interim - TH Wildau

Transcription

interim - TH Wildau

INtegration in the intermodal goods Transport of non
EU states: Rail, Inland/coastal waterway Modes
interim
INTERIM
Integration in the intermodal goods transport of non EU
states: Rail, inland/coastal waterway modes
Report WP 4
Improvement of intermodal market and integration of measures
in spatial development
Report WP 4.2
Development of new intermodal service concepts – value added services
Date: 09. 01. 2008
Release: final
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Involved INTERIM partners:
via donau (WP 4.2 Leader), AT
Ennshafen (WP 4.2 Co-Leader), AT
FV Development Corporation Southwest Saxony, DE
Technical University Varna (LoI-PP: Contributions only), BG
Collegium Fluminensis Polytechnic of Rijeka, HR
Ovidius University Constanza, RO
University of Novi Sad, SR
The information in this document is provided as is, and no guarantee or warranty is given
that the information is fit for any particular purpose. The user thereof uses the information
at its own risk and is solely liable for its usage.
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Table of contents:
1 2 3 4 5 Value Added Services (VAS)............................................................................................ 5 1.1 Methodology ........................................................................................................................... 5 1.2 Introduction and definitions .................................................................................................... 6 1.2.1 Definition of “terminals” ............................................................................................................... 7 1.2.2 Definition of “regular” services and VAS ................................................................................... 14 1.3 Exploitation of previous results ............................................................................................ 21 Value Added Services intermodal terminals in Germany ............................................... 30 2.1 Value Added Services in railway and logistics terminals ..................................................... 32 2.1.1 Leipzig ...................................................................................................................................... 32 2.1.2 Wustermark............................................................................................................................... 35 2.2 Value Added Services in inland ports .................................................................................. 39 2.2.1 Duisburg.................................................................................................................................... 39 2.2.2 Bayernhafen - Straubing Sand .................................................................................................. 42 2.3 Value Added Services in sea ports ...................................................................................... 45 2.3.1 Hamburg ................................................................................................................................... 45 2.3.2 Rostock ..................................................................................................................................... 48 Value Added Services intermodal terminals in Austria and Hungary ............................. 54 3.1 Value Added Services in railway and logistics terminals ..................................................... 57 3.1.1 Cargo Center Graz (CCG) ........................................................................................................ 57 WienCont 59 3.2 Value Added Services in inland ports .................................................................................. 62 3.2.1 Ennshafen ................................................................................................................................. 62 3.2.2 Györ-Gönyü (Hungary) ............................................................................................................. 64 Value Added Services intermodal terminals in Croatia .................................................. 67 4.1 Value Added Services in railway and logistics terminals ..................................................... 69 4.1.1 Jankomir-Zitnjak........................................................................................................................ 69 4.1.2 Miklavlje .................................................................................................................................... 71 4.2 Value added services in inland ports ................................................................................... 73 4.2.1 Container and RO-RO terminal Vukovar ................................................................................... 73 4.2.2 Multipurpose terminal Osijek ..................................................................................................... 75 4.3 Value Added Services in sea ports (Adriatic sea) ................................................................ 78 4.3.1 Multipurpose Container Terminal on port area of Ploče port ..................................................... 78 4.3.2 „ZAGREB DOCK“ on the area of Rijeka port ............................................................................ 81 Value Added Services intermodal terminals in Romania................................................ 84 5.1 Value Added Services in railway and logistics terminals ..................................................... 86 5.1.1 Bucharest .................................................................................................................................. 86 5.1.2 Arad -Curtici .............................................................................................................................. 89 5.2 Value Added Services in inland ports .................................................................................. 91 5.2.1 Giurgiu ...................................................................................................................................... 91 5.2.2 Orsova ...................................................................................................................................... 94 5.3 Value added Services in sea ports ...................................................................................... 95 5.3.1 Constanta.................................................................................................................................. 95 5.3.2 Galati ........................................................................................................................................ 99 -3-
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Value Added Services intermodal terminals in Serbia.................................................. 101 Value Added Services in railway and logistics terminals ................................................... 104 6.1.1 “ZIT” Belgrade ......................................................................................................................... 104 6.1.2 “Novi Sad Ranzirna” ................................................................................................................ 105 6.2 Value Added Services in inland ports ................................................................................ 107 6.2.1 Belgrade.................................................................................................................................. 107 6.2.2 Pancevo .................................................................................................................................. 108 6.2.3 Novi Sad ................................................................................................................................. 111 6.3 Value Added Services in sea ports (Adriatic sea) .............................................................. 114 6.3.1 Port of Bar ............................................................................................................................... 114 7 Expert interviews .......................................................................................................... 116 7.1 Germany............................................................................................................................. 116 7.2 Austria (incl. Hungary)........................................................................................................ 124 7.3 Croatia ................................................................................................................................ 128 7.4 Romania ............................................................................................................................. 136 7.5 Serbia ................................................................................................................................. 138 8 Future recommendations for intermodal terminals ....................................................... 140 8.1 Identified major problems at intermodal terminals ............................................................. 140 8.2 Recommendations for intermodal stakeholders (B2B and A2A) ....................................... 146 9 Value added services and their potentials for regional development ........................... 152 9.1 Methodology of the description .......................................................................................... 152 9.2 Value added services on microeconomic level (terminals) ................................................ 153 9.2.1 Germany ................................................................................................................................. 155 9.2.2 Austria (incl. Hungary) ............................................................................................................ 159 9.2.3 Croatia .................................................................................................................................... 161 9.2.4 Romania.................................................................................................................................. 163 9.2.5 Serbia ..................................................................................................................................... 165 9.3 Value added services on macroeconomic level (countries and regions) ........................... 168 6.1 -4-
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1 Value Added Services (VAS)
1.1 Methodology
The selection process of intermodal terminals located in the geographical working area of the
INTERIM project has been carried out as following. At minimum 2 terminals per transport
mode and country have been identified by the project partners, based on their regional and
local experiences with regard to the importance and relevance of the chosen intermodal
terminals.
o
o
o
o
o
Germany (2 rail/logistics, 2 inland ports, 2 sea ports),
Austria [incl. Hungary] (2 rail/logistics, 2 inland ports),
Croatia (2 rail/logistics, 2 inland ports, 2 sea ports),
Serbia (2 rail/logistics, 3 inland ports, 1 sea port [Montenegro]),
Romania (2 rail/logistics, 2 inland ports, 2 sea ports)
In order to cover all available sustainable surface transport modes within the focussed
geographical region, both rail, inland navigation and maritime traffic have been considered.
o
o
o
Railway terminals / Logistics terminals (e.g. Freight Villages,…)
Inland ports (Danube, Rhine, Drava, Sava,…)
Sea ports (Adriatic sea, Black sea)
The selected intermodal terminals have been described as following. First, the covering
economic region of the chosen terminal has been described shortly. This covers, information
about the major industries (automotive, chemical, logistics,…) settled within 100km of this
terminal, information about spatial planning and macro-economic indicators on regional and
local level around the selected terminal. Second, the current services, with special focus on
the Value Added Services (VAS) have been described. The terminal infrastructure does hold
a minor role hereby. The dominant focus is to identify their current business areas and
offered services, which generate added value. Third, the intermodal terminals have been
selected into “best practice” or “future potential” describing either why they are already so
successful or in the latter case what they can learn from others for becoming successful in
the future as well. Forth, new and future Value Added Services (VAS) have been defined by
the project partners, based on information of offered state-of-the-art services. Hereby, future
trends have been taken into account, covering future industrial development, cargo flows,
commodities etc. in order to derive future VAS needed to be offered by intermodal terminal
operators. Fifth, the suggested VAS by the project partners have been approved and
validated based on expert interviews, both with commercial and administrational
stakeholders. Sixth, problems at terminals have been identified. Based on these obstacles
recommendations have been formulated, both for the intermodal terminals themselves and
other actors in the transport-logistics industry and public decision makers (e.g. ministries)
and experts (spatial/ traffic planners). Summarizing the six working and analysis steps are:
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1.
2.
3.
4.
5.
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Terminals economic region (Major industries, spatial planning details etc. )
Current Value Added Services (Description of current VAS)
Selection of identified terminals (Best practice or future potential)
Future / new Value Added Services (Identification of future VAS)
Approval of VAS concept, based on expert interviews
Identification of problems and formulation of recommendations
Value added services and their potentials for regional planning
First, the project partners did collect information on the terminals economic region (Step-1) to
get insight into the terminals economic environment based on desk research methods. Next,
the partners did describe the current Value Added Services (VAS) (Step-2) both based on
desk research and/or field research methods. Referring to the collected information about the
today’s VAS of the terminals, the terminals will be classified into two categories (best practice
or future potential) (Step-3). After this, the partners did prepare ideas for new Value Added
Services (Step-4) both by desk research and field research methods. In order to validate,
approve and reflect the suggested new VAS for terminals elaborated by the project partners,
expert interviews have been carried out (Step-5), both with Business-to-Businesses (B2B)
and Administration-to-Administration (A2A) stakeholders in all focussed countries and
regions. Based on these interviews, the partners did identify problems and could therefore
also derive potential recommendations (Step-6) for both commercial transport-logistics
operators and administrative actors.
o
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Desk Research (Internet, publications, studies etc.)
Expert interviews / Field research (Interviews, visits etc.)
The expert interviews will help to validate the previously defined new ideas and suggestions
for Value Added Services (VAS), either specified by the participating project partners and/or
jointly with the focussed intermodal terminal. Per country about 10 interviews have been
organised, whereas both businesses and administrations have been addressed. The expert
interviews of WP 4.2 (Development of new intermodal service concepts – Value Added
Services) have been prepared and managed, as far as possible, jointly with WP 4.1
(Development of new intermodal services concepts – Liner services) in order to gain most
benefits and synergies out of both approaches.
o
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Businesses: terminal operators, transport operators, logistics service providers, …
Administrations: ministries, spatial / traffic planning experts
1.2 Introduction and definitions
Carriage of goods by two or more modes of transport is named multimodal transport.1
Intermodal transport, in contrast, is defined as the movement of goods in one and the same
loading unit or road vehicle, which uses successively two or more modes of transport without
1
TERMINOLOGY ON COMBINED TRANSPORT, Prepared by the UN/ECE, the European Conference of
Ministers of Transport (ECMT) and the European Commission (EC), New York and Geneva, 2001,
http://www.oecd.org/dataoecd/42/32/1941816.pdf (2007), page 18.
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handling the goods themselves in changing modes.2 Thus, both multimodal and intermodal
transport base on the inclusion of two or more transport modes needed to transport
commodities from door to door. This implies that transhipment sites are needed, where
loading and unloading between the used transport modes is carried out. For this reason, the
following report addresses on the transhipment facilities of multimodal and intermodal
transport.
1.2.1 Definition of “terminals”
In Europe intermodal transport is regarded as a sustainable solution to the growing problems
caused by road transport, in particular congestion, environmental pollution and safety issues.
In this context intermodal transport nodes are of particular importance as they can facilitate
the access to intermodal transport by the combination of transport-related and transshipment
facilities.
In Europe, intermodal road/rail transport is the most common type of intermodal transport.
Different subcategories exist. In intermodal transport two or more of the following transport
modes are used:
o deep-sea transport (for intercontinental transport)
o road transport (for pre- and end-hauls)
o rail transport (for the main inland leg)
o inland shipping (for the main inland leg)
o short sea (continental maritime transport)
o sea-river (short sea transport by vessels navigating on inland waterways)
In general, time-sensitive shipments favor road and air transport, whereas cost-sensitive
shipments are more suited for rail and water. The market for intermodal transport lies
between these two extremes, combining each one's strengths and minimizing their
disadvantages. The advantages of rail and water (costs, capacity, safety, energy efficiency
and low emission) are combined with the benefits of road transport (flexibility, speed, door-todoor delivery). Suppliers and customers of intermodal transport, as well as society as a
whole, therefore stand to gain from the further development of intermodal transport.
As the term terminal is not precisely defined, here a proper definition will be elaborated
classifying prevailing terminals into a harmonised definition. This becomes necessary as
hereby a lot of different terms and interpretations exist.
•
•
Terminal: A place equipped for the transhipment and storage of intermodal transport
units (ITUs).
Logistics centre: Geographical grouping of independent companies and bodies which
are dealing with freight transport (for example, freight forwarders, shippers, transport
operators, customs) and with accompanying services (for example, storage, maintenance
and repair), including at least a terminal.
2
TERMINOLOGY ON COMBINED TRANSPORT, Prepared by the UN/ECE, the European Conference of
Ministers of Transport (ECMT) and the European Commission (EC), New York and Geneva, 2001,
http://www.oecd.org/dataoecd/42/32/1941816.pdf (2007), page 19.
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•
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Hub: Central point for the collection, sorting, transhipment and distribution of goods for a
particular area. This concept comes from a term used in air transport for passengers as
well as freight. It describes collection and distribution through a single point (“Hub and
Spoke” concept).
Basically, terminals can be separated into so-called “Land-traffic hubs” and “Water-traffic
hubs”. While “Land-traffic hubs” are terminals, which are located in the hinterland and/or
landlocked geographical area and have no direct access to water transport, the “Water-traffic
hubs” are characterised through its access to waterway networks, either inland waterway
networks (e.g. rivers, canals,…) and maritime networks (e.g. Adriatic sea, Black sea,…). As
“Water-traffic hubs” cover therefore sea ports and inland ports, “Land-traffic hubs” address
road and rail transport only, where following types of terminals can be identified: railway
terminals, logistics centres, freight villages (FV) and others.
Terminals classification
Operative terminals
Land-traffic hubs
• Railway terminals
• Logistics centres
• Freight Villages
Water-traffic hubs
• Inland ports
• Sea ports
Figure 1: Classification of hubs (source: via donau, 2007)
Intermodal and terminals and transfer points of European importance provide a complete
European high performance intermodal network with international access. Intermodal
terminals (…)3
o are part of existing and planned TEN-Networks (especially, short sea shipping, inland
waterway, railway)
o cover the main today’s and future freight flows of the geographical range
o cover important economic regions in the EU and beyond (here: Serbia, Croatia)
o provide easy access to the intermodal network, especially form important economic
regions with industrial activities
o provide access to intermodal network in peripheral regions (minimum network
density)
o provide various intermodal options to the industry (connected at least but better 3 and
4 transport modes)
o provide sufficient transhipment and storage capacity
o are important nodes in intermodal services networks (connection between different
intermodal networks and modes)
o are important nodes in intermodal service providers networks (hub function)
o provide added value services (= value added services, VAS) for the terminal users
Following, the three main types of intermodal hubs ([A] rail and logistics terminals, [B] inland
ports, [C] sea ports) will be shortly explained and introduced.
3
ECORYS: Integrated Services in the Intermodal Chain, page 32.
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(A) Rail and logistics terminals
Transport nodes are important elements of transport systems in general, and intermodal
transport in particular. At the nodes goods and information are exchanged - also between
different transport modes.
A distinction can be made between different types of nodes: at the micro-level, a highway
cloverleaf or a distribution centre can be considered a transport node. At the national level, a
seaport or airport is an important node, whilst in an international context, a cluster of ports,
urban and industrial areas could be an intercontinental transport and trade node. In the
context of this theme, nodes are defined as national and international transport exchange
points between different transport modes: the intermodal transport terminal.
In some cases intermodal transport terminals are located next to a so-called logistics centre.
In such centres a number of logistics activities (distribution, warehousing, repacking,
groupage, freight exchange etc.) take place. Shippers, hauliers, forwarders, customs and
other parties can then benefit from the concentration of logistics activities in one spot. Also,
such centres stand to benefit from above-average infrastructure provisions.
Since individual transport companies and forwarders are often located close to residential or
industrial areas, local governments stimulate the creation of logistics centres to improve their
land use planning and minimize environmental strain. Due to the resulting concentration of
lorry flows, however, congestion occurs frequently.
Logistics centres are always situated within or close to main industrial and distribution
regions such as port regions. However, far from all companies use intermodal transport; in
the case of the Bremen logistics centre (GVZ) only 10% of local companies use it.
Across Europe inland terminals and logistic centres develop in several different directions. In
a recent study a number of sites have been compared. The areas examined varied
considerably in structure and size, ranging from 12 hectares to 240 hectares. In the various
centres, the number of companies varies greatly, ranging from about 20 to 200. In general,
the employment density is lower than at most manufacturing sites, due to the spaceconsuming character of transport and distribution activities. The study4 shows an
employment density in the range of 5-25 employees per hectare.
Intermodal transport terminals and logistics centres are often closely connected to seaports.
The standard maritime ISO container is suited for inland transport of intercontinental cargo
by rail or barge. The break-even distance (above which intermodal transport is cheaper than
road transport) is much lower for maritime intermodal transport than for continental
intermodal transport. Transshipment facilities at ports are generally very large, well-equipped
and efficient. This significantly reduces transshipment costs.
Terminal functions and lay-out
4
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Five different types of terminal services can be identified:
1. Transhipment services: All services concerning the transshipment (vertical and
horizontal) at the terminal; this is the basic function;
2. Load unit services: All activities concerning the load units (renting, leasing, depot, and
repair).
3. Vehicle services: These include truck chassis or vehicle renting/leasing, chassis or
vehicle depot, repair, cleaning and maintenance.
4. Network services: In addition to services like end/pre-haul organization and customs,
there are tracking and tracing systems or EDI (electronic data interchange) on-line
networks.
5. Cargo services: Examples are the stripping and stuffing of load units, as well as
warehousing.
Due to the large variety of designs and functions it is not possible to show a "standard"
terminal. In figure 2 a model of a German Logistics Centre (GVZ) is shown. The main
functions are shown schematically.
Figure 2: Schematically design of the main functions in a freight village (GVZ)5
This example could be named as a multi-functional integrated intermodal transport centre.
Open access to such a complex terminal is essential. More simple transport centres are
service stations and truck stops, and dedicated transport and distribution centres. At the
opposite extreme, main sea- and airports could be considered to be the most developed form
of intermodal transport centres.
Terminal performance
5
Dutch National Spatial Planning Agency, Freight Transport in Europe, Brussels 2000
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The performance of a terminal can be expressed in various ways. Listed below are relevant
indicators of terminal performance:
o the maximum throughput of the entire terminal (in number of visits)
o storage capacity
o the organizational and administrative handling speed
o speed of crane movements
o length of berths and tracks
o loss and damage statistics
Comparable information for each indicator for all terminals does not exist. One useful, but
crude, performance indicator looks at actual through-put per square meter of surface area. A
drawback is that where space is abundant the performance of a terminal will appear to be
poor, and vice versa.
In general, maritime container terminals receive the highest performance ratings, at least at
the sea-side. This is due to the very high costs of sea vessels. Since the seventies an
enormous improvement in performance has been achieved. The older terminals have an
effective handling capacity of approximately 3.000 to 4.000 container visits per hectare per
year. More modern facilities built in the last few decades have capacities of 6.000 or even
10.000 container visits. The latter figure applies to the most modern terminals at large ports
like Rotterdam which benefit from large operations of scale. In the future, when new logistics
concepts have been implemented (e.g. automatic handling and storing systems), a further
increase to 15.000 visits appears feasible - requiring, however, state-of-the-art port design.
(B) Inland Ports
The increasing importance of inland waterways as a common mode of transport in Europe
directly affects the role of the inland ports involved. Inland ports, as well as ship operators,
have to meet the requirements of modern transport chains – they are important nodal points
within the macro logistic system. An up-to-date and service-oriented port has to provide more
than the traditional core services of transhipment and storage: Value Added Services (VAS)
and Information Services will be the key to a customer-oriented, cost-effective and flexible
portfolio.6
6
via donau: Manual on Danube Ports, p. 170.
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Figure 3: Transport interfaces of inland ports with other modes7
(C) Sea ports
Ports are principal interchange points for both international and domestic freight
movements.8 Sea port terminal operations and landside access to port facilities are critical
factors in ensuring the efficient movement of freight, which is vital to the nation’s economy,
and also face environmental challenges associated with both ship and landside operations,
so called hinterland transport meaning all available surface transport processes between sea
and intra-continental areas.
These days, the commercial success of a port could stem from a productivity advantage in
traditional cargo-handling service, from value-added service, or from a combination of the
two. Productivity advantages come mainly from economies of scale and economies of scope,
suggesting that the most productive ports will be those that are equipped to handle large
cargo volumes and/or significantly reduce unit costs through efficient management. Shippers
and carriers select individual ports not only based on their cargo handling service
capabilities, but also on the benefits they are capable of “delivering”. Unless a port can
deliver benefits that are superior to those provided by its competitors in a functional aspect,
port customers are likely to select ports based merely on price. This fact raises the question
of how a port can achieve value differentiation. Studies show that the most successful ports
7
8
via donau: Manual on Danube Ports, p. 170.
http://gulliver.trb.org/am/news/PortsandIntermodalTerminals.pdf (04.06.2007)
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are those that not only have a productivity advantage in cargo-handling services, but that
also offer value-added services.9
Figure 4: Competitive advantage of (sea) ports 10
The key role of seaports is the transhipment of goods. In addition, many other activities
which are directly or indirectly related to this core function also take place. These activities
can be summarized by the term "value added services". Value added services can broadly
speaking be divided into logistics activities and general value added services (figure 6.3).
The latter includes container repair and maintenance, tanking facilities, trailer renting and
leasing, hotels and restaurants. The logistics activities can consist of two types: general
logistics activities and so-called Value Added Logistic Services (VAS). General logistics
services include transhipment, storage, groupage, consolidation and distribution. These are
the more traditional logistics activities, which do not (directly) affect the product. There is a
growing tendency towards Value Added Logistics at port areas, mainly because trade and
industry outsource and concentrate logistics functions. General cargo, which is normally
containerized, has the highest VAL-potential for common logistics services and for chain
integration services.
One of the advantages of containers is that they can be transported in various ways; by road
vehicles, rail wagons, inland waterway barges and by sea in container ships. In most
European container movements, more than one mode is used.
Another factor is the strategies of the large shipping lines. Today the "mega carriers", giant
multi-modal enterprises like Maersk, Evergreen or CSX-SeaLand, choose their own load
centres. They can and do define strategic commercial locations according to their individual
9
United Nations Economic and Social Commission for Asia and the Pacific
http://www.unescap.org/ttdw/Publications/TFS_pubs/pub_2194/pub_2194_ch3.pdf (2007), page 3
10
United Nations Economic and Social Commission for Asia and the Pacific
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(UNESCAP):
(UNESCAP):
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priorities. The strong competition between European ports prevents an effective coordination of investment and port over-capacity is almost invitable.
The result of these developments is that the main ports now have two different roles: most
large ports keep their traditional local and regional functions as described by the term
"hinterland". Transit as an additional, new function has appeared at some of the large ports,
which managed to secure for themselves a significant role in the new world network of
complex interrelated routes. This goes beyond their traditional hinterlands.
1.2.2 Definition of “regular” services and VAS
Basically, there is a big difference between core services (e.g. transhipment, storage) and
added value services (VAS). This, however, depends very strongly on their core
competencies and main business areas. Railway/logistics terminals offer different services
than inland ports and freight villages offer significantly more services than all other types of
terminals. Today, most intermodal terminals offer VAS for container and automotive, while
only few offer a full-range of services (= one-stop-shop). This especially becomes true for
freight villages and sea ports, while pure railway and logistics terminals aim at optimising
their internal transhipment processes.
Regular Services
Value Added Services (VAS)
•
•
•
•
Transhipment,
Storage,
Internal terminal transport,
Information handling with pre- and post-transport
operators,
And other regular services
• Container stripping and stuffing and other less-thancontainer loads (LCL),
•
Automotive
PDI/PSI
(Pre
Delivery
/
Shipment
Inspection),
•
Sanitary and quality checks,
•
Petrol station, vehicle / vessel services,
•
Labelling and pricing and finalisation of products,
•
Cross-Docking and Packing and Picking,
•
Renting of offices and storages,
And other VAS
Figure 5: Regular Services and Value Added Services (source: via donau and TFH, 2007)
Intermodal terminals offer various services to the customers. While some intermodal
terminals focus on automotive and logistics services, other specify in container and
administrative service. Every terminal business service requires different value added
services (VAS) needed for offering to inquiring customers.
Selected examples of terminal business services and value added services (VAS):
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•
•
•
•
•
•
•
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Automotive
o Ramp
o Parking lot
o Pre Delivery / Shipment Inspection
o De-Waxing etc.
Container
o Container stripping and stuffing of LCL (less container loads)
o Container repair (MRO)
o Empty container storage etc.
Bio-products (bio-diesel / bio-ethanol, waste & recycling,...)
o Provision of recycling facilities
o Petrol station of bio fuels etc.
Information management for intermodal transport operations
o Intermodal promotion (e.g. www.intermodal.at by Ennshafen/AT)
o Intermodal transport planning (e.g. ECO4LOG / INTERIM)
o Intermodal booking (e.g. www.bargelink.com) etc.
Administrative services
o Customs
o Safety services
o Security services etc.
Logistics services
o Organisation of pre- and post-haulage
o Renting of office space, terminal space, transhipment facilities
o Renting of containers, swap bodies, trailers etc.
Storage management
o Renting of storage space, storage and handling facilities
o Offering of storage management solutions (Lagerverwaltungssystem) etc.
Dangerous cargo
o Storage capacities
o Handling and management of dangerous cargo etc.
One-Stop-Shop services
o Parking lots for trucks, cars…
o Cleaning and repair services
o Petrol station
o Rest rooms for T&L personnel
o Cash dispensers and banking services and Road-toll-services
o Restaurant for terminal personnel and working partners
o Truck service centre (cleaning of tanks, technical inspections…) etc.
And other examples
(A) Rail and logistics terminals
Rail and logistics terminals arrange their VAS-engagement similar as sea and inland-ports.
They are dependent on following elements of conditions:
o the (geographical) region,
o the customers of VAS,
o the (transport-logistics) market.
The aspects of VAS-measures can be characterized for instance in Germany into the
following categories, which consider the realisation time to offer Value Added Services
(VAS):
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VAS-measures in freight villages/logistic nodes
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short-term
mid-term
x
(x)
x
Classical VAS
•
•
Customer acquisition
Optimization of the operating procedures
Value added Services
• Rent plains
• Depots for container
• Maintenance and repair
• Pooling and rent of terminal equipment/transport
containers etc.
• Organisation of pre-and post transportation
• Handling of dangerous cargo
• Service activities for drivers, customers and visitors
x
x
x
x
x
x
x
x
Logistics offers/products/projects
• Construction of supply chains
• Finishing activities (automotive, engineering products)
• Consolidation- and deconsolidation centre
Development of operational potentials
• Pooling
• Common planning of personal application
x
x
x
x
(x)
x
Figure 6: VAS-measures for optimization of logistic nodes with transhipment terminals with the
categories of time realisation11
Basically, there is a big difference between core businesses and added value services
terminal offer. Besides this classification, the offered services differ also according to their
position along the transport-logistics chain. Thus, divergent core services and added value
services are offered for different processes, like pre- / post-haulage (road or rail) or terminal
operations. With regard to the added value services in rail/logistics terminals also here a
clear separation can be identified into terminal, equipment, service and logistics.
11
ISL, Dr. Thomas Nobel, Development of Freight Villages in Germany, Bremen 2004
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Figure 7: Rail and logistic terminals, differentiation of core business and value added
services12
(B) Inland Ports
Along with waterways and inland navigation vessels, ports play a key role. In addition to their
basic functions of transhipment and storage or goods, they also perform a host of value
added services for customers, such as packing, container stuffing and stripping, sanitary and
quality checks, etc. This advances ports as logistics platforms and impetus sources for
locating companies and boosting the economy. As intermodal logistics junctures, they act as
central interface between the various modes of transport.13
12
13
Rail Cargo Austria, Intermodal in the future, February 2006, page 9
via donau: Manual on Danube Navigation, page A5/51.
- 17 -
interim
Figure 8: Inland ports, as multimodal logistics interfaces14
(C) Sea ports
The advanced ports around the world have continuously emphasized the function of logistics
centres mainly due to the high degree of global production and the need for value added
logistics (VAL) services. These trends in international logistics strongly suggest that the trend
toward VAL is likely to continue into the future. Some ports are already modifying the
warehousing function to include the VAL functions when they develop new ports or reshaping
existing ports. Logistics centres can be classified into three different categories or
generations. Logistics firm in logistics centre behind a port area are able to perform basic
value-added service and carry out other value-added logistics services at the same time.
That is, logistics centres provide not only traditional activities such as storage, but also valueadded logistics services such as labelling, assembly, semi-manufacturing and customizing.
Logistics centres combine logistics and industrial activities effectively in major port areas to
create country specific and/or customer specific variations or generic products.15
Both logistics companies and shippers agree that value added services in logistics centres
are important in supply chain management, and this tendency is expected to continue in the
future. Figure 9 shows that value-added logistics (VAL) services encompass far more roles
and functions than the existing services. In many cases, these services overlap or include
third-party services, such as inventory management, inspection, labelling, packing, bar
14
via donau: Manual on Danube Navigation, page A5/52.
United Nations Economic and Social Commission for Asia and the Pacific (UNESCAP):
15
- 18 -
interim
coding, order picking and reverse logistics etc. The pressures of VAL services in the logistics
chain have increased the demands of logistics centre behind port areas.16
Figure 9: Value Added Logistics (VAL) services of logistics centres in port areas17
The main VAL activities are:18
• Receiving goods, breaking shipments, preparing for shipment, returning empty
packaging
• Simple storage, distribution, order picking
• Countrylizing and customizing, adding parts and manuals
• Assembly, repair, reverse logistics
• Quality control, testing of products
• Installing and instruction
• Product training on customer’s premises
Intermodal terminals are offering their services to different types of customers. The
customers of an intermodal terminal may differ, depending on the transport modes available
(road, rail, inland waterway, sea), on the core business areas of the terminal offered
(container, automotive, logistics,…) and further criteria. Following, based on the different
requirements of the divergent actors, the intermodal terminal operators have to provide
adequate services to their customers and have to avoid inefficiencies and overlappings with
minimal costs.
16
17
18
- 19 -
interim
Requirements of different actors regarding intermodal hubs and their services:
• Transport operator (road, rail, inland waterway and sea liners)
o Trucker, owner-captain: Interest in parking lots, rest rooms, …
o Railway operator: Interest in checking of the wagons (technical checks),
transport security, break test, …
o Transport company: Interest in agglomeration centres
o Sea liners: Interest in optimised hinterland transport systems, …
• Shippers and forwarding agents located in the hubs or external situated
o Interested in facilities (office, warehousing, …)
o Interested in logistics services (transport planning, booking, …)
• Third parties (e.g. owners and/or lessors container, swap bodies, …)
o Interest in facilities (containers, …)
• Public administrations and institutions (e.g. Ministries, customs, safety/security,
training centres, …)
o Interest in cross-border operations (e.g. customs)
o Interest in surveillance of goods (customs), persons (policy) and transport
modes (transport ministry)
o Interest in safe and secure transport and transhipment operations
o Interest in increasing awareness and lobbying (e.g. training centres)
- 20 -
interim
1.3 Exploitation of previous results
(1) INTERIM WP 2.3 – Results and findings:
The analysis of VAS in the CADSES region comprehends about 120 logistic nodes with and
without terminals. Logistic nodes in Germany (East) with the sea port Hamburg, in Austria,
Hungary, Poland, Slovakia, Czech Republic, Slovenia, North Italy, Romania, Bulgaria,
Croatia and Serbia.
The analysis divided the logistic hubs into the significant categories
o Sea ports
o Inland ports
o Freight Villages
o Other significant logistic hubs with regional and economical impact (e.g. specific
automotive, chemical industrial regions etc.)
In the carried out analysis of INTERIM WP 2.3, the Value Added Services (VAS) have been
divided into following four main activities:
1. Terminal basic functions (container storage, container repair, container
cleaning, dangerous/fluid goods, transport services)
2. Logistic oriented VAS (warehousing, storage facilities, picking, packing,
finishing, tracing, cooling, packing, sorting, IT-services)
3. Specific VAS-functions (customs clearance, customs free trade zone)
4. VAS-tendency (future development parameters independent of future regional
economic development (automotive, relocation of sea port-functions into the
hinterland, new economic branches).
The main results can be summarized in the following conclusions and results:
Sea ports are the gateways to the hinterland. Container transportation has been developed
quickly, and the new intermodal transport system emerged. The activities of production and
transportation have linkage to form an international network. The former service function has
been enlarged to include logistics and distribution services. The environment protection
facilities are becoming more important, so the ports are developing closer relationships with
those in their surrounding neighbourhoods. Compared to the past, today’s port authorities
are focusing on efficiency rather than effectiveness. In the third-generation ports, the needs
of customers were analyzed in detail and port marketing has been actively engaged.
The changing role of sea ports has the consequences that the commercial success of a port
could stem from a productivity advantage in traditional cargo-handling service, from valueadded service, or from a combination of the two. Productivity advantages come mainly from
economies of scale and economies of scope, suggesting that the most productive ports will
be those that are equipped to handle large cargo volumes and/or significantly reduce unit
costs through efficient management. Shippers and carriers select individual ports not only
based on their cargo handling service capabilities, but also on the benefits they are capable
of “delivering”.
A number of ports have responded to this trend by focusing on value-added services as a
possibility of gaining a competitive edge. In this content value-added service refers to the
- 21 -
interim
process of developing relationships with customers through the provision of an augmented
offer, which may encompass many aspects of value-added activities. Ports can experience
synergistic benefits from the logistics centres to provide value added services. It is
advantageous for a port to be also a logistics centre, since the logistics centre can attract
cargo that can be shipped through the port.
There is a positive correlation between cargo flows at the logistics centre and the number of
ships calling at the port. In other words, the cargo attracts the ships, and the ships attract the
cargo. The port benefits by generating increased revenue and creating jobs. The port can
profit not only from the logistics centre itself, but also from the increased flow of cargo
through the port. Thus, an ideal port should provide a diverse range of services that are
highly integrated. As such, there is a need to seriously consider the increasing importance of
ports in logistics management. Ports played a simple role as the junction between sea and
inland transportation systems.
100
90
Percent
80
70
Sea Ports
Inland Ports
Freight Villages
Logistic Nodes/Hubs
60
50
40
30
20
10
IN
SD
EV
.-
V
A
SSP
D
IC
A
EC
IA
TO
R
L
S
IC
SB
A
S
V
A
V
A
TE
R
M
IN
A
LB
A
SI
CS
0
Figure 10: Offer of VAS in different logistic nodes in the CADSES-Region- part one19
Ports and Inland Waterway Ports possess out of their historical development the best scope
of Value Added Services (VAS). In the future there will be a relocation of VAS in the logistic
nodes of the hinterland. The offer of VAS in the hinterland nodes (Freight Villages and other
important logistic nodes with a short connection to a transhipment terminal) will be medium
timed developed. With the development of new VAS in the hinterland implied new workingplaces and the development of regional economy. Different analyses, which are in process,
document the economic potential of surplus value logistic in the hinterland.
National analyses show that Value Added Services (VAS) hold different stages of
development. For example, in Germany, Austria and Italy following findings are prevailing:
o The basic VAS-functions and VAS-special functions are established in all nodes,
which are located in important economic regions like Berlin (consumer market),
19
Development Corporation of Southwest Saxony, own analysis, Glauchau 2007
- 22 -
o
o
o
100%
90%
80%
interim
Leipzig, Nuremberg, Regensburg (chemical and/or automotive industry); Linz/ Enns,
Vienna, Graz, (chemical and automotive industry and strategic important locations)
similarly Trieste and Verona in North-Italy.
Inland waterway ports have available resources of developed VAS–specials based on
historical developments. Therewith inland waterway ports have on average a higher
VAS-development indicator as the hinterland nodes like freight villages and other
logistic nodes/hubs.
The IT-Services will be well developed.
The future development is strongly dependent of the location of the terminal, like a
strategically well developed infrastructure in a well developed economic region with
potentials of future branches like chemical industries, high developed producing
processes of future energy solutions (biomass, wind, wood, plant oil etc.)
Germany
Austria
Italy (North)
70%
60%
50%
40%
30%
20%
10%
co
n
se ta
m in
e
isw tr r
a
a
il
p
er
b
o
ro
d
ll
in ies
g
r
co o- ro
a
ro
n
d
co ta
ra
in
m
n
e
ta
p
in r d
ep
co e r
o
st
n
co ta
o t
ra
i
n
ta ne
g
e
r
in
r
e
e
tr
r
p
a
a
c
n
ir
sp l e
a
tr
o
n
u
in
ck rt
g
se ser
cu
vi
rv
st da
ce
ic
om ng
e
s ero
ar
fr
u
e
e
s
a
cu
e
g
tr
oo
st
om ad
ds
e
zo
st s c
l
n
o
e
ra ea
r
g
e
e
n
ce
fa
c
w
ar ilit
ie
e
h
s
o
u
si
n
g
tr
a
ci
n
g
co
o
lin
so g
rt
in
p
g
a
e
ck
co
i
n
n
g
o
p
m
ic
k
ic
in
fi
d
g
n
V
ep
is
I
A
T
e
h
S
-S
n
in
-f
d
g
ut
e er
n
u
t vic
re
se e
s
d
r
e
vo vic
es
lp
em
e
n
t
0%
VAS-Functions
Figure 11: Offer of VAS in different logistic nodes in the CADSES-Region- part two20
In Poland, Czech and Slovakia the development of railway and highways and the
establishment of regional industry clusters is important. In this manner the economic regions
of these countries are developing in the main agglomerations. The standard-VAS are
prepared and will be fulfilled in the next ten years. In this process private initiatives will be
supported with public funds to integrate VAS-specials. Further development of VAS-specials
will strongly dependent of the formulation of national infrastructure plans and support of
private investments.
20
- 23 -
100%
90%
interim
Poland
Czech R./Slovakia
80%
70%
60%
50%
40%
30%
20%
10%
co
s e nt a
m in
e
sw i -tr r
ap a il
er
ro bo
l li die
ng s
co ro- r o
a
r
n
c o ta o r d
nt i ne a m
ai
p
r
n
d
c o e r ep
o
c o nta sto t
r
nt i n
e r ag
ai
re e
t r ne
pa
an r
c
ir
l
e
tr s p
or a n
u
ck
in
t
se g
cu
da s e
rv
r
st
om ng v ic ic e
er e
s
f r ou ar e
s
cu ee
g a
o
s t tr
om ad od
s
e
s
st
z
or c le on
a g ar e
en
e
f
w ac ce
ar il i
eh tie
ou s
si
t r ng
ac
i
c o ng
ol
in
so g
rt
pa in g
ec
ck
on
i
pi ng
om
ck
ic
in
fi
g
n
V de
IT i s
A
h
S- pe
-S
i
n
n
fu
d
er
g
tu e n
vi
re t
ce
s
s
de e r
vo v i
lp c es
em
en
t
0%
VAS-Functions
Figure 12: Offer of VAS in different logistic nodes in the CADSES-Region- part three21
In the South East of Europe between Adrian and Black Sea the countries are divided into two
categories. Hungary adopts like Austria the role of strategic important site between the
Northern Range sea ports and the new and future countries of the European Union.
In Hungary the terminal development are well advanced. VAS-basics are offered in the most
terminals. VAS-specials will be developed and in for instance Budapest already well offered.
The future VAS-development concentrates on the economic regions of Hungary.
Romania and Bulgaria are starting with the development process of terminals and VAS. In
this manner the development process of economic regions depends on new terminals with
basic VAS. The analysis of the terminals and economic regions shows following results:
o Sea ports are developing and offering VAS-basic and several VAS-special functions,
o Building up of modern terminals with basic-VAS in agglomeration centres,
o In economic regions with developed public infrastructure private investments indicate
basic- and special-VAS
o Future VAS are strongly depending on both national’s economic development and the
modernisation of road and railway infrastructure developments and finally on the
realisation of national infrastructure plans.
Slovenia and Croatia profit from their access to the Adriatic sea. So, the sea ports Rijeka and
Koper are well developed of basic-VAS. VAS-specials are being developed, but in future
these services will be more advanced. The analysed VAS-future developments show that
more efforts will be spent in the realisation of national infrastructure planning.
21
- 24 -
interim
The Serbian nodes along the river Danube are mostly offering agricultural and/or chemical
businesses. The most important inland ports, as Beograd and Novi Sad, possess the highest
indicator of VAS-future development. Basic functions are offered already today.
100%
90%
80%
Hungary/Slowenia
Serbia/Croatia
Romania/Bulgaria
70%
60%
50%
40%
30%
20%
10%
co
se nta
m in
e
s w i -t r r
ap ail
er
ro bo
l li die
ng s
r
c o o- r o
nt ro ad
co
r
a
nt i ne am
p
ai
r
d
n
c o er ep
o
n
s
c o ta to t
r
nt i n
e r ag
ai
re e
tr ne
pa
an r
c
tr sp l ea i r
or
u
n
ck
i
t
se ng
cu
s
st dan erv r vi
ce
om g
i
er ce
s
fr ou ar e
s
a
cu ee
st tr g oo
om ad
ds
e
st s c
z
or le on
a g ar e
en
e
f
ce
w ac
ar ili
eh tie
ou s
si
tr ng
ac
i
c o ng
ol
in
so g
rt
pa in g
ec
ck
on
in
g
pi
om
ck
ic
in
fi
d
n
g
V
IT i s
A ep
S- e
-S h in
fu nd
e
g
rv
tu e n
ic
re t
es
de ser
vo v ic
lp
e
em s
en
t
0%
VAS-Functions
Figure 13: Offer of VAS in different logistic nodes in the CADSES-Region- part four22
Conclusions
The main Value Added Services (VAS) activities in ports, inland ports and freight villages
with future economic potentials are:
o Receiving goods, breaking shipments, preparing for shipment, returning empty
packaging
o Simple storage, distribution, order picking
o Centralizing and customizing, adding parts and manuals
o Assembly, repair, reverse logistics
o Quality control, testing of products
o Installing and instruction
o Product training on customer’s premises
As the trends of globalization and trade liberalization have progressed, the cross border
movement of capital and technologies has increased substantially, on both a global and
regional basis. The scope with this trend, nations and sub-national entities, primarily cities
are accelerating their efforts to attract foreign capital and technology. However, global firms
base location decisions on a multitude of critical factors.
