Annex 1.3.6 to the Final Reportsutranet.plan.aau.dk › pub › wp1 publications › 1.3.6_Oslo Fiord Ports.… · • Freight throughput with special emphasis on unitised goods primarily

A project within the Interreg IIIB North Sea Programme

Intermodal Transport and the Use of Load Carrying Units in Selected Norwegian Ports:

- Port of Oslo - Port of Larvik

- Port of Grenland

Annex 1.3.6 to the Final Report

April 2007

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PREFACE This document compiles a set of working papers which describe the following ports located in the Oslo Fiord area, with a view to intermodal freight transport and the use of load carrying units:

- Port of Oslo; - Port of Larvik; - Port of Grenland.

The papers have been written by Olav Eidhammer at Institute of Transport Economics as part of the user group activities carried out within the SUTRANET project (Work Package 1: Transport Research and Development Network). SUTRANET (‘Sustainable Transport Research & Development Network in the North Sea Region’) is a project within the framework of the European Commission’s (EC’s) Interreg IIIB North Sea Programme. April/June 2007 Jorgen Kristiansen, Aalborg University, Denmark

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TABLES OF CONTENTS: Intermodal Transport and the Use of Load Carrying Units: A. Port of Oslo 1 Introduction ................................................................................................................................3

2 The Port of Oslo .........................................................................................................................3 2.1 General .......................................................................................................... 3 2.2 Competition and collaboration ............................................................................. 4 2.3 Port traffic and goods volumes............................................................................. 5 2.4 Facilities and port equipment ............................................................................... 7 2.5 Shipping and ferry lines ...................................................................................... 8 3 Goods throughput on large load carrying units......................................................................9 3.1 Load carrying units ............................................................................................ 9 3.2 Ro-Ro transport .............................................................................................. 10 3.3 Container traffic .............................................................................................. 12 4 Export and import ....................................................................................................................13

5 Ownership, infrastructure and capacity.................................................................................15

6 Strategies, scenarios and development.................................................................................15

7 References................................................................................................................................18

Annex 1...........................................................................................................................................19 B. Port of Larvik 1 Introduction ................................................................................................................................3

2 Port of Larvik ..............................................................................................................................3 2.1 General .......................................................................................................... 3 2.2 Port traffic and goods volumes............................................................................. 4 2.3 Facilities and port equipment ............................................................................... 6 2.4 Shipping and ferry lines ...................................................................................... 7 3 Goods throughput and use of load carrying units ..................................................................8 3.1 Goods throughput ............................................................................................. 8 3.2 Container throughput ......................................................................................... 9 4 Eksport and import ..................................................................................................................10


6 Strategies and development ...................................................................................................13

7 References................................................................................................................................15

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C. Port of Grenland 1 Introduction………………………………………………................................................................. 2

2 The Port of Grenland..................................................................................................................2 2.1 General .......................................................................................................... 2 2.2 Port traffic and goods volumes............................................................................. 2 2.3 Facilities, port equipment and capasity .................................................................. 4 2.4 Shipping and ferry lines ...................................................................................... 5 3 Goods throughput on large load carrying units......................................................................6 3.1 Load carrying units ............................................................................................ 6 3.2 Container traffic ................................................................................................ 7 4 Export and import ......................................................................................................................8

5 Ownership and infrastructure .................................................................................................10

6 Strategies and development ...................................................................................................11 6.1 Strategies...................................................................................................... 11 6.2 Development ................................................................................................. 11 References .....................................................................................................................................12

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Working paper of March 30th 2007 ØL/1963/2007 O-3041 SUTRANET Olav Eidhammer

Intermodal transport and use of load carrying units Port of Oslo

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Contents 1 Introduction ................................................................................................................................3

2 The Port of Oslo .........................................................................................................................3 2.1 General .......................................................................................................... 3 2.2 Competition and collaboration .......................................................................... 4 2.3 Port traffic and goods volumes ......................................................................... 5 2.4 Facilities and port equipment ............................................................................7 2.5 Shipping and ferry lines ................................................................................... 8 3 Goods throughput on large load carrying units......................................................................9 3.1 Load carrying units ......................................................................................... 9 3.2 Ro-Ro transport ............................................................................................ 10 3.3 Container traffic ............................................................................................ 12 4 Export and import ....................................................................................................................13


6 Strategies, scenarios and development.................................................................................15

7 References................................................................................................................................18

Annex 1...........................................................................................................................................19

This article/report has not been made public. It must be used only in the objective context in which it has been produced. Copying for other use or circulation are forbidden.

Exceptions must be authorized by TØI.

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1 Introduction The aim of this paper is for the Port of Oslo to introduce:

• Analysis and strategies for to-day and the future.

• Freight throughput with special emphasis on unitised goods primarily bound for the North Sea Region and the Baltic Region.

Analysis is based upon information collected through interview of Chief of planning Mr Per Gisle Rekdal, Port of Oslo. Statistics are collected from the Oslo Port Authority and Statistics Norway, 2006. Analysis and preparation of data are worked out by the Institute of Transport Economics. The information is to be used in the SUTRANET-project. 2 The Port of Oslo 2.1 General The Port of Oslo is located at the centre of Eastern Norway’s industrial and commercial heartland and is Norway’s biggest general cargo port and leading container and passenger gateway. In “Nasjonal Transportplan 2006-2015” (Samferdselsdepartementet, 2004) it is expected that the Port of Oslo should be the central port for container traffic in the Oslofjord in the years to come. The Port of Oslo is an ice free harbour accessible at the head of the 109 km long Oslo fjord. More than 80 per cent of the consumer goods and industrial cargoes imported across the quays of Oslo are destined for the Oslo region, which itself contains a third of the country’s population. The rest of the goods transported through Port of Oslo are transit transported through the area with destination in other regions in Norway. This is goods that can be transported direct through the region, but most of the goods are handled in regional distribution terminals. The surrounding country will fluctuate with commodity groups. For general cargo and foodstuff the surrounding country will be approximately 100 km. For deep-sea containers that are not divided in Oslo the surrounding country will be much wider and up to 140 km from Oslo, or 2-3 hours driving each direction. This means a round-trip for a heavy goods vehicle in one day. Oslo is Norway’s leading ferry port with over 2.7 million passengers embarking the ferries to Denmark and Germany each year. The Port of Oslo has developed in the classical way for city ports with a large number of berths along a narrow strip of land. Today there is a pressure from the city for more land for non-port development. This highlights a major challenge for the port: how to create the space demanded by modern cargo handling methods, including easy access to road and rail, while remaining within its current boundaries. The Port of Oslo is therefore in the middle of an

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extensive restructuring programme with concentration of all main cargo operations at Sjursøya. Oslo area is the recipients of some 75 per cent of the 2.9 million tonnes of general cargo arriving at Oslo each year. The nearby road and rail network connects the port directly to the most important markets, and the largest land terminal in Norway- Alnabruterminalen- located ca 10 km from the port. A map of the Port of Oslo with its berths, rail and road connections is indicated in figure 2.1.

Source: City of Oslo, Port Authority. Brochure: Welcome to the Port of Oslo Figure 2.1. Port of Oslo 2.2 Competition and collaboration The port of Oslo has some competition to other ports in the Oslofjord, mainly the ports in Moss, Borg and Grenland. The port of Drammen have specialized on different goods (cars) and have only a small amount of other commodity groups to offer the shipping companies. Therefore the port of Drammen has problems to establish competing shipping lines to the port of Oslo. The competition against the Port of Gothenburg is rather small, but some volumes with destination United Kingdom, East Coast of USA and Asia use the port of Gothenburg because the port has direct connections to destinations in these countries. Import from Asia uses

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European ports and feeder transport to Norway. This way of organizing the transports are both cheaper and give shorter lead-times. In addition there is some informal collaboration with other ports in the region. The collaboration is not commercial, but rather on studies and analysis.

Collaboration wit rail-operators There is no formalized collaboration with rail-operators (in Norway: CargoNet) today. To-day the collaboration with CargoNet is small and there are no potentials for development since the area for sidings is limited. The port of Oslo to-day handle 1-2 trains a day (15 rail wagons x 2 times a day) with approximately 1 100 m3 of goods. There are additionally one train with air-fuel from the port of Oslo to the airport of Oslo (Gardermoen). 2.3 Port traffic and goods volumes Vessels calling the Port of Oslo is dominated by car and/or passenger ferries. When it comes to domestic traffic it is dominated by local passenger ferries, while the international ferry traffic is dominated of car and passenger ferries from Germany and Denmark. An overview of domestic and international ship calls is shown in table 2.1. Table 2.1. Numbers and types of domestic and international ship calls. Port of Oslo, 2004 and 2005.

2004 2005 Type of calls Domestic International Domestic International Sceduled services 98 891 98 760 Car/passenger ferries 1 350 1 320 Tanker trade 38 260 19 220 Other tramp trade 720 390 775 393 Cruise vessel 112 141 Local traffic 1) 2) 1 348 1 380 Total 2204 3003 2272 2834 1) Local traffic. Passenger ferries: Oslo-Nesodden traffic Statistics based on 1 call pr vessel pr day. 2) Not including local traffic within the port district and fishing vessels. Source: Port of Oslo, Statistics. www.havn.oslo.kommune.no In 2005 there was a total of 5 106 calls to the port of Oslo. That is divided by 2 272 domestic and 2 834 international calls. From 2004 to 2005 there is a decrease of 101 (1.9 per cent) in number of calls to the port. The total decrease in number of calls is divided by 169 calls from international traffic, and an increase in number of domestic calls counted to 68. In 2005 1 380 calls, or 61 per cent of the domestic calls was local traffic, mostly calls by local ferries. For the international traffic car and passenger ferries accounted for 1 320, or 47 per cent of the calls in 2005. International traffic has scheduled services for 760, or 26.8 per cent, of the total port’s calls.

