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Transport in Europe

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Transport in Europe - LIGHTENING THE LOAD - MARCO POLO LEADS THE WAY The Marco Polo programme of the European Union tackles these issues head-on. It helps reduce traffic congestion on Europe’s crowded roads and promotes environment-friendly means of transport. Its strategy is simple: shift as much freight traffic as possible from roads to other modes of transport. While roads are overused, rail, sea and inland waterways often have spare capacity. They also pollute less. A Marco Polo grant can make the difference between launching a modal-shift project or not.

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									LIGHTENING THE LOAD
MARCO POLO LEADS THE WAY

L I G H T E N I N G T H E L O A D - M A R C O P O L O L E A D S T H E WAY

CONTENTS
> Introduction – Marco Polo makes a difference > The hardest part is to convince clients –Reefer Express > Wind power takes the train – ENERCON Tri-Modal > Big clients are more demanding – Via Danube > Less paperwork = less cost – Short Sea XML > More ferry space for bigger trucks – CGTK > Bottled water by the trainload – Sirius 1 > Bringing Tangiers closer – Marocco Seaways > Marco Polo was indispensable – T-REX > Rail cuts time and raises quality – L.O.G.I.S.T.I.C. > A freight-only weekend ferry – Gulf Stream > Fixed link delivers the goods – Scandinavian Shuttle > e-Learning fills skills gap – EWITA > A one-stop shop for north-south freight – ItaloExpress > Baltic shuttle wins back business – BaSS > Innovative containers ease modal shift – FGI System > All aboard for inter-modal learning – GLAD > A mark of quality – The WestMed Bridge > Definitely worth the effort – DZRS > EU support enhances credibility – Ro-Ro Past France > Green customers want modal shift – Euro Reefer Rail Net > Upriver by boat and truck – ETS Elbe 2 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
European Executive Agency for Competitiveness and Innovation Lightening the load - Marco Polo leads the way Luxembourg: Office for Official Publications of the European Communities 2009 - 24 pp. - 21 cm x 29.71 cm ISBN 978-92-9202-062-0 DOI 10.2826/14295 Photos: Cover © EACI; page 2 © EC, © Dan Barnes/ iStockphoto.com; page 3 © Edward Todd/ iStockphoto.com, © Digital Vision/Getty images; page 7 © Rafael Ramirez Lee/iStoclphoto.com; page 10 © Darren Deans/iStockphoto.com; page 14 © DG REGIO/EC; page 15 © Johannes Norpoth/iStockphoto.com; page 21 © Duisport/Rheinhold The maps in this brochure are for illustrative purposes only.

Find out more about Marco Polo online at http://ec.europa.eu/marcopolo This brochure is published by the Executive Agency for Competitiveness and Innovation of the European Commission. © European Communities, 2009 Design and layout: Tipik s.a./Chili con carne The responsibility for the content of this publication lies with the authors. It does not necessarily represent the opinion of the European Community. Statements made by Marco Polo project coordinators in this brochure reflect their own views and not necessarily those of the EACI or the European Commission. The EACI is not responsible for any use that may be made of the information contained herein. The information contained is given for information purposes only and does not legally bind any of the parties involved.

MARCO POLO MAKES A DIFFERENCE
Efficient transport is the lifeblood of the European economy. We take fast and cheap delivery from factory to consumer across Europe for granted. Road is often the preferred transport mode, but rising road traffic volumes mean more congestion, more pollution and higher costs. The Marco Polo programme of the European Union tackles these issues head-on. It helps reduce traffic congestion on Europe’s crowded roads and promotes environment-friendly means of transport. Its strategy is simple: shift as much freight traffic as possible from roads to other modes of transport. While roads are overused, rail, sea and inland waterways often have spare capacity. They also pollute less. A Marco Polo grant can make the difference between launching a modal-shift project or not. Marco Polo aims at improving the environmental performance of European freight transport, by freeing the roads of an annual volume of 20 billion tonne-kilometres1 of freight, the equivalent of more than 700 000 trucks a year travelling between Paris and Berlin. This translates into substantial environmental, societal and economic benefits. USERS TELL THEIR STORIES This brochure contains a representative sample from the wide spectrum of Marco Polo projects. The information comes from the participants themselves. A manager involved in each project tells in his or her own words of the benefits to be derived from Marco Polo. Many highlight the difficulties, expected and unexpected, which they encountered – and generally overcame. The projects described in the following pages come from all regions of Europe. New rail and inland waterway projects criss-cross the EU from north to south and east to west. Motorways of the sea provide a way round natural land barriers and congested road corridors, offering capacity along Europe’s Atlantic, Mediterranean and Baltic seaboards. MAKING THE CASE Many projects recognise that even if rail, shortsea shipping and inland waterways offer a greener alternative and can compete with trucks on commercial terms, the case for switching still needs to be made. The business-as-usual mentality among operators is hard to break. Some forwarders accustomed to road transport fear that change might mean unnecessary risk. Dynamic marketing, quality service and close customer care are shown to be vital tools for Marco Polo projects. Participants also enlist ingenuity and imagination to help their projects succeed. A number use innovative technologies to gain a competitive edge, or enhance service quality. These include common IT management systems, GPS for cargo track-and-trace, and new-design containers to facilitate intermodal handling. Some utilise big European infrastructure projects, such as the Oeresund tunnel and bridge between Denmark and Sweden, to offer door-to-door international transport services. Others have turned the Sunday ban on heavy trucks in several EU countries to their advantage by providing weekend freight services by rail or sea.

ROAD IS OFTEN THE PREFERRED TRANSPORT MODE, BUT RISING ROAD TRAFFIC VOLUMES MEAN MORE CONGESTION, MORE POLLUTION AND HIGHER COSTS.

1. ‘tonne-kilometre’ means the transport of a tonne of freight, or its volumetric equivalent, over a distance of one kilometre.

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A MARCO POLO GRANT CAN MAKE THE DIFFERENCE BETWEEN LAUNCHING A MODAL-SHIFT PROJECT OR NOT

As a number of participants readily admit, they take a commercial risk in launching their projects. Even if the Marco Polo programme offers funding only in the start-up period, they say it helps in two ways. On the one hand, it provides an EU stamp of approval for their project and enhances their green credentials. On the other hand, many of the projects described here would not have got under way, or would have had to be scaled-down, without the benefit of a Marco Polo grant. MARCO POLO IS YOUR PROGRAMME Marco Polo is user-driven. If your company has a project to transfer freight from road to rail or short-sea shipping routes or inland waterways, you may qualify for a Marco Polo grant. Your project has to involve a cross-border route. The grant is performance-related. In some cases, you only get the full amount if you meet your declared target for the amount of freight shifted from the road to greener transport modes. You do not have to shift all your traffic off the road. Inter-modal projects, combining road, rail and waterborne transport, are eligible. The concept of transport as a door-to-door service is important. Feeder traffic and final distribution can be handled by road, but road journeys should be kept as short as possible. In addition to direct modal-shift projects, Marco Polo also funds projects that provide supporting services, including management systems, integrated cargo control or common IT platforms to facilitate inter-operability between partners and between modes. Training projects related to inter-modal transport and logistics also

qualify for grants. And when it comes to road traffic, the cleanest journey is the one that did not take place. This is why Marco Polo actively promotes traffic avoidance, awarding grants to road hauliers and manufacturers who devise new practices (like avoiding empty runs or using more efficient packaging) to reduce the need for road transport in the first place. S TA R T- U P F U N D I N G The grants provide financial support in the crucial start-up phase of a modal-shift project before it pays its way to viability. Grants cover periods of two to five years. Projects should

Marco Polo is managed by the Executive Agency for Competitiveness and Innovation (EACI) on behalf of the European Commission’s Directorate-General for Energy and Transport.
be commercially viable once the period of the Marco Polo funding is over. Successful participation in a Marco Polo project enhances a company’s green credentials. So far more than 400 companies have benefited from funding. The current programme runs until 2013, with an annual budget for grants of about €60 million. It publishes calls for proposal from potential grant applicants at the beginning of each year on its website (http://ec.europa.eu/marcopolo). Bidders who feel they meet the conditions can apply for a grant. Responding to its users, Marco Polo has already simplified procedures and lowered thresholds for obtaining a grant. These are part of an ongoing series of market-linked enhancements.

€60 MILLION IN GRANTS AVAILABLE PER YEAR UNTIL 2013

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L

C E LT I C S E A
Cardiff

KINGDOM

Amsterdam

T

London

NEDERLAND BELGIË
Lille Amiens Bruxelles Brussel Düsseldo

A

ENG

LISH

CHANNEL

Calais

BELGIQUE
Namur Wiesbad Caen Rouen

LUXEMBOURG
Rennes Paris Châlons-en-Champagne Metz Saarbrü

Nantes

Orléans

Strasbourg

B A Y
poitier Dijon

O F
Limoges

FRANCE

Bessançon Bern

SUIS
Clermont-Ferrand Lyon Aosta-Aost

Modal shift

B I S C A Y
Santiago de Compostela Oviedo Santander Bilbao Vitoria-Gasteiz Pamplona-Iruña Logroño Valladolid Coimbra Zaragora Bordeaux

Torino San Sebastián Toulouse Montpellier Monaco Marseille

Ca

rto

ANDORRA

GULF OF LIONS

TUGAL

ESPAÑA
Madrid Toledo Mérida Barcelona COR Ajaccio

Valencia Palma de Mallorca Sevilla Murcia SARDEG

ISLAS BALEARES
Cagliari

Tanger

G I B R A LTA R C E U TA

Almería

M

E

D

I

T

E

R

T H E H A R D E S T PA R T IS TO CONVINCE CLIENTS
Reefer Express

new route old route

Project name : Reefer Ex press Si ze of Marco P olo gra n t: €1 7 1 4 7 1 1 D uration of project gr a n t: Jul y 2 0 0 7 to July 2010 Le ad partner : M acA ndrews & C omp a n y, Lo n d o n ( UK) O t her partner : A BR A Terminales Mar itima SA ( Sp a in ) Volum e of goods shifte d o ff t h e r o a d: 85 7 m tonne-kilometres ( t hree -y ear estimate) Es timated environmenta l be n e f i t: €2 2 m (ov er three years) Contact : l on.gs s mith@macandr e ws.co m