Traditional location criteria have emphasized cost-based variables such as economies of
scale, transportation cost, and factor cost advantages. Nowadays, however, regional
infrastructure and local skills are given a great deal more weight than in the past. Non
22
- 25 -
interim
economic variables such as social and institutional characteristics are also considered
important in selecting the best location. A recent survey focusing on the identification of
location determinants for high-tech manufacturers asserts that a global hub for high-tech and
logistics activities should satisfy the following factors:
o A community desire to have a comprehensive hub development strategy
o Existence of comparative cost advantage
For the companies operating logistics centres, the most frequently cited features are:
o Central and strategic location in relation to the European market
o Highly skilled and productive labour force with exceptional work ethic
o Developed logistics and transport infrastructure, and excellent connections to foreign
market
o Language skills in a variety of languages
o Strong professionalism of the logistics industry
o Networking between terminal operators and logistics providers effect new relevant
VAS to close logistic chains, which are dependent of the request of the customer.
Summarizing, the analysis of Value Added Services (VAS) and in particular VAS in logistics
nodes of the CADSES region can be described as following:
o Sea ports and inland ports offer the widest spectrum of VAS
o Freight Villages with terminals in economic important regions are developing new
VAS and effort new VAS in cooperation between shipping company, terminal
operator and logistic provider
o Logistic nodes focus their VAS-supply on those VAS, which minimize the costs of the
operational logistics chain.
o Sea ports, inland ports and Freight Villages with terminal are developing similar VAS.
That means in the future between the logistic nodes competition will grow, because
only those nodes are attractive, which offer integrated VAS together with high
productivity and low costs.
- 26 -
interim
IWW-Ports
logistic node
freight village
Figure 14: Offer of VAS in different logistic nodes in the CADSES-region- part five23
23
- 27 -
interim
(2) Affine EU and national projects related to intermodal terminals:
Following, selected best practice references will be laid down, which have been identified
due to their inherent relevance regarding intermodal transport in terminals.
#
1.
2.
Affine EU and national projects related to
intermodal terminals
ECO4LOG
• Development of an East border COrridor 4th
party LOGistics service approach along the
axis Brandenburg-Saxony-Austria with
neighbouring accession countries INTERREG
IIIC (Zone East)
• Improvement of the region spanning
cooperation within the field of goods transport
between the public administrations in the
European Union border region East by a 4th
Party Logistics Service Provider Approach
(4PL). By the creation of co-operation and
information structures, public ministrations can
exert influence on the goods transport and
promote the utilization of intermodal systems.
Main objective is the enhanced exploitation of
the existing transportation network (road, rail,
inland waterway, intermodal terminals) thanks
to improved information flows.24
• www.eco4log.de
IMONODE
• Efficient Integration of Cargo Transport Modes
& Nodes in CADSES area
• INTERREG IIIB (CASES)
• The IMONODE project aims at studying the
options and suggesting solutions and solid
actions that will enhance the greater use of,
and the accessibility to the transportation axes
no V and X for freight transport with priority on
rail.26
• www.hit.certh.gr/imonode
24
http://www.tfh-wildau.de/ECO4LOG/index.html (16.08.2007)
http://www.tfh-wildau.de/ECO4LOG/index_12.html (16.08.2007)
26
http://www.hit.certh.gr/imonode/index.php (16.08.2007)
25
- 28 -
Relevance and contribution
for INTERIM
Component 2.1: Analysis of
the Traffic Network and the
intermodal node
infrastructure25
Component 4.1: Task 1 Cluster North - Analysis of
terminal developments
Component 4.2: Task 1 Cluster Central/South Analysis of terminal
developments
Deliverable 4 (spatial
planning – development of
nodal points and terminals)
interim
3.
LogVAS
• Logistic potentials for value added services in
port-located areas
• The project intends to promote economic
growth and sustainable development in the
Baltic Sea region. The objective of LogVAS is
to identify potential of value added services in
the Baltic Sea-region and their activation for
port located areas. This shall be used as a
basis for political and economic decisions
regarding large investments in the ports,
surrounding commercial areas and their
hinterland connections via rail, road, air and
inland waterways.27
• http://www.logvas.com/
Identify logistic potentials for
VAS in port-located areas
WP 2: Future logistic trends
and scenarios inclusive
logistic market concepts
regarding the settlements of
companies in port located
areas. 28
4.
ITIP
•
Development and integration
of new technologies for the
improvement of intermodal
transport operations.
Innovative transhipment
techniques and the impact on
interoperability for transport
means and equipment.
•
5.
•
IPSI
•
•
Innovative Technologies for Intermodal
Transfer Points
ITIP is aiming to analyse the development and
integration of new technologies for the
improvement of intermodal transport
operations. Innovative transhipment techniques
and the impact on interoperability for transport
means and equipment will be the priority
area.29
http://www.eutp.org/en/itip/
Improved Port/Ship Interface
http://cordis.europa.eu/transport/src/ipsi.htm
Develop a concept for flexible
port/ship interfaces in the
context of added value,
intermodal door to door
logistics in Europe, based in
increased use of waterborne
transport, including utilisation
of inland waterways
Figure 15: Selected overview on EU projects regarding intermodal terminal analysis
27
http://www.logvas.com/index.php?id=45&L=1 (16.08.2007)
http://www.logvas.com/index.php?id=50&L=1 (16.08.2007)
29
http://www.eutp.org/en/itip/ (16.08.2007)
28
- 29 -
interim
2 Value Added Services intermodal terminals in Germany
Commodities and industries suitable for intermodal transport
and intermodal potentials
Foodstuffs
Construction
Textile
Automotive
FMCG
Others
Electronic
Railway
Analysed terminals
Logistics and rail terminals
Inland ports
Sea ports
Saxonian Logistics Triangle
Inland waterway
Figure 16: Analysed transport terminals and intermodal potentials, Germany
- 30 -
interim
The following table expresses the summary of selected identified intermodal terminals in
Germany, which either correspond “best practice” or “future-potential” terminals. This
overview provides an insight into the classification of chosen terminals and their reasons for
being so successfully both already today or in the future.
Selected DE-terminals
Rail and logistics
Leipzig
Best practice terminal
This terminal is a grown-up
terminal in the middle German
region with great potentials in
air-cargo, chemical cargo and
automotive. A great advantage
is the catchment area of
chemical and automotive
industry.
Wustermark
Inland ports
Duisport
This terminal will become a
future potential terminal in
Germany, because of its
excellent site in the west of
Berlin along the main axis to
Rostock, Hamburg,
Ruhrgebiet, South of
Germany.
This inland port is the biggest in
the EU. It is located in a huge
logistics catchment area in
Germany (Ruhrgebiet) and
hinterland-gateway to the
ARA30-ports.
Straubing Sand
Sea ports
Hamburg
Is a small inland port in
Bavaria, focussing on bioenergy-commodities and
transports in the future.
This terminal is the best
practice VAS-terminal in
Germany, because it is the
main German universal sea
port with historically grown up
functions and the gateway to
the world (import and export).
Rostock
30
Future potential terminals
This terminal will become a
future potential VASterminal in Germany,
because of its alternative
routes between Scandinavia
South-East Europe and
Italy/France.
Remark: ARA stands for the sea ports of: Amsterdam-Rotterdam-Antwerp
- 31 -
interim
2.1 Value Added Services in railway and logistics terminals
2.1.1 Leipzig
Located in the middle of Germany the GVZ in Leipzig combines a sense of realism with good
business acumen. A hub of business has emerged at the crossroads of major European
trade routes. A driving force for the region has been set up at the centre of the new Europe
and the revitalised central Germany. Interwoven with rail networks and with its own
intercontinental airport, transport comes together here day and night at the intersection of the
new three-lane motorways heading to all four points of the compass. Generous capacities
combined with flexible authorities and rules make the region a “logistics Mecca”.
(1) Terminal economic region
GVZ Leipzig is featured with the biggest multimodal transport terminal in Eastern Germany.
It’s directly linked to the European railway network. It’s home to a major transhipment centre
for maritime and continental freight. The motorways and other roads in the region are made
for smooth delivery and dispatch and in the neighbourhood the Airport Leipzig-Halle. The
already high capacity and additional land available for future investment ensure rapid
transport and transhipment for decades to come. The new motorways heading in all
directions guarantee constant movement. Limitless travel, reliability and flexibility combine to
make doing business at GVZ highly efficient.
The terminal in the Freight Village Leipzig is benefiting from the development in Middle
Germany. The major settlements around are:
o chemical industry - (“chemical triangle” - Halle/Leuna/Bitterfeld)
o automotive industry (Porsche, BMW)
o the European Hub of DHL to the airport of Leipzig
In future, this location will become an important region for logistic supply chains. The
combination of production and the automotive supply chains with the requirements of DHL
the bimodal hub Leipzig-Wahren benefit from the development. In the 10 km–environment of
the terminal about 500 ha 100 companies settled down. 3500 working places are new
created in the catchments area of the terminal. With the settlement of DHL (10 km distance)
as European hub for East Europe and Asian market further more companies will settle down.
More than 3.500 working places are planned at the DHL-hub. Forecasts verified about
10.000 additional working places will be created till 2008/2009.
Great influence of the automotive industry takes in the freight village (Porsche AG) and in the
neighbourhood of the Freight Village (BMW AG) take place. One of the aims of the
automotive industry is to shift more suppliers from road to railway. Many 3 PL’s are settled in
the Freight Village and in the catchments area of the terminal. The main logistic service
providers are DHL, Schenker, Kühne & Nagel, Amazon, Schnellecke Group, Quelle etc. All
the companies settled down in the near of the transhipment terminal of Leipzig-Wahren. The
connection of the terminal in the national network is defined as hub of the Region of Middle
- 32 -
interim
Germany. Main connections are the sea ports Hamburg, Bremerhaven and the inland port
Duisburg. Liner services to hubs of Italy and Austria are also arranged.31
(2) Description of current VAS
Name of Terminal
1) Transport modes offered: rail, inland
waterway, road, sea
2) Current services (VAS) of the
terminal
3) Cooperation’s with other
terminals/ports
4) Current and future investments
(transhipment, services, ICT, …)
5) Spatial development plan of the
terminal
6) Current obstacles and problems in
the intermodal terminal
31
Umschlagbahnhof Leipzig-Wahren
rail, road, (air)
Terminal equipment service with full service in the
container circle running (disposition, rent, selling), container
transhipment, trucking, container trading, online services
for rent and booking tasks, selling of normed storage
means, all services to fulfil a closed supply chain in
container transport (import and export),
warehousing, storage facilities – private organised and
possible in the Freight Village
Partner terminals are all German DUSS and BTS
Terminals, all German sea ports, particularly
o the sea ports Hamburg, Bremerhaven
o the inland port Duisburg
Networking Partners at the terminal are: Deutsche
Umschlaggesellschaft Straße-Schiene (DUSS), BTS
Kombiwaggon, Ahaus Alstätter Eisenbahn Holding AG
(AAE) Cemat, Deutsche Bahn AG,, Euro Planen Handel
und Service GmbH, European Intermodal Association,
Intercontainer-Interfrigo, Kombiverkehr GmbH & Co KG,
Ökombi GmbH & Co. KG, Paletten-Service Hamburg, Shell
GroupTFG Transfracht International GmbH & Co. KG,
Transport-, Informatik- und Logistik-Consulting GmbH
Duplication of the terminal capacity, direct connection and
networking between the new air transhipment terminal of
DHL (International Airport Leipzig-Halle)
In the Masterplan of the German Railway Company about
Freight Villages 1992/1993 and in the Federal Infrastructure
Plan 1992 the Freight Village Leipzig is defined as one of
three Freight Villages in the Free State of Saxony. The
Free State of Saxony concretises the infrastructure plans in
the functional development plan of regional infrastructure in
1999 with updating in 2007. The Government of the Free
State supports the development with public funds of EU-,
National- and Regional Programmes from 1993 till today.
Today the limit of terminal capacity is reached. The area of
enlargement (duplication of the terminal infrastructure) is
difficult, because the planned area is problematic to
integrate into the available railway infrastructure network of
the German Railway Company.
http://www.gvzleipzig.de
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(3) Classification
The transhipment terminal Leipzig-Wahren is one of the greatest terminal in Eastern
Germany. With the integration in the Freight Village Leipzig (about 500 ha) the terminal was
built up in 1997 and has since then continues increase. The settlement of BMW and Porsche
in the near of the terminal get a great importance in the region. With the European Hub of
DHL the region get the function of a logistic region with national wide meaning. The terminal
is situated directly at the main European North-South Corridor and indirectly at the EastWest-Corridor.
With selective measures to fund the settlement of production and logistic companies this
terminal develops – together with partners (logistic providers) - new Value Added Services
(VAS). The new VAS concentrates on one side onto the terminal standard-VAS (container
handling, repair etc.) and on the other side onto its networking partner (logistic provider) in
the Freight Village (picking, packing, warehousing etc.).
(4) Future Value Added Services (VAS)
The largest container terminal in East Germany is growing dynamically. With the settlement
of the plants Porsche with the enlargement till 2009 (car-type production of Panamera),
BMW, Amazon (consumer distributor) as soon as the enlargement of solar industry in the
region and the determination of the chemical industry additional VAS are planned. In
completion the DHL-Hub of Leipzig-Airport induces a increasing market of combined
transport. In the outcome of these developments the transhipment terminal will duplicate the
capacity from 100.000 TEU p.a. to 200.000 TEU p.a. Future perspectives are the
development of the logistic node Leipzig as the main central hub in Eastern Germany.
In the forecast additional performances of VAS are realized and planned, e.g. Ro Ro ramp
for cars, conditioning of used cars (BMW), distribution of used cars, VAS of chemical industry
(preparing chemical liquids for the production of special chemical products etc.).
With a network of industry companies, logistics providers VAS are created in packing,
warehousing, cooling services and producing components (modules) for production of
chemical, automotive and alternative energy sector.
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2.1.2 Wustermark
Berlin-Brandenburg offers a strategically ideal location for a Europe-wide distribution due to
its proximity to German seaports and the availability of wide-area industrial real estate. The
sites are located next to highways and available at favourable prices. Germany’s capital
region is characterized by its excellent connections in all directions. The ideally developed
trans-European network of rails, roads, aviation and inland water transportation meet here.
Berlin-Brandenburg offers the best conditions for a logistics location of nationwide
importance. More than 14 mio. goods moved per day. Affordable location offers, multifarious
logistic services, excellent airfreight perspectives, broad research potential are characterizing
the Region. Far more than 100 logistics enterprises with about 7,000 employees are working
directly in the logistic sector. Most enterprises have settled at goods distribution centres in
the surroundings of Berlin. Further locations are Velten, Ludwigsfelde, Genshagen and
Kremmen et al. Logistics is one of the important sectors of the region, because it can be
characterized with the following facts:
o
o
o
o
o
o
o
o
o
o
6 million consumers in Berlin-Brandenburg
100 million potential clients available in an 8-hour truck drive
Berlin Brandenburg International Airport (BBI) offers excellent air freight perspectives
Wide-area industrial locations connected to highways with operating permission
available 24 hours a day, 7 days a week
Excellent transportation and telecommunication infrastructure
Leading location for Telematics (Electronic Data Transmission)
Up to 50 % in investment support for the logistic industry
Highly qualified employees, low labour costs
Efficient and unbureaucratic authorization procedures
Conditions for companies working in the field of modern transport technology.
National rail operator Deutsche Bahn acts as a stimulator for the entire region. The capital
region hosts the sector's leading companies. The rail technology industry employs nearly
15,000 people.
The region's automobile industry, supply and engineering firms provide work for ca. 20,000
people. 7 universities, 21 colleges and universities of applied sciences and more than 250
extra-academic research institutes form one of the most concentrated research networks in
Europe. Highly qualified and motivated workforce, leading producers (e.g. DaimlerChrysler,
BMW), fast access to auto industry production locations in Lower Saxony, Saxony, Poland
and the Czech Republic are characterizing the region. 32
In 2002 the aerospace industry employed approx. 16,000 people (2,800 of whom in the
processing sector and 2,900 worked for airlines). Aerospace companies are settled down as
top-employers in the capital region with around 3,500 specialists, technicians and engineers.
32
http://www.zab-brandenburg.de
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Deutsche Lufthansa employs more than 4,000 people; turbine manufacturer Rolls-Royce
employs 1,000 people in Dahlewitz, while MTU Aero Engines GmbH employs 600
specialists. Sixty-eight aerospace companies and research establishments have joined
forces to form the Berlin-Brandenburg Aerospace Alliance (BBAA).
A centre for the development and application of intermodal transport telematics services
eighty companies and twenty research establishments employing some 4,400 people. All
skills are bundled at the Application Centre for Transport Telematics (AZVT) under the
auspices of the Alliance for Research and Application Development in Transport Telematics
(FAV) and an exemplary logistics infrastructure.
Figure 17: The logistics region of Berlin-Brandenburg33
The combined cargo terminal has a total area of approx. 35,000 m². It has one track with 700
m and specialised 2 stackers with a lifting capacity of 45 tonnes. An enlargement on a further
loading track of 700 m is planned. The terminal Wustermark is located in the Freight Village.
A further terminal will be build up in the new inland port of Wustermark in 2008. The very well
33
ZAB Berlin-Brandenburg, Potsdam 2007
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interim
road connection into the City of Berlin makes the terminal attractive for all logistics divisions
and companies.
Name of Terminal
waterway, road, sea
terminal
terminals/ports
terminal
Berlin-West (Wustermark)
rail, road, inland-waterway (Havel)
Terminal equipment service with full service in the
container circle running (disposition, rent, selling), container
transhipment, trucking, container trading, online services
for rent and booking tasks, selling of normed storage
means, all services to fulfil a closed supply chain in
container transport (import and export),
warehousing, storage facilities – private organised and
possible in the Freight Village
Partner terminals are all German DUSS and BTS
Terminals, all German sea ports, particularly
• the sea ports Hamburg, Bremerhaven
• the inland port Duisburg
• Terminal Unna-Böhnen (East Ruhr District)
Networking Partners at the terminal are: Deutsche
Umschlaggesellschaft Straße-Schiene (DUSS), BTS
Kombiwaggon, Osthavelländische Eisenbahn GmbH,
Cemat, Deutsche Bahn AG,, Euro Planen Handel und
Service GmbH, European Intermodal Association,
Intercontainer-Interfrigo, Kombiverkehr GmbH & Co KG,
Ökombi GmbH & Co. KG, Paletten-Service Hamburg, Shell
GroupTFG Transfracht International GmbH & Co. KG,
Transport-, Informatik- und Logistik-Consulting GmbH
A duplication of the infrastructure is in progress. A second
700 m loading track and a reach stacker will be complete.
In the neighbourhood the inland port at the Havel Canal
with a terminal is in progress. The finalisation of the
realisation is planned for 2008.
In the Masterplan of the German Railway Company about
Freight Villages 1992/1993 and in the Federal Infrastructure
Plan 1992 the Freight Village Wustermark is defined as one
of three Freight Villages in the Berlin-Brandenburg Region.
The Common Planning Department of Berlin-Brandenburg
concretises the regional plan for common development
Berlin-Brandenburg 1998. The Government of Berlin and
Brandenburg supports the development with public funds of
EU-, National- and Regional Programmes from 1993 till
today.
The problems are defined with the integration of inland port
and Railway – Transhipment Terminal and the continuous
utilized capacity of the terminal. There is a competition
between the Transhipment Terminal Großbeeren and
Wustermark and the Terminal in the Centre of Berlin – the
inland port Berlin-Westhafen.
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(3) Classification
The Terminal situated in the Freight Village Berlin-West (Wustermark). It is one of the first
private-public-partnership (PPP)-projects in realisation of German terminal investments in the
subsidy guideline of the Federal Ministry of Tranport, Building and Urban Affairs. To fulfil the
integrated transport system of Berlin-Brandenburg the terminal infrastructures the Freight
Villages of Berlin-Süd (Großbeeren) and Berlin-West (Wustermark) was buildt up. The
integrated transport system of Berlin-Brandenburg and the well developed road infrastructure
got an innovative investment which also contributes to its success.
In the year 2001 a container service centre opened to provide value added services, as e.g.
repair storage etc. This hub is mostly focused on railway connections to West (Ruhr District
and inland port Duisburg).
One of the important transhipments is the daily post train. Additionally a tank cleaning service
centre - according to environmental friendly standards – is offered. Value Added Services
(VAS) for liquid goods are also possible. To plan their range of VAS the freight village
oriented on similar locations and their services offered and searched for project partners. The
standard offering of BTS will be possible. Private initiatives with real estate companies are
possible with the development cooperation of the Freight Village GVZ Berlin-West, IPG.
The developer of the Freight Village Berlin-West cooperates with the terminal operator and
offers real estates for general logistic warehouses, which can be used for nearly all logistic
activities as well as customer made buildings. International developers offer regular facility
management as part of their services, which is integrated in the terminal and Freight Village
development. Especially Berlin is a great consumer market with about 3 Mio consumers.
That means unpaired transports are the regularity. The problem to solve the incoming
containers to get out with freight is one of the greatest problems for the companies and the
terminal operator. With a network of industry companies, logistics providers VAS are offering
packing, warehousing, cooling services and producing components (modules) for production
of food and automotive sector.
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2.2 Value Added Services in inland ports
2.2.1 Duisburg
Duisburger Hafen AG owns and operates the Port of Duisburg, the world’s largest inland
port, on the confluence of the Ruhr and the Rhine. In 2006 following types of cargoes have
been transported (in quantity million tonnes): coal (5.7), Oil/chemical products (4.0), Building
materials (1.4), Scrap/others (1.6) equals total bulk cargo of 12.6 mio. tonnes. Besides,
iron/steel, non-ferrous metals (5.3), containers (7.8%) equals total general cargo of 13.1 mio.
tonnes have been transported. In overall this port has transferred 25.7 mio. Tonnes in 2006
what is an increase of 8% compared with 2004.
The coal and steel industries have paved the way for the logistics industry in and around
Duisburg. About 30 million people live and work around this city (radius 150 km) and about
300 000 companies are operating here. Duisburg is one of the most important logistics nodes
in Germany with access to rivers Rhine and Ruhr via its inland ports. The LogPort Logistics
Centre in Rheinhausen with 265 hectares is one of biggest logistics areas in Europe. The
biggest logistics companies operating in this region are:34 Wincanton Transeuropean
(ehemals P&O Transeuropean), die New Wave Logistics GmbH, INTERSPE Internationale
Speditionsgesellschaft Nathe GmbH & Co. sowie die Kühne & Nagel AG & Co. In duisport
(www.duisport.de) about 250 transport and logistics companies are listed.35
Duisburg is also attracting a lot of big companies to settle here so that this region holds the
highest concentration of modern iron and steel plants in Europe. The chemical and paper
industry are also working here, as well as companies operating in machinery, shipbuilding
and many other industries. The biggest companies situated in Duisburg are (selected
examples):36 ABX Logistics (Deutschland) GmbH, Hüttenwerke Krupp Mannesmann GmbH,
König-Brauerei GmbH & Co. KG, Lehnkering GmbH, Makita Werkzeuge GmbH, Mittal Steel
Ruhrort GmbH, Norske Skog Walsum GmbH, Sachtleben Chemie GmbH, ThyssenKrupp
Stahl AG, Deutsche Bahn AG, Geschäftsbereich Railion Deutschland, Deutsche Bahn AG,
Geschäftsbereich DB Netz, Deutsche Post AG Briefverteilzentrum, Deutsche Steinkohle AG,
Schachtanlage Walsum, Kühne & Nagel AG & Co., New Wave Logistics GmbH, Wincanton
transeuropean Deutschland GmbH, Rhenus AG & Co. KG, Siemens Power Generation
Industrial Applications etc.
34
http://www.gfw-duisburg.de/focus_duisburg/wirtschaftsstandort/index.php (27.07.07)
http://www.duisport.de/de/ (27.07.07)
36
http://www.gfw-duisburg.de/focus_duisburg/zahlen/duisburger_unternehmen.php (27.07.07)
35
- 39 -
Name of Terminal
waterway, road, sea
terminal
3)
Cooperation’s
terminals/ports
with
other
terminal
37
38
interim
Duisport
Road, rail and Inland Waterway Transport and partly short
sea shipping on the river Rhine, canals of Rhine-Ruhr and
Mittelland canal
Roll-on/Roll-off-equipment, covered transhipment facilities
(waterborne-land), Coal blending and loading facility, steel
service centres for processing steel products, handling and
storage of liquid products heavy and bulky cargo transfer
facility, container handling, container stuffing and stripping,
project logistics, customs clearance, services for inland
navigation and short sea shipping (electricity, drinking
water, garbage disposal, harbour master), seaworthy
packing of high-grade cargo, container repair incl. reefer
container, warehousing and picking of general cargo, rental
and trade of container37
Duisburger Hafen AG also holds interests in DIT Duisburg
Intermodal Terminal GmbH (terminal operator), in Masslog
GmbH (coal terminal operator), in Antwerp Gateway N.V.
(container terminal) and in Umschlag Terminal Marl GmbH
& Co. KG (terminal for combined railroad transportation),
processing of combined transportation in all important
economic regions of Germany and Europe (also about
gateway transportation), Scandinavia, Poland, Russia, Italy,
Spain, Portugal, Austria, Hungary, Belgium, Netherland,
Luxembourg, and Great Britain.
Logport II: additional 30 hectare for container, contract
logistics (DE: Kontraktlogistik) and mixed cargo, planned
Gateway terminal (with 120.000 loading units a year) and
four existing trimodal terminals.38
The conversion of old industrial areas and the increasing
quantities of hinterland logistics determined the government
of the federal state (DE: Bundesland) North RhineWestphalia to develop the area for increasing the harbour
and logistics areas. With founding the initiative of the
Logistic Initiative of North-Rhine-Westphalia support the
development to settle new industries (automotive,
specialized steel and chemical companies).
In the concept of the Deutsche Bahn AG, the terminals are
historically grown up. The acceptation of the DUSSTerminal Duisburg-Port is very well. The limit of
transhipment capacity is reached (200.000 TEU p.a.).
The main problem is the great increase of traffic, which
grows faster than new terminal infrastructure and VAS can
be offered.
Binnenschifffahrt, ZfB, März 2007, page 35.
DVZ, Duisburg special, 24.07.2007
- 40 -
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(3) Classification
Duisburg is located in the heart of Europe’s largest market with over 30 million consumers
within 150 kilometres and has so far a big catchments area.39 More than 250 companies are
located in the port area.40 The port is located near the Rhein and Ruhr with access to inland
waterway, rail and road, and it is a so-called a trimodal hub. Only regularly investments
enable them to keep their best practise and to handle the increasing volume41 and in addition
lead to steady increasing land prices42. Due to the enlargement of their container terminal
they tried to increase the percentage of rail transportation in the westbound direction.43
Another focus of the port are containers, they have a high number of container handlings (1.3
Mio).44
Additionally the port tries to attract companies to settle down nearby the port45 permanent to
offer more complex services like value added services46 and to regularly expand the services
offered47. Because of a high cooperation with companies located in the port, cooperated
investments48 are possible and are carried out. Also the enlargement of the container
transhipment terminal for individually packaged goods, 45.000 new square meters will
arise.49
The Port of Duisburg has a high number of container handlings (1.3 Mio)50 and this section
increased from 2006 to now with a surplus of 19 %.51 This year the company got an award of
the German government “Ausgewählter Ort 2007 [EN: Selected village 2007]” for their
logistic terminal.52 But not only the volume of container rises, also the turnover of the
Duisburg group grows to 64,3 Mio EUR in 2007, the transhipment and logistic service
segment hiked this development due to an increase of 19 %.53
The aim which should be achieved in the year 2010 is a turnover of 2 million TEUs per year.
To reach this the terminal area should be extended from 50 to 70 hectare and will be
connected with the necessary handling facilities.54
39
http://www.duisport.de/en/logistik_transport/allgemeines/zahlen_und_fakten/index.php (16.08.2007)
http://www.duisport.de/de/unternehmen_und_ihre_angebote/index.php (17.08.207)
41
http://www.duisport.de/de/home_news.php?action=home_popup&id=366 (16.08.2007)
42
43
44
45
46
http://www.duisport.de/de/duisport_gruppe/aktuelles_archiv/duisport_magazin/pdf/2000_4_duisport_magazin_d
e.pdf (17.08.2007)
47
http://www.duisport.de/de/duisport_gruppe/aktuelles_archiv/duisport_magazin/pdf/2000_4_duisport_magazin_d
e.pdf (17.08.2007)
48
49
http://www.duisport.de/de/home_highlights.php?action=home_popup&id=396 (17.08.2007)
50
51
52
53
http://www.duisport.de/en/home_news.php?action=home_popup&id=367 (17.08.2007)
54
Binnenschifffahrt, ZfB, März 2007, page 36.
40
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The world’s largest inland container port is once again growing dynamically: on January 1,
2008 the first shipping line container terminal in the European hinterland will start operations
in Duisburg-Rheinhausen. The lines involved are CMA CGM, the third-largest container line
in the world, and NYK, the largest Japanese shipping group. The new terminal will be called
Duisburg Trimodal Terminal (D3T). The total investment will be around 20 million Euros. Four
half train-length platforms will be built on the lot and a crane for water and track handling will
be erected. 55
2.2.2 Bayernhafen - Straubing Sand
Located at km point 2313.2 on the river Danube, Straubing-Sand river port was opened in
June 1996 as an essential part of the development project Straubing-Sand. Basin and
loading facilities are laid out for an annual transhipment capacity of 500,000 to 700,000 tons.
Straubing-Sand river port offers customer orientated establishment areas in the quay and
peripheral zones as well a full range of services of a modern goods traffic centre.
The industry and inland port area of Straubing are benefiting from the future trend biomass,
this especially, as the German region Straubing wants become an important geographical
region for this sustainable energy supply. Biomass energy supply implies biomass-transport
and logistics of biological resources from the producers to the customers. Hereby, trimodal
logistics hubs, like the Danube port Straubing-Sand, can benefit significantly. In StraubingSand, on a total space of more than 800 000 m2, there are already more than 28 enterprises
located. Out of four new settlements in 2006, three did focus on renewable energy supply.
For example, with about 60 mio. EUR Campa-Süd is investing in the Bavarians biggest oilmill and bio-diesel plant here. Besides a “bio-campus” focussing on renewable energy
supplies (biomass and bio-energy products), a business incubator (DE: Gründerzentrum)
situated here, which helps start-up companies to settle within this logistics park. StraubingSand river port is, beside the spacious business park (110 ha establishing area), an integral
part of the development project Straubing-Sand. At the moment more than 2,000 workers are
already employed in Straubing - Sand - with a tendency to rise.
Name of Terminal
waterway, road, sea
terminal
55
56
Straubing-Sand (DE)
Road, rail, inland waterway transport
Roll-on/Roll-off (RoRo) ramp, automotive unloading, heavy
duty for heavy weight equipment56, inland waterway
services (fresh water supply and energy supply), bulk good
storage halls, bulk good silos, storage boxes, storage
bunkers, shiploading funnels, vehicle scales, drying and
cleaning facilities, extensive open-air storage areas, port
logistics, heavy load platform and extensive facilities of the
http://www.duisport.de/en/index.php (23.08.2007)
Binnenschifffahrt, ZfB, Juni 2007, page 30.
- 42 -
Name of Terminal
terminals/ports
terminal
interim
Straubing-Sand (DE)
firms to settle in the industry park (220 ha) near the port
Co-operations both on administrative level (here: with
regional cities and villages located around this port) and
commercial enterprises (here: transport, logistics).
At present ca. 35% of the establishing area in StraubingSand has been marketed. Additionally 21 businesses have
established in the business incubator. Apart from 125m €
public investment the businesses established in the
Straubing-Sand area have invested a further 150m € in the
location.
The city of Straubing is preferring and supporting of the
elimination of the current Danube river bottlenecks (options:
C/C 2.80 or D), which is also part of the regional spatial
planning activities and documents.
Traffic infrastructure obstacles caused by Danube
navigation (see: bottleneck Straubing-Vilshofen) affect this
port negatively. Moreover, the limited geographical and
economic catchment area and all resulting problems out of
this determine further obstacles for this port.
(3) Classification
A big difference to Duisburg is the catchment area; only 90.000 inhabitants live in Landkreis
(EN: district) Straubing Bogen.57 Also the inland port itself is not efficiently used, as only 50%
of the possible settlement area is occupant58 and less than 30 companies do business on the
port area. 59
But the development is indicated like regularly investments in infrastructure and an increase
in the number of companies opening in port area. While the focus is set on bulk goods also
actions are set to enlarge the container handling activities and increase the percentage of rail
transportation.60 Additional competences are the project business, with an increasing
turnover in the last years61, a new centre focussing on renewable commodities as part of the
industrial location and a biological fuel production site on the south part of the quayside. 62
A big disadvantage of Straubing Sand is the small depth and the high difference depending
on the water levels. In 2005 the transport volume increased by 19 % while the (water level)
depth of 2.5 meter was only reached by 50% this particular year.63 To increase transport
57
http://www.zvi-straubing.de/deutsch/start.htm?CFID=61849082&CFTOKEN=27836976 (17.08.2007)
59
60
http://logistics.de/logistik/schifffahrt.nsf/FB6D7A9CABBB2E45C12571F500394609/$File/donauhafen_straubing
_sand_trimodales_gueterverkehrszentrum_tor_zum_osten.pdf (21.08.2007)
61
62
63
http://www.zvi-straubing.de/englisch/start.htm (23.08.2007)
58
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interim
demand a flexible management of the port is necessary which should serve most of the
consignors needs.64
On opening a biological fuel site and an oil-mill of the company Campa Süd, the capacity of
the quayside of the port will be utilised too. This new companies located at the port will
generate additional 1.5 million tons of transport volume each year. But not only additional
turnover is achieved; also the strategic decision to focus on renewable resources is
supported. 65 Also a bio energy park got installed including a “BioCubator” offering a suitable
possible site for companies which re-use renewable resources. The biological fuel site
should produce around 200.000 tons of biological fuel. The oil mil should have a volume
around 750.000 tons of rape seed.66 Since the port has opened in the year 1996 the
throughput increased steadily. For the year 2007 a total volume of 500.000 tons is
scheduled.
Although a Ro Ro ramp is installed in the port the most important commodities are timber,
mineral nutrients and fertilizer. A positive development is the increasing railway traffic which
could be forced to 142.773 tons per year.67
To stimulate industrial settlements a “GründerZentrum” (EN: Innovation and founder centre)
got established, which promotes the settlements in the port area. It should offer its services
not only to public administrations, but also to new commercial companies interested in
settling in this port.68
64
66
67
68
Mitteilungsblätter, Deutscher Wasserstraßen- und Schifffahrtsverein Rhein-Main-Donau e.V., no. 116, page 21.
65
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2.3 Value Added Services in sea ports
2.3.1 Hamburg
The sea port Hamburg is the Germans greatest sea port. Container handling volume has
more than doubled since the most recent fairway upgrade in the Lower Elbe River in the year
1999. Its strong point is its outstanding geographical location as a foreign trade hub for the
global transport chains. These continued importance of two boom regions of China and the
entire Baltic Sea region, including Russia.
Supply routes from and to inland markets are short, and they are serviced by a range of highperformance transport carriers, which guarantees fast and efficient onward transportation by
coastal ship, railway, truck and inland waterways vessel. The Port of Hamburg has been able
to cope with the increasing volume of transhipments. Hamburg is Germany's most eastern
seaport by the North Sea. The approach through the traffic separation zones in the German
Bight is controlled by a modern traffic management system. The Port of Hamburg has more
than 320 berths and 41 kms of quay walls for ocean-going ships, around 200 partly
computer-controlled container bridges and cranes as well as grab-cargo cranes and siphons
for all types of liquid commodities. Some 100 kms from the open sea, the port on the river
Elbe is accessible even to the largest ships. Bulk carriers of more than 300.000 deadweight
tonnage tons (dwt), at present carrying up to 135.000 t of cargo to Hamburg, can be handled
here. The world's largest container ships call at Hamburg as part of their regular service. An
uninterrupted chain of radar stations and buoys as well as the availability of tug ships and
pilot assistance guarantee that the Elbe is navigable at night and in poor visibility. To ensure
that its services meet future requirements, the state and private sectors are investing in the
modernisation, development and expansion of the port. Over the next few years more new
berths for large container ships will be built. Furthermore numerous basins are being filled in
to provide additional container slots and storage space. Also the facilities for handling bulk
goods will be modernised and extended even further. In particular imports of coal are
expected to increase over the next few years.
The port of Hamburg is the central hub for trade with Eastern and Northern Europe. As a
container port, Hamburg takes second place in Europe and seventh place in the world. It is
120 km from the sea, but can nevertheless take the largest container ships in the world. Its
inland location and its excellent rail, water and motorway connections make Hamburg very
attractive. Trade with the Baltic Sea region alone accounts for 25% of port turnover.
As a trade and transport metropolis, Hamburg has more than 90 consulates. 460 companies
from Asia alone have their European headquarters or a branch office in Hamburg. With the
"HafenCity" (EN: port city), an ultra-modern commercial and business district is currently
being built directly on the Elbe river. Hamburg is also a location for highly specialized
industries. It is a leader in medical technology and biotechnology and is one of the world
centres for aircraft construction: it is here that the wide-bodied A380 is being built.
- 45 -
Name of Terminal
interim
Eurogate, Buchardkai, Altenwerder, Tollerort
1) Transport modes offered: rail, inland Road, own railway (Hamburger Hafenbahn with direct
waterway, road, sea
terminal
connection to the biggest German Freight Railway Station
Hamburg Maschen), inland waterway, feeder (to the Baltic
sea region)
Port services69
• Container services70
• Port safety71
• Seaworthy packing72
• IT-Services73
• Consulting74
• Port shipping75
• Warehousing and distribution76
69
These range from the traditional handling and warehousing activities and logistics solutions to IT and
communication services.
70
Container services at the interface of land/sea transport, the incoming and outgoing containers are checked for
possible damage. Repairs can be carried out directly in the terminal or also in the container repair workshops
immediately and professionally. Also the interim storage of empty containers and the short- or long-term renting of
boxes is part of the range of services offered by container depots and container leasing businesses. Consolidated
consignments for export are delivered to Contianer Freight Station (CFS) and from there are packed in containers
together with other consolidated consignments depending on their destinations.
71
The International Ship and Port Facility Security Code (ISPS Code) to combat international terrorist attacks,
which was stipulated by the International Maritime Organisation (IMO) has been implemented in Hamburg
according to schedule and with the utmost care. In the lead-up to implementation, a special taskforce called the
Designated Authority for Port Security was formed which carried out the required analysis of security issues and
approved the port security plans prepared by the terminal operators. A Port Security Commission (Hasiko) was
also established which represents a network consisting of port-related businesses and the authorities responsible
for security in the port. In addition, customs at the Port of Hamburg work closely with the U.S. Customs Service as
part of the Container Security Initiative (CSI) launched by the U.S. As a result of this collaboration, high-risk
containers destined for the U.S. can be identified, searched and sealed before they leave port.
72
Several firms in the Port of Hamburg have specialized in seaworthy packaging for all kinds of export goods as a
response to the increasing division of labour and, not least, as a result of the latest findings on the different kinds
of stress and strain sea-borne cargoes are subject to (especially in differing climates). It also includes the
selection of the most suitable packaging material and anti-corrosion measures for each specific consignment.
73
Comprehensive IT and communication systems monitor and control today’s global chains of transport. A variety
of communication services help manage maritime foreign trade.
74
The increasing international demand for consultation services for solving special queries in the maritime sector
and for the mediation of know-how is met with a high degree of professionalism by Hamburg consulting
companies.
75
Various companies are responsible for the traffic on the waterways within the Port of Hamburg. As a branch of
the port operations, port shipping covers several different business sectors with a wide variety of activities. The
tugs assist incoming and outgoing vessels from the port boundary to their berth.
76
Warehousing and Distribution Logistics Hamburg is one of the most significant European warehousing and
distribution centres for top-quality foreign goods and raw materials. Multi-national concerns such as Amiko/Ikea,
Fuji, Honda, Kawasaki, Thyssen Krupp, the Neumann Group, the Otto-Versand, Sharp, Siemens and Yamaha
rely on the experience and efficiency of the logistics services offered in Hamburg. The range of services extends
from warehousing, via finishing, sorting, commissioning, packing, reprocessing of weather-sensitive products,
quality control, freight management and all handling formalities to invoicing and customs clearance. All the
reputable logistics service companies are represented in Hamburg. The nucleus of the port is the Free Port, the
status of which has also been confirmed by the EU. Here imported goods can be stored duty-free and where
required can be subjected to product-specific treatment or be forwarded duty-free as goods in transit. A part from
this there is a series of "bonded warehouses" inside and outside the port. Samplers, weighers and dutiable goods
- 46 -
Name of Terminal
3)
Cooperation’s
terminals/ports
interim
Eurogate, Buchardkai, Altenwerder, Tollerort
with
other
terminal
• Customers Free Trade Area
Baltic Port Lübeck – Baltic Sea,
Kiel-Sea Port – Baltic Sea
Elbe-Port Brunsbüttel-Glückstadt,
Elbe-Mouth-Port Cuxhaven
Port of Magdeburg – Hanse Terminal
Expanding of the Freight Village Hamburg-Altenwerder
(from 320.000 sqm to 560.000 sqm) with new warehousing
facilities
Expanding of security facilities
New communication system to speed up cargo handling in
the Port (HABIS Zoll Freizone [EN: Customs and free trade
zone])
The port of Hamburg is historical developed and grown.
