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Part-financed by the European Union(European Regional Development Fund)
RBGC WP6 REPORT -
LOGISTICS PILOT: CO-
OPERABILITY OF
LOGISTICS CENTERS
2013
Prepared by: Dr. Algirdas Šakalys, Laima Greičiūnė, Albertas Arūna, Vilūnė
Visackienė
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Part-financed by the European Union (European Regional Development Fund)
Table of Contents
Preface _________________________________________________________________________ 2
Executive summary _______________________________________________________________ 3
Definitions _______________________________________________________________________ 5
Definitions (guidelines for the development of the TEN-T network) _________________________ 6
List of Partners in WP6 ____________________________________________________________ 7
Work package aims _______________________________________________________________ 8
Rail Baltica Growth corridor research procedure: main ideas _____________________________ 10
Interoperability __________________________________________________________________ 13
Plan of Research_________________________________________________________________ 15
Intermodal terminal: main instrument of co-modal processes implementation ______________ 16
Preliminary allocation of Pilot Logistics on Rail Baltica route _____________________________ 18
Terminal / logistics centre research methodology ______________________________________ 22
Results of intermodal terminals survey _______________________________________________ 26
Terminals along Rail Baltica Growth Corridor __________________________________________ 28
LITHUANIA __________________________________________________________________________________ 28
POLAND ____________________________________________________________________________________ 35
GERMANY __________________________________________________________________________________ 40
Description of common service model (CSM) created in WP6 process _____________________ 50
Report summary _________________________________________________________________ 55
Annex I – Survey results ___________________________________________________________ 58
Part-financed by the European Union(European Regional Development Fund)
Preface
This Final Report summarizes the research carried out under the Rail Baltica Growth Corridor (RGBC)
Project. The Project was implemented under the European Regional Development Fund – Baltic Sea Region
Programme 2007-2013. The Programme aims at providing technical support to enhance the competitive
edge of the Baltic Sea Region and to improve the transport accessibility of North-Eastern Europe.
The Rail Baltica project is one of the EU priorities and is included in the Trans-European Transport Networks
(TEN-T). Connecting the railway systems of North-Eastern Europe and other systems within the European
Union, this railway is intended to ensure a high-quality link for Finland and the Baltic States with Poland and
Germany. In its first stage the project provides for the establishment of a rail connection from Tallinn
(Estonia) via Riga (Latvia) and Kaunas (Lithuania) to Warsaw (Poland). A preliminary outline of the Project
postulates Rail Baltica to be of critical importance for connecting Poland and Lithuania.
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Part-financed by the European Union (European Regional Development Fund)
Executive summary
The Competence Centre for Intermodal Transport and Logistics (CCITL) of Vilnius Gediminas Technical
University is one of the partners in the international project Rail Baltica Growth Corridor (RBGC), co-financed
by European Union. RBGC aims to improve the competitiveness and accessibility of cities and regions in the
Eastern Baltic Sea Region through increased interaction and cooperation. For more information on the
RBGC project, please visit www.rbgc.eu.
The RBGC partnership promotes transport policies for the development of multimodal logistics and modern
railway infrastructure in the Eastern Baltic Sea Region. The main focus is set on improving passenger
mobility and freight transportation along the Rail Baltica route. Furthermore, the project is organizing
multilevel dialogue about transport policies of the Baltic countries.
The CCITL is responsible for coordination of the activities of Work package 6 (WP6) of the project-Pilot
logistics (increased co-operability of logistics centres). It is foreseen to analyze interoperability requirements
between RBGC intermodal terminals. The analysis will be used as a tool to build cooperation and a joint
operating concept.
The aim of WP-6 is to define common interoperability between
the existing logistics centres and intermodal terminals.
RBGC creates a cooperation platform that observes the needs of the transport sector and its customers in
line with green growth corridor principles.
RBGC brings benefits for:
• City and regional authorities
• Transport service providers
• Logistics centres
• Intermodal terminals
• Public transport authorities
• Universities and research centres
RBGC is linked to the TEN-T Priority Project No. 27 “Rail Baltica” – a railway that will connect the Eastern
Baltic Sea Region from north to south branching from St. Petersburg, Helsinki, Tallinn, Riga, Kaunas and
Warsaw to Berlin. The Region gains a new economic potential since the major business hubs will be
connected with the North-West Russia and the EU core.
Rail Baltica provides an excellent route for freight transported via sea from the eastern part of the Baltic
Sea to the major transport hubs in the heart of the European Union. Another operating concept can be
developed for transport flows going to the direction of Central and Southern Europe.
Pilot activities will define an interoperability threshold for intermodal terminals of the Region by indicating
the minimum requirements for interoperability for globally oriented railway route. It is planned to carry out
the analysis of development needs for critical logistics and service infrastructure by means of these Pilot
activities.
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Part-financed by the European Union (European Regional Development Fund)
The Logistics pilot aims to harmonize services and define common interoperability between the logistics
centresin the Rail Baltica region.
The creation of new service products, and the whole stakeholder partnership has two different viewpoints.
Firstly, the aim is to create a functional logistics centre network to serve the global freight flows between
Asia to Europe. Rail Baltica provides an excellent route to the Eastern BSR and the Northern Europe for the
Asian freight transported via sea to the major transport hubs e.g. in Hamburg and Amsterdam. The unused
potential can only be utilized by improving the logistics centre networks in the Region. Secondly, another
operating concept will be developed for the transport flows going to the direction of Central and Southern
Europe. As Rail Baltica will be linked with the major transport hubs of Europe (such as Warsaw, Berlin) the
interoperability of logistics centres becomes a major prerequisite for the competitiveness of the route.
The research investigates the nominated logistics areas in order to select a pilot logistics team for the
preparation of a possible partnership model. The opinions of the terminal and logistics operators on the
development of partnership are expected to be discovered during this research.
The research conducted in a form of questionnaire is presented in English.
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Part-financed by the European Union (European Regional Development Fund)
Definitions
Intermodal terminal - a place equipped for handling and transhipment/storage of ITUs.
Logistics Centre(LC) - geographical grouping of independent companies and bodies which are dealing with
freight transport (freight forwarders, shippers, transport operators, customs) and with the accompanying
services (storage, maintenance and repair) and at least one terminal.
Hub - central point for the collection, sorting, transhipment and distribution of goods in a particular area.
Pilot logistics centre - managed by consultants’ geographical group of independent companies and bodies
which are selected for the creation of joint stakeholders’ partnership in order to work on the issues of
interoperability between the pilot LC on Rail Baltica route.
Public Logistics Centre (PLC) is a place for to pursue the activities related to transport, logistics and goods
distribution of different operators on a commercial basis.
International logistics channel (ILC):
• Vertical type: the main member of ILC (producer, shipper or recipient) is owner (or partly) of other
members of ILC.
• Horizontal type: each intermediary between a producer and recipient is legally and economically
independent and combine resources on contractual basis.
• Conventional type: each business in ILC is independent.
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Part-financed by the European Union (European Regional Development Fund)
Definitions (guidelines for the development of the TEN-T
network)
Logistic platform means an area that is directly linked to the transport infrastructure of the TEN-T including
at least one freight terminal, and enables logistics activities to be carried out;
Freight terminal means a structure equipped for transhipment between at least two transport modes and
for temporary storage of freight such as ports, inland ports, airports and rail- road terminals;
Urban node means an urban area where the transport infrastructure of the TEN-T network is connected
with other parts of that infrastructure and with the infrastructure for regional and local traffic.
Railway transport infrastructure comprises:
• Railway lines inc. sidings, tunnels, bridges;
• Freight terminals and logistics platforms for the transhipment of goods within the rail mode and
between rail and other transport modes;
• Stations along the lines for transfer of passengers within the rail mode and between rail and other
transport modes;
• Associated equipment(loading and unloading of cargo in stations, logistic platforms and freight
terminals);
• ITS;
Road transport infrastructure comprises:
• High quality roads;
• Parking areas;
• Freight terminals and logistics platforms;
• Bus stations;
Infrastructure for multimodal transport. Member states shall ensure:
• Connection of transport modes with any of the following places: freight terminals, ports, airports,
maritime ports, passengers stations;
• Equipment of freight terminals and logistics platforms for the provision of information flows within this
infrastructure and between transport modes along the logistics chain.
• Provision of the effective interconnection and integration of the network infrastructure through access
infrastructure where necessary and through freight terminals and logistic platforms;
• Removal of the main technical and administrative barriers to multimodal transport;
• Development of a smooth flow of information between transport modes.
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Part-financed by the European Union (European Regional Development Fund)
List of Partners in WP6
TABLE 1. RESPONSIBILITIES OF PROJECT PARTNERS
PROJECT
PARTNER NUBER
(PP)
PARTNER PARTNER IN WP6 EXPERT IN WP6
1 City of Helsinki Yes Overall coordination
6 Regional Council of Hame Yes Yes
9 Regional Planning Board Havelland-
flaming Ludwigsfelde municipality
Yes Yes
12 Latvian TDEA Yes Evaluation of WP4
13 VGTU CCITL - Vilnius Yes Coordination
14 Kaunas City Municipal Administration Yes Interoperability
15 City of Warsaw Yes Coordination of WP4
16 City of Poznan Yes Yes
17 City of Lodz Yes Yes
18 Politechnika Bialystoka No Evaluation of WP4
20 City of Bialystok Yes Yes
21 Marshal’s Office of the Lodz Vaivodship Yes Participation
Responsibilities of partners are described in the Project application form defining their different functions:
WP6 partner or member of an expert group with relevant functions. You can see that 11 partners in the
WP6 will help to implement the proposed Action plan and 5 partners from 11 have specific tasks to work on
interoperability issues in the Pilot logistics.
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Part-financed by the European Union (European Regional Development Fund)
Work package aims
WP6 aims to improve the interoperability of the logistics centres of the Region. WP6 strives to find a way to
improve low interoperability and weak cooperation between the logistics centres along the Rail Baltica
which decreases the competitiveness of the Rail Baltica route from the viewpoint of global freight flows. The
aims of WP6: is to define a common level interoperability between the existing logistics centres and
intermodal terminals, to harmonize services of the logistics centres in the Rail Baltica region and to create a
new service product for global freight flows. Stakeholder and networking analysis of WPs 3-4 will be applied
to create a stakeholder-partnership model in the context of the logistics centres. The stakeholder
partnership is built between main actors from public and private sectors. Improved interoperability of the
logistics centres and intermodal terminals in the Rail Baltica Growth Corridor cluster will create the potential
for a design of new service products within the Region.
Based on the harmonized and thus more competitive network of the logistics centres, joint branding and
promotion activities are implemented to the related markets in Asia and Europe.
Figure 1. Rail Baltica in relation to TEN-T Core Network Corridors, source: RBGC project, 2013
Main aims:
• to harmonize services of the logistics centres in the Rail Baltica region;
• to create a new service product for global freight flows;
• to create a stakeholder-partnership model in the context of the logistics centres.
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Part-financed by the European Union (European Regional Development Fund)
Main activities in the WP-6
6.1 Pilot planning.
The activity 6.1 invites nationally important stakeholders to join the work of the Pilot Expert team consisting
of the participating Partners’ Pilot personnel and external experts. In 6.1, a maximum of ten logistics
centres are selected for further development after the process of the evaluation of the best pilot centres in
order to enable a feasible organization of joint promotion efforts implemented by the Pilot. Simultaneously,
both geographical and sectoral coverage is ensured. The logistics centres are seen to complement each
other and by their existing operational profiles, agree on a division of work contributing to the development
of the new operating concept.