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Table 2.2 indicates the passenger, car and freight traffic arriving and departing from the Port of Oslo, 2005. Table 2.2. International passenger, car, buses and freight traffic to and from Port of Oslo. 2005.

Arriving Departing Total Traffic Number % Number % Number % Passenger 1 477 883 52,9 1 316 249 47,1 2 794 132 100,0 Cars 234 067 Buses 5 356 Goods (1 000 tonnes) 2 649 74,9 887 25,1 3 536 100,0 Source: Port of Oslo, Statistics The figures in table 2.2 indicate that in international passengers traffic the flow direction are more or less in balance, but 161 634 passengers arriving at the Port of Oslo are departing from other ports or departure points than Port of Oslo. However on goods flows there is quite a huge imbalance between arriving/unloaded goods (75 per cent) and departing goods/loaded goods (25 per cent) in international traffic. This indicates that there is spare capacity on departing cargo ships in international traffic. Total turnaround of international and domestic goods at the Port of Oslo is presented in table 2.3. Table 2.3 Loaded and unloaded international and domestic goods volumes at the Port of Oslo. 1 000 tonnes, 2005. Trade

Loaded

Unloaded

Total

Foreign 887 2 649 3536 Domestic 326 2 128 2454 Total 1213 4777 5990 Source: Port of Oslo, Statistics The figures show that the imbalance in domestic goods traffic to and from the Port of Oslo is even worse than in the international goods traffic. Only 13 per cent of the total turnaround goods volume is loaded/departing goods and 87 per cent is unloaded/arriving goods. Total turnaround goods volumes at the Port of Oslo 5.990 mill tonnes, divided with 1.213 mill tonnes (20 per cent) loaded and 4.777 mill tonnes (80 per cent) unloaded. Table 2.4 shows the cargo volumes (tonnes) handled in the port of Oslo has increased with 1.3 % or 78 389 tonnes. Most of the increase has come in the market segment on container lo-lo, which had an increase of 12.7 % (138 587 tonnes) in the period. The volumes of other general cargo handled had increased with 6.8 % or 30 144 tonnes.

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Table 2.4. Cargo volumes divided by load carrying units and type of goods. Port of Oslo. Tonnes, 2002-2004. Load carrying unit/Type of goods

2002

2003

2004

%-change 2002-2004

Liquid bulk 1 961 781 2 069 453 2 2.1 Dry bulk 1 279 232 1 229 152 1 -2.3 Container - lolo 1 088 131 1 170 005 1 12.7 Container - roro : 116 104 Roro self propelled 606 426 549 415 553 -8.7 Roro non self propelled 684 731 569 565 635 -7.3 Other general cargo 443 237 433 904 473 6.8 Total 6 063 538 6 021 610 6 1.3 Source: Statistics Norway- StatBank, Statistisk sentralbyrå It is worthwhile to mention that both ro-ro self propelled (-8.7 %) and ro-ro non self propelled (-7.3 %) cargo handling has decreased in the period from 2002 to 2004. 2.4 Facilities and port equipment The Port of Oslo has a port area of 1 254 992 m2 , and 10 150 m length of quays. To offer service for container and intermodal transport (lo-lo and ro-ro) there are 4 stk. container cranes, 19 ro-ro ramps and several kind of other equipment to serve demands connected to intermodal transport and ro-ro ferry transport of cargo. For containers lo-lo there is 750 meter of quays. An overview of port facilities and port equipment is indicated in table 2.5. Table 2.5. Port facilities and port equipment. Port of Oslo, 2004.

Source: Oslo havn KF, Årsrapport 2004.

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2.5 Shipping and ferry lines Deep sea shipping lines does not sail directly to and from Oslo, but the port is served by a range of feeder services and short sea shipping lines as well as door-to-door operations. The Port of Oslo is linked to all major European and Scandinavian hubs by reliable and well established operators. There are no deep-sea shipping lines calling the Port of Oslo. The main freight shipping lines is shown in figure 2.2.

Source: City of Oslo, Port Authority. Brochure: Welcome to the Port of Oslo Figure 2.2. Main freight shipping lines to and from the Port of Oslo. 2005.

Freight shipping routes calling the Port of Oslo is as shown in the map, mainly serving ports around the North Sea and the Baltic Sea. A complete overview of shipping lines serving the Port of Oslo, with country and port served, frequency, company and agency for the lines is given in annex 1. In addition to freight shipping lines four daily ferry links connects Oslo to continental Europe. The links are:

• Oslo-Helsingborg-Copenhagen; Frequency: Daily (operated by Scandinavian Seaways). From July 2006 the connection to Helsingborg is cancelled and the ferry link is only calling the ports in Oslo and Copenhagen. On this ferry link the freight lanes is disposed by DSV (De Sammensluttede Vognmænd A/S), that distribute the lanes between person cars and freight transport.

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• Oslo-Kiel; Frequency: Daily (Operated by Colour Line ASA)

• Oslo-Fredrikshavn; Frequency: 6 days a week (Operated by Stena Line AB)

• Oslo-Hirtshals: Frequency: 6 days a week (Operated by Colour Line ASA). This ferry link was cancelled the summer of 2006 and is no served by a ferry link between Larvik and Hirtshals.

To-day there are no known plans or potentials for establishing new shipping or ferry lines calling the port of Oslo. In addition to passengers the ferries transport (ro-ro freight transport) more than one third of the general cargo passing through the port. A map of the ferry links is given in figure 2.3.

Source: www.havn.oslo.kommune.no Figure 2.3. Passenger/ferry links between Oslo and continental Europe. 2005.

3 Goods throughput on large load carrying units 3.1 Load carrying units General logistic observations over the last 15 years indicate that a substantial part of general cargo is transported in load carrying units like containers, semi-trailers and swap-bodies. The strong growth in container traffic in European ports infects the regional and local ports that are the end ports for the transport, through feeder transport. Over the same years prices for sea transport of general cargo is reduced with 70 % (Per Gisle Rekdal, 2006).

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The last year with dedicated international regular ro-ro container shipping lines from the Port of Oslo was in 2001. After 2001 international ro-ro container services are only offered by passenger ferry lines or the conveyor has to use lo-lo services. Freight transport on ferries to and from Port of Oslo was 1.139 mill tonnes in 2005. Table 3.1 presents the total cargo throughput in 1 000 tonnes for the Port of Oslo distribute on type of commodity and load carrying units for the period 2001-2005. Table 3.1. Cargo volumes using large load carrying units aboard ship by type of unit in 1 000 tonnes. 2001- 2005. Load carrying unit 2001 2002 2003 2004 2005 Container lo-lo 1 019 1 086 1 166 1 222 1 090 Container ro-ro 67 Self propelled ro-ro units 615 550 492 473 445 Non self- propelled units 566 475 461 546 579 Total 2 267 2 111 2 119 2 241 2 114

Source: Port of Oslo, Statistics. www.havn.oslo.kommune.no The figures show that the goods throughput for the period 2001-2005 is rather stable around 2.2 mill tonnes, but there is a decrease in cargo throughput estimated to 127 thousand tonnes from 2004 to 2005. It is worth to notice that from 2004 to 2005 both container ro-ro and self propelled ro-ro units have reduced their throughput in the Port of Oslo by a total of 160 thousand tonnes and non-self-propelled units have increased its throughput by 33 thousand tonnes. 3.2 Ro-Ro transport International ro-ro freight transport services to and from Port of Oslo is from 2001 only offered by car and passenger ferries Germany and Denmark. One exception is Finnlines Plc ro-ro line to Finland with a volume of ca 100 000 tonnes a year. The number of load carrying units handled at the Port of Oslo is presented in table 3.2.

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Table 3.2. International ro- ro traffic distributed by load carrying units, loaded and unloaded units and destination countries. Number of load carrying units. Port of Oslo, 2005. Propelled units Loaded Unloaded Total Oslo-Germany 6 715 4 672 11 387 Oslo-Denmark 15 298 9 584 24 882 Total propelled 22 013 14 256 36 269

Non-self-propelled units

Oslo-Germany 11 981 11 881 23 862 Oslo-Denmark 11 551 12 727 24 278 Total non-propelled 23 532 24 608 48 140 Total roro 45 545 38 864 84 409

Total ro-ro transport distributed on countries

Oslo-Germany 18 696 16 553 35 249 Oslo Denmark 26 849 22 311 49 160 Total ro-ro 45 545 38 864 84 409 Source: Port of Oslo, Statistics The figures in table 3.2 indicate that there is an imbalance in the freight flows. From a total of 84 409 units there are 45 545 (54 per cent) units loaded and 38 864 (46 per cent) units unloaded. Most of the imbalance is from propelled units with 61 percent loaded and 39 per cent unloaded. The imbalance is almost the same for the two destinations: Germany and Denmark. For non-self-propelled units there is rather good balance between loaded and unloaded units on both destinations. In table 3.3 there are some figures indicating the number of trailers on each of the ferry routes calling the Port of Oslo. Number of trailers on the ferry route between Oslo and Helsingborg/Copenhagen is for 2004 and 2005 estimated by TØI. There at no data available from 1995. Table 3.3. Trailers on international ferry routes calling the Port of Oslo. Number of trailers. 1995, 2004 and 2005.

Number of trailers (lorry, trailer and semi-trailer)1)

Ferry routes 1995 2004 2005 Oslo-Kiel 38 506 39890 48 524 Oslo-Hirtshals 24 546 20 678 20 435 Oslo-Fredrikshavn 13 300 15 409 15 617 Oslo-Helsingborg-Copenhagen1) 15 737 13 108 Total 78 347 93 718 97 684 Source: ShipPax Statistics & Outlook 06. 1) One trailer is equal to a 12 m unit. 2) Estimated by TØI on data from Statistics Norway, Statistisk sentralbyrå The figures indicate that there is an increase (8 634 trailers) in number of trailers carried on the route Oslo-Kiel from 2004 to 2005. This is caused by the introduction of a new ferry

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“Colour Fantasy“, a ferry that support the route with increased capacity compared with the older ferry. There is also a slight decrease (2629 trailers) in number of trailers on the route Oslo-Helsingborg-Copenhagen. The reason for this reduction could be the cancellation of Helsingborg port on the route from summer 2006. In the port of Oslo there has been a focus on the transport of non-self –propelled units (semi-trailers). Table 3.4 shows the progress in the transport of these units. Table 3.4 Numbers of non self - propelled units. Port of Oslo: 2003-2005.