The updating of the Plans will be a running process by the
Planning Authority of Hamburg. It is a positive
communication between Planning Authorities and Harbour
Development.
The expansion of the harbour gets its limitation. In future
the increasing number of container can’t handle in the sea
port. The railway and highway infrastructure can not
transport the container so fast in the Seaport-Hinterland.
The railway and highway (Elbtunnel) are infrastructure
bottlenecks, which will be disposed in the future
Infrastructure Transportation Plans and Investments of the
Germian Railway Company (DB Netz AG).
(3) Classification
Comprised of some 200 companies, the private sector handles the port's 'superstructure', its
buildings and equipment. Viewed collectively, these companies provide a comprehensive
range of services. Viewed individually, these companies compete for business with some of
their local counterparts, and work closely with the rest. This competition assures the port of
supplying services featuring an optimal cost-benefit ratio-and that the individual companies
remain at the forefront of innovation. The breadth of complementary business ties existing
among the port's companies ensures customers of securing a mix of services meeting their
individual requirements, no matter what these may be.
To ensure that its services meet future requirements, the state and private sectors are
investing in the modernisation, development and expansion of the port. Over the next few
years more new berths for large container ships will be built. Furthermore numerous basins
are being filled in to provide additional container slots and storage space. Also the facilities
for handling bulk goods will be modernised and extended even further. In particular imports
of coal are expected to increase over the next few years. To ensure that its services meet
future requirements, the state and private sectors are investing in the modernisation,
attendants provided by the port operating companies are tax assistants under oath or surveyors appointed by the
Chamber of Commerce.
- 47 -
interim
development and expansion of the port. Over the next few years more new berths for large
container ships will be built. Furthermore numerous basins are being filled in to provide
additional container slots and storage space.
The following expansion projects maintained the optimization of transport chains:
o Boosting capacities of container terminals as part of the expansion programme by
building a new railway station at the HHLA Container Terminal Burchardkai and
commissioning for more stacking yards for container storage at the Container
Terminal Altenwerder
o Strengthening its hinterland transport network by investing in terminals (Dunajska
Stred by Metrans in Slovakia)
o Introducing new services by Transfracht (e.g. Eastern part of Switzerland via the
Upper Rhine terminal Zurich – Rekingen)
o Providing additional capacities for high-value warehousing and contract logistics by
building the logistics centre Altenwerder, direct adjacent to the HHLA-Container
Terminals Altenwerder (HHLA Rhenus Logisitics)
o Upgrading of the the multi-function terminal O’Swaldkai allows HHLA to make better
use of its floor space in the Port of Hamburg
The Port of Hamburg works in close collaboration with neighbouring or associated ports and
fulfils a function as a hub within the transport chain on behalf of these.
The Lübeck Container Terminal is linked to the Port of Hamburg by block train connections.
By rail the transport time to Lübeck can be reduced by two days. Thanks to this connection
via Lübeck one can say that today Hamburg has access to two seas.
The lower Elbe ports of Brunsbüttel and Glücksstadt have special significance for the
metropolitan region. They have specialised in the handling of bulk goods. At the three
terminals in Brunsbüttel 10 million tonnes are handled per year. Various sectors of industry,
such as paper, cement and timber, agricultural supplies and power stations are supplied via
the outer harbour in Glückstadt where conventional general cargo is also handled. CuxPort is
a young multi-functional terminal that has established itself very near to the international
shipping routes between Western Europe, Scandinavia and the Baltic States.
The port of Magdeburg is one of the largest German inland ports and is located on the left of
the Elbe at kilometre 334. In the ports of Dresden, Riesa and Torgau logistics solutions are
offered in combination with the three traffic carriers’ ship, rail and truck all under one roof.
Thanks to the reunification of Germany the Port of Hamburg has regained its natural
hinterland along the Upper Elbe that can now be reached by inexpensive transport on inland
barges.
2.3.2 Rostock
The heart of the seaport became the ferry port with its terminals for combined cargo, for
forest products and roll-on/roll-off cargo. Since the beginning of the 1990s, this sector has
- 48 -
interim
recorded outstanding growth. Rostock’s favourable geographical location, the easy
accessibility both land-side and sea-side, as well as large investments in the infrastructure all
contributed to Rostock’s port on the Warnow River becoming the number 2 port among
German Baltic Sea ports. Rostock has been number one in passenger traffic between
Scandinavia, Finland, Russia and the Baltic countries and Germany for many years now. As
was the case with ferry traffic, the cruise ship industry also began at a very low level in the
early 1990s.77
In this region Rostock is the No. 1 business location in North-Eastern Germany and the
largest industrial area of the state. The economic region of Rostock is the gateway to the
Baltic Sea region and offers you an enormous potential for growth and optimal conditions,
particularly as a maritime location, with traditional fortes in the port/cargo and shipbuilding
industries. Rostock has also competences in the fields of future technologies and industrial
processing. Some of the key sectors of local business include the life science and food
processing industries as well as applied and basic research.
The logistics sector is also at home in Rostock with its developed network of intermodal
transport. Rostock’s seaport functions as a central cargo handling point, ferry port and cruise
port. Shuttle services to Western and Southern Europe are available as well.
In the past 15 years, the port has drastically changed its image and its range of services.
With a modern oil harbour, facilities for grain, coal, fertilizer and cement throughput, with
terminals for the export of sugar, timber, scrap and break-bulk, it is once again a universal
cargo handling location. Three sheds each with a length of 360 m and possessing track and
road connections are available for handling and storage of gypsum plasterboard, metals and
non-iron metals. Cranes with a load capacity of up to 100 tonnes guarantee a rapid
throughput of timber, stone and project cargo. Berths 44/45 with accompanying open areas
are available for the handling and processing of scrap.
The combined cargo terminal has a total area of approx. 70,000 m² and is situated at the
base of Pier I. It has several different track groups and specialised stackers with a lifting
capacity of 45 tonnes. The proximity of the terminal to the ferry and ro-ro berths provides
short transit times through the port (e.g. train arrival at 2:45, loading at 6:00). Ideal conditions
for the optimisation of the logistics chain are provided here at the Rostock seaport. The
capacity was increased to process three trains simultaneously since the beginning of 2006.
Up to 85,000 units per year can be handled now. It is planned to expand the capacity to
120,000 units per year if required. Furthermore, the introduction of a high-efficiency IT
system is to be carried out in order to support operational processes.
The most important companies as logistic providers are: Schenker, Hangartner, Baltic Lloyd.
Name of Terminal
77
Rostock Seehafen
http://www.rostock-port.de
- 49 -
interim
Name of Terminal
Rostock Seehafen
waterway, road, sea
terminal
road, rail, sea
terminals/ports
Hamburg-Billwerder with a direct connection to HamburgWaltershof, Frankfurt on the Main, Cologne, Ludwigshafen,
Munich, Kornwestheim, Wuppertal and Ulm. The ferry and
ro-ro lines of the Rostock seaport provide rapid connections
in the Baltic Sea region.
o January to mid-August 2006: development of berth
60 on the Warnow quay into a Ro-Ro berth and
removal of the old container bridges at this site
o November 2006 to May 2007: development of the
200-meter-long cross quay in harbour basin C into
a berth and connection to the road network
o completion of the planning for the new construction
of the landside and waterside quay facility at berths
35, 36 and 37
o renewal of the foundation and the crane rails at
berths 16, 17 and 18
o preparation of the land for building on a fivehectare area south of Pier IV as part of the
industrial park “Maritimes Gewerbegebiet 2”
o December 2006 to February 2007: increasing the
water depth at berth 13 to 11.50 meters
o beginning of the planning for a second doubleramp berth at the ferry terminal and for the
relocation of the gate to the southeast
o beginning of the planning for the preparation of the
land for building of around 23 hectares between the
oil and chemicals harbours
o And additional investments
Since 1990 the Bundesland (EN: federal state)
Mecklenburg-Vorpommern and the City of Rostock planned
the continuous development of the Port of Rostock. With
the increasing transports of goods and the specifications of
the Port the City of Rostock founded a Development
Corporation Sea Port Rostock. The work of HafenEntwicklungsgesellschaft Rostock is focused on the
foresighted development of the port infrastructure as well
as its maintenance. As the owner of the property, the quays
and the water areas, it works closely together with the
shipping industry and the companies located at the port to
ensure that Rostock has all it needs at its disposal in order
to continuously improve its competitive position. On behalf
of its owners, Hafen-Entwicklungsgesellschaft Rostock
terminal
storage and handling of liquids (oil, chemicals)
Oil tank service
storage facilities for timber, sugar, …
RoRo-Services (Railway, Road)
- 50 -
Name of Terminal
interim
Rostock Seehafen
actively facilitates the establishment of new business sites
on its property. In leasing its property and real estate,
creating conditions for promoting competition in the port,
the winning of new customers and the acquisition of goods,
the policy of opening up new fields of business is followed.
Modernizing terminal infrastructure with new cranes,
Missing IT-System to organize and optimize the
transhipment
In addition, there are also regular train connections from and to Hamburg-Billwerder with a
direct connection to Hamburg-Waltershof, Frankfurt on the Main, Cologne, Ludwigshafen,
Munich, Kornwestheim, Wuppertal and Ulm. The ferry and Ro-Ro lines of the Rostock
seaport provide rapid connections in the Baltic Sea region. The combined cargo terminal has
a total area of approx. 70,000 m² and is situated at the base of Pier I. It has several different
track groups and specialised stackers with a lifting capacity of 45 tonnes. Increased cargo
handling capacity. The capacity was increased to process three trains simultaneously since
the beginning of 2006. Up to 85,000 units per year can be handled now. It is planned to
expand the capacity to 120,000 units per year if required. Furthermore, the introduction of a
high-efficiency IT system is to be carried out in order to support operational processes.
(3) Classification
Rostock’s port on the Warnow River is becoming the number 2 port among German Baltic
Sea ports. Rostock has been number one in passenger traffic between Scandinavia, Finland,
Russia and the Baltic countries and Germany for many years now. As was the case with
ferry traffic, the cruise ship industry also began at a very low level in the early 1990s. Today,
Rostock’s cruise ship port in Warnemünde is among Germany’s most preferred ports for
cruise tourism. 78 Combined transport will be one business segment of the port, but more
important is the business with the Ro-Ro-ferries from and to Scandinavia.
The main tasks of the port will summarize in the following chapters:
o Ferry cargo: Modern combi ferries are used in the regular ferry services, transporting
2.3 million passengers and 13.9 million tonnes of cargo in 2006. The ferry terminal
has an area of over 200,000 m² with six landing stages, two of which are equipped to
handle railroad cars. With these facilities, Rostock has everything it needs to continue
developing its solid position as a ferry hub for the Baltic Sea.
o Roll-on/Roll-off Cargo The handling of Ro-Ro cargo, strongly dominated by the import
of paper from Finland, increased to 1.4 million tonnes in 2006. A total of 476,500
tonnes of paper represent one third of the entire handled Ro-Ro result.
o Since 2002, paper export to the USA and to England has been playing an
increasingly more important roll. Paper export accounted for 110,000 tonnes of the
total paper throughput in 2006. With this result, Rostock secured its position as the
most significant paper export harbour on the German Baltic Sea coast. This success
is due to the logistical concept of the Rostock UPM office as well as the high level of
78
- 51 -
o
o
interim
quality of the company Papier-, Lager- und Umschlaggesellschaft (PLU). With its 3
ro-ro berths located adjacent to the ferry terminal, the port of Rostock has excellent
conditions for accommodating ro-ro traffic in regular service or tramp shipping. 79
The combined cargo terminal sees 21 block trains to and from various destinations in
Germany and Europe weekly. The frequency of transports to and from Duisburg
increased from three to five block trains per week. Eleven block trains per week are in
service to and from Verona, and five per week to and from Basle. In 2006, 59,546
cargo units were put through the port’s terminal for combined cargo.
In addition to the handling of coal, building materials, fertiliser and grain are among
the most important bulk cargo handled in the Port of Rostock.
The company Liebherr MCCtec Rostock GmbH celebrated the official opening of its new
production facility at the Rostock seaport on 12 May 2006. The first expansion of the plant
was also announced on that day. Liebherr built an additional boring and milling facility on a
16,000-m² site which is expected to be put into operation in April 2007. Further plans include
the expansion of the 15,000-m² assembly hall by an additional 12,000 m² by the end of 2008
in order to increase production capacity. The groundwork for three additional halls is already
being laid. Liebherr currently has 450 employees at the seaport, increasing to 600 by the end
of 2008.
Power Oil Rostock GmbH, a wholly-owned subsidiary of Getreide AG, built an extraction
facility for vegetable oils on a 53,000-square-meter site on Pier III last year. Power Oil
officially celebrated the putting into operation of its oil mill on 30 August 2006. According to
Power Oil Rostock, its mill, with a capacity of 1,600 tonnes of processed canola seed per
day, is the largest oil mill in Germany. The investment costs totalled nearly 14 million Euros.
The oil mill comprises the extraction facility, seed storage, seed processing plant, product
storage and service department. The Swiss company Biopetrol opened its biodiesel plant at
the Rostock oil harbour on 07 December 2006. According to the company, the plant will
produce 150,000 tonnes of bio-diesel and 18,000 tonnes of glycerine per year and is to
initially provide 32 jobs.
A further task of the company is to provide services oriented towards the improvement of the
competitive situation of the company or of the location. In this capacity, it can found, acquire
or have a share in companies or use the services of other companies, establish, acquire or
lease auxiliary companies and open branch offices. Neither the company itself nor a
company in which it has a majority share is allowed to engage in cargo handling or activities
involved in the storage and handling of goods
Since October 2003, Rostock has been connected to Europe’s largest seaport, Rotterdam,
via the traffic hubs Hamburg and Duisburg. A shuttle train runs several times a week
between Rotterdam and Rostock. The train can be completed with continental cargo in
Duisburg, Europe’s largest inland port. With this land bridge, Rostock became a part of the
interior transport network of the North Sea ports of Hamburg and Rotterdam and is now
79
- 52 -
interim
directly connected to transatlantic shipping traffic. This connection is of particular interest in
the case of urgent cargo that previously had been transported between the North Sea ports
Hamburg and Rotterdam and the Baltic Sea region predominately by means of road traffic.
The land bridge provides considerable time and price advantages in comparison with
conventional road traffic, and rail traffic is an environmentally friendly means of transport.
This land bridge makes it possible for cargo to be transported from Rotterdam to Trelleborg,
south Sweden in only 39 hours, and to Helsinki, Finland in only 61 hour.
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interim
3 Value Added Services intermodal terminals in Austria
and Hungary
LIN
SANKT
PÖLTEN
WEL
WIE
STEYR
WIENER
NEUSTADT
SALZBURG
DORNBIRN
INNSBRUCK
GRAZ
VILLAC
Commodities and industrie suitable for intermodal transport
KLAGENFURT
Analysed terminals
Foodstuffs
Construction
Textile
Logistic and rail terminals
Automotive
FMCG
Others
Inland ports
Electronic
Railway
Sea ports
Inland waterway
Figure 18: Analysed transport terminals and intermodal potentials, Austria
- 54 -
interim
KAZINCBARCIKA
MISKOLC
SALGÓTARJÁN
TOKAJ
NYÍREGYHÁZA
MOSONMAGYARÓVÁR
VÁC
SOPRON
GYÔR
GYÖNGYÖS
DUNAKESZI
BUDAPEST 4
PÉCEL
DEBRECEN
DUNAHARASZTI
SZOMBATHELY
SZÉKESFEHÉRVÁR
SZOLNOK
VESZPRÉM
KECSKEMÉT
ZALAEGERSZEG
KISKUNFÉLEGYHÁZA
GYULA
OROSHÁZA
NAGYKANIZSA
HÓDMEZÔVÁSÁRHELY
SZEKSZÁRD
MAKÓ
BAJA
PÉCS
Foodstuffs
Construction
Textile
Automotive
FMCG
Others
Electronic
Railway
Analysed terminals
Rail/logistic terminals
Inland ports
Sea ports
Waterway
Figure 19: Analysed transport terminals and intermodal potentials, Hungary
- 55 -
interim
Austria and Hungary, which either correspond “best practice” or “future-potential” terminals.
This overview provides an insight into the classification of chosen terminals and their reasons
for being so successfully both already today or in the future.
Selected AT/HU-terminals
Rail and logistics
Cargo Center Graz
Best practice VASTerminal
This Freight Village forms an
important logistics hub in
southern Austria for bi-modal
transports from/to SEEC.
WienCont
Inland ports
Ennshafen
One of the largest terminals
in European inland ports with
access to road, rail and
inland waterway. Future
investment till 2008 of 122
Mio € are planned.
Logistic hub with access to
the inland waterway, road
and rail. High amount of port
located companies forming a
service centre offering
various VAS, for future
investments local capacities
left.80
Port of Györ-Gönyü
(Hungary)
80
81
Future potential VASTerminal
Public port of Hungary with
access to inland waterway,
rail and road. Majority of
loaded and unloaded cargo
are bulk products. The
offered services are mostly
traditional ones like customs
clearance etc.81
www.ennshafen.at (20.08.2007)
http://www.portofgyor.hu/english/index1.html (20.08.2007)
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interim
3.1.1 Cargo Center Graz (CCG)
After a construction time of less than two years, the Cargo Center Graz (CCG) (www.cargocenter-graz.at) has been opened on 26. June 2003. The terminal undertakes the function of
a distribution centre for the South-Eastern European economic area. The objective is to
bundle competitive cargo flows and provide railway connections between Northern and
Southern European regions. The plan to install such a terminal near Graz was based on the
“Trassenverordnung” from the year 1994.
Three years later it was taken over by a private owned company which till now operates the
terminal. In this case a freight village was planned and built consciously. While an important
criteria for the success of this terminal are company settlements. The railway operator acting
in the freight village is the private owned railway company “Steiermärkische Landesbahn”.
They take over the trains in the train station “Kalsdorf” and drive them to the terminal.
This freight village was the first terminal which was financed by a public private partnership
model. The infrastructure is the property of the SCHIG and the suprastructure is owned by
the terminal itself. The terminal does not only exist for the automotive industry, they also try
to fill their capacities with continental transport volumes. This terminal has been planned as a
freight Village from the very beginning, thus it offers a lot of VAS.
Styria has always been an important economic region for industrial production in Austria. Out
of the top-100-companies-list, containing and listing biggest commercial enterprises in Styria,
following industry enterprises hold an important role in the economic development of this
certain region (selected examples):82 MAGNA STEYR Fahrzeugtechnik (Graz), voestalpine
Bahnsysteme (Leoben), Andritz (Graz), DAIMLER CHRYSLER (Gössendorf), BÖHLER
Edelstahl (Kapfenberg), MAGNA Powertrain (Lannach), AVL List (Graz), Bau-Unternehmung
Granit (Graz), Mayr-Melnhof Karton (Frohnleiten), Rigips Austria (Bad Aussee), VOESTALPINE
Bergtechnik
(Zeltweg),
BÖHLER
Bleche
(Mürzzuschlag),
BÖHLER
Schmiedetechnik (Kapfenberg), Stahl Judenburg (Judenburg), voestalpine Präzisrohrtechnik
(Krieglach), MAGNA Auteca (Weiz).
Based on these selected examples of the major industry organisations located in Styria it can
be summarised that in this specific Austria region Graz is one of most frequented regions,
besides Leoben, Kapfenberg and Mürzzuschlag. Regarding manufactured commodities, this
Austrian region is famous for steel production, automotive industry and supplies, building
industry and timber & paper industry.
82
http://www.topofstyria.at/ (26.07.2007)
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Name of Terminal
waterway, road, sea
terminal
terminals/ports
terminal
interim
Cargo Center Graz (CCG)
Rail and road
Customs office, agent for operators, organisation of preand post-haulage, renting of transhipment and office areas,
renting of containers, swap bodies and trailers, logistics
services, maintenance and repair of containers, empty
container storage for shipping companies, interim storage
of dangerous cargo containers.
The partner for container repair, renting and sales is
WienCont (www.wiencont.com).
Development of logistics solutions for customers and
industries, regional logistics and city logistics, set up of a
communication and information platform (eLogistics),
In August 2007 opening of a packing centre located at the
CCG with 7.200 m2 warehousing facilities.83
Spatial development is given by the administration of the
province in Styria. Also the future development is decided
there.
Automotive industry is changing, volume should be
balanced with other industries, and capacity of new packing
centre could be filled in near future.
(3) Classification
As one of the first PPP-project the Cargo Center Graz got an innovative investment which
also contributes to its success.84 In the year 2006 a truck service centre opened to provide
value added services and also a centre of excellence of handling and warehousing of steel
products has been located at Cargo Center Graz. This hub is mostly focused on railway
connections to South and South East Europe to serve a fast developing economic region. 85
Additionally a tank cleaning service centre offered by Quehenberger according to
environmental friendly standards offers VAS for liquid goods.86 Due to investments in
railways to and from Regensburg a growth of escorted transport is possible.87
To plan their range of VAS, the freight village oriented on similar locations and their services
offered as well as they searched for project partners. New value added services at the cargo
centre are offered by the packing centre and the truck service centre. Also a real estate
company was built out of the operator which offers general logistic warehouses, which can
be used for nearly all logistic activities as well as customer made buildings. Also regularly
facility management is part of their services.
The concept of the Cargo Center Graz (CCG) bases on the idea to set up a Freight Village
concept, which offers all services for transport operators, logistics service providers and the
cargo owners. The offered services cover two combined transport-facilities with two portal
83
http://www.cargo-center-graz.at/cms/cms.php?pageName=6 (20.07.2007)
http://www.cargo-center-graz.at/cms/cms.php?pageName=281
85
http://www.leitbetriebe.at/graz/ccg/ccg.htm
86
http://openpr.de/news/133454/Quehenberger-eroeffnet-Tankreinigungsanlage-im-Cargo-Center-Graz.html
87
http://steiermark.orf.at/stories/67945/
84
- 58 -
interim
cranes and several mobile equipment, warehousing and office areas, parking lots for trucks
and cars and others like facility services enabling outsourcing of all cleaning, maintenance
and repair work in offices and logistics sites. Besides, a customs office is situated, but also
an office area including cash dispensers and Go-Box (= Austrian road toll system) systems.
The security service takes care on the security of the terminal facilities and offices while day
and night times to prevent burglaries, theft and damages. The terminal-own restaurant has
been developed to a meeting point for employees and customers. In summer 2007 a truck
service centre has been set up, providing truckers the facilities for cleaning of tanks and
technical inspections of trucks and cars.
Future co-operations with the terminal Zagreb are possible and also a rail shuttle service
between the cargo centre and Zagreb (HR) could be feasible. The shortly opened packing
centre was a great success for the Cargo Center Graz because it is already working near its
full capacity. Additionally the freight village offers a training- and checking centre which offers
VAS for truck transportation. At the moment 60.000 square meters are left for free expanse
and some companies have yet shown their interest. The concept of the freight village is to
offer high quality services to increase the attractiveness of the terminal and to benefit from
the local companies.
WienCont
The main business of WienCont is transhipment. The business areas trucking and customs
do hold a minor role. Port of Vienna is the equity-owner while the company WienCont is the
operator. The Port of Vienna is the biggest freight village in Austria, by considering all
companies settled around this port as well.
The terminal is located in the capital of Austria which doesn’t only represent huge market for
customer demand, with more than 1.5 Mio inhabitants, it also localises a marketplace for
industrial production and transport-logistics. Around Vienna, more detailed in Lower Austria,
big industrial centres are situated which generate also big transport volume; a part of it is
routed via the Port of Vienna.
Not only automotive industry (e.g. Opel Austria) is located in this region, but also other
potentials for inland waterway transportation can be suggested. Some mayor industries like
steel, timber and paper and chemicals can generate a high transport demand. Current
industry partners in respectively around the Port of Vienna: There are both logistics service
providers (DHL, Schenker,) as well as industry companies (e.g. Schmolz+Bickenbach.
The terminal is due to his geographical position the ideal hub between Eastern and Western
European regions, especially after the accession of Austria to the EU.
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Name of Terminal
waterway, road, sea
2) Current services (VAS) of the terminal
terminals/ports
terminal
6) Current obstacles and problems in the
intermodal terminal
interim
Wien Cont
Rail, road and inland waterway
Container depot, checking, repair, sale and rental, stuffing
and stripping, all documents for rail transportation,
electronic rail waybill, collection and delivery of container
from all terminals in Austria and the most important sea
ports with trucks, customs clearance
Financial participation at the port of Györ Gönyü with 2%
An enlargement of the port in Freudenau and especially of
the WienCont terminal is planned and should be finished
2009; total costs of 122 Mio €.
A spatial planning concept for Vienna forms the basis of the
building plan for the current investments on this settlement.
Capacity problems in container handling, current
enlargement, only reach stackers are available, security
problems
The main problem of Wien Cont is that it has currently no
free spaces for container transhipment and storage. There
are no free spaces for enlargements. This terminal is full
with containers.
(3) Classification
Currently WienCont storage capacity comprises 7000 TEU. Thus, it is working at capacity
(nominally 4.500 TEU) and additional space is essential. As a subsidiary of the Wiener Hafen
the company is located directly at the inland port. Wiener Hafen GmbH invested 1.5 Mio € in
their buildings and 12 to 13 Mio € for the future container terminal. This should enable
WienCont to tranship 400.000 TEU’s every year and to guarantee a warehousing capacity of
6.000 TEU’s.88 The big enlargement of the WienCont is now in following status quo: 2
additional container bridges will be opened in the autumn of 2008. At the moment the
container handling is carried out by 8 reach stackers for loaded containers and 10 for empty
ones.89 Also the Wiener Hafen has several enlargements planned to ensure their shipping
quality in case of different water levels. Due to the set up of a flood protection bank the
changing of water levels of 4 meters don’t limit the port activities.90
Currently no dangerous goods handling is offered. Containers are handled with reach
stackers today. The whole container terminal measures 60.000 about square meters area.
The container depot includes storage place for almost 5.000 TEU’s and the possibility to
store all sorts of container including also reefer container.91 Additionally the WienCont offers
the repair and rebuilding of containers according to individual customer needs as well as
container retailing. Unfortunately some capacity problems still exist, like the shortage of
reach stacker for both, full and empty containers. But some actions for improvement got set
like the purchasing of 2 new stackers for empty container and one for full ones.92 WienCont
88
Schifffahrt und Strom, März 2006, page 20.
http://www.wiencont.at/, (01.10.2007)
90
Schifffahrt und Strom, September 2005, page 16.
91
folder of Wiener Hafen GmbH &Co KG
92
http://www.logistik-insider.at/index.php?p=news&newsid=3221&area=1 (26. 09. 2007)
89
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primarily offers traffic relations (block trains) from/to Vienna to Western Europe respectively
few to South-/East-Europe (e.g. Hungary). Over 100 companies have settled down in the
port area of the “Wiener Hafen”, and nearly the halves of them are logistic companies. Also
the “Hauptzollamt Wien” is located at the port and offers value added services in case of
customs clearance.93
Due to large container amounts shipped from the sea port to Austria the container handling
has to come up with some delays and capacity bottlenecks. This not only annoys consignors
and causes delays in the time schedule of the terminal, but it also decreases the shipping
quality.94 Also some just-in-time deliveries are offered to partners in the automotive industry
like the stripping and commissioning of offshore containers in the port area. This is followed
by the delivery of just in time goods to the demand places within the factory of the partner
company.95
Entire train loads leave every day to the Northern European Sea ports96 mostly transported
via shuttle trains to Bremen and Hamburg, arriving and departing up to 39 times a week.97
The terminal operator is also interested in the expansion activities in South- Eastern Europe.
But so far no concrete result appeared.98 There are still problems according to the security of
the container terminal. The container depot is not enclosed. Therefore company extern
people can entry the area. While the only security and theft protection consists out of a
simple system, door-to-door stacking of the container and continuous security patrols. But
until the end 2007 this should be improved with a fence around the whole area of the
terminal and access controls.99 The containers are currently stacked 6-layers high instead of
4-layers. Also this provides new capacities.
The Port of Vienna and Ennshafen do offer also stripping and stuffing of containers. The
Mierka Donauhafen Krems does not offer this VAS. Today WienCont does not have a yard
planning software, but intends to acquire such an ICT-system soon. Also 2-3 new crane
bridges will be installed in the future. Thereafter, fork lifters will not be used any more. Also
new relations for block trains are developed jointly with Rail Cargo Austria. One of the
objectives of WienCont is to get more capacity and free spaces for future developments.
93
http://iovg.cumed-fileserver.de/29/29_erfahrungsbericht2.pdf (26. 09. 2007)
Schifffahrt und Strom, Juni 2007, page 10.
95
Schifffahrt und Strom, Juni 2007, page 11.
96
http://www.ebn24.info/pdf/mag.brigitte_ederer_240.pdf (26. 09. 2007)
97
98
http://www.logistik-insider.at/index.php?area=1&p=news&newsid=3324 (26. 09. 2007)
99
http://www.die-wirtschaft.at/ireds- 13604.html (26. 09. 2007)
94
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3.2.1 Ennshafen
The container terminal covers an area of 80.000 square meters.100 The terminal offers the
biggest container bridge of all harbours located on the Upper Danube, which a length of 24
meters over the quay. Therefore the transhipment of two barges and 4 rail tracks at the same
time is possible. The railway infrastructure offers free access to all European railway
companies and is therefore especially interesting.101 The port of Ennshafen is owned by two
different companies according to the two Austrian federal states Upper Austria and Lower
Austria in which the harbour is located.102
The economic agglomeration area near the port was successfully filled with different
companies like Kühne & Nagel, Riegler Metallbau, and a new bio-diesel ethanol refinery.
Additionally another industrial centre called the “Ennsdorfer Wirtschaftspark” was installed
and is now filled from a holding company of the Ennshafen terminal, the ecoplus. The
settlement of additional four companies is planned. In general 50 companies are located in
the terminal area and offer 1.500 jobs.103 A new logistic centre with additional space of 3.600
square meters got opened in April of the year 2007104, approximately Kühne & Nagel will
relocate their headquater of maritime freight there with around 60 employees.105 Around the
port of Ennhafen various industries are located like Nettingsdorfer, SCA Laakirchen,
Steyrermühl, Feurstein Traun and many others.
Name of Terminal
waterway, road, sea
terminal
terminals/ports
terminal
Ennshafen
road, rail and inland waterway access
Container checking and repair, reefer container, dangerous
good container including container depot for 500 TEU,
automatic track switch
Contract of cooperation between Ennshafen and the port of
Linz AG
Two additional lines à 750 meter for the feeder track, yard
planning system including all handling equipment, new port
basin west 350m long
For the port a spatial developing plan is existing, the spatial
development is executed by the federal state, department
of regional developing
Shortages in railway wagons, problems in pricing with the
ÖBB, nautical problem on the upper Danube,
(3) Classification
100
http://www.ennshafen.at/deutsch/derhafen/index.htm (02.10.2007)
Netzwerk Logistik Nachlese, Verein Netzwerk Logistik, Herbst 2007, page 8.
102
Schifffahrt und Strom, September 2006, page 8.
103
104
http://www.ennshafen.at/ ( 02.10.2007 )
105
101
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The railway line connection Ennshafen with the national infrastructure is already electrified
and an automatic track switch got installed.106 So the free and cheap access for all railway
operators can be guaranteed. At the current stage the Ennshafen terminal has a handling
capacity of 250.000 TEU’s107, while in 2006 the container handling numbers increase sharply
to 153.000 container transhipments. Radiating shuttle services, 1650 trains a year, are
offered for containers. Also value added services are offered, like container checking and
repairing was demanded 4.500 times in the year 2006.108 Also a container depot is offered
which has a capacity of 5.000 TEU’s loaded or unloaded.109 Most sorts of container can be
stored including reefer container and container loaded with dangerous goods.110 Regularly
shuttle trains from and to the Northern European ports (Hamburg, Bremen, Rotterdam),
Duisburg, Budapest and Styria are offered. In the port area additional 80 hectare of spare
place is declared for company settlement with a focus of developing industries like bioethanol and recycling. 111
Further development is based on company settlements of future potential industries like
energy, bio diesel, bio ethanol, recycling, commodities and their further processing and semi
finished products.112 This year the biggest bio-diesel production site of Austria opened
located near Ennshafen. The output should be around 120 million litre of bio-diesel a year
and it will employ a workforce of around 30 full- time- equivalents.113
The terminal in Ennshafen (AT) has a high future potential because there are a lot of
infrastructural capacities available. In contrast the railway node of Wels has exhausted its
capacity. Ennshafen has followed a future oriented concept and an active settlement policy.
It has a great development and is one of the best practise terminals in Austria. As it is mostly
property of the government, it is searching for company settlements to enlarge their service
range. Future settlement of consignors in the energy sector and logistic providers working
with container are planned. Additional the Ennshafen will establish an education and training
centre and operates lobbying for the waterway Danube. In short, Ennnshafen offers a lot of
(new) Value Added Services:
• Intermodal platforms like: www.intermodal.at
• Bio-ethanol and rape oil
• Bulk goods like agricultural products
• Shuttle trains and container liner services on the river Danube
• Information and training centre for inland waterway in Austria
106
http://www.ennshafen.at/deutsch/derhafen/index.htm (02.10.2007)
Standort und Technologiebericht Oberösterreich, Entwurf 2006, page 50.
108
109
http://www.ennshafen.at/deutsch/containerterminal/index.htm (02.10.2007)
110
http://www.ennshafen.at/deutsch/containerterminal/index.htm (02.10.2007)
111
112
113
Ennshafen News, February 2007, page 3.
107
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3.2.2 Györ-Gönyü (Hungary)
The Győr-Gönyű Kikötő Ltd. was founded in 1992. The company has been loading and
providing relevant services in the National Public Traffic Harbour since 1994, which include
mainly the loading, customs clearance, forwarding of goods involved in water traffic. The port
of Györ is owned by 35% of Austrian investors like the port of Vienna and others.
The economic situation of the Györ region can also be described as following: Massive inflow
of foreign direct investments (FDI) in Western Hungarian region. About 100 subsidiaries of
multinational companies accounting for 1/3 of industrial employment and more than 50% of
production are situated here.114 A dynamic development in the automotive, electronics and
office machinery industries is seen. With regard to import of foreign capital Győr-MosonSopron holds an excellent position, after Budapest and the region (HU: Komitat) Pest. After
these two Hungarian regions Győr-Moson-Sopron is the most dynamic local region with
plenty of companies with foreign investments (more than 1200). 80% of the foreign capital is
concentrated in these three major cities and surrounding. The majority of the investors come
from Austria and Germany. The objective of the Győri Nemzetközi Ipari Park Kft. is to
support the settlement of foreign investors at the 126 ha industry park area.115 Audi
Hungaria, a 100% subsidiary of AUDI AG, located in Györ, did start in 1994 its production
with a capacity city 800 engines per day. Due to its success it did increase the production
capacity to 6 900 engines a day. Today about 1.5 million engines are fabricated in Györ and
delivered to the Volkswagen group. The engines are used for more than 30 types of
automotives of the brands Audi, Volkswagen, SEAT and Skoda. Audi Hungaria is since years
the biggest exporting company of Hungary and one of the biggest companies in this country
(in terms of business turnover).116 In general the region around the city of Györ ranks second
in case of economic density in Hungary, while Budapest ranks first. Most traffic flows have
their origin in China and are transported via the Port of Hamburg.
(2) Description of current VAS:
Name of Terminal
waterway, road, sea
3) Cooperation’s with other terminals/ports
Györ-Gönyü (Hungary)
Road and inland waterway (river Danube)
Offices of customs, border-wardens, water
police, plant sanitation, veterinary service and
forwarders can be found in the administration
block, inspection and storage house, stationary
and movable ramps for loading and unloading of
trucks and cars (RO-RO), parking area, open
storage, heavy lift services, waste and bilgewater disposal, electricity and fresh water
The Wien Holding holds 1.69% of the Györ
Gönyü Kikötö Befektetési és Beruházasszervezési AG.
114
ÖIR: Impact of economic and social integration on employment in the context of enlargement. file://Via-tgstor01/techgatedaten/daten/PROJEKTE/eCommerce/INTERIM-SHIP-AIDA%20(Interreg)/WPs/WP4/WP%204.2/Inputs/schneidewind_%D6IR_Gy%F6r.ppt#1
115
http://www.audi.hu/deu/gyor/iparagak.html (30.07.2007)
116
http://www.audi.hu/deu/hirek/hir.php?hir_id=37 (30.07.2007)
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4) Current and future investments (transhipment,
services, ICT, …)
5) Spatial development plan of the terminal
6) Current obstacles and problems in the
intermodal terminal
interim
The port of Györ cooperates with the NV
Zeekanal en Watergebonden Grondbeheer
Vlaanderen (BE) and with the Hungarian port
association which is a member of the FEPI117.
Building up of a rail link to this inland port for offer
tri-modal transhipment, supporting the settlement
of logistics companies in or around the port
For the area of the port and the city of Györ a
spatial development plan exists, which includes
traffic policy too.
Due that the port is located near a Danube
bottleneck the high differences in the depth of the
Danube cause bad transportation eventualities.
This is a problem in case of reliability.
Additionally the pricing policy of inland navigation
operators is mostly in-transparent according to
the pricing policy of railway operators.
Delays of inland navigation vessels are not
problematic for the port operators, as long as the
information exchange is successful. The River
Information Services (RIS) system should cause
improvement in this field.
A big problem is the storage of barges in the port
area, which doesn’t bring any revenues but
causes bottlenecks.
The biggest problem on the Danube is the
bottlenecks in the infrastructure of the navigation
channel.
(3) Classification
At the moment the navigation channel has problematic situation due to less streaming
speed.118 Thus, a future prospective is to build a rail link to develop Györ to a trimodal
terminal. Additional enlargements are the building of the infrastructural elements of a logistics
service centre, including the realisation of the connection with the M1 motorway, whereas at
the moment the tender is in progress119. In the last years in Hungary a trend came up to
install logistic terminals because of several new developments. In the future SEE countries
shall develop from only low wage production sites to consumer markets as well. Another
point is that due to the extension of the Hungarian expressway network a lot of transit traffic
between Serbia/Romania and Western Europe will cross the country. This should lead to
future notes with terminals to generate additional gains. An industrial centre is located near
the port of Györ, but nowadays it doesn’t offer the necessary transport volumes demanded.
Around the port of Györ some transport and logistics provider settle down or make already
business there. Like the forwarding company Quehenberger which operates near Györ since
1994 via a 5.500 square meters big hub120. In 2005 the Rhenus Group opened a Logistic
centre near Györ which is mostly used to handle automotive products121. Additionally
Raabersped group will open a new logistic centre in Györszemere including a railway
connection. They plan to handle a volume of one freight train per day with a team of 35 to 40
117
http://www.inlandports.be/
Diplomarbeit Tekla Boncz
119
http://verkehr.co.at/ (19.07.2007)
120
LogEASTics, Transport and Logistics in Central Eastern Europe, 18. 11. 2005, page 8f.
121
LogEASTics, Transport and Logistics in Central Eastern Europe, 10 Feb 2006, page 8.
118
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interim
employees.122 Already today the development area is ready for a container terminal, freight
terminal and the establishment of industrial, logistics and shipping companies. 123
At the moment (2007) the inland port Györ-Gönyü is a frequently used terminal in Hungary.
Currently, it does not neither provides container transport nor container services, but the
future development strategy includes following new orientations:
• New facilities and terminals: Rail connection, container terminal
• Strategic orientation of the port: More settling enterprises (today: G.Transport 96 Ltd.
[www.gtransport.hu] and others), industrial parks and logistics centres.
Especially the development of the planned railway hub of Györ Gönyü is important, because
it will offer free access to all potential operators, and will include a switching yard station. Due
to this development the port expects more company settlements in the port area. The
available capacity counts 50 hectare and is intended for enlargement.
Also other future planned investments of the nearby existing industry should lead to modern
VAS. Like the intention of the Audi factory in Györ which plans to extend their product line
with the new Audi A3 and probably other products. The port of Györ itself prefers container
handling in place of Ro-Ro traffic flows. The most important ports in Hungary like Györ,
Budapest-Cespel, Dunaujvaros, Baja and Szeged are financed by the government. This
allows only developments in consensus with the Hungarian traffic policy. While the financial
resources for infrastructure are sponsored by the government, the transhipment facilities
don’t get financial background.
Planned facilities build up in the near future are
o Bio-ethanol- facility located outside the port
o Bio-diesel- facility located on the port area
o A natural gas- fuelled power plant which is able to heat the port buildings
o Other necessary dangerous goods facilities should be installed
Future value added services
o Transhipment point for dangerous goods
o Container terminal including stuffing and striping
o Renting
o Storage
o Service and maintenance
o Warehousing area for handling
o Additional settlement area
122
123
LogEASTics, Transport and Logistics in Central Eastern Europe, 10. August 2007
Ministry of Economy and Transport: Transport Infrastructure Development in Hungary, page 12
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4 Value Added Services intermodal terminals in Croatia
VARAZDIN
VELIKA GORICA
OSIJEK
KARLOVAC
RIJEKA
VUKOVAR
PULA
ZADAR
KNIN
SINJ
SIBENIK
SPLIT
MAKARSKA
DUBROVNIK
Analysed terminals
Foodstuffs
Construction
Textile
Automotive
FMCG
Others
Inland ports
Electronic
Railway
Sea ports
Inland waterway
Figure 20: Analysed transport terminals and intermodal potentials, Croatia
Croatia, which either correspond “best practice” or “future-potential” terminals. This overview
provides an insight into the classification of chosen terminals and their reasons for being so
successfully both already today or in the future.
