master class 12 december 2013 chokepoints in transport corridors

Masterclass

Chokepoints in Corridors

Chokepoints in corridors Perspective on bottlenecks in European transport networks

December 12, 2013 STC-Group,

Lloydstraat 300 Rotterdam

Maurice Jansen – STC-Group

Bart Kuipers – Smart Port

Patrick Witte – Utrecht University

Andrea Clasen de Cunto – DB Schenker Rail

Cok Vinke – Contargo Waterways Logistics

Roy van den Berg – Port of Rotterdam

Platform for knowledge exchange between education, business community and association of young port professionals

Master Class Knowledge platform for young port professionals

Chokepoints in corridors

Time Speaker Subject 17:00 hrs Reception 17:15 hrs Maurice Jansen

Senior Manager Innovation, Research & Development

Introduction Masterclass

17:25 hrs Bart Kuipers Senior Research Manage Smartport

Introduction Smartport

17:30 hrs Patrick Witte University Utrecht / 1st prize Smart Port PhD Poster Session 2012 Researcher Smartport

“Chokepoints in the Corridor”

18:30 hrs Andrea Clasen de Cunto / DB Schenker Intermodal Cok Vinke / Contargo Roy van den Berg / Port of Rotterdam

Bottlenecks in the hinterland: pitches by professionals

19:00 hrs Discussion 19:15 hrs Closing

S M A R T P O R T

Erasmus Smart Port Rotterdam

S M A R T P O R T

• Educating students witch knowledge and skills demanded by the port businesses: multidisciplinary

• Educating executives in the port • Flow of knowledge between university and port business: vice

versa! • Building competitive advantage for the port and city • Attracting students to Rotterdam: the place to be for port

education and research!

Smart Port: focus

Erasmus Smart Port Rotterdam

S M A R T P O R T

Smart Port research agenda

Governance for a Sustainable Port

Ports as Nodes in Global Supply Chains

Drivers for Green Port Related Operations

Operational Excellence in Ports and Networks

Visibility for a Connected Port


Perspectives on bottlenecks in European transport networks

Masterclass HBO in de Haven / SmartPort Rotterdam – December 12, 2013

Patrick A. Witte MSc | Utrecht University | [email protected]

- Bachelor Human Geography (2006 – 2009) - Honours College Geosciences (2007 – 2009) - Master Urban Planning (2009 – 2010) cum laude - PhD Candidate CODE-24 (2010 – 2013) - PostDoc Urban Planning (2014 – 2016)

The Corridor Chronicles: Integrated perspectives on European

transport corridor development

CODE24: Rotterdam-Genoa

CODE24: transport bottlenecks threaten the economic and

spatial potential of corridors

“Lorelei accident is damaging

the image of inland navigation”

“Dutch Railways are responsible for

covering financial deficits Fyra-fiasco”

“100 km/hrs on Rotterdam highway is a danger for public health”

Bottleneck: A narrow section of a road or junction

that impedes traffic flow (Oxford Dictionary)

Technical capacity: The maximum quantity of freight which can be operated on a link (Rothengatter, 1996)

Congestion

Harmonisation & standardisation

Lack of land for expansion

Physical barriers

Effects of decisions

Institutional fragmentation

Competition & market behaviour

Costs & effects of investments

Infrastructure Spatial structure

Governance structure Economic structure

Physical

Organisational

Functional

Morphological

Political

Institutional

Market conditions

Financial

Technical Managerial Track length Needless stops

Track capacity Travel time Train length Circulation time

Security systems Estimated Time of Arrival Voltage systems Knowledge of trains’ priorities

Slot incompatibility Traffic management Free access to ports Cross border slot reassignment

Connections to terminals Language barriers engine’s drivers

Expert interviewing (2010)

• …still a sectoral perspective? • Stated preference for ‘integrated corridor director’ • Discussion: a customer perspective is lacking?