Year Number of non-self-propelled units 2003 24 699 2004 42 759 2005 48 149

Source: Port of Oslo, Statistics. www.havn.oslo.kommune.no The figures show that from 2003 to 2005 the number of trailers handled in Port of Oslo is almost doubled from 24 699 to 48 149 non-self-propelled units. One of the reasons for the huge increase of non- self-propelled units from the Port of Oslo is that the last years more of the transport is organized by international forwarders having truck drivers in the unloading port. Therefore the truck drivers do not need to accompany the non-self-propelled units on the ferry. Another reason for the popularity of the non-self-propelled units (semi-trailers) is that the use of lane meters on the ferries is reduced and the capacity in number of units on each trip increases. 3.3 Container traffic The Port of Oslo handles more containers than any other port in Norway. In the port lift-on, lift-off container handling is the fastest growing cargo activity, and service at the port is streamlined to support this activity both landwards and seaside. Containers passing through Port of Oslo primary contain general cargo. When it comes to import, this is mainly consumer goods. Export goods are mainly general cargo. As said before there are no ro-ro container transport from the Port of Oslo since 2001. All container handling after 2001 is lo-lo. Figures for container throughput in Port of Oslo in the years 2001-2005 is given in table 3.5. Table 3.5. Container flow through the Port of Oslo. 1 000 tonnes and TEU, 2001- 2005.

Year Tonnes TEU 2001 1 019 140 060 2002 1 086 145 770 2003 1 166 162 385 2004 1 222 177 019 2005 1 090 170 506

Source: Port of Oslo, Statistics. www.havn.oslo.kommune.no

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The Port of Oslo experienced an increase in container traffic lo-lo in 2004. Cargo was up 4.8 per cent and number of boxes (TEU) increased by 9.1 per cent compared with 2003. However from 2004 to 2005 there is a decrease. Cargo was down 10.8 per cent and number of boxes (TEU) decreased by 3.7 per cent. The main reason for this reduction in goods volumes is the result of Follum Fabrikker ASs relocation of production from Oslo to Halden. This stands for about 7 000 TEU (lo-lo) with paper products. A consequence of this relocation of production is that Lys Line and Misks Lines cancelled their calls to Port of Oslo. Another consequence is that in addition to the direct annulment of freight volumes from Follum Fabrikker other firm chose other transport solutions because the ships that served Follum Fabrikker also served other customers in the port. 4 Export and import Freight transport on sea can be divided in markets for global, national, regional and local transport. Most often there is a direct connection between these markets and an increase in global transport also means increase in national, regional and local transports. For long distances freight transport on sea there has been an increase in use of container as load carrying unit in international traffic. For Norwegian import and export the share of goods in container has raised over the last years, but still there are to small volumes to establish direct deep-sea shipping lines. Most of the container traffic to and from Norway is on feeder shipping lines to and from continental ports. The use of container as load carrying unit in external trade is produced by Statistics of Norway (Statistics Norway, SSB, 2006). The statistics give information on containerized and not containerized goods freight volumes in external trade. Figures for containerized and not containerized goods volumes from Oslo county is given in table 4.1 (export) and for import in table 4.2.

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Table 4.1. Export from the county of Oslo to different countries. Goods volumes containerized and not containerized. 1 000 tonnes in 2000 and 2005.

Export to Year 2000

Denmark

Germany

BeNe Lux

Great Britain

Rest of Europe

Rest of World

Total

Container 1,8 0,3 0,9 2,9 9,5 29,1 44,5 Non container 54,5 41,8 34,0 17,9 214,9 47,0 410,1 Totalt 56,3 42,1 34,9 20,8 224,4 76,1 454,6 %-container 3,2 0,7 2,6 13,9 4,2 38,2 9,8 Year 2005

Container 1,0 0,1 5,5 3,9 12,9 50,8 74,2 Ikke container 40,5 29,3 44,7 9,4 267,7 26,8 418,4 Total 41,5 29,4 50,2 13,3 280,6 77,6 492,6 %-container 2,4 0,3 11,0 29,3 4,6 65,5 15,1

Table 4.2. Export from the county of Oslo to different countries. Goods volumes containerized and not containerized. 1 000 tonnes in 2000 and 2005.

Import from Year 2000

Denmark Germany

BeNe Lux

Great Britain

Rest of Europe

Rest of World

Total

Container 3,3 65,7 90,9 64,3 93,8 259,8 577,8 Ikke container 606,9 340,5 199,8 249,3 1 760,40 277,4 3434,3 Totalt 610,2 406,2 290,7 313,6 1854,2 537,2 4012,1 %-container 0,5 16,2 31,3 20,5 5,1 48,4 14,4 Year 2005

Container 4,5 104,2 80,4 53,5 145,8 363,0 751,4 Ikke container 628,1 460,9 228,3 194,0 1 957,30 358,9 3827,5 Total 632,6 565,1 308,7 247,5 2103,1 721,9 4578,9 %-container 0,7 18,4 26,0 21,6 6,9 50,3 16,4

The figures in table 4.1 and 4.2 show that there are imbalance in external trade to and from the county of Oslo. Total export volumes stand for only 10.8 % of import volumes in 2005. For containerized goods the figures show that export volumes is only 9.9 % of import. The figures also indicate that for the county of Oslo the share of goods volumes in container in external trade:

• Is still low, only 15.1 % of the volume in export and 16.4 % of the volumes in import in 2005.

• Highest container share is export to the rest of the world with 65.5 % in 2005.

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• Has increased in both import and export. In export containerized goods has increased from 9.8 % in 2000 to 15.1 % in 2005. In import containerized goods has increased from 14.4 % in 2000 to 16.4 % in 2005.

• The share of containerized goods volumes is higher in import than in export.

• The share of containerized goods volumes is differing for different markets. The world outside Europe has higher container share than freight to and from countries in Europe. The highest container share in export to countries in Europe is to Great Britain (29.3 %) and the highest container share in import from countries in Europe is from BeNeLux (26.0).

5 Ownership, infrastructure and capacity The Port of Oslo is owned by the City of Oslo as a municipal public enterprise. The main container terminals, Ormsund Container Terminal and Filipstad Container Terminal, are owned by Oslo KF and are private operated. Cranes are supplied and operated by the Port Authority. In addition there is a large range of company-owned equipment such as reach stackers and specialized fork-lift trucks. In the port there are five warehousing units providing facilities for third party customers. The port is open 24 hours a day. Ormsund Container Terminal has two ship-to-shore cranes, four stacking cranes, two terminal trucks/reach stackers and seven terminal tractors. The container terminal has a capacity of 160 000 TEU’s a year. Filipstad Container Terminal is equipped with two ship-to-shore cranes, seven reach stackers and one terminal tractor. The terminal has a capacity of 100 000 TEU’s a year. Except for Color Line all the shipping companies hires area and terminal facilities in the Port of Oslo. Color Line owns their facilities themselves. 6 Strategies, scenarios and development The manufacturing industry often chose to concentrate on core business and out-source businesses like transport, warehousing, distribution to 3rd part logistic operators. This ties up the chose of transport mode to the mode used by the 3rd part logistic operator and the competition between modes is reduced. For the port this requires increased efficiency, space and more goods in the ports and port terminals to serve steadily larger ships. Almost 1/3 of Norway’s population is living in distance for distribution from national and regional distribution centres in the Oslo-region. Another driving force is that over the last years there has been a strong increase in employment and population in the region, but when it comes to production of consumer goods there is a reduction. This means that this kind of

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goods is to be produced other places and be transported to the region. The export trade from the region is expected to decrease in the coming years. Under these circumstances the Port of Oslo is more or less a regional port serving Oslo and Akershus counties. Ocean Shipping Consultants Ltd has studied the demand for container transport in the Scandinavian region for the period till 2015. In this study there is indicated an increase in container volumes at a rate between 5-7 % a year for the period till 2015. In the years to come a new 400 000 TEU’s container terminal will be developed at Sjursøya where all the future port operations will be concentrated. The terminal will have four ship-to-shore cranes and nine stacking cranes. A map of the Sjursøya container terminal is shown in figure 6.1.

Source: City of Oslo, Port Authority. Brochure: Welcome to the Port of Oslo Figure 6.1. Map of Sjursøya container terminal.

The planned strengthening of the port’s container terminals will cover the expected increase in container volumes for the period until 2015. After 2015 there will be demand for more capacity. A scenario for the Port of Oslo is that goods traffic on international ferries will reduce their relative part of total goods traffic, but the prognoses for export of general cargo handled in Port of Oslo will increase with 0.9 million tonnes from 2005 to 2015 to a total of 2.4 million tonnes in 2015. In their planning the port of Oslo use prognoses indicating a volume of 385 000 TEU or 3.34 million tonnes in international container traffic in 2015.

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Another scenario is that the volumes of conventional goods (this volumes are already small) will decrease. Most of the freight volumes will be transported unitised. It is foreseen that the planned reconstruction of Alnabru freight terminal will give a significant increase in capacity for handling of unitized goods between modes. This will strengthen the possibility for intermodal transport using sea transport for the long international stretches. For the next 10 years there are planned total investments to an amount of 0.8-1.0 billion NOK.

