arrows or lines connecting objects. The short description of the model can be as follows. The situation described by the event raw materials are ready for transportation initiates (starts) the function transporting raw materials to melting station. To do that some inputs are needed: info on truck panel: order to transport (in electronic form), info on the raw materials (kanban) (in paper form), raw materials (in real materials form). That function needs also to be supported by lift truck and driver (John Smith). The results (outputs) of performing the function are: info on truck panel: order done (in electronic form), info on truck accident (as not expected but possible info in form of mouth), info on the raw materials (kanban) (in the same paper form as input but different in time), which is input to the next function melting raw materials into glass, raw materials (in the same real materials form as input but different in time), which is input to the next function melting raw materials into glass. Performance of that function creates a new situation described by two different possible events: raw materials have got melting station or there was truck accident (not expected but possible situation), the first of which initiates the next function melting raw materials into glass, and so on. Of course, all the objects are full of attributes hidden at their dialog boxes what enables logistician to start simulation stage. Speaking generally, the model shows the flow of materials and info (input-output-input -...) carried out by functions controlled by events. The advantage of the presented model lies in that it can include all needed elements of the logistic system structure in one general view which is very important from the managerial point of view to configure the whole logistic system/process. 15 Based on the Aris Easy Design software of IDS Scheer AG licensed to Gdansk University.

37 Railway transport and logistics 2/ Raw materials are ready for transportation Raw materials Info on the raw materials (kanban) Info on truck panel: order to transport Lift truck Transporting raw materials to melting station Driver (John Smith) Info on the raw materials (kanban) Info on truck panel: order done Raw materials Info on truck accident Raw materials have got melting station There was truck accident Box for kanbans Melting furnance Control panel of SCADA system Melting raw materials into glass Department of melting Kanban in box Glass melt Glass technical specification Glass melt is OK Glas melt is not OK Pic. 4. Model of a part of glass melting logistic system/process Source: own work with usage of Aris Easy Design Software, IDS Scheer AG, licenced to Gdansk University

38 Railway transport and logistics 2/ Conclusions The above description of the four main ontological bases implies that there is no one preferred way to model the structure of logistic system/process. It is clear that in order to picture all the elements of a logistic system, it is necessary to include at the model things (objects), events, processes, and relations, of course with their attributes. It allows the logistician to prepare different variants of logistic system/process configurations, and then evaluate them to take the optimum decision. In the conclusions it is appropriate to explain the relation between system and process in the expression logistic system/process. It would appear that when trying to model a logistic process it is sufficient to know only the processualism idea. However from a practical point of view, modelling the plain logistic process, does not include the material things and information such as the input and output or support logistic activities, nor the personnel who is responsible for performing the logistic activities. Hence this would be of little practical value. Even methodologically, it would not be possible to build a model of the logistic process without including relations connecting the activities at the model. Thus in practical modelling, the so-called extended model of logistic process or processes is usually used, by adding the perspectives of things, events and relations. Although the extended model of a logistic process becomes a more realistic model of the logistic system, the backbone of the system is still the process. Hence, the process philosophy seems to be the most important ontology for business logistic system/process modelling. Literature 1. Galko J. S.: Ontology and Perception. In: Essays in Philosophy. A Biannual Journal, Vol. 5 No. 1, January 2004, Humboldt State University, Arcata Rushton A., J. Oxley, P. Croucher: The handbook of logistics and distribution management. Kogan Page. London Russell, B.: Problemy filozofii. PWN. Warszawa Sussams J. E.: Logistics modelling. Pitman Publishing. London 1995 Dr Cezary Mańkowski Department of Logistics Economics Faculty Gdansk University A. Krajowej 119/ Sopot, Poland tel/fax: (+48 58) cezary@panda.bg.univ.gda.pl Reviewer: prof. Ing. Jozef Majerčák, PhD., University of Žilina

39 Railway transport and logistics 2/ SMART DUST IN TRANSPORT SERVICES Bibiána Buková - Zuzana Švecová Introduction Smart dust utilization is futuristic concept, that think over the using of equipment called smart dust in the railway transport. It appears from the technology of near future, which base should be tiny sensors able to collect, process and wirelessly transfer information. The main idea of this technology is the possibility in some space (for example inside the wagon) to recreate hundreds of tiny sensors that are designed to sense, measure and transmit data like temperature, humidity or the power of frequency of vibrations, so they would allow to detect some devices, people manners in some space or detail check given surrounding. Definition of smart dust Originally part of a larger project funded by the U.S. Department of Defense central research and development group, Defense Advanced Research Projects Agency (DARPA), the Santa Clara, Calif.-based chip making giant has worked with the University of California, Berkeley- Kris Pister and Randy H. Katz- to create cubic millimeter-sized sensors, or "motes." Microelectromechanical sensor (MEMS), which is the base of smart dust, is called mot. First prototypes of mot were not like dust, their size were approximately 100 mm 3. So they were called macro motes. The technology was tested with the macro motes and is full functionally. Current motes are about 4 mm 3 and the goal for researchers is to get these chips down to 1mm on a side, to be like the grain of sand though each would contains sensors, computing circuits, bidirectional wireless communications technology and a power supply. Motes would gather scads of data, run computations and communicate that information using two-way band radio between motes at distances approaching 250 meters. Devices called smart dust are able to communicate wirelessly with surroundings communicate wirelessly among each other create distributed network. The motes create together one big network, which is able to evaluate situation on highlevel and then send processed analyses to information system. Basic components of smart dust Current motes are about 4mm 3 and in this really small space are all devices, needed for its function. The basic component of the mot are sensors. They collect information about temperature, humidity, intensity of the light, vibrations and air pressure. In the future will be added another types like sensors for sound and video. Microprocessor serves for processing of information obtained by sensors of the mot as well as by communication device. Memory SRAM saves the program for microprocessor and transferred or detected data. Communication with other motes or main device proceeds by sophisticated communication device. Device also need power supply and batteries.

40 Railway transport and logistics 2/ Function and components of smart dust Device is able to perform function, which is determined by types of sensors installed in it and by the type of program saved in the microcontroller. Mot is created to save the power. Mot is almost 99% in stand-by mode and only 1% of the time is perform its activity. Timers counts out time, which elapsed from particular activity of the mote. When the timer reach zero value, it starts appropriate part of the mot. It could be communication channel, sensor, analog-digital converter or microprocessor. Given device after the end of its activity set the timer to given value. This is the principle of the work of the mot. Device in stand-by mode obtain the energy. Sensors scans values of physical quantity from the space and send them to the analogdigital converter, when they are converted to the digital form and saved to the memory SRAM. Microcontroller analyses them and define, what to do with them : delete, archive or send a notice. Microcontroller can also receive through the communication channel new program, so it is possible to program the device for new type of tasks. Fig.1 : Multifunctional mote Battery is able to save the energy with the grossness 1J for 1mm3. Because of the small size of the mot, its capacity is very small. Researches want to minimize power drain by particular components of the mot. Except the battery, other power source is solar collector, which is able to supply energy by sunlight but also in the room. Another way is a little bit unconventional: mot can supply energy from the change of air pressure from quake. Due to this facts, its lifetime can be several years. Very interesting is communication channel. It can use for the data transport ray of light, because it s more useful than using of radio communication. Every mot has the light emitter, which has micro mechanic controlled mirror, so it can relay to arbitrary direction. Other communication device is passive, but his function is not only to receive but also to relay

41 Railway transport and logistics 2/ information. Major system relays towards mot a ray of light and mot modulate information to it and then, through the use of mirrors system reflects it back. Mirror system is made by three square mirrors placed to right-angel, so we can compare it to a corner of a room. Ray of light is that s why reflected to the same direction as it came from. By the minimal movements of one of the mirror is possible to modulate information to the ray. Such system of communication is very effective, whereas while using of macro motes were made 20 kilometers transfers. Smart dust utilization For the smart dust is in present a lot of potential commercial applications, so it can be used in different areas of our life. It can be also used in military sphere and in espionage. In the field of transport, logistic and forwarding, there are these applications: weather/seismological monitoring, using of sensors in the packing - for example at automatic stock-taking in a stock, monitoring of vehicle and commodity move, monitoring of vehicle parameters in all types of transport, monitoring of traffic at frequented communications, detection of errors at manufacturing via vibration trapping, which are outside the given range, monitoring of the clients in company, like a part of technology of so-called intelligent buildings by simply addition to building coat - by means of smart dust would be possible to collect information about building state and manage it, monitoring of a power drain in companies, what could help to reform power sources management, monitoring of surrounding for example smart dust can be pulverized round chemical and atom manufactures and its main task would be immediate to inform about possible accident. Smart dust can be also used like protection against theft and forfeit and provision of security at stocking or transportation. It is very difficult to spring smart dust. It is possible to dust it over huge territory and observe movement of people, or focus on small space of bureau or stock. It is not required to install it, you can only dust it. This concept applies and uses this system in railway transport. Smart dust utilization in railway freight transport. Dust of smart dust (condition is: dusting in enclave) in wagon, container, swap body. It is thinking over the smart dust utilization mostly in dispatches, which involve increased attention-transportations on special conditions: transportation of easily spoiled goods, transportation of animals, transportation of dangerous commodity, transportation of valuable dispatches. Smart dust utilization at transportation of easily spoiled goods Easily spoiled goods are commodities, which go fast bad and which involve individual precautions during the railway carriage, to be sheltered from cold or warm impact. So the easily spoiled goods involve during the transportation icing, aerating, fumigation or other protection against cold or warm impact.

42 Railway transport and logistics 2/ Smart dust has in wagon these functions: monitoring of humidity, temperature, vibrations, dustiness, aeration, distant regulation of temperature, humidity as necessary, protection of sending against abstraction, signalization of technical fault of refrigeration, freezing, or warming equipment, signalization of inconvenient conditions for given transportation. Smart dust utilization at animals transportation Transportation of animals is specific, because it involves individual precautions of transportation. Smart dust inspects setting of wagon, in which are animals transported: diagnostic of airing, monitoring of humidity and temperature, diagnostic of wagon sanctity during transportation, diagnostic of animal health, snapping of animal kill, signalization of setting defiance, distant regulation of temperature, humidity according to weather eventually as necessary. Smart dust utilization at dangerous commodity transportation monitoring of setting changes inside wagon, signalization of unexpected changes of settings, which could affect adversely transported dangerous commodity, monitoring of physical statements (temperature, humidity, vibrations), which could affect adversely to transported dangerous commodity, signalization of emergency conditions, diagnostic of wagon sanctity during transportation. Smart dust utilization at valuable dispatches transportation Valuable sending is sending, which has high financial value, eventually has other value (personal, artistic, historical, ).Smart dust is there used for security, but also is able other monitoring if necessary. Utilization: monitoring of setting inside of wagon, container or swap body. signalization at specific situation (damage of traffic or transportation vehicle), signalization of unexpected change of setting,, if it is a sending transported by specific conditions then monitoring of specific functions Summary "Smart dust" devices are tiny wireless microelectromechanical sensors (MEMS) that can detect everything from light to vibrations. Thanks to recent breakthroughs in silicon and fabrication techniques, these "motes" could eventually be the size of a grain of sand, though each would contain sensors, computing circuits, bidirectional wireless communications technology and a power supply. Motes would gather scads of data, run computations and communicate that information using two-way band radio between motes at distances approaching 300 meters. Potential commercial applications are varied, ranging from catching manufacturing defects by sensing out-of-range vibrations in industrial equipment to tracking patient movements in a hospital room. Huge range of smart dust utilization can be also in the railway transport.

