international conference on intermodal transport

North South Conference - 26/04/2013 -

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International conference on intermodal transport

By Jean-Marie Millour, Managing Director of SPC France


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European Intermodal hot topics…

… for Shortsea Traffics


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Three hot topics for Euromed shortsea traffics

1. A real intermodal loading unit for shortsea door to door

2. A concrete incentive to support decision makers to shift to sea

3. A single transport document and liability regime for intra-European intermodal transport


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The eurocontainer 33 pallets45’ palletwide HC

The Euromed container, the only 100% intermodal loading unit

Swap bodies

ContainerEurocontainer 33 pallets


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In Europe, the reference transport unit is the semi-trailer or swap body (can load up to 33 pallets) Advantages: suitable to europallets and customer

needs Drawbacks: not really intermodal, not stackable

Worldwide, the reference intermodal loading unit is the maritime ISO container Advantages: fully intermodal and stackable Drawbacks: not adapted to European shipper’s needs

(only 26 europallets for the 40’ dry)

The eurocontainer 33 pallets(alias the 45’ pw container)


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Market has already chosen: eurocontainer 33 pallets is THE solution for Euromed shortsea and intermodality Eurocontainer, the only loading unit 100% intermodal 45’ pw can be used with all modes of transports (short sea, river,

rail, road)

Technical and operational details: in its dry version, this container is:

Internal dimensions: 13,5m x 2,45 x 2,46 capacity: 89,1 m2

It can be curtain-sided to allow lateral (un)loading, as a semi-trailer. There is space for 33 euro-pallets, as a semi-trailer.

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Combine advantages of the semi-trailers and the ISO containers

Can be handled with usual handling equipment Secure the goods during transport and transhipments Can be stacked up to seven heightsAlso exists in reefer, tank and open top 45’ pw versionPerfect for intra-Europe traffics



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Eurocontainers 33 pallets in Europe• More than 150 000 containers in operation in

2011. – Even more now

• Many dedicated services from South Mediterranean to North Europe– Morroco - France - Russia– Spain - France– ...


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Ecobonus, Ekobono, Ecomer, FLYTT

Effective incentives to overcome structural competitiveness deficit


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A new way of thinking

• Until now, financial support programs were targeting the “supply of transport” (service and infrastructure)

– Marco Polo, TEN-T, etc.• We can say now that this is not the optimal way to free

European roads from congestion• Furthermore, this rises two types of problem

– Limits of the system– Distortion of competition

• We have now to promote incentives in favor of the “transport demand ”


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THE “ECOBONUS”…BORN IN ITALY

The Italian ecobonus A financial aid program dedicated to road

hauliers making use shortsea shipping and « Autostrade del Mare »

Money awarded by Italian Ministry of Transport Built as a rebate on freight rates for using

shortsea instead of road transport

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How is ecobonus financially supported

According to a study from “Friends of the earth”100km by road cost 212€ to the community Same transport, done by sea, only cost 79€The difference is a saving for the community of 133€

each 100km shiftedAny financial public aid under 133€ per 100km

shifted from road to sea would still be profitable to society



How did the ecobonus work Budget was 240 millions of euros on 3 years (2007-2009)

Ecobonus was a reimbursement for every effective crossing (with a minimum of 80)

Maximum rate reimbursed: 20% of freight rate for existing maritime links 30% for new links Percentages fixed by public authorities

Some examplesFerry crossing from 80 to 1599 trips More than 1600

Civitavecchia – Barcelona 20 % 25 %

Civitavecchia - Tarragona 20 % 25 %

Civitavecchia - Toulon 20 % 25 %

Genoa - Algesiras 10 % 12,5 %

Genoa - Barcelona 10 % 12,5 %

Livorno - Barcelona 20 % 25 %

Livorno - Tarragona 15 % 18,75 %

Livorno - Valencia 15 % 18,75 %

Palermo - Valencia 20 % 25 %

Salerno - Tarragona 20 % 25 %

Etc. … …



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The Italian ecobonus…great success from the beginning

In 2007, regular Italian ro-ro lines (also known as motorways of the sea) offered more than 445 weekly sailings and accounting for 750 000 linear meters

Compared to 2006 :Number of departures +13%Number of linear meters +14%

International lines in 2007 : more than 130 weekly sailings and more than 200 000 linear meters Increase of 25% compared to 2006


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THE EKOBONO, A BASQUE CONCEPT


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The Ekobono• Ekobono from Spanish Basque Country– Scheme created in 2008 with 500 000€ of budget– The number of trucks carried between Bilbao &

Zeebrugge increased by 20%– Reimbursement of a part of the freight rate ranging

from 15 to 30%– For companies settled in Basque Country using

Motorways of the Sea (between Spain & Belgium)


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FRANCE ALSO PROPOSED A SCHEME


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An equivalent scheme proposed in France France (through BP2S/SPC France) has proposed in 2009

an “ecobonus/écomer” scheme This initiative is similar to the Italian one but there are

several differences• French ecobonus/écomer is not aiming exclusively to

road hauliers (but also shippers, freight forwarders, etc.)

• It is not aiming exclusively at trucks and trailers (but also containers, swap bodies, etc.)

