BOX_2015_02_EU Intermodal Outlook_Peter Wolters

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International edition

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Magazine for intermodal exchange and development

EIO European Intermodal Outlook - Peter Wolters

LogSureInsurance specialists for intermodal covers

RWI-ISLThe index explained

Compilation15 largest container ports in Europe by Prof. Theo Notteboom

TT ClubLashing & securing

Intermodal & containers BOX®BOX® Intermodal & containers

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2 Impressum

3 Editorial Seeing the modal shift as a highly crea- tiveprocessofredesigninglogisticflows and chains, it is easy to understand that the mental shift is the biggest hindrance in that process

4 Contents

6 LogSure Insuring intermodal business in all its segments: terminals, ports, operators

16 IXOLUTION

18 European Intermodal Outlook Intermodal is mainly an international transport business, so a European item of great importance.

24 NGICT New generation inte- grated container terminals Higherperformancewithlowercostsfor hugeandsmallterminals,newandre- constructions

Contents

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Telefon: +49 (0) 40 380 433 91E-Mail: [email protected]: www.logsure.de

LogSure GmbH

your umbrella for safe logistic operations

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EIA goals 26 Prof. Dr. Theo Notteboom Compilation of the 15 largest container ports in Europe

28 RWI - ISL index Graphicalvisualizationofthelatestflash estimation based on 81 ports and cove- ring 60% of global container volume

30 Prof. Dr. Ronald Döhrn Explains the background and data behind the RWI-ISL container handling index

36 Helix learning

38 YouTube Channel High level intermodal panel@YouTube

46 Lashing & Securing is the next frontier Peregrine Storrs-Fox TT Club's risk management director

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IXOLUTIONI N T E L L I G E N T E X E C U T I O N

Standard software forintermodal transport & logisticswww.ixolution.com Zwijndrecht [NL] & Nettetal-Kaldenkirchen [D]


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European INTERMODAL OUTLOOK

New MINDSET

CHAPTER ONE

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European Intermodal OutlookAre there any experts with a visionary, strategic mar-ket outlook willing to kick-start a new intermodal net-work approach under the motto ‘turning sustainabi-lity towards profitability’?

Get your opinion heard

Your opinion should be heard! Authorities are eager to understandyour ‘neweconomy’

hub&terminalnetworkbundlingrequirements;impactof global containerization;door-to-doorlogistics supply chain realities and innovative digital tools leading to smarter use of infrastruc-ture, vehicles and (full) loading units.

Building bridges

Weneed tobuildabridgebetween traditionalcombined transport using legislative support (EUDirective92/106);demand leadentrepre-neurial intermodal business cases, and the clientsofbothoptions:shippers(cargoowners)comparing and measuring the 'green freight' so-lutions best suited to get your shampoo, laptop or any other package on the shelf in reliable ti-meframes, mode neutral.

Successful pioneering

Certain multinationals have been successfully pio-neering intermodal transport while using the know-howoftheformerEuropeanIntermodalAssociation.Intermodal transport is now well embedded in EUtransportpolicies.Thecherryonthecakewasthere-centconfirmationintherevisedDirectiveonWeights& Dimensions (96/53/EC) of the acceptability of the 45’containerandalimitof44tonnesderogationforintermodaloperationsfromandtothe‘nextsuitable’terminal.MissionaccomplishedforEIA!But…howtomakesurealltheseachievementswillbeunderstoodandwithin reach formorepotentialusers,alsoser-ving supply chains Europe - Asia?

Join the initiative!

Thewriter of this column, the formerSecretary ge-neralEIA, is offeringhis global intermodal network,his strong ‘sustainable’ brand, and a long list of in-termodal project deliverables and publications to in-spire transport operators, shippers and policy makers regarding unexploited intermodal opportunities. Do become part(ner) by sharing your opinion, data and otherresources.Let’sstart!

EU goal: 300 km haules to rail or water

AreviewoftheoldEUCommission’s2011WhitePa-perdocumentisunderway.Thegoalforlong-distancefreight: “30% of road freight over 300 km should shift toothermodessuchasrailorwaterbornetransportby 2030, and more than 50% by 2050”. It is not spe-cifiedhowmuchshouldbeshiftedtowaterandrail.Question to readers: describe a realistic modal share taking into account capacities, containerisation, cor-ridornetworks,collaborationoptions,CO2savingpo-tentials and commodities…

New statistics: Transforum 2014

Newfreightstatistics(Transforumproject,2014)mayassist.Itshowsthatfreightover300kmrepresents11% of tonnes lifted and 56% tkm. Total intra-EU freight


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transport amounted to 3700 billion tkm in 2010. Road transport over 300 km contributes to 965 billion tkm.