A big benefit of Europe’s frontier-free and chemicals. The trans-shipment facility single market is the fast delivery of often in Bilbao has been extended and improved perishable products across the contito handle the more refrigerated cargo. nent from producer to consumer. Reefer Geoffrey Smith, managing-director of Express sets out to show that sea routes MacAndrews, the lead company, says can compete for this transport market. It “Marco Polo funding has allowed is a short-sea container service between MacAndrews to enter a market previously the ports of Bilbao in northern Spain, dominated by trucks and to prove the seaSheerness in England and Rotterdam borne product works as a viable alternain the Netherlands. Among its principal tive to trucking without outside funding”. clients are fruit and vegetable producers in southern Spain who supply the British and “Marco Polo funding has allowed Dutch retail markets. Before the service was MacAndrews to enter a market previously established, this traf- dominated by trucks and to prove the seafic all went overland by borne product works as a viable alternative truck across the Pyrto trucking without outside funding” enees and France to the Netherlands and the UK GEOFFREY SMITH, (via the Calais-Dover M A N A G I N G - D I R E C T O R O F M A C A N D R E W S ferry service in the latter case). “We have worked with haulage and rail suppliers in Spain to improve doorRefrigerated produce from southern Spain to-door transit times by coordinating is transported to Bilbao where it is transdelivery schedules and vessel deshipped into refrigerated containers and partures. Respecting the integrity of loaded onto a vessel bound for Sheerschedules is paramount, especially for ness and Rotterdam. The service, operatjust-in-time cargo deliveries.” Although ing on a fixed-day weekly schedule, was customer support is growing and tonlaunched in July 2007 with one vessel. nages are rising, Smith says “Our biggest A second connection was added 12 months obstacle was, and remains, to convince later. General cargo, including tyres, tiles, traditional users of overland trucks that foodstuffs, sanitary products, electronics a seaborne route can provide a real and domestic appliances, is also carried. alternative – commercially, economically, The main cargo on southbound journeys and environmentally”. consists of paper, beer, foodstuffs, metals

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E SKAG
Edinburgh Belfast

RR

C

AK

N O R T H S E A

T

I

IRELAND ÉIRE
Dublin Baile Átha Cliath

DANMARK

Københa

N

A

UNIT ED K INGDOM
Cardiff Amsterdam

Kiel

L

C E LT I C S E A

Hamburg Bremen London

Schw

T

NEDERLAND BELGIË
Lille Amiens Bruxelles Brussel Düsseldorf

Hannover Magdeburg

Potsd

A

ENG

LISH

CHANNEL

Calais

DEUTSC HLAND
Erfurt Wiesbaden Frankfurt a. M. Mainz Worms

BELGIQUE
Namur Caen Rouen

D

Modal shift
B A Y O F

LU X E M B OU RG
Rennes Paris Châlons-en-Champagne Metz

Saarbrücken Stuttgart

Nantes

Orléans

Strasbourg

München poitier Dijon

F R A N C E

Bessançon Bern

Bregenz

Worgl Innsbruck

Limoges

SUISSE
Clermont-Ferrand Lyon Aosta-Aoste Milano Torino Casale Padova Trento K

B I S C A Y
Santiago de Compostela Oviedo Santander Bilbao Vitoria-Gasteiz Porto Valladolid Coimbra Zaragora Pamplona-Iruña Logroño Bordeaux

San Sebastián Toulouse Montpellier Monaco Marseille Firenze Genova Bologna

Tri Venezi

ANDORRA

GULF OF LIONS

Ancona Perugia CO R S E Ajaccio

P ORT UGAL
Lisboa

ESPAÑA
Madrid Toledo

ITALIA
Roma

Barcelona

Évora

Mérida

W I N D P O W E R TA K E S THE TRAIN
E N E R C O N Tr i - M o d a l

Cam Valencia Palma de Mallorca S A R D E G NA

Faro

Sevilla Murcia

I SLA S B A LE A RE S
Cagliari

T Y R R H E N S E A

Tanger

G I B R A LTA R C E U TA

Almería

M

E

D

I

T

E

R

R

Pal

new route old route

Marco Polo can make things happen. That at least is the experience of German wind turbine manufacturer, ENERCON. “As soon as it was announced that we had received Marco Polo funding, this had a positive effect on our partners,” says Ursula Vogt, Assistant to ENERCON’s Managing Director. “In Portugal, for example, the local government began pushing the construction of a new railway line to our Portuguese production site. Other partners and governments are also more aware of our activities, and there has been positive feedback from all sides to our objective of shifting freight from road to rail and ship.”

As a high-technology company in the field of renewable energy, ENERCON feels it is natural that it should take a lead in promoting sustainable transport, but the project is also being driven by practicalities. “We, like others,” Vogt notes, “are encountering increasing resistance from local, regional and national authorities to moving exceptional loads by road. This translates into extended lead times and increased administrative costs.” However, ENERCON is confident that its modal shift is justified on its merits. “European energy policy and the current discussion of escape routes from the latest climate change scenarios can only increase the trend toward more modal shift, so we are confident of long-term economic benefits,” Vogt concludes.

P r o j e c t n a m e: E N E R C O N Tr i - M o d a l S i ze o f M a r c o P o l o gr ant: €1 268 577 D u r a t i o n o f p r o j e c t gr ant: J u l y 2009 t o J u n e 2012 Le a d p a r t n e r: E N E R C O N , A u r i c h ( G er m any) O t h e r p a r t n e r: E N E O P 3 D e se n vo l v i m ento d e P r o j e c t o I n d u st r ial ( P or tugal ) Vo l u m e o f g o o d s sh i f t ed off the r oad: 663m m t o n n e - ki l o met r es ( t h r e e - ye a r e st i m a t e ) E st i m a t e d e n vi r o n m ent al benefit : 13. 6m ( o ve r t h r e e year s) C o n t a c t: u r su l a . vo g t @ E N E R C O N. de

The project involves using rail and ship to move components and parts from Germany to Viana do Castelo in Portugal, as well as to installation sites throughout Europe. “European energy policy and the current Smaller parts go in condiscussion of escape routes from the latest tainers. The novelty is that ENERCON is using climate change scenarios can only increase rail for over-size ship- the trend toward more modal shift, so we are ments, i.e. rotor blades, confident of long-term economic benefits” the electrical equipment modules and tower sec- U R S U L A V O G T , tions of wind turbines. A S S I S T A N T T O T H E M A N A G I N G D I R E C T O R “Some people have O F E N E R C O N had reservations about using rail for this, but participating in Marco Polo means it is taken more seriously. It adds prestige to our plans and helps us convince our partners to cooperate with us.”

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E SKAG

RR

Göteborg

Jönköping

L T I C

Visby

S
Ventspils Rīga Växjö

AK

N O R T H S E A
DANMA R K
København Halmstd Kalmar

L AT V I JA

A

Karlskrona Malmö

B

Telšiai Klaipėda

Šiauliai

L I E T U VA
Tauragė

Panevėžys Utena

Kaunas Vilnius Minsk

Kiel Rostock Hamburg Bremen Amsterdam Schwerin Szczecin Berlin Poznań Zielona Góra Łódż Gdańsk

R OS S I JS K A F E D E R AC I J

Marijampolė Alytus

Olsztyn Bydgoszcz Białystok

B E L A R U S

NEDERLAND BELGIË
Lille Amiens Bruxelles Brussel Düsseldorf

Hannover Magdeburg

Potsdam

POLS K A

warszawa

DE UTSCH L A N D
Erfurt Wiesbaden Frankfurt a. M. Mainz Worms Dresden

BELGIQ UE
Namur

Lublin Wrocław Kielce Opole Praha Katowice Kraków Rzeszów

LU XE MB O UR G
Châlons-en-Champagne Metz

Saarbrücken Stuttgart

Č E SK Á R E PU B L I K A SLOV E NS K Á R E PUB L I K A
Wien Bratislava

U K R

Modal shift

ns

Strasbourg

München Dijon Bessançon Bern Bregenz Worgl Innsbruck

Linz Salzburg

Sankt Pölten Eisenstadt

C E

Ö S T E R R E I C H
Graz

Budapest

SUIS SE
Lyon Aosta-Aoste Milano Torino Casale Padova Trento Klagenfurt

MAG YA ROR S ZÁG

rrand

SLO VE N I J A
Trieste Venezia Ljubjana Zagreb

R OMÂ NI A

H R VATSK A B OSNA I
Beograd Bucureşti

Genova Monaco Marseille Firenze

Montpellier

Bologna

S R B I JA H E R CE G OV I NA
Sarajevo

A

ULF

Ancona Perugia COR S E Ajaccio

D

LIONS

R
A

I

I TA L I A
L’Aquilla Roma Campobasso

T

Sofija

B Â LG A R I JA

I

C

Skopje

S
Bari

E

A

Tiranë Thessaloniki Kozani

Komotini

Napoli S AR D E GN A Potenza

Cagliari

T Y R R H E N I A N S E A
Catanzaro

Kerkyra

Ioannina

Larisa

A E G E A N
Mytulini

Ε ΛΛΑ ΔΑ - Ε L L Α DA
Lamia

I

T

E

R

S E A
Αθήναι Athinai

R

Palermo

Patrai

BIG CLIENTS ARE MORE DEMANDING
Via Danube

new route old route

Project name : Vi a D anube Si ze of Marco P olo gra n t: €1 0 3 3 6 5 5 D uration of project gr a n t: June 2 0 0 8 to May 2011 Le ad partner : I nters hipping Ltd, Burg a s (Bu lg a r ia ) O t her partner : I nters hipping Romani a SRL ( Ro ma n ia ) Volume of goods shifte d of f t h e r o a d: 51 8 m tonne-kilometres ( t hree -y ear estimate) Es timated environmenta l b e n e f i t: €1 3 .4 m (ov er three yea rs) Contact : di v anov @intershipping -b g .c o m

“We are successfully managing a riving. A big advantage of our service is er-borne freight service that is trusted its regularity. This way, our clients are by our clients and is seen as a quality always sure of an exact departure date alternative to road transport throughout and a very good estimate of when the Europe”. This is how Dimitar Ivanov, who cargo will arrive at its destination.” manages the project at Intershipping of “But a regular service means fixed costs, Bulgaria, described Via Danube after its requiring vessels to sail fully-laden. This first year of operation. The project aims to has been a challenge for us, particularly upgrade the Danube as a freight corridor as a result of the global economic downthrough the heart of Europe, stretching from northern France via Germany to the Black “We are successfully managing a river-borne Sea. It seeks to make freight service that is trusted by our clients current road routes from Maubeuge (France) and and is seen as a quality alternative to road Waghäusel (Germany) transport throughout Europe” to Bulgaria and Romania into inter-modal ones via D I M I T A R I V A N O V , INTERSHIPPING OF BULGARIA the Danube. Freight travels by road from Maubeuge and Waghäusel to Passau in Bavaria and is transferred to river barges bound for Vidin in Bulgaria where it is offloaded to continue by road to Sofia and Bucharest. For some return journeys the departure port has been changed to Russe which is more convenient for the Romanian car plants which have started using the Via Danube service, explains Ivanov. The original Intershipping river fleet of four roll-on/roll-off vessels has increased with the addition of four river-going barges powered by two push-boat units. “We are working with bigger clients”, says Ivanov, “and this is more demandturn since 2008 and the associated fall in consumer demand.” Ivanov concludes: “We coped with this and many other problems; we came out on top. And we set guidelines for the successful management of the project for the following two years.”