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Selected HR terminals
Rail and logistics
„JANKOMIR-ŽITNJAK“ on
Zagreb area
Best practice VASTerminal
interim
Future potential VASTerminals
Connects maritime and river
ports with the main usage of
railway, has a free zone for
production and refinement of
public transportation goods.
This is the most important
future terminal that should
enable development of
Croatia, due to turnover of
approx. 1.5 Mio. TEU/Year
and enables traffic, storage,
industrial production,
proceeding and distribution
of goods up to 20 Mio./year.
„MIKLAVLJE“ in primary
gravitation zone: Rijeka Port
– Koper Port and Trieste
Port
Inland ports
CONTAINER
TERMINAL Intermodally connects river
VUKOVAR on port area of and maritime traffic via
railway and enables a high
Vukovar port
degree of VAS for goods in
traffic.
„CONSTRUCTION
MATERIALS OSIJEK“ on
port area of Osijek port
Sea ports
MULTIPURPOSE
Executes transportation and
CONTAINER TERMINAL on development of feeder
container traffic on Ploče
port area of Ploče port
traffic route and has a high
value of VAS with an
economic multiplicator > 11.
Parent container terminal
„ZAGREB DOCK“ on port
area of Rijeka port
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Enable the intermodal
connection between
maritime and river ports with
the usage of railway for
traffic of all construction and
industrial materials with the
necessary proceedings.
With sea depth of 18-30 m
near operative coast and
usage of “Miklavlje” for
logistic functions it enables
development of Croatia and
the EU with VAS
multiplicator > 20.
interim
The Republic of Croatia still hasn’t officially accepted the proposition of economic regions.
The political regions are being officially used App: 1 Political regions or Counties in Republic
of Croatia. Political regions: Primorsko-goranska and Karlovačka County have, in
cooperation with the Polytechnic of Rijeka, made the project documentation for the EU
Certification due to which the European Commission overtakes a part of risks for its
entrepreneurs and their invested capital in these regions that was given on 12th December
2006 App: 2 The EU Certificate for capital investments in “Western Economic Region”. With
the time flow, it has been agreed with the EU partners, to un-officially divide Croatia into 4
regions App: 3 Un-official economic regions in Republic of Croatia that are essentially
different from the political regions. The Croatian Government has been informed that “The
Western economic region” has gained the EU Certification for capital investments risk, still
the Government hasn’t up to this date either accepted the proposition either it has identified
the economic regions.
4.1.1 Jankomir-Zitnjak
Logistic rail terminal “Jankomir-Zitnjak” is located on the area of “Northern economic region”
in the Republic of Croatia. The main urban, cultural, political, educational and sport centre of
this region represents City of Zagreb which is also the capitol of Croatia. Terminal “JankomirZitnjak” is located on the western part of Zagreb towards Slovenia, where also the biggest
business-industrial and commercial zone of the area is located. It owns good traffic
connections with maritime ports and neighbouring countries.
The un-official “Northern economic region” where terminal “Jankomir-Zitnjak” is located
represents the most developed part of Croatia. Within the radius of 100 km, more then 65%
of all Croatian economic activities are being executed and it has app 60% of the Croatian
population, while the GDP per capita amounts app 12.000 $ and the Croatian average is
5.500 $. During the years this region inhabited app 50.000 new inhabitants from other
economic regions that are simultaneously loosing their inhabitants. In direct proximity of this
terminal that is located near Zagreb and its industrial-commercial zone operate numerous
entrepreneurs such as: “Ingra”, “Ericsson – Nikola Tesla”, “Končar”, “Gredeli” etc. that
execute the industrial production for different products in electronics and electrotechnics,
road and rail vehicles, white goods and domestic appliances etc. Besides, the numerous
commercial chains are located there such as: “Mercatone”, “Kaufland”, “Billa”, “Metro”,
“Getro”, “Kerum”, “Plodine”, “Pevec” etc. In the area of “Jankomir-Zitnjak” terminal that has a
free zone status, operate a great number of logistic operators. The biggest and the most
important is “Eurotax Legac” which produces and exports bearings for automobile industry,
parts for locomotives etc.
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Name of Terminal
waterway, road, sea
terminal
terminals/ports
terminal
interim
„Jankomir-Žitnjak“
Rail and road that connect maritime and river ports
Industrial production and proceedings of goods, storage,
sorting, sale…
Terminal in ports: Rijeka, Koper, Osijek and Vukovar
Construction of new river port “Rugvica” with appropriate
terminals and objects
Terminal has a plan of spatial development that has been
developed in cooperation with local national authorities
New coastlines should be constructed, as well as railway
tracks, shunting stations, truck parking lots, warehouses,
while the trans-shipping, ICT-equipment and software
should be provided
(3) Classification
Since this terminal is located in the most developed Croatian region and on the crossroad of
commercial flows between the EU, Middle and Far East and river and maritime ports,
respectively important international traffic corridors it is understandable that this is the
biggest and the most important inland terminal in Croatia.
From the strategic point this terminal should keep and develop its function of intermodal
(transportation) connecting the maritime, rail and river traffic through the execution of solely
logistic operations of loading, un-loading and storing the goods. The government and
parliament should vote a special law that should content special measures of government
economic policy, decrease its (VAS) logistics for VAS (production, proceedings, refinement
etc of goods) and encourage entrepreneurs to implement VAS also in other terminals that
are located on less developed and/or undeveloped areas (economic regions) in order to
achieve balanced regional development of Croatia and the EU (Hungary, Czech Republic,
Slovakia…).
Today there is a great interest of domestic and foreign entrepreneurs for investing the capital
in the development of new logistic services for goods in international public transportation –
the one that is being transported via this terminal, but there is no space available for their
implementation so they should be encouraged to invest capital in other terminals as well, and
that are being mentioned in the proceeding.
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4.1.2 Miklavlje
Logistic terminal “Miklavlje” is located on the area of “Western economic region” App: 3 Unofficial economic regions in Republic of Croatia and represents the newest and biggest, soon
to be strategically most important modern intermodal logistic node in Croatia. It stretches on
the surface of 250 ha. It has installed rail, maritime and road highways that connect it with
ports of North Adriatic and rail and road infrastructure that serves as a connection via Zagreb
and Ljubljana to the countries of Central and Eastern Europe respectively via international
corridor X and VII to the countries of Near and Far East – the rest of the world. On “Miklavlje”
area different objects of infrastructure and substructure are being constructed that should
enable development of a wide spectrum of logistic services in the international public
transportation (VAS) that is being executed under the acronym “All-in-one-place “(= Onestop-shop).
Un-official “Western Region”, that also includes terminal “Miklavlje” represents the second,
according to economic development, part of the Republic of Croatia. Within radius of 100 km
is located city of Rijeka with population of 350.000 inhabitants, as well as smaller cities such
as Opatija, Lovran, Crikvenica, Kraljevica and Bakar with features of tourist locations. This
economic region also includes city of Karlovac located on the frontier of 100 km and that
represents important economic and traffic node. The most important economic branches on
the area of „Western economic region” include ship-building, nutrition products, international
public transportation and logistic industry that execute industrial production, proceeding and
refinement of goods in the international public transportation.
Near terminal “Miklavlje” operates the biggest autonomic Croatian ship yard “Treći Maj” that
independently produces all sections and ship parts, assembles them and delivers to the
customer. On the spatial relation of 30 km operate two more ship yards: -Remount ship yard
“Viktor Lenac” that carries out remount, investment and regular servicing of all types of
freight, passenger, special and military ships; assembly ship yard “Kraljevica” that assembles
ships out of sections and components that other producers provide, while it individually
makes smaller segments and equipment parts. On Karlovac area the production of milk and
milk products is developed with the centre in “KIM” factory, then “Karlovac factory of beer”
and several smaller plants for the production of electronic and electrotehnic industry.
Special feature of this economic region represents the international public transportation
which centre is Rijeka port with port basins and terminals that are specialized for providing
almost all logistic services for goods in the international public transportation. For the last 200
years Rijeka port has recorded good business results in providing VAS for goods in the
public transportation. Economic multiplicator124 of Rijeka port has varied from 5 – 25,
124
Economic multiplicator represents coefficient that determines the new incomes in EUR aggregated by all the
participants of traffic-industrial system in the area of one country and/or individual traffic route respectively specific
economic region – from providing the services for goods in traffic on the grounds of the whole port’s income or the
one accomplished in inland terminal. For example economic multiplicator for Rijeka port for traffic of one container
amounts 11 App: 1 Political regions or Counties in Republic of Croatia. This practically means that one EUR of
port’s income earned from container transhipment can produce additional 11 EUR of new or added incomes for all
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depending upon sort of goods and logistic services with the tendency of further enlargement.
The lowest VAS coefficients Rijeka port recorded during the Croatian War of Independence
and at the present moment they excelled the border of 11. With the release of “Miklavlje”
terminal VAS coefficient should gain the value of 23. From the traffic point on the area of
“Western economic region” operate almost identical commercial chains as on the other areas
such as: “Mercatone”, “Kaufland”, “Billa”, “Metro”, “Getro”, “Kerum”, “Plodine”, “Pevec” etc.
Name of Terminal
waterway, road, sea
terminal
terminals/ports
terminal
„Miklavlje“
Rail and road that connects to parent terminal in Rijeka port
and hence to the other maritime and river ports
This terminal is in the process of construction so it still
hasn’t recorded the VAS
At the moment terminal is being built so it doesn’t
cooperate with other terminals. When it will be finished it
will cooperate with terminal in ports: Rijeka, Koper, Trieste,
Jankomir, Osijek and Vukovar.
Construction of new rail track Rijeka – Ljubljana, industrial
two-track rail to Mother terminal in Rijeka port
Terminal has a spatial development plan that is developed
in association with local and national authorities
New inland railway tracks should be constructed, as well
the new shunting station, truck parking lot, warehouses,
transhipping, ICT-equipment and application software
(3) Classification
Preparation of project documentation for terminal “Miklavlje” started in 1978 when the ex
Yugoslavia decided to develop one big logistic transportation centre toward the Western
Europe that should become a strong free zone for initiating the foreign investments (FDI). In
1988 the construction of road, rail, energetic and communal infrastructure was initiated with
the financial support of the EEC funds. With the beginning of the Croatian War of
Independence in 1991 the construction of this terminal was terminated. At the present
moment all the important building works for infrastructure are in process. The beginning of
the sub-structure objects should get started but also their release is predicted in the
upcoming two years.
other participants in Croatian traffic-industrial chain made by providing VAS for goods transported in containers.
When the assemblage of new products or half-products begins out of their parts and/or components transported
in containers then the free and business zones near Rijeka port, on Rijeka traffic route will gain the economic
multiplicator of 18 -22 that represents the profit rate of approx. 2000% on the invested capital unit. So the
economic multiplicator represents the most important strategic indicator of international public transportation as
the input for development of domestic traffic and economic system for each country. Size of economic
multiplicators directly depends upon economic policy of each country and business of local self-government units
through which territory trespass the public highways.
Since the containers are mainly used for transportation of all commodity sorts produced in the world it is logical
that each traffic route (Terminal) has a possibility for developing the same VAS as other terminals since it
concerns the same or similar products that can be assembled in business zone close to each terminal.
Different governments have realized that without one (“Small”) EUR gained by port or entrance terminal can not
be achieved (big) and for individual countries crucial 11-22 EUR of incomes (VAS) that could be the primal
initiation to Government to ensure conditions for development of the public transportation and special business
zones on its area, close to international ports and/or terminals.
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Due to positive experiences in providing the VAS for goods in the international public
transportation offered by Rijeka port and Rijeka traffic route, a project of logistic services on
the area of “Miklavlje” terminal was developed and named “All in one place”: Industrial
production, custom, inspection services, forwarders, parking lots (trucks), restaurant and
motel, post, bank, stores, opened and closed storing rooms for all commodities, industrial
railway tracks, remount centre for heavy vehicles, sport-recreational contents etc.
4.2 Value added services in inland ports
4.2.1 Container and RO-RO terminal Vukovar
Logistic traffic node “Container and RO-RO terminal Vukovar” is located on the area of
“Eastern economic region” in the Republic of Croatia. The main urban, cultural, political,
educational and sport centre of this region represents city of Vukovar that was from the
beginning of the Croatian War of Independence considered as one of the most attractive
destinations for citizens and investors. During the war city of Vukovar and the whole “Eastern
economic region” were devastated. Presently they are being renewed with the support of the
world community and the Croatian government.
Unofficial “Eastern economic region” where the “Container and Ro-Ro terminal Vukovar” is
located represents presently the least economically developed part of the Republic of
Croatia. Till the beginning of the Croatian War of Independence in 1991 this region was
included in the most developed regions of the ex Yugoslavia and Europe. It had developed
agriculture and production of highly qualitative agricultural dietary products, then production
of fashion clothes and footware and it has also owned the plants for production of agricultural
machines and equipment. It had satisfying foreign trade and currency balance while Vukovar
port represented crucial and strategic node for Yugoslavia and former EEC. After the end of
the Second World War (in 1945) this region was inhabited by a large number of inhabitants
from all over the Yugoslavia, but mostly from Dalmatia, Lika and Primorje since they acquired
a land for development of agriculture and wholesome food production. At the same time the
modern port Vukovar was constructed that has intermodally connected sea ports in Ploče
and Rijeka with sub-Danube countries and their ports. On the port area of Vukovar port
numerous logistic services were developed (VAS) for goods in the public transportation that
generated the multiplicators > 9.
With the beginning of Croatian War of Independence in 1991 the Vukovar area and area of
“Eastern region” were completely devastated while the most inhabitants were enforced to
leave the area. The navigable routes and port transhipping and storage capacities were
especially ruined. Vukovar port got the free zone status and financial support of Croatian
Government and international community so the process of reconstruction and development
of port and industrial capacities is also in progress with the simultaneous return of inhabitants
and encouraging the employment of the young professional and specialist personnel without
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whom it is impossible to achieve appropriate development of traffic and production. Out of
the most important economic functions on the area of “Eastern region”, the production of
nutrition products, footwear and clothes “Borovo” is being developed, then international
public transportation and logistic industry that should provide industrial production,
refinement and proceeding of international public transportation goods.
Name of Terminal
waterway, road, sea
terminal
terminals/ports
terminal
„Container and RO-RO terminal VUKOVAR“
Rail and road that connects it with maritime ports in Rijeka
and Ploče, Jankomir in Zagreb, navigable routes with river
ports on Danube, Sava and Drava river
In this moment classic logistic services are provided (cf.
figure 21) while the conditions for industrial production and
refinement are being developed, as well for commissioning,
sorting, selling and delivering of goods
Terminals in ports: Rijeka, Ploče and Split, terminals
Jankomir, Osijek, Slavonski Brod, Sisak, Novi Sad.
Regulation of the existing objects of infrastructure,
substructure, transhipping means and equipment that were
devastated during the war.
Terminal has spatial development plan, that was developed
in association with local national authorities
(3) Classification
During 2004 the master plan for development of Vukovar port was developed and it included
the existing Vukovar port and its enlargement toward the economic zone “Borovo”.
In 2005 a study was finished that demonstrated the justification of investments in port
modernization and especially in the construction of: - specialized terminal for bulk cargo, terminal for artificial fertilizers and – modernization of container (multipurpose) and RO-RO
terminal. The whole investment of “New Port East” amounts app 45 mil €, of which 25 Mil
was intended for the mentioned objects and 20 Mil € refer to bulk cargo terminal.
The port would that way be enabled for transhipping cargo of 2.5 Mil t yearly. During 2005
the most of property-legal relationships were defined on the port area. Also in 2005 new
lighting was installed in port that improved occupational safety in port while the agreement for
construction of traffic control and surveillance (E-Port) was signed with “Centre for
development of inland navigation”.
The process of tracking and payment of freight and passengers traffic will be automated with
the implementation of E-Port. In 2007 port coastal crane will be procured and the activities
for the primal construction of the idea project “New Port East” will be initiated.
The research implied that the existing VAS coefficient respectively of the economic
multiplicators is on the level of standardized values for international public transportation
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ports – around 4 and are based on logistic services of road and rail freighters, forwarders
and shipping agents, supplying ships with fuel, food, smaller repairs of containers and
transportation equipments etc.
Vukovar port has also gained a free zone status where the production of bio-diesel is
expected in cooperation with producers of oilseeds on fruitful Croatian meadows in
compliance with Croatian obligation about the substitution of fossil fuels with bio fuels at ratio
of 30% in comparison to their present consumption in the Republic of Croatia. Besides, there
are indications about the revitalization of foot-ware industry of ex plant “Borovo” and
development of a system for confectioning, freezing, conservation and sterilization of food on
the area of free zone that will be used for export respectively international public
transportation. Finally, remount service and vessel maintenance are being introduced, but
also service of winter accommodation of vessels (dry port), the foundation of gooddistributional centre as the generator of the future traffic for Vukovar port and commercialservice centre for the needs of the domestic wholesale.
Special attention is dedicated to the construction of thermal power plant on the port area that
will ensure continuous traffic of the specific cargo and VAS. Feasible study indicates that the
traffic of Vukovar port should amount, after the 30-year development:
Optimistically = 5.203.519 to, realistically = 4.162.815 to, pessimistically = 3.122.111 to and
in the hinter-coast the traffic of approx. 2.962.000 to is expected yearly in Vukovar port.
Number of regularly employed workers today at the beginning of the 30-years development
period, amounts 29 and at the end it amounted 24.983 including the employed on the
functional gravitational area.
With the completion of the announced logistic capacities and continuant enlargement of the
regular international transit and domestic traffic via Vukovar port and repeated functional
integration with ports Ploče and Rijeka that successfully operated until 1991, the VAS
coefficient is expected to grow at app 9-12 within first 10 years, respectively 22-28 at the end
of the 30-years development cycle.
4.2.2 Multipurpose terminal Osijek
Commodity-transportation and intermodal logistic node “Multipurpose terminal Osijek” is
located on the area of “Eastern economic region” in the Republic of Croatia that was during
the Croatian War of Independence (1991 – 1995) totally devastated and ruined. Since it is
extremely important logistic traffic node for Croatia and the EU its reconstruction and
development are being ensured. It is expected that it will soon functionally and economically
integrate maritime, rail and river traffic into one homogenous rational system ant that it will
ensure revitalization of the former and development of the new VAS for public transportation
goods.
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Unofficial “Eastern economic region” where the “Multipurpose terminal Osijek” is located
stretches in the zone of 100 km formerly described traffic node Vukovar. For further
information, please see also the chapter “Container and RO-RO terminal Vukovar”.
Name of Terminal
waterway, road, sea
terminal
terminals/ports
terminal
„Multipurpose terminal OSIJEK“
Rail and road that connects it with maritime ports in Rijeka
and Ploče, Jankomir in Zagreb, navigable routes with river
ports on Danube, Sava and Drava river
Un-loading, transhipment, storing, sorting, sampling,
packaging and palletizing of goods, loading and un-loading
of containers, twirling and drying the raw wood (cf. figure
21)
Terminals in ports: Rijeka, Ploče and Split, terminals
Jankomir, Osijek, Slavonski Brod, Sisak, Novi Sad
Regulation of the existing objects of infrastructure,
substructure, transhipping means and equipment that were
devastated during the War
the new shunting station, trucking parking lot, warehouses,
(3) Classification
Centre of the traffic-logistic node “Multipurpose terminal Osijek” represents Osijek port that is
registered for operations of the international public transportations and structured out of large
number of specialized port terminals which installed capacities represent basis for
development of the modern intermodal traffic on this area of Croatia and Europe.
Master plan for the development of Osijek port was finished and it encompassed the existing
port in Nemetin which port basin is expected to be closed that will inhibit the constant
infliction of the materials in the old bath of Drava river. The modernization of port capacities
for transhipping the bulk cargo and construction of new port contents for handling the goods
used in the construction is foreseen. The future investments in Osijek port are expected from
the concessionaires (“Port Transit Ltd” within the NEXE Group). In 2006 the feasibility study
for the construction of the port infrastructure on bulk cargo terminal “Southern Coast” was
finished.
In inland traffic nodes the activities of transhipping/overloading of goods in the international
public transportation are being executed. Commodity sorts depend upon special purpose of
the individual node respectively its specialized terminals that can be defined according to its
name. Besides, terminals can offer a large number of logistic services to goods such as:
Storage, signing, pre-packing, refinement, industrial and commercial proceedings, sorting,
weighing, commissioning, sampling, presentation and promotion, disinfection and
deratization, loading and unloading of containers, palletization and de-palletization.
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At the moment the revitalization of the program is in progress due to which up to 1991
especially efficient cooperation has been agreed between the port terminals with: rail, most
road carriers, the most international freighters, shipping agents, insurance companies, banks
and river ports on Sava, Drava and Danube River, respectively with commodity-distributional
centres in port hinterland up to Hungary, Czeck Republic, Slovakia, Southern Germany,
Northern Italy, Bosnia and Herzegovina, Serbia and Montenegro, while the individual logistic
chains have stretched up to Romania and Bulgaria (assemblage and transportation of
Romanian trucks). As one of the most efficient elements of transportation-industry
cooperation, we should mention liner container trains between Rijeka port and Budapest,
respectively Vienna and liner trains for bulk cargo from port terminal Bakar and Sisak port
from where the cooperation continued through inland navigation to steelworks in Austria and
Czech Republic.
Researches have implied that up to 1991 the economic multiplicators (VAS) in the most of
traffic-logistic nodes that are located in port hinterlands and between sea and river ports
amounted 9-20. Presently re developed programs for initiating the FDI in programs for
production of home and office furniture made of mass wood, assemblage of agricultural
machines and rail vehicles and production of components for production of bio-diesel.
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4.3 Value Added Services in sea ports (Adriatic sea)
4.3.1 Multipurpose Container Terminal on port area of Ploče port
Logistic port multipurpose container terminal is located in the area of “Southern economic
region” in Republic of Croatia and on the port area of Ploče port. The main urban, cultural,
political, educational and sport centre of this region represents City of Ploče that represents
traffic-economic connection between Republic of Croatia and Bosnia and Herzegovina. It
represents main international transit and intermodal node of Bosnia and Herzegovina and it
functionally integrates Ploče port with river ports on Sava, Drava and Danube River by virtue
of rail and road highways via Croatia and Bosnia and Herzegovina.
Unofficial “Southern economic region” where also multipurpose container terminal is located,
represents one of the regions that should soon achieve significant traffic-economic
development. Up to the beginning of the Croatian War of Independence in 1991, this region
had features of developed area of ex Yugoslavia and Europe.
On 15th July 1945 the rail tracks from Ploče to hinterland was released and Ploče port got the
status of a public transportation port. On 1st October 1947 “Directorate of south-Adriatic
ports” was established, Section Ploče and on 18th January 1952 the company “Port and
warehouses” when Ploče port starts with the official operations. In 1955 the Investment plan
was compiled that contented the construction of port capacities while in 1958 the rail track
was started with the normal tracks in direction Sarajevo-Ploče and was finished in 1966 with
diesel draught – the electrification was finished in 1969.
In the same year the companies “Ploče port” and “ZTP Sarajevo” were integrated due to their
similar goals. In the year of this integration, Ploče port had turnover of 1.078.000 t and in
1977 it had 2.950.000 t. In 1970 barges were procured for transhipping and storing the liquid
cargo and the first tanker sailed in the Ploče port.
The first navigable crane of “Birina” brand with the capacity of 100 t was bought in 1973 and
in 1976 the terminal for livestock traffic and silo for loading and transhipping the alumina
intended for aluminium-industry was built. In 1979 the construction of timber terminal was
finished and in 1980 the petrol-coke terminal also.
The distribution centre “Radenska” was finished in 1981, the Metković port was integrated in
Ploče port, the construction of new warehouses for general cargo and bulk cargo terminal
was finished. In 1983 the distribution centre “Brodokomerc” was finished and in 1985 the
special cargo terminal was also finished while the groan terminal construction started
(finished in 1990). New coast in Metković port was constructed in 1987.
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Name of Terminal
waterway, road, sea
terminal
terminals/ports
terminal
interim
Multipurpose container terminal
Sea, rail, road, inland navigation routes that connect it with
port hinterland and fore-land
At the moment the main services are those on the figure 21
for un/loading containers, pre-packing, palletizing,
fumigation and confectioning of goods, storing etc.
Terminal in ports: Rijeka, Koper, Trieste, Jankomir, Osijek
and Vukovar.
Enlargement of operative coast and warehouses,
modernization of rail Ploče-Sarajevo-Vukovar,
modernization of transhipping means and ICT
procurement…
(3) Classification
During the Croatian War of Independence in 1991-1996 the important decrease of port
operations emerged especially due to war happenings in Croatia, Bosnia and Herzegovina
as well to the discontinuance of rail and road communications between Ploče port and
inland. On 13th February 1997 with the decision of the Croatian Government the Port
authority Ploče was established as public non-profitable state organization for construction,
maintenance, managing, protection and improvement of port area in Ploče and Metković.
After the War, in 1997 more intense reconstruction of damaged and old port capacities was
started, while in 1999 the reconstruction of Coast 5 was completed supported by lease of
World Bank for Reconstruction and Development and the shipping feeder line Rijeka-PločeTaranto-Gioia Tauro was initiated.
The passengers (RO-RO) terminal was completed in 2000 and in 2001 the reconstruction of
Coast 3, new Bulk cargo terminal (LPT) and cooler for southern fruits were finished. Finally,
in 2005 the more intensive activities on planning and projecting the port terminals were
started: for dry bulk cargo and multipurpose/container terminal. This year (2007) the mobile
cranes were procured with the bearing capacity of 100 t for transhipping the container and
heavy cargo. VAS in Ploče port amounts 1:4.1.
Besides, there are also standardized logistic services (VAS) that are generally sorted out for
all ports in Croatia and which coefficient, as in Ploče port amounts approx. 3.5 with the
tendency of systematic growth. Development of port-rail intermodal node “Metković” is also in
progress where the traffic-industrial capacities are being installed and they will serve
exclusively for VAS enlargement to international public transportation goods.
The overview of VAS is presented in figure 21.
Besides services presented on figure 21 that are mainly offered in all ports of the
international public transportation, Ploče port respectively its logistic hinterland (Metković)
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numerous business zones are being built that have conditions for initiating the domestic and
Foreign Direct Investments (FDI) in industrial programs for primary processing of southern
fruits and vegetables in sense of the specific agricultural products and half-products, then
production of white goods, parts for liner vehicles and timber industry. Of course, we do not
refer to economic multiplicators immanent in development of small and medium sized
entrepreneurship that initiate Foreign Direct Investments (FDI).
E
C
O
N
O
M
I
C
• PORT COSTS / SHIP COSTS
• PORT COSTS / CARGO COSTS
• PRICE OF INLAND TRANSPORT
• LOGISTICS COSTS
•(
...)
• TOTAL PRICE OF TRANSPORT
SERVICE
CRITERIONS – competitive transport service
Q
U
A
L
I
T
Y
• TRANSIT TIME
• GEOTRAFFIC AVAILABILITY
• COMMERCIAL AVAILABILITY
• SERVICE FREQUENCY
• CAPACITIES
• IT - implementation
• (...)
•Light Dues,
•Port Dues,
•Pilotage,
•Mooring / Unmooring,
•Customs Dues,
•Agency Fee,
•Garbage Removal,
•Towage,
•Unloading (Ship – Terminal),
•Loading (Terminal – Vehicle),
•Warehousing,
•Price of road / railway transport …
• Transit time - road transport
railway transport,
• Waiting time on borders,
• Total time of travelling,
• Road / Railway distance,
• Availability – road / railway
terminals,
• Cargo transport centers,
• Shipping lines (number of
shippers),
• Motorway & Railway lines,
• Capacities - Port, Road, Railway,
• Organisation of Road / Railway
forwarding,
• IT - ports, customs, …
Figure 21: Service structure in the modern port intermodal logistic node125
125
International traffic symposium: Rijeka – Vienna, 13th March 2006
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4.3.2 „ZAGREB DOCK“ on the area of Rijeka port
Zagreb dock represents the biggest and the most important parent container terminal on the
area of Southern and Central Europe, Adriatic Sea and Mediterranean but also on part of the
Eastern and Western Europe toward the Near and Far East as the biggest market on the
world. The most important advantages of this terminal represents sea depth near operative
coast from 18 – 30 m, closeness of big European centres (Munich, Vienna, Budapest,
Prague, Bratislava, Belgrade…) and huge intermodal logistic terminal “Miklavlje”.
Basic features of un-official “Western economic region” where also “Zagreb dock” is located
are described within frames of Chapter 4.1.2. Terminals Zagreb dock and Miklavlje represent
strategic integrative part of the unique logistic traffic-industrial whole from which mutual
efficiency depend not just the success of their functioning but also the development of the
whole traffic and economic system of the Republic of Croatia. Besides, development of larger
number of Central and Eastern European countries also depend upon the efficient
functioning of this terminal.
Name of Terminal
waterway, road, sea
terminal
terminals/ports
terminal
„Zagreb dock“
Sea, rail, road, inland navigation routes that connect it with
port hinterland and foreland
This terminal is being built and still doesn’t have the
container traffic
When it will be released it will directly cooperate with feeder
terminals in Adriatic and Mediterranean ports Miklavlje,
Jankomir, river ports Sisak, Slavonski Brod, Osijek,
Vukovar, Novi Sad...
Construction of: operative coast of 1200 m, warehouses for
containers, rail tracks Rijeka-Botovo, procurement of
transhipping means and equipment, ICT hardware and
software…
(3) Classification
Zagreb dock represents the biggest and the most important parent container terminal on the
area of Southern Europe, Adriatic and Mediterranean and part of Western and Eastern
Europe toward the area of Near and Far East that represents the biggest world market. The
importance of this terminal derives from the fact that it will enable the acceptance of all
container ships that presently sail and will sail over the world seas. Terminal logistically
serves countries of Central, Eastern, Southern and part of Western Europe. Through VAS it
enables the fasten development of traffic and economic system of Croatia and the most EU
countries.
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The most important advantages of this terminal represent the sea depth near operative coast
of 18 – 30m, closeness of big European centres (Munich, Vienna, Budapest, Prague,
Bratislava etc.). Through logistic nodes, among which the biggest is Miklavlje with the
surface of 250 ha and large number of business zones and river docks in the inland
hinterland and sea fore-land, the achievement of high VAS level is possible – it should
amount > 20.
The construction of new two-track rail Rijeka-Zagreb-Botovo that should be finished in 2013
should provide this terminal with the largest part of the container traffic from the EU northern
ports (Hamburg). On the port area and especially on the area of Miklavlje and other business
zones that logistically continue this terminal, the conditions for providing the logistic services
(VAS) are prepared: unloading and transhipping the goods, industrial production,
proceedings and refinement of the international public transportation goods, its sorting,
weighing, packaging, sampling, commissioning, promotion and auction sale.
For the execution of all logistic services for the international public transportation goods that
are expected to pass this terminal, all the spatial plans for the development of traffic and
industrial infrastructure objects have been adopted, but also for sub-structure and energy
resources. The special program, for professional and specialist education of personnel was
drafted in order to provide the basic transportation logistic services that are also being
implemented in the high education institutions. From the ownership point it is important to
mention that Miklavlje space has been proclaimed the public traffic good meaning it will
always serve to the international public transportation that is especially important for the
Republic of Croatia and the EU – in the future.
With the release of the Parent container terminal Zagreb dock in the whole function as a part
of Rijeka port basin in 2010, MLC Miklavlje will become the biggest and strategically most
important intermodal logistic node in this part of Europe and Mediterranean. This will have
especially important traffic-industrial effect for the development of river traffic on the
navigable rivers but also on the Danube-rivers especially the ones from Vukovar to Vienna,
Ennsa and Black Sea.
In the future the growth of industrial and food products is expected. In compliance with
evaluation of cargo traffic the spatial and other documentation was prepared for the
development of the industrial plants in logistic nodes such as: Assemblage of the different
industrial products from electronics and electronics, automotive industry, white goods and
home devices. Especial attention was given to the preparation of nutrition goods and home
products of mass-wood production. The most of these products is intended for the export in
countries of Middle and Far East and the USA. In the transportation and the industrial
production the cooperation with business partners form Central, Eastern and partially
Western and Southern Europe was developed. The fact is it is just the continuance of a good
business cooperation that was in function up to 1991 when it was interrupted by the Croatian
War.
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The development of the liner trains is again being started: Rijeka-Vienna, Rijeka-Budapest,
Rijeka-Belgrade then intermodal transportation chain Rijeka-Sisak-Vienna respectively
Prague and Bratislava. Especial attention is dedicated to the development of feeder
container lines form Rijeka to all most important ports on the Adriatic and Mediterranean and
the special “Short See Shipping” company was established that is charged for development
of feeder services with the headquarters in Rijeka. The construction of new RO-RO and
Huckepack terminal has also started as an additional logistic node that should enrich the
parent container terminal.
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5 Value Added Services intermodal terminals in Romania
Figure 1: Analysed transport terminals and intermodal potentials
The following table expresses the summary of selected identified intermodal terminals in Romania.
This overview provides an insight into the classification of chosen terminals and their reasons for
being so successfully both already today or in the future.
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Selected
Best practice VAS-Terminal
Future potential VAS
RO
Terminal
Terminals
Rail and logistics
Bucharest
Bucurestii Noi and Titan terminals have
good connectivity with hinterland through
continuously developing road, rail and air
transport infrastructure. It is part of the IV
and IX TEN-T corridors and only 63 km from
Port Giurgiu.
Arad-Curtici The Arad-Curtici Free Trade Zone is the
only one located in the western part of
Romania, on a European motorway, near
four custom centres, that can be accessed
through railway, motorway or airway.
Sea ports
Constanta
Main Romanian port and the largest in the Black Sea acting as a maritime
and a river port due to the connection with Danube River. The port is also
subject for present and future developments
Galati
Is serving as a maritime port for ships up to
7.31 m witch is limited by the Sulina Bar
witch vary but is normally around 24'
Inland ports
Giurgiu
It’s location on the Danube river gives the
port a strategic place in the river
transportation of cargo, having connection
with Constanta River/Maritime Port trough
the Danube-Black Sea Canal and also with
the eight inland countries from Eastern and
Central Europe, or with North Sea through
Rhin-Main-Danube Canal up to Port of
Rotterdam. It offers also good connections
by rail and road with Balkan countries with
the help of the Friendship Bridge
Orsova
The reasons to consider
this terminal as a future
potential is because of it’s
geographical position, the
connection
with
Arad
(Curtici)
terminal,
the
location on the Danube
and it’s connection with
hinterland by rail and road.
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5.1.1 Bucharest
Bucharest economic region is dominated by the city’s functions as a capital. Bucharest-Ilfov region,
represents the largest industrial cluster of Romania, where are present all the industry branches.
The industrial decline after 1990 led to the lost of numerous working places in industry and their
migration towards services increasing from 53.1% in 1995 to 75.4% in 2005. Commerce, storing
activities, distribution, administration, constructions, had a rapid evolution, making this region the
most developed region in Romania, in spite if its unfavourable geographical position.
The economic medium of the area is highly attractive due to the existence of institutions, qualified
working force and communication systems. Service sector is well developed, mainly
telecommunications, finances, education and research, transport and storing, tourism and cultural
services, commerce.
In 2005 in the Bucharest-Ilfov Region, there were two active industrial parks of a total of 34
registered nationally. Now there are three industrial parks in Bucharest (Bucharest Industrial Park,
Metav industrial Park and Sema Industrial Park).126 Bucharest Industrial Park is the largest ultramodern, green-field business park with official “industrial park” designation within Romania. It is the
first venture of its kind to be approved as a trade offset project by the Ministry of Industry. This
approval is likely to generate a number of commercial opportunities to tenants including inward
investment and sales opportunities with major international corporations.127
Bucharest-Ilfov region is the most important logistic terminal in Romania for road, rail and aerial
transports, national and international, is characterized by a high degree of accessibility, being
situated on the European multi-modal corridors: Priority Axis Nadlac-Constanta and Priority Axis
Giurgiu- Albita and is also in proximity of Danube (priority Axis No. 18)128
In 2005 road density in the region was of 47.9 km/100 km2. the high percentage of non-modernized
roads (53.2%) led to a series of projects meant to modernize the infrastructure, witch are expected
to complete 2000 roads within the city of Bucharest by 2008.
Aerial accessibility is insured by the two international airports, “Henri Coanda” and “Aurel Vlaicu”.
129,130
126
www.mai.gov.ro
http://www.factbook.net/up_overview_development.htm
128
http://www.mie.ro/_documente/regiuni/8.BI_ro.pdf
129
http://en.wikipedia.org/wiki/Bucharest
130
http://en.wikipedia.org/wiki/Roads_in_Romania
127
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Name of the terminal
Bucharest
1) Transport modes offered: rail, inland Rail, road, air routes that connects it with all the
waterway, road, air, sea
Romanian regions and Southern an Central Europe
o Road transport and cargo handling within
terminal
the rail terminals owned by C.F.R.
Transauto S.A.
o Storage areas
o Warehouse rental
o Renting or selling of 20’ containers
o Goods storage in containers
o Door-to-door services
3)
Cooperation’s
with
other Cooperation exists with terminals from Constanta,
terminals/ports
Craiova, Timisoara, Cluj, Brasov, Iasi and with the
help of Constanta port, with CMA-CGM Romania,
MSC Romania Shipping, Sun Shipping Romania,
ROMTRANS
4)Current and future investments Continuation of the Bucharest-Danube Canal
To make Bucharest a port on the Danube, linking
terminal
the capital with most of the major cities in Europe
The construction of an international airport in the
south of Bucharest
The five year concession for terminal handling and
local delivery it is a very serious impediment
because blocks any improvement due to of
uncertainly of continuing the service after these 5
years. The property rights are not clear, as well as
the property rights for infrastructure road and rail
connections). The clients of the Berceni terminal in
Bucharest depend on 3rd party shunting operations
on the 2 kilometer rail connection between the
terminal and the CFR station.131
Insufficient surface for the spatial development.
Infrastructure investments are required.
interim
(3) Classification
In Bucharest there are two rail terminals, capable of conducting intermodal transport. Bucuresti Noi
terminal located in the proximity of E 60 road, providing 4 loading/discharging rail lines with a
length of 400 meters each, 4 transtainer cranes with a maximum permissive load of 32 tons and a
storage area of 2000 m2. The Titan terminal, is in proximity of E 60 and A2 highway (BucharestCernavoda, witch is expected to be completed to Constanta in 2010). Both terminals are controlled
by C.F.R. Transauto S.A., company that has a total of 24 terminals on the Romanian railway
131
General Transport Master Plan - Alexis Gressier
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network, in Bucharest, Constanta, Craiova, Timisoara, Cluj, Brasov and Iasi132. The company’s
main activities are:
• Road haulage of intermodal transport units to/from clients to destination with our own trucks
and trailers in internal traffic
• Organizing the operation of their means of transport in internal traffic
• Operating activities in terminals for ITU
• Professional repairs for trucks and trailers or other activities connected with the main
activity
• Metrology activity
• Renting of places in terminals
• Another activities related with the transport133
interim
On the 6th of March 2008, the Romanian Transport Minister, Ludovic Orban, held a press meeting
caused by the visit of Mr. Jaques Barrot, the Vice-President of the European Commission and
European Transport Commissar. During the meeting, some projects were approached, again
raising the interest for the continuation of the Bucharest-Danube Canal.134
This project is a 130 years old idea, to make Bucharest a port on the Danube, linking the capital
with most of the major cities in Europe. Through all this period, there were many studies regarding
the development of this canal, but only in the ’80 it started to become reality. In 1984, after de
completion of the Danube-Black Sea Canal, begun the construction of Bucharest-Danube Canal.
However, in 1990 when the construction was about 70% completed, the government ceased the
work, due to the idea that this is a communist megalomania. The project left Bucharest with a port
witch was never used and left in an advanced state of degradation.135
Now, the Transport Minister Ludovic Orban, declared that the project will be continued, starting a
feasibility study in this matter the auction to be held in September 2008. This project has the
support of Mr. Adriean Videanu, the Mayor of Bucharest. If the project is to be continued, it is
expected to be completed in four years and to cost an estimate of 450 mil. euro. This canal would
have 73 km of navigable way, with a base of 80 meters and a minimum depth of 4.5 meters.136
Another idea is the construction of an international airport in the south of Bucharest. The project
brought in discussion by Mr. Adriean Videanu, would increase de economy of the southern area of
Bucharest, which now is not balanced with the rest of the city, the northern part being privileged by
the existence of the Henri Coanda airport. If the project is approved, it is expected to be completed
within two years time and it would be an important asset due to the proximity with the A2 highway
and with the possible Danube-Bucharest Canal.
It is expected that once this projects are reality, the intermodal traffic from and to Bucharest will
increase.