Motorways of the sea The Port of Oslo expects that establishing Motorways of Sea (MotS) will increase sea transport. The ports role is anyway to arrange for new services and increased volumes, but the port is not the central partner. Shipping companies has risk aversion so there must be a commercial fundament and large goods volumes to establish new shipping lines.

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7 References City of Oslo, Port Authority (2006): Brochure: Welcome to the Port of Oslo. City of Oslo,

Port Authority. Oslo, 2006. www.havn.oslo.kommune.no Oslo havn KF (2005): Årsrapport 2004. Oslo, 2005. www.havn.oslo.kommune.no Per Gisle Rekdal (2006): Scenarier og logistikkløsninger. Draft report. Oslo havn KF. Samferdselsdepartementet (2004): Nasjonal transportplan 2006-2015. St. Meld. nr. 24. Oslo,

Samferdselsdepartementet, 2004. ShipPax (2006): Statistics & Outlook 06. The yearbook for passenger & ro- ro shipping.

ShipPax information, Halmstad, Sweden, 2006. Statistics Norway (2006): StatBank- Port Statistics. Own calculation. Oslo, Statistics Norway.

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Annex 1

Line Services

TO FREQUENCY COMPANY AGENT TEL/FAX (country code +47)

BELGIUM

Antwerp Weekly UniFeeder (in transitt) Uniship Norge As Pb 8 Bekkelaget, 0137 Oslo

22 087700 22 087729

Ghent 2 x weekly Lys-Line AS Lys-Line AS Pb 295 Skøyen, 0212 Oslo

22 087700 22 440289

DENMARK

Copenhagen Weekly Finnlines Plc Norsteve AS, Pb 2343 Solli, 0201 Oslo 22 483010 22 483015

Copenhagen Daily Scandinavian Seaways Scandinavian Seaways, Utstikker 2 Vippetangen, 0150 Oslo

22 419090 22 413838

Copenhagen Weekly UniFeeder (i transitt) Uniship Norge AS,Pb 8 Bekkelaget, 0137 Oslo

22 087700 22 087729

Frederikshavn 6 x weekly. Daily in high season. Check schedule.

Stena Line AB Stena Line Norge AS, Jernbanetorget 2, 0154 Oslo

23 179100 23 179060

Hirtshals 2 x weekly Nor Lines AS Nor Lines AS, Pb 1035 Sentrum, 0104 Oslo

22 014600 22 014650

Hirtshals 6 x weekly Color Line ASA Color Line ASA, Pb 1422 Vika, 0115 Oslo

22 944400 22 830430

Esbjerg 2 x weekly Lys-Line AS Lys-Line AS, PB 295 Skøyen, 0212 Oslo 22 122000 22 550810

Århus Weekly UniFeeder (in transit) UniShip Norge AS, Pb 8 Bekkelaget, 0137 Oslo

22 087700 22 087729

ENGLAND

Felixstowe Weekly UniFeeder (in transit) UniShip Norge AS, Pb 8 Bekkelaget, 0137 Oslo

22 087700 22 087729

Immingham Weekly Lys-Line AS Lys-Line AS, Pb 295 Skøyen, 0212 Oslo 22 122000 22 440289

Tilbury 2 x Weekly Lys-Line AS Lys-Line AS, Pb 295 Skøyen, 0212 Oslo 22 122000 22 440289

ESTONIA

Tallin Weekly UniFeeder (in transit) Uniship Norge AS, Pb 8 Bekkelaget, 0137 Oslo

22 087700 22 087729

FINLAND

Hamina Weekly UniFeeder (in transit) Uniship Norge AS, Pb 8 Bekkelaget, 0137 Oslo

22 087700 22 087729

Hanko Weekly UniFeeder (in transit) Uniship Norge AS,Pb 8 Bekkelaget, 0137 Oslo

22 087700 22 087729

Helsinki Weekly Finnlines Plc Norsteve AS, Pb 2343 Solli, 0201 Oslo 22 483010 22 483015

Helsinki Weekly UniFeeder (in transit) Uniship Norge AS, Pb 8 Bekkelaget, 0137 Oslo

22 087700 22 087729

Kotka Weekly UniFeeder (in transit) UniShip Norge AS, Pb 8 Bekkelaget, 0137 Oslo

22 087700 22 087729

GREECE

Elefsis Monthly Lys-Line AS Lys-Line AS, Pb 295 Skøyen, 0212 Oslo 22 122000 22 555648

IRLAND

Belfast Weekly Lys-Line AS Lys-Line AS, Pb 295 Skøyen, 0212 Oslo

22 122000 22 550810

Cork Weekly Lys-Line AS Lys-Line AS, Pb 295 Skøyen, 0212 Oslo 22 122000 22 550810

Drogheda Weekly Lys-Line AS Lys-Line AS, Pb 295 Skøyen, 0212 Oslo 22 122000 22 550810

ISRAEL

Ashdod Monthly Lys-Line AS Lys-Line AS, Pb 295 Skøyen, 0212 Oslo 22 122000 22 555648

20

MAROCCO

Casablanca 2 x monthly Lys-Line AS (in transit) Lys-Line AS, Pb 295 Skøyen, 0212 Oslo 22 122000 22 555648

NETHERLANDS

Rotterdam Weekly Samskip Samskip Norge AS 69 249615

Rotterdam Weekly Lys-Line AS Lys-Line AS, Pb 295 Skøyen, 0212 Oslo 22 122000 22 440289

Rotterdam 2 x weekly UniFeeder (i transitt) UniShip Norge AS, Pb 8 Bekkelaget, 0137 Oslo

22 087700 22 087729

NORWAY

Oslo - Kirkenes

2 x weekly Nor Lines AS Nor Lines AS, Pb 1035 Sentrum, 0104 Oslo

22 014600 22 014650

PORTUGAL

Lisabon 2 x monthly Lys-Line AS Lys-Line AS, Pb 295 Skøyen, 0212 Oslo 22 122000 22 555648

St. Petersburg Weekly UniFeeder (in transit) Uniship Norge AS, Pb 8 Bekkelaget, 0137 Oslo

22 087700 22 087729

St. Petersburg Weekly Finnlines Plc Norsteve AS, Pb 2343 Solli, 0201 Oslo

22 483010 22 483015

SCOTLAND

Dundee Weekly Lys-Line AS Lys-Line AS, Pb 295 Skøyen, 0212 Oslo 22 122000 22 440289

SPAIN

Bilbao Weekly Lys-Line AS Lys-Line AS, Pb 295 Skøyen, 0212 Oslo 22 122000 22 550810

La Coruna Monthly Lys-Line AS Lys-Line AS, Pb 295 Skøyen, 0212 Oslo 22 122000

SWEDEN

Falkenberg Monthly Lys-Line AS Lys-Line AS, Pb 295 Skøyen, 0212 Oslo 22 122000 22 550810

Gothenburg Weekly UniFeeder UniShip Norge AS, Pb 8 Bekkelaget, 0137 Oslo

22 087700 22 087729

Helsingborg Weekly Finnlines Plc Norsteve AS, Pb 2343 Solli, 0201 Oslo 22 483010 22 483015

Helsingborg Daily Scandinavian Seaways Scandinavian Seaways, Utstikker 2 Vippetangen, 0150 Oslo

22 419090 22 413838

Lysekil 2 x weekly Lys-Line AS Lys-Line AS , Pb 295 Skøyen, 0212 Oslo

22 122000 22 550810

GERMANY

Bremerhaven 2 x weekly Team Lines Team Lines Norge a/s, Postboks 1410 Vika, 0115 Oslo

22 839300 22 833904

Bremerhaven 2 x weekly United European Car Carriers (UECC)

UECC, Postboks 265, 4892 Grimstad 37 251100 37 251111

Bremerhaven 4 x weekly UniFeeder UniShip Norge AS,Pb 8 Bekkelaget, 0137 Oslo

22 087700 22 087729

Hamburg Weekly Lys-Line AS Lys-Line AS, Pb 295 Skøyen, 0212 Oslo 22 122000 22 440289

Hamburg 2 x Weekly Team Lines Team Lines Norge a/s, Postboks 1410 Vika, 0115 Oslo

22 839300 22 833904

Hamburg 4 x Weekly UniFeeder UniShip Norge AS, Pb 8 Bekkelaget, 0137 Oslo

22 087700 22 087729

Kiel Daily Color Line ASA Color Line ASA, Pb 1422 Vika, 0115 Oslo

22 944400 22 830430

1

Working paper of March 30th 2007 ØL/1962/2007 O-3041 SUTRANET Olav Eidhammer

Intermodal transport and use of load carrying units Port of Larvik KF

2

Contents 1 Introduction....................................................................................................... 3

2 Port of Larvik.................................................................................................... 3 2.1 General......................................................................................................... 3 2.2 Port traffic and goods volumes.................................................................... 4 2.3 Facilities and port equipment ...................................................................... 6 2.4 Shipping and ferry lines............................................................................... 7

3 Goods throughput and use of load carrying units ......................................... 8 3.1 Goods throughput ........................................................................................ 8 3.2 Container throughput................................................................................... 9

4 Eksport and import ........................................................................................ 10

5 Ownership, infrastructure and capacity....................................................... 12

6 Strategies and development ........................................................................... 13

7 References........................................................................................................ 15



3

1 Introduction The aim of this paper is for the Port of Larvik to introduce:



Analysis is based upon information collected through interview of Chief of Planning Mr Per van Gasteren, Port of Larvik. Statistics are collected from the Larvik Port Authority and Statistics Norway (2006). Preparation, analysis and adoption are worked out by the Institute of Transport Economics. The information is to be used in the SUTRANET project. 2 Port of Larvik 2.1 General The Port of Larvik (PoL) was established September 17, 2003, and is owned by Larvik Municipality. It employs 16 people. The Port of Larvik stands out from the rest of the ports in the Oslo Fjord with good connections and short sailing time to the EU in combination with excellent space for manoeuvring and no navigational difficulties. The main activities of the Port of Larvik are as follows:

• Keep the water passageway clear and in order, and ensure there is suitable space for vessels docking at the Port of Larvik.