Major goods carried by road exceeding 300 km are food products (17% tkm), agricultural pro-ducts (10% tkm), mixed goods (10% tkm), che-mical products (9% tkm), metal prod ucts (9% tkm)andwood,paper,pulp(8%tkm)(Eurostat,2012).

Maritime segments of most relevance to shift fromroadtowaterbornearecontainersandroll-on, roll-off (Ro-Ro) transport. These represent +/- 15% of intra-EU maritime freight (tkm). This implies around 180 BLN tkm in 2012.

Internalization of external costs

Internalization of external costs is another ena-bler (or cost) for intermodal transport, provided you have an intermodal representation in Brus-sels putting it on the EU table.

Thesearelowerforroadfreightthanforrailandwaterborne transport.The level of internalisa-tion in EU27 is 55–75% for heavy trucks (>32 tonnes), 90–95% for freight trains, 85–90% for IWW transport.

Un-inter nalised marginal social effects of heavy trucks are +/- €0.55 per vehicle-km (average for EU19, not including climate impact).

Service levels

Clients of intermodal trans-port(cargoowners),alsoac-tiveinthenetworkoftheco-lumn writer, might arguethat we should talkabout service levels at competitive pri-ces in unexploited markets first; costsavingsafterwards.

Indeed, 57% of average time utilisation for transport by barge is consumed by loading andwaiting.It impliesanetnavigatingtimeof43%. Improving rail services is another chapter. Using heavier and longer trains (increasing axle loads22.5to25tonnes)wouldincreasecapa-city by 15%.

Contact

Send any contribution, opinion or data un-derlining your statement to

[email protected]

Peter Wolters

Bridging the river Elbe

Bridging the river Rhine

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For huge or small terminals for new or reconstructionsTheNGICTconceptisflexibleandapplica-ble for huge operations (like a MEGA-hub) but also for a terminal to be built on limi-ted space stillwith a high throughput (f.e.20,000TEUperyearwithagrowcapactiyupto 80,000 TEU per year).It is the first terminal handling system inwhichcraneswithcontainerscanpasseach

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other in the same stacking lane.Ahigherperformancewithlowercostsandmaximum redundancy because cranes can change from stacking lane.

Website: www.ngict.eu

Higher performance, lower costs and a lot more advantages!


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Channel

If you hate container terminals in your neighborhood, while you have a backyard like this, then never invite the mayor to your home!

High Level Intermodal Panel @ YouTube

A panel discussion on intermodal business concerns, EU policy im-pact and other spontaneous ideas

has been put online via YouTube. Panelists: the worlds’ largest shipping line (MAERSK), Euro-pe’s biggest inland port (DUIS-PORT), a Rhine representative (CCNR) and two eminent uni-versities (TNO/TU Delft; Uni-versity of Liège). Moderator was Peter Wolters (YouTube: ‘Peter Wolters intermodal’) .

Modal shift = mental shift

“Changeofmode,changeofmind-set:howtogive intermodality and ‘synchromodality’ morechancestoexpand?”wastheofficialpaneltitleat the event European Forum of Logistic Clus-ters(Oct.2014).Sessiontopics:

Newfuelinfrastructuretolinktrucksandbargesusing alternative fuels (LNG, CNG).

Consequences,requirements,policies?Smart use of existing infrastructure by synchro-nizing,bundling,managingmodes&flows.Im-pact transshipment/vehicle costs and added va-lue services?

Localizing multimodal platforms & logistic parks;criteriaaccordingtoport-hinterlandvaluechains?

Strategic alliances, investments and players;howtoexpandtoothermodes,marketsandfi-nances (East EU, Russia, China)?

Critics?

The ball started to roll quickly whenDUIS-PORT Agency stated that sometimes

unexpected ‘synchromodal’modifications thre-atened well planned, sustainable intermodaloperations. An explanation is given in the video (part 1).

Terminal jokes do exist! According to MAERSK, ‘Maasvlakte II is an attempt by the Dutch to re-achtheUK’andDUISPORT‘Inthepast,everymayorwho foundwater in his backyardwan-tedtohaveaterminal’.Itwasstressedthattoomany inland terminals exist in certain areas of the Netherlands, Belgium, north of France. Ap-parently,‘hub’bundlingstrategieswouldbethesalvation to most challenges...