43 Railway transport and logistics 2/ Literature 1. Madoš, B.: Smart dust, PC REVUE 9/ doc. Ing. Bibána Buková, PhD. Department of Railway Transport Faculty of Operation and Economics of Transport and Communication University of Žilina Univerzitná Žilina phone: bibiana.bukova@fpedas.uniza.sk Ing. Zuzana Švecová Department of Railway Transport Faculty of Operation and Economics of Transport and Communication University of Žilina Univerzitná Žilina phone: zuzana.svecova@fpedas.uniza.sk Reviewer: doc. Ing. Anna Kejíková, PhD., University of Žilina

44 Railway transport and logistics 2/ RFID TECHNOLOGY Petr Průša - Roman Hruška Introduction RFID stands for Radio Frequency Identification, a technology with its roots in World War II. Today, Ultra-High Frequency (UHF) RFID is emerging as a premier technology for automating the identification and tracking of commodities and collecting valuable information on their whereabouts, contents, physical state and more. Organizations in Retail, Defense, Transportation, Healthcare and other industries are increasingly employing RFID technology to bring new efficiencies to supply chains, track assets, ensure product quality and consumer safety, protect the integrity of their brands, promote security and more. Intelligence at the Network Edge Among the most compelling aspects of RFID is its ability to extend intelligence to the edge of enterprise networks. RFID allows for individual items to have a unique identifier and can identify many items at once. Hence RFID can collect large volumes of actionable data each second from immense numbers of RFID-tagged items as they move across conveyors, through dock doors and even off of store shelves. As part of a network, RFID systems enable the first step towards integrating that valuable information into enterprise systems and processes where it can be analyzed and used to trigger decisions and actions. How RFID Works A RFID system has several components including chips, tags, readers and antennas. In its simplest form, a small silicon chip is attached to a small flexible antenna to create a tag. The chip is used to record and store information. When a tag is to be read, the reader (which also uses an antenna) sends it a radio signal. The tag absorbs some of the RF energy from the reader signal and reflects it back as a return signal delivering information from the tag's memory. RFID Range UHF RFID systems communicate using frequencies around 900MHz with a maximum read range of 10 meters (approximately 30 feet) under ideal conditions. This makes UHF RFID a promising solution for reading pallets and cartons off of conveyors or in portals from a distance. But this capability does not in any way preclude UHF from near field and near contact applications as UHF systems can be easily tailored to meet lower range requirements. This can be accomplished by reducing power at the reader, reducing the size of the reader antenna, and/or reducing the size of the tag antenna. RFID Tags RFID tags are designed and produced in a variety of shapes and sizes, dependent on application requirements. As UHF RFID has a large maximum read range to begin with, using extremely small tags for such applications as near field item level tracking (where tags may reside under bottles caps or behind product labels, for example) is promising. Applications such as pallet or case level tracking of commodities on conveyors or passing through portals, and read from a distance typically require larger tags.

45 Railway transport and logistics 2/ chip connection antenna encasement Fig.1 Tag Source: < > Types of tags according to possibility of record: Read only only serial number (encode serial number during produce of tag) WORM once writable, suitable for label Read/Write many times rewrite RFID Readers RFID readers are generally composed of a computer and a radio. The computer manages communications with the network, allowing tag data to be communicated to enterprise software applications such as ERP systems. The radio controls communication with the tag, typically using a language dictated by a published protocol such as the EPC Class 1 specification. This particular protocol, one of several in use, is the most common language used by tags in supply chain applications. Advanced RFID Readers Advanced readers, such as the new Alien ALR-9800, differ from basic readers in three dimensions: remote management, reader coordination and optimal read range. First, advanced readers provide for remote management on the company network. Second, advanced readers have sophisticated mechanisms to provide for the coordination of readers when many units are used in the same environment. These mechanisms help avoid interference and provide for coordinated operations. Finally, more advanced readers have advanced receiver designs that provide for the best possible read range. Utilization of RFID technology on the University of Pardubice The University of Pardubice uses EM 4102 (Unique card) R/O (read only). His working frequency is 125 khz, memory 64b and read range is cm. Supplier of cards is Presscard s.r.o. These cards are used as student cards. Main function of card is identification. Using of card is: Access to library Access to student's canteen Access to classes Access to office Copy and internet centre

46 Railway transport and logistics 2/ Table. 1. Information systems and their suppliers Information system Supplier Characteristic VEMA VEMA Brno personnel and wage agenda ifis BBM Písek ekonomic agenda STAG ZČU Plzeň study agenda CR + KC Emwac central register + card centre VERSO DERS manager information system AMI HSI administration of property SmartQ Robinco +Ysoft copying and printing services DAIMON Sefira library system Altex Alimex security and access systems KREDIT 7 Anete student's canteen Source: < The University of Pardubice (UPa) has approximately students. Every one has one s own student card (identification card ID card). A first name,a surname, a photo of student and NetID are indicated on the student card. NetID is a university identifier. Its form is for example st NetID is using as user name (login name) to services of computer network of Upa. Conclusions RFID is making headlines in the business world as the "next frontier" of supply chain efficiency. Companies have realized tremendous competitive advantages from our RFID solutions including: Lowering operating costs Improving the efficiency and visibility of the supply chain by automating manual processes Reducing shrinkage and theft Enabling faster decision-making at the point of data capture Preventing the distribution and sale of counterfeit products Interacting seamlessly with your current information technology Literature 1. Alientechnology. [on-line]. Last version 2006 [cit ]. Available at: URL < > 2. Majerčák, J.; Gašparík, J.: Prozessportal für Eisenbahnverkehrsunternehmen. In: Wischenschaftliche Zeitschrift der Hoschule Mittweida (FH), Postersession 17. IWKM, č.13, Mittweida ISSN RFID portal. [on-line]. Last version 2007 [cit ]. Available at: URL < > 4. Motorola. [on-line]. Last version 2007 [cit ]. Available at: URL

47 Railway transport and logistics 2/ < > 5. Kodys. [on-line]. Last version 2006 [cit ]. Available at: URL < > 6. University of Pardubice. [on-line]. Last version 2007 [cit ]. Available at: URL < > Ing. Petr Průša, Ph.D. Univerzita Pardubice, Dopravní fakulta Jana Pernera Katedra dopravního managementu, marketingu a logistiky Studentská 95, Pardubice Tel , fax Petr.Prusa@upce.cz Ing. Roman Hruška Univerzita Pardubice, Dopravní fakulta Jana Pernera Katedra dopravního managementu, marketingu a logistiky Studentská 95, Pardubice Tel Roman.Hruska@upce.cz Reviewer: doc. Ing. Rudolf Kampf, CSc., University of Pardubice

48 Railway transport and logistics 2/ APPLICATION OF LOGISTIC SYSTEMS INTO REGIONAL SERVICE VIA ROAD CARGO TRANSPORT Václav Cempírek - Andrea Seidlová - Jaromír Široký - Petr Nachtigall - Rudolf Kampf 1. Introduction The paper sum up partial results of continuous task handling 1F53A/126/520 Proposals of basic logistic systems applications into road cargo service of defined regions and find out their optimal utility. In the year 2006 was partial goal in proposal solution of logistic systems supported by railroad transport in logistic chains and rationalization of technology in transport of part-load consignment and full wagon loads. Research object by the year end 2007 have its goal in set of optimal number of formation yards and centers for manipulation with part-load consignment. Other partial goal (System rationalization of regional and national traffic network) was focused on finding of reasons for decreasing of demand in railroad cargo transport and on other customer requirements. Here were found basic logistic aspects related to compact logistic chains. On this account was formed a questionnaire, which has been filled by app 150 companies from industry and business branch. From that questionnaire follow that road transport is cheaper, more flexible and provides more logistic services than railroad transport. With regard to price for transport was made analysis of taxes and tolls, which are paid by users of road transport and subsequently influence of turnpike toll on competitive strength of road transport. Our results are that road transport is holding his strong position on transport marked and it will be really hard to change it. Partial part Proposal of new intermodal system road/railroad resolved find out such system of service which will fully accept co-operation relationships between two economic entities focused on different mean of transport. We introduced general analysis of transport market in Switzerland in order to find out relevant answers for general service of the area by combination road/railroad transport. From the answers ensue conclusion where are summed up recommendations for economical subjects in Czech Republic. 2. Analytic part From statistical prognosis in the analytic part is clear decreasing trend in railroad transport. While revitalization will have to be consulted experiences from West Europe, where is usual that regional tracks are modernized only for passenger transport. In Czech Republic is important during revitalization of regional tracks, keep under operation manipulating tracks and hard surfaces for handling of road cargo carriers. If we nonperformance that rule, there can t be implemented intermodal systems like CargoDomino or Mobiler and so on. Previous part is followed by Proposal of new technology for area service while using intermodal transport. That problematic will be solved in 2007, where will be find optimal number of formation yards and centers for part-load consignment processing.

49 Railway transport and logistics 2/ Liberalization on transport market From submitted text come through that liberalization of transport market will bring much higher competitive pressures between single means of transport. Also enforcement of cooperation between road and railroad transport will be very hard, how we can see from Switzerland examples. There are on one hand Swiss federal rails AG, which have year by year problems with profitability and on the other hand, there is growing competitors fight with new private railroad haulers. Based on detailed analysis of Swiss rails, we expect that for Czech Railways will be in the future very hard realize transports of one-wagon loads and group transport of packages. Expected possible threats: Cargo transport is under passenger transport from time table creation point of view, Whole network tact time table work on planning of forming of trains in cargo transport, so that the demand time table is transiting to supply time table. Weakness of national railroad cargo transport system is that produce of Czech industry wasn t ever oriented on general area servicing, Capacity is also induced by homogeneity of each train on certain track. Nowadays is speed of fast trains, Eurocity trains or Intercity trains rather comparable with transit goods trains, For general area service is for customers without direct connection on railroad advantageous system CargoDomino, which isn t intensive for technology or technical equipment for reloading of containers between road and railroad mount, Positive progression of railroad transport can be supported by strict legislation, which will restrict road transport via strictly abiding with rules of traffic operations or self and social rulings. 4. Service of national and regional and his rationalization In that part, analysis of taxes and tolls provided by users of road transport has been done. The conclusion was, that road transport pays much less for route using than railroad transport and in tied up toll accounting proposal is presented idea that the toll implementation will not decrease competitive strength of road transport. Here will be space for co-operation relationships between road and railroad haulers, which will lead to save money for toll using intermodal transport. One part of solution is in intermodal system for operation of engaged area called Mobiler or CargoDomino (national transports) and Modalohr or CargoBeamer (international transports). All systems are described at large with advantages and disadvantages of each system. The solution is coupled with pictures in enclosure. That part is followed by technology of area service via intermodal transport and here was found high possible saves in co-operation, because of nonpayment of toll. Intermodal systems are profitable since 600 km for accompanied or unaccompanied transport. This year was completed detailed analysis of railroad transport in Switzerland and result from it is in implementation for our conditions. 5. Technology of area service via intermodal transport The proposal of transport system logistic applications, which uses combination of road and railroad transport, can be applied on wall-to-wall service of the area including proposal of haulage intermodal units. Nowadays are under operation few types of verified systems with documented positive impact on modal split, economic effects and discharge of road infrastructure.