6.2 Creation of stakeholders’ partnership for the development of service product
Activity 6.2 applies a model of a stakeholder-partnership by collecting the authorities and sector- specific
stakeholders from the private sector to plan and create a new common service model. Stakeholder-
partnership provides a firm platform for the Pilot logistics centres to jointly create a unique service product
for Rail Baltica.
This is done through a creation of a joint stakeholder-partnership, where the logistics centres and their
critical stakeholders gather together in order to work on the issues of interoperability and elaborate the
potential for work division. The new operating concept shared during the first phase by the Pilot logistics
centres enables the development of at least one service product which can be jointly promoted to the
related markets in Europe and Asia. The concept of partnership developed by the Pilot centresand their
critical stakeholders and used for creation of a new unique service product, can afterwards be adapted by
other logistics centres of the Region. During the activity 6.2, basic interoperability requirements for RBGC
logistics centres and intermodal terminals are being analyzed. The analysis will be used by the Pilot logistics
centres as a tool to build cooperation and a joint operating concept.
6.3 Interoperability threshold and development of promotion concept
Activity 6.3 compiles the experiences gained from the Pilot of the logistics centres in order to assess their
outcomes and develop the branding and promotion campaign to be implemented in activity 6.4.
6.4 Joint branding and promotion campaign
Who will be involved?
The stakeholder- partnership is built between all critical actors from public and private sectors.
What output?
• Improved interoperability of the logistics centres and intermodal terminals in the RBGC will create the
potential for the design of new products within the Region.
• Based on the harmonized network of LC (IT), joint branding and promotion activities are implemented
for the related markets in Asia and Europe.
What is the new service product?
• Functional logistics centre network for the global freight flows between Asia and Europe.
• Linking with the major transport hubs of Europe (Warsaw, Berlin), interoperability of LC becomes a
major prerequisite for the competitiveness of the route.
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Part-financed by the European Union (European Regional Development Fund)
Rail Baltica Growth corridor research procedure: main ideas
1. The largest part of costs in the process of logistics is related to transportation logistics;
2. Freight transportation consists of the following stages: collection from shippers (last miles), terminal
activity, line transportation, network process management;
3. In all these stages the owner of property and operator acting on the basis of contracts with the owner
must be assigned;
4. The owner of infrastructure in international trade logistics in the countries of Eastern Europe is usually
a state institution, the shares of which belong to the state or other entities (subsidiary companies)
established by them or with the capital of private sector entities of other countries;
5. Freight corridor is formed by the principal route including the installed equipment, transloading
terminals, sideways, shunting yards, marshalling yards, bypasses and sections nearby significant
destinations;
6. In case of RBGC a principal route belongs to EU TEN-T core network, and it is the object of state
planning and EU financing;
7. Meanwhile, additional components to the principal route - intermodal and container terminals, access
roads, train formation facilities, formation activity, warehouses, access roads or streets - are mainly the
objects of regional or local territorial planning requiring permissions for construction; their
implementation is related to the land possession rights and transfer of financial contribution for the
development of local infrastructure. Therefore, the influence of local authorities is significant.
8. The access of goods from the principal route to a warehouse or the place of retail trade is also very
significant for the local communities and is in the centre of attention due to external, mostly negative
influence on the quality of life;
9. Intermodal terminals are the main element with respect to accessibility of intermodal services, and this
ensures economic and competitive logistics chain with the road transport at European level;
10. The main stakeholders between the shipper and client in intermodal freight transportation main
stakeholders are: terminal or intermodal operators, railway services providers, clients or their
forwarders and line infrastructure managers;
11. Part of the RBGC principal route is included in EU regulated freight railway corridor No 8, and in 2013 it
is planned to carry out a corridor transport study which will serve as the main document for corridor
management (Kaunas – Rotterdam). Such study will mainly deal with the improvement of the principal
route and distribution of the capacities among transport operators;
12. Pursuant to the EC regulation on freight railway corridor, management board shall establish separate
Working Groups for consideration of problems of the additional corridor components, i.e. intermodal
terminals;
13. In the description of RBGC, there is no specific definition of pilot logistics. This will be a result of WP 4.4
activity and will be presented as WP 6 action plan. This can be interpreted as a starting point for the
creation of freight transport supporting working group, which would become a constituent part of the
corridor management process as a representative of Rail Baltica in freight corridor No 8.
14. Having analyzed the definitions found in the theoretical material and other studies, the following
conclusion could be made:
In the pilot logistics process, the condition of intermodal terminals, their interrelations and the
process of the last mile should be analyzed taking account of the present and near-future
technical level of the line infrastructure.
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In this case the main stakeholders would be: operators of intermodal (container) terminals, railway
transport operators and intermodal operators (operators of international logistics), attracting also
the groups of local forwarders.
Pilot Logistics group should be formed of the logistics components groups from Ludwigsfelde, Poznan, Lodz,
Warsaw, Kaunas transport region, Riga, Tallinn, and Southern Finland, consisting of the leading and
ordinary terminals.
WP6 cohesion with WP4 Report: conclusions
The Finns indicate low rail utility costs as the major postulate in terms of the planned construction of Rail
Baltica (61%), both with regard to freight and passenger transport (68% of the responses each). As regards
the former, the Finns also postulate shortening travel times (71%), and as regards the latter, increasing the
frequency of services (51%) and ensuring a higher level of safety (48%). Besides constructing a new
infrastructure (61%), the Rail Baltica investment is perceived as a chance1 to reduce the costs of transport
services (46%) and to eliminate technical barriers (44%). In this context, it is worth noting that Finland uses
its own track gauge, which is 4 mm wider than that in Russia and in other Baltic countries.
However, in principle, it is possible to transfer freight trains between both systems without replacing
carriages.
The report drafted by the Lappeenranta University of Technology reveals that Finnish entrepreneurs believe
their national railways are less competitive due to more convenient roads network and its condition. Finnish
respondents expressed a positive attitude towards the Rail Baltica project; to their mind it will be beneficial
for the economies of the countries through which the railway will run. However, this investment is not
perceived as a priority. In contrast, rail connections with Russia and Finnish sea ports are extremely
important for entrepreneurs.
WP4 report Recommendations for further surveys
Large infrastructural investments constitute an interesting area of scientific research, starting with
technical, social and economic issues and ending with the environmental aspects. However, the following
recommendations for further surveys concern only the issues that might contribute to the effectiveness of
the Rail Baltica investment and to better utilisation of its economic development potential, flowing from the
construction of a high-quality rail road.
The surveys conducted by Indicator and EU-CONSULT (in cooperation with the Lappeenranta University of
Technology) in the countries of the Rail Baltica corridor have revealed a certain development potential of
the railways connecting Germany, Poland, Lithuania, Latvia, Estonia and Finland. Speaking in actual terms,
the responses given indicate that this potential is surrounded by various entrepreneurs’ expectations
related to detailed parameters characterising the new investment. The interest in rail services is especially
conditioned on prices, on closing the technical gap between various rail systems, and on making the rail
infrastructure easily accessible to potential users.
Nevertheless, the declarations of interest in using rail transport in the Baltic Sea Region countries are made
on a large scale. In order to obtain more detailed information that would help estimate the real transport
needs to be satisfied by the Rail Baltica corridor, it seems indispensable to conduct more thorough surveys
in the following areas:
1. Making attempts at determining both the optimum price of access to the rail infrastructure and the level
of service costs in passenger and freight transport. The solution to this query may be facilitated through
analysing:
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Part-financed by the European Union (European Regional Development Fund)
a) the social acceptance of passenger-transport costs,
b) entrepreneurs’ acceptance of freight-transport costs,
c) cost comparisons between countries,
d) the factors influencing the current price level,
e) the opportunities to optimise the costs of constructing and maintaining the rail infrastructure.
2. Identifying the legal and organisational barriers to the interoperation of freight and passenger railways
within the Rail Baltica corridor.
3. Improving access to rail transport. Indicating the accompanying infrastructural projects, in order to
achieve the synergies in constructing the Rail Baltica corridor:
• establishing intermodal freight junctions,
• constructing railroads for passenger and freight traffic of regional and local significance,
• constructing new railway stations and intermodal passenger junctions.
• Identifying technical barriers and possible means of overcoming them or mitigating their effects,
including the problem of different track gauges, and support in selecting the optimum variant for the
Baltic countries (1435 mm or 1520 mm).
It is worth mentioning that the EU-CONSULT report (drafted in cooperation with the Lappeenranta University
of Technology) is aimed to answer certain questions on travel times and costs. The entrepreneurs surveyed
were asked to indicate the optimum fares that would make the rail services competitive, and the maximum
time of freight transport. However, this is not the full picture and the 2011 report should be considered
preliminary as regards the answer to the first survey question.
The above compilation of survey recommendations concerns various areas of interest, including economic,
organisational, legal, planning-related and technical issues. This stems from the fact that the success of the
entire Rail Baltica investment will depend on a comprehensive approach to the investment and on a prompt
response to the emerging needs of the economies and communities within this transport corridor.
Evaluation of the research report WP-4 of Rail Baltica Growth Corridor Project “Private transport market
stakeholders in the area of Rail Baltica” is prepared by: Latvian Transport Development and Education
Association (LaTDEA), 3, Gogola Str. LV-1743 Riga Latvia (Annex II)
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Part-financed by the European Union (European Regional Development Fund)
Interoperability
Analysis on basic interoperability requirements for RBGC logistics centres and multimodal terminals to be
used by the transport and logistics service providers and public sector actors along Rail Baltica, and by
stakeholders analyzing logistics centres’ interoperability requirements elsewhere.
Interoperability divided in two categories:
• interoperability in the nodal point (intermodal terminal) and in its near zone;
• interoperability between the future Rail Baltica freight villages.
The proposed interoperability threshold:
1. Nodal point:
1.1 Road access for trucks with load of 11 TN/axle;
1.2 Check in/check out area with sufficient parking area;
1.3 Three or five ‘’train long’’ handling or transhipment tracks;
1.4 Rail mounted gantry cranes (RMG);
1.5 Two or three interim storage or buffer lanes;
1.6 One loading and one driving lane;
1.7 Double sided rail access with direct entry and departure of the train by the main line traction unit;
1.8 Multipurpose activity (SWAP bodies, semitrailers, containers, refrigerators, ADR goods).
2. Corridor network:
2.1 Quality management system (ISO 9001) introduced;
2.2 Environmental management system (ISO 14001) introduced;
2.3 Security management system (ISO 28000) introduced;
2.4 Interchange time gate in/out truck - 30min;
2.5 Available for key actors of the transportation system;
2.6 Competitive neutrality;
2.7 Openness for all clients.
Interoperability requirements
,,Interoperability’’ means the ability of the railway system to allow a safe and uninterrupted movement of
trains which accomplish the required level of performance. This ability depends on all the regulatory, technical
and operational conditions which must be met in order to satisfy the essential requirements.
The impact of terminal processes is only one part of the entire intermodal chain. The terminals are a central
part in the total chain. Nevertheless time losses and high cost of transportation are not only directed to
terminal processes. The key focus should be put on the total intermodal chain.
The problems at terminals are related to organizational, management, communications, and infrastructural
issues.
Organizational: unsuitable form of terminal organization, differences between operational concept of rail
transport and terminal design, missing cooperation between the different actors of the intermodal chain etc.;
Management: restricted terminal opening times, missing or insufficient management of incoming trucks,
insufficient internal administrative processes and security management systems, low awareness for
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environmental concerns, too long waiting times for trucks at entry gates, communication problems between
main-haul, terminal, pre-and end- haulage,poor inspection of containers on arrival, not satisfying information
flow in case of delays, abbreviations, incidents, etc.
