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Why Intermodal Traffic Volume in Germany

(More Than) Doubled Within 10 Years!

Rainer Mertel

KombiConsult GmbH, Frankfurt am Main

Email: rmertel@kombiconsult.com

MINISTRY OF TRANSPORT, POSTS AND TELECOMMUNICATIONS

Conference on „Infrastructure Of Intermodal Transport“

Bratislava – 19 March 2010

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Budapest

BucurestiBeograd

Sofia

Istanbul

Bratislava

Ljubljana

Wien

Rotterdam

Duisburg

München

Nürnberg

Hannover

HamburgBremen

Thessaloniki

A

H

RO

GR

BG

TR

IT

D

NL

Köln

Praha

TriestSLO

HR

Zagreb

SCG

MK

Antwerp

B

Skopje

Project corridor

CREAM Project

FP6 project, co-financed by European Commissionwww.cream-project.eu

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Project objectives

Achieve competitive rail freight and intermodal rail/road

services on CREAM corridor by: Catching new freight markets such as temperature-controlled

cargo for intermodal services by applying innovate technology Improving border crossing processes and enabling

interoperable operations Developing quality management system(s) Enhancing data exchange and information flow Implementing efficient and customer-oriented rail operation

schemes such as gateway/hub systems Upgrade intermodal terminals and management

CREAM Project

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Unaccompanied intermodal rail/road traffic 1998-2008

Intermodal Traffic In Germany

-

10

20

30

40

50

60

70

80

1998 2005 2008

Million gross tonnes

Source: Statistisches Bundesamt; KombiConsult calculations

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Unaccompanied intermodal barge/road traffic 1998-2008

Intermodal Traffic In Germany

Source: Statistisches Bundesamt; KombiConsult calculations

-

5

10

15

20

25

1998 2005 2008

Million gross tonnes

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Why doubled intermodal traffic volume?

Domestic traffic in Germany: implementation of block train

systems shifting responsibility for service profiling and

economic risks from railways to intermodal operators International traffic: extension of block train systems to

virtually all corridors: Catching new European markets Faster, road-competitive services Cost-effective rail production: shuttle and gateway services Synchronized time-schedules Multiple daily departures Building European networks

Improvement in rail infrastructure: loading gauge etc.

Intermodal Traffic In Germany

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Why doubled intermodal traffic volume?

Competition on rail traction services on domestic network

since 2000, and on important international lanes such as the

Brenner as of 2001: Cost control Service quality improvement

Competition on intermodal operator level: Innovations in services, technologies and business models Tapping new freight market potentials

Booming economy

Growth of global container flows

Intermodal Traffic In Germany

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Why doubled intermodal traffic volume?

EU enlargement driving especially marine container traffic

Improved cost competitiveness with road: Fuel cost increase Saturated truck capacities Limitations on truck drivers Restrictions on truck drivers’ working hours

Massive enlargement of intermodal terminal capacities

(not only) in Germany

Intermodal Traffic In Germany

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4 categories of intermodal terminal investments

Intermodal Terminal Investment Programme In Germany

OwnershipFinancial sources /

state subsidy

2007 share of total handling capacity

(estimated)

DB NetzFederal state (BSchwAG):100% of eligible cost

24 %

Private companies

Federal state (FKV):up to 85% of eligible cost

56 %

Private companies

Various (regional funds, EU): 30-50 % of investment

15 %

Private companies

100% privately financed 5 %

Source: KombiConsult

Since 1998 the overwhelming majority of investments has been implemented under the FKV funding regime.

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General information on Directive “FKV”

First coming into effect: March 1998

Currently, the 4th edition is being applied due to expire on

31 Dec 2011.

Prerequisites for every renewal: Evaluation study (carried out by Hacon and KombiConsult) Notification by European Commission

Germany is committed to promoting intermodal traffic only

through the funding of the construction of terminals. There

are no other instruments such as operational subsidies;

discounts on fuel or infrastructure access fees; funding of

intermodal equipment or information technology.

Directive For Funding Intermodal Terminals

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Principles of funding

Eligible beneficiaries: only private companies

Terminal categories: rail/road; barge/road; trimodal facilities

Measures: new terminals and enlargement measures

Purpose: ensuring handling rate in line with market

What’s funded: all items and facilities required for enabling

the transhipment of intermodal units.

Max. funding rate: 85% of eligible costs

Directive For Funding Intermodal Terminals

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Principles of funding

Prerequisites for funding: Private capital doesn’t ensure viability (10y business plan) Ensuring non-discriminatory access (public terminal) No cannibalization of existing terminals, also cross-border Public tendering of terminal management (investor may not hold

more than 50% of shares of operating company) Public tendering of all investments Bank guarantee corresponding to funding amount Commitment to operate facility for 10/20 years

Procedure: Application at any time (no call!) Formal application to federal authorities

Directive For Funding Intermodal Terminals

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Impacts of directive

Directive For Funding Intermodal Terminals

Total subsidies 1998 – 2007: € 510 million

Total handling capacity created: 3.6 million loading units

Annual traffic shift effect (2006): 34 million tonnes

2.1 million truckloads

Environmental benefit (2006): € 465 million

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Intermodal Traffic In Germany

Germany’s terminal

map 2008

Source: KombiConsult

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Intermodal Traffic In Germany

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