50 Railway transport and logistics 2/ Between such systems include Mobiler, Cargo Domino, Modalohr and eventually CargoBeamer. From picture 1 arise how can be such service realized via different type of trains. At the picture with red arrows is illustrated service of stations on regional track or eventually way stations via slow goods trains. Those trains will carry cargo to railway centers. In the railway centers will be the cargo switched to continuous trains (green arrows) and the cargo will be transferred to formation yard. Here will be formed higher quality cargo trains according to final destination (blue arrows). Above mentioned and in the project described intermodal systems are unpretentious for technical equipment for manipulation with intermodal units. In all cases its horizontal reload. By the system Mobiler and Cargo Domino can be the reload realized near manipulating track on hard surface. Road cargo carrier rides longways to the manipulating track with as much as minimal distance between loading areas for smooth reload. Prerequisite is maximal vertical tolerance between loading areas ± 15 cm. Premises for utility of the system: Sufficient number of cargo wagons, Availability of wagons, Suitable informative and control system, Electronic carriage document, Service of railway station by slow goods trains twice a days, Implementation of system Night jump, Minimal demand on manpower. Picture 1. Schema of wall-to-wall area service via railroad transport Source: Authors 6. Economic effects arising from change of mean of transport from road to railroad a) Direct road transport Picture 2 represents organization of direct road transport with two possible scenarios. In the first one, goods carrier serve at the place A customers A1 to An (consigner) and after traveling 600 and more km will serve target customers (receivers) B1 to Bn. In the second scenario will smaller goods carrier (<12 tons) serve at the place A service of customers A1 to An (consigners) via circular journey and gives the package to logistic centre. In the logistic centre will be the packages consolidated according to directions and cargo carrier (>12 t) will transport them to logistic centre in the area B and in the area B are those packages redistributed via circular journey to target customers (receivers) B1 to Bn.

51 Railway transport and logistics 2/ Picture 2: Direct road transport Source: Authors Disadvantages of that system: low speed of transport, separation of the drive from hid family, toll payment, attrition of infrastructure, congestions, accidents and so on. b) Combined transport road/railroad The picture 3 shows organization of intermodal transport with haulage of packages via road transport and their transport between area A and B is supported by railroad transport. Combination of those means of transport derives benefit from both means of transport. Picture 3: Combined transport road/railroad Source: Authors Advantages of that system: relieve to the road infrastructure, no payment for toll, better labour conditions for drivers, lower carriage charges, lower production of pollutions. If there will be seen higher cooperation between road and railroad transport there can be achieved high savings on toll. From shown schemes can be evaluated high of savings. On the forwarding distance 600 km will be the savings 4,20 Kč/km (for trucks with engines EURO III and 4 and more axles) that makes Kč for one journey. 7. Possibilities of more extensive use of railroad transport During solving of the problem, we made a list of investigation by app. 150 companies from industry branch and from business sector. The lists of investigation were send by back was passed 20 % of them The list of investigation was target on usually used means of transport and on required logistic services. The results are clear: 86 % of companies use road transport and only 9 % railroad transport. The answers nearly correlate with statistic yearbook, yearly is the share of railroad transport smaller and smaller on behalf of road transport. Nearly 73 % of companies determine questions about mean of transport and only 27% let it on forwarder. If we will achieve a change of that share, the situation will be much more positive for mass types of transport, like railroad transport.

52 Railway transport and logistics 2/ If we will exclude clear influences leading to come over from road to railroad transport like rise in prices of fuel, toll or bottlenecks on the infrastructure with hypo-permeability (rise of congestions), than nearly 43 % of companies are unsatisfied with railroad service offer. In the part targeted on road transport ensued from answers that only 20 % of companies realize their transport by their own vehicles. That s not surprise regarding to high number of licenses for prosecution of road transport in Czech Republic. We asked also for additional services offered by external hauler and highest interest is in following services: compounding of packages 13 %, manipulation (loading and unloading) 19 %, distribution organization 13 % and delivery on agreed time 24 %. Other services are nearly equal with no more than 10 %. Highest requirements are on delivery Just in Time and Just in Time Sequence, because interviewed companies are connected to supply chains for automobile and electro-technical industry. Road transport is used for international transports in 42 % and for intrastate for 58 %. We can agree with those found out values, because intrastate transport support also transports of ovenware and raw materials. Road cargo transport offers many advantages to their users, such as: higher speed 22 %, flexibility 16 %, door-to-door transport 14 %, price 11 %, availability 8 % and just in time supply 8 %. It s possible that if we will ask for smaller number of decisive priorities than the percentage volumes will be different (higher). The flexibility of road cargo transport is incomparable for other means of transport. Therefore will be road transport always part of logistic chains. In the railway transport is 100 % of transports realized by external haulers. We can assume that it was in 100 % ČD, a.s. Polled customers said, that they take interest in additional services from external hauler on the abreast logistic centers. Namely for JIT 22 %, consolidation of packages 10 %, manipulations 17 % (loading, unloading, reloading) and stocking 10 %. Other services have less than 10 %. From answers is clear that we have to support development of logistic centers with minimal two means of transport and wide spectrum of services. Railroad transport is used mainly for transport of mass goods, but indispensable is also share of other types of products like finished products distributed via logistic centers. Railroad transport is also preferable on longer transport distance. Railroad transport offers also other advantages like: manipulation 17 %, price 32 %, lower costs per transported ton 17 %, high-capacity wagons 17 %, transport of dangerous articles 17 %. High-capacity wagons have up to twice higher capacity than road cargo vehicles. That fact is followed by lower price for transported ton. Statistical prognosis is showing decreasing trend in railroad cargo transport in West Europe. In West Europe are regional tracks revitalized only for passenger transport. Against it in Czech Republic, we have to keep manipulating tracks and hard surfaces at the stations on regional track for development of intermodal systems. We can t implement systems like CargoDomino, Mobiler and so on, if we don t keep above mentioned terms. 8. Conclusion The paper deals in the analytic part with problematic of toll and charges which are paid by users of road transport and the conclusion is that the charges are smaller than in railroad transport. Authors think that the toll for using of road route will not decrease competitive strength of road transport in aid of railroad transport. Here is a possibility for establish of cooperation relationships road railroad transport. The proposed intermodal road/railroad system gives wall-to-wall service of region via Mobiler or Cargo Domino and for international transport and proposed two systems (Modalohr or CargoBeamer). In the conclusion is partial output focused of area service technology using intermodal transport road/railroad and authors point out that the intermodal system is profitable for minimal distance 600 km for both types of transport (accompanied or unaccompanied).

53 Railway transport and logistics 2/ The presented results are part of the task VLC2005CDVUP announced by Ministry of Transport "Concept of public logistic centres in the Czech Republic in context of importance strengthening of multimodal freight transport" with the solving period Literature 1. Cempírek, V. a kol.: Zpráva projektu Návrhy základních aplikací logistických systémů do nákladní obslužné přepravy stanovených regionů a zajištění její optimální funkčnosti, Pardubice, Cempírek, V., Široký, J., Nachtigall, P.: Development of intermodal transport in Central and Eastern Europe, WorldCargo News 5/2006, s , ISSN Cempírek, V., Široký, J., Nachtigall, P.: New prospects for intermodal transport, WorldCargo News 11/2006, s. 26, ISSN JERID, spol. s r.o. Průvodce nákladní přepravou Českých drah 19. Rail Cargo Transport Dictionary, JERID 4/2004 doc. Ing. Václav Cempírek, Ph.D. Ing. Andrea Seidlová, Ph.D. Ing. Jaromír Široký, Ph.D. Ing. Petr Nachtigall Ing. Rudolf Kampf, Ph.D. Jan Perners Transport Faculty Univerzity of Pardubice Studentská Pardubice Czech Republic tel.: fax: s: vaclav.cempirek@upce.cz; andrea.seidlova@upce.cz, jaromir.siroky@upce.cz, petr.nachtigall@upce.cz, rudolf.kampf@upce.cz. Reviewer: doc. Ing. Pavel Drdla, Ph.D., University of Pardubice

54 Railway transport and logistics 2/ GROWTH OF TRANSPORT OUTPUT IN HHLA CONTAINER TERMINALS Jaromír Široký - Petr Nachtigall Introduction Harbor Hamburg is developing every year. That development and modernization is mainly related to container terminal and self reloading of containers. That terminal (HHLA - Hamburger Hafen und Logistik AG) is ranked among the largest container terminals with state-of-the-art technique not only in Europe, but in the world. Hamburg harbor has four main container terminals and eight multifunctional terminals for reloading of containers. Those terminals are able to clear last generation of container ships called Post-Panamax, with 18 containers side-by-side and they are able to clear them in less than 24 hours. Transport outputs in intermodal transport According to annual report for the year 2006 is Hamburg biggest European container harbor for trade with China, East Europe and Baltic Sea. The volume of reloaded cargo increased in 2006 for 9 mil tons (7,3%) and reached his record volume 135 mil. tons. Main share on that increase had container transport. Index of unloaded and loaded containers reached 89,5 mil tons, what means 8,9 mil. TEU (1 TEU agree with 20 feet ISO container). That is 9,6% growth in comparison with previous year and in comparison with Northeuropean harbors show out highest growth of reloaded containers, for TEU. Other harbors had growths: Antwerp TEU, Rotterdam TEU and Bremen harbors TEU. Average growth of reloading containers was 8,6% and for whole reloading 4,7%. The scale of containerization was for unit loads 97,2% (96,8% in 2005). [5] World trade and sea transport growth year by year. That reality is also beard by volumes of goods reloaded in harbor Hamburg. That harbor is now on 8 th place in the world The increase by container transports was 9,6 % (135 mil tons of cargo). If the turnover of containers in 1990 was in harbor Hamburg 1,95 mil TEU and in ,28 mil TEU, so in last year was that volume 8,9 mil TEU. From European harbors is better only Rotterdam on 7 th place. Forefronts are occupied by Southeast Asian harbors in China (Hong Kong, Shanghai, Shenzhen Ports). Self container terminals which come under HHLA fill 16 th place in world ranking. The year growth of reloading containers reached last year respectable 16,1 %. Big share has on that growth mainly terminal Altenwerder, which is on of the most modern in the world. The highest growth recorded Chinese harbor Ningdo with 34,4 %. That corresponds with big development of transports from China to Europe. Also other Chinese harbors like Shanghai or Qingdao had year by year growth over 20 %. The list of 16 largest container terminals is in the table 1.

