Dry Ports / Logistic Platforms: essential tools for developing combined transport & transcontinental rail freight

Bangkok, 18 March 2014

UNESCAP

Dr. Miklós Kopp, Director Freight at UIC

Global trade is growing and fuels the need for transportation:“global logistics has to fit with local logistics”

Globalisation fuels economic

growth

Economic growth requires even

stronger growth of transportation

Transportation / Logistics enable

globalisation

Rail can be used to support the transportation required by globalisation:

combined transport is part of the logistics solution

Segments Commodities Share of volume Competitive environment

Coal, Steel

Constructionmaterials

~ 35 %

Traditionally barge Competition

Focus of intra-modal rail competition

Price decline

Chemicals

Paper and pulp~ 50 %

Focus of road competition

Complex production process, high barriers to entry

Finished goods

Containerizedgoods

~ 15 %

Strong road competition

Subsidized in several geographies

Full Train

Single Wagon Load

Intermodal

DIOMIS: CT volume forecast 2005-2015

260 M206

268

+5%-20%

+3%+36%

125 M

0

50

100

150

200

250

300

2005: DIOMISSituation

Report 2005

2007: DIOMISSituation

Report 2007

2008 Forecast 2009 Forecast 2010 2015: initialforecast

2015: Revisedforecast

(Impact of therecession!)

2018

Mill

Gro

ssTo

ns

Steady increase for combined transport volumes in Europe UIC has a dedicated structure: The Combined Transport Group

Average annual growth of +7%

3.863.110    

7.065.030    

4.678.050    

2.510.730    Domestic Continental 

Domestic Maritime

International Continental 

International Maritime

Unaccompanied Combined Transport Volumes, 2011 TEU carried by CT market segment, 2011

Maritime/hinterland continues to keep its leading position with a share of 53% yet slight decline vs. 2009Domestic maritime still largest market segment Continental witnessed strongest growth rate

2011: new record high with 18 Mio TEU

Continental  Maritime Total 

Domestic CT  3.863.110            7.065.030            10.928.140         

International CT 4.678.050            2.510.730            7.188.780           

Total CT 8.541.160            9.575.760            18.116.920         

CT market segment (TEU)

2009 2011 2009 2011 2009 2011 2011/2009

Domestic CT  3,010           3,863           6,442           7,065           9,452           10,928        15,6%

International CT 3,708           4,678           2,416           2,511           6,124           7,189           17,4%

Total CT 6,718           8,541           8,858           9,576           15,576        18,117        16,3%

CT market segment

Continental  Maritime Total 

Source: UIC “2012 Report on Combined Transport in Europe” by KombiConsult

Unaccompanied Combined Transport Volumes

Goods moved in international CT in Europe since 1988

Growth 2011/1988:

+ 450%

Source: UIC “2012 Report on Combined Transport in Europe” by KombiConsult

RORO

BGBG

HUHUSISI

SKSK

CZCZ

PLPL

LTLT

DEDE

DKDK

NLNL

GRGR

LULU

FRFR

ESES

PTPT

ITIT

ATAT

SESE

FIFI

LVLV

GBGB

IEIE

EEEE

CHCH

MDMD

NONO

TRTR

UAUA

BYBY

RURU

RURU

ALAL

MKMK

BABA

HRHR

RSRS

29%

Southampton

27% Felix‐stowe

5.7%

Le Havre

40%

Zeebrugge

12.5%

Antwerpen

11.2%Rotterda

m

45.7%

Bremerhaven

36.8%

Hamburg

43%

Göteborg

22%

Gdynia

5%

Gdansk

10.7%

Barcelona

8.5%

Marseille

23.9%

Genova

27.6%

La Spezia21.6%

Livorno

19.4%

Ancona

22.6%Trieste

61%Koper

5.2%

Napoli

28.7%Gioia Tauro

16.0%

Taranto Total container hinterland volume

Rail’s  share of container hinterland volume   

Rail’s share of hinterland container transport, 2011

According to worldwide logistics provider: Europe remains the first market for logistics services in the world65% of European exports are for EuropeStrong demand for intermodal solutions (maritime & continental) : potential to further develop hinterland offer out of ports

Source: UIC “2012 Report on Combined Transport in Europe” by KombiConsult

2011 © HHLA Intermodal GmbH

PunctualityFor many customers punctuality is more

important than the actual transit time

ReliabilityContinuous compliance of guaranteed

capacities

FrequencyIncreasing reliability by frequently

departures

Flexibility Ability to respond to varying volumes

Density Dense hinterland network

Price-Performance

Competitiveness to direct road transport

Security Avoiding damages or theft

InformationSeamless bi-directional IT-process of

booking, order processing, billing as well

as tracking and tracing

Customer demand according to roadIncreasing container carriers size: 16000 TEU todayCongestion restrains storage and marshalling possibilities Limited inland connections capacity by all modesDelays appear in the supply chains

OVERALL TRENDS

source

9

Top terminal areas and seaport-related terminals

10

Need to build an infra- & operator-efficient CT network

Industrialized production

multi-frequency shuttle & direct services between key economic areas

small- and medium-size areas served by shuttle via gateway/hub

high level of inter-connectivity at hubs

Etc.

