inland terminals 2011

8/3/2019 Inland Terminals 2011

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Embedding Inland Terminals in the European

Transport Network

Drs. Larissa van der Lugt

Erasmus University Rotterdam

Barcelone, 2011


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Content

Urgency

Complying requirements

Analysis of actual situation

Findings and conclusions

End


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Urgency from European perspective

Dynamics in our economic

system

Its all about productivity


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Translated to transport network

Effective and efficient European Transport Network

Multi-port regions

Infrastructure connections,

Strategic locations,

Sufficient capacity

Effective use, well coordinated services

Efficient use, high utilization rates, bundling,coordination

Network and chain performance data


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Urgency from operational perspective

Synchromodality

What is it?

What does it imply?

Multimodality available

High frequency

Reliable: time tables!

Information available Service availability

Service performance

Demand requirements


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Main requirements

Inland terminals with sufficient scale from a network

perspective

Control out of ports

Governance structure for right incentives


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Inland terminal network: scale considerations

Some calculations

To and from the port: sufficient frequency andscale

For a multimodal node: both rail and barge:minimum is about 300.000 TEU

For a rail terminal: 100.000 is minimumcapacity

From a terminal perspective only, otherminimum efficient scale could apply


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Actual picture

Too many terminals

Too many actors

Different interests

Limited network focus of actorsinvolved

Example Netherlands


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Another calculation: Rail

10 million TEU in Rotterdam

70% is inland, rest transshipment

Suppose 20% rail (actual about 11%)

Full trains, 80 TEU 55 destinations

160 trains a year per destination, not even one every day,

supposing that all containers are bundled over Rotterdambased terminals. Conclusion: too many destinations!


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We have to avoid proliferation!


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Control out of ports

Why?

Ports are at the crossing of the maritime network and the inland

transport network

Ports provide the scale to effectively and efficiently control

multimodal flows

Bundling of cargo already present

Information centrality


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Control and governance is crucial

But: a variety ofmodels exists

Different ownership structures,resulting in:

Different economic drivers

Different directions of control


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Some examples, their pros and cons

Veghel case: private terminal operator or transportcompany with local public area or site manager Focus at individual operations rather then network

Risk of too low a scale and limited integration with sea-port

Duisburg case: public autonomous body both being theterminal owner as the operator Large scale development possible: positive network effects

Mix of landlord function with operator function


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Some more examples

ECT case: individual deep-sea terminal operator being the operator

of inland terminals Good integration out of seaport: scale economies possible

Absence of network effects for other port users and ports

in proximity

APB/TCB case: port authority partly owner of terminal, deep-seaterminal operator with share involved in neutral inland terminaloperator Good integration out of seaport

Network effects to be safeguarded by landlord


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And even more

HHLA case: deep-sea terminal operator with inland rail terminals

as profit centers, in Germany JV with Eurogate, its nearestcompetitor

Control out of sea

Less integrative effects, but more network effects

Port of Liege: public landlord entity, with private operators,actively looking for partnerships with different ports

Control out of inland terminal, but intention to integrate with sea-port

Network effects possible


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Concluding

At some level within Europe the responsibility forcoordination over competitive elements should beestablished and mandated as to safeguard:

Good governance in each terminal location resulting in goodmarket conditions, right incentives and balanced control forports

No proliferation of terminals, avoiding network fragmentation

Network performance information, facilitating furtherdevelopments and strategies

inland terminals 2011

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