55 Railway transport and logistics 2/ Tab. 1: Top 16 of World container terminals Source: HHLA The growth of transportation output had also terminals in Rotterdam, Antwerp and Bremenhaven. That is represented by picture 1. Here is development of container output in last 16 years. Picture 1. Development of container output in European terminals for period Source: HHLA The volume of reloaded containers has grown in last two years for app. 30 % and by transports on Far East for 35 %. In terms of inland (road, railroad) transport came about 37 % growths. Separate transportation outputs are in next picture 2.

56 Railway transport and logistics 2/ Picture 2. Growth of container transports in harbor Hamburg for last two years Source: HHLA Among Hamburg main partners are in last years ranked China (19,7 % growth for last two years (2,593 mil. TEU)). Other partners like Singapore, Russia or Finland are far behind Picture 3. Most considerable customers of Hamburg in sea container transport Source: Hafen Hamburg Hamburg builds important position as a container terminal for states from East Europe. Into that part of Europe were reloaded 2,4 mil. TEU. In compare with previous year was it TEU (+11,8%) more. In the list of 10 most considerable customers of harbor Hamburg is Russian Fereration on 3 rd place with TEU, Finland on 4 th place with TEU, Sweden on 5 th place with TEU and Poland on 7 th place with TEU. Russian Federation get on for one place with growth of volume for +41,3 %. Container transport from and to Norway is on the same level as last year ( TEU), small progress was stand by Denmark ( TEU), other important countries are Lithuania

57 Railway transport and logistics 2/ TEU, Latvia TEU and Estonia TEU. Important notice is that into Baltic Sea area are containers transported also by road and railroad transport. [5] The haulage of containers is realized via network of other means of transport (road, railroad, inland water) and Hamburg is important traffic junction of North Europe. From and to Hamburg is each year transported by railway more than 1,6 mil. TEU (+11,5%) and therefore is Hamburg also one of the largest rail junction for container transport. Short distances to neighboring states (Poland, Czech Republic, Slovakia, Hungary and Austria) have made from Hamburg ideal entering gate for business with those countries. From each 100 containers are 30 transported by railroad transport, 30 by smaller ships to Scandinavia and remaining 40 by road transport. As we wrote thereinbefore, harbor Hamburg dispose by 4 main container harbors and 3 of them are operated by HHLA. These are Altenwerder (CTA), Burchardkai (CTB) and Tollerort (CTT). Those terminals have largest share on 8 th place of harbor Hamburg in world ranking in reloading containers. Terminals operated by HHLA have nearly 70% share of reloading in whole harbor Hamburg. If the share of HHLA terminals was in %, last year the share increased to 69 %. The growth of reloads is illustrated on next picture 4. Picture 4. Share of HHLA on whole reloading in harbor Hamburg since 2000 till 2006 Source: HHLA HHLA container terminals First of HHLA terminals is Altenwerder (CTA Container Terminal Altenwerder), which one of the most modern and also youngest terminals in the world. He was opened on 25 th of October Second terminal is the oldest one named Burchardkai (CTB Container Terminal Burchardkai), which is also largest one. Third one is Tollerort (CTT Container Terminal Tollerort) witch pride oneself on efficiency. Scheme of each terminal with expected capacities in TEU is on picture 5. Beside those terminals are there shown also terminals Moorburg a Steinwerder.

58 Railway transport and logistics 2/ Picture 5. Placement of container terminals in Hamburg Source: HHLA HHLA operates also other terminals, but their share is insignificant. Highest share has CTB together with CTA Share of other terminals (CTT and others) isn t so much significant. Reason of that growth is mainly in finishing of a building of Altenwerder. Whole situation can be seen in picture 6. Picture 6. Container handling HHLA Source: HHLA Growth of each terminal is very apparent. Against year 2005 was average growth in CTA, CTB and CTT 17 %. Highest growth had Altenwerder (19 %), second was terminal Tollerort with 18 % and Burchardkai with 13 %. Nowadays is for HHLA established storage area (LZU) for deposition of empty containers.

59 Railway transport and logistics 2/ Picture 7. Share of reloading of containers in HHLA in 2006 (compared with 2005) Source: HHLA Tab. 2: HHLA container terminals Terminal Landing stage (m) Draft (m) Area (ha) Gantry Cranes ("Post-panamax") Capacity in 2005 (mil TEU) Capacity in 2010 (mil TEU) CTB , (13) 2,6 5,2 CTA , (13) 1,9 3,0 CTT ,2 34,5 7 (5) 0,95 2,0 Total ,5 40 (31) 5,45 10,2 Source: Port of Hamburg Regarding to swing of container transports in the world is expected another growth of operations in harbor Hamburg. The prognosis from year 1997 about volumes of reloads in 2015 was beaten in New prognosis from year 2001 expects 11,8 mil. TEU in Harbor management s prognosis is 13,8 mil. TEU, but the most optimistic variation is 20 mil. TEU. Further to must be extended reloading area and finished planed container terminals Moorburg and Steinwerder. Nowadays is in progress build-up of new infrastructure and optimized existing areas. At the same time runs deepening of river Elbe for better connection with inland. After those rakes will be maximal possible draft of ships 13,50 (for salt water) without depend on high tide or low tide. Maximal draft for sailing ships is 15,90 m and for ending ships 14,50 m. In years 2001 and 2005 was the number of employees increased from to and similar trend was in last year. [5] Big investments must be taken into reloading areas and new reloading mechanisms for large container ships called Post-Panamax. Only that way can keep the harbor competitive. Before three years there wasn t a ship with higher capacity than TEU. Nowadays, there are 118 ships called Post-Panamax and more than 165 are ordered for significant shipowners. [5]

60 Railway transport and logistics 2/ Conclusion In the conclusion we can say that harbor Hamburg in versatile harbor with guarantee of safe and expert reload between each mean of transport and type of goods. His success goes hand in hand with technical and technological development. Therefore is harbor Hamburg one of the most modern versatile harbors in the world. Literature 1. Cempírek, V. Rekordní výkony přístavu Hamburk, Logistika Měsíčník hospodářských novin, ročník XIII, číslo 2/2007, Date of issue: , page 54-55, ISSN Goller, H. HHLA Container-Terminal Altenwerder, Concepts for Europe from the German North, , Hamburg Hafen und Logistik AG. 3. WorldCargo news, web magazine [online], April 2007, available at < 4. HHLA Container Terminals, internetové stránky společnosti Hamburger Hafen und Logistik AG [online], c2007 [cit ], available at < 5. Zukunftsprogramm für den Hamburger Hafen bis 2015, internetové stránky společnosti Hafen Hamburg [online], c2007 [cit ], available at < 6. Široký, J. Rozmach kontejnerové dopravy v evropských kontejnerových terminálech, Železničná doprava a logistika, elektronický odborný časopis o železničnej doprave, preprave, logistike a manažmente, Katedra železničnej dopravy, Fakulty prevádzky a ekonomiky dopravy a spojov, Žilinskej univerzity v Žiline, Volume 2/2006, Date of issue: , page 46-56, ISSN Ing. Jaromír Široký, Ph.D., Department of Transport Technology and Control Jan Perners Transport Faculty Univerzity of Pardubice Studentská Pardubice Czech Republic tel: , jaromir.siroky@upce.cz Ing. Petr Nachtigall Department of Transport Technology and Control Jan Perners Transport Faculty Univerzity of Pardubice Studentská Pardubice Czech Republic tel: petr.nachtigall@upce.cz Reviewer: doc. Ing. Václav Cempírek, Ph.D., University of Pardubice

61 Railway transport and logistics 2/ OUTSOURCING OF TRANSPORT LOGISTIC PROCESSES Petr Průša Introduction Outsourcing processes is not as easy as we may suppose. A decision to outsource in transport logistic now implies much heavier reliance on the quality of the service provided by the outsourcer. Many large, sophisticated and successful corporations have followed the outsourcing path with spectacular success. A few others have discovered the hard way that outsourcing can be a complex process, fraught with difficulty. Some of these companies have retreated from outsourcing and even tried to bring their systems back in house barely because of the complex process involved in outsourcing. Oustourciong bussines processes Outsourcing can be a spectacular success if it s done for the right reasons, follows due process, and is pursued with realistic expectations and a clear understanding of where the benefits are likely to emerge. The fact is that outsourcing is here to stay, and those that use it most effectively will reap the benefits of their labor and good management. The pioneers who managed the first generation of outsourcing projects learned many harsh lessons. Among them were: The importance of following a sound process in selecting the provider and forming the contract. The critical role played by the service provider s infrastructure management methodology- or lack of it. The importance of developing an appropriate focus on costs and benefits, and understanding how benefits may emerge. The need for both parties to dedicate resources to properly manage the relationship. The need for new incentive models that reward both individuals and organizations for success. Understanding that failure is always a joint responsibility. Above all, the first generation learned that outsourcing selections driven by price alone would almost certainly lead to tears and disappointment. Outsourcing enables companies to concentrate fully on their own core business and also to optimize it. Side outsourced processes given to specialized firm will be superior but in many cases also will be even cheaper. The efficiency of the firm will increase after outsourcing. Permanently, more and more companies look for the way how to transfer the care of supportive processes on external providers. Companies choose providers on the basis of different criteria determined according to their requirements and needs: Price is a very important criterion for companies in choosing providers. Other factors are; size of the provider, Experience of provider, qualities of workers, other contract conditions, and level of provided services. Companies outsource for many reasons. They look to reduce costs, shorten cycle time, improve shareholder value, decrease inventory, and focus on core competencies, gain information technology, increase expertise and more. Likewise transport, warehouse, forwarder and other logistics service providers want to provide outsource services. They want to improve profits, transition from being a commodity service provider, gain volumes and throughput by leveraging existing core logistics service, increase