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Common learning

L E S S PA P E R W O R K = LESS COST
Short Sea XML

Arild Haraldsen, CEO of the NorStella Foundation, explains the benefits of improved data exchange for short-sea shipping.
X M L S TA N D S F O R E X T E N S I B L E MARKUP LANGUAGE IN COMPUTER P R O G R A M M I N G . W H AT I S T H E L I N K W I T H S H O R T- S E A S H I P P I N G ?

cally along the short-sea logistics chain in a single, shared format. Kristiansand in Norway was the first European port to implement Short Sea XML.
… AND THE BENEFITS?

P r o j e c t n a m e: Short Sea XML S i ze o f M a r c o P o l o gr ant: €900 000 D u r a t i o n o f p r o j e c t gr ant: S e p t e m b e r 2006 t o S ept em ber 2008 Le a d p a r t n e r: N o r S t e l l a Fo u n d a t i on, O sl o (Nor w ay) O t h e r p a r t n e rs: 27 f r o m e i g h t c o u n t r i es – sh i p p i n g c o m p a n i e s and shi pper s, sh o r t - se a sh i p p i n g pr om oti on bodi es, p o r t a u t h o r i t i e s, st andar di sati on b o d i e s, t e c h n o l o g y com pani es C o n t a c t: a r i l d . h a r a l d se n @ n o r st el l a. no

Administrative paperwork accounts for 20-30% of the cost of short-sea shipping, so developing e-solutions is an obvious way to bring down the costs. But it is not just about cost savings. It is a means to an end – moving goods from road to sea by making short-sea shipping more competitive.
WHO LED THE PROJECT?

The benefits to us were that the project would not have been possible without Marco Polo funding. The benefits were more than financial, however. Through the exposure we obtained, we have become better known and built up ‘Short Sea XML’ as a brand. We have also found synergies we might not otherwise have found with EU-funded research programmes and other Marco Polo projects promoting intermodality.
WOULD YOU RECOMMEND THE MARCO POLO PROGRAMME TO OTHERS?

The Short Sea XML project was spearheaded by NorStella, a non-profit foundation for e-business and trade procedures. NorStella is the official Norwegian contact point for all international standardisation activities in the field of electronic business and trade facilitation. Norway is, of course, not a member of the EU, but we were able to take advantage of being from one of the neighbouring countries which has special relations with the EU. We are one of several countries which can benefit from Marco Polo funding in this way.
W H AT W E R E T H E R E S U LT S …

Definitely; primarily because it takes a practical approach and (in the case of projects like Short Sea XML) has a twoyear duration: this means that you have to obtain practical results in a short timeframe. This makes it complementary to the research-oriented projects.

By the time the project was over, some 40 companies were already using XML – for exchanging messages electroni7

“We have also found synergies we might not otherwise have found with EU-funded research programmes and other Marco Polo projects promoting intermodality”
ARILD HARALDSEN, C E O N O R S T E L L A F O U N D AT I O N

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Rovaniemi

Luleå Oulu Uleåborg

SVER I GE

Umeå Östersund Härnösand Sundsvall

SUOM I
Vassa

GULF OF BOTH

NI

FINL AND

Modal shift

A

Mikk Sýt M Hämeenlinna Travastehus Turku Åbo Maarianhamina Mariehamn Helsinki Helsingfors Tallinn

Falun

Gävle

Uppsala Västerås Stockholm

Örebro

Nyköping inköping

E E STI

M O R E F E R R Y S PA C E FOR BIGGER TRUCKS
CGTK

E A

new route old route

Project name : CG TK – C onsolidation o f Go o d s Trans port over the K va rke n St r a it s Si ze of Marco P olo gra n t: €6 0 0 0 0 0 D uration of project gr a n t: Janua ry 2 004 to Dece mb e r 2 0 0 6 Le ad partner : RG L ine, Vaasa (Finland ) O t her partner : U m ea H amn Ab (Swede n ) Volum e of goods shifte d o ff t h e r o a d: 33 0 m tonne-kilometres ( t hree -y ear estimate) Es timated environmenta l be n e f i t: €7 .3 m (ov er three yea rs) Contact : borj e.las s folk@rgline.c o m

This project provides a full freight service over the shortest sea crossing between Finland and Sweden from Vaasa to Umea. Before the service started in 2004, large trucks travelling between the two countries often took the overland route round the northern end of the Gulf of Bothnia. This involved a distance of 820 kilometres, compared with 90 kilometres and a crossing time of four hours for the Kvarken Straits sea link. One of the main problems was that the vessels serving the link were too small. “The Marco Polo grant made it possible for us to buy the ship we needed to handle more and bigger trucks,” says RG Line CEO Börje Lassfolk, “Without the grant we would have had to buy a smaller vessel.”

Among the problems encountered during the project, Lassfolk lists a paper workers’ strike which reduced cargo volumes, and rising fuel prices. Lassfolk says the paperwork and reporting requirements involved in projects like his can on occasion be detailed and time-consuming. But he adds: “The policy and objectives behind the Marco Polo programme are very good”.

“The Marco Polo grant made it possible for us to buy the ship we needed to handle more and bigger trucks”
BÖRJE LASSFOLK, CEO RG LINE

“The new vessel had more lane metres for carrying trucks and the gate and freightdeck dimensions allowed for more and larger loads. We doubled the cargo volume during the project period as set out in our project proposal”, says Lassfolk. “With the additional capacity, we were able to market the service more intensively than before.”

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Kiel Rostock Hamburg Bremen Amsterdam London Schwerin Szczecin Berlin

NEDERLAND B ELG I Ë
Lille Amiens Bruxelles Brussel Düsseldorf

Hannover Magdeburg

Potsdam

Poz

Calais

D EU TSCH L AND
Erfurt Wiesbaden Frankfurt a. M. Mainz Worms Dresden

Zielo

B ELG I Q U E
Namur

Wro

Modal shift

Rouen

LUXEMBOURG
Paris Châlons-en-Champagne Metz

Praha

Saarbrücken Stuttgart

ČESK Á R EP U

Orléans

Strasbourg

München Dijon

Linz Salzburg

Sankt Pölten

F R A N C E

Bessançon Bern

Bregenz

Eisenstadt

Worgl Innsbruck

Ö ST ER R EICH
Graz

S U I S S E
Clermont-Ferrand Lyon Aosta-Aoste Milano Trento Klagenfurt

SLO V ENIJA
Trieste Venezia Ljubjana

Zag

B O T T L E D W AT E R BY THE TRAINLOAD
Sirius 1

Torino

Casale

Padova

H R V

e Montpellier Monaco Marseille

Genova

Bologna

GULF

Firenze Ancona

H E

new route old route

A
D

Rail is particularly suited for handing single products that are transported in large quantities like bottled water. With the Sirius 1 project, the French mineral water company, SA des Eaux Minérales d’Evian, is switching to rail for the transport of water from its Volvic spring in central France to its German distribution centre at Hockenheim, near Frankfurt – a distance of 711 kilometres. From there, it is distributed to final customers in Germany by road. Trains return from Hockenheim with empty crates. Previously the whole journey in both directions was by road. The modal shift means that 70% of the average distance from Volvic to final destinations in Germany is now covered by rail. The company says that in a full year of operation, the switch is the equivalent of taking 10 000 trucks off the road. The energy saved is enough to provide lighting for a city of 320 000 people.

water to Germany via Hockenheim and a second distribution centre in Duisburg for the north of the country.” “The switch to rail during Sirius 1 has not affected our ability to maintain a high service level concerning punctuality and content of shipment. In this process, Marco Polo has acted as a catalyst for our own team and those of our partners. Despite the complexity of implementing the new network and a commercial context which still favours road over rail, rail transport remains at the heart of the sustainable development strategy of Evian and Volvic”, says Dumas.

P r o j e c t n a m e: Sirius 1 S i ze o f M a r c o P o l o gr ant: €560 000 D u r a t i o n o f p r o j e c t gr ant: J a n u a r y 2008 t o D e c em ber 2010 Le a d p a r t n e r: S A d e s E a u x M i n é r a l es d’ Evi an ( Fr a n c e ) O t h e r p a r t n e r: D a n o n e Wa t e r s D e u t schl and Gm bH ( G e r m a n y) Vo l u m e o f g o o d s sh i f t ed off the r oad: 341m t o n n e - ki l o m e t r es ( t h r e e - ye a r e st i m a t e ) E st i m a t e d e n vi r o n m ent al benefit : €6. 9m ( o ve r t h r e e year s) C o n t a c t: j e a n - m a r c . d u m a s@ danone. com

Jean-Marc Dumas, supply “The switch to rail during Sirius 1 chain projects director has not affected our ability to maintain at Evian, says the project is raising capacity from a high service level concerning punctuality two trains a week at and content of shipment” the end of 2008 to four a week in 2010. Each train J E A N - M A R C D U M A S , carries 1 000 tonnes of S U P P L Y C H A I N P R O J E C T S D I R E C T O R , EVIAN water. “Sirius 1 is the first stage of an ambitious supply chain re-engineering project. In the 2010-2014 period, we intend to shift to rail all shipments of Volvic and Evian

9
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Cardiff Amsterdam

Brem London

T

NEDERLAND B E LG I Ë
Lille Amiens Bruxelles Brussel Düsseldorf

Hannover

A

ENG

LISH

CHANNEL

Calais

D E U TS

B E LG I Q U E
Namur Wiesbaden Frankfurt Mainz Worms Caen Rouen

LU XE M B O U RG
Rennes Paris Châlons-en-Champagne Metz

Saarbrücken Stuttga

Nantes

Orléans

Strasbourg

B A Y
poitier Dijon

O F
Limoges

F R A N C E

Bessançon Bern

Brege

S U I S S E
Clermont-Ferrand Lyon Aosta-Aoste Milano Torino Casale

B I S C A Y
Santiago de Compostela Oviedo Santander Bilbao Vitoria-Gasteiz Pamplona-Iruña Logroño Valladolid Coimbra Zaragora Bordeaux