132
http://www.cfr.ro/JF/romana/nr5/Transauto.htm
http://www.cfrtransauto.ro/en/activitati.php
134
http://www.mt.ro/evenimente/comunicate_MT.html
135
http://ro.wikipedia.org/wiki/Canalul_Dun%C4%83re-Bucure%C5%9Fti
136
http://www.zf.ro/articol_165219/constructorul_canalului_dunare_bucuresti__in_septembrie.html
133
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5.1.2 Arad -Curtici
The Arad-Curtici Free Zone is composed by two platforms, one in Curtici and one inside the Arad
International Airport perimeter and is the only one in the area to include air transport. Curtici
terminal has the most important rail connection with Central Europe and is linked with Arad by a
double-electrified railway.
The Arad region is benefiting from the easy transport links by road and rail with Central Europe.
However, only 26% of the road infrastructure in the region is modernized, this figure being under
the national percentage (26.5%) and the road infrastructure within the border perimeter is only
partially modernized, the rest requiring major investments.
Most of the region’s firms are engaged mainly in tourism, general services, transports and
professional services. The terminal is serving the region’s industries like the light industry, heavy
machineries, electro-technical industry, metal industry, mechanical equipments, electric and
electronic equipments, furniture, chemical industry, construction materials, textiles, leather
products and food industry.137
Arad-Curtici
1) Transport modes offered: rail, inland Rail, road, air connections with Central
European countries
o Custom and custom commissionaires
o Internal and international expeditions
o Banking
o Cargo quality and quantity control
o Weighting and storage of goods
o Handling goods from/to trucks
o Possibility to rent offices equipped
according with EU standards
o Refrigerating rooms
o Cooling rooms
o “Dangerous goods” rooms
o Phyto-sanitary rooms
3) Cooperation’s with other terminals/ports
Cooperation exists only in the form of
experience and information exchange
4) Current and future investments The
rehabilitation/upgrading/modernizing
(transshipment, services, ICT, …)
TEN-T Priority axis 22 (Curtici - Constanta).
The focus of the operations will be on the
northern branch (Curtici – Predeal), while all
necessary preparatory studies will be
envisaged for the southern branch (Arad –
Calafat), with the aim of starting the works in
the next programming period.
The construction of motorway Nadlac – Arad.
137
http://www.mie.ro/_documente/regiuni/5.V_ro.pdf
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terminal
interim
From the viewpoint of demand and
competitiveness, it is realistic to expect
container terminal development in West and
North-West, most likely to be combined, e.g.
near Arad. Demand is too low yet for 2
terminals, however, because of the long
distance to Constanta, the whole NorthWest
and West region can be considered as one
catchments area.
Developing intermodal transport to serve
international traffic (import and export) seems
more fruitful.. 138
The cost competitiveness of intermodal
transport in domestic transport is very weak
and only on the very longest domestic
distances these could emerge, however these
yet have insufficient volumes.139
There are long transit times and poor
punctuality.
These operations will aim at rehabilitating/upgrading/modernizing TEN-T Priority axis 22 (Curtici Constanta). The focus of the operations will be on the northern branch (Curtici – Predeal), while all
necessary preparatory studies will be envisaged for the southern branch (Arad – Calafat), with the
aim of starting the works in the next programming period.140
(3) Classification
At the moment, there is no intermodal terminal in this area. However, due to the increase of trade,
the demand for transportation will continue to increase.
The cost competitiveness of intermodal transport in domestic transport is very weak, so, the
capturing of domestic road traffic into intermodal transport services can only be expected on the
longest distances. However these yet have insufficient volumes. For the time being, demand
seems only sufficient to have one East-West connection. Developing intermodal transport to serve
international traffic (import and export) seems more fruitful. By creating a hub in the region of Arad
/ Oradea, connections to east and south Romania may be served. Once established, these may
also attract part of the domestic traffic.
The southern branch of pan-European railway Corridor IV will cost approximately 2,44 billion euros
while the total costs of the entire 1,357-km-long corridor is put at some 7 billion euros, read data
released by the Ministry of Transport, Construction and Tourism (MTCT) to Rompres. The
southern branch comprises the Arad-Timisoara-Drobeta Turnu Severin-Craiova-Calafat route. A
138
140
SOPT
139
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breakdown by segments show the 108-km Craiova-Calafat portion is estimated to cost 538 million
euros and its construction is scheduled for 2010, whereas the 267-km Arad-Drobeta Turnu Severin
portion is estimated to cost 1,11 billion euros and its construction is scheduled for 2015, and the
Drobeta Turnu Severin- Craiova portion would cost 793 million euros and would be ready in 2015.
interim
The northern branch of the same corridor covers 686 km, crossing Romania from the western town
of Curtici to the eastern Black Sea city of Constanta. Its total costs are put at 4,5 billion euros,
being spread as follows: the 48-km Campina -Predeal portion to be finalised in 2009 would cost
209 million euros; the Predeal-Brasov portion, 26 km long, would cost 291 million euros and would
be ready in 2001; the 184-km Curtici-Simeria portion, estimated at 830 million euros, would be
ready in 2011, while the 128-km Brasov-Sighisoara portion, scheduled for completion in 2012
would cost 853 million euros. The 98-km Sighisoara-Coslariu portion of the same segment would
cost 669 million euros and be ready in 2013, whereas the Coslariu-Simeria portion of the segment
would cost 493 million euros and it would be commissioned in 2014.141
Road rehabilitation on the Southern Branch of TEN-T axis 7, Lugoj-Drobeta Turnu Severin,
Drobeta Turnu Severin – Craiova, including the direct link Simian-Maglavit, and Craiova-Calafat,
with the bridge access infrastructure road/rail142 the focus of the SOPT is on the northern branch of
the TEN-T priority axis no.7, attention is also given to works on the southern branch (including the
direct link between Drobeta Turnu Severin – Calafat) through the assistance of other financial
instruments like ISPA and IFI loans.143
5.2.1 Giurgiu
The limitations of European Union regarding the road transport following the measures to reduce
the pollution, led to the development of terminals in the navigable area, especially at the main
routes intersections. The Giurgiu Container Terminal is the result of such actions, having
connections with multiple transport routes that facilitate rapid transportation and is optimizing short
and long naval traffic.
Giurgiu’s industry consists in the production of: chemicals (auxiliaries for the rubber industry,
plastics, washing powder, bleaching agents, and dies), machinery and spare parts for oil drilling
and geological works, containers for the shipment of merchandise and metallic cloth, wood
furniture and hardwood timber; prefabricated materials from ferrous concrete, metallic nets, leather
products, thermal and hydroelectric energy, textiles (cotton and cotton-like fabrics, clothes and
carpets), foods (meat and processed meat products, edible oil, alcoholic beverages, breads and
bakery, canned vegetables and fruits, fish products, and milk and dairy products).
141
ECONOMIC HIGHLIGHTS – ROMPRES- No. 9, February 27, 2006
142
SOPT
SOPT
143
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Figure 2: Giurgiu Terminal
In a Local Agenda of Giurgiu from 2002, the figures were showing that industry in the region was
occupying 10,5% of the economic activities. The main occupation was trade with a figure of 69,6%
of the total economic activities, followed by services (7,6%), transport (6,2%), construction (3,6%)
and agriculture (2,5%).
Giurgiu
1) Transport modes offered: rail, inland Rail, road, inland navigation routes that
connect it with port hinterland and foreland
o Loading/discharging 20’ and 40’
from/to barge, from/to terminal’s
platform, rail wagons, trucks
o Organizing container expedition
o Container disinfection
o Specific ship services (supply with
electricity, water, bunker etc.)
o National and international road
transportation
3) Cooperation’s with other terminals/ports The cooperation exists mainly with Port of
Constanta and Rousse, Bucurestii Noi
terminal, but also with Calarasi, Oltenita,
Giurgiu, Zimnicea, Turnu Magurele,
Corabia and Bechet
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4) Current and future investments Inexistent
There is in discussion an old project to
terminal
build a navigable canal from Giurgiu to
Bucharest, in order to facilitate cargo
transfer by river
Lack of railway specialized transport
equipment
(block
trains),
long
transshipment times, bureaucracy, lack of
terrain to expand, long transit times, and
delays due to customs clearance
procedures.
(3) Classification
Taking into consideration the increase in transport of cargo on the Pan-European corridor VII, in
the Giurgiu Free Zone was developed a container terminal, built on the existing port infrastructure,
to insure in the first stage the operations with 20’ and 40’ containers. The efforts of the
administration are concentrating on attracting customers that are importing cargo from outside the
European Community and in the same time, on increasing the volume of cargo handled from
Danube countries (Germany, Austria, Hungary, Serbia and Ukraine)
For the first container terminal on the Romanian Danube, were taken into consideration as possible
traffic sources, Constanta Terminal, Romanian ports on the Danube and the other European
countries with access to Danube River. The Terminal has good connection with Constanta
Terminal by means of barge transports, connecting Constanta with Bucharest, the main destination
for imported goods. The Giurgiu terminal offers connections by road and rail, being able to perform
intermodal transport. However, by rail, is using normal wagons instead of specialized block-trains
and the portion of rail from Giurgiu to Bucharest, is single non-electrified track.
Regarding the Port of Giurgiu as a future development area for intermodal transport, after the
discussions with Mr. Pirvu Florin from the Technical Service for Development and Auctions within
the River Ports Danube Administration Giurgiu, resulted that at the present being, the Giurgiu
terminal’s equipment is obsolete (there is only one multi-purpose crane operating in the terminal)
and the biggest problem represents the fact that the port was developed inside a lateral basin of
the Danube, this rising the problem of the water depth in the basin. For this reason, the expansion
of the container terminal would require large investments in the area. The opinion of the
Administration, Oltenita Port offers much better conditions for the development of a container
terminal, already existing feasibility studies in the approval stage for this reason. The present
existing barriers are the advanced state of degradation of the rail infrastructure inside the port of
Oltenita and the current situation of the road and rail connections with Bucharest.
It is foreseen for Oltenita to serve the future Ford factory in Craiova with car parts and components.
Another potential Ro-Ro terminal with the primary function to serve also the future Ford factory in
Craiova, is Bechet, located on the left side of Danube, with enough space for the development of a
Ro-Ro terminal. This terminal would serve greatly the Ford factory, witch, upon completion, is
expected to have an assembly capacity of around 300 000 cars/year.
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In the matter of Calafat port, presently it is wanted to be expanded in order to supply with
construction materials the building of the Calafat-Vidin Bridge. Unfortunately, the bridge
construction has begun, but the expansion project of the port is running late. Hopefully, after the
construction of the bridge, the existing terminals will be reoriented according to the area’s transport
necessities (possible a future container terminal).
Ford representatives discussed the modernization of infrastructure needed for the transportation of
cars produced at the Craiova facility. The US-based company is interested in developing road
transportation, particularly the construction of the Craiova-Pitesti highway and the further
development of pan-European transportation Corridor IV, as well as the modernization of Bechet
Port for potential transportation on the Danube River.
Furthermore, Ford is concerned about how Constanta port will develop, through which some 400450 cars will be transported daily. The Transports Ministry’s plans include the construction of the
Craiova-Pitesti highway, as well as the modernization of other routes, such as Craiova-Calafat,
which would allow access to the Danube Bechet Port.
The company will produce an annual 300,000 cars, engines and gearboxes as of 2011, and will
export some 90 percent of total production (estimated value of two billion euros).144
5.2.2 Orsova
Orsova is a port situated on the left side of the Danube, near the Iron Gates. The port is tightly
connected with city of Orsova industry witch is a centre for the extraction of bentonite, chromium,
and granite. The industry is centred on energy production (the hydroelectric plant), shipbuilding
and engine manufacturing, assembly parts for electricity production, textiles, and the processing of
feldspar, asbestos, quartz, talc, wood.
At this time, there is no intermodal terminal and the current development projects for the port are
only for a passenger terminal.
Orsova
1) Transport modes offered: rail, inland Rail, road, inland navigation routes that
connect it with port hinterland and foreland
o Receiving and stocking of goods
o Delivering of deposited goods
o Handling of bulk and packing goods
(loading, unloading, reloading)
o Miscellaneous (renting of
commercial rooms, warehouse,
144
http://www.standard.ro/articol_14388/automobile_craiova_privatization_boosts_infrastructure_development.h
tml - Automobile Craiova privatization boosts infrastructure development - 03 octombrie 2007 by Alexandru
Gugoasa, Valentina Deleanu
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interim
offices)
o Internal and external goods
shipping
3) Cooperation’s with other terminals/ports Cooperation exists only in the form of
4) Current and future investments There are no current plans for future
investments in intermodal transport.
Regarding the intermodal aspect of the
terminal
port, there is no plan to develop a terminal.
There is not enough space for spatial
development of a terminal.
(3) Classification
Currently, Port of Orsova has to offer only services connected with general cargo operations:
receiving and stocking of goods, delivering of deposited goods handling of bulk and packing goods
(loading, unloading, and reloading) miscellaneous (renting of commercial rooms, warehouse,
offices), rail connection.
Orsova’s position has to offer excellent connection with Timisoara, Arad and Oradea area.,
During the discussion with Mr. Pirvu Florin from the Technical Service for Development and
Auctions within the River Ports Danube Administration Giurgiu, resulted that in Orsova there is no
terrain available for the possible development of a new container or Ro-Ro terminal. For this
reason, the only other possible alternative would be the Port of Drobeta Turnu-Severin. Here, there
is the capacity to expand and there is a pre-feasibility and a feasibility study for the development of
a new container terminal in this area.
A new line service set up by Danube Line Operator GmbH (DLO) and MainschiffahrtsGenossenschaft (MSG), with a specifically designed new vessel operating between Passau in
Germany and Orsova in Romania should improve the attraction of the Danube for freight transport.
Despite early disappointing results of study demonstrating quantities on the Danube were not
sufficiently high enough to justify a continuous liner service, the question was raised whether it
would be possible to carry both hull loads and containers on top. Earlier attempts were
unsuccessful because of off-loading difficulties - containers had to be lifted before the hull-load
could be accessed. With this new vessel this problem is now solved145
5.3 Value added Services in sea ports
5.3.1 Constanta
Constanta Port forms a central and vital link in the development of modern transport infrastructure,
focusing on the Pan-European transport corridors, the Petra areas and the Traceca Corridor.
145
http://www.inlandnavigation.org/en/waternews.html
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The network of motorways, railways and waterways, makes the Port of Constanta the multimodal
and intermodal transport center of choice for any destination in Central and Eastern Europe.
Through its multiple facilities it provides good accommodation and operating conditions for all types
of seagoing and river vessels.
As a maritime and river and river port, Constanta, at any given moment, has more than 200 barges
in operation or moored in roads waiting for loading or discharging of goods. However there is no
Romanian container line on the Danube going to countries in Central Europe, only a Bulgarian
container line, opened by Bulgarian River Shipping Company BRP in April 2005, going as far as
Belgrade.
With the development of the container terminals in the south area of the port, namely CSCT and
APM Terminal, containerized traffic has increased to over 1 000 000 TEU handled in the port and it
continues to grow due to the plans of expansion of CSCT.
interim
TEU’s
total
full
empty
2000
105 981
88 092
17 889
Other cargo
Total (thousant tons)
2001
118 645
96 809
21 836
2002
136 272
110 039
26 233
2002
40 523.9
2003
206 449
156 463
49 986
2003
43 245.4
2004
386 282
307 414
78 868
2004
50 433.3
2005
776 594
528 284
248 310
2005
60 623
2006
1 037 068
689 797
347 271
2006
57 138
For 2007, the overall container traffic is of 1.411.370 TEUs with a 36% growth. At the moment, only
15% of the total quantity is destined to the local market (imports and exports), the rest is bound to
other markets being only transhipped in Constanta. Since recently, container terminals in
Constanta were handling only containerized cargo for the Romanian market but now, its hub
position in the Black Sea changes the situation.
Constanta Port acts as a centre of distribution for the ports in the Black Sea, being able to handle
ships that can not call at other ports due to the size or allowed depths. There are permanent liner
services with Odessa, Varna, Illichevsk, Istanbul, Mariupol, Novorossiysk, Batumi, using feeders
with less capacity.146
Constanta Port is serving Romanian industries like clothing and shoe manufacturing, metal,
extracting and processing goods (timber, marble, rock), food processing, oil refining and chemicals
derivates, and to a less extent pharmaceuticals, heavy machineries, household electronics. In the
last years, vehicle manufacturing (Renault Logan) has become an important industry.
146
www.portofconstantza.com
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interim
Figure 3: Constanta Port dimensions
For Constanta region, the port is serving the main industries like chemical and petrochemical
industry, represented by Petromidia who is the only refinery in Romania able to produce Jet A-1
fuel. Food and beverage industry is another important client of the port, but also textile industry,
construction materials (cement), mechanical component industry and paper industry. The strength
of the port stands in the shipbuilding industry, represented by Constanta Shipyard and Daewoo
Mangalia.147,148
Constanta
1) Transport modes offered: rail, inland Sea, rail, road, air, inland navigation routes
that connect it with port hinterland and
fore-land
Palletizing,
fumigation,
filling
and
discharging of containers, packing and
repacking of cargoes, weighing of cargoes
in trucks, parking for vehicles etc.
3) Cooperation’s with other terminals/ports Cooperation exists with Odessa, Varna,
Ilichevsk, Istanbul, Mariupol, Novorossiysk
and multiple ports in Far-East and river
ports in Romania and Central Europe like
Giurgiu, Galati, Turnu-Severin, Belgrade
and Budapest.
4) Current and future investments o Improvement of the railway capacity in
the port
147
148
http://www.geocities.com/dmarioara/podobr.htm
http://romania.paginialbastre.ro/producatori-furnizori/constanta.html
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terminal
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o Improvement of the road capacity in the
port
o Increase of the storage area in the
CSCT.
o Improvement in transshipment times
especially in documents processing
o Road bridge on the 0+450 km of the
Danube-Black Sea Canal and the
adjacent works for the access and road
infrastructure in the Port of Constantza
o Completion of the north breakwater
o Infrastructure on Pier III S, dedicated to
specialized terminals
o Completion of the Barge Terminal in the
south area of the port
o Systematization and Consolidation of
adjacent areas of the Port of Constantza
between Gate 1 and Gate 7 necessity
for the protection of the port
environment
Lack of railway specialized transport
equipment
(block
trains),
long
transshipment times, old equipment (in
some cases), bureaucracy, working hours
of the terminals.
(3) Classification
The Port of Constanta’s success lies in the geographical location, the excellent connectivity with
ports in Far-East witch are always improving, the river connections with ports in Central Europe
and the connection with hinterland by rail, road and air also. The services in the port are always
improving trying to meet the expectation of the customers.
Terminals from the Port of Constanta, along with the companies affiliated with the port
(expeditions, repairs, brokers etc.), are offering the customers a wide range of value added
services. But, taking as an example a modern port like Rotterdam that has to offer value added
services such as supply, production, transport, simple storage or value-added logistics, delivery
and distribution, the excellent information and communication technology infrastructure, Constanta
Port still lacks the infrastructure, legislation and connection between various links of the transport
chain, this being visible in the times in port of various cargoes. Also the working hours in terminals
are to be revised, now terminals being active only with two shifts, nighttimes being lost time. There
are actions to improve transit times by prolonging working times by simplifying documentation for
transit cargo.
From Constanta Port there is a barge line for containers, every 15 days, going as far as Belgrade,
service provided by the cooperation of Jugoagent with ZIM Lines, the port of Belgrade and
Bulgarian River Shipping Co. Other companies saw the potential of river transport and there are
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some actions to start multiple barge lines from Constanta to Central Europe, with possible stops
along the way.
interim
Now, the port is in continuous development, trying to meet the expected figures of traffic. Services
for Ro-Ro, Ferry and container terminals should be improved. In addition to existing VAS, services
like stripping, stuffing, cleaning and repairing of containers, yard planning software, Value Added
Logistics, booking system, should be implemented or generalized for all the terminals, leading to a
constant flow of intermodal cargo to and from Port of Constanta.
5.3.2 Galati
Galati Port is the second maritime-river port after Constanta, having two dimensions: his own and
that of the Euro region Galati-Cahul-Ismail.
Figure 4: Galati Port Dimension
It is also serving the main industries from Romania - clothing and shoe manufacturing, extracting
and processing of goods, food processing and so on, metal industry being the main strength of
Galati, with the largest iron and steel plant in Romania the Mittal Steel Galaţi and also the country's
largest shipyard is found here, profiting from the good access Galaţi has to the Black Sea through
the Danube and the short distance between its facilities and the Mittal Plant. From the production
of metallic products of the Mittal Steel, two-third of its production is exported to more than 40
countries.
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Ship construction, is a tradition industry in Galati, providing the fleet with ships up to 55.000 tdw
(barges, bulk carriers, tugs, oil tankers) and marine oil rigs. The Free Zone is a strategic area
south-east of the city, its territory being the meeting place of all different transport modes: road,
mixed russian-european rail (with a triaj station in Movileni), river and maritime. This area gives
Galati a good strategic position also because is close to the Republic of Moldova and Ukraine and
it offers facilities to transfer wagons from and to Russian railway system.
interim
Galati
1) Transport modes offered: rail, inland Rail, road, inland navigation, connection
with the Black Sea through Sulina or
Danube-Black Sea Canal
At this point, there is no specialized
container terminal in Galati. But the port
offers fully functional exploitation units,
quay cranes, floating cranes, road and
railway access, covered and concrete
platform storage area, area for the
settlement of new enterprises, loading,
unloading and lashing
3) Cooperation’s with other terminals/ports Cooperation exists only in the form of
4) Current and future investments A container terminal is being developed by
Metaltrade International S.R.L., with the
completion time expected in May-June
2008
A new airport is being developed in the
terminal
vicinity of the city
Lack of block trains and the condition of
the railway system, road connection with
hinterland, known problems to navigation
in the Calarasi-Braila setor.
(3) Classification
Galati area is mostly known by its iron and steel plant, the Mittal Steel factory and by its shipyard,
Damen Galati. The shipyard is going through some difficulties due to the migration of about 50% of
the workers in the past two years to Western countries, the shipyard being forced to employ
unqualified personnel, leading to a drop in productivity. Also, the attempt to keep skilled
employees, led to a rise in salary costs.
With the help of the Galati Free Zone that is inviting new companies to conduct their business in
the area, the development of the new container terminal witch will attract new and improved value
added services and the development of the new airport in the vicinity of the city, Galati Port is
consolidating its position in the region.
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6 Value Added Services intermodal terminals in Serbia
Foodstuffs
Construction
Textile
Automotive
FMCG
Others
Electronic
Railway
Analysed terminals
Inland ports
Sea ports
Inland waterway
Figure 22: Analysed transport terminals and intermodal potentials, Serbia
Serbia, which either correspond “best practice” or “future-potential” terminals. This overview
provides an insight into the classification of chosen terminals and their reasons for being so
successfully both already today or in the future.
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Selected SR terminals
Rail and logistics
ZIT Belgrade
Position,
relatively
good
structure of the reloading
mechanisation
and
good
developed business relations
provided to the terminal
leadership on the Serbian
transport market.
Novi Sad Ranzirna
Inland ports
Belgrade
interim
Main reasons to consider this
terminal
as
the
future
potential
one
is
its
geographical position. The
terminal is located on the
main traffic crossings in
Serbia.
Success of the port is at the
first place related to the quality
of
its
services
and
it
geographical position. At the
moment the port of Belgrade
has a special importance
because
of
the
regular
shipping line on the route
Constanta – Belgrade that
plays a big role in the
development
of
container
transport on the Danube in
Serbia.
Pancevo
Master plan for inland
waterway in Serbia defined
position of Port „Danube“
Pancevo as one of the main
terminals with future potential
plan for construction of new
Ro-Ro and container teminal.
The port’s main advantages
are: favourable micro and
macro location, experience in
wide range of transhipment,
constructing of new bridge
near Vinca, vacant area for
development and nearness of
industrial capacity.
Novi Sad
The Port of Novi Sad is
located nearby the transport
corridors and realizes at
present more work than some
other ports that have higher
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Selected SR terminals
Sea ports
Bar
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capacities. The port does not
require a lot of investments
for linking to the highway and
railway lines Budapest –
Belgrade.
The Port of Bar is the only one and therewith the most
important international maritime logistic centre for the market of
Republic Montenegro and partly for the Republic Serbia and as
such represents best practice and future potential logistic
centre in these countries.
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6.1.1 “ZIT” Belgrade
„ŽIT„ Belgrade was constituted as an independent company with a major activities: railway
transport, reloading, storing and delivery by truck. The terminal (logistic centre) is located
between the railway station Belgrade and the Sava River. It disposes of 400 containers,
portal crane with a capacity 400 kN, 8 000 m2 closed and over 20 000 m2 open storing area.
Belgrade is an administrative, industrial, transportational, sportive and cultural centre of
Serbia. From geographical point of view, it has almost perfect position. It is located on the
crossing of a main rail-, road-, inland water- and air-ways in Serbia. Belgrade is especially
important because of the marshalling station Belgrad and the Port of Belgrade.
In Belgrade are located many European operators, such as: Prodos, Express, Schenker, the
Port of Bar etc. Economic potential of Belgrade and its region are industries: GRMEČchemical industry, GALENIKA – pharmacy industry , ZMAJ and IMT-agriculture machinery
factories, IKARBUS – buses factory, DUGA – chemical industry, REKORD – rubber factory,
AVALA – cardboard factory, FRIKOM- food processing, SOKO ŠTARK – sweets factory,
MINEL-electrical industry etc. Nearby the terminal are two sugar factories, eatable oil factory,
couple of cattle food factory and beer factory. However, industries that are especially
important for the terminal are HEMOFARM-pharmacy industry in Vrsac; POLJOPRIVREDNI
KOMBINAT_BELGRADE-agricultural industry in Belgrade.
Name of the Terminal
Container terminal D.P.ŽIT BELGRADE
1) Transport modes offered: rail,
inland waterway, road, sea
terminal
terminals/ports
4) Current and future
investments (transhipment,
services, ICT, …)
5) Spatial development plan of
the terminal
6) Current obstacles and
problems in the intermodal
terminal
Rail, road
Reloading, containers stuffing and striking, delivery of
containers by trucks
Port of Bar, Port of Rijeka, Port of Koper, Container terminal
Ljubljana
Supply of wagons for containers, dislocation of the terminal in
the future
There is no plan, there is just a concept for a dislocation of
the railway station „TPS Zemun“.
Location - the terminal is located in the central part of the
town, has a small capacity and lacks in strategically support
and legislative regulations.
(3) Classification
Railway terminal „ŽIT„ Belgrade became the most successful in Serbia thanks to the
employees’ enthusiasm, good business politic and quality of the provided services. Its main
contribution is involving Serbia into the European and the world flows of the combined
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transport. Its position, relatively good structure of the reloading mechanisation and good
developed business relations provided to the terminal leadership position on the Serbian
railway transport market. At present from the terminal are staging regular container railway
lines: Koper – Belgrade, Rijeka – Belgrade and Bar – Belgrade, one or two times a week.
Future development aims are defined with the companies’ strategy and oriented to the
broadening of VAS, technology modernisation and linking with other ports and terminals in
Serbia and Europe.
Beside the abovementioned future development aims, there is one more – to explore existing
non explored potential as are: container maintenance, application of other transportation and
reloading technologies and motivating of producers to use containers for transport of their
products. By exploring these potentials the terminal can play an important role in the
development of intermodal transport in Serbia. To that effect the development trend should
assume building of hubs as in Belgrade so in Novi Sad and Nis.
It is expected that container flows through the terminal are going to growth with strategically
linking with the partners from Europe, therefore the terminal should pursue with container
handling in future. Its first step should be a line transport on the route Belgrade –
Thessaloniki. New lines and new markets demand more organised and more effective work
that is possible only with a modernised transportation mechanisation. In that sense, it is
planed the terminal's equipping with new cranes. New VAS that are assumed with a
strategically development are: Packing, containers stuffing and striking, containers
reparation, fuel supply, parking services, administrative services, information about traffic,
custom, legislative regulations related to transport etc.
6.1.2 “Novi Sad Ranzirna”
Marshalling station Novi Sad is located in the south part of the town close the Port of Novi Sad
and the DTD (Danube – Tisa – Danube) canal, so that it does not disturb the development of
the town. It is distanced 2.5 km from the Port of Novi Sad and has a road and railway
connection with it. The Marshalling station has an area of 50 ha, with a 30 ha of non-built area.
Existing capacities require investments of approximately 10 mill € for their adaptation and
development.
Economic region of the terminal is mostly agricultural with the final products intended to be
transported on pallets or in containers as are: corn, sugar, beer, wine, eatable oil etc.
Companies in this region are: 50 mill factories, 10 fruit and vegetable processing factories,
10 industrial abattoirs, 8 industrial diaries, 6 sugar factories, 8 flour food factories, 3 eatable
oil factories, 3 maze processing factories, 4 beer factories, 3 malt processing factories etc.
Besides agriculture industry, chemical industry is present. Main chemical factories are:
HIPOL-Odžaci, Oil Refinery Novi Sad, JUGOREMEDIJA-drugs factory, ALBUS-Novi Sad chemical industry, LUKSOL- Zrenjanin – chemical industry, HEMRO-Šid – chemical industry,
RUMA- GUMA rubber factory etc.
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Metal industries in this region are: manufacturing of tools POTISJE – Ada and MAJEVICA –
Bačka Palanka; manufacturing of electrical machines and cables SEVER- Subotica and
NOVKABEL – Novi Sad; manufacturing of irrigation equipment FADIP-Bečej and
POLJOSTROJ – Odžaci; manufacturing of rail vehicles BRATSTVO-Subotica and ŠINVOZZrenjanin. Especialy important industries for the development of the economic region are
cement plant LAFARGE – Beocin and PVC floors factory TARKET - Bačka Palanka.
Novi Sad Ranžirna
terminal
3)
Cooperation’s
with
other
terminals/ports
(transshipment, services, ICT…)
terminal
6) Current obstacles and problems
in the intermodal terminal
Road, rail and inland waterway
Containers handling, RID (= dangerous goods) handling
With the Port of Novi Sad and ZIT Beograd
Reconstruction of a stockroom and administrative building,
modernization of handling equipment
“Concept of the cargo terminal in the complex of the
Marshalling station Novi Sad” made by Traffic institute “CIP” in
Belgrade, in November 2003
Deficiency of reloading equipment, ramp for a container
reloading and marshalling park for operations with RID-goods.
(3) Classification
One of the main reasons to consider this terminal as the future potential one is its
geographical position. The terminal is the centre of economic region with diameter of
approximately 200 km. This terminal is located on the B part of the corridor X: BudapestSubotica-Novi Sad-Belgrade. The road traffic artery through Novi Sad is the part of the route
Budapest – Subotica – Belgrade that is the connection of the corridor X (roads E-75: HorgošPreševo and E-70: Šid – Belgrade).
The main potential of this terminal is expected development of industry in this region with
finishing of transition and privatisation process in Serbia. In those circumstances the terminal
could handle 5-mill t of cargo per a year. Approximately 30% of the needed contents are
already built, but financial deficit disables building of missing contents, container terminal and
terminal for dangerous goods, at the first place.
Future services of the terminal are defined in the project documentation. According to this
documentation it is planed to equip the terminal with mechanization for: loading and
unloading of one sender carriage, reloading of dangerous goods (RID), loading and
unloading of containers, containers repairing, shipments palletization, storing and custom
clearing. Besides mentioned VAS in the terminal are going to be provided additional services
as are parking for cars, banking, postal and catering services. It is also planed linking with
the terminal „ZIT„ in Belgrade, with the new terminal in Nis and with the terminals in Hungary
and Romania.
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6.2.1 Belgrade
The Port of Belgrade is located at km 1168 on the right bank of the Danube and has a total
area of 250 ha. The port exists on the present location since 1961. Its capacities are 7000
t/day of a bulk cargo, 7000 t/day of a general cargo and 12 000 TEU/year.
The port is located in Belgrade that is the biggest industrial and consumptive centre in
Serbia. Besides the town (Belgrade) to the economic region of the port also belong the south
part of Vojvodina (agricultural industry) and the north part of central Serbia (metal industry).
Companies located in the port are mostly dealing with trade and use port’s closed storages
as a trade warehouses and discount sales places. Besides in the port are located companies
that are providing additional services as are: sorting, packing, labelling, pricing and
delivering.
In the port’s direct vicinity are industries: Zitomlin – production of pastas and storing of corn
and Avala ada – production of cardboards. Other main industries in the region (100 km
around) are: Trudbenik- production of building blocks, So product- production of eatable salt,
Kristal so- production of eatable salt, „Jeep commerce“- production of steel profiles, Avala
ada- production of cardboards, Umka-production of cardboards.
The Port of Belgrade
terminal
terminals/ports
terminal
Filling and discharging of containers, packing and
repacking of cargoes, weighing of cargoes in trucks,
parking for vehicles, renting of offices and storages, supply
of ships with water, cleaning of vehicles, a restaurant etc.
Cooperation exists only in the form of experience and
information exchange.
Future investments assume building of terminals equipped
with modern technologies (container, Ro-Ro and piggyback terminal) and development of an information system.
The terminal has a spatial development plan.
Problems in the terminal are related to obsolete equipment
and infrastructure, non suitable mechanisation for
containers handling and not enough support from the
government.
(3) Classification
The Port of Belgrade is the most successful inland port in Serbia. The biggest advantage of
this port is its location. The port is located in the capital city that is at the same time economic
and cultural centre of Serbia and presents a very good hinterland for the port by ensuring
high utilisation of port’s capacities. At the moment the port of Belgrade has a special
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importance because of the regular shipping line on the route Constanta – Belgrade that plays
a big role in the development of container transport on the Danube in Serbia.
Future development aims of the port of Belgrade are development and building of terminals
equipped with modern technologies (container, Ro-Ro and piggy-back). However, this
expansion of the port is probably going to be realised on some other location because the
road and rail corridors that connect the port and its hinterland are passing through the centre
of Belgrade what is very problematic from the point of traffic organisation. At present the
town is trying to reduce this problem by prohibiting the traffic of heavy trucks through the
town every day between 7-9 h and 16-18 h, but this can be only assumed as the temporary
solution. The long lasting solution can be only finding a new location for new terminals that is
going to have direct connection to the corridor X.
Futures VAS in the Port of Belgrade are related to building of container, Ro-Ro and piggyback terminals. With a building of the container terminal besides container reloading it is
planed to provide additional services as are: containers filling and discharging, containers
reparation, storing of standard and cooling containers, cleaning of containers, renting of
containers, renting of offices in the terminal, renting of reloading mechanisation etc.
With a building of the Ro-Ro terminal besides vehicles rolling on and rolling of a ship it is
planed to provide additional services as are: vehicles storing, cleaning and de- conservation,
administrative services, offices renting in the terminal etc. With a building of the Hucke-pack
terminal besides vehicles loading on and unloading from wagons it is planed to provide
additional services as are: filling and discharging of empty cargo vehicles, vehicle storing,
renting of semi trailers, renting of offices in the terminal etc. In line with current trends on the
fuel market (development and production of alternative bio-fuels) and waste recycling, the
port keeps in sight potential needs for building a terminal for handling and storing these
goods.
6.2.2 Pancevo
Port “Danube” Pancevo resumed tradition of “Agency for workers transport” which has been
established in 1947. By the year 1967 huge steps have been made by moving from old
position on the river Tamis to a new location on the river Danube. Constructing and
developing territory of the Danube Port occupies area of 240 ha. Port „Danube“ Pancevo is
basin type port, with aquatoria of 1.000 meter long and 210 meter wide. The basin depth
enables river-sea ships up to 5.000 tons to enter the port at the lowest water level. The
Danube port Pancevo is organized in a form of a stock company. It is open to international
transportation with all included services.
Economic region of the Port „Danube“ Pancevo terminal covers not just area of East and
South Vojvodina and wider area of Belgrade but also wider region of Serbia, Bosnia,
Macedonia, Montenegro and Croatia. The most significant markets in neighbourhood are
Belgrade, Pancevo, Smederevo, Vrsac, Kovacica and Bela Crkva. Chemical industry (HIP
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Pancevo, RNP Pancevo, Hemofarm Vrsac...), agricultural industry (Agroziv Pancevo),
alimentary industry (Secerana Kovacica, Weifert brewery Pancevo, Graneksport Beograd),
black metalurgy industry (USS Steel Serbia Smederevo), civil industry (Konstruktor Pancevo,
Uljma), glass industry (Staklara Pancevo), printing manufactures (Politika Beograd) are the
biggiest industries in this part of Europe.
Companies located in the port are mostly trading and forwarding companies. „Granexport“ is
company which main purpose is trading of grain and other agricultural freights. They have a
silos with 50.000 t capacity. „Fimpak“ is company whose dealing with producing paper and
cardboard package. „Petroplast“ is part of HIP Petrohemija, chemical industry, which
producing plastic pipes. „Konstruktor“ is big civil engineering company who use material from
our port. Also, „Vojvodinaput“ is one of the biggiest company in Serbia for building of roads.
Port of Pancevo
terminal
terminals/ports
terminal
Containers stuffing and discharging supply of ships with water
and fuel, storing of empty containers, cleaning of vessels,
renting of warehouses and offices, packing, secure of trucks
and goods, measuring of cargos in wagons and trucks,
maintenance of vessels and trucks, separation of gravel
Extension of existing vertical quay for container terminal,
constructing new Ro-Ro terminal, constructing new container
and Hucke-pack terminal, extension of existing warehouse
capacities, develop of existing handling equipment,
implementing of new information system as logistic support of
new terminals.
Sketch of general spatial plan, assigned function of
development to the cargo-transport centre and confirming
existing detail spatial plan, which is accepted by Municipal
assembly 1992. Developments of terminals are defined.
- Infrastructure: Nonexistent connection to the south Serbia
with options to avoid traffic congestion through Belgrade
- no comprehensive support by government or state
administration
- concurrency of containers in Serbian economy
(3) Classification
Master plan for inland waterway in Serbia defined position of Port „Danube“ Pancevo as one
of the main terminals with future potential plan for construction of new Ro-Ro and container
teminal. Favourable micro and macro location, experience in wide range of transhipment,
constructing of new bridge near Vinca, vacant area for development and nearness of
industrial capacity gives advantage to this location. In this moment, Port „Danube“ Pancevo
represented one of the main links in transport chain in south-east Europe with the highest
amount of transhipment cargo as public port in Serbia. We are client oriented managing
company, with respecting the highest requests by our clients. Rational use of available
resources ensure high reliability in transhipment of every freight. Clear vision of development
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is embedded in plan documents. Cooperative work with local and government administration
is on complacence of both sides.
Attain level of technical development ensure Port „Danube“ Pancevo successful
communication of cargo flow among many transport nodes in world. In managing sense, Port
„Danube“ Pancevo is client and market oriented. Also, we made environment contribution by
replacing tranport route to the more economic and environment transport modes.
Port „Danube“ Pancevo is the last port on Danube which can accept river-sea ships of 5.000t
DWT. Also, Port „Danube“ Pancevo is significant node at pan-european corridors VII and X
with significant amount of traffic towards western Europe and ex-Yu countries (BiH,
Montenegro, Macedonia, Croatia).
Future objectives are developing of intermodal terminals and specialization of existing
terminals and also reaching logistic support to our clients.
Main problems of future essential terminals are financial support, complicated administrative
procedure, attracting of potential partners and noncomprehension of administration. Also,
there is problem in custom procedure, because, according to directive of Custom
administration, it is authorized to make custom procedure for consumption freight only in
several terminals in Serbia (discluding Port Pancevo).
There is no unexploited terminal in Port „Danube“ Pancevo. The terminal is used mainly for
general cargo rather than container terminal, as not enough containers are needed to be
transhipped. As we are equipped with handling capacity for transhipment of every kind of
freight, transhipment of container do not have vast amount. Also, the terminal has made
transhipment of passenger cars by ro-ro technology in late 80’s but now we expecting to find
partners who will back this kind of transport mode to the Port. Other VAS services in Port
„Danube“ Pancevo are compatible with future modes of transport.
Future trends in spatial planning, according to new terminals, is implementing of Green field
investments in Port „Danube“ neighbourhoods and establishing of industry which is
connected to the inland waterway.
The terminal is open to accept every kind of freight but is also looking for new experiences.
According to figures which are presented of Port Constanza, the number of transhipped
container shows growth rate of 40% per year. This significant figure shows in which direction
the terminal has to aspire. Also, automobile industry makes big growth, so the terminal will
be ready to accept this market. Bio-diesel is future option as transport fuel so the terminal
intends to construct terminal for transhipment of bio-diesel. Port „Danube“ Pancevo has
several inquiries for tranship of LPG in container or as liquid cargo.
The terminal intends to be significant logistic centre at multimodal corridors, as distributive
centres. Port „Danube“ Pancevo intend to make cooperation not just with several ports in
Serbia (Belgrade, Smederevo, Kovin...) but with big ports which has high impact at our
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business such as Port Koper, Bar, Constanza or Budapest. Its market objectives are cargo
flows at Rhine-Main-Danube-Constanza waterway and Bar-Budapest transport route.
Future Ro-Ro line could be organized via Regensburg-Enns-Gyor-Pancevo-Guirgui and it
intends to suport and establishes it with our partners. Also, the terminal is planning to divert
existing container line between Constanza and Belgrade as soon as it changes directive of
custom service. Regarding Adriatic sea, Port“ Danube“ Pancevo has experience in
connecting with Port Koper and Port Bar. Both aspiring is to evolve cooperation.
Building of planned terminals offers possibilities for many of VAS services. Container repairs,
storing of empty and reefer containers, container renting out, renting out of offices in the
terminal etc. for surely will be part of our standard offer. Regarding information modes the
terminal is preparing for implementing of Vessel Traffic Systems (VTS) and River Information
Services (RIS).
Future development of the Port Pancevo should also consider building of a terminal for
collecting, storing and recycling of waste (general waste, old cars, old electrical devices etc.).