62 Railway transport and logistics 2/ revenues and more. This creates a mutual need between the two parties. Yet despite this common interest, most of the outsourcing relationships end unsatisfactorily within few years. Half are not able to go beyond a buyer-seller relationship. Outsourcing may present the means to make a significant shift to lean supply chain management. So the intent goes beyond having a third party perform the existing activity. It means creating a new operating model, including change management. What has evolved with outsourcing is the growth and amount of functions placed with outside firms and has created new businesses with 4PLs and 3PLs. Initially, the outsourced functions often represented non-core or non-vital activities or some other determinant where the company did not want to invest its own resources:capital, people, technology and facilities. Now outsourcing is seen as a strategic way to align the supply chain with the company direction and to become a leading-edge practitioner. It is also recognized as a tactical way to better manage service and costs. Levels of Outsourcing: Transactional Outsourcing: Based on transactions, with no long term contracts and no bonding between the 3PL and the outsourcing company. Tactical Outsourcing: Outsourcing on a long term basis with negotiated contacts and integrated IT systems to facilitate free information flow and create supply chain visibility. Strategic Outsourcing: Based on long-term relationships with successful outcomes, 3PL companies become partners in supply chain management and establish transactional transparency. Logistics outsourcing Logistics outsourcing minimizes the need for expensive real estate to store inventory. 3PLs offer expertise that manufacturers, distributors and shippers can tap into, and this allows users to achieve supply chain solutions with their customers that minimize total delivered costs. The efficiencies generated by outsourcing transportation logistics has made it extremely popular. Recent research indicates that 80 percent of 500 companies outsource at least one function in their supply chain management. Supply chain management has more experience with outsourcing than other business functions. Historically using outside transaction-activity service providers like trucking companies, public warehouses, freight forwarders and freight bill payment services--has occurred in logistics. Experience can change risk sensitivity, but it should not diminish risk recognition. This popularity results from the many benefits gained by partnering with a 3PL provider, which can include: Reduced total delivery costs for your customers. Customer service improvements through shorter shipping times Reduced inventory costs through lean management Cost benefits through volume shipping rates Improved focus on your core competencies achieve a more scaleable logistics operation and cost model Increased variety of technology and service Benefit from increased expertise in supply chain security Logistics transportation outsourcing is a complex discipline, which must provide an optimized business function within the extended supply chain. Failure to do so can result in excess inventories, variability in supply, cost increases and poor customer service. However, synchronization requires well planned logistics capabilities, with a streamlined infrastructure to offer lower costs and increased levels of service. Advantages of Logistics Transportation Outsourcing Core Logistics Consulting assists organizations to achieve the core competency in logistics that lead to sustainable increases in bottom-line profit. The advantages of outsourcing are as follows: Full flexibility of distribution strategy

63 Railway transport and logistics 2/ Reducing fixed costs Lowering overhead cost Flexible inventory storage costs Integrated systems with customers and trading partners Greater flexibility in warehouse labor costs Quick reaction of market situation. Operation cost instead of investment Concentration of firm management on main object of activity. Management introduces outsourcing for present and future costs savings. The selection of an appropriate partner, profits advantages not only in costs savings and higher services quality, but also in more flexible changes of system. Management do not have to forget the common mistakes being made in the process of outsourcing: Common mistakes in outsourcing include: Failing to properly determine the motives, goals and objectives of outsourcing Concentrating on cost reduction rather than benefits and the value added Sub-standard corporate governance of the outsourcing program over time Failure to appoint staff to manage the relationship and contract Mishandled communications to staff, customers and other stakeholders There are also three factors which influence risks processes, people and technology. All this areas are important for outsourcing because they can influence management. Activities connected with logistics, transport and storage are the basic activities of logistic centre (LC). Main functions of LC are freight ( rail, road long- distance transport, water transport and air transport) and reloading and organization of goods in goods unites of combined transport (containers), reloading of peace goods, goods on pallets, goods in nonstandard parking, consolidation, storage of goods of different kinds ( goods on pallets), Goods collection and distribution in the LC s area and others. Conclusion: Logistic centers can use outsourcing to strengthen their supply of transport and logistic activities. Outsourcing of transport and logistic processes can be a service within Logistic centers. In conclusion, outsourcing is incorporating flexibility that will arise and is needed with product life cycle and the resultant supplier sourcing changes. The article belong to research GAČR 103/05/2067 Outsourcing processes. of transport and logistic References: 1. DUENING, T. N., CLICK, R. L. Essentials of Business Process Outsourcing. Wiley, USA, New Persey, 2005.ISBN GREAVER, MAURICE F. Strategic Outsourcing. AMA Publications, USA, New York, Ing. Petr Průša, Ph.D. Department of Transport Management, Marketing and Logistics Jan Perners Transport Faculty Univerzity of Pardubice Studentská Pardubice Czech Republic tel , fax Petr.Prusa@upce.cz Reviewer: doc. Ing. Rudolf Kampf, CSc., University of Pardubice

64 Railway transport and logistics 2/ INFORMATION SUPPORT OF THE ŽSR BUSINESS PROCESSES TOOL FOR THE COMPETITIVENESS INCREASING THE RAILWAY TRANSPORT ON THE SLOVAK TRANSPORT MARKET Katarína Bezděková - Ján Cenký - Ivan Šutka - Jaroslav Veselka Summary To increase the competitiveness of the railway transport in the transport market it is important to support the key business processes and interoperability among the railway transport sharers. Concerning this topic, there are two directions within ZSR: Progressive transformation of historical railway to several subjects and the creation of the new actors on railway transport were the bases for re-evaluation of the possibility to use existing information system in the new environment. As the result of this process the decision of transformation was adopted solely for the ZSR requirements. Therefore since 2004 the separate Operational information system (PIS) has been developed and the project REDESIGN SAP R/3 (RED SAP) was adopted in the year The development and phased implementation of the Infrastructure Information System (ISI) is progressing, the importance of which had raised with the need of the Infrastructure Register creation in connection with TSI TAF implementation requirements. In effort to reengineer the operation and the use of the information systems ZSR take into account the Systems Integration (SI) project. Information support of the ZSR business processes could not be realised without hightech telecommunication infrastructure. ZT (ZSR Telecom) as the internal organisation unit manages the own ZSR communication net with the transfer rate 150 MB per sec with more than 4000 customers. The big challenge for the ZSR IT sector is successive TSI TAF implementation planned for the years , what is in accordance with the Strategic European Deployment Plan (SEDP). ZSR would to implement TSI TAF as a module of PIS. Transformation of the historical railway into several subjects influenced also the bilateral electronic information (data) exchange, particularly for freight sector. Such exchange is today realised mainly with the UIC Application 30 Train Preadvice. This application is from 80 % oriented to fulfil the needs of railway undertakings (commercial enterprises) and is for ZSR as the Infrastructure manager not very convenient. Therefore, in the intermediate period to overall implementation of the TSI TAF, ZSR by bilateral information exchange would support the use of the UIC leaflets and Information support of the business processes relates not only to information technologies, but also claims cooperation with the state and enterprise legislation (standards, norms, etc.) and with intrinsic business strategy.

65 Railway transport and logistics 2/ Introduction In last decades the share of the railways transport on the European transport market has displayed a significant decrease. According to EC statistics, the deal of the railway freight transport has decreased from 21 % in 1970 to 8 % today, i.e. the decline of 13 %, while simultaneously the share of the lorry transport has increased from 31 % to 45 %, i.e. the grow of 14%. It is understood that this tendency has stimulated the authorities to adapt new measures since the beginning of 90-ties, we can notice the raising effort to stop and to reverse such negative growth. The European community took charge of this initiative trough The Commission for transport and energy (DG TREN). Based on the EC strategy to liberalise the railway transport market, it is important to increase the railway transport competitiveness on the transport market and interoperability between the railway transport actors and also the information support for the key business processes. The normalisation of the ZSR key business processes is oriented mainly to increase the quality of the provided services, offering early and correct information supporting not only decision-making processes by transport managing but also providing client with information about the transport run. 2. Information support of the key ZSR business processes 2.1. Transformation of the railway transport on Slovakia Railway transport in Slovak Republic is directed with the Act on Railways Nr. 164/1996 of Collection of Laws and its later modifications. ZSR were created with the Act Nr. 258/1993. In accordance with this act ZSR were split in 2001 from conventional organization into three separate subjects: ZSR Railway provider (Infrastructure Manager IM), the state enterprise; ZSSK J.s.c Passenger transport provider (Railway Undertaking RU), the join stock company with the 100 % state shares; ZSSK CARGO J.s.c. Passenger transport provider (Railway Undertaking RU) the join stock company with the 100 % state shares. Simultaneously with the separation, the process of the supporting operations segregation was performed. These activities are not directly connected with the main railway activity provision of the passenger and freight transport. In addition, more than 30 new operators have been created (providers in the sectors Passenger and Freight). The most important role still remains to ZSSK a ZSSK CARGO Briefly about ZSR ZSR Railway net: 3658 km Double- and more-tracks: 1019 km Electrified: 1556 km Number of employees: The economy results to represent: + 7, ,- SKK ZSR strategy for information support of the business processes Transformation processes in the railway community initiated the re-evaluation of the classical information systems and particular applications, focused for the efficiency of new railway organization. Important role represents also the economy factor - the costs of the SW update, HW maintenance and all-network systems operation. Therefore, the individual actors/companies of the railway transport are building separate economy and traffic management systems today.

66 Railway transport and logistics 2/ The main task of the ZSR information technologies is the support of the main business processes according to the public requests of the professional departments. Information support of the ZSR business processes could not be realised without highquality telecom infrastructure. Railway Telecom as an internal organisation unit manage own ZSR telecommunication net with more as users, with the transport rate 150 MB per sec. SAP R/3 support of the economical processes For the monitoring of the economical processes ZSR is using widely known information system SAP R/3. At present, we utilize practically all modules provided by SAP R/3 (BC, FI, AM, CO, MM, SD, IM, PS, PM, HR, BW, RE, Operational records, Utility). ZSR have for all modules about 1300 licences. In 2005 ZSR had decided to innovate existing system (project RE Design SAP R/3 ZSR). The goal of the project was: to optimalise processes and management organisation to get maximal benefits to obtain economical effectiveness; to supply relevant business information; to satisfy full support for the process management requirements; to update SAP R/3 v4.5 due to the end of their support. Within the frame of project the changeover from the database INFORMIX to database ORACLE was performed. The actual operation of the innovated system started Illustration picture Ing. Jozef Gašparík, PhD.