• Ensure sufficient areas for loading/unloading of vessels and short-term cargo storage. • Sales of various goods and services (crane services, water supplies, rental activities,

guest marinas etc.).

Ferry and container operations together with stone exports are the main operations of the Port of Larvik. Regular calls of two ferries all year have resulted in a solid increase of traffic volume for ferries through the Port of Larvik in recent years. The logistic trade, which contains of transport, terminal and store house suppliers are well represented in the Port of Larvik. In addition to Color Line, there are several logistic operators in the Larvik district, for instance Danzas, DFDS-Tollpost, Nor-Cargo and Larvik Container Terminal. Ferry route patterns and traffic show a relatively stable development over time. The ports of Oslo, Sandefjord, Larvik, Grenland and Kristiansand dominate the ferry market within the South Eastern Norway. Main actors within this market are Color Line, DFDS Seaways, Stena Line and Kystlink.

4

The port facilities can be found in Indre Havn (Town Centre), Kanalkaiene and Revet. Svartebukt Havn, which is a separate terminal for stone export, was opened in spring 2003. Additionally, Dampskipskaia in Stavern is sporadically used as a traffic quay. The Port of Larvik has got many advantages to be a preferred gateway for sea transport. There are good road and rail links to the Container Harbour. The ferry dock in Helgeroa is in use year round in order to serve the local need for transport to Øyane/Langesund and for charter traffic during the summer season. Since the closing down of Treschow Fritzøe’s industry plant at the end of the river Farris, there have been no other private quays inside the port district. There are 10 municipal leisure boat harbours with a total of approximately 1 600 mooring places within the harbour area. Several of these are mooring areas for visitors (guest marinas). The daily operations and administration of the marinas have been handed over to boat associations. There are 7 fishing harbours in the port district and approximately 40 registered professional fishermen. The number of calls in 2005 was 1 394. Overall cargo throughput reached 1.75 million tonnes, an increase of 3% since 2004. About 50% of all cargo was handled via container and ferry services. The Port of Larvik is primarily an international port with over 94% of its cargo turnover relating to international traffic. Container turnover increased by 1% in 2005 to a total amount of 43 700 TEUs. For 2006, over 45 000 TEUs are expected handled through the port. 2.2 Port traffic and goods volumes Ships in international transport calling the Port of Larvik are dominated by RoPax- ferries between Denmark and Oslo and general cargo ships. Domestic traffic to and from Port of Larvik are dominated of general cargo ships and container ships. Regular calls of two ferries (Frederikshavn and Hirtshals) all year have resulted in a solid increase of traffic volume for ferries through the port of Larvik in recent years, while number of passengers has decreased. An overview of domestic and international ship calls in the Port of Larvik is shown in table 2.1.

5

Table 2.1. Number and types of domestic and international ship calls. Port of Larvik, 2005. Type of calls Domestic Foreign Total Tankers 9 11 20 Bulk carriers 10 7 17 Container 64 21 85 Specialized vessels 0 1 1 General cargo ships 350 125 475 Barge dry bulk 4 27 31 Supply vessels 1 1 2 Ferry in international traffic 0 723 723 Other 40 Total 438 916 1394 Source: Statistics Norway, Statistisk sentralbyrå, 2006. The figures show that most important type of calls at the Port of Larvik is:

• Calls by vessels in international traffic by 65.7 %

• All ferry traffic is international and amount to 51.4 % of total number of calls

• Calls by general cargo vessels amount to 34.1 % of total numbers of ship calls, the calls are divided by 72.2 % domestic and 27.8 % international calls.

Table 2.2 show the number of calls in the Port of Larvik from 2001-2005. Table 2.2. Total number of foreign and domestic calls in the Port of Larvik. 2001-2005. Port calls 2001 2002 2003 2004 2005 Foreign 1 233 1421 1307 1303 1214 Domestic 216 232 223 242 180 Total 1 449 1 653 1 530 1 545 1 394 Source: Statistics Norway, Statistisk sentralbyrå, 2006. The figures show that from 2002 till 2005 there has been a decrease with 259 calls or 15.7 %. Most of the reduction is from 2004 to 2005. In table 2.3 are figures presenting the throughput of passengers, cars, lorries and coaches in the period 2001-2005. Table 2.3. Number of passengers, cars, lorries and coaches with ferry through Port of Larvik. 2005. Traffic 2001 2002 2003 2004 2005 Passenger 630393 701847 675928 684963 623015 Cars 109324 129299 128404 132700 127633 Lorries 30794 38043 36786 50004 57301 Coaches 3389 3298 2968 2625 2367 Source: Port of Larvik, Statistics, 2006.

6

The figures show that in the period mentioned there are a decrease in passengers and coaches using the ferry from the year 2002, car throughput is almost stable from 2002 to 2005, but there is an increase in number of lorries (26 507 lorries, or an increase of 86.0 %) using the ferry from 2001 to 2005. This indicates that activities serving freight transport is increasing and activities serving passengers is decreasing. 2.3 Facilities and port equipment The Port of Larvik contain of the following quays and terminals.

Quays - District Indre Havn (Ferry terminal) The installations consist of Østre Brygge (130 meters) and Vestre Brygge (70 meters). The quays are part of the ferry terminal installation, which are rented out with exclusive rights to Color Line until 2010

Quays - District Kanalen Kanalkai Vest (120 meters), Kanalkai Nord (335 meters) and Kanalkai Syd (110 meters) are the quay facilities at Kanalen. On Kanalkai Nord there are 3 portal cranes with maximum lifting capacity up to 50 tons

Quays - District Revet The installations consist av Vestre Revkai (118 meters) with a ro/ro ramp of 11 meters width, Revkai Syd (142 meters) with a ro/ro ramp of 32 meters width, as well as a ramp quay (50 meters). There is a gantry crane with 50 tons of lifting capacity and a mobile harbour crane with 104 tons of lifting capacity both located at Revkai Syd

Svartebukt Stone Terminal The Stone Terminal at Svartebukt was opened in 2003 and consists of quay and storing areas for waste stone (armour rock) export. The quay installation itself consists of 2 pirs used by dumpers to load barges

Container terminal The Container Terminal is operated by Larvik Container Terminal.

• 200 meters of container quays

• 12 meters of water depth

• 66,000 square meters of terminal area

• Ro-ro facilities

• Gantry crane and mobile harbour crane

• Efficient handling equipment for stevedoring (Reach stackers and terminal tractors)

• Office and warehouse facilities

An overview of the port facilities is given in table 2.4.

7

Table 2.3. Port of Larvik. Facilities and equipment in the following terminals: Ferry terminal, District Kanalen, Disreict Revet and container the terminal.

Public Freight terminals at Port of Larvik Port Facilities

Ferry terminal District Kanalen

District Revet Container terminal

Port area 13 191 m2 66 000 m2 Total length of quays/quay dept

230 m/5-10 m 180 m/5.5 m

585 m/

310 m/ 200m/12 m

Isolated warehouses 288 m2

Outdoor warehouses Port Equipment Ro-ro ramps 2 ? Rails Portal cranes 3 Mobile cranes 1 1 Stationary cranes Container cranes Gantry cranes 1 1 2.4 Shipping and ferry lines The Port of Larvik has regular connections to Great Britain, Germany, the Netherlands, Belgium, France and Scandinavia, as well as daily ferry connection to Denmark.

Liner services The Larvik-Hirtshals ferry route has daily frequency in each direction by two conventional RoPax ferries (M/S Peter Wessel and M/S Color Traveller). Regular weekly liner services (container) have been established from the Port of Larvik to large ports in Europe, e.g. Antwerp, Bremen, Bremerhaven, Hamburg and Rotterdam. Regular shipping lines calling the Port of Larvik are shown in figure 2.1.

8

Source: Port of Larvik (2005) Figur 2.1. Regular shipping lines calling the Port of Larvik.

Vessels in domestic coastal traffic are calling the Port of Larvik several times a week. 3 Goods throughput and use of load carrying units 3.1 Goods throughput Until 1998, the Port of Larvik was only able to offer docking of ro/ro vessels. With the purchase of a gantry crane in 1998 (and mobile crane in 2004), the port has converted to a pure lo/lo container harbour. Cargo throughputs divided on type of goods and load carrying units for the years 2002-2005 is given in table 3.1.

9

Table 3.1. Cargo throughputs divided on type of goods and load carrying units at the Port of Larvik. Tonnes, 2002-2005. Type of goods/Load carrying unit 2002 2003 2004 2005 Liquid bulk goods 43730 34192 45207 41636 Dry bulk goods 462970 387203 381574 397547 Large containers (lolo) 248331 320531 425301 449012 Large containers (roro) : : 1491 : Mobile self-propelled units 295644 299091 426741 455502 Mobile non-self-propelled units : : 10 70 Other cargo not elsewhere specified 356695 352822 431538 399926 Total 1407370 1393839 1711862 1743693 Source: Statistics Norway, Statistisk sentralbyrå, 2006. The figures in the table show that:

• Total volume (tonnes) handled at the Port of Larvik from 2002-2005 has increased by 23.9 %

• During 2002-2005 there are almost no ro-ro freight shipments through the port.

• During 2002-2005 between 5.4-7.0 % of the handled volumes (tonnes) are for the domestic markets.

• Mobile self propelled units and container lo-lo are the most important goods types and load carrying units by means of handled volumes.