Message from Brussels

In a brief intermezzo, the moderator elaborated on EU sustainable modal shift policies whichhave a cost impact on business realities. He


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mers. We have to realise intermodal is not main ’stream’only.Continental flowscanshow res-pectablegrowthfigures.Thesehavetobefaci-litatedespeciallytowardsthe(far)East.

Aninterestingbestpracticeexamplewasmenti-oned by CCNR: inland barge operators buying a stakeinrailwayundertakings.Whynottheotherwayaroundaswell?‘Homework’forinlandna-vigation was proposed: to increase negotiati-onpowertowardsport(terminals)andtoopenmore to other partners in the logistic chain.

The inter-cont inenta l d i m e n s i o n of TEN-T should be deve loped, according to

thepanel.Themoderatoracknowledged,whilereferring to a Chinese partner in his intermodal

New port KPI’s have to be developed

Apparently,thereisalackofwrittenagreementsbetween shipping lines and seaport terminalson cargo handling, a lack of a common terminal planning, all leading to long waiting times forloading/unloading of inland barges. Deep-sea ports should be more comprehensively thought through in planning stages including barge, cross-docking/storage and rail facilities.

A strong observation was made by TNO/TUDelft. There seems to be no shared understan-ding of positions and roles of all inland freight hubs that (may) have a strategic function for Europe. Investments are spurred by local and EU subsidies creating overcapacity…

Ashippinglines’businesscaseisbeingputtothe test,according to thewriterof thisarticle.Especially ifeverynewinlandfactoryopensanewintermodalterminaldemanding(free)ma-ritime containers in their yard close to custo-

invitedallpaneliststogivea‘wishlist’tobevoi-ced at high level to the TEN-T (Trans European Networkfortransport)CorridorCoordinatorsinBrussels:

Moneyisnottheproblem;TEN-Tinfrastructurepolicy and industrial research should become asharedawarenessinaclearintermodalnet-workstrategy

New SECA rule (Sulphur Emission ControlArea) should be applied equally to north andsouth Europe to avoid a ‘reverse’modal shiftback to road

Coherentalternativefuelinfrastructureisrequi-red not only in ports, but also at strategic hinter-land locations

New legislation was elaborated upon by themoderator concerning the latter topic. By 2016, member states have to present plans to the EU Commissiontocreateanetworkofalternativefueling stations for natural gas, hydrogen and electric vehicles. Electric stations are to have a minimum of one recharging point per 10 vehi-cles and be fitted with an EU-wide commonplug by 2020. LNG stations for road use must be built ever 400 KM by 2025; CNG stationsbuilt every 150 KM by 2025.

CCNR input

The Central Commission for the Navigation of the Rhine (CCNR) proposed to build alliances between potential LNG consumers (maritime,barge, truck) to obtain faster scale effects. The moderatorcouldn’tagreemore.Hereferredtoan EU proposal of a large EU energy distribu-tor,aworldwideoperatingretailindustryandatruck manufacturer to construct LNG truck stati-onsalongvariousEUcorridors.LikewithotherrequestsandConnectingEuropeFacility(CEF)proposals, the moderator is advising consortia tobuildallianceswithothermodestobesustai-nableandcredibletowardspotentialusers.

Otherpanelistsexpressedconcernsthattrucksandbarges,usingalternativefuels,wouldalterthe intermodal landscape in the long run. In the shortterm,SECAlegislationwouldcauseanin-creasedcosttoshortseashippingwhichmightlead to other means of transport.

Port - hinterland

Port–hinterlandrelatedconcernswereexpres-sed by the panel under the topic ‘Smart use of existinginfrastructure’.Wemightseenewsortsofseaportterminalconcessionscombinedwiththe hinterland.Port-hinterland infrastructure un-tilthelastmilerequiresmoreprivatecapital.


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www.crct.com

China-Europe Express Rail Routes


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trafficand thereforeCO2 emissions. Futuristic terminal software solutions are being testedbyothers:combiningorders;poolingvehicles;double cycles, etc.

Procter & Gamble (cargo owner) is anotherambitious partner in the network. In the new‘CORE’project,theirobjectiveis‘todevelopathirdalternativetoreefer,ornothing’.Theresultwouldbelowercoststoprotectproductintegri-ty throughout the fullsupplychain;up to40%lowerCO2emissions (devicewithnoexternal

power)andincreasedavailabilityofcontainersvia use of standard containers.