67 Railway transport and logistics 2/ PIS support of the traffic management In year 2003 has started the work to built new Operation Information System serving only for the traffic management support. Considering the financial possibilities and the scope of the work, the solution was divided into three phases: 1. phase: Module for the accounting the achievements for the use of the transport roads; 2. phase: Operating Information System - dynamic (on-line) information about the train and wagons movement; 3. phase: Electronic traffic management Today, there are in operation only the results of the 1. phase. The functionality of the 2. phase is accepted step by step and the realisation of the developed and accepted functions is under the reparation. The main objective of the 3. phase is an information support for the dispatcher staff work and activities at all levels of ZSR traffic managing. The attention will be also focused to the connection with our clients railway undertakings. Since begin of the year 2007 the modules Traffic journal (TJ) and Train dispatcher (TD) are in test operation. There are 224 workstation (practically all users of the PIS) included to the TJ test and 20 workstations to the TD test. In frame of the PIS the deployment of the TSI TAF will be also ensured in such way, to satisfy the requirements of the EC. ISI ZSR Infrastructure support Project ISI handle the creation of the information support according to the requirements of the professional departments responsible for the ZSR network (transport path) lines and buildings, communication and security techniques (control commands and signalling), energy and electrotechnics, etc. The strategic goal is to build an integrated system of the railway infrastructure registration for all segments, joined to Graphical Information System (GIS), what makes possible to display particular outputs in the graphic form: The registration of the technical information about infrastructure equipment; Infrastructure maintenance data registration; Maintenance planning support; Graphic support for the technical documentation; Geographical support for the line-buildings mapping. The ISI importance rises with the need to create Infrastructure Register as one of the key reference files for TSI TAF implementation and with the interface to existing or developed international projects (EICIS, TER, Network statements for ENEE, OSS). System integration processing management support At ZSR there are about 45 information systems, eventually separate applications. The needs of the streamlined (processing) managing fulfil SAP R/3, PIS and ISI only. In addition to these three storey posts of the business processes information support, there still operate many applications missing all-network character. Most of them are operating on individual PC with de-centralised database. Thus the temporary or permanent centralised databases must be created for the management requirements. For the management needs this tendency for the development of information systems, the level of the information processing and the degree of the integration are not sufficient. The ZSR philosophy in the IT area is to minimise such sole applications by the integration into one of the three crucial systems. The project System integration would satisfy this objective. The goal of the project is to create for all users, such integrated ZSR Information system, which will offer complex information for the management processes with focused for the specific area of the business processes, with the objective of their effective managing. Separate users of such integrated system could access into such integrated system with help of the portals with controlled access in NetWiever environment.

68 Railway transport and logistics 2/ TSI TAF implementation in the ZSR environment 3.1. Shortly about TSI EC entry into the process of stopping the unfavourable trend of the railway freight transport effectiveness and the increase of the competitiveness on the European transport market had started in 1996 with the White paper of the Commission for Transport and Energy 16 on the railway revitalisation and in January 2002 was supported by the discussion by the members of the Commissions 17. Crucial for the active subject in railway transport is the Directive 2001/12/EC on the progress in the railway community and Directive 2001/14/EC on railway infrastructure capacity allocation, on fees for the use, on security certificate, which together define the directions of the railway business. The principle is liberalisation of the transport market opening to the free competition of all railway transport actors. Creation of the common European standard in form of the Directive 2001/16/EC on the interoperability of the trans-european conventional rail system (Technical specification for interoperability TSI) was the basic assumption for the implementation of such strategy. TSI are organized in following subsystems: Infrastructure (TRA); Energy (ENE); Trains driving, control commands and signalling (CCS); Traffic operation and management (OPE); Rolling stock (WAG) Maintenance (MAI) Telematic applications for Freight transport (TAF) Subsystem TSI TAF From IT point of view very important is the Regulation 62/2006 concerning the technical specification for interoperability relating to the telematic applications for freight subsystem of the trans-european conventional rail system (TSI TAF), accepted by European Commission on and published in the Official Journal of the European Communities on as an obligatory document for all EC member states. The subsystem Telematic Applications for Freight is defined by Annex II of the Directive 2001/16/EEC, section 2.5 (b). It includes in particular: Applications for freight services, including information systems (real-time monitoring of freight and trains), Marshalling and allocation systems, whereby under allocation systems is understood train composition, Reservation systems, whereby it means the train path reservation, Management of connections with other modes of transport and preparation of electronic accompanying documents. In year 2005 started the activities of CEN/ISSS 18 and CER 19 on the way to support their implementation, oriented to create standards for coding of the most important locations and operations connected with the European railway transport and to prepare plan for the TSI TAF deployment on the network of EC railways (SEDP 20 ). 16 White paper Strategy of revitalisation railway community COM (96) 421 Final 17 On the way to integrated railway in Europe, COM (2002) 18 Final CEN/ISSS - European Committee for Standardisation/Information Society Standardisation System CER Community of European Railways SEDP Strategic European Deployment Plan

69 Railway transport and logistics 2/ As the results of the CEN/ISSS activities (CEN/ISSS workshop) the following CWAs 21 were accepted: Coding for Railway Undertakings and Infrastructure Managers and other companies, involved in rail transport chain; Coding of Locations; Coding of Customers in the Rail Transport Chain; Numbering of and Coding System for Trains As the result of the CER activities the following specifications for the TSI TAF functionality (FRS 22 ) were accepted: FRS Common Interface; FRS Locations; FRS Customers; FRS WIMO 23. In years 2005 and 2006 ZSR took an active part by participating in activities of CEN/ISSS and CER TSI TAF implementation plan at ZSR The cooperation with EC in the railway industry is managed by Ministry of transport, posts and telecommunication. The top guarantee for TSI in ZSR is the Development Department. The questions of the particular subsystems manage are handled by relevant professional departments of ZSR Head Quarter. For TSI TAF is responsible IT Department. The function of this structure is to satisfy the particular requirements of the users (public request) connected with the TSI TAF implementation. ZSR had started to engage in that problem in Based on the IT Department order and the professional departments, two documents were adopted by Railway Telecom (ZT): Initial study of the TSI TAF implementation at ZSR; Initial study for the Infrastructure Register creation at ZSR. Based on these studies the national plan for TSI TAF implementation in the ZSR conditions was created, which fully respects default plan, created by SEDP Project team. Plan assumes entire implementation TSI TAF till the end of ZSR want maximally exploit existing and presently developing and partly operating information systems PIS and ISI. Assumed costs for the implementation is 170 mil Sk (5,15 mil ). Regarding to planed deadline of the implementation and assumed amount of the costs the implementation must be phased. At present we are searching for how to find the finance (may be with the help of the EC funds). The above mentioned studies regarding to the stage of PIS and ISI creation, the supposed time for the SW solution of the TSI TAF implementation will be 180 month. It means, adapting phased approach, 3 persons working for TSI TAF solution only till the end of Bilateral electronic information exchange Transformation of the conventional railway to more subject concerns also the international information exchange mainly in the freight transport. ZSR have realised such exchange with the neighbouring railways CD, ÖBB and MÁV in form of the Application 30 Train Preadvice according to UIC Leaflet 912 (HERMES messages). With help of this message ZSR have changed information practically about all trains on the ZSR network festinated abroad and about trains on the neighbouring railways network in direction to the ZSR frontier points. At border stations this information significantly simplified information CWA CEN Workshop Agreement FRS Functional Requirements Specification WIMO - Wagon and Intermodal Unit Operational Database

70 Railway transport and logistics 2/ transfer. The use of this information system allowed also significant time reduction needed for the train transfer between operators. Based on Contract between ZSR and MÁV the electronic information exchange with MAV has been realised in Under the test operation (without Contract) is the exchange with CD and ÖBB. In the following table you can see the global statistics for the year 2006: Table 1. Electronic information exchange statistics 2006 Railway CD ÖBB MAV OZ A30 whole % whole OZ A30 whole % whole OZ A30 whole % whole Trains EXP IMP Wagons EXP IMP Railway CD ÖBB MÁV OZ A30 on t. % on t. OZ A30 on t. % on t. OZ A30 on t. % on t. Trains EXP IMP Wagons EXP IMP This application mostly for the needs of the Rus and for ZSR as IM ha not be very suitable. Therefore in the intermediate period till TSI TAF implementation ZSR will direct to the bilateral information exchange with the neighbouring railways to use the edict according the UIC Leaflet Standardised data exchange for the execution of train operations, including international punctuality analysis It is to be solved the problem of the electronic information exchange for the needs of the passenger transport. Within CD the testing operation is in compliance with the Application 20 Message 2002 Running Advice according to Leaflet Conclusions It is obvious that information support of the business processes could play one of the deciding roles at increasing competitiveness of the railway industry on the transport market. Railway transformation and creation of the new actors of the transport process require adapting practically all existing key information systems to the new needs. Therefore special attention must be dedicated to the strategy of the railway information support creation. The implementation of TSI TAF according to Directive EC 2006/62 will be an important challenge. TSI TAF will considerably influence traditional technology of the work on railway, especially in the sense of transport security (train composition, trains handover, electronic information exchange, etc.). At the conclusion, we suppose that the process of the railway transformation and TSI TAF implementation must be co-ordinated with the national laws and standards update (individual railway transport actor s laws and duties by electronic information interchange). The important role could be the question of the railway actors licence, rolling stock certification together with creation and operation of the National Infrastructure Register.

71 Railway transport and logistics 2/ Bibliography 1. Directive 2001/16/EC on the interoperability of the trans-european conventional rail Official Journal of the European Communities on Regulation 62/2006 concerning the technical specification for interoperability relating to the telematic applications for freight subsystem of the trans-european conventional rail system (TSI TAF) 3. Official Journal of the European Communities on Feasibility study of the TSI TAF implementation at ZSR ZSR working document, ZSR Informatics Centre Feasibility study for the Infrastructure Register creation at ZSR ZSR working document, ZSR Informatics Centre SAP R/3 RE - Design project ZSR working document PIS ZSR Operating Information System 3. phasezsr working document ISI - Infrastructure Information System strategyzsr working document IT transformation on ZSR integration platform (draft)zsr working document SEDP default plansedp Project team, August 2006 Katarína Bezděková Ján Cenký Ivan Šutka General directory Railways of Slovak Republic (ZSR) Bratislava Slovak Republic sutka.ivan@zsr.sk Jaroslav Veselka Organization for the Railways Cooperation (OSZD) Warszawa Poland .: veselka@osjd.pl Reviewer: doc. Ing. Ján Knižka, PhD., University of Žilina

72 Railway transport and logistics 2/ SAFETY IN EU - SERIES OF MEASURES TO SUPPORT THE REVITALISATION OF THE RAILWAY SECTOR Radoslav Valovič Introduction In the context of the review of the September 2001 White Paper on European transport policy /COM(2006) 314: Keep Europe Moving Sustainable mobility for our continent; midterm review of the Transport White Paper published by the European Commission in 2001./, the Commission reaffirmed the environmental and societal advantages of railways, and the key role they can play in ensuring sustainable mobility. On that occasion, the Commission announced initiatives to remove technical and operational barriers to international rail activities with the help of the rail industry and the European Railway Agency. Rail Interoperability Directives Rail transport did in fact experience an unprecedented rise in popularity during the 19th century and the first half of the 20th century before spiralling into decline with the upsurge of car ownership and commercial aviation. In order to arrest this downward trend, the European Community has adopted legislation whose main aim is to revive rail transport through the gradual development of an integrated European railways area. The foundations were laid with the adoption of Directives 91/440, 95/18 and 95/19 on the separation of accounts, infrastructure charging and capacity allocation. In parallel, the first measures were adopted in order to eliminate the "technical" barriers hindering the development of rail transport. The Rail Interoperability Directives /Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-european high-speed rail network, OJ L 235, 17 September 1996, and Directive 2001/16/CE of the European Parliament and of the Council of 19 March 2001 on the interoperability of the trans-european conventional rail system, OJ L 110, 20 April 2001/ made it possible to launch the technical work needed to define the technical specifications for interoperability (TSIs), which are essential to ensure that trains can run safely and seamlessly throughout the entire trans- European rail transport network. Adopted at the end of 2000, the first railway package enables any railway company licensed in accordance with Community criteria to be granted access to the railway infrastructure on fair and non-discriminatory terms to provide pan-european services, starting with international freight services on the trans-european rail freight network. On the basis of decisions in the first railway package, the September 2001 White Paper on European transport policy clearly advocated the continued development of a European railway area. This is the basis on which the second railway package was adopted, on 30 April 2004, comprising a precise timetable for more extensive opening up of the freight market on 1 January 2007, a Railway Safety Directive, a Regulation establishing a European Railway Agency and an updating of the Railway Interoperability Directives. Since March 2004, the Commission has put forward a third railway package with new proposals, this time on the opening up, by 2010, of the international passenger transport