San Sebastián Toulouse Montpellier Monaco Marseille Firenz Genova

Modal shift

orto

ANDORRA

GULF OF LIONS

T UG AL

ESPA ÑA
Madrid Toledo Mérida Barcelona CO RSE Ajaccio

a

Valencia Palma de Mallorca Sevilla Murcia SARDEGNA

I S L A S B AL E ARE S
Cagliari

T Y R

Tanger

G I B R A LTA R C E U TA

Almería

M

E
Alger

D

I

T

E

R

R
A
Tunis

B R I N G I N G TA N G I E R S C L O S E R
Marocco Seaways

E L MAG H R EB

E L D JA Z ÂIR

TO U N I S

new route old route

Project name : M aro cco S eaways Si ze of Marco P olo gra n t: €1 8 3 0 4 1 8 D uration of project gr a n t: D ece mber 2006 to Dec e mb er 2 0 0 9 Le ad partner : G rand i Navi Veloci s.p.a ., Ge n o a ( I t a ly ) O t her partner s: A gen cia Maritima Cond e min a s ( Sp a in ) , F. A .I. S erv ice S .C (Ita ly) Volum e of goods shifte d o ff t h e r o a d: 92 1 m tonne-kilometres ( t hree -y ear estimate) Es timated environmenta l be n e f i t: €2 8 .8 m (ov er three yea rs) Contact : f ranc o.fabriz io@gnv.it

Before Italian shipping line, Grandi Navi Veloci (GNV), launched its Ro/Pax service from Genoa to Tangiers in Morocco via Barcelona, the goods it now carries by sea took a longer overland route. From Italy, they went by road to Algeciras at the southern tip of Spain before crossing the Mediterranean.

Mediterranean rather than going straight to Morocco and back. “This was really beyond our control,” Fabrizio points out, “as we had made all the necessary applications and enlisted the support of the Italian and Spanish authorities, but it took much longer than we felt it needed to.”

“The new route was “The availability of Marco Polo funding the result of analysing made a critical difference to the initial the commercial traffic between Italy and economics of the project” Morocco, and between Spain and Morocco, and F R A N C O F A B R I Z I O , GNV of surveying operators,” says Franco Fabrizio of GNV. “This revealed a clear opening for As with any new product, it also took a cheaper and faster alternative.” time to convince customers that there is a cheaper and better alternative to the The service carries goods from the hinterway they are used to doing things – even land of both European ports – stretching though they might be saving as much as as far as the Milan region in the case of It50% of their costs. “So, the availability aly. These are generally consumer goods, of Marco Polo funding made a critical but there is also machinery. “And we cardifference to the initial economics of the ry raw materials for factories in Morocco, project,” says Fabrizio. “However, by which then ship the finished goods back May 2009 we had exceeded expectations by the same route,” adds Fabrizio. and added a second vessel on the route earlier than we had originally planned.” The project got off to a difficult start. GNV had hoped to launch the service in September 2006, but had underestimated the difficulties of getting the necessary permits from the Moroccan authorities. It is unusual for such trips to call at an additional port in Europe before crossing the

10
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E SKAG

RR

Göteborg

Jönköping

A L T I C

Visby

S
Ventspils Rīga Växjö

A

N O R T H S E A
DA NMA RK
København Halmstd Kalmar

L

Karlskrona Malmö

B

Telšiai Klaipėda

Šiauliai

Pa Tauragė

LIE T UVA

Kaun

Kiel Rostock Hamburg Bremen Amsterdam Schwerin Szczecin Berlin Poznań Zielona Góra Łódż Gdańsk

R OS S IJS K A F E D E R AC I J

Marijampo Aly

Olsztyn Bydgoszcz Białystok

NEDERLAND

Hannover Magdeburg

Potsdam

Modal shift

BELGI Ë
ille ens Bruxelles Brussel Düsseldorf

POLS K A

warszawa

DEU TSC HLA ND
Erfurt Wiesbaden Frankfurt a. M. Mainz Worms Dresden

BELGI Q U E
Namur

Lublin Wrocław Kielce Opole Praha Katowice Kraków Rzeszów

LUXEMBOURG
âlons-en-Champagne Metz

Saarbrücken Stuttgart

Č E S K Á R EPUB LIK A S LOVE N S K Á R E PUB LIK A
Wien Bratislava

Strasbourg

München Dijon Bessançon Bern Bregenz Worgl Innsbruck

Linz Salzburg

Sankt Pölten Eisenstadt

ÖS T E R R E ICH
Graz

Budapest

SU I SSE
Lyon Aosta-Aoste Milano Torino Casale Padova Trento Klagenfurt

MAGYAR OR S ZÁG

S LO V E N IJA
Trieste Venezia Ljubjana Zagreb

H R VATS K A B OS N A I
Beograd

MARCO POLO WAS INDISPENSABLE
T- R E X

Genova pellier Monaco Marseille Firenze

Bologna

S R B IJA H E R CE GOVIN A
Sarajevo

A

F ONS
COR S E Ajaccio

Ancona Perugia

D
R
A

I

I TALI A
L’Aquilla

T

Sofija

I

new route old route

When times are hard, a Marco Polo grant Not everything has gone according to can make all the difference. T-REX (Transplan. IFB had hoped to be operating four Romanian Express) rail freight services round trips a week by September 2008, between Belgium and Romania are an but stopped at three “when the global example. “Without the Marco Polo proeconomic crisis put a – hopefully temgramme, we would probably have started porary – stop to our ambitions for this the service, but with limited scope – one route and for building a much broader round trip reserved for one customer at intermodal network linking the Benelux an agreed price, and with a risk of stopand Romania.” ping if competitive conditions changed IFB admits it underestimated the competidrastically,” says Tony Struyf, Internative responses from road freight operational Business Development Manager tors, so “we actually only reached 84% at IFB in Belgium. “With Marco Polo, of our modal shift volume targets in the we can offer a regular service not just to our main customer on the route, but also to the “With Marco Polo, we can offer market as a whole – and a regular service not just to our main maintain it in difficult customer on the route, but also times.”

P r o j e c t n a m e: T- R E X S i ze o f M a r c o P o l o gr ant: €1 250 000 D u r a t i o n o f p r o j e c t gr ant: S e p t e m b e r 2006 t o S ept em ber 2009 Le a d p a r t n e r: I FB sa / n v, B r u sse l s ( B el gi um ) O t h e r p a r t n e r: I n t e r c o n t a i n e r A u st r i a G esm bH ( A u st r i a ) Vo l u m e o f g o o d s sh i f t ed off the r oad: 642m t o n n e - ki l o m e t r es ( t h r e e - ye a r e st i m a t e ) E st i m a t e d e n vi r o n m ent al benefit : €12. 7m ( o ve r t h r e e year s) C o n t a c t: t . st r u yf @ i f b . b e

to the market as a whole – The new service is fastand maintain it in difficult times”

er than sending goods by road – 42 hours T O N Y S T R U Y F , rather than 48 hours, I N T E R N A T I O N A L B U S I N E S S D E V E L O P M E N T the timings are more M A N A G E R , I F B B E L G I U M reliable and the service is available over the weekend – when first year and 59% in the second,” says Austrian and German roads are closed Struyf. “We nevertheless believe that to trucks. “Goods loaded on the train achieving 65% of our targets on average in Genk, in the hinterland of Antwerp, over the two years of operation is a very on Friday evening will be delivered in good figure.” Bucharest/Sofia on Monday morning. This is ‘mission impossible’ by road,” Struyf points out. IFB estimates that the rail service is taking 11 500 trucks a year off the road – or 225km of trucks head to tail.

11
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Taura

Kiel Rostock Hamburg Bremen Schwerin Szczecin Berlin Poznań Zielona Góra Łódż Gdańsk

RO SSIJ SK A F E D E R AC I J

Olsztyn Bydgoszcz Białystok

AND

Hannover Magdeburg

Potsdam

P OLSK A

warszawa

DE UTS CHLAND
Düsseldorf Erfurt Wiesbaden Frankfurt a. M. Mainz Worms Dresden

Lublin Wrocław Kielce Opole Praha Katowice Kraków Rzeszów

U RG

Modal shift

Saarbrücken Stuttgart

ČESK Á RE P U BLIK A SLO V E NSK Á RE P U BLIK A
Wien Bratislava

ourg

München Bregenz Bern

Linz Salzburg

Sankt Pölten Eisenstadt

Worgl Innsbruck

ÖSTERR E IC H
Graz

Budapest

S U I SSE
Klagenfurt Trento Milano Casale Padova

MAG YA RO RSZÁG

osta-Aoste

SLOVENIJ A
Trieste Venezia Ljubjana Zagreb

HR VATSK A BOSNA I
Beograd

Genova

Bologna

SRBIJ A
Firenze Ancona P i

HE RC E G OV INA
Sarajevo

RAIL CUTS TIME AND RAISES QUALITY
L . O . G . I . S . T. I . C .

Project name : Lo gis tic O perational n e twor k f or G as Innovative Su p p ly and Trans port between Ita ly and C entral Europe – L.O.G.I .S.T.I .C. Si ze of Marco P olo gra n t: €4 8 7 3 7 4 D uration of project gr a n t: Janua ry 2 006 to Janu a ry 200 9 Le ad partner : FS L ogis tica s.p.a. (ex-Ca rg o Ch e mic a l) , M i lan (Italy) O t her partner s: M ontana Gas GmbH (Ge rma n y ) , Pr ima g a z Central Europe GmbH (Au str ia ) , Tr e n it a lia s. p. a. (Italy) Volum e of goods shifte d o ff t h e r o a d: 269m tonne-kilometres (three-year estimate) Es timated environmenta l be n e f i t: €5 .2 m (ov er three yea rs) Contact : f.bombardi@fslo g is t ic a .it

A
D

R

new route old route

Are you small but smart? Then Marco arrival time – and delays or problems. Polo could be for you. “The Marco Polo Our customers can optimise their huprogramme is a way for smaller but man and economic resources, and their smart operators to take part in an amcustomers can make plans based on bitious project,” says Furio Bombardi, ‘just-in-time’ logistics.” Sales Manager at FS Logistica in Milan. “Without Marco Polo, I don’t think all the part- “The Marco Polo programme is a way ners in our project would for smaller but smart operators have come together.”

to take part in an ambitious project”