Infrastructure: lack of space for stack and storage, lack of exclusive parking area, high efforts for shunting
due to unsuitable track topology and layout, missing extension options, insufficient crane/handling capacity,
incompatible transport means/loading units/terminal equipment, poor railway connection between main line
and terminal /port, breakdown of terminal equipment, insufficient equipment, procedures for handling of
dangerous goods etc.
Based on requirements taking account problems to solve a comprehensive list of quality and performance
indicators has been produced by the ISIC project (Integrated Services in the Intermodal Chain), the client of
which was European Commission-DG TREN. The final selection for concrete Quality Label and Benchmarking
system can be made out of this list. The selection of common requirements for the interoperability (quality
and performance) was made by Experts Group and is presented below.
Interoperability requirements:
• The principle of non-discriminative access to terminals;
• Rail side access for all licensed railways undertakings;
• Roads side access for all transport operators;
• Transparent capacity allocation and pricing;
• Bundling of different cargoes and market segments;
• Improved capacity utilization, which consists of:
o the increase of flow factor;
o control of shunting services;
o terminal opening time;
o bonus-malus incentives for the use of interim storage space;
• IT-based capacity management systems;
• automated loading unit identification;
• separation of rail-side and road side handlings;
• tasks management according to pre-notification.
RBGC tasks for transfer of freight transportation from road to rail (including maritime component). Secondly,
the interoperability requirements represent only items of specification of processes, infrastructure technical
description or policy. The threshold of interoperability is a specific data, which is foreseen to achieve the
agreed requirements. Sometimes are both, the requirements and foreseen results. For example: three or five
train long loading or transhipment tracks; train long means full train length in operation in country or corridor.
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Plan of Research
Problems to be solved
The task of the working package No. 6 is to create the partnership network of stakeholders – a strategic
alliance of service providers – interested in increasing railway transportation volumes in the direction
Helsinki–Berlin. During the initial implementation stage of the working package, it is necessary to select 10
(as was stated in Project application form) Pilot logistics units suitable and willing to participate in the
partnership of service providers. In order to create a strategic marketing alliance it is necessary to define a
mutual interest for creation of such an alliance. In the tasks of RBGC project such an aim is defined as the
offer of at least one logistics product. A hypothesis of such a product may be formulated according to the
conclusions of the research carried out during the process of Work package No. 4, e. g. “Transportation of
goods in railway containers from Tallinn to Berlin in 48 hours, with stops for intermediate loading in regions
of Warsaw and Poznan”; or “Regular transportation of containers Kaunas–Warsaw–Berlin. Duration: 48
hours”.
The goals of research
To carry out descriptive research in order to find out the views of the logistics centres or container terminal
operators defined during the secondary research on the compliance of problems of RBGC WP 6 with their
needs; their intention to participate in the creation of a strategic alliance; on whether they have sufficient
authority; the assigned contact persons; institutional subordination; the existence of free capacities to accept
additional flows of goods belonging to horizontal and vertical common activity networks; acceptability of the
hypothesis proposed for the market needs and possible modifications or adjustments. It is a primary research
carried out by applying the method of a qualitative research.
Collection of primary data:
• Research method: direct structured interview
• Contact method: questionnaires sent by post
• Sample unit: operators of logistics centres or container terminals
• Sample members: selected according to the location (region of the country) of partners participating in
the project along the principle route of Rail Baltica
• Instruments for data collection: closed questions questionnaire
Use of the obtained results
The results have to help drafting the decision concerning the list of 10 Pilot logistics units, the definition of
new logistics service product, the composition of the expert group responsible for the implementation of WP
6 of RBGC project, and the direction of further research and samples.
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Intermodal terminal: main instrument of co-modal processes
implementation
The growth of (intercontinental) maritime container transport is likely to continue for the next decades. The
rise of new economies in Asia, South America and Africa will lead to a further shift of production and
consumption locations. Ports are becoming increasingly important links in global logistics networks.
Transport flows to and from ports are likely to become more intensive. This will lead to a strong growth of
intermodal transport as these flows are generally condensed and focused on specific corridors. This growth
will probably be based to a large extent on maritime container transport by rail and short sea. The potential
for intermodal transport of semi-trailers and swap bodies will not growth due to the increased market share
of the maritime containers. On the contrary, the rise of the container might endanger the market position of
other intermodal units used in inland transport. Low costs of handling and transport of standard ISO
containers in many cases make the intermodal transport on 100 to 250 km distances profitable. These
forecasts should encourage the development of Rail Baltica because it has the interface with the EU Corridor
No 8. Intermodal terminals and transfer points are important interfaces within intermodal transport chains.
The quality of services at terminals and the efficiency of terminal processes affect quality and costs of the
entire transport chain. Quality indicators have been identified in several studies, for example:
• Cut-off, waiting and turnaround times, opening hours;
• Accessibility, hinterland connection;
• Damage frequency, security;
• Terminal and labour productivity;
The actions on Quality of intermodal terminals show very attractive benefit-cost ratios as an outcome.
Figure 2. Basic components of Container terminal, source: DIOMIS project
The capacity of an intermodal (combined) terminal is determined by a couple of factors, which can only partly
be influenced by the local terminal manager. The first factor is the position of the terminal within the rail and
road network, the size and shape of the real estate, the length of the handling tracks and the number and
capabilities of the handling equipment. Recently, a modular shape of terminals has been developed. One
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typical module of that kind should be able to handle about 120-150.000 loading units p.a. (rail-in and rail-
out handlings). While a doubling or even trebling could improve the capacity accordingly.
In most European countries the terminals differentiate between the ownership of the terminal infrastructure
and the operation and management. The common understanding of terminals is based on the following
principles;
• Non-discriminative access to terminals (at least for those that have received public funding);
• Rail-side access for all licensed railway undertakings;
• Road-side access for all operators;
• Transparent capacity allocation and pricing;
Bundling of different cargoes (maritime container, continental cargoes), and market segments
(international and domestics relations). In the transport chain these terminals function as an institution/
entity/administration unit.
Additional rail-road freight terminals open for all users on the Rail Baltica route is mentioned in the private
sector perspective as one of the main factors affecting modal switch to rail for freight traffic. Open user in
this case means a freight terminal able to handle different types of traffic and by different operators and
this is particularly relevant for intermodal rail services. A good geographical network of terminals will
facilitate a comprehensive supply of interconnecting services. It is important for increasing the level of the
supply chain confidence. The lack of provision of high quality rail-road freight terminals in key locations is
the main obstacle to potential growth.
18 | P a g e
Part-financed by the European Union (European Regional Development Fund)
Preliminary allocation of Pilot Logistics on Rail Baltica route
Freight corridor is formed by the principal route including equipment, terminals, sideways, shunting yards,
marshalling yards, bypasses and sections nearby significant destinations. In case of RBGC, the principal
route belongs to EU TEN-T core network, and it is the object of state planning and EU financing.
At the same time, additional components to the principal route – intermodal and container terminals,
access railways, siding yards, train formation activity, warehouses, access roads or streets – are mainly the
objects of regional or local territorial planning. Therefore, the influence of local level authorities is very
significant.
Part of the RBGC principal route is included in the EU regulated Freight railway corridor No 8, and in 2013 it
is planned to carry out a corridor transport study which is to become the main document for management
of the corridor (Kaunas – Rotterdam). The study will mainly deal with improvement of the principal route
and distribution of capacities among transport operators.
According to the EC Regulation for freight railway corridor, Management Board has to form separate
Working Groups to consider the problems of the additional corridor components or intermodal terminals;
During the initial phase, pilot centres should be located along the Rail Baltica route. The current task is to
develop a logistics service based on Rail Baltica, and logistics centres outside the Rail Baltica route can be
included in later stages. Each partner country can make a list of its logistic operators;
The existing (or under development) intermodal terminals (rail/road) which are marked together with their
zone of influence are in the radius of 80 km (R=80 km). There is the location of Riga port container
terminal (No 14).
19 | P a g e
Part-financed by the European Union (European Regional Development Fund)
Figure 3. Preliminary allocation of Pilot Logistics (PL) on RB route, VGTU CCITL
LIST OF EXISTING (OR UNDER DEVELOPMENT) INTERMODAL TERMINALS (RAIL/ROAD)
P
L
C
T
TERMINAL
OPERATOR
LOCATION CONNECTION WITH
THE ROAD
INFRASTRUCTURE
PANEUROPE
AN
CORRIDORS
MAIN
DIRECTIONS
SCOPE OF
SERVICES
1 1 DUUS (DB
international)
Güd
Großbeeren
GVZ Berlin
L40 (Potsdam), L-76
(Berlin), B-101,
Railway sidings
II, North-
South axis
1
12 Terminals in
Germany
Containers,
swap-bodies
semitrailers,
dangerous
goods area, free
access
2 2 CARGOSPED Sp.
z o.o. (100 Cargo
PKP)
Poznan (Gadki)
3 CARGOSPED Sp.
Z o.o
Kobylwieca
Dworcowa 3
All types of
containers, swap
bodies semi-
trailers, refrig.
cargo
20 | P a g e
Part-financed by the European Union (European Regional Development Fund)
4 POLZUG
INTERMODAL
POLSKA Sp. z o.o
Magazynawa 8,
Gadki
A2, S11 Large cont.,
swap bodies,
semi-trailers
5 Centrum
Logistyczno
Investycyjne
Poznan (CHP)
Swarzedz -
Jasin
Robowiecka
str.
Large cont.,
swap bodies,
semi-trailers
3 6 SPEDCONT
Spedycja Polska
Sp. z o.o.
Lodz Olechov All types of ITU
PCC Intermodal Kutno road 92, railroad
CE20/E20
Terminal
Piotrków
Trybunalski -
operator en
Logistics
(planned)
1500E, 1540E No operator
4 7 CARGOSPED Sp.
z o.o.
Warszawa
Prague
DK8 I, II, VI Hamburg,
Gdynia, Gdańsk,
Szczecin,
Niemcy- Horka,
Frankfurt nad O.,
Chechy-
Chałupki,
Zebrzydowice,
Litwa- Trakiszki,
Słowacja-
Zwadroń,
Muszyna
8 SPEDCONT
Spedycja Polska
Sp. z o.o.
Warszawa S8, DK61 I, II, VI Transhipment of
containers, swap
bodies and semi-
trailers
9 POLZUG
INTERMODAL
POLSKA Sp. z o.o
Pruszków I, II, VI Rotterdam,
Bremenhaven,
Hamburg,
Poznań, Gdańsk
Transhipment:
Containers (20 '-
40' / 40 'HC /
45' / TC), swap
bodies, semi-
trailer
1
0
POLZUG
INTERMODAL
POLSKA Sp. z o.o
Brwinów (at the
PKP railway line
Warszawa -
Łódź, (2,5 km
on south-west
of the existing
terminal in
Pruszkow).
PLANNED
INFRASTRUCTU
RE
5 1
0
JSC "Lithuanian
railways"
Šeštokai E-85, R-B I Poland, Latvia All types
6 1
1
JSC "Lithuanian
railways"
Kaunas E-274, E-85, E-77 I, IX, RB Latvia, Poland,
Belarus,
Kaliningrad (RF)
All type of
containers. 2 km
- FEZ 240 ha
7 1
2
JSC "Lithuanian
railways"
Vilnius I Poland, Latvia,
Belarus,
Klaipėda
All type of
containers
transloading
21 | P a g e
Part-financed by the European Union (European Regional Development Fund)
rail/rail,
rail/road
8 1
3
JSC "Lithuanian
railways"
Šiauliai E-272, E-77 IA, I, IX B, IA Latvia, Poland,
Belarus,
Klaipėda,
Kaliningrad
Int. Airport - 2
km. All type of
ITU, Klaipėda
part-160 km.