50 CT trains/day

Wien

Budapest

Roma

Paris

Madrid

Praha

Warszawa

Inland transport area

Sea and ferry porttransport areas

Ljubljana

Rotterdam

Valencia

Barcelona

Perpignan

Avignon

LyonNovara

Milano Verona

BolognaGenova

Livorno

La Spezia

Padova

Wels

GrazSalzburgMünchen

Singen

Basel

AntwerpenZeebrügge

LilleLe Havre

Marseille

GenkKöln

NeussDuisburg

Ludwigs-hafen

Nürnberg

Hamburg

LeipzigHannover

RostockLübeckBremerhavenWilhelmshaven

Bari

Napoli

Catania

Taranto

Gioia Tauro

Pamplona

Gdynia

Poznan

WroclawKatowice

Lisboa

Tarragona

Zaragoza

Trieste/Koper

50 CT trains/day

Wien

Budapest

Roma

Paris

Madrid

Praha

Warszawa

Inland transport area

Sea and ferry porttransport areas

Inland transport area

Sea and ferry porttransport areas

Ljubljana

Rotterdam

Valencia

Barcelona

Perpignan

Avignon

LyonNovara

Milano Verona

BolognaGenova

Livorno

La Spezia

Padova

Wels

GrazSalzburgMünchen

Singen

Basel

AntwerpenZeebrügge

LilleLe Havre

Marseille

GenkKöln

NeussDuisburg

Ludwigs-hafen

Nürnberg

Hamburg

LeipzigHannover

RostockLübeckBremerhavenWilhelmshaven

Bari

Napoli

Catania

Taranto

Gioia Tauro

Pamplona

Gdynia

Poznan

WroclawKatowice

Lisboa

Tarragona

Zaragoza

Trieste/Koper

Existing international hubs

TIGER PROJECT

The concept is to create an inland dry port linked to the maritime port by efficient shuttle trains

The Rail link carries long trains created either in one port or resulting from the bundling of two trains coming from two ports

The dry port is a freight village including an intermodal terminal, a marshalling yard or a hub, a conventional terminal and a logitics area. From this dry port trains depart serving the hinterland

Demonstrator at Munich Riem for Hamburg and at Rivalta Scrivia for Genova are in progress

ITALY: a network of Interporti

12

Scattered production areas

Economy struggling: need for efficient and cost effective distribution solutions

Reorganization of rail services:

hub & spoke

-Hubs: Milano, Cervignano, Bologna

-Emergence & organization of INTERPORTI

Source: UIR 2012

Intermodality key for serving the hinterland

Barcelona - Zaragoza Aims of the rail strategy Further develop the

hinterland – use of Zaragoza, this is even more needed as ships getting bigger

Secure commitment from large volumes and big customers

Improve the competitiveness of corridors

Provide add-on services: empty storage, container repairs etc.

MadridZaragoza

BurgosVitoria

Bordeaux

Toulouse

Perpignan

Paris

Ludwigshafen

Lyon

Antwerp

Lleida

Strasbourg

LivornoGenova

Roma (Civitavecchia)

Tunis

Lisboa600 km

300 km

TangerMed

Noaín

Tarragona

Arrúbal

Entrocamento

Leixoes

Barcelona

SPAIN :

Source: Port of Barcelona, GRFC 2012

Luxembourg: General context in terms of multimodal development

Few industries, Few local volumes

• Central location• Important international transit• Attractive frame for creating logistical

activities• Important neighbor markets• Intersection of major rail and road

corridors

Limited capacity for developing

organic huge rail volume

Opportunity to stop flows

Need to create “ value for money solutions”

answering to the main pains of rail

Need for Luxembourg

specific solutions

QUALITY – FLEXIBILITY – CUSTOMER SERVICE – COSTS EFFICIENCY

Source: CFLMM, GRFC 2012

For rail to be fully competitive with other transport modes like deep-sea shipping in Asian European transports it is vital to have regional distribution networks at hand.

Global supply-chains do not end/begin in a major European hub. There is need for distribution/collection of cargo at the door of our European costumers.

This means that a reliable network is needed to feed and de-feed the big international rail hubs.

When East meets West: Global flows need regional distribution

15

16

To exploit the huge market potential, Eurasian rail services need to be improved significantly along key levers

17

The GRFC tries to encourage greater exchange on a global level among all stakeholders

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Thank you for your attention

kopp@uic.org

www.uic.org/diomishttp://www.uic.org/spip.php?rubrique1711