Pilot case-study (2011)

Third track Emmerich – Oberhausen Fluent freight traffic vs. local noise nuisance Integrative conception = strategic solution

Theoretical framework (2012)

“One-sided logistics perspective fails

to grasp the integrative and

complex nature of the problems”

Empirical application (2013)

Conclusions

Observed from practice: multiple bottlenecks Theory lacks insight into scales & dimensions Theoretical framework: integrated analysis

First empirical support is promising...

...but do the experts agree?!


Perspectives on bottlenecks in European transport networks

Masterclass HBO in de Haven / SmartPort Rotterdam – December 12, 2013

Patrick A. Witte MSc | Utrecht University | [email protected]

Rail

Rail

Utrecht, 10.12.2013

DB Schenker Rail Nederland NV

Industry Sector Intermodal

A. Clasen-De Cunto

Masterclass

12 December 2013 - Rotterdam

‚Perspectives on bottlenecks in European transport networks‘

Rail 2

Agenda

Overview DB Schenker Rail

Vision & core business activities DB Schenker Rail

Bottlenecks and challenges in European transport networks

DB Schenker Rail | Clasen-De Cunto | December 2013

Rail

DB Schenker Rail offers its customers

a comprehensive European network

3

Source: Actual values 2012, company report

DB Schenker Rail 2012

Employees: 31,800

Turnover (EUR): 4.9 bn

EBIT (EUR): 87 m

Performance (tkm): 106 bn

Locomotives2: 3,700

Wagons2: 110,000

1 European Headquarter 2 Ownership and finance lease

DB Schenker Rail in Europe

RBH Logistics

MEG

RBH Logistics

MEG

DB SR UK

Cobra

DB SR Nederland

DB SR Polska

DB SR Bulgaria

NordCargo

RBH Logistics

MEG

Transfesa

DB SR Scandinavia

DB SR Hungaria

ECR France

DB SR Schweiz

DB SR Romania

DB Schenker Rail

Rail 4

Agenda

Overview DB AG / DB Schenker Rail




Rail

Our vision is to be Best Choice on European Tracks

Quality and Service

Provider

High quality and

reliability for our clients,

delivered safely

Profitable

Market Leader

Strong European

network and

sustainable

capability to invest

Eco-Pioneer

Leading ecological

position and

responsible behaviour

Top Employer

Attractive employer

with a common

European identity

and culture

Our Vision

Best choice on

European tracks


Rail

Our strategy is based on a strong European network

43

256

36

276

516

38

406

523

222

244

186 54

18

284

56

1 8

9

Source: L.RBP 11 - Traffic Management Central Corridors

Trains per week in both directions starting and ending in Germany, not included trains between other countries; October 2012

European network

High frequencies

Stable quality

EURopean Operations

Management (EUROM)

14

3

6 DB Schenker Rail | Clasen-De Cunto | December 2013

Rail

By 144 CT trains per week from/to Rotterdam area

DB SR shows a strong market position

7

CT-Traffics DB Schenker Rail from/to Rotterdam area

From/to Switzerland/Italy: DB SR is

together with the partner Hupac by far

the market leader

From/to Germany: DB SR is the

largest provider for the German

hinterland with direct trains and

common traffics with KVG/Kombirail.

Northern, Eastern and Southern

Germany is offered through the hub in

Duisburg in addition to direct trains to

the Ruhr and Rhein-/Main-area.

From/to Austria/Slovakia: DB SR

offers together with RCA direct trains

to Austria and Slovakia.

The mix of continental and maritime

trains is 70 to 30 percent.

Relation trains

per

week

Germany 52

Italy 44

Netherlands 22

Switzerland 10

Slovakia 10

Austria 6

Total 144


Rail 8

Agenda

Overview DB AG / DB Schenker Rail




Rail

Latest news show a significantly changed situation in the

Port of Rotterdam with consequences for the Rail sector

9

What is the possible rail capacity in

which years on the Betuwe-line?

What is the status and possible impact

of P3?

What is the impact of the new

Maasvlakte 2 area and how can rail

volumes be bundled in future?