3.2 Container throughput After the purchase of a gantry crane and establishing the container harbour, the container traffic via the port of Larvik had a flying start at the end of the 1990’s. In the following years, considerable investments were made into these operations including expansion of quays, upgrading land areas and infrastructure, and the acquisition of a mobile harbour crane. Additionally, terminal operator Larvik Container Terminal AS has been continually investing into land based handling equipments. Investments in gantry crane (1998) converted all traffic from ro/ro to lo/lo carrier concept. Further investment in a mobile harbour crane (2004) is anticipated to nearly double the present container capacity. During the past three years, the Port of Larvik has increased from 7th to become the second largest lo/lo container port in Norway (2005). Also including ro/ro container volumes, the Port of Larvik reached 3rd position of the overall largest container ports in Norway 2005 (TEUs). There are 3 large container lines represented in the Port of Larvik: Unifeeder, MSC and Samskip, all with weekly line connections between the Port of Larvik and other European container ports on the Continent. Container throughput in TEU for the period 2001-2005 is shown in table 3.2 and for tonnes in table 3.3.

10

Table 3.2. Container throughputs in total and divided on inbound and outbound. Numbers of TEU 2001-2005

Direction 2001 2002 2003 2004 2005 In 10 604 12583 17325 17171 18865 Out 11785 16682 18900 25999 24837 Total 22 389 29 265 36 225 43 170 43 702 Source: Port of Larvik, Statistics, 2006.

Table 3.3. Container throughputs in total and divided on inbound and outbound. Tonnes 2001-2005.

Direction 2001 2002 2003 2004 2005 In 66 519 76733 76939 76608 97997 Out 131701 173687 243563 350221 351049 Total 198 220 250 420 320 502 426 829 449 046 Source: Port of Larvik, Statistics, 2006. Container traffic via the port of Larvik has experienced an enormous development. During the last 5 years, the volume has been more than doubled. From 2004 to 2005 this trend evened out and the number of containers stabilized at approximately 44.000 TEUs. Container cargo increased by 5 percent to a total of 449.000 tonnes, with stone blocks making up 149.500 of these. The completion of landfill up to 40 000 m² at Revet increases the total Container Harbour capacity on both side of the Oslo Fjord significantly. 4 Eksport and import The use of container as load carrying unit in external trade is produced by Statistics of Norway (Statistics Norway, SSB, 2006) specifically for the SUTRANET-project. The statistics give information on containerized and not containerized goods volumes in external trade. Figures for containerized and not containerized goods volumes from Vestfold county is given in table 4.1 (export) and for import in table 4.2.

11

Table 4.1. Export from Vestfold County to different countries. Goods volumes containerized and not containerized. 1 000 tonnes, 2000 and 2005.

Export to Year 2000 Denmark Germany BeNeLux Great

Britain Rest of Europe

Rest of World

Total

Container 0,2 0,4 0,5 1,6 6,4 38,6 47,7 Ikke container 314,7 264,5 579,3 567,2 1560,6 932,8 4219,1 Totalt 314,9 264,9 579,3 567,2 1560,6 932,8 4266,8 %-container 0,1 0,2 0,1 0,3 0,4 4,1 1,1 Year 2005

Container 0,3 0,4 1,7 1,6 10,1 95,2 109,3 Ikke container 571,7 77,3 563,7 824,0 1232,3 1774,3 5043,3 Total 572,0 77,7 565,4 825,6 1242,4 1869,5 5152,6 %-container 0,1 0,5 0,3 0,2 0,8 5,1 2,1 Source: Statistics Norway, Statistisk sentralbyrå, 2006.

Table 4.2. Import to Vestfold County to different countries. Goods volumes containerized and not containerized. 1 000 tonnes, 2000.

Import from Year 2000 Denmark Germany BeNeLux Great


Rest of World

Total

Container 0,3 0,5 16,3 6,2 2,9 9,3 35,5 Ikke container 129,7 102,4 106,7 715,4 870,0 23,8 1948,0 Totalt 130 102,9 123,0 721,6 872,9 33,1 1983,5 %-container 0,2 0,5 13,3 0,9 0,3 28,1 1,8 Source: Statistics Norway, Statistisk sentralbyrå, 2006. Import statistics available for us for Vestfold County, year 2005 has some errors. The statistics is therefore not published in this document. The figures in table 4.1 and 4.2 show that there are imbalance in external trade to and from Vestfold County. Total import volumes stand for only 46.5 % of export volumes in 2000. For containerized goods the figures show that import volumes is 74.4 % of export volumes in year 2000. The figures also indicate that for the county of Vestfold the share of goods volumes in container in external trade is still low, but the container goods flow balance is good:

• Highest container share has import from the rest of the world with 28.1 % and import from BeNeLux with 13.3 % in 2005.

• Containerization in export has increased in export from 1.1 % in 2000 to 2.1 % in 2005.

• The share of containerized goods volumes is differing for different markets. The world outside Europe has higher container share than freight to and from countries in Europe.

12

5 Ownership, infrastructure and capacity The Port of Larvik was established September 17, 2003, and is owned by Larvik Municipality. Container and ferry operations together with stone exports are the main operations of the Port of Larvik. Private companies carry out terminal activities with the exception of crane operations that are done by the Port of Larvik. The main activity of the Port of Larvik is realized at Revet where it owns all docks and cranes, in addition to large areas and buildings. Crane operation is a prioritized activity for the Port of Larvik.

Container terminal It seems quite obvious that goods will be standardized in containers in the future, and most market analyses predict a large increase in the container traffic worldwide. During 2006, over 45 000 TEUs are expected on imports and exports, while today’s port capacity is approximately 70 000 TEUs. The Container Terminal is operated by Larvik Container Terminal.

Stone export Stone blocks, mainly Larvikitt, have for many years made up the predominant cargo transported through the port. The volume of goods increased by 75 percent by 1990, and yearly represents a tonnage of 280.000 (2005). Stone blocks are shipped either to European ports or in containers for reshipping to overseas vessels that continue on to Asian markets. Stone block volumes are expected to increase. Armour rock, reinforcement stone or waste stone are three names describing the same product, which is a by-product from extracting stone blocks. The stone is exported on freighters to England (among others) where it is used for securing the coastline against erosion. The market potential is considered formidable, but yearly volume swings back and forth due to time and level of contracts. Having the Svartebukt terminal in full use, the competitive ability to export armour rock from Larvik is likely to rise. The volume of exports already rose by 18 percent from 2004 to 2005 and the tonnage was 454.000.

General cargo traffic Cargo generated from Nor Lines traffic along the coast of Norway, Scandinavia and the Baltic States make up the main part of this category along with timber imports and some iron and steel transportation. The total cargo turnover yields a yearly tonnage of 150.000 (2005).

Freight operators Port of Larvik has a ideal adaptation with one operator fore the container terminal and one operator for the ferry terminal. In future strategies there is possibilities for one more ferry operator based on an own ferry terminal in the port district Kanalen.

13

6 Strategies and development The Port of Larvik's areas at Indre Havn will be transferred to Larvik Municipality for city purposes and town development in 2009.

Ferry terminal In the years ahead, ferry transportation of goods will likely be less vulnerable in the face of variations of traffic than will transportation of passengers. This is due to the uncertainty of future tax-free arrangements, strong competition from airlines with cheap travel to foreign countries etc. There are major plans for expansion of the ferry operation within the port during the next few years. The Port of Larvik will, together with Color Line, build a new ferry terminal in the area of Kanalen/Revet. The ferry terminal is to be completed by the first half of the year 2008. Simultaneously, Color Line will start a new ferry which will represent a major increase of capacity between Norway and Denmark in relation to size and speed. The vessel will, according to Color Line, represent a totally new concept concerning transport solutions which have been referred to as “Color Line Super speed”. This is expected to revolutionize the passenger vessel traffic between Norway and Denmark. The planning of a new ferry terminal at Revet was started in January 2005 based on the resolution in Larvik Municipality in December 2003 regarding the closing of the city ferry terminal at Indre Havn in 2009. A superior municipal plan for the Revet area, of which the new ferry terminal is included, is supposed to be ready for final political preparation within September 2006. Then, the Port of Larvik will start detailed planning of the construction work for a specific terminal solution at Revet in cooperation with the ferry operator Color Line. The construction work itself will start at the end of 2006 already. During spring 2008, the new ferry terminal is expected to be open and ready for traffic. Main target is to create a ferry terminal of the future, something which makes the Port of Larvik to a preferred ferry city in accordance with the continuing of other port development.

Container terminal and market Market share development within the main container ports in the Oslo Fjord from 1997 to 2005, has shown that the Port of Larvik has more than tripled its market share within this time period. The market potential is large; we have seen a marked tendency of increased numbers of different types of cargo being transported by containers. Today, container transportation is cheap enough so that additional types of goods may be transported via the network of overseas lines. Lo/lo based container traffic is likely to by far offer the largest growth potential within transportation at sea to and from Norway. This is due to the strong connection (overseas/feeder) and the importance that the Asian markets have gained within world trade.

14

Therefore, increased container traffic at the port of Larvik is expected but not as much of an increase as within previous years.

Competition and collaboration with other ports Port of Larvik mainly competes against the ports in Grenland, Moss, Borg and Oslo. There are no definite plans on collaboration with other ports, but there is a wish to collaborate in the extension that the co-operation gains the Port of Larvik.

Possibility for intermodal rail freight to and from the port The market for goods freight through Port of Larvik is today the eastern part of Norway and the transport distances is to short for efficient and competitive rail freight transport. Road haulage could do the transport at a lover price than rail transport can do. Port of Larvik has not imbalance with respect to empty containers so there is no need for trains with empty containers from for instance Oslo. That is the situation fore the Port of Grenland. Increased goods volumes through the port however increase the probability for establishing a block train with containers from the Port of Larvik and direct to the cities of Bergen and Trondheim or the train could be connected to a block train at Alnabru in Oslo. This is not to be realised in short time.

New shipping lines If it happens to be new structural changes that make the ports in the utter Oslofjord more attractive as ports to call, as an alternative to the Port of Oslo, Port of Larvik will be a natural alternative. A common growth in container and ferry traffic is expected to gain the Port of Larvik. There is also a possibility for new ferry routes and such possibilities are currently considered.