• There is no minimum threshold, all shifted ILOs are eligible


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Calculation of the French proposal

• Value of the écomer is not calculated as a percentage of reimbursement on maritime freight rate but as:– A valuation of the difference of external costs

between sea and road transport– External costs from EU Marco Polo II (2011)

calculator have been used


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Ecomer : the formula• Ce: external costs per ILO• Pe: Ecomer level (value under which the aid is

beneficial for the collectivity)• Y: share (defined by authority in charge of

ecomer) of the difference of external costs given to ecomer and kept by collectivity (50/50, 60/40, 10/90,…)

(Ce road- Ce sea) = PeEcomer = Pe x Y


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ExampleExtract from a BP2S’ document : Proposition concrète d’écobonus « à la française »


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CalculationsLine

Road transport

(in France)

Road mileage (in km)

Road external costs (in €)

Maritime mileage (in miles)

Maritime external costs

(en €)

Difference (en €)

Ecomer (40% of the difference, en €)

Nantes - Gijón Nantes - Irun 569 497,88 € 304 126,68 371,20 € 148,48 €

• In this example, only French external costs have been taken into account.

Liaison Nantes – Gijón

Cost of the Ecomer 6 485 606 €Global social and environmental benefits 16 214 016 €

Economy for the collectivity 9 728 410 €


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NORVEGIAN POINT OF VIEW: THE FLYTT


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Northern Europe realization: The Norwegian “FLYTT”

• Aim of this incentive is to increase shortsea volume by 5 millions tons by 2023

• 1000 NOK (135€) will be awarded for each truck shifted to sea

• Annual reduction of CO2 emissions : 375 000 tons• This initiative will be financed by a levy on road transport

in Norway (sort of Deutsch LKW Maut or French Ecotaxe)• This scheme is already planned in the 2013 national

budget


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AN EUROPEAN ECOBONUS SOON?


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Long awaited initiative…• An European Ecobonus has been already asked

or advocated by:– European Shortsea Network– ECSA– ANAVE– European Coordinator for Motorways Of the Sea– Shipowners (Grimaldi, LD Lines, Brittany Ferries …)– Regional authorities in France and other countries

... And many others


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The good time frame• European Union: Modification of the Marco Polo & TEN-T

programs, 2014-2020 budget , …• Road hauliers

– Increase of fuel costs– Social regulations regarding driving time and HR management– Eurovignette directive at European level as well as several

initiatives at national level• Companies: “Green washing” of companies• Shortsea services: New environmental constraints

increasing the cost of shortsea shipping in Europe • People: « Too many trucks », road congestion


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THE SINGLE TRANSPORT DOCUMENTwith a single liability regime in Europe for shortsea and intermodal transport

To simplify and ease intra European transport with a sea leg


Roots of the initiative Until now

There is actually no international Convention dedicated to intermodal transport

There is actually no genuine and dedicated transport document for intermodal transport

Each Convention and transport document has been thought and built modal (mono - modal)

As a matter of fact, each and every mode of transport lives its own life and adapts itself to cope with intermodal transport



Road Rail Sea Inland Waterways

Geneva Convention (1956) known as CMR Convention

Berne Convention RU CIM (1999)

The Hague-Visby Rules(1968)

Hamburg Rules (1978)

Rotterdam Rules (?)

CMNI Convention (2000)

Enforceable Conventions: Each mode of transport has its own Convention

(in short)



Consignment note CMR

International rail consignment note (CIM)

-Through Bill of Lading

-Sea way bill

Inland waterways consignment note

Many different transport documentsThe most widely used



CMR:

8,33 SDR / kg

RU CIM:

17 SDR / kg (doubled in case of major mistake)

Late arrival: Four times the transport price

The Hague-VisbyConvention :

666,67 SDR/ packagesor2 SDR / kg

Hamburg Rules:835 SDR/ packagesOr2,5 SDR / kg

Rotterdam Rules (?) :3 SDR / kg

CMNI Convention :

667,67 SDR/ packages or 2 SDR / kg

1500 SDR/container and 25 000 SDR for the goods inside the container

Liability regime and compensation system different for each mode

A single transport documentThe proposal: A contractual solution

Based on the transport « reference » in Europe: the road transport

The CMR as contract and NOT as international Convention Uniform application of the CMR liability regime (i.e. CMR except art.2)

A single transport document built for a real & effective European intermodal integration

A single (non negotiable) transport document for all transport modes and loading units Trucks / Trailers / Semi-trailers Swap bodies Containers


&

&

& &

&&

&&&

&…Only one document,

A SINGLE TRANSPORT DOCUMENT FOR

INTER MODALITY IN EUROPE

For every transport or loading unit

combination…

...


A single, easy transport documentmany other advantages

A single transport document for the « European Maritime Transport space without barriers » and an alternative solution to all-road attitude and road-only habits.

The single transport document is definitely needed for easy and seamless transport in Europe and for effective development of Motorways of the Seas.

It is a non negotiable transport document which suits the transport and logistics industry needs (users and providers), it is not fitted for international trade where TBL and FBL are to be used.

It is currently a workable solution, the only one to be easily and immediately available



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Successful shortsea & intermodal transport

Effective incentive:

the Ecobonus

Efficient Intermodal

loading unit

Single liability

regime and document


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Thank you for your attention

SPC France: [email protected]

See more on shortsea on : www.shortsea.info

http://www.shortsea.fr/

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