In the countries of Western Europe these steps are already taken, but unfortunately, in
Serbia they are still in the pre planning faze. However, the Port of Novi Sad and its hinterland
is aware the benefits from exploring this potential and is planning to get a role in the chain of
the waste disposal.
6.2.3 Novi Sad
Building of the Port Novi Sad started 1959 together with the digging of the DTD canal Novi
Sad – Savino Selo wherein is the port located. Since 1959 the port is permanently building
and equipping, trying to reach its maximal capacity. At present it has a capacity of 1 500 000
t per a year.
Terminal economic region of the Port of Novi Sad is the region of province Vojvodina that is
the most developed industrial region and the area with the best agricultural ground in Serbia.
Companies located in the port are mostly dealing with trade. Their location in the port is a
consequence of the port’s relatively large storing capacities that are very suitable for the
adaptation into large stores.
Near by the port are companies: Danubius – company that disposes of a mill, corn silage
with a capacity of 60 000 t and production of a pasta (the company uses the port’s services
for the import of corn), and Agrohem – company for the production of fertilisers (the company
uses the port’s services for an import of half-products and crude materials). Main industries
in the region (100 km) are: cement plant Lafarge in Beočin; fertilisers factory Azohem in
Subotica, production of food products made from soya Sojaprotein in Novi Bečej, sugar
factory Sunoko in Vrbas, Bač, Kovačici and Pećinci, meat industry Carneks in Vrbas, factory
of eatable oils Vital in Vrbas, factory of edible vegetable oils Dijamant in Zrenjanin and
fertilisers factory Žitomedija in Kula.
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AD Luka Novi Sad
terminal
terminals/ports
Due to the privatisation process there are no activities at
present (legal limitation). Future investments are oriented to the
development of modern technologies: container transport,
piggy-back transport and Ro-Ro transport.
The role of the port in the development of these technologies
would be in the building of new terminals.
A.D.”Luka Novi Sad” has a spatial development plan that is
defined in the documents of the town planning institute. At the
moment it is working on the defining of a new location for the
future port’s expanding and forming of a port’s terminal
organization.
Current obstacles and problems in the intermodal terminal are
inadequate containers reloading capacities, infrastructure that
requires maintenance and non existence of strategic support
by the government having in mind special funds for the
development of intermodal terminals.
terminal
Containers stuffing and stripping supply of ships with water and
fuel, renting of warehouses and offices, packing, secure of
trucks, measuring of cargos in wagons and trucks.
(3) Classification
The Port of Novi Sad is one of the most successful terminals in Serbia. This is because of its
relation to the users of the ports services, its readiness to satisfy users’ requirements and to
solve their logistic and transportation problems. Advantages of the Port of Novi Sad are
location in relation to the transport corridors, work organization, professional personal etc.
Besides the port is located directly on the one of the entrances into the DTD (Danube-TisaDanube) canal what enables reloading of goods from bigger ships to the smaller ones and
goods further transport on the canal network to the other industrial centres that are located
on the canal system.
The port realizes at present more work than some other ports that have higher capacities in
the comparison to the Ports of Novi Sad. This can be assumed as the port’s biggest success.
Future development aims are related to the construction of a modern technologies terminals,
ports expanding and reorganization from the universal working approach to the terminal one.
Most of containerized goods with destination in the province are passing through the port.
Most of these containers are in the hinterland transported by trucks and after its unloading
returned to the port and further transported empty to the port of shipping. Therewith
potentials of VAS (containers repair, cleaning, storing etc.) stay unused.
In the port’s region are mostly located companies whose activities require vicinity of the
and custom. Those are mostly open storage areas for imported equipment
mechanization that uncleared waits for a customer. Having in mind above mentioned
requirements for the building of modern terminals, next logical step is expansion of the
and development of VAS on the old and their planning on the port’s expanded location.
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port
and
and
port
interim
Having in mind experiences of developed Western countries in the development of river
ports, tendencies in the preservation of environment as well as reduction of pollutions it is to
conclude that building of terminals with a modern technologies is non alternative solution. By
building a container terminal equipped according to the European standards it would be
possible to provide additional VAS services as are: containers repair, storing of empty
containers, containers renting out, renting out of offices located in the terminal etc. By
building a Ro-Ro terminal it would be possible to provide VAS services as are: Conservation
and de-conservation of vehicles, cleaning of vehicles etc.
By building a Hucke-pack terminal it would be possible to provide VAS services as are:
Cleaning of cars and trucks, conservation or de- conservation of vehicles etc. One of future
terminals definitely should be the terminal for bio diesel and bio ethanol. This terminal should
be equipped with reversible loading and/or unloading facilities and to provide storing of large
quantities bio diesel. Possible VAS in this kind of a terminal is fuel supply (with this fuel as
the driving fuel). It in favour speaks also building of a bio-diesel factory in Sid and bio-ethanol
in Zrenjanin.
Future development of the Port of Novi Sad should also consider building of a terminal for
collecting, storing and recycling of waste (general waste, old cars, old electrical devices etc.).
In the countries of Western Europe these steps are already taken, but unfortunately, in
Serbia they are still in the pre planning faze. However, the Port of Novi Sad and its hinterland
is aware the benefits from exploring this potential and is planning to get a role in the chain of
the waste disposal.
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6.3 Value Added Services in sea ports (Adriatic sea)
6.3.1 Port of Bar
The Port of Bar is a „gate“ of the Adrian Sea, the crossing of the main sea and inland ways in
this region. The port is established 1906. Today it is organised as a stocking company whose
capital is mostly owned by the state of Montenegro. The port disposes of a total area of 200
ha and has a possible expansion area of 600 ha, railway tracks and road access to the every
terminal. Its handling capacity is at present 5 million tons per a year.
Since the establishment of the regular block train on the route Bar – Belgrade – Bar and the
regular sea feeder line on the route Taranto – Bar – Taranto, the Port of Bar realises
significantly better economic results. In the port are (with the company MSK Kikinda) build
storing and reloading capacities for viniger acid by common capital. Company Petro – bar
from London invests into the building of reservoirs for napth and derivates. Company
Aluminijski kombinat Podgorica makes reconstruction and expansion of their reservoirs for
alumina that are before some time built in the port. NIS – GAS from Novi Sad intends to build
reservoirs and a system for the reloading of fluid gases and company Petrol – Slovenia is
negotiating about building reservoirs and reloading system for a napth and derivates. Italian
company Pakorini from Trst and Serbian company Trgomex from Krajevo rented storing
areas in the port. Russian company Salston from Moskow rented an area for the building of a
warehouse. Company Montital group from Podgorica rented the storage in the port for
adapting it into the production plant. Company Akapulko from Podgorica rented a part of the
ports’ cooling storage. Besides mentioned, in the port are also located a lot of other smaller
domestic companies.
Main industries in the port’s hinterland are: metal industries in Podgorica, Niksic, Uzice and
Smederevo; metal processing industry in Kraljevo, Jagodina, Nis, Belgrade, Novi Sad,
Kikinda and Subotica; chemical industry in Krusevac, Paracin, Sabac, Pirot, Belgrade and
Pancevo; automotive industry in Kragujevac: textil industry in Bijelo Polje, Novi Pazar,
Belgrade and Vranje; food and agricultural industry in Cacak, Vrbas, Senta, Pecinci, Becej,
Novi sad, Vrsac, Sremska Mitrovica, Belgrade itd. Some industries from the South Hungary,
Western Romania and Bulgaria, Bosnia and Herzegovina, Republic of Macedonia are south
Croatia are also using the Port of Bar.
The Port of Bar
terminal
terminals/ports
Rail, road, sea
Containers handling and storing, dangerous goods
handling, logistic services, one–stop-shop services, etc.
Sea ports: Taranto, Rijeka, Koper, Gioia Tauro, Valetta,
Pirej, Solun, Drac, Bari, Ankona, Venezia, Trst, Split, Ploce
and Dubrovnik
River ports: Novi Sad, Belgrade and Pancevo
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terminal
interim
Logistic nodes: railway terminals in Belgrade, Novi Sad,
Nis, Uzice, Subotica; container terminal „ZIT“ in Belgrade,
railway terminal in Segedin, railway terminals in BiH
Building of storages and buying reloading equipment
In the realization process are planes for expansion and
modernization of the container terminal, forming of a transshipment centre, reconstruction and revitalization of
existing cranes, supply of a new reloading mechanization,
building of a new silos, modernization and expansion of the
terminal for woods, development of the Free zone
Poor infrastructure (long transport times, double control at
border crossing, lacking in train and wagons), lacking in
financials, obsolete equipment and technologies etc.
(3) Classification
The Port of Bar is the only one and therewith the most important international maritime
logistic centre for the market of Republic Montenegro and partly for Republic Serbia and as
such represents best practice and future potential logistic centre in these countries. Its
advantages are its geographical position, good connection and shorter road and rail routes to
the bigger industrial centres in the region, synchronised legislation regulations with the one in
EU, lower costs of the ports services, high drought (12.5 m), working hours (24 hours a day,
365 days a year) etc.
At present, the port improves its hinterland connectivity by starting the regular line with a
block train for the transport of CNT on the route Baranto – Belgrade – Bar, by starting the
regular feeder line for the transport of CNT on the route Taranto – Bar – Taranto and by
opening the tunnel Sozina that has a big importance for the road connection to the port.
Besides, the port is in the process of mechanisation renewal. Main development aims of the
port are expansion and modernisation of terminals, modernisation of equipment and
mechanisation, establishment of new feeder lines, establishment of one direct sea line etc.
The port has an unexplored potential related to the handling of bulk and liquid cargoes, as
well as in the structure and functioning of the port’s free zone.
The Port of Bar is already offering most of VAS services, but mostly of them are on the
marginal level. Value added services that are at the present on the high level are trucks and
cars parking and hotel services. However, it is planed to significantly intensify and improve
VAS for containers and Ro-Ro cargoes in the future. Development of these services should
follow development and renewal of handling technologies and strengthening of port's
hinterland.
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7 Expert interviews
To complete the results of the desk research also feedback from market actors has been
organised through bilateral interviews. These interviews have been carried out in every
country of INTERIM of the project region to get a comprehensive view. About 10 interview
partners have been identified in every country (Germany, Austria, Croatia, Serbia and
Romania) belonging to the three main types of intermodal actors: 1) industry and cargo
owners, 2) transport-logistics and transhipment operators and 3) political actors incl. spatial
and transport planners.
The interviews have been carried out by various modes: face-to-face interviews,
questionnaires and feedback by phone or email. For using the interviews in the report, the
statements have been made anonymous. Therefore every relation between the interview
partner and his or her statement had been deleted in the following chapters. At last the
statements have been structured according the terminals groups. This includes the different
types of rail/logistic, inland waterway and sea port.
7.1 Germany
(1) Interview-Partners
# Businesses & Enterprises
1. Representative of the Seaport
Hamburg and Bremen
2. Representative of the Seaport
Rostock
3.
4.
5.
Representative of Kombiverkehr
Germany
Automotive Cluster of
Saxony/Brandenburg
Representative of the German
Freight Villages
#
6.
7.
8.
9.
10.
Administrations & Organisations
Chamber of Industry and Commerce,
Department of Traffic
Ministry of Economy and Labour of the
Free State of Saxony, Department of
Traffic
Technical University of Dresden,
Department Railway
Organisation of inland ports in
Saxony/Germany
Private Railway Operators in WestSaxony/Bavaria
(2) Statements of the interviewed stakeholders:
(a) Inland Waterway terminal
• Inland shipping and rail transport have one big disadvantage: It only becomes
feasible when the quantity of products to be transported has reached the critical
mass. Especially new services face the following start up problems:
o Low utilisation for the first few months after implementation
o Slow adaptation of the usage of new intermodal services by shippers/logistics
service providers.
o In many cases one forwarder has neither the quantity nor the continuance to
set up a rail service. Therefore it is necessary to bring together forwarders,
shippers and intermodal operators. The online database currently developed
is going into the right direction.
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The inland waterway ports still have capacity to cope with additional
intermodal freight volumes. This is mainly caused by the lack of existing
regular intermodal transport services and VAS.
• The only seaport in the area of research in Hamburg, Bremen has reached its
maximum capacity and is therefore looking for alternative transhipment facilities like
Wilhelmshaven.
• In order to attract volumes to other terminals within an area as well and thus to use
the existing infrastructure more efficiently the following changes can improve the
situation:
o Intensive regional marketing and promotion to local shipping and transport
industry
o Conceptional integration of the terminal in national and international networks
o Reduction of last mile costs into terminals and reduction of operation costs in
terminals e.g. by optimized shunting
o Planning and implantation of new logistics centres near terminal facilities
• Development of new VAS in coordination with development of new demand in
producing “green energy".
o
Excursus: Further information on the terminal Duisport with regard to VAS
Five new tracks went into operation today at the logport classification yard for the Port of
Duisburg’s inbound and outbound railroad shipments and the classification operations of
logport companies. The yard now features ten tracks. Second-phase construction work at the
former DB Netz AG railroad yard reactivated by the duisport Group has been completed. The
extension is therefore well timed.The increased train handling capacity takes some 100,000
truck hauls off the road, lowering CO2 greenhouse gas emissions by over 50,000 tons.
A large number of logport businesses has today its own railroad infrastructure and uses the
facilities of the railroad yard frequently for marshalling. Further, companies such as
Rail4Chem, a leading private-sector railroad organization, have moved the centre of
operations to the Port of Duisburg and have made the logport railroad yard the hub in their
system. Duisburg serves for example the Amsterdam-Rotterdam-Antwerp (ARA) sea ports.
SBB Cargo, the Cargo Division of Schweizerische Bundesbahn, has also transferred its
German headquarters and hub to Duisburg. An SBB Cargo platform train operates to
connect shippers in Northern Italy and Switzerland with the Rhine/Ruhr region via Duisburg.
The extension of the logport railroad yard and the Eastern Bypass to connect logport to the
eastern shore of the Rhine are essential parts of the logport transportation strategy. Starting
in October 2008, the Eastern Bypass will take trucks from logport across Solidarity Bridge to
the Marientor junction of the A40 Interstate. Further, the L473n Intrastate built by the State of
North-Rhine Westphalia to link logport with the A57 Interstate will probably be completed in
the first half of 2009.
The duisport Group offers the complete infrastructure needed for port and logistics
operations including a full-service investor support package. It also provides a range of
logistic services which back up the portfolio of Port customers.
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By ship, rail and truck, the half-yearly turnover in the ports of the duisport Group has
increased by 9 percent, to 26.2 tonnes of goods (1st half-year of 2006: 24.0 m tonnes). In the
last six months, the strongest impetus for more growth was again the railroad with an
increase of 27 percent to 6.1 m tonnes (2006: 4.8 m tonnes). To the half-year, container
transfers also achieved a new best performance: over 4.3 m tonnes mean a gain of 19
percent on the previous year (2006: 3.6 m tonnes). “We are growing at a disproportionate
rate in value added logistics and will continue to expand our position as one of the leading
logistics locations in Europe.
Gratifyingly, the turnover in bulk goods such as coal, mineral oils and chemical products also
increased. To the half-year, this increased by 3 percent to 6.5 m tonnes (2006: 6.3 m
tonnes). Here, import coal in particular achieved a high revenue with a rise of 7 percent to
3.0 m tonnes (2006: 2.8 m tonnes).
Despite expansion work on two terminals, containers have become again the largest cargo
group in ship and train transfers with a rise of 19 percent to over 4.3 m tonnes (2006: 3.6 m
tonnes). Here, barges moved around 1.6 m tonnes, which is up 12 percent on the same
period in the previous year (2006: 1.4 m tonnes). Trains even showed an increase of 23
percent, to over 2.6 m tonnes (2006: 2.2 m tonnes). “Massive investments, particularly in
combined transportation and rail infrastructure are now paying off.
In the ports of the duisport Group income-generating ship and railroad cargo transfers
increased by 9 percent to 13.8 m tonnes (1st half-year of 2006: 12.7 m tonnes). Whereas the
railroad has increased by 27 percent to 6.1 m tonnes (2006: 4.8 m tonnes), barges remained
in the world’s largest inland port at the same level with 7.7 m tonnes (2006: 7.8 m tonnes).
And this is despite the fact that approx. 500,000 tonnes of mineral oils have been moved
from the waterway to the railway.
Duisburg, trimodal location, available as from November 1st 2007, 16.000 square meter of
warehouse class A, direct access to:
• European motorways, railways, as well as the river Rhine Paperless Radio
Frequency WMS
• 18 state-of-the-art loading docks
• 24/7 security and camera surveillance
• ISPS standardized
• ISO 9001 certified
Our Warehouse and Forwarding team is at your service for:
• Overseas import and export
• Customs Clearance
• Container stripping and stuffing
• Warehousing, Storage, Cross-docking and VAL Activities
• European Pick Up & Distribution
Kuehne + Nagel has been operating a state-of-the-art facility with 25,000 sqm of warehouse
space on the Duisburg logport premises since 2003. Growing demand for the company’s
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value-adding services at what is one of Europe’s preferred logistics hubs called for the
extension of the property. The second phase of construction will double the existing
warehouse space on an adjacent 44,000 sqm plot of land.
The expansion underlines the importance of Duisburg as a logistics location for the Kuehne +
Nagel Group and is a confirmation of its dynamic performance in the region. The customers
benefit from the bundling and processing of goods flows at this central hub. By utilising the
Europe-wide intermodal transport network at Duisburg, costs can be reduced and the
environmental impact kept low. This investment strengthens Duisburg’s contract logistics
capabilities and points the way for the Port of Duisburg as a central European logistics hub.
The network of E.H. Harms Automobile-Logistics performs logistics services for around
17,000 young used Renault models annually. Today, Jacques Rivoal, CEO of Renault
Nissan Deutschland AG, Holger Böhme, Director Fleets of Renault Nissan Deutschland AG,
Ulrich Burgath, Chairman of the management of E.H. Harms and Wolfgang Kleppek,
Managing Director Technical Services of the E.H. Harms Auto-Terminals, met on the
terminal in Duisburg to sign the contract.
The returned vehicles from rental and leasing companies all over Germany are transported
to the Duisburg automobile terminal where they are prepared so they are ready for sale. In
addition to inspection and thorough cleaning both inside and outside, this also includes repair
of any small damage in the paintwork, upholstery or rims. After that E.H. Harms AutomobilTransporte will provide for nationwide distribution to the dealer network and branches of the
Renault dealer organization.
The intermodal terminal went into operation in July. For the new business the existing areas
of 100,000 square meters are expanded by another 60,000 square meters. Furthermore, the
technical centre measuring 4,500 square meters will be equipped with a second painting
booth.
Until today, the Auto-Terminal in Duisburg created nearly 100 new jobs in the region.
Through the new contract with Renault this number will increase by another 40. When the
terminal went into operation last summer, the first vehicles that entered the compound were
Renault Clio models. We are happy that we now get the opportunity to support Renault also
in the remarketing of young used vehicles. Furthermore, this contract proves that were right
to choose the logport site as location for our terminal.
E.H. Harms is part of the business division BLG LOGISTICS AUTOMOBILE. The joint
network comprises 19 locations in Germany and Europe. In 2005 more than 4.1 million
vehicles have been handled. With transport by rail, road and barge, technical services and
forwarding, the performance profile ranges from regional transport up to the complete
international logistics chain from the manufacturer to the customer. Offers like the European
registration service, archival storage of documents or delivery directly to the customers door
all individual requirements are met.
The Ost-Westfalen-Xpress (OWX), a complete train container shuttle operation between
Duisburg and Unna, started its service today. The cargo consists exclusively of containers
shipped from overseas destinations through the Amsterdam-Rotterdam-Antwerp (ARA)
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ports. The containers are delivered by barge to the Rhein-Ruhr Terminal in the Port of
Duisburg for consolidation and for direct transfer to the shuttle train. duisburg rail, the railroad
utility of Duisburger Hafen AG, provides the traction for RRT Rhein-Ruhr Terminal GmbH,
the terminal operator, to Unna and back to Duisburg. Up to 18,000 truck containers are taken
per year off the road and all of them were previously moved by trucks across the Ruhr
region.
The first train left the Rhein-Ruhr Terminal this morning on schedule and carried containers
for the large warehouses built by industry and trade in the Unna and Kamen areas. The
container shuttle service connects Duisburg and Unna on five days a week. duisburg rail
runs the train for its customer RRT. Duisburger Hafen AG’s railroad utility contributes many
years of local and regional shuttle train experience for major customers such as the Bayer
Group and Degussa.
The containers are imported by barge from the sea ports of Amsterdam, Rotterdam and
Antwerp to the Rhein-Ruhr Terminal where they are consolidated. The shuttle train is loaded
during daytime and taken to the Unna Terminal at night where they arrive at 1.30 hours in the
early hours of the morning. The trains are immediately unloaded by Logistikzentrum RuhrOst
Betreibergesellschaft GmbH’s at the logistic terminal and last day’s empty containers are
loaded rapidly. This procedure minimizes the time the train spends at our terminal. A
forwarder which has been involved in container logistics for over a year organizes the
distribution of the containers to customers in the Unna/Kamen region. The customer receives
the cargo without a traffic jam for unloading at 5.00 hours in the morning. The train returns to
the Rhein-Ruhr Terminal by 10.30 hours in time for all intermodal links to the Western
Seaboard on the same day.
The capacity of each train is 72 TEU in each direction. If the train were always fully loaded, it
would each year carry 18,000 TEU in each direction and eliminate the need for 18,000 truck
journeys. As of today, these volumes will be handled by the local feeder network of the Port
of Duisburg. One port operator is particularly happy considering the density of traffic on the
Ruhr region’s highway system. Another operator added that they are convinced that this
innovative approach will take the environmental benefits of combined road-rail transportation
a long way down the last mile to the customer.
Intermodal, the combined road-rail transportation subsidiary of DB, and duisport, the operator
of the Port of Duisburg infrastructure of Duisburger Hafen AG, plan to raise the share of
trains in transportation to and from the West European sea ports together. The potential they
see is substantial. While every third container leaves the Port of Hamburg by train, the
railroads have reached a share of no more than eleven percent in Rotterdam.
Container moves in the west ports run currently at 18 million TEU and will grow at doubledigit rates over the next few years. Numbers will become huge in Duisburg and will require
an efficient combined road-rail transportation system as well as an expansion of the
infrastructure. This is where the terminal hub strategy comes in to provide all containers
passing through Duisburg a direct link to the continental network it serves. Hub terminals are
designed for the transfer of cargo from short feeder trains to long-distance services. The
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strategy supports the strength of railroads on the long-haul transportation market. It also
allows the development of new combined road-rail transportation markets in regions where
volumes are insufficient for direct trains.
With 1.3 million annual container handlings, Duisburg is already the world’s largest inland
container port. “The terminal is confident that the extension of the DUSS terminal and, above
all, the proposed new gateway terminal we plan will substantially strengthen the position of
trains in the modal split on the Western Seaboard routes. The Port of Duisburg has
everything that is needed to become Europe’s central hinterland hub for the consolidation of
land and sea freight. Apart from daily ship and train shuttle services to the North Sea and the
Baltic ports, 300 combined road-rail transportation trains already network the existing
Duisburg container terminals with destinations around Europe.
To make a first step, work has started on increasing the annual handling capacity of the
Deutsche Bahn terminal in Duisburg Ruhrort from 170,000 to 250,000 cargo units. A new
crane went into operation in April. The number of loading and unloading tracks will grow from
five to eight in autumn. A separate loading track will be extended for whole trains to be
loaded by mobile loading equipment; this project has been scheduled for completion late
next year.
In a second step, the gateway terminal, the actual heart of the hub, is to provide the facilities
needed for train-to-train cargo transfers. The terminal is to link further sea port cargo into the
European combined road-rail system via Duisburg. Plans call for a capacity of 120,000 cargo
units per year. Final negotiations are underway.
The world’s largest inland container port is once again growing dynamically: on January 1,
2008 the first shipping line container terminal in the European hinterland will start operations
in Duisburg-Rheinhausen. The lines involved are CMA CGM, the third-largest container line
in the world, and NYK, the largest Japanese shipping group. The new terminal will be called
Duisburg Trimodal Terminal (D3T). The total investment will be around 20 million Euros.
Four half train-length platforms will be built on the lot and a crane for water and track
handling will be erected. The handling area will be operated by duisport. All the stockholders
would like to realize a close operational cooperation with the neighboring DIT Duisburg
Intermodal Terminal in order to be able to transfer to the numerous routes into the European
hinterland.
A groundbreaking ceremony at the logport Logistic Park marked today the start of
construction work for Schenker Deutschland AG’s new logistic terminal. The first phase of
Schenker’s project calls for a 3,000 sq.m. terminal to be built on the 40,000 sqm tract. Total
capital spending by the logistic company will run at 10.5 million Euros. This presence at this
European transportation hub in Duisburg will give our customers in the Rhine/Ruhr region
more efficient access to our global logistic services.
A warehouse of a size of at least 1,800 square meters will be added to Schenker’s terminal.
According to its own data Schenker plans to invest 10.5 million Euros into its new facilities in
the world’s largest inland port to provide customers with even better access to multimodal
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transportation systems. It is a forwarders intention to give shippers in trade and industry as
early as in 2008 more efficient tools to optimize their supply and distribution logistics.
(b) Railway and Logistic terminal
• In a co-operative environment it would be possible to split and regroup the train
near the terminals. A new service would become feasible. However, in a
competitive environment both operators and/or terminals cannot exploit the
potential and no modal shift towards the rail would happen. In order to avoid such
self-destructive tendencies the following remedies are suggested:
o In many cases terminals in close vicinity compete for traffic instead of cooperation. This behaviour is independent from the transport mode. The
following scenarios happen again and again: Each terminal does not have the
critical volumes required to create a new service, but the volumes of both
would be enough for a full train.
o State railways in many cases do not work together close enough to come up
with a satisfying market offer; even worse, in many cases they don’t even try
(upcoming competition between railways).
o Very slow modernisation of the state-owned rail companies, which are not yet
able to offer a competitive alternative for the moment and to operate
complementary with other means of transport.
o In many cases terminals in close vicinity compete for traffic instead of cooperation. This behaviour is independent from the transport mode. The
following scenarios happen again and again: Each terminal does not have the
critical volumes required to create a new service, but the volumes of both
would be enough for a full train.
o Capacity problems occur actually only in Duisburg and Leipzig. Other
terminals are coping with these obstacle quite well. Basically, all German
terminals in important economic regions are growing and expanding,
especially along the Rhine and Danube, in East Germany Berlin and Leipzig.
o However, in a competitive environment both operators and/or terminals
cannot exploit the potential and no modal shift towards the rail would happen.
In order to avoid such self-destructive tendencies the following remedies are
suggested with fair tariff structure between operators and between terminals
for split services
o The installation of special infrastructure and special services in a terminal
does not automatically lead to a demand of such services.
• Historically intermodal transport was not very important in the South East of
Europe. This has the consequence today that there is not enough intermodal
equipment (especially swap-bodies) available. The reasons why new intermodal
equipment is not being purchased are:
o expensive
o lower volume than ordinary freight stock
o higher weight than ordinary freight stock
• Road vehicles with swap bodies and semi-trailers cost more than conventional
vehicles. A road haulers must also ensure that the container is collected at the
destination terminal and is delivered to the final destination.
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•
•
interim
Promotion of transport boxes (the selling argument is that swap-bodies increase
flexibility, because they can be used for all modes, whereas the procurement of
normal transport boxes restricts the forwarder to road transport). Supporting the
procurement/renting/leasing of swap-bodies.
Establishment of communication standards between terminals are very important
for efficiency VAS.
o Liberalization of the terminal market for private investors in Central and
Eastern Europe is very important for ongoing and fast shifting from road to
railway and for an enlargement of VAS in terminals.
o Enlargement of terminal capacities in the main logistic nodes (agglomeration
areas in Germany like Duisburg, Leipzig, Mannheim, Cologne, Regensburg).
(c) Sea ports
• Today’s economy expects to have one single service provider for certain tasks
(keyword: one face to the customer or single point of contact). Shipping companies
already realised this but the trend in railways and terminals is oppositional to these
requirements:
o Diversification of service providers
o At least two terminal operators at each end of the rail transport chain
o In the optimal case one rail service provider but international mostly at least
two
o Security and safety applications request very importance for the networking
between hinterland and seaports – newest and
o Market oriented planning of terminal infrastructure and terminal operations
between seaports and hinterland logistic nodes
o Enlargement of container capacities and VAS-capacities for packing,
warehousing etc.
o Shifting of VAS (automotive industry) from the hinterland into the seaports
(reducing transport costs)
o Increasing more investments of sea ports operators in the hinterland for
shifting VAS in the hinterland nodes (cost-reduction of VAS)
o Logistics and VAS are job machines.
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7.2 Austria (incl. Hungary)
(1) Interview-Partners149
1. Zentralverband der
Papierindustrie, austropaper (EN:
Association of the paper industry)
#
9.
2.
Automobile Cluster Vienna
Region
10.
3.
Stora Enso Ybbs
11.
4.
Representative of the port of
Koper
DLO Logistik Projektentwicklungs
GmbH (EN: DLO Logistics and
project development)
12.
Representative of Slovenian
railway
ARP planning & consulting
Snizek + Partner
-
Bundesministerium für Verkehr, Innovation
und Technologie, Sektion I, Abteilung
Kombinierter Verkehr
(EN: Federal Ministry of Transport,
Innovation and Technology, Section I,
combined transport)
und Technologie, Sektion IV, Abteilung
Internationale Netze und
Generalverkehrsplan
Innovation and Technology, Section IV,
International networks and Transport Master
Plan)
und Technologie, Sektion V, Abteilung
Gesamtverkehr und Infrastrukturfinanzierung
Innovation and Technology, Section V,
General traffic and Financing of
Infrastructure)
Wirtschaftskammer Österreich
(EN: Austrian Chamber of Commerce)
und Technologie, Sektion I, Wege- und
externe Kosten, Maut, Verkehr und Umwelt
Innovation and Technology, Section I,
external costs, road pricing, traffic and
environment)
-
-
-
5.
6.
7.
8.
13.
• The high differences regarding the water levels of the Danube cause bad transportation
eventualities. This is a problem in case of reliability.
• A big problem is the storage of barges in the port area, which doesn’t generate any
revenues, but causes bottlenecks.
• The biggest problems of the Danube are its bottlenecks with regard to traffic
infrastructure and its navigation channels.
149
Remark: This table contains the official nomenclatures of the relevant Austrian decision makers in German
language. Besides, an English translation has been added, which need not comply with official translations of the
German terms.
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•
interim
Huge problems for big wood manufacturers are occurring delays when cargo is shipped
via Adriatic sea-ports through feeder services and their consequences for further
maritime transport (to e.g. Asia).
• The inland waterway Danube, which posses a very good location, holds a huge
potential, as most big industries are settled close to it. Unfortunately, there are some
massive infrastructure bottlenecks, like the bottleneck near Straubing (DE).
• With regard to inland shipping free transport capacities of the Danube river can be
used, when operators for liner services can be identified.
• As long as the reliability in shipping by inland waterway is given, long transportation
time isn’t a real problem.
• In the last years logistic centres especially Danube ports in Hungary have increased
steadily to serve transport volumes shipped from low cost production countries to
Western Europe.
• The transit time and the high demand for cargoes in North-Western Europe are the
main reasons why inland ports and sea ports are accepted differently by the automotive
industry.
• An obstacle for the SLO-railway is the limited axle-weight 20 tons for certain sections.
• Ljubljana (SLO) will remain a traditional road-rail-terminal.
• Between Koper and/ or Slovenia to the Cargo Center Graz (CCG) there is no direct
container shuttle service, but this is the final objective to be realised. Now, there are
only conventional trains and/or truck transport between these two regions.
• The national transport industry is saying that many terminals at ending points of traffic
relations are missing. However, the Austrian terminal landscape is very well developed.
• Capacity problems occur actually only in Graz. Other terminals are coping with these
obstacle quite well. Basically, all Austrian terminals are growing and expanding.
• The foodstuff industry constitutes a big group the shippers, which however transports
seldom by rail. This is caused by the inapplicable opening hours of the terminals and
the delivery into living areas.
• At the moment the pricing of the railway is not very transparent and logical (e.g. no
consideration of prices for strong and weak traffic relations).
• The technical resources for tracking and tracing in railway transportation is already
existing but not working on a satisfying level.
• The European railway companies need to co-operate better to minimize dwell time.
• The traffic flow routes from and to the Cargo Center Graz are mostly influenced by the
local companies transshipping there.
• The concept of railway-terminals “sorting containers” (Sortierungs-Terminals named in
German-language) might solve the problem of congested sea ports, mostly on the
European Northern range: sorting of containers by final destinations in import and
export traffics will not be done in the sea-ports, but in hinterland terminals. Shuttletrains connect the major sea ports (e.g. Rotterdam, Hamburg) and these consolidating
railway-terminals, e.g. Duisburg.
• The establishment of logistics centres depends highly on cargo flows and political
decisions.
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Terminals in general
• On the planning of terminals there is always a problem in the field of spatial planning
regarding the distance and location to the next city. Hereby, an agreement between the
supplying traffic and the environmental issues (e.g. noise) has been detected.
• Basically terminals are stimulating the geographical regions located close to it.
• The railway and inland navigation sector is characterized by a general shortage of
manpower. Therefore you have to fix the balance between requirements and supply of
work force to identify new employees.
• In Austria the paper industry is agglomerated in Upper Austria and Styria and
approximately will be located there in the future, although some smaller developments
are possible in the long-term perspective.
• The value added services stuffing and stripping of containers could be interesting for
the paper industry as well.
• Some big companies don’t use the railway transportation due to massive prejudice
although the products/cargoes could be easily transported by railway.
• Terminals need available infrastructure capacities to enlarge their services in the future.
• The installation of special infrastructure and special services in a terminal does not
automatically lead to a demand of such services.
• The specialization of a terminal can only be successful, if a lot of value added services
(VAS) can be offered.
• In general, company settlements mostly contribute to a positive development of a
terminal. That could also be true, if these settlements are based on transshipment
commitments.
• But company settlements don’t have only positive effects they also generate additional
costs for the installation of infrastructure and the terminal also transfers decision
responsibility.
• Most important for all terminals are two characteristics. On the one hand spare place
for enlargement and on the other hand the necessary infrastructure.
• Value added services for agricultural products have a very high potential. These
services could include quality control, sorting in different groups, pest control and
transshipping in container.
• The design of VAS should be based on a customer’s needs, if the services got offered
before a customer’s request they cannot be specific.
• In the past terminals could be planned and installed easily. Nowadays they only can be
enlarged after an assessment of environmental effects. An important point in the
decision where a terminal should be placed is also the cost for the linking with existing
infrastructure.
• What is the key factor for a successful freight village? Centralized location, work
enforcement, access to infrastructure, administration of infrastructure from the
government, efficient use of resources and a high level of branches and logistical know
how.
• A terminal can not survive economically by providing transshipment and warehousing
services only.
• Around successful terminals added value needs to be stimulated and promoted.
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It does not make economic sense to set up and build a bi- or trimodal terminal, and
have it used by road- hauliers only, since they will not make use of the existing railinfrastructure.
The accessibility of terminals is important, especially for those situated within the city
surroundings, as they have to allow fixed operation/opening hours. Besides, the
general traffic network must be considered including potential bottlenecks (e.g. Austria:
Motorway – A23 in Vienna).
If the cargo flows are consolidated and splitted up at logistics centres, a mixture of
industries of users is needed in order to balance unmatched cargo flows.
Currently the average transport time of required components is decreasing (from 72 to
today 48 hours, for transports from Spain to Slovakia), but distances are increasing.
This forms an additional obstacle for the usage of intemodal services.
The lack in efficient hinterland services can lead to less sea traffic what can again lead
to inefficient hinterland services. Appropriate solutions to overcome this cycle do not
exist yet.
Sustainable hinterland transport systems should be used where economical useful.
While it is the responsibility of governments to create a regulatory framework of
transport policy and to provide infrastructure which favors the development of
sustainable transport systems, the market is the element which decides on its offers.
In Austria most infrastructural nodes are covered by terminals. Only in Vorarlberg or in
Carinthia spare place for new terminals is left.
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7.3 Croatia
(1) Interview-Partners
1.
2.
3.
„Croatian Railways“ Zagreb,
„Transit Osijek Ltd“ Osijek
„Free Zone Varazdin Ltd“ Varaždin
4.
5.
6.
7.
8.
9.
10.
11.
12.
„Adriatic Gate Ltd“ Rijeka
„Danube Lloyd Ltd“ Sisak
Zagreb Holding Ltd
Road transporter Buje
Road transporter Kaprina
Pula port Ltd
Freighter Slavonski Brod
Ship agent in split
Ploce port Ltd., Port authority Ploce
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13.
14.
15.
16.
17.
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Regional Chamber of Commerce, Pula
Chamber of Commerce of Croatia Zagreb
Ministry of the sea, tourism, transport and
development, Zagreb
Ministry of Treasury, Customs Office, Zagreb
Primorsko- goranska County, Rijeka
Institute for spatial planning and sustainable
development,
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• Since the terminal’s turnover is growing rapidly and since it concerns transit, it is
realistic to expect that in the area of “Northern and Eastern Economic Region” it will
initiate investments in new warehouses and plants for goods proceeding and
refinement, but also in transport means and equipment. It is also estimated that the
supply of new trucks and special trailers for containers’ transhipment will significantly
grow since the existing trucks and trailers are not technologically satisfactory.
• Development of the automotive industry, electronics and electro-technics is also
expected since the containers transport more and more parts of different products that
are being produced all over the world and especially in China and other Asian
countries since they have cheaper work force. Transport connections to Belgrade and
further to Bulgaria and Romania will be rebuilt. These connections were a significant
source of cargo traffic and earnings for the road carriers.
• It is predicted that the companies for the assemblage of electronic and electric
appliances and furniture which parts are transported in containers from overseas
countries of Near and Far East will soon expand. For its own supply and transportation
of its final products they will use mainly road transportation from/to terminals and
buyers of the final goods in the market surroundings. Since the traffic of parts for home
appliances and automobiles is rapidly growing, it is expected that the companies for
assemblage of home appliances, furniture and automobiles will also expand.
• At the moment VAS are not satisfactory although the goods that are being transported
in containers provide huge opportunities for establishing new companies in the field of
small and medium entrepreneurship. Recently one American company has required
associates for the development of the automobile industry, but the necessary business
arrangements still haven’t been agreed. With that in mind, we can not define the
present VAS satisfactory. The reason lies in extremely small ambitiousness of small
and medium entrepreneurs and inappropriate financial logistics of the business banks.
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The government policy hasn’t done much in promoting the development of logistic
services for goods in public transportation. The existing cooperation on the national
and international level is insufficient while it is significantly lower then it was in time
period before the Croatian War of Independence.
The biggest issue represents inappropriate rail infrastructure. Especially important is
terminal rail shunting station where container trains could be formed and it is presently
missing. The ICT technology is also missing link and it represents the bottleneck.
The biggest VAS is expected in assemblage of automobiles, white goods and home
appliances. The cooperation with business partners from countries of Eastern and
partial Western Europe is expected – they will provide investors and one part of
market for products and services that emerge on this terminal. Especially important
will be export of goods to markets of Near and Far East, the USA and Australia. With
the construction of new rail tracks toward Hungary the transportation chain via inland
navigation on Danube, Sava and Drava River will be re-established towards the big
economic centres on the area of Central and Eastern, but also part of the Western
Europe. RO-RO traffic should develop as well the usage of mobile cranes for cargo
transshipment on the port area. Aside the industrial production and goods
proceedings, development of agency and freighter services, banking services and
goods’ exchange are also expected in the international traffic.
Within metal-processing industry there are good odds for development of the
automotive industry, while within metal-processing industry product of high value
should increase their production (furniture, timber armature of high value). Transport
will keep rely on road and rail, but bigger importance will be given to river
transportation (construction of new port that will develop its full potential due to SavaDanube river channel, presently constructed).
In spatial sense there is a spatial plan for re-structuring the Brodsko- posavska
County. In developing sense there is a regional operative plan.
The existing terminal should be developed in future as well. Its basic issue concerns
spatial limitations (growth on the present location is limited by industry that surrounds
it). Value added services are extremely important for future development but they are
still not completely figured out or supported by adequate personnel.
Aside from present cargo structured mainly of steel products, the future lies in transshipment of different goods from rail to trucks and vice versa, manipulation of
containers and automobiles (if the development of productive surrounding will pursue
the planned goals). Future development with other Croatian terminals and the foreign
ones, transport and logistic companies is also expected.
During the Croatian War big problems like the filtration of navigable routes and
channels in the navigable routes, operative coasts and port basins occurred. Besides,
bottlenecks are also immanent in the form of professional personnel that has
abandoned this area and found their jobs in other enterprises in Croatia and abroad so
they don’t want to return to this area. Bottlenecks are also immanent in the lack of
needed number and capacities of rail wagons, locomotives and professional rail
personnel, ICT-equipment and appropriate information system for work and
development of public transportation.
River traffic is preferred in transportation of cargo but in combination with rail and road
traffic. The available information imply that in future we can expect that agricultural
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production will grow with emphasis on development of primal and final bio-diesel
production, ecologically clean and healthy food, fashion clothes and foot-ware. River
and rail traffic will continuously develop on longer destinations while road traffic will
relate to shorter destinations.
• Soon the inclusion in the market of Near and Far East countries is expected, but also
on the European market. Realistic is to expect the liner services in the area of
navigable rivers of Danube, Sava and Drava up to the Black Sea. Program for using
the mobile cranes has been summed up in order to provide basic roles for overloading
the cargo on port area.