1
0
1
4
Riga container
terminal
Riga, Latvia E-85, A-2 I Lithuania,
Russia,
Kaliningrad,
Northern Europe
All type of
containers
1
1
1
5
Muuga Container
terminal
Port of Tallinn
Muuga Harbour
Via-Baltica, Tallinn-
Narva, S-Petersburg,
R-Baltica
I Finland,
St.Petersburg,
Poland,
Germany parts,
Latvia
Containers ro-ro
cargo
1
1
1
6
Port of Helsinki Voosaari I Stockholm,
Tallinn,
Travemiunde,
Rostock, Gdynia,
St.Petersburg
Container ro-ro
traffic
22 | P a g e
Part-financed by the European Union (European Regional Development Fund)
Terminal / logistics centre research methodology
Step No 1 : aim of the survey is to provide answers to the following questions:
• • What types of services are available?
• • What is the level of networking?
• • What is the level of cross-border cooperation and integration?
Step No 2. task: to pursue practical freight transport activities and make the analysis in order to design a
stakeholder-partnership model to harmonize services of the logistics centres on the BSR.
• To create Pilot expert team (PET) consisting of the participating Partners, Pilot personnel and external
experts. External experts may represent logistics centres (LC) and intermodal terminals (IT). PET is invited
to suggest LC as the Pilot cases.
• Pilot LC are selected by using the results of WP4 and expertise of the PET.
• The LC are seen to complement each other by their operational profiles; they agree on the division of
work contributing to the development of a new operational concept (taken into account by PET).
• Basic interoperability requirements are being analyzed between RBGC LC and IT, as a tool to build
cooperation. (PET is requested to agree upon basic interoperability requirements)
• On the basis of the analysis on the outcomes of interoperability, a threshold for IT will be defined.
It will indicate the minimum requirements of interoperability for internationally viable RB railway route.
Based on the findings of the Interoperability threshold an analysis on the development needs for critical
infrastructure needs to be executed in the future.
Definition of risks:
• Survey for terminals will be too long;
• Operators of terminals will not present answers;
• Operators will present answers, but will not agree on cooperation;
• PET will not achieve compromise concerning the basic requirements and threshold.
23 | P a g e
Part-financed by the European Union (European Regional Development Fund)
RAIL BALTICA GROWTH CORRIDOR WORKING PACKAGE NO 6 QUESTIONNAIRE FOR
IDENTIFICATION OF POSSIBLE PILOT LOGISTICS
Question Position 1 Position 2 Position 3 Position 4 Position 5 Position 6
Contact details [Company / organization name:]
[Contact person name, surname, position:]
[Address:] [Postcode:] [Phone No.:] [E-mail address:]
Location: [Urban] [Suburban] - - - -
Is company an independent body or a unit of other organization-
[Independent company]
[Daughter company]
[Branch office of company]
- - -
Institutional dependence of company:
[Affiliated with railway company]
[Private] [State] [Municipal] [Public Private Partnership]
-
What was total amount of transhipment in 2011- (thousands ITU)
[Swap bodies] - comment
[Semi-trailers] - comment
[Containers: 20''] - comment
[Containers: 40''] - comment
[Other] - comment
-
What is the terminal’s transhipment capacity per day (ITU)-
[Swap bodies (ITU)] - comment
[Containers (ITU)] - comment
[Semi-trailers (TEU)] - comment
- - -
What were the actual trucking distances (last mile by road) to/from your customers in 2011- (km)
[Longest] - comment
[Shortest] - comment
[Average (per year)] - comment
- - -
Does the company’s operation belong to any type of international logistics channel (ILC)-
[Vertical type] [Horizontal type]
[Conventional type ]
- - -
Expected direction of development-
[Extension of transhipment area]
[Construction of additional storage area]
[Construction of warehouse]
[New services (specify)]
[Other] -
At what stage is company’s development plan-
[None] [Under preparation]
[Approved] [Other] - -
Is the access to terminal open to all shippers-
[Yes] [Relative (specify conditions)]
[Restricted] [Other] - -
Does company work with a range of licensed railway companies-
[Yes] [Only one] - - - -
Please provide information on the distance to the connection to the public rail network
[Distance (km)]
- - - - -
Please provide information on the distance to main public roads
[Distance (km)]
- - - - -
Does the company operate in any type of logistics service delivery system-
[Just in time;] [Kanban;] [System of delivery planning;]
[Quick response method:] [Simple] [Other(please ,specify)]
[Other] -
Who are the main receivers of intermodal transport(TEU)
[Trading companies/wholesalers (%)]
[Single logistics centres (%)]
[Industrial companies (%)]
[Other(please, specify)]
- -
24 | P a g e
Part-financed by the European Union (European Regional Development Fund)
What area (1000 sq.) is available for storage of loaded ITU/TEU loaded with ADR-
[Containers] [Semi-trailers] [Swap bodies] - - -
What area (1000 sq. m) is available for storage of loaded reefer units-
- - - - -
What is the main road type to/from the terminal-
[Highways] [National roads]
[Municipal roads]
[Urban streets] [Private road] -
What was the average annual utilization rate (%) of space in 2011-
[Storage area (1000 sq.m) available]
[Storage area (1000 sq.m) utilized]
[ADR storage area (1000 sq.m) available]
[ADR storage area (1000 sq.m) utilized]
- -
Are you aware of the logistics support Rail Baltica GROWTH CORRIDOR project carried out under the EU Interreg program- www.rbgc.eu
[Yes] [Partly] [No] - - -
In your opinion, what is the influence of the factors listed below on the increase of the rail freight traffic share in the total freight traffic- (evaluate the importance of each factor from 1 to 6 points (1 –not important, 6 - crucial factor) [Ranking 1]
Level of cooperation between intermodal terminals, forwarding companies and railway companies
Interest of forwarding companies
Cooperation among intermodal terminals and forwarders
Intermodal terminals interoperability
Technical interoperability of railway services
Number of capable intermodal terminals
Is the company familiar with the concept of green transport corridor-
[Concept is known]
[Under implementation]
[Requires further investigation]
[Not in our interests]
- -
Would you like to participate actively in the cooperation initiative along the Rail Baltica (Berlin, Poznan, Lodz, Warsaw, Kaunas, Riga, Tallinn, and Helsinki)-
[Yes] [No] [Could be considered]
- - -
What form of cooperation is acceptable for company-
[Memorandum of understanding]
[Agreement on cooperation]
[Permanent thematic working group]
[Association] [Joint venture] [Other]
Has the company the necessary preconditions for ITS integration between Pilot Logistics-
[Legal] - comment
[Technical] - comment
[Financial] - comment
- - -
25 | P a g e
Part-financed by the European Union (European Regional Development Fund)
LIST OF PARTICIPANTS IN SURVEY
Contact details [Company / organization name:] Country Respondents
no.
X1 Estonia 1
X2 Estonia 2
X3 Estonia 3
X4 Estonia 4
X5 Estonia 5
X6 Finland 6
X7 Finland 7
X8 Latvia 8
X9 Latvia 9
X10 Lithuania 10
X11 Lithuania 11
X12 Lithuania 12
X13 Lithuania 13
X14 Poland 14
X15 Poland 15
X16 Germany 16
26 | P a g e
Part-financed by the European Union (European Regional Development Fund)
Results of intermodal terminals survey
• Responses are received from all project partner countries.
• The terminals are located mainly in urban areas.
• The operators of terminals are daughter companies of independent bodies, mainly affiliated with
railway companies.
• The majority of terminals are owned by the governments.
• The distance of freight transportation by roads varies from 2 km to 400 km. The average travel
distance varies from 15 km to 123 km.
• The distance to the access point of the public railway infrastructure network is 2–5 km. The conditions
for such a positive case are the administrative relations between the terminal operator and main
railway company in the country.
• The majority of terminals are working in horizontal type of international logistics channel. Only one, port
of Tallinn, is working in vertical type of the international logistics channel.
• Development of the activities is foreseen in all terminals. Main directions of the development are:
a) extension of transhipment area;
b) construction of additional storage area;
c) introduction of new service for clients;
d) construction of warehouses.
• The development plans are under preparation. 37 % of responders mentioned the approved plans.
• 75 % of terminals are working with the licensed railway companies. 25 % declared that they are
working with 1 railway company.
• Only 30 % of responders are operating in the logistics service delivery system just-in-time. Other
respondents are operating in the logistics service delivery system.
• Main receivers of containerized freight are:
a) wholesalers;
b) single logistics centres;
c) forwarding companies engaged in transit transport.
• All responders have specific areas for storage of loaded containers with ADR goods.
• The main type of access roads is urban streets and municipal roads. 50% of respondents declared
national roads and highways.
• The rate of average annual utilization of terminals space is 60 %.
• In principal all terminals are open for cargo from all shippers.
• 95 % of respondents declared that the aim of RGBC project is well known.
• Only 60 % declared the willingness to participate actively in the cooperation initiative along Rail Baltic
project.
• Interest of forwarding companies, interoperability of intermodal terminals, level of cooperation among
the main actors of transport process are the main factors for increasing the share of freight transport
in Railway sector.
• The forms of cooperation include:
a) memorandum of understanding;
b) agreement of cooperation;
27 | P a g e
Part-financed by the European Union (European Regional Development Fund)
c) permanent thematic working group;
d) Association of partners.
The majority of respondents supported the idea of the memorandum of understanding.
• 50 % of operators of the terminals are involved in the process of implementation of a green transport
concept.
28 | P a g e
Part-financed by the European Union (European Regional Development Fund)
Terminals along Rail Baltica Growth Corridor
Rail Baltica route from Helsinki to Berlin consists of two types of terminals:
• Entrance points (port terminals): ports of Helsinki, Tallinn and Riga
• Rail/road terminals in Lithuania, Poland and Germany.
Tallinn is highly dependent on Finnish freight flows, thus Tallinn port of Muga and Vuosaari harbour in Helsinki
are considered as a double point.
In Latvia, Riga is not a very successful proposal since the distance to Kaunas for rail is too short. Furthermore,
logistics providers and transport authorities in Latvia did not provide their views on cargo transportation to
Central Europe. However, Riga is an attractive point in the East-West axis. As for Jelgava, it has no railway
infrastructure and container terminals.
In Lithuania, Kaunas has good connections with Russia, Vilnius is important because of public logistics
centres and Šeštokai offers the connection to different railway systems.
Shifting cargo from roads to rail in RB area is not quite attractive for logistics operators regarding prices and
delivery times. Nevertheless, RB is interesting for maritime transport, so the service product would be
delivered “from Helsinki to Berlin in 61 hours”.
LITHUANIA
KAUNAS PLC
According to the international practice, Kaunas PLC will consist of:
• The 1st stage intermodal terminal: the intermediary providing public services between the need for
freight transport services and the supply of intermodal transport services by combining transport and
freight handling infrastructure, marine ports and markets.
• Logistics Park covers the area of the development of distribution and storage, and value-added activities.
More technical specifications are provided in the Study for the development of Kaunas PLC (WP6)
“KAUNAS PUBLIC LOGISTICS CENTRE (PLC) AND THE DEVELOPMENT OF INFRASTRUCTURE IN ITS AREA”
ASSESMENT CRITERIA FOR THE PROPOSED PILOT LOGISTICS INTERMODAL
TERMINAL OF KAUNAS PUBLIC LOGISTICS CENTER
1. OFFER OF AREAS
1.1 Size of site (net) 3 ha
1.2 Size layout rectangular
1.3 Underdeveloped and extended areas 3ha
1.4 Traffic development Parking for waiting trailers is foreseen;
access road 1.3 km with two level intersections is
foreseen;
delivers of wagons in half of train;
sidings station is in the territory of main marshalling yard
Palemonas, beside terminal area, public city transport
29 | P a g e
Part-financed by the European Union (European Regional Development Fund)
station is in 1.0 km from the terminal, passenger railway
terminal 0.4 km. from terminal.