73 Railway transport and logistics 2/ market, the certification of train crews and passengers' rights. On 24 July 2006, the Council adopted its common position on the third package, which is currently at the second reading stage. Once the third package has been adopted, it will be true to say that the European regulatory framework for the railway sector is complete, which does not mean that improvements cannot be made. This initiative is aimed precisely at making such improvements to the technical part of the regulatory framework, namely the Railway Interoperability Directives, the Rail Safety Directive and the Regulation establishing the European Railway Agency (hereinafter referred to as "the Agency"). Firstly, as stated in the report on the implementation of Annex XIII of the first package, one of the crucial points still requiring improvement to facilitate the movement of trains concerns the procedure for the approval of locomotives. According to manufacturers and railway companies, this procedure is still often very long and too costly. They believe there is little justification on purely technical grounds for some of the requirements imposed by the competent authorities. This is the problem which the Commission proposes to resolve through this initiative by providing for changes to the legislative framework and asking the competent authorities of the Member States to adjust their procedures with immediate effect. Secondly, in the framework of the programme for simplifying legislation /COM(2005) 535 and COM(2006) 690: Implementing the Community Lisbon programme: A strategy for the simplification of the regulatory environment/ the Commission proposes consolidating and merging the Railway Interoperability Directives (96/48, 2001/16, 2004/50).

74 Railway transport and logistics 2/ Thirdly, drawing on its ten years' experience of implementing the "Interoperability" Directives4, and working on the basis of the Member States' contribution to the work done by the committee assisting the Commission and the contributions which were forthcoming from all stakeholders to the development of the TSIs, the Commission intends to propose a series of improvements to the technical part of the regulatory framework. For that purpose adopted on 13 December 2006 the European Commission a series of measures to support the revitalisation of the railway sector by removing obstacles to the circulation of trains throughout the European rail network. The measures include a Communication on the simplification of certification of railway vehicles, a proposal to recast the existing Railway Interoperability Directives and to modify the Regulation establishing a European Railway Agency and the Railway Safety Directive. Communication of the Commission to the Council and the European Parliament: "Facilitating the movement of locomotives across the European Union", COM(2006)782 final of 13 December Proposal for a Directive of the European Parliament and of the Council on the Interoperability of the Community rail system, COM(2006)783 final of 13 December Proposal for a Directive of the European Parliament and of the Council, amending Directive 2004/49/EC on safety on the Community's railways, COM(2006)784 final of 13 December Proposal for a Directive of the European Parliament and of the Council, amending Regulation (EC) No 881/2004 establishing a European Railway Agency, COM(2006)785 final of 13 December Commission staff working document accompanying the Communication from the Commission to the Council and the European Parliament "Facilitating interoperability of locomotives across the European Union", SEC(2006)1640, 1641 and 1642 final of 13 December The document also reminds the principles related to railway interoperability directives (annex I), compares the placing in service procedures applicable to rolling stock (annex II), reminds the principles related to the railway safety directive (annex III) and to the mutual recognition (annex IV), lists the technical parameters (annex V) and presents the homologation guide proposed for existing rolling stock (annex VI). Among the proposed measures is a Communication on the amendment of several legal instruments in order to facilitate the cross-acceptance of railway rolling stock. Locomotives and other vehicles that can operate in one Member State are not necessarily accepted for operation in another Member State under current rules. Sometimes national safety rules are contradictory. In Italy, fire extinguishers on trains must contain CO2 powder and no foam, while Austria requires fire-extinguishers to be filled with foam whereas CO2 is not allowed! Furthermore, railway undertakings wishing to operate international services undergo repeated approval procedures for their rolling stock in each Member State. This often requires the provision of evidence that is not mutually recognised between Member States and can cause delays and costs. Certification may take up to 3 years to complete and is unnecessarily costly due to duplication. Another initiative aims to streamline the certification process of rolling stocks by introducing cross acceptance of national tests and checks. The current lack of interoperability across the EU obliges, for example, operators to change locomotives and train drives when they cross borders. Although the European Community launched an ambitious common standards programme to overcome these obstacles, the pace of their introduction depends on new investments in the network and rolling stock. The transition towards new standards and the introduction of measures to facilitate cross border operations on the existing network therefore needs to be accelerated.

75 Railway transport and logistics 2/ A Directive on the interoperability of the trans-european high-speed rail systém /96/48/EC of 23 July 1996, OJ L 235 of 17 September 1996/ and another dealing with interoperability of the trans-european conventional rail systém /Directive 2001/16/EC of 19 March 2001, L 110 of 20 April 2001/ also need to be amended in order to facilitate cross-acceptance of rolling stock. Both Directives aim to harmonise technical standards in rail transport by requiring the Commission to develop Technical Specifications for Interoperability. However, a single technical specification is sufficient for both conventional and high-speed rail systems, rendering the separation of the two directives unnecessary. The Railway Safety Directive /Directive 2001/16/EC of 19 March 2001, L 110 of 20 April 2001/ will be modified by amending the article which defines the conditions under which rolling stock used in one Member State can be allowed to run on the network of another Member State. The mutual recognition of operating in-use rolling stock is proposed: rolling stock that has already been approved for service in one Member State shall not be submitted to the same or an equivalent procedure in another Member State, except for specific, national requirements. Finally, the Regulation establishing The European Railway Agency /2004/881/EC of 29 April 2004, OJ L 164, 30 April 2004/ has been amended. The Agency will be mandated to develop a reference document with information on all the national rules in the domain of placing in service of railway rolling stock. Equivalent rules used in several Member States will be linked in order to facilitate cross-acceptance of rolling stock. The Agency will also organise the activities of the network of national railway safety authorities in order to reduce the number of national safety rules and to identify equivalent national rules. Finally, the Agency will be asked to elaborate opinions on technical issues at the request of the Member States or the Commission. References 1. Ing. Radoslav Valovič Department of Railway Transport Faculty of Operation and Economics of Transport and Communication University of Žilina Univerzitná Žilina Radoslav.Valovic@fpedas.utc.sk. Reviewer: Ing. Martin Kendra, PhD., University of Žilina

76 Railway transport and logistics 2/ THE MOBILITY AND THE ECOLOGICAL TAX REFORM Peter Petrušek Introduction The public transport ensures the transport demands of the population. It is one of basic services. In the recent years we are the witnesses of negative divisions of the transportation labour. The performances in the public transport decreased and individual motoring was increasing. The individual motoring is connecting with many negative effects on the environment and human life. One of the ways to stop the negative effects of motoring is the ecological tax reform. 1. The ecological tax reform The ecological tax reform (ETR) reflects the polluter pays principle to internalize the costs on polluters. The objectives of ETR are to reduce energy consumption, gas emissions and to reduce unemployment. On the other side the ETR promotes the environmental measures: local public transport, track transport, natural gas in this transport sector, low sulphur containing fuels and efficient combined heat and power plants. The ETR ensures the social equity and the revenue neutrality. The great experience with ETR has the Germany where ETR was introduced in The mineral oil taxes on transport fuels increased steady by + 3, 07 Ct/litre p.a. in the period The ecological tax reform brought the tangible environmental improvements (Table 1): For the first time since establishment of the federal republic of Germany, fuel consumption, and hence CO2 emissions in the transport sector fell for four years in a row ( ), whereas prior to this they were increased almost every year without exception. As a result, CO2 emissions were cut by round six to seven percent compared with the high of The main reasons behind the decline in fuel consumption were primarily the adoption of fuel-conserving driving practices, a reduction in the mileage driven, and initial success in attempts to reduce the specific fuel consumptions of new vehicles. Since 1999, the number of passenger using public transport has increased for the first time in many years. As wall as the reduction in fuel consumption, the number of natural gaspowered vehicles in Germany also increased by 2,000 between 2000 and 2004, to more than 20,000 in total. This reflects the tax advantage of using natural gas in the transport sector, as well as the commitment to develop a nation-wide network of natural gas filling stations. The number of new registrations of five- and three-litre cars has also increased significantly (cars that require five or three litres of fuel respectively to travel 100 kilometres). According to the figures provided by the umbrella organisation for German car Sharing providers, the number of costumers that are members of a car sharing organization increased by 26 percent in Table 1 shows the following increase. The next effect of ETR was the reduction of greenhouse gases by 19 % in period (target - 21 % in /12).

77 Railway transport and logistics 2/ The next measures on EU level for climate protection: European climate change program (ECCP) Environmental action program (6.EAP) EU wide emissions trading Energy taxation Ecolabelling for CO2 emissions of cars Several other directives and measures. Directive 2003/96/EC includes the next success of ETR that it gives the minimum rates of taxation for motor fuels, heating fuels and electricity and transition directive of the EU energy tax directive for acceding member states 2004/74/EC. Table 1: The experiences of ETR in Germany Indicator Transport fuel sales - decrease Passengers in public transport - increase Passengers Car- Sharing The development in the Slovak republic Table 2 presents the development in passenger transport especially in public transport and in individual motoring. Table shows that the performances expressed in number of the transported passengers in railway transport significantly decrease in period by 24.6 % and in the bus transport by 27.9 %. The individual motoring significantly increases by 6.3 %. Table 2. The performances in public transport and in individual motoring in Indicator Transported passenger in the railway transport (thous.) Decrease of transported passenger to 2000, % Transported passenger in bus transport (thous.) Decrease of transported passenger to 2000, % Transported passenger in individual motoring (thous.) Increase of transported passenger in individual motoring, %