• Production and transportation of mass-furniture made of domestic timber (beech, oaktree, spruce, fir-tree) and their transportation with mainly usage of road transportation
in combination with inland navigation. The production of raw wood is expected in
future and its primal processing (hewing, filing, twirling and drying), secondary
processing of wooden mass as input or reproduction material for production of mass
furniture and its packaging and transportation to the EU, USA, Australia and Japan.
• The importance of integrating rail and inland waterways is unquestionable and
specially important for the whole development of traffic and economy in Croatia and
the EU.
• Foreign Direct Investments (FDI) are crucial input for development of Republic of
Croatia.
• According to the published researches provided by the units of the local authority, we
could conclude they are expecting new investments in development of infrastructural
and sub-structural objects that were ruined in war. They are also expecting
construction of plants for industrial production of final products made of raw materials
that are presently transported via this terminal. At the present moment procurement of
new technical means and transhipping equipment for improvement of terminal’s
operations is in progress that corresponds to the interests of rail since it expects the
transportation growth.
• Before the Croatian War of independence, this terminal owned an excellent
cooperation with great number of business partners from Central and Eastern Europe.
Special program is presently developed for establishing the cooperation with new
partners from nearer and wider international surroundings since the former
cooperation partners have disappeared or have been transformed into new
entrepreneurs and corporations.
• VAS will soon develop and will generate the following operations: un-loading,
transhipping, storing, sorting and packing the goods in public transportation, but also
proceeding, refinement and industrial production.
• The factories are producing raw timber mass and are executing its primary and
secondary refinement and transportation to plants to its final processing, for which
purpose the road transportation is mainly used. In future we also expect that the plants
for production of raw materials and re-productive materials will develop and they will
continue to produce and transport final products made of mass timber.
• Value added services are not satisfactory because present operations are being
enlarged to the field of production and refinement of raw and re-productive materials
respectively it means that new working places, the ones that are at the moment
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scarce, will be opened. International cooperation refers to cooperation with
entrepreneurs from the EU.
The biggest issue refers to the inappropriate railway infrastructure. Especially needed
is terminal rail marshal station where container trains could be formed. Unsatisfactory
is also ICT technology that represents an important bottleneck.
The biggest problem represents lack of domestic raw and re-productive materials
sources and lack of professional and specialist personnel who will create new design
and new models of packing and transporting the products that are being manufactured
and transported via this terminal. The future VAS will depend upon investing the
capital and primary or herbal production and processing of the raw wood. The
companies that will deal with the primary processing and assemblage of final products
within field of massive furniture will develop.
The biggest VAS are expected in field of primary and secondary refinement of raw and
reproductive materials that represent an input for operations and development of
companies that operate within this terminal and in its nearer and wider surroundings.
Good cooperation should be developed with partners from East and West European
countries which should provide us with the investors and a market share for products
and services that emerge on this terminal. Predictions are especially favourable for the
export towards the markets of Far and Near East, the USA and Australia. Construction
of the new railway toward Hungary should re-establish the transportation chain over
inland navigation on Danube, Sava and Drava rivers to the big economic centres on
the area of Central and Eastern Europe, but also the part of Western Europe. Aside
the industrial production and goods refinement, development of agency and
forwarding services, banking services and goods’ exchange produced on this terminal
are also expected.
The growth of economic development has been achieved in Varazdin Country due to
the production and export orientation of the Zone users which have introduced new
technologies and implemented European/world standards in the production processes,
attracted new capital, constructed new business objects, decreased the
unemployment etc. Ensuring the further competitiveness, spatial growth and choice of
new services, new work places, new capital projects and foreign investments,
introduction of the new technologies as well as other developments.
The basic industrial branches are mainly processing: metal, timber, textile, agricultural,
recycling etc. Very active are the timber cluster, metal cluster and business zone
cluster which activities refer to comprising different zones to unique function,
organization, shaping and management. Main transport connections are state highway
D2 Varazdin, Koprivnica, Osijek while in near there is approach to highway GoricanVarazdin-Zagreb and nearby also the rail track and airport. The mentioned industrial
branches will be kept in future with the addition of ICT sector, bio-technology and
robotics.
The existing services are at the moment satisfactory in sense of the demand but plans
for corporative development require wider palette of services.
The most successful Greenfield investment in the region and until recently in the
Republic of Croatia, model of economic development and an example of good
practical appliance, production oriented export, transfer of new technologies, network
of co-workers, new employments.
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The final goal is to keep on tracking and servicing existing and new investors in all
phases, to remain an important element in sense of economic development of
Varazdin County and successful mode of good practice, to connect economic sector
with all educational institutions in region, to initiate and realize projects of capital
investments and corporative development according to the strategic plan with purpose
of re-branding the zone so it could ensure the further competitiveness and space with
positive climate for domestic and foreign investments.
• Coordination and management of capital investments projects, the role of animators
toward the users and wider surroundings that is connected to the projects of new
technologies transfer, connecting the economic sectors with educational institutions,
offer of the international services, organisation and management of the business
zones.
• Since the local self-regulating units are directly interested in development of this
terminal and industrial operations in its nearer and wider surroundings, they have
proclaimed general and applicable urban development plan and operative plans for
individual activities.
• The biggest issue of this terminal represents inappropriate professional and specialist
personnel required for its production and traffic. Besides, the curricula of educational
institutions are not satisfying since they do not offer “life time specialist education”.
• The most important economic branches in Zagreb are industry of electric machines
and appliances, chemical, pharmaceutical, textile, nutrition industry and liquor
industry. Zagreb is also important international commercial and business centre and
traffic intersection between Central and Eastern Europe.
• There is a traffic study for Zagreb and elaboration of general traffic plans for city for
2005, 2010 and 2020, but there is also the county and urban plan of spatial
development.
• According to the latest traffic studies heavy trucks will soon be forbidden to drive
through the wider city centre. New frontiers of the limited area will become our
terminals on Zitnjak (eastern entrance to city) and Jankomir (western entrance to the
city). Commodity terminals will that way turn into the main city logistic terminal (on east
and west) from where the goods that are being driven to the city will be distributed on
smaller vehicles to the stores in the city centre. Advantages of our terminals are:
parking places for trucks, storage capacities, business zones, manipulative areas,
railway tracks, trans-shipping-transportation mechanisation.
(c) Sea ports
• In future we do not predict new industrial activities in terminal respectively in free zone
where the manufacturing companies are located: metal production (Rossi and Duso
Istra, Gera, Euromont, Sigma), textile (Polatextile, Songbook and Bernardica) which
are oriented on the export; the market mainly refers to Italy and transportation of
goods is mainly carried out via road. Shipbuilding is also executed in the zone building the new vessels and remount provided by the company Heli while Pula port
operates in loading, un-loading and storing.
• There is the ROP (regional development program) on the county level with precisely
defined development orientation of the region.
• Bad infrastructural connectivity: ship-rail-road, respectively insufficient construction of
rail tracks - there are no connections to the hinterland, the speedway isn't finished, the
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potentials of the shipping connections toward the EU market and wider are not used
enough.
• The present problems refer to the investor's interest since they can not all be served in
the zone due to the limited capacities. One of the solutions is to spread the zone to the
micro-location (two micro-locations), so that the attracting of new users, adopting the
new technologies and employing the new capacities would help to create better
conditions for creating a good brand. This all will primarily depend upon the attitude of
the authorised Ministry, ROP (regional development program) and its implementation
etc. Finally, with the business connection between Rijeka port and Pula port the
agreement could be made so that Rijeka port dispose a part of its traffic to Pula port
due to bottlenecks or business interest. This agreement should be made between the
authorities in charge.
• Present value added services are not satisfying since the free zone status enables
much bigger volume of refining activities for which there are raw materials and market
of value added services demand. Cooperation with partners from country and abroad
is still not satisfying and this specially refers to exporters of southern fruits and
vegetables, meat and milk since it is necessary to execute the comprehensive
confectioning of these goods for market and further transportation on safe and reliable
way.
• The biggest obstacle for faster and more efficient development of value added
logistics on area of Port of Split and its functional surroundings represents
inappropriate economic policy of Croatian Government and local self-regulating units
where plants for processing and refinement of the international public goods are
located. The biggest bottleneck represent road and rail infrastructure in surroundings
of this terminal and energetic sources such as electric energy and gas.
• Container traffic will speedily develop since bulk cargo used by ironworks, plastic and
textile factories is packed in containers, which are also used as warehouse for this
materials and element of a modern technological process in production of semiproducts and final products that are then packed in the same containers for their
transportation to closer (domestic) and further (international) destinations.
Consequently, aside development of modern technology in production processes,
modern intermodal transportation modes are also being developed (Ro-Ro, Ro-Lo,
piggy-back etc.) that can not be achieved without firm and long-term technological and
business cooperation – cooperation with business partners in country and abroad that
also requires modern organisation of work that is not possible without ICT technology
usage.
General statements:
• Terminals will probably get more and more specialized for certain types of cargo and
providing of VAS.
• Without appropriate national and international cooperation it is not possible to
successfully ensure long-term work and development of any terminal for traffic of
goods in public transportation.
• It is a fact that each terminal will provide VAS since they own spatial, energetic,
infrastructural and sub-structural objects and capital transhipping equipment that
requires development of additional operations in order to return the invested capital.
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Development of the intermodal traffic is the necessity of presence and future – both in
the Republic of Croatia and the EU.
International business cooperation is essential for successful work and development of
this terminal while domestic cooperation is comprehensive.
Terminals will not offer solely their VAS but contrary they will give concessions to other
operators so they can also provide different VAS on the port area. Users of specialized
activities should be given the advantage.
Increase of regular freight and passenger traffic and investing the capital in specialized
activities on the port area.
Without rail development and overtake of more then 80% of freight traffic on rail it is
not possible to develop modern, economic and ecologically rational traffic system.
Without development of international public transportation, Croatia can not exit the
existing crisis.
Future lies in specialization closely related to the character of the economic activity in
own and neighbouring countries.
International business co-operations and networks for intermodal terminals are
extremely important.
VAS should be developed upon present and future demand.
The EU enlargement will bring the importance and bigger traffic to our terminals.
Rail (but also road) transportation should be integrated and directed, as much as
possible, to river traffic due to economical and environmental reasons.
To put the emphasis on the cruiser traffic or the wider vision - to increase cargo in
units.
Extremely, the Istria region as the most developed region in the Republic of Croatia is
not mentioned not once in this project as the region of interest for the intermodal
terminals.
The potential users should be recognized and offered with something out of the
program.
Major, the EU market expenditure and harmonizing the needs and businesses with
regulations that are in power in the EU.
Extremely important, since in this region rail and other communications are not
integrated in one whole exactly due to weak mutual connection that is determined by
the poorly developed infrastructure.
Intermodal terminals ensure conditions for capital investments of domestic and foreign
investors in programs for providing different value added services for goods in the
international public transportation that decreases share of transportation costs in
commodity price.
The EU investors and market for placement of products and services are expected.
Without more intensive integration between rail and inland navigable routes it is not
possible to achieve ecological and economically rational traffic system.
There still has not developed satisfying economic policy for development of intermodal
traffic not in Croatia nore in the EU.
Especially important is development of the present good international cooperation.
Most certainly, each terminal will offer value added services since they own spatial,
energetic, infrastructural and sub-structural objects.
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The FDI from the EU and market of the final products are expected.
The integration is essential since its efficiency influences on efficiency and profitability
of the whole Croatian and European economy.
Development of the intermodal traffic is a necessity both for Croatia and for the EU.
International business co-operations and networks for intermodal terminals has a
crucial importance.
Value Added Services are today provided and will be provided in future exclusively by
users of this area and terminal services according to contract that determines usage of
free zone.
With the EU-enlargement new markets are being opened that will function according
to known and worked out principles common to our EU partners that increases the
possibility of new business cooperations, traffic volume growth and development of the
company itself.
Development of modern transportation technology and connections to ports are
extremely important to our area.
The key issue in field of improving and developing custom surveillance of goods in the
international public transportation still represents inappropriate operative information.
Most problems concerning the focused terminals are involved with spatial reservations
for development of traffic and free zones near traffic routes.
In order to solve the energetic issues in “Western Region”, the real energy sources
should be used, meaning that energy supply should not represent the bottleneck in
new development of the region.
Especially important is the issue of spatial-operative connection between operative
coasts and logistic terminal in port hinterland since present operative and storage
locations near sea shore will not be sufficient for accepting the new traffic demand,
estimated at more then 3 Mil TEU, respectively at app 25 Mil tons of cargo per year.
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7.4 Romania
#
Businesses & Enterprises
Constanta Terminals
Port of Galati
Port of Giurgiu
#
S.C. Exploatare Portuara “Drobeta” S.A.
CFR Marfa
CFR Transauto
Constanta Port Authority
Galati Free Zone Administration
Giurgiu Free Zone Administration
Arad Curtici Free Zone Administration
The Port Administration on the Maritime
Danube
C.N. APDF S.A.
Ministry of Transport, Construction and
Tourism
Statements of the interviewed stakeholders
(a) Inland Waterway Terminals
• A big problem for the development of intermodal terminals on the Romanian Danube,
is the difficulty for navigation during the summer period in the Calarasi – Braila sector,
when most of the water is going through Bala section, leaving the main navigable
route with only 20% of the necessary depth. This leads to the decrease of interest in
transporting cargo on Danube.
• Another current problem to be considered is the traffic through the Iron Gates locks,
the Romanian lock in Iron Gate I being under rehabilitation till 4th of June 2008, the
traffic is handled by the Serbian lock, increasing waiting times. Also the other locks in
the area are in desperate need for upgrading.
• Giurgiu container terminal can handle current cargo flow, but with the previsions
regarding the increase in transported cargo on the Danube, it will be unable to handle
the container traffic. The expansion of the terminal is not a viable choice, because the
area offers no space. The modernisation is also not very welcomed, because studies
show that is better to develop a new terminal instead of using an old terminal for
modernisation.
• Building of a new Ro-Ro terminal in Orsova or Bechet is a welcomed idea for the
intermodal transport, however this was proposed by Ford for their interest, without
any specifications if any other users are welcomed in the terminal.
• In Orsova, although its geographical position makes it a strategic port for the
transhipment of containers especially for a future intermodal terminal in the AradOradea area, it has no place to expand. In the present there is no terminal there. A
possibility to develop a terminal in the area is in Drobeta Turnu Severin.
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• Railway transport system is in many cases obsolete. At the moment there is no lack
of locomotives, but there is a lack of specialized wagons, the ones in exploitation
being obsolete and in need of replacement or upgrading. There were numerous
attempts to do this, but because of some “bad businesses” of actors involved, these
attempts left the state with some serious debts.
• The terminal in Glogovat ceased the Ro-La line to Wels in Austria, because of lack of
interest from road transporters, because of the entry in EU of Romania, thus lifting the
taxes for trucks on road and because CFR Marfa increased the price for transport,
being cheaper to use trucks.
• Regarding logistics terminals, the equipment serving the terminals is obsolete and is
capable to handle intermodal traffic only in the present situation, when most of the
cargo transported in Romania is made by road. But in the near future they will need to
be modernized.
• An idea for the development of logistic terminals is that instead of modernizing all of
the terminals that in the end would be capable of intermodal transport, most of them
owned by CFR Marfa, the development should concentrate on the development or
modernizing of a few terminals to act as hubs for their area.
• Logistic terminals in Romania lack are confronting with the lack of cooperation
between actors, going on the idea “everybody for itself”. This is a general status for
most of the businesses in Romania, not realizing that ultimately by cooperating,
everybody can gain so much more.
• For the modernization of the railway and for the development of intermodal terminals,
there is need for investments of all parties involved in this kind of transport.
• The implementation for a system that would allow information exchange between
parties is in need. This will lead to the optimisation of transports.
• The speeds of trains and trucks are very low due to the rail and roads condition.
(c) Sea ports
• The main problem of Constanta Port is the connectivity with hinterland. The transport
infrastructure inside the port is not developed to handle the traffic especially from
CSCT. The road and river traffic has the same problem, especially in the south area
of the port. Some projects are under way and some are in idea state. At the moment,
this is leading to greater waiting times.
• Another problem stands in the paper formalities in the port and the custom controls,
this also leading to greater waiting times.
• Due to the lack of communication between actors involved in transport, is very difficult
to organize the transport chain, leading to clogged entrances in the port and
terminals. The increase in VAS services would bring great benefits to the port,
intermodal terminals and all involved.
• The works on the rail link between Constanta and Bucharest are affecting the port
connectivity with hinterland, customers having to consider another extra day for
transport. To this it can be added the delay times due to the fact that freight transport
has the lowest priority on the network.
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interim
7.5 Serbia
(1) Proof-of-VAS-concept with B2B and A2A experts
#
1.
Businesses & Enterprises
Port of Novi Sad
#
7.
2.
3.
4.
5.
6
Port of Bar
“ZIT” Belgrade
“Tigar” a.d Pirot
“Swisslion-Takovo” DOO Vrsac
Sintelon a.d Backa Palanka
8.
9.
10.
-
Republice of Serbia, AP Vojvodina,
Provincial Secretariat of Economy
Chamber of Commerce of Serbia
Regional Chammber of Commerce, Uzice
Port of Pancevo
-
According to statements interconnected operators all analysed terminals are very important
for economy of their region and this importance can only growth in the future. The most
important impact is expected through investments in infrastructure and therewith significant
intensifying of goods flows. At present on the market of these regions are predominating
agricultural, food, metal and chemical industries and it is expected to keep this trend in the
future with an accent on the agricultural, food and reprocessing industry. All interviewed
experts agreed about necessity of rail and inland waterway integration. One of the first steps
in the process of its integration should be infrastructure and mechanisation renewal,
transforming ports into trimodal hubs and cooperation instead of competition. Thereby, the
focus should be made on container transport since the current VAS for containerised
cargoes do not satisfies expected goods flows.
According to liner service users, importance of these terminals for their region is at present
not so big as it should be, what is a consequence of the collapse of the Serbian industry in
last 15 years. However, they are optimists when is a word about the future. Their highest
expectations are connected with expected future investments into industry and infrastructure
in Serbia. They believe that revival of reprocessing industry can significantly rise quantities of
goods that are intended to use intermodal transport. In this case it is to expect that besides
bulk cargoes, containerised cargoes can play an important role on the transportation market
in this region in the future. Therefrom they suggest investments concentration on the building
and equipping of terminals for handling containerised goods. Interconnected users
completely support integration of rail and inland waterway and point out importance of
national and international cooperation for intensifying cargo flows and development of the
intermodal transport in Serbia.
According to interviewed authorities analysed terminals have a crucial importance for the
prosperity of the terminal's surrounding region. They expect the same structure of industries
in these regions in the future with an intensifying of agricultural and food production as well
as revival of large number of reprocessing industries. Authorities consider terminals in
Belgrade as the best practice ones and the terminals in Novi Sad as the future potential
ones. They support terminals specializing but believe that analysed terminals should keep
general character, of course with a different level of efficiency for different sort of goods. This
is from the reason of positive changes that are expected to happen with the enlargement of
EU, more occurred, with the recuperation of international co-operations. The authorities
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interim
expect intensifying of international cooperation through the integration of rail and inland
waterway into logistic chains what undertakes significant growth of container transport in and
through Serbia. In line with that terminals should be orientated to the containers transhipment
technologies as well as VAS for containers.
Thereby commodities as waste and (new and used) vehicles should be kept in mind with a
prepared project for building and equipping terminals for their handling when the right time
for them comes.
• One of the biggest problems for the development of an intermodal transport on the
Danube in Serbia is the insufficient high of the road-rail bridge in Novi Sad.
• Small present and potential big problem for the whole Danube flow are locks Iron
gates I and II, because they require emergent revitalisation.
• Building of a new container and Ro-Ro terminal in the Port of Belgrade or the Port of
Novi Sad is necessity for development of an intermodal transport in Serbia.
• Solution for finding investments for building of terminals is in forming special funds on
the republic level that are intended to provide development of intermodal transport on
the inland waterway transport (inland waterway).
• High potential of the river ports on the Danube in Serbia are VAS as are cleaning and
reparation of empty containers on their way from Western Europe to the Port of
Constanta.
• With the development of liner transport on the Danube, it would be possible and
profitably (because of very close oil refinery) to organize fuel supply for the ships in the
ports Novi Sad and Pancevo.
• Implementation of the EU regulative is of crucial importance for the integration of the
Serbian Railways into the existing transportation networks.
• Serbia is at the moment in the transition process that significantly slows down
investments.
• Serbian Railways suffer from locomotive and wagons lacking.
• Equipment in railway and logistic terminals is obsolete and inadequate for handling of
intermodal goods.
• Serbia is missing one cargo terminal that provides all regular and most of VAS
services for intermodal cargoes.
• Improvement of information flows could significantly improve transport organisation.
(c) Sea ports
• One of the biggest problems of the Port of Bar is port’s hinterland connection.
Transport times to the port by rail and road are too long.
• Commercial speeds of the trains that are transporting goods to the port are too low.
• Introducing of a new feeder line would bring many benefits to the port.
• The Port of Bar can make a big profit from VAS, but it has small capacities for
providing them. Therefore it would have sense for the port to enlarge its capacities for
providing VAS.
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8 Future recommendations for intermodal terminals
8.1 Identified major problems at intermodal terminals
Intermodal terminals in Europe may suffer from quality and efficiency problems at their
respective terminals. Examples of real problems at terminals can cover (…):150
(1) Organisational problems: Unsuitable form of terminal organisation, differences
between operational concept of rail transport and terminal design, missing
cooperation between the different actors of the intermodal transport chain etc.
(2) Management and operational problems: Restricted terminal opening times,
Missing or insufficient processes, Insufficient security management systems, Low
awareness of terminal operators for environmental concerns, too long waiting time for
trucks at entry gate and for railway and inland vessels and barges for being re- and
unloaded, manual communication and monitoring, communication problems or
inefficiencies between main-haul, terminal, pre- and end-haulage, poor inspection of
containers on arrival, not satisfying information flow in case of delays, incidents, poor
real-time monitoring of operations etc.
(3) Infrastructure problems: Lack of space for stack and storage, lack of exclusive
parking area, high efforts for shunting due to unsuitable track topography and layout,
missing extension options, Insufficient crane or handling capacity, incompatible
transport means or load units or terminal equipment, poor road or railway or inland
waterway / sea connection between the main line and terminal / port, breakdown or
failure of terminal equipment, Insufficient equipment or procedures for handling
dangerous goods etc.
(4) Other types of problems: (…)
Following, the identified major problems at intermodal terminals (railway terminals, logistics
terminals, inland ports, sea ports,…) in EU- (DE, AT, HU) and Non-EU-Member States (HR,
SR) will be first highlighted in the following table, before they will the described and explained
more detailed. All mentioned problems have been splitted up into the relevant type of
problem, according above classification scheme (organisational, management and
operational, infrastructure and other types of problems).
150
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Country /
Region
Germany
Rail/ Logistics
Identified major problems at intermodal terminals (railway &
logistics terminals, inland ports, sea ports) in EU and Non-EU
•
•
•
•
Inland ports
•
•
•
•
Sea ports
•
•
•
•
•
•
Austria
(incl. HU)
Rail/ Logistics
Inland ports
interim
•
•
•
•
•
Reliability of time plans of ingoing trains (capacity of railway net,
status and contractual conditions of the railway net)
(organisational)
Limitation of access between national transhipment terminal
operators and private operators of transhipment terminals
(organisational)
Missing cooperation between transhipment terminal operators
and providers of VAS (organisational)
Bottleneck of organisation between the different actors/operators
in a logistic node (railway operators, transhipment operators,
forwarders, supplier of specific VAS etc.) (organisational)
Compensation of long transportation time with reliability
(organisational)
Difficulties to offer liner services (timetable) (management and
operational)
Networking between inland ports and rail/logistic nodes
(organisational)
Organisation and supply of new VAS with new developments in
the economy (green energy) (organisational)
Monopoly position of German Railway Company (DB –
Hafenbahn) for transportation of wagons from Hamburg Maschen
( to Hamburg Seaport (organisational)
Bottleneck of the railway infrastructure between seaports and
hinterland (capacity problem) (all German North Seaports)
(infrastructural)
Bottleneck of the road infrastructure “Elbtunnel” (Seaport
Hamburg) (infrastructural)
Timeliness of trains outgoing of the seaports (reliability of the
hinterland
transhipment
terminals
adverse
customers)
(management and operational)
Capacity limits of transhipment terminals (infrastructural)
Optimisation of cooperation between Seaports and hinterland
terminals (organisational)
Railway terminals are working on capacity (infrastructural)
Intransparent pricing schemes of rail operators (management and
operational)
Tracking and tracing is missing (management and operational)
Co-operation between terminals (organisational)
Differences in water levels (bottleneck in Straubing, bottleneck
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•
Terminals
general
in
•
•
•
•
Croatia
Rail/ Logistics
interim
between Vienna and Bratislava) (infrastructural)
Compensation of long transportation time with reliability
(organisational)
Missing operator for inland waterway liner service (organisational)
Distance to the city centre, city logistics (management and
operational)
Enlargement of capacity, especially for container (infrastructural)
Addition to company settlements (management and operational)
•
•
Location of the terminal “Jankomir-Žitnjak” Zagreb (infrastructural)
“Miklavlje” (infrastructural) – terminal in development, the
infrastructural and sub-structural objects are being built, as well
as energetic objects
Inland ports
•
•
•
Sea ports
•
•
•
Obsolete equipment and infrastructure (infrastructural)
Non adequate equipment for container handling (infrastructural)
Insufficient support by the government (management and
operational)
Poor infrastructure (infrastructural)
Obsolete equipment and technologies (infrastructural)
Impossibility of accepting traffic demand due to the above
mentioned reasons, lack of cooperation with other terminals in
hinterland and inappropriate information system (infrastructural)
Serbia
Rail/ Logistics
•
•
Inland ports
•
•
•
Sea ports
•
•
•
Location of the terminal “ZIT” Belgrade (infrastructural)
Deficiency of reloading equipment in the terminal Novi Sad
Ranzirna (infrastructural)
Obsolete equipment and infrastructure (infrastructural)
Non adequate equipment for container handling (infrastructural)
Insufficient support by the government (management and
operational)
Poor infrastructure (infrastructural)
Obsolete equipment and technologies (infrastructural)
Lacking in cargoes because of small and slow investments in the
industry in the port’s hinterland (others)
(1) Germany:
Seaports
• The sea port Hamburg has barriers, because private railway operators cannot deliver
or pick up wagons out of the harbour.
• The railway infrastructure in the seaport-hinterland has only small capacities. The
hinterland terminals cannot absorb the excess capacities of the seaports.
• The logistics companies (3PL) optimize their VAS under cost aspects. This procedure
is a medium-termed process, which shifts VAS from sea port in the hinterland and
inverse.
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•
The seaports need enlargement capacities for the settlement of new logistic
providers.
Rail/logistics
• The hinterland terminals show a competition between private and public organized
terminals. Private terminals indicate a faster organizing high value added services.
• Timeliness of the railway transports in the hinterland terminals is one of the great
problems to guarantee a perfect supply chain to the customer.
• VAS development is dependent of the VAS-optimizing as regarding under cost and
time aspects. This procedure is a medium-termed process, which shifts VAS from sea
port in the hinterland and inverse.
• The most terminal locations in the hinterland are developed. About competition and
creating new services the capacities of shifting container etc. increase. Only the
terminals in the main economic regions and along the main TEN-corridors have
capacity bottlenecks (e.g. Leipzig, Köln, and Mannheim).
Inland ports
• Value added services are very well developed in the inland waterway-ports
(historically). But timeliness and duration of transport is a hindrance of increasing
container capacities and VAS.
• The main inland waterway-ports as Nuremberg, Regensburg and innovative “private”
organized inland waterway -ports profit of the increasing sector logistics in Germany.
• New VAS business segments, e.g. settlement of biomass industry, new vas in
chemical transportation, enlarge the impact of inland waterway-ports.
(2) Austria (incl. Hungary):
Rail/logistics
• The terminals acting in the railway infrastructure have limited capacities. Most
infrastructural nodes are covered by terminals in Austria, only in Vorarlberg or in
Carinthia spare place for new terminals is available.
• At the moment the pricing of the railway is not very transparent and logical, there is
no difference in pricing of weak and strong traffic relations.
• Although the technical resources for tracking and tracing already exist, the system
doesn’t work on a satisfying level.
Inland ports
• The government should provide excellent framework conditions for terminal
development in the economic region.
• The high differences in the water levels on the Danube cause bad transportation
eventualities and decrease reliability.
• As long as the reliability in inland waterway transportation is given, long transportation
time is not a problem.
• The Danube waterway offers free transport capacities but they can only be used if
transport operator offer shipments.
Terminals in general
• By planning new terminals there is always a problem related to spatial planning,
especially regarding the distance and location to of the new terminal to the next city
and agglomeration centre. Hereby, an agreement between the supplying traffic and
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•
•
interim
the environmental issues (e.g. noise) has been detected. The accessibility of
terminals is important, especially for those situated within the city surroundings, as
they have to allow fixed operation/opening hours. Besides, the general traffic network
must be considered including potential bottlenecks (e.g. Austria: Motorway – A23 in
Vienna).
Terminals need available infrastructure capacities to enlarge their services in the
future.
In general, company settlements mostly contribute to a positive development of a
terminal. That could also be true if these settlements are based on transhipment
commitments. But company settlements don’t have only positive effects they also
generate additional costs for the installation of infrastructure and the terminal also
transfers decision responsibility.
(3) Croatia:
Rail/logistics
• Terminal “Jankomir-Žitnjak” is located near the city centre of Zagreb, so it can not be
developed spatially and it can not accept new quantities of cargo.
• Terminal “Miklavlje” is in the process of development and it should overtake functional
integration of North Adriatic ports and their connection with the inland navigation.
Inland ports
• Ports Vukovar and “Kontejnerski terminal Vukovar” do not dispose with adequate
equipment for container handling and the other equipment is rather obsolete.
• Terminal “Građevinski materijali” in Osijek port is in the re-construction process, the
process of building the new objects and developing the value added services.
Sea ports
• “Zagrebačko pristanište” is the new mother port. Operative coast is being built on
depth of 18 m and presently the modern over-loading technology is being researched
with the financial support of the World Bank.
• Terminal in Ploče port does not have appropriate equipment and technology but is
being modernized with the financial support of the Croatian government.
(4)
Romania
Rail/logistics
• During the last years, due to the lack of investments, the railway system is now in the
situation to provide maximum speeds of 80 km/h on 39% of the network and a
maximum of 50 km/h on 27% of the network only.
• Because most of the rail terminals were build before 1989, they were not suppose to
handle the current traffic of cargo. This leads to bottlenecks in the terminal area, not
being able to provide the capacities requested. At the present, the terminals can
handle the cargo flows, but there is the need to increase the capacity.
• The exceeded lifespan of most of the locomotives and wagons results in low
availability and utilization, uncertain service reliability, long waiting times.
• Presently, there is no efficient communication and cooperation between actors
involved in the transport chain.
• The dual gauge problem is present in the gauge interchanging points in Dornesti,
Ungheni and Galati. With the possible expansion of ferry operations in Georgia and
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Russia, CFR will be confronted with this problem on their ships. Thus, CFR is
interested in the possibility of placing dual gauge track on their ferries to permit
handling of both types of wagons without a bogie change.
Inland ports
• The problem of Galati Port regarding intermodal transport is about to be solved, once
the new container terminal will be completed in June 2008.
• Giurgiu Port will be facing difficulties in the transshipment of intermodal cargo, if the
river traffic will increase as expected. The port is capable to handle the present
quantity of cargo, but the port is not equipped with a gantry crane,instead using a
conventional crane, able to handle around ten containers per hour
• Danube ports are facing traffic problems also due to the daft problem, especially on
the Calarasi – Braila sector, where the minimum depth of the water is sometimes
below the 2.5 meters required for a safe navigation. In this matter, there is an ongoing
project that would provide good navigable conditions most of the time, but has a
strong opposition from the environmental organizations.
Sea ports
• The problems of Constanta Port, regard the capacity of the rail and road
infrastructure to handle the cargo. With the increasing capacity of the container
terminals, especially the CSCT, there is the need to increase the rail lines in the south
area of the port. At the moment, there is a project under development initiated by
Constanta Port Authority, in this matter. After completion, the new rail will be passed
on to CFR Marfa for maintenance.
• The road problem in Constanta Port regards the connection with hinterland by road
and rail. Some of bottlenecks identified are the insufficient development of the road
infrastructure in the port, the entrances to the port, Constanta by-pass and the fact
that the highway to Constanta is still under construction. Regarding the railway
bottlenecks for the Port of Constanta, the works in progress on the Constanta –
Bucharest segment, lead to low speeds, adding to the fact that freight transport has
the lowest priority of all types of trains.
(5)
Serbia:
Rail/Logistics
• Terminal ZIT Belgrade is located in the central part of the town what disables its
expansion and directly causes small capacities.
• Terminal Novi Sad Ranzirna is lacking in reloading equipment.
Inland ports
• Ports Belgrade and Novi Sad do not dispose of adequate equipment for container
handling and the other equipment is rather obsolete.
Sea ports
• The biggest problem of the Port of Bar is missing and obsolete equipment that can be
hardly renewed without a growth of goods flows. This growth is directly dependable of
investments in the industries that are located in the port’s hinterland.
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8.2 Recommendations for intermodal stakeholders (B2B and A2A)
Following, based on the previous described problems recommendations have been drawn
with regard to intermodal terminals within the focussed INTERIM geographical region. These
recommendations have been splitted up according to their focussed group of stakeholder,
which either are the business-to-business (B2B) actors (e.g. intermodal terminals, transport
actors,…) or administration-to-administration (A2A) organisations (e.g. ministries, spatial and
transport planners).
Country /
Recommendations for intermodal
Recommendations for
Region
terminals and transport actors (B2B)
administrations and spatial
planning experts (A2A)
Germany
Rail/ Logistics
• Fair tariff structures between
• More cooperation between
the terminals
state railways
• Expensive lower volume than
• New intermodal equipment
ordinary freight stock
• Higher weight than ordinary
freight stock
Inland ports
• Cooperation of forwarders,
• Integration of terminals in
shippers
and
intermodal
an international network
operators
• More
regular
intermodal
transport services and VAS
• Attraction of additional volume
Sea ports
• Single point of contact
• Market oriented planning
of terminals and ports
• Enlargement of capacities and
VAS
Austria
Rail/ Logistics
• More enlargement capacities
• Interoperability
between
for terminals
terminals
Inland ports
• Increase of waterside activities
• Commercial liberalisation
of terminals
in ports
Croatia
Rail/ Logistics
• Increase of reliability,
• Interoperability
• Modernization
of
handling
equipment
Inland ports
• New
equipment
and
IT• Connection to hinterland
solutions
Sea ports
• Increasing
the
efficiency,
• Investments
integration with hinterland
Romania
Rail/Logistics
• Increase the service reliability
• Modernization of the
infrastructure and trains
• Increase cooperation between
actors involved
• Better organization in the
terminals
• Complete IT solutions
• Cooperation with other
terminals
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Inland ports
•
Develop more regular transport
lines.
interim
•
•
Sea ports
•
•
•
Increase the service reliability
Increase VAS services
Complete logistic solutions
•
•
•
Serbia
Rail/ Logistics
•
•
Inland ports
•
Sea ports
•
Increase of reliability
Modernization
of
handling
equipment
New
equipment
and
ITsolutions
Reduce of transportation times
Modernization of terminal
equipment
Increase terminal handling
and storage capacity
Modernization of port’s
hinterland connection.
Modernization of port’s rail
and road infrastructure
Easier, faster paperwork
system
and
customs
controls
•
Spatial development
•
Spatial planning concepts
•
Investments
(1) Germany:
Rail- and Logistics:
B2B: Recommendations related to organisational problems: In a co-operative
environment it would be possible to split and regroup the train near the terminals. A new
service would become feasible. However, in a competitive environment both operators
and/or terminals cannot exploit the potential and no modal shift towards the rail would
happen. In order to avoid such self-destructive tendencies the following remedies are
suggested:
• In many cases terminals in close vicinity compete for traffic instead of co-operation.
This behaviour is independent from the transport mode. The following scenarios
happen again and again: Each terminal does not have the critical volumes required to
create a new service, but the volumes of both would be enough for a full train.
• Capacity problems occur actually only in Duisburg and Leipzig. Other terminals are
coping with these obstacle quite well. Basically, all German terminals in important
economic regions are growing and expanding, especially along the Rhine and
Danube, in East Germany Berlin and Leipzig.
• However, in a competitive environment both operators and/or terminals cannot exploit
the potential and no modal shift towards the rail would happen. In order to avoid such
self-destructive tendencies the following remedies are suggested with fair tariff
structure between operators and between terminals for split services.
• The installation of special infrastructure and special services in a terminal does not
automatically lead to a demand of such services.
• Road vehicles with swap bodies and semi-trailers cost somewhat more than
conventional vehicles. A road haulers must also ensure that the container is collected
at the destination terminal and is delivered to the final destination.
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A2A:
• Recommendations related to organisational problems: State railways in many cases
do not work together close enough to come up with a satisfying market offer; even
worse, in many cases they don’t even try (upcoming competition between railways).
• Recommendations related to infrastructural problems: Historically intermodal
transport was not very important in the South East of Europe. This has the
consequence today that there is not enough intermodal equipment (especially Swapbodies) available. The reasons why new intermodal equipment is not being
purchased are: Very slow modernisation of the state-owned rail companies, which are
not yet able to offer a competitive alternative for the moment and to operate
complementary with other means of transport.
Inland ports:
B2B:
• Recommendations related to management and operational problems: Slow
adaptation of the usage of new intermodal services by shippers/logistics service
providers.
• Recommendations related to organisational problems: In many cases one forwarder
has neither the quantity nor the continuance to set up a rail service. Therefore it is
necessary to bring together forwarders, shippers and intermodal operators. The
online database currently developed is going into the right direction.
• Recommendations related to management / operational problems: The inland
waterway ports still have capacity to cope with additional intermodal freight. This is
mainly caused by the lack of existing regular intermodal transport services and VAS.
• Recommendations related to management and operational problems: In order to
attract volumes to other terminals within an area as well and thus to use the existing
infrastructure more efficiently the following changes can improve the situation:
o Intensive regional marketing and promotion to local shipping and transport
industry,
o Reduction of last mile costs into terminals and reduction of operation costs in
terminals e.g. by optimized shunting,
o Planning and implantation of new logistics centres near terminal facilities,
o Development of new VAS in coordination with development of new demand in
producing “green energy".
A2A:
• Recommendations related to management and operational problems: Inland shipping
and rail transport have one big disadvantage: it only becomes feasible when the
quantity of products to be transported has reached the critical mass. Especially new
service face the following start up problems:
o The only seaport in the area of research in Hamburg, Bremen has reached its
maximum capacity and is therefore looking for alternative transhipment facilities
like Wilhelmshaven,
o Conceptional integration of the terminal in national and international networks.
Sea ports:
B2B:
• Recommendations related to organisational problems: Today’s economy expects to
have one single service provider for certain tasks (keyword: one face to the customer
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or single point of contact). Shipping companies already realised this but the trend in
railways and terminals is oppositional to these requirements:
o Diversification of service providers,
o At least two terminal operators at each end of the rail transport chain,
o In the optimal case one rail service provider but international mostly at least two,
o Security and safety applications request very importance for the networking
between hinterland and seaports.
• Recommendations related to infrastructural problems: Enlargement of container
capacities and VAS-capacities for packing, warehousing etc.
• Recommendations related to management and operational problems: Shifting of VAS
(automotive industry) from the hinterland into the seaports (reducing transport costs).
• Recommendations related to organisational problems: Increasing more investments
of sea ports operators in the hinterland for shifting VAS in the hinterland nodes (costreduction of VAS).
A2A:
• Recommendations related to organisational problems: Market oriented planning of
terminal infrastructure and terminal operations between seaports and hinterland
logistic nodes.
• Recommendations related to other types of problems: Logistics and VAS are job
machines.
(2) Austria (incl. Hungary):
• B2B: Recommendations related to infrastructural problems: All terminals and ports
need additional enlargement capacities in order to be able to increase their services
and throughput. Additional features could be yard planning software and container
warehousing system.
• A2A: Recommendations related to infrastructural and organisational problems:
Preferable would be the interoperability of all railway systems in Europe. Not only
technical harmonisation is needed, but also the European legislation should be
standardized. Also private infrastructure should be interoperable due to the terminal
funding and the rail siding program.
Inland ports:
• B2B: Recommendations related to management and operational problems: Nearly all
Austrian inland ports should focus more on waterside business. The pricing schedule
should be fair to waterway compared to other transport modes. Inland ports mustn’t
be railway terminals located near rivers only.
• A2A: Recommendations related to management and operational problems: Inland
ports in Austria should enlarge their opening hours to get attractive to consignors and
logistic providers. Also the possible access of third parties must be guaranteed in
times of barrier-free commerce.
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interim
(3) Croatia:
• B2B: Recommendations related to management and operational problems: Increase
of reliability, shorter delivery times, increase of availability and efficiency per time unit.
• Recommendations related to infrastructural problems: Construction of new and
modernization of the existing railways especially in port hinterlands.
• A2A: Recommendations related to the infrastructural and operational problems:
Operative and information binding with other terminals on inland and especially with
sea and river ports.
Inland ports
• B2B: Recommendations related to infrastructural problems:
Infrastructure
improvement, new mechanisation and IT implementation.
• A2A: Recommendations related to infrastructural and operational problems:
Realization of the existing development plans for infrastructure, sub-structure and
equipment and functional integration with other participants of traffic and production.
