"INTERMODAL TRANSPORT NEWSLETTER NR . 49"
INTERMODAL TRANSPORT NEWSLETTER NR. 49 Intermodality & EU Affairs 1. European enlargement: an opportunity for combined transport & logistics? 2. Dutch priorities for the second half of 2004: safety, efficient mobility, know- how and water protection 3. Freight transport security consultation meeting: what legislation to expect? 4. Eurovignette – the pricing battle continues… 5. Commission’s Proposal to increase controls on road transport companies 6. Swiss minister for transport advocates a Europe wide road toll for lorries 7. The various Railway Packages – current situation.. 8. EILU – European Intermodal Loading Unit – current situation.. 9. Steigende Treibstoffkosten beschleunigen Verkehrsverlagerung Intermodality & Business 1. Intercontainer-Interfrigo (ICF): new direct train Switzerland–Hamburg / Bremerhaven 2. Connex: freight traffic between France and Germany by the end of 2004 3. SNCF: a direct freight train between Paris region and the German Ruhr basin 4. Port de Lille (F) : new tri modal terminal & rail connection 5. Neues System Kombinierten Verkehr soll mehr Marktorientierung und Transparenz bringen 6. Transfesa creates new intermodal corridor Germany - Turkey 7. Container Binnenschifffahrt von Ungarn nach Deutschland 8. Seine-Scheldt connection (Canal Seine-Escaut) included in TEN 9. CESAR: first trans-national data information service between different EU operators EIA event results 1. Working Visit and discussions Port of Hamburg & Polzug GmbH 2. Working Visit freight airport Vatry & visit Moët & Chandon champagne 3. REALISE Workshop held in Rauma (Finland): Performance Comparisons across Modes 1/33 Intermodality & Research 1. Maritime Statistics: Getting Close to Filling in the Gaps 2. Pricing and Costing Comparisons: a Practical Issue 3. Pricing overview rail, air and waterborne transport 4. Rail Transit Benefits Study: calculations of benefits for business and authorities 5. New: Study on infrastructure capacity reserves for combined transport by 2015 6. How much cost arises from ‘standing still’ in a queue in Belgium? Main intermodal events in the second half of 2004 1. Inform Logistik Symposium - 20 year Jubilee TESS - July 12/13 2. CargoSpeed - Road/rail full-size Demonstration – July 29 3. EIA Round Table “12 years liberalisation & a new Europe extended to 25 members’ Sept. 16/17 4. Third REALISE workshop - October 4-5 5. ITL Intermodal, Transport & Logistics 2004 – November 2/4 6. EIA Ministerial conference: “Multimodal developments in the face of borderlines” – Dec 7/8 New intermodal initiatives 1. Intermodal Forum: express your ideas regarding ‘hot’ topics! 2. Intermodal Directory incl. contacts & company profiles for all members 3. First “Intermodal Master Classes” 4. Trainees welcome to join the EIA in Brussels 2/33 Intermodal & EU Affairs 1. European enlargement: an opportunity for combined transport & logistics? What are the opportunities and benefits for intermodal logistics after the recent enlargement? There are different views, varying from very positive to ‘doubtful’. Manufacturing industries have been very positive when calculating the advantages the new 10 member states would bring: a great geographical location for Distribution Centres, cheap, reasonably skilled labour forces, Russia as interesting neighbour… The experience is that companies have been attracted by low labour costs, a good supply of technical staff and improving road infrastructure. These areas offers lots of opportunities for third-party logistic providers. * Celebrations in ‘Jubelpark’ Brussels 1 May2004: Welcoming of 10 new EU member states! Source: EIA EU membership will most probably expand the road infrastructure and decrease time consuming border formalities for both industries and logistic hubs. Industries are likely to keep finished goods in their stock in the region instead of transporting goods after they have been produced, as transport lead times to West EU decrease. According to the annual UPS Europe business monitor, which analyzed the opinions of 1.500 top CEO’s, companies perceived benefits from the EU enlargement because of the larger internal market and the simplified administrative procedures and standards. Specifically: no duties have to be paid on goods received from countries within the enlarged EU; no customs clearance documentation requirements; harmonization of certification; more stable political and regulatory framework. 3/33 The positive opportunity for intermodal transport is that, as a result of longer transport routes between production sites of consumer goods towards the new consumer markets, the logistic chain including rail and inland waterway will be the most reliable of the chains. The consequence will be that in the already congested transit countries like Germany, France and the Alp regions, we may expect an increase of road restrictions. The biggest challenge and need though is to build improved infrastructure and networks, enabling a smooth and increased movement of cargo and information… It is exactly this issue which the ‘doubtful’ people fear. The growth of trade means simply that the development of an intermodal transport system is very important. The Czech Republic, Hungary and Poland are known to have traditional strong (but unfortunately not very modern) rail network links with less developed road networks. It might be that intermodal transport infrastructure will favour road transport in Western EU and rail in Eastern EU. There is a clear task for the EU authorities to urge the new member states into taking the ‘modal shift’ rail policy more seriously. * Transport growth by road 2015 in comparison with 1999. Source: DVZ There is a possibility that huge bi-directional cargo flows from West – East will emerge, which could result in additional infrastructure investment in rail, road and waterborne transport. An additional problem could be the differences in delivery schedules; big Eastern EU cities may be served quicker then sub-urban areas far away from distribution centres. 