The project had two other major benefits: F U R I O B O M B A R D I , “It shortened the time S A L E S M A N A G E R , FS LOGISTICA, MILAN to break-even point and was an opportunity to introduce new technology to the logistics It was not all plain sailing. Market condiindustry,” by developing and testing a new tions changed in 2007 and 2008 in ways GPS tracking and tracing system for mainLOGISTIC could not have foreseen, taining control of shipments of hazardous and the project fell short of its targets. materials over a wide geographic area. “Despite the difficulties, the LPG transport contracts were extended even after the The project took advantage of rising project came to an end, so I am hopeful,” demand for LPG (liquefied petroleum says Bombardi, “not only that the service gas) in central and eastern Europe, and will continue in the years to come, but falling consumption in Italy at a time when that the model can be extended to other production was rising as a by-product of dangerous goods in future.” increased diesel fuel and petrol output. A rail service existed, but was not competitive because it was based on single, ad hoc loads. LOGISTIC launched a dedicated block train service – 12-14 wagons at a time. “We not only cut transport time from Italy to hubs in the Czech Republic and Croatia, but offered real-time information on

12
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ÉIR E

Dublin Baile Átha Cliath

A

U NIT ED KING D OM
Cardiff Amsterdam

T

L

C E LT I C S E A

London

NEDERLAND BE LG IË
Lille Amiens Bruxelles Brussel Düsseldorf

A

ENG

CHANNEL LISH

Calais

D

BE LG IQ U E
Namur Wiesbaden Caen Rouen

LU X E M BO U R G
Rennes Paris Châlons-en-Champagne Metz

M W

Saarbrücken

Modal shift

Nantes

Orléans

Strasbourg

B A Y
poitier Dijon

O F
Limoges

F R A N C E

Bessançon Bern

SU ISSE
Clermont-Ferrand Lyon Aosta-Aoste

B I S C A Y
Santiago de Compostela Oviedo Santander Bilbao Vitoria-Gasteiz Pamplona-Iruña Logroño Valladolid oimbra Zaragora Bordeaux

M Torino San Sebastián Toulouse Montpellier Monaco Marseille Casale

Geno

ANDORRA

GULF OF LIONS

G A L

ES PA ÑA
Madrid Barcelona COR S E Ajaccio

A F R E I G H T- O N LY WEEKEND FERRY
Gulf Stream

Toledo Mérida

Valencia Palma de Mallorca Sevilla Murcia S A R D EG N A

I SLAS BALE A R E S
Cagliari

T

new route old route

Gulf Stream is a Marco Polo project offering a motorway-of-the-sea alternative for freight traffic between northern Spain and southern England. It has two special features: > It is a freight-only roll-on/roll-off service. This means that trucks and unaccompanied trailers do not have to compete for space with tourist vehicles during the holiday season. > The service operates one return sailing every weekend between the Spanish port of Santander and Poole on the English south coast, so as to take advantage of the weekend ban on heavy trucks using the French national road network.

with the project business plan. “Economic conditions force us to remain very attentive to customer needs and to be able to propose innovative solutions which help their profitability and their green image”, he says. “Ingrained habits are sometimes hard to break. We have to convince clients to test for themselves the advantages of the new service,” says Potier. “We show them our commercial operations on the ground. And we try hard to raise awareness among transporters and logistics firms of the cost differentials and productivity gains a direct sea link can provide.”

P r o j e c t n a m e: Gulf Stream S i ze o f M a r c o P o l o gr ant: €870 077 D u r a t i o n o f p r o j e c t gr ant: M a r c h 2008 t o M a r ch 2011 Le a d p a r t n e r: B r i t t a n y Fe r r i e s, R o scof f (Fr ance) O t h e r p a r t n e rs: P u e r t o d e S a n t a n d er ( S pai n), P o o l e H a r b o u r ( U K ) , B r i t tany Fer r i es ( U K ) & B r i t t a n y Fe r r i es ( Spai n) Vo l u m e o f g o o d s sh i f t ed off the r oad: 435m t o n n e - ki l o m e t r es ( t h r e e - ye a r e st i m a t e ) E st i m a t e d e n vi r o n m ent al benefit: €12. 1m ( o ve r t h r e e year s) C o n t a c t: f r a n c o i s. p o t i e r @ b r i tt any-fer r i es. fr

According to Brittany Ferries, which operates the service, the door-to-door cost and duration is less than overland transit via France. The main users of the service are “Economic conditions force us to remain transport firms based in very attentive to customer needs Spain and Portugal at and to be able to propose innovative the southern end and UK and Irish hauliers at the solutions which help their profitability English end. The service and their green image” eases congestion at the Franco-Spanish frontier F R A N C O I S P O T I E R , and at the Channel ports. R & D M A N A G E R , B R I T T A N Y F E R R I E S Francois Potier, R&D manager at Brittany Ferries, says the results of the first phase of the project are encouraging with a capacity utilisation of 75% which is in line

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NORGE
Oslo

Falun

Gävle

Uppsa Västerås Karlstad Örebro Nyköping Linköping Stoc

E SKAG

RR

AK
Göteborg

Jönköping

Vi

N O R T H
Växjö

S E A
DANMARK
København

Halmstd

Kalmar

Karlskrona Malmö

Catalyst action

Kiel Rostock Hamburg Bremen Amsterdam Schwerin Szczecin Berlin Poznań Zielona Góra Gdańsk

By

NEDERLAND

Hannover Magdeburg

Potsdam

E LG I Ë
Bruxelles Brussel Namur Wiesbaden Düsseldorf

P

DEUTSCHLAND
Erfurt Frankfurt a. M. Mainz Worms Dresden

B E LG I QUE

Wrocław Opole Praha Katowic

LUXEM BOURG

-en-Champagne

FIXED LINK DELIVERS THE GOODS
Scandinavian Shuttle

new route old route

Project name : Scandinav ian Shuttle Si ze of Marco P olo gra n t: €2 5 0 0 0 0 0 D uration of project gr a n t: June 2 0 0 6 to May 2010 Le ad partner : U BQ A B of Malmoe, Swe d en O t her partner s: Van D ieren (Netherland s) & NGI L , O eres und Logistic (Swe d e n) Volum e of goods shifte d o ff t h e r o a d: 92 3 m tonne-kilometres ( f our-y ear estimate) Es timated environmenta l be n e f i t: €2 7 .5 m (ov er four years) Contact : Sv en-Erik @ubq.se

The Scandinavian Shuttle uses the Oeresund fixed link, one of Europe’s biggest infrastructure projects co-funded by the EU, to help create a viable rail freight corridor between continental Europe and Scandinavia. It targets the central stretch of the corridor – from the Ruhr region of Germany to southern and central Sweden via Denmark.

UBQ director Sven-Erik Andersson says the different rules and regulations of the national railway authorities in Europe were a major obstacle. “Although traffic volumes are rising and the quality of the service is constantly improving, we have found that rail transport is much harder to handle than more conventional road

The Scandinavian Shut- “The project has given us a higher market tle operates a daily rail profile as an environment-friendly company service with fixed journey times, providing and has raised awareness of environment just-in-time goods deliv- issues among our staff” eries in both directions. It uses the Oeresund S V E N - E R I K A N D E R S S O N , tunnel and bridge be- U B Q D I R E C T O R tween Copenhagen and Malmoe. Before the Scandinavian Shuttransport”, he says. Asked about the bentle, the main option for customers was a efits for UBQ, he says “the project has combination of truck and ferry services given us a higher market profile as an between Germany and Sweden. environment-friendly company and has The project sets out to provide the rail transit service with the levels of quality and reliability associated with road transport. Each container or trailer has a mobile phone module with a GPS card reporting its position in near-real time to a Reliability Control Centre to facilitate cargo track-and-trace. The train locomotive is equipped to cope with the switch between the Danish and Swedish electricity and Automatic Train Control (ATC) systems in the middle of the Oeresund fixed link. The Scandinavian Shuttle is open to any train operator wishing to use it. raised awareness of environment issues among our staff”.

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Common learning

E-LEARNING FILLS SKILLS GAP
E W I TA

Project Manager Sabine Piribauer of lead partner via donau shows how training is vital for changing minds and modes on Europe’s great waterways.
W H Y D I D Y O U D E V E L O P T H E E W I TA PROJECT AND ITS E-LEARNING P L AT F O R M S ?

February 2006. The budget for the new project has been more than doubled. The initial programme developed a European concept for training on intermodal inland waterway transport which it then applied to the Danube corridor via an Inland Navigation eLearning System (INeS).

P r o j e c t n a m e: E WI TA S i ze o f M a r c o P o l o gr ant: €756 445 D u r a t i o n o f p r o j e c t gr ant: J u n e 2008 t o M a y 2010 Le a d p a r t n e r: vi a d o nau ( Ö st e r r e i c h i sc h e Wa sser str assenG e se l l sc h a f t m b H , V i enna (Austr i a) O t h e r p a r t n e rs: S t i cht i ng P r oj ecten B i n n e n va a r t ( N e t h e r l ands), Eur opean I n t e r m o d a l A sso c i a t i on ( Bel gi um ), Fo r sc h u n g - & E n t w i ckl ungs- Gm bH, C a m p u s S t e yr FH O Ö ( A ustr i a), I m a g i n a t i o n C o m p u ter S er vi ces ( A u st r i a ) , P r o m o t i e B i nnenvaar t V l a a n d e r e n ( B e l g i u m) , R om ani an M a r i t i m e Tr a i n i n g C ent r e, C ER ONAV ( R o m a n i a ) , R e g i o n a al O plei di ngen C e n t r u m Z e e l a n d ( Net herl ands), S c h i f f a h r t s- Ve r l a g H ansa C . S chr oedter & C o ( G e r m a n y) Contact: Sabine.Piribauer@via-donau.org

Europe’s inland waterway sector is facing a skills and labour shortage at a critical time. EWITA aims to fill the gap by creating a common European training concept and practical training programmes for intermodal inland waterway transport. It covers both the Danube and Rhine corridors. Spreading knowledge on this highly environment-friendly and cost-effective mode of transport and making it easily accessible, helps shift traffic from roads to inland waterways in the longer term. EWITA offers the latest training concepts and stateof-the-art e-learning platforms for waterborne logistics in Europe. They are tailored in a flexible way to interface with the training needs of future inland shipping operators and interested transport users.
I T T H I S PA R T O F A L O N G E R - T E R M PROCESS?

“We very much liked the Marco Polo focus on operational activities related to the economy and the business sector rather than on research projects”
SABINE PIRIBAUER, PROJECT MANAGER, VIA DONAU

EWITA refines and expands the concept, updates the INeS Danube, and creates a similar platform, INeS RMS, for the RhineMeuse-Scheldt corridor. Both platforms are available in English, German, Dutch and/or Romanian.
HOW DID MARCO POLO HELP?