1.5 Development Work Electricity, gas, water supply, telecommunications and
other networks are in the marshalling yard in Palemonas.
This railway network is owned by the terminal operator,
i.e. Lithuanian Railways.
2. CENTRALITY OF THE LOCATION
2.1 Proximity to the inner-city 14 km
2.2 Proximity to industry and trade 1-2 km
2.3 Proximity to the port 240km by road, 300 km by rail
2.4 Proximity to the wholesale and retail
trade
1–4 km
2.5 Proximity freight forwarding
transport industry
14 km
3. QUALITY OF THE TRANSPORT OFFERS
3.1 Transport connection (road) 0.4 km from motorway E-85, highway E-262
3.2 Transport connection (rail) Terminal location is in the marshalling yard of railway
TEN_T core network Palemonas (Kaunas) which is in the
East-West and North-South corridors (Hub).
3.3 Integration of freight villages nation-
wide
Kaunas public logistics centre is part of Lithuanian
logistics cluster consisting of Vilnius, Kaunas, Siauliai
and Klaipeda public logistics centres, the owner of which
is the Ministry of Transport, the operator- SC’ ’Lithuanian
Railways”.
3.4 Conflict areas 500m distance nature zone, housing area of 300m.
Spatial planning is done and approved after public
consultations. The existing marshalling yard is in
operation from 1956.
4. ENVIRONMENTAL SITUATION
4.1 Location area Terminal is located in the territory of the existing freight
marshalling railway yard; foreseen extension of the
existing intermodal terminal, investigation of ground is
done, technical documentation for the extension of
infrastructure and construction of additional buildings is
prepared according to national construction legislation
requirements, approved by the client after consideration
by Kaunas city municipality service.
4.2 Surrounding area of the location The surrounding area encompasses business and
production companies, private housing area, transport
infrastructure and engineering corridors.
4.3 Traffic load Access road is to be reconstructed, the existing 4 line
motorway has traffic in pick hours level C, D.
5. PLANNING SAFETY
5.1 Planning procedure Spatial detailed planning is done; technical documents
for works are prepared and approved; public
procurement procedure is launched; financing from EU
30 | P a g e
Part-financed by the European Union (European Regional Development Fund)
structural funds is foreseen in the plans of the Ministry of
Transport; development of Kaunas intermodal terminal is
included into the programme for the development of Rail
Baltica railway corridor, and is in the map of EU TEN_T
core network.
5.2 Property and ownership
circumstances
Intermodal terminal will be founded by public financing
sources and will be the property of the State. Functions
of the operator are delegated by the Ministry of Transport
to the JSC ‘’Lithuanian Railways; Free access of freights
is secured by EU Railways Directives.
Figure 4. Location of Kaunas PLC roads
Figure 5.Plan of Kaunas PLC
31 | P a g e
Part-financed by the European Union (European Regional Development Fund)
Figure 6.Layout of Kaunas IT Railway station Palemonas
ASSESSMENT CRITERIA FOR PROPOSED PILOT LOGISTICSINTERMODAL TERMINAL
OF VILNIUS PUBLIC LOGISTIC CENTER
OFFER OF AREAS
• Size of site (net) 16.8 HA/118 HA
• Size layout rectangular
• Underdeveloped and extended
areas 12HA/200 HA
• Traffic development • Parking for waiting trailers 3,6 ha is foreseen;
• access road 1.3 km with two level intersections is foreseen;
• delivers of wagons FULL train;
• sidings station is in the territory of main marshalling yard
Vaidotai, close to the terminal area, public city transport
station is in 1.0 km from terminal.
• Development Work • Electricity, gas, water supply, telecommunications and other
networks are in working marshalling yard Vaidotai;
• This railway network is owned to the terminal operator, i.e.
Lithuanian Railways.
CENTRALITY OF THE LOCATION
• Proximity to the inner-city 14 km
• Proximity to industry and trade 6-14 km. Industry and freight villages’ zone 118 ha is foreseen
in the territorial plan.
• Proximity to the port 360 km by road, 400 km by rail.
• Proximity to the wholesale and
retail trade 1–4 km
• Proximity freight forwarding
transport industry 1–14 km
QUALITY OF THE TRANSPORT
OFFERS
• Transport connection (road) Southern part of the bypass of Vilnius city is under construction
in the foreseen territory of logistics centre. 4 km to Motorway
Vilnius–Kaunas, direct link to Riga and Minsk.
32 | P a g e
Part-financed by the European Union (European Regional Development Fund)
• Transport connection (rail) Location of the terminal is in the marshalling yard of railway TEN-
T core network Vaidotai (Vilnius) which is in the East-West
corridor 96 km to Rail- Baltica (Kaunas).
• Integration of freight villages
nation-wide Vilnius public logistics centre is part of the Lithuanian logistics
cluster consisting of Vilnius, Kaunas, Siauliai and Klaipeda
public logistics centres the owner of which is the Ministry of
Transport, the operator- SC’ ’Lithuanian Railways”.
• Conflict areas Water supply zone of Vilnius city in 500 m distance. Spatial
planning is done and approved after public consultations. The
existing marshalling yard is in operation from 1986.
ENVIRONMENTAL SITUATION
• Location area Terminal is located in the territory of the existing freight
marshalling railway yard; foreseen extension of the existing
intermodal terminal; investigation of ground is done; technical
documentation for the extension of infrastructure and
construction of the additional buildings is prepared according
national construction legislation requirements and approved by
the client after consideration by Vilnius city municipality service.
• Surrounding area of the
location The surrounding area encompasses business and production
companies, transport infrastructure and engineering corridors,
forests area. Housing area is in a distance of 4 km.
• Traffic load 4 line bypass of Vilnius city is under construction. Finalization is
foreseen in 2014. Financing from EU Cohesion fund is fully
secured.
PLANNING SAFETY
• Planning procedure Spatial detailed planning is done; technical documents for works
are prepared and approved; public procurement procedure is
launched; financing from the EU structural funds is foreseen in
the plans of the Ministry of Transport; development of Vilnius
intermodal terminal is included in the programme of the
development of railway corridor, and is in the map of the EU TEN-
T core network.
• Property and ownership
circumstances Intermodal terminal will be founded by public financing sources,
and will be the property of the State. Functions of the operator
are delegated by the Ministry of Transport to the JSC ‘’Lithuanian
Railway’’;
Free access of freight is secured by the EU Railway Directives.
33 | P a g e
Part-financed by the European Union (European Regional Development Fund)
Figure 7. Layout of Vilnius PLC
ASSESMENT CRITERIA FOR PROPOSED PILOT LOGISTICS INTERMODAL TERMINAL OF
SIAULIAI PUBLIC LOGISTIC CENTER
1. OFFER OF AREAS
1.1 Size of site (net) 17.4 ha
1.2 Size layout rectangular
1.3 Underdeveloped and extended areas Industrial park, 54 ha, 1-st phase;
1.4 Traffic development • Parking for waiting trailers is foreseen;
• 2.3 km access road is foreseen in the project,
• delivers of wagons in length of train;
• siding station is in the territory of Zokniai railway
station, 1.4 km beside the terminal area, public city
transport station is in 1.0 km from the terminal,
passenger railway terminal is 1.4 km from the terminal.
1.5 Development Work Electricity, gas, water supply, telecommunications and other
networks are in the industrial park area (0.4 km), the owner
of these networks is city municipality.
2. CENTRALITY OF THE LOCATION
2.1 Proximity to the inner-city 4 km
2.2 Proximity to industry and trade 0.2-2 km
2.3 Proximity to the port 160 km direct railway line, EU TEN-T core network
(Klaipeda, Riga)
2.4 Proximity to the wholesale and retail
trade
0,2-10 km
34 | P a g e
Part-financed by the European Union (European Regional Development Fund)
2.5 Proximity freight forwarding transport
industry
0.4 km international freight handling airport, industrial
park.
Businesses established in 2-6 km distance.
3. QUALITY OF THE TRANSPORT OFFERS
3.1 Transport connection (road) 2.2 km to the highway E-262 (TEN_T network)
3.2 Transport connection (rail) Terminal is located 1.3 km. from Zokniai railway station on
Rail Baltica route.
3.3 Integration of freight villages nation-
wide
Siauliai public logistics centre is part of the Lithuanian
logistic cluster consisting of Vilnius, Kaunas, Siauliai and
Klaipeda public logistics centres; the owner is Siauliai city
municipality.
3.4 Conflict areas Spatial planning is done and approved after public
consultations. The existing international airport is used for
NATO operations
4. ENVIRONMENTAL SITUATION
4.1 Location area Terminal is located in the territory of the industrial park,
beside the international airport; investigation of ground is
done; technical documentation for the extension of
infrastructure and construction of the additional buildings is
prepared according to national construction legislation
requirements and approved by the client after consideration
by Siauliai city municipality service.
4.2 Surrounding area of the location Surrounding area contents trade and producing enterprises,
transport infrastructure and engineering corridors.
4.3 Traffic load Access road is to be reconstructed, the existing 4 line
highway has traffic in pick hours level C,
5. PLANNING SAFETY
5.1 Planning procedure Spatial detailed planning is done; technical documents for
works are prepared and approved; public procurement
procedure is launched; financing from the EU structural
funds is foreseen in the plans of the Ministry of Transport;
development of Siauliai intermodal terminal is included in
the programme for the development of Rail Baltica railway
corridor.
5.2 Property and ownership
circumstances
Intermodal terminal will be founded from public financing
sources and will be the property of the State. Functions of
the operator are delegated by the Ministry of Transport to
the JSC ‘’Lithuanian Railways; Free access of freight is
secured by the EU Railway Directives.
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Figure 8. Location of Siauliai IT
POLAND
The status of logistics centres in Poland.
An optimistic estimation about the number of the logistics centres meeting the Western European standards
in Poland is 4. In addition, there are 29 container terminals in Poland, of which 4 are located in Poznan (3
existing, 1 in planning phase). Only 1 of the existing ones has good potential for development and could act
actively and cooperate with other European countries, as it has good connections. Only 1 has good road
connections; 1 has poor connection in the middle of the residential area. Each terminal is a private initiative
established by a company. They have no real cooperation with each other. Although companies claim they are
open for cooperation, in practice they are not willing to cooperate. However, there is potential for new
container terminals. The main conclusion is that there should be one joint strategy and vision to map the
future possibilities and market potential. Currently the terminals have poor cooperation also with the
authorities. Each terminal is developing its own infrastructure. If a terminal should be opened, it should be
available to other operators as well.
Poland has only three logistics centre that meet Western European standards: Śląskie Centrum Logistyki S.A.
w Gliwicach, Euroterminal Sławków Sp. z o.o., and Centrum Logistyczno Inwestycyjne Poznań (CLIP Logistics
Sp. z o.o.).
Established by local initiatives, the centres are not supported by the state. Their organisational structure,
development and logistics infrastructure components differ a lot. There are no steps taken towards the
development of the national intermodal logistics network since the general master plan for Poland has not
been prepared yet.
Mostly on papers, there are several projects regarding the construction of new multimodal terminals. For
instance, Logistics Centre Poznań – Franowo is planned at the 105 hectare site in the south - east of Poznan
benefiting the express road Poznań – Katowice and the railway transhipment station Poznań – Franowo,
where PKP Cargo plans to build a container terminal. The centre is to become a Special Economic Zone which
will provide an incentive for potential investors.