The relative performance of modes can easily bemisunderstood if this is not donewell, ac-cordingtoTNO/TUDelft.Smartcombinationsbetweentransportmodeswould, ideally,allowshippers to make the best trade-off betweeneconomic and environmental sustainability. Ho-

Peter Wolters

Peter has been promoting intermodal transport and logistics best practices to EU authorities and potential industrial users for more than 15 years. He ad-vocates smarter, cost saving interopera- bility between all transport modes(rail, road,waterborne)andshippers ina network approach. His experiencecovers EU applied research such as BEST- FACT,CORE,EIRAC, ISIC,EWITA, SMART-CM, SPECTRUM, TELLIBOXandhe isanadvisory board member in Super- Green and E-freight.

He is regularly invited by authorities to deliver a neutral European intermodal outlook e.g. cabinet of President Barroso (EC), Van Rompuy (EU Council), transport Commissioner Bulc, EU Parlia- ment, EESC, EU-ROSTAT and ‘global intermodal’institutes (ITF/ OECD; UNECE).He is executing ‘intermodal stress tests’ for TEN-T proposals on demand.

Peteristheco-authorandpublisherofthe‘IntermodalYearbook;strategies,statistics,termi-nalsandplayers’;graduatedasHumanResourcesManagerinTilburg(NL)in1996,obtainedanacademiccredential‘EuropeanOrganisations’in1997.HisintermodalcareerstartedwithintheIntermodalTransportFoundationintheNetherlands,whereafterhewastakenaboardtheEuropean Intermodal Association.

Contact: [email protected]

network.‘CRCT’offersanewinternationalcon-tainer block train “China-Europe Express Rail” (CEER).

European partners for CRCT

ItincludesChongqing-Duisburg,Chengdu-Lodz,Zhengzhou-Hamburg, Suzhou-Warsaw,Wuhan-Poland &Czechia, Changsha-Duisburg, Yiwu-Madrid.ToincreasereturncargofromEu-rope to China and initiate distribution business in Europe, CRCT is looking for European based partners. To reach out via China media chan-nels, EIA placed a Chinese summary of the pa-nel discussion at the end of each video.

The intermodal kitchen

Let’s take a look into the kitchen of the inter-modal network of themoderator. His networkpartners are assisting terminals to streamline hinterland rail processes. INFORM GmbH ishavingsuccesswithAPMT(MaasvlakteII).Dis-triRail is connecting Rotterdam/Botlek shortsea directly by rail. This prevents containers to be discharged on alternative terminals and then shuntedby road.On topof it, it reduces road

wever,itrequiresathoroughLCAandtransportchain analysis to allocate cost/benefits whi-le developing a fair picture of energy use and emissions. In this context, the moderator refer-redtoISOhavinglaunchedanewInternationalWorkshop Agreement ‘International harmoni-zedmethod(s) foracoherentquantificationofCO2 emissionsoffreighttransport’.

Knowledge infra

Asidephysical infra,knowledge infraneedstobe improved (rather knowledge managementthanresearch).Intermodalplanningdataacqui-sition and use is rather compartmented and like a ‘WildWest’. In the future,a lotofhorizontalcollaboration possibilities are open, based on sound business cases.

Moredowntoearth,cheaptruckingofcompa-niesfromEastEuropewasperceivedasmajorproblem.Furtherspontaneousquoteofapane-list: ‘whenweworkoutourcombined intermo-daltrafficpricingstrategy,eachandeverytime,transshipment costs are major concern; weneedhighfrequencyrailshuttleswithattractivetransittimes’.

To understand the context of the mentioned proposals and comments in this article, it is im-portanttoviewthewholediscussiononthetwoYouTube videos. References are given to inter-modal news sources, a best practice databa-se, industrial research projects and intermodal planningtools.Athirdvideowillbelaunchedinthenearby futureunder themoderators’motto‘TurningSustainabilityintoProfitability’!

HOLLAND - BELGIUM - GERMANY - FRANCE

Eemhavenweg 123, RotterdamPhone: +31 10 42 91 800 Direct contact: Ad van Hoff+31 65 24 73 202E-mail: [email protected]: www.progecoholland.com

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BOX_2015_02_EU Intermodal Outlook_Peter Wolters