78 Railway transport and logistics 2/ The table shows that the highest decrease in the number of passenger kilometres and the divisions of transportation labour remarked the railway transport in the year 2003 when the railways (ŽSR, a.s. and Železničná spoločnosť, a.s.) closed 25 regional railroads ( -13.2% ). Up to now the railways renewed the operations on 12 railroads, entirely or partially. So great decrease showed also the bus transport in the same period (- 7.1 %). The bus enterprises reduced the number of connection too. On the other side the individual motoring had mild increase (+ 0.4 %). The passenger used other type of transport cars, bicycles. Table 3 presents the development of the number of passenger cars. Table 3: The development of passenger cars in Indicator The number of passenger cars to 12/31 Percent rate of increase of passenger cars to year 2000, % The passenger car number increased by 2.3 % in the following period, but the highest increase was in % (Table 2). The following decrease was caused by increase of fuels and compulsory contractual insurance. The motor fuels prices increased by 12.2 % average (Table 4). Table 4: The motor fuel prices (SKK/l) Indicator Petrol 91 N Petrol 95 N Diesel oil The above mentioned facts show that the increasing of motor fuels prices can influence the individual motoring, but not so much how we request. The main factors influenced the individual motoring are the quality of public transport and the wage scale. The significantly importance has the production of passenger vehicles in new factories PSA Peugeot Citroen Trnava and Kia Motors Žilina. The motor fuels price is one of the main branches of transport expenditures especially expenditures connected with the operation of personal transport equipment. The main question is how is the range to increase the motor fuels price in relation to ETR. Table 5 shows comparison between tax rates in the Slovak republic (Act 98 /2004) and Directive 2003/96/EC (the exchange rate SKK/Euro = ). Table shows that fuel taxes in Slovakia exceed the minimum rate expressed in Directive 2003/95/EC. The fuel taxes significantly influence the total fuel prices. The petrol and diesel oil prices are also relative high for an EU 15 average. The main role of fuel taxes is in filling the state budget. The further tool is the vehicle tax (former road tax) which belongs to the local taxes now. There is the chance to reduce the tax on the vehicles that fill emissions limits EURO 2 and higher. The next is to give tax-free status for the vehicles used in public transport. Ecological reasons result in the introduction of vehicles using alternative fuels (LPG).

79 Railway transport and logistics 2/ Table 5: Comparison between consumption tax in SR and Directive 2003/96/EC Indicator Directive 2003/96/EC Euro per litres Act 98/2004 SKK per litres Euro per litres Difference in Euro Petrol unleaded Petrol leaded Diesel oil Conclusion The environmental tax reform is one of the occasions to change the divisions of the transportation labour and protect the environment. Positive effects of ETR come from positive experiences from Germany. The fuel taxes should not be only income branch of state budget but also the environmental tool. The negative effects on environment we can reduce also using of the alternative fuels and supporting low emissions vehicles. Literature 1. http./ Štatistická ročenka SR 2006, Bratislava VEDA, Štatistický úrad SR, Doprava a životné prostredie 2006,Bratislava VEDA, Štatistický úrad SR, Ing. Peter Petrušek external PhD. student Faculty of Operation and Economics of Transport and Communication University of Žilina Univerzitná Žilina petrusek@post.sk Reviewer: doc. Ing. Ondrej Buček, PhD., University of Žilina

80 Railway transport and logistics 2/ HARMONISATION OF DIRECTIVES OF THE INTEROPERABILITY OF THE COMUNITY RAIL SYSTEM Peter Ihnát Introduction European commission passed for support railway transport, a lot of decisions, decrees and recommendations, which significantly contribute to increase European railway transport at the European railway network. But time shows, that in railway sector is appear the whole ranks open questions, which need immediately deal with. One of them are national procedures for the approval of locomotives are currently regarded as one of the biggest barriers to the creation of new railway companies in the freight sector and a major obstacle to the interoperability of the European railway system. Since no Member State can decide on its own that the authorisation for placing in service which it issues will be valid on the territory of other Member States, a Community initiative is needed to harmonise national procedures, simplify them and apply more systematically the principle of mutual recognition. Central to the work of the Commission in Europe is The aim of simplifying and modernising the regulatory environment in Europe and exactly meeting this cross-cutting strategic objective has led the Commission to develop and pursue a far-reaching Better Regulation agenda, with a view to making further progress towards the Lisbon objectives for jobs and growth. It is in this framework that the consolidation and merger of the Directives on railway interoperability are proposed. The proposal is part of a wider initiative designed to improve the technical part of the regulatory framework for rail, namely the Railway Interoperability Directives, the Railway Safety Directive and the Agency Regulation. Thirdly, with its ten years' experience of implementing the Interoperability Directives, the Commission has a duty to propose several improvements to the technical part of the regulatory framework. This proposal concerns the consolidation, recasting and integration of the Railway Interoperability Directives. It should be read with the joint proposals on amending Regulation (EC) No 881/2004 establishing a European Railway Agency (hereinafter referred to as "the Agency") and Directive 2004/49/EC on safety on the Community's railways. Interoperability Interoperability is fundamental condition for function Trans-European conventional and high speed railway systems. It represent ability of transport system allow secure a uninterrupted movement means of transports, which reach specific levels of performances determining for system on the traffic infrastructure. This ability reside in implementation control, technical and operational conditions by preserve basic requirements at the individual systems. Trans-European railway network were with context our expanse separated at the two systems :

81 Railway transport and logistics 2/ Trans-European High speed railway system Trans-European high speed railway system consist of infrastructure included routes and stable equipments Trans-European transport network, which where constructed or reconstructed for high speed and from means of transport appointed at the moving along these infrastructures. For booked of required performances, safety, service quality and minimalization costs must by booked our reciprocally compatibility at the high level. Trans-European conventional railway system Trans European conventional railway system consist of infrastructure Trans -European transport network, which were introduced in Decision No.1692/96/ES European parliament a Council from 23.júly 1996 together with devices for transport management, navigation systems, monitoring systems, technical installation for data processing a telecommunications for distance management passenger and freight transport. Today s researches shows that the distinction between a high-speed rail system and a conventional rail system does not warrant two separate directives. The procedures for developing technical specifications for interoperability are the same for both systems, as are those for the certification of the interoperability constituents and the subsystems. The essential requirements are practically identical, as is the subdivision of the system into subsystems for which technical specifications have to be prepared. Moreover, since trains have to be able to move freely from the high-speed network to the conventional network, the technical specifications for the two systems overlap to a large extent; Work on developing the TSIs has shown that, for certain subsystems, a single TSI can serve for both systems. It is therefore appropriate to combine Directives 96/48/EC and 2001/16/EC. Directive 2004/50/EC provided for the progressive extension of the scope of Directive 2001/16/EC as new TSIs were adopted or existing ones revised. When this Directive comes into force, its scope will cover conventional and high-speed European networks as defined in the Community guidelines for trans-european transport networks, and the rolling stock likely to travel on those networks. Proposal measures The commissions proposed to simplify the procedure for placing of locomotives in service. For freight wagons and passenger carriages placed in service after this Directive has entered into force, a single authorisation for placing in service issued by one Member State of the Community should suffice. In the case of rolling stock placed in service before this Directive enters into force and not bearing an "EC" declaration of verification, it should be made clear that the Railway Safety Directive applies. In the case of rolling stock bearing an "EC" declaration of verification, the only criteria which a safety authority may check with a view to issuing an authorisation for placing in service should be comprehensively identified. In the case of vehicle series produced from a type, Member States should be allowed to issue batch authorisations for placing in service. The general proposal simplifies the administrative procedures applicable to bodies and private individuals. Rolling stock which has already been authorised for placing in service in one Member State will only have to undergo additional certification in another Member State if there are additional national requirements (for example, because of the characteristics of the local network). Conclusion A matter of central importance which still has to be improved in order to facilitate the free movement of trains is the procedure for approving locomotives. According to the manufacturers and the railway companies, often these procedures are still very long and very expensive; in their view, certain requests from the competent authorities have little justification on a purely technical level.

82 Railway transport and logistics 2/ Simplification of the procedures for placing rolling stock in service makes rail transport more competitive. By reducing the costs of the transport chain, it contributes to the competitiveness of industry as a whole in the European Union. A dynamic rail sector also reinforces the European railway industry's position as world leader and safeguards jobs in the sector. More competitive rail transport will also contribute to the European Union's basic commitments as regards sustainable development and addressing climate change, which are results of excessive environmental pollutions. Literature 1. Proposal of Directive European parliament and Council of the interoperability of the community rail system COM (2006)783 final version, Brussels 13.december 2006; 2. Ihnát, P.: Interoperabilita železníc spoločenstva, Železničná doprava a logistika, Elektronický odborný časopis katedry železničnej dopravy Žilinskej Univerzity č. 2/2006 strana , ISSN Ing. Ihnát Peter Železničná spoločnosť Cargo Slovakia, a.s. Sekcia informačných a komunikačných technológií Železničná 1, Košice Ihnat.peter@zscargo.sk Reviewer: Ing. Eva Nedeliaková, PhD., University of Žilina

83 Railway transport and logistics 2/ ŽEL-RAIL 2007 On September 18-21, 2007, the railway station in Vrútky in the Slovak Republic will be the site of the 9 th year of ŽEL-RAIL 2007, the International Information-Contractual Exhibition of products and services for railway transport. The event will take place under the auspices of the Minister of Transport, Post, and Telecommunications, Mr. Ľubomír Vážny. The main, and by now traditional sponsors of the event include the Directorate General of the Railways of the Slovak Republic, the railway company Cargo Slovakia and the Railway Company Slovakia. Professional guarantees for the event were issued by the Union of European Railway Engineers (UEEIV), University of Žilina, the Association of Railway Engineers in the Slovak Republic, the Research and Development Institute at RSR, and the Science and Technology Society at the University of Žilina. In addition to offering a unique opportunity for firms to present their products and activities at the exhibition, the organizers of the event have cooperated with University of Žilina to include presentations of the most recent research on railway technology, as part of RAILINFORM, the week of accompanying activities. An international conference titled High- Speed Railways, concerning the modernization of high-speed railways, will take place during the first day of the event. It will be followed by an international conference: Current Issues in Railway Vehicles PRORAIL, Also included in the event will be the awarding of Gold Medals, ŽEL-RAIL 2007, which will take place in the evening hours of the first exhibition day. The ŽEL-RAIL Gold Medals are awarded to the best exhibits presented at the event and the decisions are made by a committee composed of experts in the area of railway transport, as well as top university researchers in the field, so guaranteeing the quality of the award-receiving exhibits. As in the years past, the organizers seek to make the ŽEL-RAIL 2007 event attractive to the Slovak and Czech railway elite, as well as to notable producers and service providers from Germany, Austria, Slovenia, England and Russia. ŽEL-RAIL 2007 will also be remembered for the traditional rides on the nostalgia train traveling between Žilina and Vrútky, screenings of railway-themed movies RAILFILM 2007, and a mini-exhibit of model railways, among other activities. The ŽEL-RAIL 2007 exhibit by now belongs to the oldest event of its kind in its home country, as well as across Central Europe, as it enters its 9 th iteration. We expect the participation of about one hundred exhibitors and passing the threshold of 50,000 visitors from the widest public. The exhibit promises an interesting experience, unique in its content and useful from the perspective of building the infrastructure of pan-european transport corridors, for railway technology experts, as much as the public and railway transport enthusiasts.

84 Railway transport and logistics 2/