What is the newest reliable volume

forecast for the Port of Rotterdam?

Shift from 20% rail to 20% rail+barge

in Modalsplit?


Rail

… and other challenges along the European rail

transport corridors for DB Schenker Rail

10

European

network

Operation of terminals

Rail-

logistics

Growth

Non-Europe

Expand market

position

Close white spots

within network, e.g.

Belgium, Czech

Republic

EOC – European

Operations Center

Hub-Functions

Safeguard key

transports

Profitable growth

e.g. Daimler Hub,

“chemical industry

triangle” Burghausen

Profile restrictions

Investments in rolling

stock (e.g. border

crossing traction, „silent

wagons‟)

Education programs

Secure margins

Develop new segments

Selective growth with

key accounts

Take advantage of

highly profitable

opportunities, e.g. in

NME1

1 Near Middle East


Take the better route!

STC Rotterdam 12-12-2013Chokepoints in corridors

Take the better route! © 2013 Contargo

Contargo stellt sich vor | 2

Contargo at a glance

Founded 2004

Workforce 800

Annual transport volume 1.7 million TEU

Turnover (2011) 400 million Euro

Terminals at inland ports 27



Contargo´s core product: container hinterland transport

Seaport delivery// collection

Export

Import

Empty container-Depot

Truck handling

Inland barge handling

Rail handling

Container delivery / collection



Multimodal Container Transport

Barge Reliable, low-priced and environmentally friendly Serves almost all terminals in the ARA ports directly,

with fixed schedules Clear advantages along the Rhine and its tributaries

Train Fast transport mode for inter-terminal hinterland

transports across Germany and Europe

Truck A fast, flexible partner for regional transport Transports urgent assignments just-in-time to

destinations in the European hinterland



The Contargo Network



Transport Lanes

Transport lanes function like ''conveyor belts'' Regular traffics Fixed (sailing) schedules Reliable delivery Costefficient

Ongoing process between fixed locations A certain balance in transportvolumes at the entry- and

exit points of the lanes is required, to obtain a

costefficient transport lane.



Lanes entry- and exit points

Functionality of transport lanes depend on the functioning of the transportmode as well as on the fullfilment of the requirements on the lanes entry- and exit points.

Requirements at the entry- and exit points Availabilty of handling capacity

Handling within the required timeframe for the individual transport mode.

Return cargo must be available



Focus on chokepoints at the Seaports

� A variety of ''conveyor belts'' are bundled at the seaport

� Not all ''belts'' run at the same speed� Seavessels and barges mainly use same handling

equipment

� Rail and truck require different handling equipment Barges usually have to load/unlaod at various terminals

within the same call at the seaport.

� The speed of the various ''conveyor belts'' are predefined by cost/revenue requirements of the individual stakeholders.

� Consequences Inefficiency in the supply chain

Reduction of reliablity

Costsavings are not or harder to reach

Take the better route!

Questions?

» Cok Vinke» Managing Director» Contargo Waterway Logistics BV» +31 (0)78 6254600» [email protected]

1© Copyright - Port of Rotterdam

Roy van den Berg –Business Manager Logistics 12-12-2013

Chokepoints in corridorsPerspective Port of Rotterdam Authority


Port of Rotterdam Authority


Corridors and bottlenecks

• Important for:• International trade

• Intermodal transport

• Accessibility

• Level playing field

• Difficulties:

• Planning horizon;

• Financing;

• Safety systems;

• Train length. Hinterland


How we deal with inland corridors

4

Actively influencing market players for modal shift or port shift

Actively influence European, German and national political / administrative decision-making processes.

“Arranged Port”

Ensuring adequate hinterland capacity (terminals and connections)


Questions?

Roy van den BergBusiness Manager LogisticsContainers, Breakbulk & Logistics+31 (0)10 252 [email protected]

Port of Rotterdam

Discussion

@STCGroupNL

NetherlandsMaritime University

[email protected]

How to stay in contact?

full speed ahead… with your career!