TWO BIRDS WITH ONE STONE THE INTERMODAL TRANSPORT CHAIN ITS OPERATIONAL EFFICIENCY AND PERFORMANCE MANAGEMENT FOR REDUCTION OF CO2 1st Southeast European Congress on Supply Chain Management , 11 - 12 November 2011 , Greece Natasa Gojkovic Bukvic 1,2 natasagb@gmail.com 1.Logistics Management Consultancy 2. LUM University Jean Monnet
Creation of intermodal logistic chain using short sea shipping and railways finalizing to a two main objectives: - reduce road congestion and - reduce of CO2 emission
Connecting Southern part of Europe using intermodal transport chain ( short sea shipping (Ro/Ro) and railways ( Croatia, Montenegro, Bosnia and Herzegovina, Serbia, Romania and Bulgaria- electric trains) and in that case eliminate road transport means directly reduction of road traffic and of course enormous reduction of CO2
 The starting point is to find sustainable transport and welcome the development of infrastructure changing as a policy instrument to contain and reduce congestion and reduce environmental impacts. As regards of the automatic link between economic growth and growth in freight transport, the solution is not in reduction of transport but in redistribution between modes. This is a reason why a project idea could have success. In this case we are not only talking about a redistribution between modes of transport but also implementing a new corridor. For example it could be interesting to canalize transport from South Italy or even South EU (Spain, Portugal, ecc.) through short sea shipping and block trains.
The aim of this paper is to present a project address to promoting operation efficiency through performance management and creation of a new intermodal transportation chain, with consequence on CO2 reduction, fuel saving, climate change and better environment.
The idea is based on two main aspects which are intermodal transportation best practice and online benchmarking pilot trial in a new international intermodal transportation chain connection .
In order to achieve a reduction, different measures could be taken. The one commonly suggested is a shift in transport mode, from faster, more polluting road transportation into slower and less polluting modes such as rail and sea transportation. In this way the flexible and available truck transport is combined with low cost, CO2 efficient, rail transport for the longer part of the journey
Eurostat (2011) data shows that with this type of mode shift CO2 emission can be reduced by 20-50%, or more, depending on how the electricity for the train part is produced. With a share of 19,5% of total emissions in 2008, transport is the second largest source of emissions in the EU and it is the sector that has exhibited continuously growing emissions (Eurostat 2011).
Figure 1. Greenhouse gas (GHG) emissions by transport mode, 2004 Source: European Environmental Agency *Data cover diesel (and some coal-powered) trains only: electric traction is therefore excluded (http://epp.eurostat.ec.europa.eu/statistics_explained/index.php/Transport_energy_consumption_and_emi ssions)
 Project Idea Our project idea starts from creation of unaccompanied combined transport chain of intermodal transport units in South East Europe between Bari Logistic Center and Logistic Railways Terminals in Bosnia and Herzegovina, Serbia, Romania, Montenegro, Croatia and Bulgaria. In this way could be avoid the road traffic and reduction of CO2 using short sea shipping by Ro/Ro vessels and block trains.
Intermodal transport has been strongly advocated because of environmental concerns and safety reasons. The startup action should be to organize railways practice in all Balkan countries (see above) mixing private and public consortium which will be able to move merchandise from/ to Southern Europe to/from Eastern Europe.
 The aim of European Union policy has been to reduce and in the future to eliminate technical and operational differences among national railway systems and achieve harmonization in terms of technical specifications for infrastructure, signaling, telecommunications and rolling stock as well as certain operational rules (CEC 2001; CEC 2006). This means that mentioned group should create common intermodal policy and at the same time create a program of intermodal best practice, operational efficiency and performance management.
 Figure 2. Step for success
Establishing on line benchmarking (OLB) of the new intermodal transport chain which will be easily run with possibility to compare own performances through benchmarks for similar operations. In this case we are able to reduce costs and emissions improving efficiency.
 intermodal transportation chain could established a good baseline to develop further strategies and to meet the needs of the road haulage sector at all levels in cutting its environmental impacts. This means to find and promote sustainable transport development as a tool to change policy to contain and reduce congestion and reduce environmental impact. OLB would enable users to access performance improvement information specific to their operation. This would offer relevant advice and operational improvements.
This project could give outputs for Governments and freight operators:  Governments would benefit in high mobility of freight and persons, obtain information regarding sustainable distribution, reducing carbon emissions, accidents and congestion  Operators would benefit in better understanding of their own comparative performance, competitiveness and priorities to improve business performance and productivity. Finally we could say that intermodal transportation best practice is environmental friendly. THANK YOU FOR YOUR ATTENTION