Sea ports:
• B2B: Recommendations related to management and operational problems:
Reduction of transportation times from hinterland to the port, increase of train’s
commercial speeds and number of trains that are transporting cargoes to the port,
introduction of new feeder lines.
• A2A: Recommendations related to management and operational problems:
Immediate construction of the mother terminal “Zagrebačko pristanište” and
modernization of terminal in Ploče port.
(4) Romania
Rail and Logistics
• B2B: Recommendations related to management and organizational problems:
purchase of new block wagons and the efficient organization of trains shunting near
the terminals would decrease waiting times and increase service reliability. On the
other hand, the price for rail traffic should encourage transporters to use this kind of
transport in order to decongest road traffic and to decrease the environmental inpact
of rod traffic.
modernization and expansion of the infrastructure to suit better the needs of the
traffic, to increase the traffic flow through Romania and to grab more cargo coming
from Asia and other eastern countries
Inland Ports
• B2B: Recommendations related to management and organizational problems:
improvement of the VAS services, development of new regular liner services,
development of IT solutions to offer door-to-door services
development of new intermodal terminals along the Danube in key locations to
facilitate intermodal transport and transshipment for the future liner services.
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Sea Ports
• B2B: Recommendations related to management and organizational problems: most
of the organizations involved in the transport chain are not cooperating, but
competing for the existing traffic. The goal would be to create an organization where
all the actors are cooperating for the complete customer services, decreasing waiting
times and improving organization of transports
• A2A: Recommendations related to infrastructural and operational problems: the port
connection with hinterland need major investments in order o accommodate all the
traffic related especially with the south area of the port. Spatial expansion is possible
and is under way. The availability of expansion terrain can give the authorities the
possibility to develop a global plan for the entire area, harmonizing the entire activity
of involved actors.
(5) Serbia:
• B2B: Recommendations related to management and operational problems: Increase
of reliability and shorter delivery times. Recommendations related to the
infrastructural problems: Modernization of handling equipment.
Realization of the spatial concept for the terminal Novi Sad Ranzirna made by “CIP”
in November 2003.
Inland ports
• B2B: Recommendations related to infrastructural problems: Infrastructure
improvement, new mechanisation and IT implementation.
Realisation of existing spatial concepts and development plans that are made in
these ports and harmonized with existing planes of town planning institute.
Sea ports:
• B2B: Recommendations related to management and operational problems:Reduction
of transportation times from hinterland to the port, increase of train’s commercial
speeds and number of trains that are transporting cargoes to the port, introduction of
new feeder lines.
• A2A: Recommendations related to management and operational problems: To find
investment sources for realisation of existing planes for port’s enlargement and
development.
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9 Value added services and their potentials for regional
development
9.1 Methodology of the description
In order to get a better overview on the offered and demanded Value Added Services (VAS)
in the focussed European regions (Germany, Austria, Croatia, Serbia, Romania and
Bulgaria) following analysis methodology has been set up.
First the different services in the several regions have been sorted out in order to learn about
their influence on regional planning. Hereby the countries have been separated as following:
• EU 15 (here: Germany and Austria)
• New EU member countries (here: Bulgaria and Romania)
• Non EU member countries (here: Croatia and Serbia)
After that the divergent types of terminals have been clustered and grouped homogenously:
• Rail and logistic terminals (covering road and rail traffic)
• Inland ports (river Danube and others in DE, AT, HU, HR, SR, RO)
• Sea ports (Adriatic sea and Black sea)
Besides the collected information from the addressed intermodal terminals, the consideration
of feedback from external market actors determines an essential element for analysing both
the supply and demand side with regard to intermodal terminals and their Value Added
Services (VAS):
• Administration (here: ministries, spatial planning, chamber of commerce etc.)
• Consignors (here: cargo owners, shippers, industry)
• Logistic providers (here: transport operators, logistics service providers, terminals …)
Today value added services (VAS) are available and offered at intermodal terminals. In order
to get a better overview the different types of VAS have been structured into five sub-groups:
(A): Physical VAS including VAS for container (e.g. container repair)
(B): Administrative VAS (e.g. customs clearance, safety and security)
(C): Electronical VAS (e.g. routing tool, yard planning software)
(D): Educational and Promotional VAS (e.g. training programmes)
(E): Other types of VAS (company settlement at intermodal ports)
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9.2 Value added services on microeconomic level (terminals)
As in every focussed country more than the two described intermodal terminals exist, this
microeconomic analysis will not lead to a presentable overview. The terminals described in
the previous chapters have been the objects of a more detailed investigation in order to
identify and describe the current situation in the various INTERIM countries and its diverent
types of intermodal terminals (rail/logistics, inland ports, sea ports).
The different groups of value added services (VAS) as it is shown below, base on chapter
1.2.2 where the different sorts of VAS have been defined. Next, the different types of VAS
have been structured as following:
(A): Physical VAS including VAS for container (e.g. container repair)
(B): Administrative VAS (e.g. customs clearance, safety and security)
(C): Electronical VAS (e.g. routing tool, yard planning software)
(D): Educational and promotional VAS (e.g. training programmes)
(E): Other types of VAS (company settlement at intermodal ports)
While the type-A of VAS describes the physical service including container services and
automotive or bio- ethanol services which are relatively new ones, the type-B of services is
mostly offered from administrations and demanded of business actors, which not only
includes customs clearance, but also safety and security services. Electronical services
named as type-C can be offered by businesses and/or administrations offering IT and
information management. Besides, the type-D, educational services, is not very popular yet,
including training centres and/or information and promotion activities. Last but not least, typeE covers all other available services which do not refer to the other types, like company
settlement, or services for dangerous goods.
•
•
•
•
•
•
Automotive (A)
o Ramp
o Parking lot
o Pre Delivery / Shipment Inspection
o De-Waxing etc.
Container (A)
o Container stripping and stuffing of LCL (less container loads)
o Container repair (MRO)
o Empty container storage etc.
Bio-products (A)
o (bio-diesel / bio-ethanol, waste & recycling,...)
o Provision of recycling facilities
o Petrol station of bio fuels etc.
Logistics services (A)
o Organisation of pre- and post-haulage
o Renting of office space, terminal space, transhipment facilities
o Renting of containers, swap bodies, trailers etc.
Storage management (A)
o Renting of storage space, storage and handling facilities
o Offering of storage management solutions (Lagerverwaltungssystem) etc.
Administrative services (B)
o Customs
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•
•
•
•
interim
o Safety services
o Security services etc.
Information management for intermodal transport operations (C)
o Intermodal promotion (e.g. www.intermodal.at by Ennshafen/AT)
o Intermodal transport planning (e.g. ECO4LOG / INTERIM)
o Intermodal booking (e.g. www.bargelink.com) etc.
Education and training (D)
o Training centres for intermodal knowledge
One-Stop-Shop services (E)
o Parking lots for trucks, cars…
o Cleaning and repair services
o Petrol station
o Rest rooms for T&L personnel
o Cash dispensers and banking services and Road-toll-services
o Restaurant for terminal personnel and working partners
o Truck service centre (cleaning of tanks, technical inspections…) etc.
Dangerous cargo (E)
o Storage capacities
o Handling and management of dangerous cargo etc.
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9.2.1 Germany
Existing
Terminal
Leipzig
Wustermark
External
view
A) Agent for operators,
Organisation of pre- and
post-haulage, selling and
Renting of containers, swap
bodies and trailers, logistics
services, maintenance and
repair of containers, empty
container storage for
shipping companies, renting
of office space, terminal
space, transhipment facilities
(B): Customs office
(C): Intermodal booking
(D): n.a.
(E): Parking lots for trucks,
cars, cleaning and repair
services, petrol station, rest
rooms for personnel, cash
dispensers and banking
services and road-tollservices, restaurant for
terminal personnel and
working partners, interim
storage of dangerous cargo
containers.
(A) Organisation of pre- and
post-haulage, renting of
office space, terminal space,
transhipment facilities,
renting of containers, swap
bodies, trailers etc.
(B) Customs
(C) n.a.
(D) n.a.
(E) Parking lots for trucks,
services, petrol station,
storage capacities, handling
and management of
dangerous cargo etc.
Automotive, chemical and courier/express (DE: KEP) specific-VAS characterize the
hinterland terminals in East Germany.
Existing
Terminal
Duisburg
VAS
Rail or Logistic terminals
of the Allocation of VAS
VAS
of
Inland ports
the Allocation of VAS
(A) Ramp, parking lot, pre
delivery
/
shipment
inspection,
de-Waxing
container
stripping
and
stuffing
of
LCL
(less
- 155 -
Straubing
External
view
interim
container loads), container
repair
(MRO),
empty
container
storage
etc.,
provision
of
recycling
facilities, petrol station of bio
fuels etc., renting of storage
space, storage and handling
facilities, offering of storage
management solutions
(B) customs, safety services
(C) Intermodal booking (e.g.
www.bargelink.com) etc.
(D) n.a.
services, petrol station, rest
rooms for personnel, cash
dispensers
and
banking
services
and
road-tollservices,
restaurant
for
terminal
personnel
and
working
partners,
truck
service centre (cleaning of
tanks,
technical
inspections…),
storage
capacities, handling and
management of dangerous
cargo etc.
delivery
/
shipment
Inspection,
container
stripping and stuffing of LCL
(less
container
loads),
container
repair
(MRO),
container storage, renting of
containers, swap bodies,
trailers
etc.,
storage
management
(B) Customs, safety service
(C) + (D) n.a.
cars…, cleaning and repair
services,
petrol
station,
storage capacities, Handling
and
management
of
dangerous cargo etc
The inland port Straubing offers new services for new branches (Bio fuel, waste). New
business segments assure success of the port-development along the Danube. The
inland port Duisburg offers as gateway all possible expands the VAS in all economical
branches/sectors.
- 156 -
Existing
Terminal
Hamburg
VAS
of
Sea ports
the Allocation of VAS
delivery
/
shipment
inspection, de-Waxing etc.,
container
stripping
and
stuffing
of
LCL
(less
container loads), container
repair
(MRO),
empty
container storage etc., (biodiesel / bio-ethanol, waste &
recycling,...), provision of
recycling facilities, petrol
station of bio fuels etc.,
organisation of pre- and posthaulage, renting of office
space,
terminal
space,
transhipment
facilities,
bodies, trailers etc., renting of
storage space, storage and
handling facilities, offering of
storage
management
solutions
(DE:
Lagerverwaltungssystem) etc.
(B) Customs, safety services,
security services etc.
(C) Intermodal promotion,
intermodal
transport
planning, intermodal booking
etc.
(D) Training centres for
intermodal knowledge
(E) One-Stop-Shop services
parking lots for trucks, cars,
cleaning and repair services,
Petrol station, rest rooms for
personnel, cash dispensers
and banking services and
road-toll-services, restaurant
for terminal personnel and
working
partners,
truck
tanks,
technical
inspections…) etc., storage
capacities, handling and
management of dangerous
cargo.
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interim
Rostock
External
view
interim
(A) RoRo-Ramp, parking lot,
pre Delivery / shipment
inspection, container repair
(MRO),
empty
container
storage etc., (waste &
recycling,...), provision of
recycling facilities, petrol
station of bio fuels etc.,
organisation of pre- and posthaulage, renting of office
space,
terminal
space,
transhipment
facilities,
bodies, trailers etc., renting of
storage space, storage and
handling facilities
(B) Customs, safety services,
security services etc.
(C) Intermodal promotion,
intermodal
transport
planning, intermodal booking
etc.
(D) n.a.
(E) One-Stop-Shop services
parking lots for trucks, cars,
petrol station, rest rooms for
personnel, cash dispensers
and banking services and
road-toll-services, restaurant
for terminal personnel and
working
partners,
truck
tanks, technical inspections)
etc.,
storage
capacities,
handling and management of
dangerous cargo.
Sea ports are the most developed terminals with a multi-supply of VAS. As gateway
specialized VAS of all economical sectors are offered.
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9.2.2 Austria (incl. Hungary)
Existing VAS of the Terminal Allocation of VAS
(A):
Agent
for
operators,
Cargo
Center Graz Organisation of pre- and post-
Wiencont
External
view
haulage, renting of transhipment
and office areas, renting of
containers, swap bodies and
trailers,
logistics
services,
maintenance and repair of
containers, empty container
storage for shipping companies,
(B): Customs office
(C): not available (n.a.)
(D): n.a.
(E):
Interim
storage
of
dangerous cargo containers.
(A): Container depot, checking,
repair, sale and rental, stuffing
and stripping, collection and
delivery of container from all
terminals in Austria and the most
important sea ports with trucks,
(B): All documents for rail
transportation, electronic rail
waybill, customs clearance
(C): n.a.
(D): n.a.
(E): n.a.
Rolling motorway concept has a high potential, AEO151- services, consolidating in the
hinterland terminals, tracing and tracing in railway transportation, low dwell times,
Container stuffing and stripping, high level of branches and logistical know how,
container shuttle trains to Koper (SLO), VAS for agricultural products.
151
As the European Commission set up new security amendment for international trade the authorized economic
operator (AEO) was created. All companies working in the European Union can apply for this status and optimise
there customs issues. This service could be offered by the terminals as value added service.
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interim
Inland ports
Ennshafen
(A): Container checking and
repair,
reefer
container,
(B): n.a.
(C): n.a.
(D): n.a.
(E): Dangerous good container
including container depot for 500
TEU
Györ Gönyü (A):
External
view
Inspection and storage
house, stationary and movable
ramps for loading and unloading
of trucks and cars (RO-RO),
parking area, open storage,
heavy lift services, waste and
bilge-water disposal, electricity
and fresh water
(B): Offices of customs, borderwardens, water police, plant
sanitation, veterinary service
and forwarders can be found in
the administration block
(C): n.a.
(D): n.a.
(E): n.a.
Extension of block trains, AEO-services, consolidating in the hinterland terminals,
container stuffing and stripping, active settlement policy, high level of branches and
logistical know how, VAS for agricultural products.
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9.2.3 Croatia
JankomirŽitnjak
(A): Agent for operators, renting
of transhipment and office
areas, renting of containers,
logistics
services,
empty
container storage for shipping
companies
(B): Customs office
(C): not available (n.a.)
(D): n.a.
(E):
Interim
storage
of
Economic
multiplicator
amounts 4,2 per year152
Miklavlje
External
view
Terminal is presently being built so it still does not accomplish turnover.
The interviews imply that the majority of interviewed experts are not precisely
informed about the growth and strategic importance of economic multiplicators (VAS).
After the interviews it was confirmed that VAS have a strategic importance for
development of traffic system.
Inland ports
Container
Terminal
Vukovar
(A): Container checking and
repair,
reefer
container,
(B): Free zone – goods under
the custom surveillance
(C): n.a.
(D): n.a.
(E): Dangerous good container
including
container
depot
according to demand
Economic
multiplicator
amounts 6,8 per year
152
Since the Croatian Statistic Office still does not record economic multiplicators, research team of Polytechnic
of Rijeka has inquired the real multiplicators (VAS). This applies to all terminals.
- 161 -
Construction
Material
Osijek
External
view
interim
(A): Inspection and storage
house, parking area, open
storage, heavy lift services,
waste and bilge-water disposal,
electricity and fresh water
(B): Offices of customs, borderwardens, water police, plant
sanitation, forwarders can be
found in the administration
block,
(C): n.a.
(D): n.a.
(E): Storage of dangerous
cargo
Economic
multiplicator
In river ports VAS are graded highly especially services of refinement, processing,
packing, marking, palletization, filling and un-filling of containers and disinfection of
goods in the international traffic.
Sea ports
Containerte
rminal
Ploče port
(A): Agent for operators,
Renting of transhipment and
office
areas,
renting
of
containers, logistics services,
empty container storage for
shipping companies, repairs of
containers,
stocking
of
containers,
leasing
of
containers
(B): Customs office
(C): Plans for loading and unloading on ships
(D): n.a.
(E):
Interim
storage
of
Economic
multiplicator
Terminal is being built and it still does not produce effects.
Zagreb
Dock
on
Rijeka port
Sea ports represent strategically important source of VAS for goods in the
External
international and domestic traffic through which are ensured incentives for direct
view
foreign investments that have been proved as crucial inputs for development of
domestic small and medium entrepreneurship.
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interim
9.2.4 Romania
amount of VAS
Bucharest
Rail or Logistic Terminals
Existing VAS of the Terminal
Allocation of VAS
(A): Agent, renting of containers,
Bucharest
logistic services, empty container
8
storage
6
(B):
Custom
office,
safety
4
services
2
(C): Not available
0
A
B
C
D
E
(D): Not available
group of VAS
(E): Parking lots, rest rooms,
storage capacities, handling and
management of dangerous cargo
(A): Agent, logistic services,
Arad
renting of office space, terminal
8
space, transshipment facilities,
6
renting of storage space, storage
4
and handling facilities
2
(B): Customs, safety services,
0
A
B
C
D
E
security services
group of VAS
(C) Not available
(D): Not available
storage capacities
In rail and logistic area of transport are the most extended VAS, due to the fact
that road transport is the preferred type of transport at the moment.
Inland Ports
Allocation of VAS
(A): Naval transporting agency,
Orsova
ramp, parking lot, renting of office
8
space, transshipment facilities,
6
renting of storage space, storage
4
2
(B): Customs, safety services
0
(C): Not available
A
B
C
D
E
group of VAS
(D): Not available
(E): Cleaning and repairing
services, general shop
External
view
Orsova
amount of VAS
amount of VAS
Arad
- 163 -
(A): Ramp, parking lot, container
Giurgiu
handling,
empty
container
8
storage, organization of pre- and
6
port-haulage, renting of office
4
space, renting of storage space,
2
storage and handling facilities
0
A
B
C
D
E
group of VAS
security services
(C): Not available
(D): Not available
Inland ports are not yet well developed to provide VAS to high standards, but
these ports are still under development or are modernizing.
Sea Ports
Allocation of VAS
(A): Parking lots, pre delivery /
Constanta
shipment inspection, container
8
stripping and stuffing, container
6
repair, empty container storage,
4
organization of pre- and post2
haulage, renting of containers,
0
trailers, renting of storage space
A
B
C
D
E
group of VAS
security services
(C):
Intermodal
booking,
transport planning
(D): Not available
(E): Parking lots, cleaning and
repair services, rest rooms,
storage capacities, handling and
management of dangerous cargo
The development of Galati
Galati
container terminal is expected to
be completed in June. After
completion it will offer:
(A): Parking lot, empty container
storage, transshipment facilities
security services
(C) + (D): Not available
(E): Parking lot for trucks,
storage capacities
Sea ports offer a good VAS for the import/export cargo and for transshipped
cargo, and the opportunity to improve this services attracts regional and foreign
investments
amount of VAS
Giurgiu
interim
External
view
amount of VAS
Constanta
Galati
8
amount of VAS
6
A
B
4
C
D
E
2
0
A
B
C
group of VAS
External
view
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D
E
interim
9.2.5 Serbia
ZIT
Belgrade
(A): Containers stuffing and
striking, organisation of pre- and
post
haulage,
renting
of
containers
(B): n.a
(C): n.a
(D): n.a
(E): n.a
Novi Sad (A): n.a
(B): Customs
Ranzirna
(C): n.a
(D): n.a
(E): n.a
External
view
Handling of dangerous cargo, packing, containers stuffing and stripping, containers
reparation, fuel supply, parking services, administrative services.
Inland ports
Belgrade
(A): Containers stripping and
stuffing, packing and repacking
of
cargoes,
weighting
of
cargoes in trucks, renting of
offices and storages, supply of
ships with water
(B): Customs
(C): n.a
(D): n.a
(E): Cleaning of vehicles,
restaurant, parking for vehicles
- 165 -
Pancevo
Novi Sad
External
view
interim
(A): Containers stuffing and
discharging supply of ships with
water and fuel, storing of empty
containers,
renting
of
warehouses
and
offices,
packing, secure of trucks and
gods, measuring of cargos in
wagons
and
trucks,
maintenance of vessels and
trucks, separation of gravel
(B): n.a
(C): n.a
(D): n.a
(E): Cleaning of vessels
stuffing, supply of ships with
water and fuel, renting of offices
and
storages,
renting
of
handling capacities, packing,
measuring of cargos in wagons
and trucks
(B): Customs
(C): n.a
(D): n.a
(E): Parking for cars and trucks
Containers reparation, storing of standard and cooling containers, cleaning of containers,
renting of containers, vehicles storing, Pre-Delivery-Inspections services, administrative
services.
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interim
Sea ports
Bar
External
view
stuffing,
empty
containers
storing, container repair, renting
of offices and storages, renting
of handling facilities, logistic
services, measuring of cargos in
wagons and trucks, renting of
containers
security services, control of
cargoes
(C): n.a
(D): n.a
(E): Handling of dangerous
goods, storing of dangerous
goods, parking lots for trucks,
parking lots for cars, petrol
station,
hotel,
restaurant,
cash dispensers and banking
services.
Increase of offered capacities for VAS services for containers and for Ro-Ro transport.
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interim
9.3 Value added services on macroeconomic level (countries and
regions)
Intermodal terminals hold an important role in our today’s economy, as they provide
transhipment facilities and operations for traffic and transport enterprises. Efficient interfaces
are a crucial element enabling interrelations between all means of transport in order to offer
multimodal / intermodal transport chains. Intermodal terminals (e.g. logistics terminals, freight
villages, rail terminals, inland ports, sea ports) influence and stimulate also their regional and
economic regions in which they are located. Besides micro-economical issues also macroeconomical aspects need to be considered with regard to Value Added Services (VAS).
Finally, conclusions will be available describing VAS on country and regional level.
Firstly, the 5 different types of Value Added Services (VAS) have been evaluated by the
individual INTERIM project partners by determining the “Level of development” based on a
qualitative analysis (low, middle, high). Secondly, the “Contribution of Value Added Services
(VAS) to the regional development” (here: additional workplaces and investments triggered
by [new] VAS) will be described based on a qualitative analysis (high [+++], middle [++] and
low [+] influence).
Germany
Level of
development
Contribution to
regional
development
Level of
development
Contribution to
regional
development
Level of
development
Contribution to
regional
development
Physical
VAS
Educational
VAS
Other types
of VAS
Low
Middle
+++
+++
Low
High
+
+
+++
High
Sea port
High
High
High
High
+++
+++
+++
+++
+++
High
+++
High
+++
Admin.
Electronical
VAS
VAS
Rail / Logistic terminal
Middle
Middle
++
++
Inland port
High
Middle
++
Interpretation of results:
The development of the best practice terminals is characterized as a great increasing sector
of the logistics. Logistics nodes, seaports and inland ports with terminals benefit by an
increasing of global trade. All the described terminals above profit of increasing logistics
processes.
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interim
Some economic indicators support the increasing impact of logistics and VAS in logistic
nodes:
o Hamburg - 14.000 new working places and value added about 6 billions Euro with
effects in the adjacent area.
o Leipzig – 10.000 new working places in the freight villages and in the area of the
airport (DHL-hub)
Austria
Level of
development
Contribution to
regional
development
Level of
development
Contribution to
regional
development
Physical
VAS
High
Admin.
Electronical
VAS
VAS
Logistic terminal
High
Low
Educational
VAS
Other types
of VAS
Low
Middle
high
[+++]
low
[+]
low
[+]
middle
[++]
middle
[++]
High
Inland port
High
Low
Low
Middle
high
[+++]
Low
[+]
low
[+]
middle
[++]
middle
[++]
Mere container transport and transhipment generates less new labour force than value
added services (VAS), like stripping and stuffing, labelling etc. Therefore, the focus of
investigation should be laid on the commodities rather than on the loading units only in order
to intensify the value chain of intermodal terminal operators. Electronic value added services
(VAS) are important for intermodal terminal operators for optimising both their internal and
external processes. However, the contributions of electronic VAS for regional development
effects are relatively low, compared with other types of VAS. Value added services (VAS)
with regard to training and promotion activities generate a long-term perspective and impact
for the local intermodal market. Therefore, the set up of training and promotion centres in
intermodal terminals offers the possibility to prepare the future staff of intermodal partners
and enterprises within and outside this terminal. The contributions to regional development
by other types of VAS (e.g. one-stop-shop) depend strongly on the individual terminal and
focussed geographical region.
While the Cargo Center Graz (CCG) offers a high percentage of physical VAS the ports of
Ennshafen and Györ Gönyü focus also on administrative services. All terminals have in
common that the level of development is medium (= middle). Primarily the Cargo Center
Graz has a big impact on the surrounding regions. A lot of industry is located their, which
demand the terminal’s railway offers including the rolling motorway. Also the physical
services like container repair or the truck service centre developed a lot of new workforces
here. However, the physical value added services show the biggest contributions to the
regional development in terms of new terminal investments and additional labour force
needed. Ennshafen is going to enlarge their educational value added services which will
- 169 -
interim
have a positive contribution to the image and know-how of the inland waterway
transportation in the Austrian intermodal sector. Training on intermodality and Inland
Waterway is a new dimension for this particular industry sector in Austria.
Croatia
Level of
development
Contribution to
regional
development
inland port
Level of
development
Contribution to
regional
development
Sea port
Level of
development
Contribution to
regional
development
Physical
VAS
High
Admin.
VAS
Electronical
VAS
Low
Low
Educational
VAS
Other types
of VAS
Middle
Middle
+++
+
+
++
++
Middle
Low
Low
Middle
Middle
++
+
+
++
++
High
Middle
Middle
Middle
High
+++
++
++
++
+++
The best developed rail terminal in Republic Croatia is „Jankomir-Žitnjak“. It connects
functionally and logistically sea and river ports with the most frequent usage of rail and road
transportation. Its area has a free zone status where production and refinement of goods are
being executed for commodities in the international and domestic public transportation. Since
this terminal is located in the most developed Croatian region but is also located on the
crossing of commodity flows between the EU, Near and Far East and river and sea ports
respectively the most important international traffic corridors it is understandable that it
represents the biggest and the most important inland terminal in Croatia.
From the strategic point of view this terminal should keep and develop its function of
intermodal (transportation) binding the maritime, rail and river traffic through execution of
solely logistic operations of loading, un-loading and storing the goods. The government and
parliament should pronounce special law that should encompass special measures of state
economic policy, decrease its (VAS – production, refinement, processing etc. of goods on the
present location) and encourage the entrepreneurs to implement VAS on other terminal that
are located on less developed and/or undeveloped areas (economic regions) in order to
accomplish balanced regional development of Croatia and the EU as well (Hungary, Czech
Republic, Slovakia…).
- 170 -
Romania
Psychical
VAS
Admin. VAS
Electronical
VAS
Rail / Logistic terminals
Middle
Low
Level
of
development
Contribution
to
regional
development
Middle
++
++
Level
of
development
Contribution
to
regional
development
Low
Level
of
development
Contribution
to
regional
development
interim
Educational
VAS
Other types
of VAS
Low
Middle
+
+
++
Middle
Low
Low
Middle
+
++
+
+
++
High
Middle
Low
Low
Middle
+++
++
+
+
++
Inland ports
Sea ports
The most successful terminal in Romania is Constanta Port. The four container terminals
present in the port, registered in the last ten years an ascendant throughput, handling over 1
mil. TEU/year. This figure in expected to grow even more in the future, due to the plans for
expansion of CSCT, to a handling capacity of 5 mil. TEU/year. The south area of the port has
a Free Zone statute. This, and the fact that the port is located on the TET-T networks IV and
VI connecting Constanta with countries in Central and Wester Europe due to Danube - Main
- Rhin Canal, gives the port the opportunity to be the main hub for cargo from/to Asia and
other Eastern countries. The necessity stands in the development of all types of transport,
because at the moment in Port of Constanta, most of the containers handled are for
transshipment to other ports in Black Sea, actual import/export actions, holding a small
share. The development of new container terminals and new VAS will stimulate the
economic growth of the region they serve. For this reason, in several regions there are
actions to develop container and Ro-Ro terminals, but the opinion of some interested parties
is that is better to develop only a few key terminals, instead of spreading smaller terminals
allover Romania. Part of this opinion is Bucharest and Arad – Oradea region. Bucharest –
Ilfov region is the main destination for imports in Romania. The region is acting as a
connection between TEN-T corridors IV and XI. For this reason, there is the need to develop
a new terminal in the area, because the present terminals have no place to expand and
because is better not to upgrade old existing old terminals, but to build a new one with high
standards. This applies to Arad – Oradea area too, due to the lack of a specialized
intermodal terminal in the area.
- 171 -
Physical
VAS
Serbia
Level of
development
Contribution to
regional
development
Level
development
Contribution
regional
development
Middle
Low
++
of
Middle
to
++
Admin.
Electronical
VAS
VAS
Low
Low
+
+
Inland port
Low
Low
+
+
interim
Educational
VAS
Other types of
VAS
Low
Low
+
+
Low
Middle
Low
+
+
Sea port
Middle
Middle
Low
Low
+
+
Level
of
Low
Low
Low
development
Contribution
to
++
+
+
regional
development
In Serbia the level of development has been splitted up according to the two different types
of terminals (future potential, best practise). Therefore the validation has been divided
resulting into two different interpretations.
The port of Belgrade is at present the best practice terminal. It has a special importance
because of the regular shipping line on the route Constanta – Belgrade that plays a big role
in the development of container transport on the Danube in Serbia.
New lines and new markets demand more organised and more effective work that is possible
only with a modernised transportation mechanisation. Therefore, the terminal requires
development and building of terminals equipped with modern technologies (container, Ro-Ro
and Hucke-pack). However, this expansion of the port is probably going to be realised on
some other location because the road and rail corridors that connect the port and its
hinterland are passing through the centre of Belgrade what is very problematic from the point
of traffic organisation. At present the town is trying to reduce this problem by prohibiting the
traffic of heavy trucks through the town every day between 7-9 h and 16-18 h, but this can be
only assumed as the temporary solution. The long lasting solution can be only finding a new
location for new terminals that is going to have direct connection to the corridor X or to build
traffic by - pass between the hinterland and the port. Therewith would be realised the highest
influence on the regional development and would be created circumstances for significantly
faster development of the port itself.
- 172 -
Analysed Hubs / Terminals
Railand
Terminals
Logistic
Croatia
Terminals A
Rail/Log
IWW
Sea port
Inland ports
Sea ports
Value added
service
B C D E
Serbia *
Terminals
Rail/Log
IWW
sea port
Germany
Terminals A
Rail/Log
IWW
sea port
Value added
service
B C D E
Austria
Terminals A
Rail/Log
IWW
Value added service
A B C
D
E
*In Serbia the level of development has
been splitted up according to the two
different types of terminals (future
potential, best practise). Therefore the
validation has been divided resulting
into two different interpretations.
Value added
service
B C D E
Physical = A
Admin = B
Electronical = C
Educationa l= D
Others = E
Page 173 / 180
Figures:
Figure 1: Classification of hubs (source: via donau, 2007) ..................................................................... 8
Figure 2: Schematically design of the main functions in a freight village (GVZ) ................................... 10
Figure 3: Transport interfaces of inland ports with other modes ........................................................... 12
Figure 4: Competitive advantage of (sea) ports ................................................................................... 13
Figure 5: Regular Services and Value Added Services (source: via donau and TFH, 2007) ............... 14
Figure 6: VAS-measures for optimization of logistic nodes with transhipment terminals with the
categories of time realisation ........................................................................................................ 16
Figure 7: Rail and logistic terminals, differentiation of core business and value added services ......... 17
Figure 8: Inland ports, as multimodal logistics interfaces...................................................................... 18
Figure 9: Value Added Logistics (VAL) services of logistics centres in port areas ............................... 19
Figure 10: Offer of VAS in different logistic nodes in the CADSES-Region- part one .......................... 22
Figure 11: Offer of VAS in different logistic nodes in the CADSES-Region- part two ........................... 23
Figure 12: Offer of VAS in different logistic nodes in the CADSES-Region- part three ........................ 24
Figure 13: Offer of VAS in different logistic nodes in the CADSES-Region- part four .......................... 25
Figure 14: Offer of VAS in different logistic nodes in the CADSES-region- part five ............................ 27
Figure 15: Selected overview on EU projects regarding intermodal terminal analysis ......................... 29
Figure 16: Analysed transport terminals and intermodal potentials, Germany ..................................... 30
Figure 17: The logistics region of Berlin-Brandenburg .......................................................................... 36
Figure 18: Analysed transport terminals and intermodal potentials, Austria ......................................... 54
Figure 19: Analysed transport terminals and intermodal potentials, Hungary ...................................... 55
Figure 20: Analysed transport terminals and intermodal potentials, Croatia ........................................ 67
Figure 21: Service structure in the modern port intermodal logistic node ............................................. 80
Figure 22: Analysed transport terminals and intermodal potentials, Serbia........................................ 101
Page 174 / 180
interim
References:
Austria:
o ECORYS: Integrated Services in the Intermodal Chain
o Ennshafen News, February 2007
o European Commission: Transport research, COST 330, Teleinformatics Links
between Ports and their Partners, Final report of the Action, Luxembourg, 1998
o folder of Wiener Hafen GmbH &Co KG
o http://gulliver.trb.org/am/news/PortsandIntermodalTerminals.pdf (04.06.2007)
o http://iovg.cumed-fileserver.de/29/29_erfahrungsbericht2.pdf (26. 09. 2007)
o http://openpr.de/news/133454/Quehenberger-eroeffnet-Tankreinigungsanlage-imCargo-Center-Graz.html(26. 09. 2007)
o http://steiermark.orf.at/stories/67945/(26. 09. 2007)
o http://verkehr.co.at/ (19.07.2007)
o http://www.audi.hu/deu/hirek/hir.php?hir_id=37 (30.07.2007) (26. 09. 2007)
o http://www.audi.hu/deu/gyor/iparagak.html (30.07.2007) (26. 09. 2007)
o http://www.cargo-center-graz.at(26. 09. 2007)
o http://www.die-wirtschaft.at/ireds- 13604.html (26. 09. 2007)
o http://www.ebn24.info/pdf/mag.brigitte_ederer_240.pdf (26. 09. 2007)
o http://www.ennshafen.at (20.08.2007)
o http://www.eutp.org/en/itip/ (16.08.2007)
o http://www.logistik-insider.at/index.php?area=1&p=news&newsid=3324 (26. 09. 2007)
o http://www.logistik-insider.at/index.php?p=news&newsid=3221&area=1 (26. 09. 2007)
o http://www.logvas.com/index.php?id=45&L=1 (16.08.2007)
o http://www.hit.certh.gr/imonode/index.php (16.08.2007)
o http://www.portofgyor.hu/english/index1.html (20.08.2007)
o http://www.topofstyria.at/ (26.07.2007)
o http://www.port-net.net (26. 09. 2007)
o http://www.tfh-wildau.de/ECO4LOG/index.html (16.08.2007)
o http://www.waterborne.be/index.jsp(26. 09. 2007)
o http://www.wiencont.at/, (01.10.2007)
o LogEASTics, Transport and Logistics in Central Eastern Europe, 18. 11. 2005
o LogEASTics, Transport and Logistics in Central Eastern Europe, 10 Feb 2006
o LogEASTics, Transport and Logistics in Central Eastern Europe, 10. August 2007
o Master Thesis of Tekla Boncz
o Ministry of Economy and Transport: Transport Infrastructure Development in
Hungary, page 12
o Netzwerk Logistik Nachlese, Verein Netzwerk Logistik, Herbst 2007
o ÖIR: Impact of economic and social integration on employment in the context of
enlargement.file://Via-tgstor01/techgatedaten/daten/PROJEKTE/eCommerce/INTERIM-SHIPAIDA%20(Interreg)/WPs/WP4/WP%204.2/Inputs/schneidewind_%D6IR_Gy%F6r.ppt#1(26. 09. 2007)
o Rail Cargo Austria, Intermodal in the future, Febuary 2006
o Schifffahrt und Strom, März 2006
o Schifffahrt und Strom, September 2005
o Schifffahrt und Strom, Juni 2007
- 175 -
interim
Schifffahrt und Strom, März 2006
Schifffahrt und Strom, September 2006
Standort und Technologiebericht Oberösterreich, Entwurf 2006
TERMINOLOGY ON COMBINED TRANSPORT, Prepared by the UN/ECE, the
European Conference of Ministers of Transport (ECMT) and the European
Commission
(EC),
New
York
and
Geneva,
2001,
http://www.oecd.org/dataoecd/42/32/1941816.pdf (2007)
o United Nations Economic and Social Commission for Asia and the Pacific
(UNESCAP):
http://www.unescap.org/ttdw/Publications/TFS_pubs/pub_2194/pub_2194_ch3.pdf
(2007) (26. 09. 2007)
o via donau: Manual on Danube Navigation
o via donau: Manual on Danube Ports
Germany:
o Binnenschifffahrt, ZfB, März 2007
o Binnenschifffahrt, ZfB, Juni 2007
o Development Corporation of Southwest Saxony, own analysis, Glauchau 2007
o Dutch National Spatial Planning Agency, Freight Transport in Europe, Brussels 2000
o DVZ, Duisburg special, 24.07.2007
o http://www.duisport.de/de/ (27.07.07)
o http://www.gfw-duisburg.de/focus_duisburg/wirtschaftsstandort/index.php (27.07.07)
o http://www.gvzleipzig.de
o http://www.hafen-hamburg.de
o http://logistics.de/logistik/schifffahrt.nsf/FB6D7A9CABBB2E45C12571F500394609/$F
ile/donauhafen_straubing_sand_trimodales_gueterverkehrszentrum_tor_zum_osten.
pdf (23.08.2007)
o http://www.rostock-port.de
o http://www.zab-brandenburg.de
o http://www.zvi-straubing.de/englisch/start.htm (23.08.2007)
o http://www.zvi-straubing.de
o ISL, Dr. Thomas Nobel, Development of Freight Villages in Germany, Bremen 2004
o Mitteilungsblätter, Deutscher Wasserstraßen- und Schifffahrtsverein Rhein-MainDonau e.V., no. 116,
o ZAB Berlin-Brandenburg, Potsdam 2007
Croatia:
o International traffic symposium: Rijeka – Vienna, 13th March 2006
o
o
o
o
Serbia: none
Romania
Romanian Ministry of Transport, Sectoral operational Programme Transport 2007-2013,
June 2007
National Institute of Statistics
Constantza Port Handbook 07-08
- 176 -
interim
Constantza Port Handbook 06-07
Economic Highlights – ROMPRES- No. 9, February 27, 2006
Study realized by Louis Berger SAS for Romanian General Master Plan in Transport
http://apdm.galati.ro/ 07/01/2008
www.portofconstantza.com /15/02/2008
http://www.geocities.com/dmarioara/podobr.htm /17/01/2008
http://romania.paginialbastre.ro/producatori-furnizori/constanta.html /18/02/2008
http://www.inlandnavigation.org/en/waternews.html/15/04/2008
http://www.standard.ro/articol_14388/automobile_craiova_privatization_boosts_infrastructure
_development.html - Automobile Craiova privatization boosts infrastructure development - 03
octombrie 2007 by Alexandru Gugoasa, Valentina Deleanu /20/03/2008
http://www.zf.ro/articol_165219/constructorul_canalului_dunare_bucuresti__in_septembrie.ht
ml 28.03.2008
http://www.mie.ro/_documente/regiuni/5.V_ro.pdf /16/03/2008
http://www.cfr.ro/JF/romana/nr5/Transauto.htm /10/02/2008
http://www.cfrtransauto.ro/en/activitati.php /20/03/2008
http://www.mt.ro/evenimente/comunicate_MT.html /20/03/2008
http://www.mie.ro/_documente/regiuni/8.BI_ro.pdf /17/01/2008
http://en.wikipedia.org/wiki/Bucharest /27/01/2008
http://en.wikipedia.org/wiki/Roads_in_Romania /30/03/2008
www.mai.gov.ro /30/03/2008
http://www.factbook.net/up_overview_development.htm /30/03/2008
- 177 -
List of abbreviations:
WP: Work packages
IWW: inland Waterway
ISO: International Standardisation Organisation
IT: Information Technology
ARA- Ports: The ports of Amsterdam, Rotterdam and Antwerp
PPP-Project: Public- Private- Partnership Project
ICT: Information- and Communication Technology
WMS:
ISPS: International Ship and Port Security
EN: in English
Kms: Kilometers
Mio: Million
Dwt: deadweight tonnage tons
TUG: Type of ship
CFS: Container freight station
RoRo: Roll on/ Roll off
SEEC: South and Eastern European Countries
TEU: Twenty Foot Equivalent Unit
EU: European Union
FEPI: Federation of Inland Ports (http://www.inlandports.be/)
EEC: Eastern European Countries
3PL: 3rd party logistics provider
TEN: Trans European Network
B2B: Business to Business
A2A: Administration to Administration
DE: Germany
AT: Austria
HU: Hungary
HR: Croatia
SR: Serbia
BG: Bulgaria
RO: Romania
T&L: Transport and Logistics
KEP: courier-, express- and parcel service
PDI: Pre Delivery
PSI: Pre Delivery Shipment Inspection
- 178 -
interim
interim
Appendix:
App: 1 Political regions or Counties in Republic of Croatia
App: 2 The EU Certificate for capital investments in “Western Economic Region”
- 179 -
interim
App: 3 Un-official economic regions in Republic of Croatia
NORTHERN ECNOMIC
REGION
EASTERN ECNOMIC
REGION
WESTERN ECONOMIC
REGION
RIJEKA
PULA
SOUTHER ECNOMIC
REGION
LEGEND:
-POLITIČKE REGIJE (ŽUPANIJE)
-NESLUŽBENE EKONOMSKE REGIJE
- 180 -

interim - TH Wildau

Transcription

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