EWITA stands for European web platforms and training concepts for inter-modal inland waterway transport. It is a direct follow-up to an earlier Marco Polo project eWIT, which ran from December 2003 to

We very much liked the Marco Polo focus on operational activities related to the economy and the business sector rather than on research projects. Practical projects with industrial partners can be handled in a less complicated way.

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DA N MA R K
København

Karlskrona Malmö

Kiel Rostock Hamburg Bremen Amsterdam Schwerin Szczecin Berlin Poznań Zielona Góra Ł Dresden Wrocław Opole Praha Katowice Gdańsk

Bydg

NEDERLAND B E LGIË
Bruxelles Brussel Düsseldorf

Hannover Magdeburg

Potsdam

P O

D EU TS C H L A N D
Erfurt Wiesbaden Frankfurt a. M. Mainz Worms

B

e

B E LGIQ U E
Namur

Catalyst action

ns

LU X E MB OURG

lons-en-Champagne Metz

Saarbrücken Stuttgart

ČESK Á R EP UB L IK A SLO R EP
Wien Bratislava

Strasbourg

München Dijon Bessançon Bern Bregenz Worgl Innsbruck

Linz Salzburg

Sankt Pölten Eisenstadt

ÖST ER R EICH
Graz

S U I S S E
Lyon Aosta-Aoste Milano Torino Casale Padova Trento Klagenfurt

MAGYA

SLO V ENIJA
Trieste Venezia Ljubjana Zagreb

H R VATSK A B O SNA I

Genova

ellier

Bologna

A ONE-STOP SHOP FOR NORTH-SOUTH FREIGHT
ItaloExpress

new route old route

Project name : I t al oEx press Si ze of Marco P olo gra n t: €3 5 0 0 0 0 0 D uration of project gr a n t: Janua ry 2 005-Decemb e r 200 8 Le ad partner : TX L ogis tik AG, Bad Ho n n ef ( Ge r ma n y ) O t her partners: Trenitalia s.p.a. (Italy), D H L E x press (S weden ) Vo lume of goods shifte d o ff t h e r o a d: 1, 35 b illion tonne-kilo me tres ( f our-y ear estimate) Es timated environmenta l be n e f i t: €2 8 .3 m (ov er four years) Contact : t . l uettig@txlogistik.de

When outside evaluators looked at the ItaloExpress project for the European Commission, they commented positively on the punctuality and reliability of this new rail service from northern Germany to northern Italy. These had previously been major issues on this route. By introducing tracked-and-traced intermodal service using its own locomotives and wagons, ItaloExpress has been able to offer change not only in reliability and punctuality, but also in the form of flexibility and transparent pricing.

in Denmark on the Danish-German border once terminal improvements there were ready. “We are particularly proud,” Lüttig adds, “of having turned what was initially a project into a sustainable product.” The barriers to a successful new service were economic, technical, operational – and psychological. “We had to overcome the reluctance of competing firms to bundle their shipments on the same train, and fears about loss of flexibility compared to the road. Recognising that promoting intermodality means changing mindsets was for us a key part of the project, and it is important to understand that,” Lüttig says.

“We offer a one-stop-shop between freight forwarders. The three-stop-shop, involving operator, rail company and terminal, is a thing of the past,” says Thorsten Lüttig, Divisional Manager at TX Logistik, the lead company and a German private-sector affiliate of the Italian railways. “We offer a one-stop-shop between Its partners were the freight forwarders. The three-stop-shop, Italian railways and DHL Express Sweden. “The involving operator, rail company prospect of Marco Polo and terminal, is a thing of the past” funding created leverage in getting all the T H O R S T E N L Ü T T I G , partners on board,” says D I V I S I O N A L M A N A G E R , TX LOGISTIK Lüttig. There were early difficulties in finding enough wagons, but between end-2004 and mid-2008, the frequency was increased from two to seven trains a week – primarily from Lübeck to Verona in Italy early on, but then regularly from Padborg

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Sundsvall

GULF OF BO

Mikkeli Sýt Michel Hämeenlinna Travastehus Turku Åbo Maarianhamina Mariehamn Helsinki Helsingfors Tallinn

E
Oslo

Falun

Gävle

Uppsala Västerås Karlstad Örebro Nyköping Linköping Stockholm

S E A

E E ST I

AK
Göteborg

Jönköping

A L T I C

Visby

Modal shift
Halmstd

Ventspils Rīga

Växjö Kalmar

L AT VI J A

K
København

Karlskrona Malmö

B

Telšiai Klaipėda

Šiauliai

L I E T UVA
Tauragė

Panevėžys Utena

Kaunas Vilnius Minsk

el Rostock Schwerin Szczecin Berlin Poznań Zielona Góra Łódż Gdańsk

R OSSI J SK A F E D E R AC I J

Marijampolė Alytus

Olsztyn Bydgoszcz Białystok

BE L AR U

Potsdam burg

POL SK A

warszawa

B A LT I C S H U T T L E WINS BACK BUSINESS
BaSS

AND
Dresden

Lublin Wrocław Kielce Opole Praha Katowice Kraków Rzeszów

new route old route

Using short-sea routes for shipping cargo is, of course, desirable on environmental grounds, but at the end of the day it has to make economic sense as well. This is why Scandlines turned to the Marco Polo Programme for short-term support to adjust to increased competition from road transport for its Baltic freight services after the EU enlargement of 2004.

network to/from different destinations in the Baltic Sea area. Tesch says: “progress was fast – in the first nine months, truck and trailer traffic between Rostock and Ventspils doubled and went up by another 35% the following year” “Without Marco Polo funding to underwrite the start-up costs in the early years, I don’t think we would have increased the frequency,” says Tesch. “And we were successful. Traffic did move back to the sea and we met all our Marco Polo

P r o j e c t n a m e: B a l t i c S e a S h u t t l e ( B aS S ) S i ze o f M a r c o P o l o gr ant: €1 316 000 D u r a t i o n o f p r o j e c t gr ant: J a n u a r y 2006 t o J a nuar y 2009 Le a d p a r t n e r: S c a n d l i n e s D e u t sc h l and Gm bH, R o st o c k- Wa r n e m ü n d e ( G er m any) O t h e r p a r t n e rs: H a f e n - E n t w i c kl u n g s gesell schaft R o st o c k m b H ( G e r m any) ; Fr e e P o r t o f Ve n t sp il s ( Latvi a) Vo l u m e o f g o o d s sh i f t ed off the r oad: 658m t o n n e - ki l o m e t r es ( t h r e e - ye a r e st i m a t e ) E st i m a t e d e n vi r o n m ent al benefit : €20. 8m ( o ve r t h r e e year s) C o n t a c t: g e r n o t . t e sc h @ sc a n d l i nes. de

The aim of BaSS was to increase the share of sea transport in the overall freight traffic between Germany and the Baltic states, and on to Poland and Russia. “Without Marco Polo funding to underwrite An existing service be- the start-up costs in the early years, I don’t tween Rostock (Germathink we would have increased the frequency” ny) and Liepaja (Latvia) was moved to Ventspils, GERNOT TESCH, another Latvian port, D E P U T Y L I N E M A N A G E R and expanded through S W E D E N / B A L T I C U M / F I N L A N D , S C A N D L I N E S the deployment of an additional vessel. This doubled capacity and project milestones. In general, the first frequency (from two to four departures aim should always be to get rid of the per port and per week. Since then, a third competitive disadvantage of sea traffic ferry has been employed on the route. compared to land traffic, in order to make support programmes like Marco Polo re“By moving to Ventspils, we were able dundant in the long-term.” to offer customers better port infrastructure”, says Gernot Tesch, Deputy Line Manager Sweden/Balticum/Finland for Scandlines, “and to develop this port as a hub for all Scandlines activities in eastern Europe”. At the Rostock end, one of the attractions for this traffic was the ability to transfer not just to rail and road, but to utilise synergies with the existing route

17
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Ha Cardiff Amsterdam London

NEDERLAND BELGI Ë
Lille Amiens Bruxelles Brussel Düsseldorf

Hannov

ENG

LISH

CHANNEL

Calais

DEUT

BELG I QUE
Namur Wiesbaden Frankf Mainz Worms Caen Rouen

LUX EMBO URG
Rennes Paris Châlons-en-Champagne Metz

Saarbrücken Stut

Nantes

Orléans

Strasbourg

Catalyst action

poitier

Dijon

F R A N C E

Bessançon Bern

Br

Limoges Clermont-Ferrand Lyon

SUI SSE

A Y
Bordeaux

Aosta-Aoste Milano Torino Casale

San Sebastián Toulouse Pamplona-Iruña Montpellier Monaco Marseille Fi Genova

ANDORRA
Zaragora

GULF OF LIONS

I N N O VAT I V E C O N TA I N E R S EASE MODAL SHIFT
FGI System

new route old route

Project name : FG I S y s tem Si ze of Marco P olo gra n t: €3 0 0 0 0 0 0 D uration of project gr a n t: A pri l 2 0 0 8 to April 2013 Le ad partner : La nnutti s .p.a., C uneo (Ita ly) O t her partner : La nnutti s prl (France) Volum e of goods shifte d o ff t h e r o a d: 49 6 m tonne-kilometres ( f i v e-y ear estimate) Es timated environmenta l be n e f i t: €9 .9 m (ov er five years) Contact : f ranc o.ghiglione@lann u tti.it al es s andra.lannutti@la n u tti.it

Production of glass is not evenly distributed across Europe. Broadly speaking, the production plants are in northern Europe, in particular Belgium, France and the Netherlands, and the consumers, of course, are everywhere. This creates a need for specialist long-distance transport.

gium to Spain and Portugal. As the Spanish railway gauge is different from that of France and Belgium, the containers must be transferred to trucks at the FrancoSpanish border. Over the life of the project, Lannutti hopes to shift more than half a million tonnes from road to rail in transports from Belgium to Italy and Spain.

Jumbo sheets of flat “The Marco Polo funding was important to us, glass – 6m x 3.21m – inbecause it reduces the risk associated tended mainly for the construction and auto- with a highly innovative investment motive industries are and allows us to give a higher technical normally carried by road content to our services” in specially designed trailers (inloaders) with F R A N C O G H I G L I O N E , hydraulic systems and L A N N U T T I air bags to cushion them from shocks. The FGI System project is for “While all this may sound simple,” the first time deploying a modified design Ghiglione adds, “it actually required of the special inloaders and using cranes investment in a new intermodal fleet. to transfer them from the road to flatbed We believe the project has good longrailway wagons. term prospects, but the Marco Polo funding was important to us, because it “This made intermodal transport possireduces the risk associated with a highly ble for the first time,” Franco Ghiglione of innovative investment and allows us to lead company Lannutti points out. “It also give a higher technical content to our has the added benefit that more weight services.” can be carried per inloader. There are weight restrictions when we ship by road. Between Belgium and Italy, the first route used for the new system, there is a weight gain per inloader of about 25%.” The intermodality aspect is particularly crucial for Lannutti’s shipments from Bel-

18
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Common learning

ALL ABOARD FOR INTER-MODAL LEARNING
GLAD

Eduard Rodés, Director of the Escola Europea de Short Sea Shipping in Barcelona, describes his experience with Marco Polo.
W H AT I S T H E E S C O L A E U R O P E A DE SHORT SEA SHIPPING?