Another project – Wielkopolskie Centrum Logistyczne (WCL) – offers the infrastructure prepared for the
logistics company profile and is waiting for further investments. Currently WCL is a warehouse park with no
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connection to rail. However, due to the planned development of infrastructure (e.g. connection to the
intermodal terminal) and growth of freight flows in the region, intermodal investments are being considered.
The number of container terminals in Poland has increased from 20 to 32 during the past 7 years. In Poznań
Agglomeration, there are 4 transport operators (Polzug, CargoSpeed, ATC Rail Spedcont and) and 5 container
terminals. Cargosped terminal in Kobylnica faces certain pressure caused by the noise disturbance of local
inhabitants who live near to the terminal. Spedcont terminal in Poznan can no longer operate in its current
location.
The attractiveness of the RBGC corridor can be increased by the cooperation of individual logistics centres
and container terminals which would result in creation of the service for global freight flows. Poznań
agglomeration area infrastructure is designed to serve intermodal transport.
Basing on the parametric analysis of the intermodal terminals and logistics centre in Poznań, it is
recommended to invite the container terminal POLZUG in Gądki to the WP 6 of the Rail Baltica Growth Corridor
project. The analysis also showed the necessity of closer cooperation of the representatives of regional
authorities, intermodal operators and shippers, as the provisions in trade agreements between the shippers,
forwarders and intermodal operators prevent complete identification of freight flows in the area under
analysis.
Possibilities for international cooperation of the logistics clusters.
Mazovian and Lodz intermodal terminals situation (prepared by Marcin Foltynski, ILIM)
Six container terminals belonging to the four independent intermodal operators operate in the provinces of
Lodz and Mazovia:
• POLZUG: Pruszków,
• PCC Intermodal: Kutno,
• Cargosped: Warszawa, Mława,
• Spedcont: Warsaw, Łódź.
In the coming years Polzug plans to build a new container terminal located in Brwinów. The cost of the
investment is estimated at 130 million zł. Investment plans provide for the construction of an intermodal
terminal in the municipality of Brwinów, next to the railway line Warsaw - Łódź - 2.5 km south-west of the
existing terminal in Pruszkow. It will serve a hub for cargo transported from seaports (Hamburg, Gdańsk,
Gdynia) and will be an integral part of the planned construction of the logistics centre.
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Figure 9. Terminal operators in Warsaw area
Technical specification
SPEDCONT: Łódź, Warszawa (technical specifications are provided in the survey)
POLZUG: Pruszków
TECHNICAL DETAILS
Total area (sq. m): 32976
Number of gantry cranes / max. lifting capacity (tonnes): -
Number of reach stackers / max. lifting capacity (tonnes): 8, max. lifting capacity 45 t
Number of tracks: 2x 600 m
1x 350 m (empty depot)
Total track length (metres): 1550 m
Number of chassis: currently 95
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Types of chassis: 20', 30', 40', 45'Tip chassis on
request
GENERAL INFORMATION
SECURITY
• 24 hours guard service
SERVICES
• Customs clearance
• Electronic registration
• Storage (full containers)
• Storage (empty containers)
• Storage of hazardous goods
• Transportation of hazardous goods possible
• Container cleaning
• Container emergency repairs
• Power supply for reefers, temperature-
controlled goods
• Labelling and unlabelling of hazardous goods
containers
• Guarding of valuable goods
• Sealing of containers
TRANSHIPMENT
• Container (20' - 40' / 40' HC / 45' / TC)
• Swap bodies
• Semi-trailers
PCC Intermodal: Kutno
PCC Intermodal S.A. is a leader among private intermodal transport operators in Poland. The activity of the
company involves above all the organisation of containerised cargo transport directly to the door of the
customer. The firm organises intermodal transport based on regular rail connections both Polish and
international between the transhipment terminals as well as road transport synchronised with these.
Operating parameters – target values (the investment process: expansion will start in 2013):
• working area: 80 000 square meters
• annual reloading capacity: 200 000 TEU
• 4 railway tracks 700 meters each
• 4 reachstackers
• completely equipped containers repair workshop
• 76 current connections
• 2 gantry cranes
Current parameters, after finishing first stage of investment:
• working area: 45 000 square meters
• railway area(9000 square meters): 2 siding tracks, 700 meters each
• entrance/exit gate with 4 traffic lanes
• office and social buildings
• annual reloading capacity - 100 000 TEU
• 4 reachstackers
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Terminal in Kutno is the first centre of logistics and container handling which enables time and costs
efficiency in handling cargo coming to central Poland:
• from the West (Germany, Netherlands, United Kingdom)
• from the East (Ukraine, Belarus, Russia)
• and the sea ports, cargo in the north-south trade corridors (from Scandinavia, Far East).
The modern terminal is located directly on the railway line E-20, connecting Berlin with Warsaw and Moscow
and further near the main railway line North-South (No. 131), on the Baltic-Adriatic Landbridge, and also close
to national roads and motorways:
• DK 92 (Border of Poland-Poznan-Warsaw-Terespol-Boarder of Poland) - ca. 1 km
• „Piątek” intersection of A2 Motorway (Nowy Tomyśl-Poznań-Stryków) - ca. 40 km
• „Kotliska” intersection on the newly built A1 Motorway - ca. 3 km
• DK 1 (Cieszyn-Łódź-Gdańsk) - ca. 22 km
• DK 60 (Łęczyca-Płock-Ostrów Maz.) - ca. 4km
The average radius of cargo delivery directly to the customer’s door is 70 km.
Cargosped: Warszawa
AREA Terminal area (sq m) 24 000
Capacity (TEU) 1200 TEU
Expansion possibilities Yes – to over 50 000 sq m
RAILTRACK
SYSTEM
Number of tracks 1
Length of the loading
track (mb)
320 mb
EQUIPMENT TRANSHIPMENT
(type, lifting capacity)
KALMAR (42 tonnes)
KALMAR (42 tonnes)
KALMAR (42 tonnes)
Forklift
OTHER
INFORMATION
Working time 1-5 / 24H /, 6 - 8.00-14.00
customs clearance depot
(approved by Customs)
Yes
Sockets for isothermal
containers (quantity)
Yes (10)
Security guard Yes
MAJOR
ADVANTAGES
Linked to the road
infrastructure
(description)
Adjacent to
the national road No 8
Other
Cargosped: Mława
AREA Terminal area (sq m) 25 000
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Capacity (TEU) 2000 TEU
Expansion possibilities Yes
RAILTRACK
SYSTEM
Number of tracks 2
Length of the loading
track (mb)
2 x 300 mb
EQUIPMENT TRANSHIPMENT
(type, lifting capacity)
FANTUZZI (45 tonnes)
FANTUZZI (45 tonnes)
FANTUZZI (45 tonnes)
OTHER
INFORMATION
Working time 1-6 from 7 a.m. to 7 p.m.
customs clearance depot
(approved by Customs)
Yes
Sockets for
isothermal containers
No
Security guard Yes
MAJORADVANTAGES Linked to the road
infrastructure (description)
National Road No 7
Other Railway E65
Increasing the attractiveness of the RBGC corridor requires integrated actions of container terminals to
create a new product – the service offered to the global flow of goods.
Łódź and Mazowia agglomeration areas have a well-developed point infrastructure designed to serve
intermodal transport. Worth mentioning is a new container terminal in Kutno (near Łódź) opened in
September 2011, belonging to PCC Intermodal acting mainly as a hub for container traffic primarily from
sea ports (Polish, German). The next investment process (expansion) will start in 2013.
Polzug in the coming years plans to build a new container terminal located in Brwinów. Interview with a
representative of the company POLZUG (Mrs. Urszula Woźniak – marketing department) showed
thatcurrently there are no concrete plans to build a new terminal in Brwinów.
There is no cooperation between the different operators in developing the intermodal network. Each of
them develops its own network.
Due to the diversity of terminal ownership, the following terminals will be considered in further analysis:
• POLZUG: Pruszków,
• PCC Intermodal: Kutno,
• Cargosped: Warszawa,
• Spedcont: Łódź.
GERMANY
Special attention was given to the Großbeeren’s Freight Village (GVZ), where logistics companies and logistics-
oriented service companies with different orientation (transport and forwarding agencies, warehousing,
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logistics services, and telecommunications) have been settled. The economic strengths of the location are
pointed out by the logistics and rail transport technology clusters. Freight Village can be reached by road and
rail and has a combined multimodal terminal.
Freight Village: Berlin South Großbeeren
Figure 10. Großbeeren’s Freight Village Spatial Location & Infrastructure Connection
Area (not including transhipment terminal)
• Gross area 260 ha
• Net area 150 ha
Main Features of Berlin Grossbeeren:
• Distance to City of Berlin border: 5 km
• Distance to the new Berlin-Brandenburg Airport: 10 km
• Intermodal terminal capacity: 55.000 TEUS/ a,
• Terminal rail length: 750 m + 350 m + 350 m
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Figure 11. Freight Village: Berlin South Großbeeren traffic links, source: GVZ
Figure 12: Available tracks at GVZ, source: GVZ
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Transhipment terminal:
• Transhipment terminal operated by Deutsche Umschlaggesellschaft Schiene – Straße (DUSS) mbH.
• The first module consists of two transhipment tracks with a length of 700 m and two of 350 m that can
be lengthened up to 700 m.
• Transhipment is processed with two gantry cranes. DB Intermodal Service is operating a Container –
Service – Centre.
• Freight train connections are provided to the seaports of Hamburg, Bremen and Bremenhaven
(Albatros) as well as to Poland and CIS (Ostwind).
Rail operation:
• Railway infrastructure access is available for all licensed railway operators
• Individual customer logistics offers
• 24-hours operation possible
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International marketing concept for Rail Baltica
To create a functional logistics centre network to serve the global freight flows between Asia to Europe. As a
result, the competitiveness of Rail Baltica region is improved in the international freight markets and the
economical potential of the region is to be increased. As interoperable chain of logistics centres for joint
branding and promotion in the European and Asian markets, Rail baltica can use by logistics centres along
Rail Baltica to promote their services, and by other stakeholders that are operating intermodal trains in
cross points (logistics centres/terminals in Rail Baltica corridor).
Figure 14.Logistics Centres on the Europe-Asia Corridor
Figure 14. Container trains map (rail network) 2013, source: http://www.baltictransportmaps.com
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MARKETING CONCEPT VIA CONTAINER (RAIL) NETWORK CROSSING RAIL BALTICA
CORRIDOR
1. Russian (St.peterburg) container train lines
2. Estonian container train lines and operators
EVR Cargo operated lines :
• Moscow Express (Tallinn – Moscow– Tallinn)
• ZUBR (Tallinn – Kiev – Odessa – Tallinn)
• Baltic Transit I (Tallinn – Tashkent – Tallinn)
• Baltic Transit II (Tallinn – Alma-Ata – Tallinn)
• Tallinn – Tolyatti – Tallinn
• Tallinn – Perm – Tallinn
• Tallinn – Yekaterinburg – Tallinn
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3. Latvian container train lines and operators
4. Lithuanian container train
Viking: 58,741 TEU carried in 2012 (+0.4% yoy)
Lithuanian Railways’ container train service goes from Klaipeda via Minsk, Kiev, to Odessa and IIyichevsk.
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Figure 15 .Possibilities of extending the route of the shuttle train “Viking”
Saule: 919 TEU carried in H1 2013. Last year the container train service operated by Lithuanian Railways
carried 354 TEU. The Saule box train runs on the route Klaipeda-Gudogay (Belarus)-Ozinki (Russia)-Almaty
(Kazakhstan) – Chongqing (China). The train covers the distance in eight days. Average speed amounts to
725 km per day. The first trial train arrived from China (Chongqing) to Lithuania with 41 containers (computer
equipment) in 13 days. In 6 days it reached the Belgian Antwerp, having overcome the distance of 11065
km. in 18 days.