Motorways of the sea The representative interviewed was not familiar with the concept: Motorway of the sea.

15

7 References Larvik havn (2006): Internettside. www.larvik.havn.no Samferdselsdepartementet (2004): Nasjonal transportplan 2006-2015. St. Meld. nr. 24. Oslo, Samferdselsdepartementet, 2004. ShipPax (2006): Statistics & Outlook 06. The yearbook for passenger & ro- ro shipping. ShipPax information, Halmstad, Sweden, 2006. Statistics Norway (2006): StatBank- Port Statistic, Own calculations. Oslo, Statistics Norway.

1

Working paper of 02. October 2006 ØL/1968/2007 O-3041 SUTRANET Olav Eidhammer

Intermodal transport and use of load carrying units Port of Grenland IKS

Contents

1 Introduction....................................................................................................... 2

2 The Port of Grenland ....................................................................................... 2 2.1 General......................................................................................................... 2 2.2 Port traffic and goods volumes.................................................................... 2 2.3 Facilities, port equipment and capasity ....................................................... 4 2.4 Shipping and ferry lines............................................................................... 5

3 Goods throughput on large load carrying units............................................. 6 3.1 Load carrying units...................................................................................... 6 3.2 Container traffic........................................................................................... 7

4 Export and import ............................................................................................ 8

5 Ownership and infrastructure....................................................................... 10

6 Strategies and development ........................................................................... 11 6.1 Strategies ................................................................................................... 11 6.2 Development.............................................................................................. 11

References............................................................................................................. 12



2

1 Introduction The aim of this paper is for the Port of Grenland IKS to introduce:



The information and statistics is collected through interview of Port Captain Finn Flogstad, Port of Grenland. Statistics are collected from the Oslo Port Authority and Statistics Norway. Analysis and preparation of data are worked out by the Institute of Transport Economics. The information is to be used in SUTRANET 2 The Port of Grenland

2.1 General The Port of Grenland is located at the industrial and commercial heartland of Telemark County on the western side of the Oslofjord. The port is the biggest industrial port in South Norway. The Port of Grenland consists of four public terminals (Skien port terminal, Porsgrunn terminal, Brevik terminal and Langesund ferry terminal) and 16 private terminals with their own quays. 2.2 Port traffic and goods volumes Ships calling Port of Grenland is dominated by ship transporting general cargo both in domestic and international markets. Car and passenger ferries calling Port of Grenland is only in international traffic to and from Denmark (Langesund-Hirtshals). An overview of domestic and international regular shipping lines calling Port of Grenland is shown in table 2.4, page 6. Table 2.1 give an overview on number of domestic and international ship calls distributed on type of calls in 2005.

3

Table 2.1 Numbers and types of domestic and international ship calls. Port of Grenland, 2005.

2005 Type of calls Domestic International

Total

Car/passenger ferries 440 440 Tanker trade 163 457 620 Dry bulk trade 129 147 276 Other tramp trade 7 10 17 Containership 46 62 108 Ship for general cargo 896 959 1 855 Total 1 241 2 075 3 316 Source: Statistics Norway, Statistisk sentralbyrå, 2006 In 2005 there was a total of 3 316 calls to the port of Grenland. That is devided with 1 241 (37.4 %) domestic calls and 2 075 (62.6 %) international calls. The dominating type of calls was ship for general cargo with 1 855 (55.9 %) calls. Containership had only 108 calls or 3.2 % of total number of calls in 2005. In table 2.2 we present the total handled volumes at Port of Grenland distributed on load carrying unit/type of goods and loaded/unloaded goods volumes. Table 2.2. Cargo volumes divided by load carrying units and type of goods. Port of Grenland, 2005. Tonnes. Load carrying unit/ Type of goods

Total volume, tonnes

Loaded volume, tonnes

Unloaded volume, tonnes

Liquid bulk 2 856 500 1 179 520 1 676 980 Dry bulk 5 589 901 3 392 846 2 197 055 Containere - lolo 308 195 238 654 69 541 Containere - roro 135 632 108 640 26 992 Roro self propelled 208 045 79 025 129 020 Roro non self propelled 216 794 97 421 119 373 Other general cargo 490 250 256 764 233 486 Total 9 805 317 5 352 870 4 452 447 Source: Statistics Norway, Statistisk sentralbyrå, 2006 Over the last years the goods volumes handled over Port of Grenland has been relatively stable around 10 million tonnes, with a weak decline in volumes for dry bulk and an equivalent increase in volumes for general cargo. In Port of Grenland more than 86 % of the volumes are bulk cargo, distributed with 1/3 liquid bulk and 2/3 dry bulk. Volumes in container (roro and lolo) represent only 4.5 % of the total goods volumes and roro units (self propelled and non self propelled) represent 4.3 % of total goods volumes handled in Port of Grenland. This means that in volumes unitised goods represent approximately 8.8 % of total goods volumes handled in Port of Grenland.

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The figures in table 2.2 indicate that there is huge imbalance on loaded and unloaded volumes especially for container goods. Unloaded volumes are:

• 29.1 % of loaded volume in container lolo traffic

• 24.8 % of loaded volume in container roro traffic

This means that there must be a demand for empty containers in the Grenland area all the time. For roro self and non self propelled units it is the other way around, unloaded volumes are bigger than loaded volumes, but the difference in volumes for each flow directions are of fare less dramatic dimensions. Loaded volumes are:

• 61.2 % of unloaded volumes for ro-ro self propelled units

• 81,6 % of unloaded volumes for ro-ro non self propelled units

2.3 Facilities, port equipment and capasity The Port of Grenland consists of four public terminals (Skien port terminal, Porsgrunn terminal, Brevik terminal and Langesund ferry terminal) and 16 private terminals with their own quays. The Port of Grenland has a total quays length of 8 290 m divided with 2 590 m on public quays and 5 700 m of private quays. The Port of Grenland can accept ships with a deep-draught of 14.5 m. In the port there is infrastructure to handle loading/unloading of dry and liquid bulk, ro-ro and lo-lo containers, handling of general cargo in terminals and terminals for passengers. Facilities and equipment for each of the four public terminals is given in table 2.3.

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Table 2.3. Port of Grenland. Facilities and equipment in the following terminals: Skien Port Terminal, Porsgrunn Terminal, Brevik North Sea Terminal and Langesund Ferry Terminal.

Public Freight terminals at Port of Grenland Port Facilities Skien Port

Terminal Porsgrunn Terminal

Brevik North-SeaTerminal

Langesund Ferry terminal

Port area

Total length of quays/quay depts

300 m/11 m 20 m/10m

230 m/9 m 175 m/11 m

200 m/15 m 180 m/10m

85 m/7.5m 75 m/5.5 m

Isolated warehouses

9 200 m2

1 750 m2

Outdoor warehouses

90 000 m2

100 000m2

11 000 m2

Port Equipment

Ro-ro ramps 1 1 2

Rails Yes

Portalcranes

Mobile cranes

Stationary cranes

Container cranes

Gantry cranes

2.4 Shipping and ferry lines The Port of Grenland consists of totally 24 freight terminals, divided on 8 public terminals and 16 privately owned terminals. Table 2.4. Domestic and international regular shipping lines calls at Port of Grenland. The shipping lines are distributed on terminals located in Port of Grenland. The main public freight terminals with regular shipping lines are: Skien Port terminal: UniFeeder Tuesday-Wednesday SHT - Bremerhafen +Hamburg and vice versa

Maersk Tuesday SHT - Bremerhafen + Felixtowe and vice versa w/volume

Lys Line Weekly England-Ireland-France-Spain and vice versa

NorCargo Weekly Northbound

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Brevik Northsea Terminal DFDS Tor Line Monday-thursday Brevik-Immingham and vice versa (ro/ro)

Sunday Brevik-Gent and vice versa (ro/ro)

Team Lines Wednesday Brevik-Hamburg and vice versa (ro/ro)

Lys Line Tuesday Brevik-Rotterdam and vice versa (lo/lo)

Saturday Brevik-Rotterdam/Hamburg and vice versa (lo/lo)

Langesund Kystlink Daily Langesund - Hirtshals (RoPax)

Porsgrunn Hydro Porsgrunn terminal Star Shipping Monthly HPI Rotterdam-US and vice versa

Borealis Terminal Baltic Line Weekly SHT - Finland (Aabo) and vice versa

3 Goods throughput on large load carrying units

3.1 Load carrying units Load carrying units using ships calling at Port of Grenland are offered freight transport services from regular ro-ro shipping lines as well as lo-lo and a RoPax shipping line. The number of different load carrying units handled at Port of Grenland is given in table 3.1. Table 3.1. Load carrying handled at Port of Grenland. Number of units, 2003-2005 and %- change 2003-2005.

Year Load carrying unit 2003 2004 2005

%-change 2003-2005

Container lo-lo (TEU) 25614 25790 30008 17,2 Container ro-ro (TEU) 9606 14226 14909 55,2 Self propelled ro-ro units 10716 16751 22722 112,0 Non self propelled ro-ro units 7589 11265 12850 69,3 Total 53525 68032 80489 50,4 Source: Statistics Norway, Statistisk sentralbyrå, 2006

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The figures show that in 2005 there were 80 489 load carrying units handled in Port of Grenland. In 2005 this is divided on 30 008 containers (TEU) lo-lo and 50 481 units ro-ro (containers, self and non self propelled units). From 2003 to 2005 there has been a 50 % rise in load carrying units handled at the Port of Grenland. Largest increase in handled units from 2003 to 2005 has been on self propelled ro-ro units (road goods vehicles and accompanying trailers) with 112.0 % and non self propelled units (unaccompanied road goods trailers semi trailers) with 69.3 %. Handled lo-lo containers has the lowest increase from 2003 to 2005 with 17.2 %. In the port of Grenland there is one RoPax ferry serving the route Hirtshals- Langesund. On this route there was 19 564 trailers handled in 2004 increasing to 37 191 trailers in 2005 (ShipPax Statistics & Outlook, 2006) or almost doubling the number of trailers served. In 2005 the route was served by the ferry “Pride” that was replaced with “Pride of Telemark” in mid 2005. 3.2 Container traffic In 2005 there was handled 44 917 TEU’s or 443 727 tonnes of goods in container at Port of Grenland. These goods volumes contribute for 4.5 % of the total volumes handled in the port. Total number of containers (TEU’s and tonnes) handled is in table 3.2 distributed on ro-ro, lo-lo and international or domestic traffic. Table 3.2. Container throughput divided on domestic or international calls and loaded or unloaded. Number of TEU’s and tonnes, 2005.