Authority into a school with a European dimension. We take students from seven different EU countries.
W H AT D O Y O U T E A C H ?

P r o j e c t n a m e: G LA D – G r e e n Lo g i st i cs Acti on & D e p l o ym e n t S i ze o f M a r c o P o l o gr ant: €1 355 152 D u r a t i o n o f p r o j e c t gr ant: M a r c h 2009 t o Fe b r uar y 2011 Le a d p a r t n e r: E sc o l a E u r o p e a d e S hor t S ea S hi ppi ng, Barcelona (Spain) O t h e r p a r t n e rs: P o r t A u t h o r i t y o f B a r cel ona (S pai n), G r i m a l d i C o m p a g n i a di Navi gaz i one a n d G r a n d i N a vi Ve loci ( Ital y), P o r t A u t h o r i t i e s o f R om e/Laz i o a n d G e n o a ( I t a l y) , F er r ocar r i l es d e V i a E st r e c h a - FE V E ( S pai n) C o n t a c t: e d u a r d _ r o d e s@ a p b . es

As the name suggests, we teach shortsea shipping – combining hands-on training and high academic standards. We run courses for students and people working in the industry on board vessels plying the Mediterranean between Barcelona in Spain and Civitavecchia in Italy. We believe this approach makes us unique.
W H AT H A S B E E N T H E R O L E OF THE MARCO POLO PROGRAMME?

GLAD provides two courses: Motorways of the Sea Training (MOST) and SURCO, Simple Use Railway Connections. Each four-day course is stand-alone, but they can be combined over a week. During the first two years, we ran three shortsea shipping courses – an introduction to maritime logistics, basic operations and services, and global logistics operations.
W H AT I S D I F F E R E N T N O W F R O M W H E N Y O U S TA R T E D ?

We are emphasising inter-modality much Marco Polo first gave us €1m for an initial more. We have an additional partner, two-year project which has been comFEVE, a Spanish railway company, givpleted. We successfully bid for another ing us on-train classrooms in addition to two-year grant of €1.3m to cover the second “We teach students how to measure phase known as GLAD. The Marco Polo grants the true long-term environmental cost met just over one third of different forms of transport” of our costs initially and almost half the second E D U A R D R O D É S , D I R E C T O R O F T H E E S C O L A time. Those are short E U R O P E A D E S H O R T S E A S H I P P I N G , B A R C E L O N A time spans in terms of what we would like for forward planning our classrooms at sea. The environmental purposes, but Marco Polo has neverthecontent of the courses is also greater. We less been vital for us. We would otherwise teach students how to measure the true not have been able to expand the similar long-term environmental cost of different local courses run by the Barcelona Port forms of transport.

19
PAGE

Rennes

Metz

Saarbrücken Stuttgart

antes

Orléans

Strasbourg

München poitier Dijon

F R A N C E

Bessançon Bern

Bregenz

Worgl Innsbruck

Limoges Clermont-Ferrand Lyon

S UIS S E
K Aosta-Aoste Milano Torino Casale Padova Trento Tri Venezi

Bordeaux

Toulouse Montpellier Monaco Marseille

Genova

Bologna

Modal shift
Ancona

ANDORRA

GULF OF LIONS

Firenze

Perugia COR S E Ajaccio

ITA L IA
Roma Cam

Barcelona

Palma de Mallorca

S ARDE G N A

I S LA S B A LE A R E S
Cagliari

T Y R R H E N S E A

A MARK OF QUALITY
The WestMed Bridge

M

E

D

I

T

E

R

new route old route

Project name : The Wes tMed Bridge Si ze of Marco P olo gra n t: €4 5 0 0 0 0 0 D uration of project gr a n t: A pri l 2 0 0 8 to March 2011 Le ad partner : A t l antica S .p.A. di Na vig a zio n e , N aple s (Italy) O t her partner : G ri ma ldi L ogistica Esp a ñ a ( Sp a in ) Volum e of goods shifte d o ff t h e r o a d: 2. 25 b illion tonne-kilo me tres ( t hree -y ear estimate) Es timated environmenta l be n e f i t: €6 6 .5 m (ov er three yea rs) Contact : Ky prianou.paul@grimald i.na p o li.it

Why go by road through northern Italy, across southern France and down the Spanish coast to get from Civitavecchia just north of Rome to Barcelona in Spain, when you can go across the Mediterranean? Even if the ultimate destination is Lisbon, the new route still makes sense. This was the thinking behind the Marco Polo Eurostars project, which ran from 2004-2006 and launched this route for RoRo transport. That success gave rise to a successor project: The Westmed Bridge – an improved service with bigger vessels increasing loading capacity for rolling freight (accompanied and unaccompanied trailers) by 65%. It is over 40% cheaper and one-third faster by sea than by moving the same freight by road.

“We transported 4% fewer trailers in the first year than we had expected,” Kyprianou admits. “Nevertheless, we are optimistic about this route, particularly once further upgrades to road and rail links to the hinterland at either end and planned improvements to port infrastructure are complete.” Despite short-term setbacks, Kyprianou is enthusiastic about the Marco Polo programme: “The investment cost of new ships to upgrade the service is huge, so the programme has brought us significant financial benefit in the start-up phase. Being awarded Marco Polo funding is also a form of quality mark for our business.”

“We are faster and “Being awarded Marco Polo funding is also cheaper, and this is a a form of quality mark for our business” more reliable service with departures and PAUL KYPRIANOU, arrivals on fixed days E X T E R N A L R E L A T I O N S M A N A G E R , of the week and at G R I M A L D I G R O U P fixed times,” says Paul Kyprianou, External Relations Manager for the Grimaldi Group. “Over the life of the project, we expect the equivalent of 72 585 trucks or trailers to be shifted from road to sea.” Launching when fuel prices were soaring and the world economy was entering a major downturn had an impact.

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Amsterdam

Modal shift

NEDERLAND

e

B E L G I Ë Bruxelles
Brussel

Düsseldo

D E F I N I T E LY W O R T H THE EFFORT
DZRS

BELGIQU E
Namur

new route old route

The procedures associated with Marco for the Far East and the UK. In Duisburg, Polo funding can sometimes appear too they can transfer directly to a Viennamuch of a challenge for some companies. Budapest rail shuttle or make use of inComplaints about the Brussels bureaucternational combined transport networks racy are not uncommon. But Norbert operating out of a dedicated terminal. Rekers, Director of Sales for the Duisport Agency “We would reapply. in Germany says things have got better: “We The hurdles to getting the money would reapply. On the have been reduced; on the other hand, one hand, the hurdles to the amount of money has been increased” getting the money have been reduced; on the N O R B E R T R E K E R S , other hand, the amount D I R E C T O R O F S A L E S F O R T H E D U I S P O R T A G E N C Y , of money has been in- G E R M A N Y creased. All in all, that The traffic shifted from road to rail exmakes the benefit very worthwhile for ceeded forecasts by well over 5% in new intermodal projects.” In the case the first two years. Duisport was able of the DZRS (Duisburg-Zeebrugge Rail to go from three services each way per Shuttle) project, the benefit covers just week to four within three months – “fastunder half the losses anticipated in the er than we had expected,” says Rekers. first three years of operation. The project “The final objective was five times a is taking the equivalent of more than week, and we achieved this in 2008. We 25 000 standard containers of cargo off unfortunately had to cut back to four again the roads each year. once EU economies entered recession in DZRS provides a train link between the 2008-2009, but the project is still meeting world’s largest inland container port – its traffic shift targets.” Duisburg (Duisport) – and two of northern Europe’s major seaports, Zeebrugge and Antwerp. Previously the containers had a difficult road journey. “Congestion was actually a threat to the growth of traffic,” Rekers says. In Zeebrugge, containers arrive at terminals for direct transfer to ships - mainly

P r o j e c t n a m e: D Z R S – D u i sb u r g - Z eebr ugge Rail Shuttle S i ze o f M a r c o P o l o gr ant: €503 847 D u r a t i o n o f p r o j e c t gr ant: O c t o b e r 2006 t o O c t ober 2009 Le a d p a r t n e r: D u i sp o r t A g e n c y G mbH , D u i sb u r g ( G e r m a n y) O t h e r p a r t n e rs: P o r t C onnect NV ( B e l g i u m ) , C M A / C G M ( B el gi um ), I FB I n t e r Fe r r y B o a t ( B el gi um ) Vo l u m e o f g o o d s sh i f t ed off the r oad: 252m t o n n e - ki l o m e t r es ( t h r e e - ye a r e st i m a t e ) E st i m a t e d e n vi r o n m ent al benefit : €4. 0m ( o ve r t h r e e year s) C o n t a c t: n o r b e r t . r e ke r s@ d u i spor t .de

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LT I C S E A
Cardiff

KING DO M

Amsterdam London

NE BE LG IË
Lille Amiens Bruxe Bruss

L ENG

ANNEL ISH CH

Calais

BE LG I Q
Na Caen Rouen

LU
Rennes Paris Châlons-en-Champagn M

Motorways of the sea

Nantes

Orléans

B A Y
poitier Dijon

O F
Limoges

F R A N C E

Bessan

B I S C A Y
Bordeaux

Clermont-Ferrand

Lyon

do Santander Bilbao Vitoria-Gasteiz Pamplona-Iruña Logroño

San Sebastián Toulouse Montpellier Mo M ill

EU SUPPORT ENHANCES CREDIBILITY
Ro-Ro Past France

new route old route

Project name : Ro-Ro P as t France Si ze of Marco P olo gra n t: €6 8 0 0 0 0 0 D uration of project gr a n t: September 2007 to De c e mbe r 2 0 1 1 Le ad partner : Spli ethoff’s Bevrachtin g ska n t o o r, A m s terdam (Netherla n d s) O t her partner s: Trans fennica Iberia S.L (Sp a in ) , Trans fennica Belgium BVBA ( Be lg iu m) , O y Tr ans fennica AB (Fin la n d ) Volume of goods shifte d of f t h e r o a d: 8. 4 bi llion tonne-kilom e tre s ( 4.3 -y ear estimate) Es timated environmenta l b e n e f i t: €2 1 1 m (ov er 4.3 years) Contact : ka rel.v anz ijl@transfen n ic a.c o m

“European Union support is important for us and sends a powerful signal to the market that our project has a European dimension.” For Karel Van Zijl from the lead company, Spliethoff’s Bevrachtingskantoor of Amsterdam, this is one of the big benefits of the Marco Polo programme. As its name indicates, this project provides a motorway-of-the-sea alternative to get freight off the congested international road transit corridor across France. Ro-Ro Past France initially offered three sailings a week (rising to five in September 2009) in each direction between Bilbao in northern Spain and the Belgian port of Zeebrugge. Each vessel carries up to 200 unaccompanied road trailers.

them. Then many trailers did not have ferry eyes (fixture points) for lashing them on board the vessel. In addition, some operators were not familiar with unaccompanied transport (trailers without the driving unit and driver). We spent time helping hauliers from Spain and Portugal and those from the northern end of the link to sort out how they could provide driving units for each other’s trailers.” “We expected to break even after year one; but the economic crisis came along. Volumes are rising again and we are confident for the future. We trust the EU subsidy will partly compensate us for what we have invested in this service,” says Van Zijl.