Merkurijus: 919 TEU carried in H1 2013. Last year the container train service operated by Lithuanian Railways
carried 361 TEU. The Merkurijus container train service links Klaipeda and Moscow twice a month, however,
the company plans to run the train once a week.
Figure 16. Šeštokai Express
Hupac Intermodal is the operator of Šeštokai Express in the Western and Eastern Europe, and Intermodal
Express operates the service from Šeštokai eastwards.
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5. Poland container train lines
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6. Germany container train lines and operators
Current GVZ transport relations
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Description of common service model (CSM) created in WP6
process
The proposal for the CSM is prepared according to the private sector expectations for using Rail Baltica
expressed in the following studies or documents:
Private sector expectations (WP4 of RBGC)
Rail Baltica Final Report (AECOM<2011)
Rail Baltica Final Report (COWI 2009)
Survey (CCITL WP6 RBGC)
Study for the development of Kaunas PLC (WP6) “KAUNAS PUBLIC LOGISTICS CENTRE
(PLC) AND THE DEVELOPMENT OF INFRASTRUCTURE IN ITS AREA”
Working documents of Expert Group (WP6)
The main potential destinations for freight via Rail Baltica are the seaports of the Southern part of
Finland, the port of Sankt Petersburg, the ports of Tallinn and Kaunas, and the logistics hubs of Poland
(Warsaw, Lodz, Poznan), Czech Republic, Slovakia, Hungary and Germany. The number of studies
revealed that the main fast growing markets in rail freight were related to the movement of deep sea
containers usually delivering imports to the Far East, and the European intermodal transportation of
boxes and swap bodies. The above sector is interested in combining the goods of several companies
on to trains by several logistics integrators.
The potential North-South rail flows were examined in the studies related to the preparation of Rail
Baltica priority project of TEN–T network development programme for 2007–2013. The main flows
totalling to more than 300.000 TN. annually can be containerized. They include:
• Finland – Germany - paper (2, 5 mln. TN.)
• Finland – Germany - wood products (1,2 mln. TN.)
• Finland – Poland-paper (0.4 Mln.tn )
• Latvia – Germany - wood products (0,34 mln.tn.)
The trade associations have provided their opinion on the type of goods which can be potentially delivered
via the Rail Baltic line. These were:
• Timber and paper products
• Goods currently carried by trucks e.g. food
• Trailers
• Containers
• Oil and petrochemicals
• Fertilizers
• Hazardous goods
The private sector expectations for Rail Baltica are:
• competitive price of transport services;
• similar or better timing with competitive modes;
• frequency of services 2-3 times per week;
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• tracking service for visibility of product location at any time;
• reliability of transport;
• extended working hours for accessibility;
• good transit time;
• availability of terminals, containers and wagons;
• flexibility of service;
The feasibility study for Rail Baltica separate line identified the key factors for shifting the freight
transport to railway. The underlined key factor is directly related to the intermodal terminals:
• train frequency and sufficient critical mass to run a train;
• reliability and flexibility;
• journey distance;
• avoiding unnecessary delays;
• operational resilience to satisfy customer requirements;
• environmental factors;
• competition in the rail sector (freight);
• additional rail freight terminals;
• rail productivity and length of train;
• competition with the road freight sector;
• costs of road haulage;
• border crossings and delays;
• comparative journey times by road;
• road improvements which may have impact on Rail Baltica;
• legal compliance by road haulers;
• vehicle size;
Results of the survey of intermodal terminals along the Rail Baltica route provided certain assumptions
for understanding the needs for creating a Common Service Model.
The clarification of CSM will serve as the basis for future works on strengthening the cooperation
between stakeholders. The results of the survey have clearly shown that the interest of freight forwarding
companies or intermodal operators is the main factor for increasing the railway share in freight
transportation along the corridor.
The common idea of introducing a joint service model is presented in the map below (Figure 13).
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Figure 13. Preliminary proposal for new logistics service product
It is a preliminary proposal for a new logistics service product in RBGC. The blue line is a principal route of
Rail Baltic starting in Helsinki (including short sea shipping component) to Berlin via Kaunas as the main
starting point of European gauge width railway. The red line is the principal route of the short sea shipping.
The main trade flows between Finland and Germany are using this mode. The Ro-Ro vessels are transporting
road transport means (semi-trailers) to the ports in the northern part of Germany. From ports the trucks with
semi-trailers deliver the goods by roads to Berlin.
This map shows the calculation of time and costs for a journey from Helsinki, Finland to Berlin, Germany by
two alternative routes: overland using rail (blue route) or by sea, leading to road transport (red route). This is
a theoretical calculation presenting the possibility of land transport to become a competitive alternative for
the existing main method of transport between the rest of Europe and the Eastern part of the Baltic Sea
Region.
Technical and operational improvements of all land transport components are needed in order to achieve
competitive time of goods delivery from “door to door’’ with a competitive price. Specific economic
calculations are needed with respect to other potential transportation projects.
A combination of different modes in different sections of corridor is also possible. Each intermodal
transport operator can select a more appropriate method by using different modes of transport. For
example:
• Tallinn- Kaunas- Warsaw (rail);
• Tallinn- Kaunas (road), Kaunas –Berlin (rail);
• Tallinn-Kaunas-Warsaw-Berlin (rail).
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There are many possible transport combinations. The intermodal terminals are a common requirement
for these combinations. The terminal is a key component in the intermodal chain since it has to ensure
an efficient and safe interchange between road and rail. In case of Rail Baltica, to connect two different
railway networks (Kaunas). Other very important aspect for terminal operations is to ensure efficient
delivery of intermodal units to the client. In this CSM description it means that terminal is an independent
entity in this transport chain, and the focus is given to the improvement of the operational functions and
services and thereby the capacity of terminal. The basic functions B and additional services A of
intermodal terminals are:
• transhipment of loading units between the different transport modes (road, rail); B;
• terminal handling (check-in/out, security check); B;
• intermediate buffer for loading units/vehicles; B;
• agency functions for railways and operators; A;
• storage of loading units (depot) B;
• temperature controlled-dangerous goods; B;
• trucking service; B;
• container repair; A;
• customs services; A;
Improvement of the management and basic transhipment capacity of the existing terminals can be
pursued by applying “hard’’ and “soft’’ measures. The focus of WP6 is given to “soft ’’ measures, which
can lead to the significant improvement of the “from door to door’’service.
CSM of logistics centres first of all is foreseen for solving the planning problems in intermodal freight
transport related to four types of decision makers and based on the four main activities in intermodal
transport.
Firstly, the drayage operator plans and schedules trucks between terminal and shippers;
Secondly, the terminal operator manages transhipment operations from rail to rail or from road to
rail/from rail to road;
Thirdly, the network operator is responsible for infrastructure planning and organization of transport;
The intermodal transport operator is a user of the intermodal infrastructure and services. It is the main
actor in increasing railway shares in the corridor;
The need to understand the CSM has many reasons. Drayage operations constitute a relatively large
share of total costs of the intermodal transport. The design of the intermodal service network and
determination of an optimal consolidation strategy can contribute to the improvements of intermodal
operations. Cooperation between the concerned actors in the transport chain is very important taking
into account the need of multiple decisions.
The increased level of cooperation requires improvement of the performance of intermodal freight
transport; moreover, better integration could be ensured by planning the problems at different decision
levels.
The main performance characteristics of the logistics centres are foreseen in the joint service model:
• Road access for trucks for loading allowance of 11 tons/axle;
• Gate services with “Check in/check out area” provided with sufficient parking areas;
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• Enough rail track capacity for smooth handling and transhipment matching the traffic volume. Exact
criteria to be set;
• Rail mounted gantry cranes with sufficient capacity (RMG). Technical criteria to be set.
• Two or three interim storage or buffer lanes; reserve area;
• EU standard safety regulations set and followed in the terminal area ;
• Double sided rail access with direct entry and departure of the train by the main line traction unit
enabling smooth and fast operations of the trains;
• Multipurpose activity enabled in the terminal (SWAP bodies, semitrailers, containers, refrigerated
goods, ADR goods);
• Quality management system (ISO 9001) introduced;
• Environmental management system (ISO 14001) introduced;
• Security management system (ISO28000 scheme) introduced;
• The ICT infrastructure serving the whole chain; transparency, technical compatibility, real-time
information services;
• National and regional administrative and operational barriers have to be removed;
• Neutrality and openness of terminals for all operators and clients;
In order to introduce a common service model, expert group recommended the following forms:
memorandum of understanding;
agreement of cooperation;
permanent thematic working group;
association of partners;
Due to the large ownership diversity of terminals, the most attractive form of cooperation is
Memorandum of Understanding.
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Report summary
Tasks of Working Package No.6:
T1: Pilot planning;
T2: Analysis of interoperability requirements;
T3: Interoperability threshold;
T4: Promotion concept.
Railway development project RAIL BALTICA became a priority project for the development of Trans-European
Transport Network infrastructure of the European Union in 2004. The Decision No884/2004/EC of the
European Parliament and the Council of 29 April 2004 partially amending the Decision No1692/96/EC on
Community Guidelines for the Development of the Trans-European Transport Network” indicated (in the Annex
No. 3 to this document) the following schedule for the development of Rail Baltica:
• Warsaw ¬ Kaunas – 2010;
• Kaunas – Riga – 2014;
• Riga – Tallinn – 2016.
The aim of the schedule was to eliminate the infrastructure bottleneck on the section Warsaw ¬Bialystok –
Kaunas (about 400 km) by reconstructing the European gauge railway line in the territory of Poland and
constructing a new European gauge railway line to Kaunas (intermodal terminal). It was planned to connect
the two different gauge tracks in passenger and freight terminals in Kaunas.
However, implementation of the project lags behind the planned schedule. Until the end of 2015, new tracks
of 1435 mm gauge to Kaunas passenger station and to the intermodal freight terminal in the territory of
Palemonas railway freight station will be constructed in the territory of Lithuania. Negotiations concerning
implementation of the remaining part of Rail Baltica project are coming to an end. This part will be called Rail
Baltic. An absolutely new railway line will be constructed from Kaunas via Riga, Pärnu to Tallinn city and the
seaport. In the Southern part of the corridor it will be connected (by 2015) to the already constructed track
of 1435 mm gauge. However, not only the essential improvement of the main infrastructure will make
influence on the shift of the part of freight transportation demand from the sea transportation means to the
railway or on the attraction of new flows to the railway. Private transport business sector also sets the factors
determining the attractiveness of railway direction. One of them is comfortable dislocation of intermodal
terminals. Moreover, transposition of goods from one transport mode to another has to be cheap, fast, safe
and flexible. Additional services necessary for the transportation process must also be provided at the
terminals.
The revised EU Policy guidelines for the trans-European transport network (the TEN-T guidelines) propose a
new planning of the TEN-T development at two levels: the first level is constituted by a larger, basic network
called ”comprehensive network’’. The second level is constituted of the strategically most important parts of
the TEN-T called the “core network’’. The revised TEN-T guidelines also propose a reinforced approach toward
coordination of the development of TEN-T network. A number of corridors, drawing on the core network, have
been identified. Development and implementation of the infrastructure along the corridors will be ensured
by corridor structures that will bring together all main stakeholders.
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A new policy approach will place greater emphasis on ensuring effective interconnectivity across the borders
and effective interoperability by wide deployment and interoperability of intelligent traffic management
systems, enhanced safety and environmental friendliness of transport infrastructure.