Containers Domestic International Total Ro-ro Tonnes TEU Tonnes TEU Tonnes TEU Unloaded 50 43 26 942 6 054 26 992 6 097 Loaded 0 54 108 640 8 758 108 640 8 812 Total ro-ro 50 97 135 582 14 812 135 632 14909 Lo-lo Unloaded 28 865 9 579 40 576 5 202 69 441 14 781 Loaded 22 170 2 186 216 484 13 041 238 654 15 227 Total lo-lo 51 035 11 765 257 060 18 243 308 095 30 008 Total containers 51 085 11 862 392 642 33 055 443 727 44 917

Source: Statistics Norway, Statistisk sentralbyrå, 2006 From the information given in table 3.2 we can draw the following conclusions:

• 2/3 of the containers handled in the port are lo-lo.

• The number of containers ro-ro, loaded at Port of Grenland is 59 % of the number unloaded. For lo-lo the numbers loaded and unloaded is almost equal. 78.3 % of container volumes in tonnes are loaded and 21.7 % is unloaded. This indicates that

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there is a huge imbalance between loaded and unloaded containerized volumes at the port. The reason for the imbalance between loaded and unloaded volumes could be that the containers unloaded contain either goods with high specific gravity or is empty containers.

• With the huge imbalance in container volumes loaded and unloaded there most probably will be a need for empty containers to support the outgoing goods.

• Of the volumes handled in container 88.5 % of the tonnes are for international markets and 11.5 % domestic markets. Of the 44 917 TEU’s handled 74.6 % are for international markets and 26.4 % is for the domestic market.

4 Export and import The use of container as load carrying unit in external trade is produced by Statistics of Norway (Statistics Norway, SSB, 2006) specifically for the SUTRANET-project. The statistics give information on containerized and not containerized goods volumes in external trade. Figures for containerized and not containerized goods volumes from Telemark County is given in table 4.1 (export) and for import in table 4.2. Table 4.1. Export from Telemark County to different countries. Goods volumes containerized and not containerized. 1 000 tonnes, 2000 and 2005.

Export to Unitised or not unitised Denmark Germany BeNeLux Great


Rest of World

Total

Year 2000 Container 30,9 6,9 25,9 11,6 45,6 46,5 167,4 Ikke container 683,3 477,3 287,5 843,9 1 224,6 1294,2 4810,8 Totalt 714,2 484,2 313,4 855,5 1270,2 1340,7 4978,2 %-container 4,3 1,4 8,3 1,4 3,6 3,5 3,4 Year 2005 Container 12,9 15,9 39,2 30,1 96,9 90,1 285,1 Ikke container 525,7 182,9 306,7 436,6 897,0 102,4 2451,3 Total 538,6 198,8 345,9 466,7 993,9 192,5 2736,4 %-container 2,4 8,0 11,3 6,4 9,7 46,8 10,4 Source: Statistics Norway, Statistisk sentralbyrå, 2006

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Table 4.2. Import to Telemark County from different countries. Goods volumes containerized and not containerized. 1 000 tonnes, 2000 and 2005.

Import From Unitised or not unitised

Denmark Germany BeNeLux Great Britain

Rest of Europe

Rest of World

Total

Year 2000 Container 0,2 3,0 1,1 2,3 5,6 7,3 12,2 Ikke container 61,0 156,9 415,8 487,1 1588,7 205,3 2709,5 Totalt 61,2 159,9 416,9 489,4 1594,3 212,6 2721,7 %-container 0,3 1,9 0,3 0,5 0,4 2,6 0,4 Source: Statistics Norway, Statistisk sentralbyrå, 2006 Import statistics available for us for Telemark County, year 2005 has some errors. The statistics is therefore not published in this document. The figures in table 4.1 and 4.2 show there was huge imbalance in external trade to and from Telemark County in 2000. There is almost twice as much export from Telemark County as import to Telemark County. The figures also indicate that for the county of Telemark the share of goods volumes in container in external trade is still low, and there is imbalance between import and export container flows.

• Use of container in export has increased from 3.4 % of goods volumes in 2000 to 10.4 % of goods volumes in 2005.

• Export has a higher share of containerized goods (3.4 %) than in import (0.4 %) in 2000.

• The share of containerized goods volumes is differing for different markets. The world outside Europe has higher container share than freight to and from countries in Europe.

• Highest share of containerization has export to Rest of World with 46.8 % of goods volumes in container and export to BeNeLux with 13.3 % of volumes in container in 2005. In import one fined the same picture: The container share is highest to the same countries as for export, but the shares are significantly lower.

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5 Ownership and infrastructure

The Port of Grenlans IKS is an inter-municipal company owned by the municipalities Skien, Porsgrunn and Bamle. Port of Grenland offers the following services:

• Quay- and mooring places

• Waste management, water and electricity

• Freight terminal services, including consignee and distribution of goods

• Loading and unloading of ships

• Crane services

• Hiring out of trucks and other freight terminal machinery with driver and buildings and outdoor area

At the main public port terminals at Port of Grenland services are offered by private companies in co-operation with Port of Grenland. Skien Port Terminal The management company for Skien Port Terminal in Voldsfjorden is Grenland Port IKS. The freight terminal has equipment for ro-ro, lo-lo and dry bulk. Skien Port Terminal is at the time being enlarging its area to attract new industry activities. Brevik NorthSea Terminal Ltd. The management company for The Brevik Terminal is Brevik NorthSea Terminal Ltd. The terminal has direct shipping lines to UK, Belgium, Germany, Sweden and The Netherlands. The terminal has facilities for ro-ro, lo-lo and dry bulk. The terminal is connected to railway. Langesund Ferry Terminal The management company for Langesund Ferry Terminal is Kystlink Ltd. The main activity is to offer ferry services between Langesund and Hirtshals in Denmark. Other public port terminals like Dypvannskai, Tinfoskai, Krankai, Jernbanebrygga og Fiskerihavn are mainly managed and put into operations by private companies. Private freight terminals at Port of Grenland Port of Grenland includes a number of private freight terminals (17) that are managed and put into operation of private companies. Such terminals are: Grenland Offshore, Hansen and Arntzen Båtbyggeri, Ekstrand Mek. Verksted, Norcem AS, Brevik Aker Yards AS, Borealis AS, Hydro Polimer AS, Herøya Næringspark, Eramet Norge, Leca Porsgrunn, Porsgrunn Mek. Verksted, Porsgrunn Porselen, Hydro Menstad, Felleskjøpet and Norsk Metallretur.

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6 Strategies and development

6.1 Strategies The strategic plan for Port of Grenlands includes a vision part, strategic action plans and a business concept. Points of the utmost importance for freight and ferry traffic are given in the following. Vision Port of Grenland IKS shall develop its position as one of Norway’s most important bridgehead to Europe and as an attractive port in Norway. The port should be managed effectively and profitable, and give value added for industry and commerce, society and the environment. Strategic action plan Port of Grenland IKS has ambitions to increase freight volumes handled in the port. The port authorities shall arrange for dry and wet bulk, general cargo and ferry traffic. This implies active contact with markets and participation in networks. Port of Grenland IKS shall contribute in a way that the framework for port users is as good as possible during: Intermodal adoption, framework for competition, effective goods handling and renovation of ground-based infrastructure. Port of Grenland IKS shall develop as an intersection for freight handling, ferry traffic during an offer of effective terminals. The port shall work for an active industrial and commercial development with weight on port related activities. The port should be managed on an environmental good practice. Business concept Port of Grenland shall be one of Norway’s most important ports. The port should be developed, the activity should increase altered in the considerable transport demand from industry and travel business. The port shall contribute to the regions industrial and commercial development and secure and increase competition for existing and new users. Consideration for the environment and local community shall e natural part of the commercial and regional development. Port of Grenland shall participate that the region appears as an attractively coastal area. 6.2 Development Competition and collaboration with other ports Regionally the competition is from all the ports located around the Oslo fjord between Port of Moss and Port of Kristiansand. Among those ports the biggest competitors are Port of Oslo

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and Port of Kristiansand. In addition Port of Gothenburg affects Port of Grenland as a competitor. The only collaboration is during an informal dialogue between all ports located along the Oslo Fjord. Other collaboration is the hallmark of ad-hoc concepts. Possibilities for intermodal rail freight to and from the port. In special Brevik Freight Terminal and Herøya Business Park has the opportunity to develop intermodal rail freight services, but to day there are no such specific plans. New shipping lines There are planning for new shipping lines all the time. At the time being there are no concrete plans. Motorways of the Sea Port of Grenland IKS is working on a concept where the port terminal should develop to be a regional or national logistic centre, where transport on sea is the main transport mode to and from the port. References ShipPax (2006): Statistics & Outlook 06. The yearbook for passenger & ro- ro shipping. ShipPax information, Halmstad, Sweden, 2006. Port of Grenland (2007): Internet: http://www.port.of.grenland.com Samferdselsdepartementet (2004): Nasjonal transportplan 2006-2015. St. Meld. nr. 24. Oslo, Samferdselsdepartementet, 2004. Statistics Norway (2006): StatBank- Port Statistic, Own calculations. Oslo, Statistics Norway.

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