At the Spanish end, “European Union support is important for us trucks deliver trailers to and sends a powerful signal to the market Bilbao destined for the Benelux, north Germany, that our project has a European dimension” the United Kingdom and Sweden. Trailers for K A R E L V A N Z I J L , SPLIETHOFF’S BEVRACHTINGSKANTOOR, the UK and Sweden are AMSTERDAM transhipped to another ferry at Zeebrugge. Other trailers continue by road to their final destination. Southbound freight does the same in reverse. “We encountered a number of problems at the outset”, says Van Zijl. “First, we had to convince customers we were serious. Other operators had promised similar services but never delivered on

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GULF

NORGE
Oslo

Hämeenlinna Travastehus Turku Åbo Maarianhamina Mariehamn Helsinki Helsingfors Tallinn

Falun

Gävle

Uppsala Västerås Karlstad Örebro Nyköping Linköping Stockholm

S E A

E E S T I

E SKAG
dinburgh

RR

AK
Göteborg

Jönköping

A L T I C

Visby

N O R T H
Växjö

Ventspils Rīga

L AT V I JA

S E A
DANMARK
København

Halmstd

Kalmar

Karlskrona Malmö

B

Telšiai Klaipėda

Šiauliai

L I E T U VA
Tauragė

Panevėžys Utena

Kaunas Vilnius

ITED GDOM

Kiel Rostock Hamburg Bremen Amsterdam London Schwerin Szczecin Berlin Poznań Zielona Góra Łódż Gdańsk

R OS S I JS K A F E D E R AC I J

Marijampolė Alytus

Olsztyn Bydgoszcz Białystok

Modal shift
NNEL
n

NEDERLAND B ELGIË
Lille Amiens Bruxelles Brussel Düsseldorf

Hannover Magdeburg

Potsdam

POL S K A

warszawa

Calais

DEUTSCH LAND
Erfurt Wiesbaden Frankfurt a. M. Mainz Worms Dresden

B ELGIQUE
Namur Rouen

Lublin Wrocław Kielce Opole Praha Katowice Kraków Rzeszów

LUXEM B OURG
Paris Châlons-en-Champagne Metz

Saarbrücken Stuttgart

Č ESK Á RE PU BL I K A S LOV E N S K Á R E PU BL I K A
Wien Bratislava

Orléans

Strasbourg

München Dijon

Linz Salzburg

Sankt Pölten Eisenstadt

F R A N C E
oges Clermont-Ferrand Lyon

Bessançon Bern

Bregenz

Worgl Innsbruck

ÖST ERRE I C H
Graz

Budapest

SUISSE
Klagenfurt Aosta-Aoste Milano Torino Casale Padova Trento

MAG YAR OR S Z ÁG

SLOVEN I JA
Trieste Venezia Ljubjana Zagreb

R OMÂN

HR VATS K A BOS N A I
Beograd

Toulouse

Genova Montpellier Monaco Marseille Firenze

Bologna

GREEN CUSTOMERS WANT MODAL SHIFT
Euro Reefer Rail Net

S R BI JA HE R C E G OV I N A
Sarajevo

A

ORRA

GULF OF LIONS

Ancona Perugia CO RS E Ajaccio

D

R
A

I

ITALIA
L’Aquilla Roma Campobasso

Barcelona

T

Sofija

BÂLG

I

C
S

Skopje

E

A

Tiranë

new route old route

A new rail freight network and innovative multimodal refrigerated containers are at the heart of this ambitious project. Its aim is to switch freight from 11 long-distance road routes onto rail. These truck routes cross Europe from Finland in the North to Italy in the south and from Poland in the east to the UK in the west. They are being replaced by a network of nine dedicated rail freight services with fixed routes and schedules.

“These are early days. The service is stable and developing, but the economic recession has meant lower freight volumes and decreasing prices in the freight transport market”, says Schouten. “We have carried out our modal shift carefully and successfully and are making all efforts to achieve the principal targets.”

P r o j e c t n a m e: Euro Reefer Rail Net S i ze o f M a r c o P o l o gr ant: €2 128 948 D u r a t i o n o f p r o j e c t gr ant: J a n u a r y 2009 t o D e c em ber 2011 Le a d p a r t n e r: H Z H o l d i n g B . V. M a a sdi j k ( T h e N e t h e r l a n d s) O t h e r p a r t n e r: D a n o n e N . V. ( B e l g i um ) Vo l u m e o f g o o d s sh i f t ed off the r oad: 1. 09 b i l l i o n t o n n e - kil om etr es ( t h r e e - ye a r e st i m a t e ) E st i m a t e d e n vi r o n m ent al benefit : €15. 2m ( o ve r t h r e e year s) C o n t a c t: h z@ h zt r a n sp o r t . c o m

According to the lead “The project helps us to realise company, Dutch transour strategy to force a change of mindset port group HZ Holding, pressure for this in the existing road transport market” modal shift from road to rail is coming from E D W I N S C H O U T E N , DIRECTOR; HZ LOGISTICS environmentally aware manufacturers and customers rather than from governments or freight forwarders. “The project helps us to realise our strategy to force a change of mindset in the existing road transport market”, says HZ logistics director Edwin Schouten. In addition to launching and operating the new rail network, the Euro Reefer Rail Net will also demonstrate and utilise innovative 45-foot reefer containers to transport products that need to be kept cool during transport. Most of the new rail routes are more than 1 000 kilometres long, serving freight terminals in seven countries: Belgium, Italy, Germany, Hungary, Poland, Finland and Austria.

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Potsdam Magdeburg

Berlin Po Ziel
Catalyst action

D EU TSC HLA ND

Dresden

W

Praha
Č ESK Á R EPU B L I K A

U P R I V E R B Y B O AT A N D T R U C K
ETS Elbe

new route old route

Project name : ETS Elb e Si ze of Marco P olo gra n t: €1 6 3 5 3 3 0 D uration of project gr a n t: A pri l 2 0 0 7 to March 2011 Le ad partner : Sächsisc h e Bin n e n h ä f e n O bere lbe GmbH, Dresd e n O t her partner s: I ndus triehafen R oß lau Gmb H, M agd eburger Hafen Gmb H, ( Ge r ma n y ) , CSP L a.s ., Česko-S aske Př is t a v y s .r.o . ( Czec h R epublic), Odr a Rh ein L lo y d G m bH (G ermany) Volum e of goods shifte d o ff t h e r o a d: 44 0 m tonne-kilometres ( f our-y ear estimate) Es timated environmenta l be n e f i t: €1 0 .5 m (ov er four years) Contact : st efan_k unz e@binnen h a fe n- s a c h s e n .d e

This project sets out its green credentials up front. ETS stands for Ecological Transport Service. The aim is to expand the potential for freight transport on the River Elbe between Germany and the Czech Republic by introducing scheduled services using an integrated transport container system.

downstream rail and waterway services. Stefan Kunze of Sächsische Binnenhäfen Oberelbe says that even during the extreme low water levels of 2008 “cargo tonnages remained unaffected, thanks to the intensive efforts we made to ensure customers’ interests were our top priority”.

The biggest obstacle to “The big extra bonus for us from the project expanding freight trafhas been the knock-on effect of our marketing fic on the Elbe has been periods of extremely low for ETS Elbe. New customers have now started water, when the size to use the service, bringing new business, and draught of usable especially for our port installations” vessels were limited. This also made it hard S T E F A N K U N Z E , to introduce scheduled S Ä C H S I S C H E B I N N E N H Ä F E N O B E R E L B E services. The result was that many shippers migrated to road “One unexpected problem we ran into transport for the whole inland journey was the different technical specifications from the German seaports of Hamburg or of the vessels and barges we use,” says Bremerhaven. Kunze. “These are from Germany, the Czech Republic and Poland. And despite The ETS Elbe project overcomes the European norms, they had to be modified problem by providing a scheduled inland to make them compatible with each other waterway service connecting the deepand with the equipment and installations water system of the Mittellandkanal and in each country.” the shallow-draught River Elbe system. The project uses inland waterways for “The big extra bonus for us from the the whole journey when possible, with loproject has been the knock-on effect of cal replacement road services when part our marketing for ETS Elbe. New customof the river is not navigable. The use of ers have now started to use the service, containers allows a mix of modes. bringing new business, especially for our port installations,” Kunze says. The hub for the ETS Elbe project is the river port of Magdeburg. It complements

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LIGHTENING THE LOAD
MARCO POLO LEADS THE WAY
Freight transport clogs Europe’s roads. Yet its railways, sea routes and inland waterways are underused. Marco Polo is an EU programme designed to promote these environment-friendly modes of transport and to shift freight from congested roads. In this brochure, a number of companies describe how, with Marco Polo support, they launched rail, short-sea shipping and inland waterway projects as greener alternatives for handling freight. Their message is clear. To succeed, their projects had to make economic as well as ecological sense. Many road transport users hesitate to change modes without clear economic benefit. Contributors all say projects would have been scaled back or not launched at all without Marco Polo funding during the critical start-up phase. This helped make the economic case to customers for a switch to rail, short-sea shipping routes or inland waterways. But this brochure also shows how Marco Polo support added credibility to projects – a valuable marketing tool – and enhanced the green credentials of project participants, another significant benefit.

http://ec.europa.eu/marcopolo

executive agency

EUROPEAN COMMISSION

for competitiveness & innovation


								
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