One of the nine core network corridors is called North sea–Baltic sea corridor. Its structure will be created by
the 10th of November 2015. This corridor includes the section Berlin-Warsaw-Kaunas-Riga- Tallinn.
The European importance rail/road intermodal access points on the corridor are foreseen in Poznan, Warsaw,
Lodz, Kaunas, Riga, and Tallinn. Taking account of the list of partners in the RBGC project involved in the WP6
activities, a preliminary list of intermodal terminals with the influence zone of R80 km was prepared. 16
terminals representing 14 logistics areas are included in the map and the list of the existing or developed
terminals. Dislocation of the terminals on the map shows that in principle such a density of access points
gives an opportunity to justify a new logistics product. It should be also taken into account that there is a
potential to change the direction of transport flows towards the Baltic Adrian Corridor. A more detailed analysis
of the terminals revealed significant differences between them in terms of their purpose and institutional
subordination.
According to the definitions of the logistics centres and intermodal terminals, it can be assumed that there
are no strong rail/road terminals along the corridor route. Another important issue is container terminals in
Poland, because they are operating in the horizontal type of networks of 4 intermodal transport operators,
mainly acting for container traffic primarily from German or Polish sea ports. Second important issue is the
type of container terminals in the Baltic Sea ports in Riga, Tallinn and Helsinki. They are operating as hubs
for international transit, mainly in the West-East direction. Third specific issue is related to Lithuania where it
is foreseen to implement 3 projects of Public logistics centres: two in Kaunas city surrounding area and in
Vilnius city surrounding area are under implementation and are to be released by the end of 2015. The
concept of Public Logistics Centres of Lithuania is similar to that of German freight transport centres.
The benchmarking of technical and performance parameters between the freight terminal Berlin South
(freight village) and terminals along the Rail Baltica route was partly made during the WP6 process. Eight
meetings of Project partners in WP6 were held. Meetings were supported by the site visits to several terminals
in Poznan, Lodz, Kaunas, Riga, Tallinn, Sankt Petersburg and Ludwigsfelde.
A more detailed survey of the logistics facilities was provided. It was expected to receive the answers to the
following questions:
• what kind of services are provided?
• what is the level of networking?
• What is the level of cross-border cooperation and integration?
An Internet- based questionnaire was filled in by 16 respondents, the representatives of each partner
country. The questionnaire had 25 items related to the information about the location, the type of services
provided, utilisation capacity and the opinion for future cooperation. The following conclusions were made:
• terminals are located mainly in urban area;
• the operators of terminals are not independent bodies;
• trucking distances (last mile by road) to/from your customers in 2011 varies from 2 to123 km;
• the average distance to the main railway infrastructure is 2-5 km;
• the majority of terminals are operating in the horizontal type of network. The network belongs to the
same intermodal transport operator;
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• development actions are foreseen by all operators;
• development plans are in preparation phase;
• the majority of terminals are partly operating in the logistics service delivery type “just-in-time‘‘;
• main clients of containerised freight are forwarders acting for transit;
• main type of access roads is urban streets;
• the average annual level of the utilisation of terminals’ estimated capacity exceeds 60 %
• the main factors influencing the use of intermodal transport are: interest of forwarders, interoperability
of intermodal terminals, level of cooperation among the actors in the transport process;
• possible forms of cooperation are enlisted in the following order: Memorandum of Understanding,
agreement for cooperation, permanent working group, association of partners;
The Expert Group has proposed Pilot logistics as follows:
• BERLIN SOUTH GROSSBEEREN (intermodal terminal DUSS);
• POZNAN (terminals Cargosped, POLLZUG)
• LODZ (container terminal OLECHOWO SPEDCONT)
• WARSAW (container terminals Cargosped, Spedcont, intermodal terminal Pollzug)
• KAUNAS (intermodal terminal JSC ,,Lietuvos Gelezinkeliai‘‘ Palemonas)
• RIGA (container terminal Riga port, freight terminal JSC Shenker)
• TALLINN (Muga Port container Terminal)
• HELSINKI (Vuoosaari Port)
• KOUVOLA (Logistics area, freight railway station)
Results of the survey of intermodal terminals along the Rail Baltica route provided certain assumptions for
understanding the needs for creating a Common Service Model.
The clarification of CSM will serve as the basis for future works on strengthening the cooperation between
stakeholders. The results of the survey have clearly shown that the interest of freight forwarding companies
or intermodal operators is the main factor for increasing the railway share in freight transportation along the
corridor.
To create a functional logistics centre network to serve the global freight flows between Asia to Europe. As a
result, the competitiveness of Rail Baltica region is improved in the international freight markets and the
economical potential of the region is to be increased. As interoperable chain of logistics centres for joint
branding and promotion in the European and Asian markets, Rail baltica can use by logistics centres along
Rail Baltica to promote their services, and by other stakeholders that are operating intermodal trains in
cross points (logistics centres/terminals in Rail Baltica corridor).
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Annex I – Survey results
Estonia; 5
Finland; 2
Latvia; 5
Lithuania; 4
Poland; 2
Germany ; 1
Responses per country
Urban62%
Suburban25%
Urban/Suburban13%
Location
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Independent company
56%Daughter company
25%
Branch office of company
19%
Is company an independent body or a unit of other organization
Affiliated with railway company
5%
Private26%
State58%
Municipal11%
Public Private Partnership
0%
Institutional dependence of company
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What was total amount of transhipment in 2011- (thousands ITU)
Respon
dents
no.
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Swap
bodies
104 Constru
ction
phase
0,056 0 0
Semi-
trailers
1 477
172 ro-
ro units
175 1500 35 Constru
ction
phase
0 0 0
Contain
ers: 20''
197
717
225
000
500 50 6 Constru
ction
phase
838 838 3,0 0,333 20500
Contain
ers: 40''
51 2500 30 8 Constru
ction
phase
1357 1357 5,0 0.126 20500
Other] Total
32000
TEU
Wareho
use
capacity
-
150,00
0 m2
sqm
Total 39
3 TEU
Wagon -
1500
Constru
ction
phase
What is the terminal’s transhipment capacity per day (ITU)
Respon
dents
no.
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Swap
bodies 600 100 100 120 63 50 60 60
Contain
ers
350
TEU Approx. 1095
Approx.
1232
Planned
capacity
appr. 1000 70 3000 250 200 100 81 110 150 100 300
Semi-
trailers
Approx. 5479 ro-ro
units 1000 250 100 120 60 60
What were the actual trucking distances (last mile by road) to/from your customers in 2011- (km)
Respondents no. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Longest 20 N/A 2000 1300 7000 5000 123 0 0 405 383 100
Shortest 2 N/A 10 10 5 50 3 3 0 0 2 21 0.5
Average (per year) N/A N/A 15 200 1000 2 15 0 0 28 123
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Part-financed by the European Union(European Regional Development Fund)
Does the company’s operation belong to any type of international logistics channel (ILC)
Respondents no. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Vertical type No Yes No No No No No No No No No No No No No No
Comment Applies to our clients
Horizontal type No Yes No No Yes No No No Yes Yes No No No Yes Yes Yes
Comment Applies to our clients
Conventional type Yes Yes Yes Yes No Yes Yes Yes No No Yes Yes Yes No No Yes
Comment Applies to our clients
Port of Helsinki is a land lord at Vuosaari Harbour and the operations are
made by several companies.
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Part-financed by the European Union(European Regional Development Fund)
34%
22%
16%
19%
9%
Expected direction of development
Extension of transshipment area Construction of additional storage area
Construction of warehouse New services (specify)
Other
None6%
Under preparation44%
Approved37%
Other13%
At what stage is company’s development plan
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Yes88%
Relative (specify conditions)
6%
Restricted6%
Is the access to terminal open to all shippers- [Other]
0%
Is the access to terminal open to all shippers
Yes75%
Only one25%
Does company work with a range of licensed railway companies
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Part-financed by the European Union(European Regional Development Fund)
Please provide information on the distance to the connection to the public rail / road network
Respondents
no. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Public rail (km)
0 Rail in the port
area
0 Direct access
Rail in the port area and the state owned 19 km long
railroad to the main railroad
network of Finland starts from the
harbour.
0,5 1 2 0,1 Terminal is next to railway
Terminal is next to railway
Terminal is next to
railway
2 5 Terminal provides public rail network, directly
connected to freight
marshalling yard
Public roads, km
0.2 km
5 km to E20
highway
1 Direct access
10 0 km to road 103; 5 km to road E18
0,5 roads 6, 15, 12
1 0 0,3 to Nr. I and No II
5 5 B101 - 1km, Autobahn BAB 10 - 5
km
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Just in time;30%
Kanban;0%
System of delivery planning;
15%
Quick response method:
0%
Simple40%
Other(please ,specify)
0%
Other15%
Does the company operate in any type of logistics service delivery system
Trading companies/wholes
alers ; 37,60%
Single logistics centers; 13,95%
Industrial companies;
17,75%
Other(transit, forwarders);
30,69%
Who are the main receivers of intermodal transport(TEU) , %
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Part-financed by the European Union(European Regional Development Fund)
What area (1000 sq.) is available for storage of loaded ITU/TEU loaded with ADR
Respondents no. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Containers 0 500 150000 0 50 No specific areas 50 HA 1000 60 10000 100 50 Yes
Semi-trailers 0 200 1000 0 0 As above 50 HA 50 60 1000 30 30
Swap bodies 0 N/A 1000 0 0 As above 50 sq.m 50 60 1000 60 60
What was the average annual utilization rate (%) of space in 2011
Respondents no. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
[Storage area (1000 sq.m) available]
30% N/A 60% 150,000 sqm
100 750 80 50 10 4.45 42,8 17,5
[Storage area (1000 sq.m) utilized]
70% N/A 60% 90,000 sqm
50 400 80 50 10 3.8 30 10,0 75
[ADR storage area (1000 sq.m) available]
50% N/A 60% 0 100 We haven't any specific areas for ADR units
20 50 10 0,4 0,2
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Part-financed by the European Union(European Regional Development Fund)
Highways25%
National roads25%Municipal roads
17%
Urban streets33%
Private road0%
What is the main road type to/from the terminal
Yes65%
Partly29%
No6%
Are you aware of the logistics support Rail Baltica GROWTH CORRIDOR project carried out under the EU Interreg program
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Part-financed by the European Union(European Regional Development Fund)
In your opinion, what is the influence of the factors listed below on the increase of the rail freight traffic
share in the total freight traffic- (evaluate the importance of each factor from 1 to 6 points
0
0,5
1
1,5
2
2,5
3
3,5
4
4,5
Level of cooperationbetween intermodalterminals, forwarding
companies and railwaycompanies
Interest of forwardingcompanies
Intermodal terminalsinteroperability
Number of capableintermodal terminals
Cooperation amongintermodal terminals
and forwarders
Technicalinteroperability ofrailway services
5 | P a g e
Part-financed by the European Union(European Regional Development Fund)
Concept is known50%
Under implementation
28%
Requires further investigation
17%
Not in our interests5%
Is the company familiar with the concept of green transport corridor
Yes63%
No6%
Could be considered
31%
Would you like to participate actively in the cooperation initiative along the Rail Baltica (Berlin, Poznan, Lodz, Warsaw,
Kaunas, Riga, Tallinn, and Helsinki)
6 | P a g e
Part-financed by the European Union(European Regional Development Fund)
Memorandum of understanding
32%
Agreement on cooperation
26%
Permanent thematic working
group26%
Association16%
Joint venture0%
Other0%
What form of cooperation is acceptable for company
Legal46%
Technical29%
Financial25%
Has the company the necessary preconditions for ITS integration between Pilot Logistics
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