4/33 * New Pan Eurasian railway link between Europe and China. Source: IRJ A serious revival of the multimodal Silk Route and other Eurasian trading routes from Kazakhstan – Turkey (via new 14 km. cross Bosphorus rail & tunnel) – Poland – Germany/Benelux) is expected. A good example is the Silk Road Express of the company Polzug GmbH (EIA member). Since 1993 Polzug GmbH has organised container block trains from Hamburg / Bremenhaven to the new member states. Polzug has terminals in Poland (Posen, Warsaw, Slawkow and Wroclaw) and they are an operational agent for several UIRR-companies (e.g. Kombiverkehr, CEMAT, Ökombi). A neutral intermodal ‘all in’ service is also offered by METRANS (EIA member), which has modern container terminals in Central and Eastern Europe. Salary and work expectations in the new member states might be higher then people think. Employees are becoming increasingly skilled while low-skilled lorry drivers are demanding higher wages. Social labour flexibility may also rapidly reach the same standard as Western EU … Traffic towards the Baltic – via transit through Poland- could take a while because of the rail gauge system change between ‘normal’ and ‘wide’ gauge tracks. A solution is already offered with short sea shipping. Rail traffic developments in Slovenia and Hungary will depend largely on the track prices in Austria. The recent political move of the Austrian government to cancel their ‘Oköpoints (ecological bonus points) system after the entrance of the new member states made certain operators decide to stop their RoLa (Rollende Landstrasse) train services from, for example, Dresden (D) to Lovosice (CZ). The reason is because of the disappearance of the needed bilateral contingents of road permits are no longer needed, which was an important reason for the usage of RoLa. A lot depends on eventual introduction of road tax and track prices in general. Several new member states are investigating at this very moment if and how to introduce road tolls to finance their new infrastructures. 5/33 Some experts say that the diminishment of custom controls with the new member states will not automatically mean fewer queues on the (old) borders with Poland for example. In the framework of the ‘Schengen treaty’ passport controls will remain while on the Polish side, a more or less systematic weighing of trucks will take place. Though this is not according to EU legislation, on a national level one might expect some surprises on the borders… The fact is that Poland has conflicting interests regarding their road infrastructure: there is a need to extend their highway system, but they have at the same time a great interest to protect their highways from too-heavy trucks. Because of less customs controls on the German – Polish border, truck drivers are free to choose any border they want, which again is positive for a flexible route planning. Using the rail between Germany and Poland means knowing how to deal with it. According to a German/Polish treaty, there are only two dedicated borders to be used: Frankfurt/Oder - Kunowice and Horka-Wegliniec, which are used by the state railways DB (Railion) and PKP. One should know that on Corridor II and III, construction works related to the electrification of the double rail track are ongoing. These rail tracks will not be available until around 2008 due to financial difficulties. Private railways have an advantage here, since they are not bound to the restrictive treaty; theoretically, they can choose any border they want. There is an opportunity for private railways here as serious competitor towards road transport. The railway reforms resulted already in interesting commercial operations like Rail4Chem and Chemtrans. Unfortunately, the Polish PKP railway undertaking ask the highest (almost double) rail track prices compared to all the other European railways, which isn’t really stimulating healthy commercial initiatives. Because of the temporary withdrawal regarding the introduction of road tax (Strassen- Maut), unfortunately some of the infrastructure extension plans cannot be executed. This is despite the fact that some projects are officially part of the TEN (Trans European Networks) priority projects. Regarding terminals and road equipment for combined transport, we can state the following. Most of the Eastern EU container terminals are old. In Poland though, during privatisation, several terminals and handling equipment have been revamped according to modern standards since 1990 in order to deal with continental combined transport. A positive exception is Budapest; a modern combined transport terminal in BILK has existed since 2003. This terminal should be used as best practice example in more places in Poland to cope with the growing needed capacity in the future. An additional bottleneck for logistic enterprises who want to use combined transport by rail to reach the cities is the absence of rail tracks, since logistic enterprises in Poland mainly are located in the suburbs. Additional private terminals have been established by Polzug GmbH in Posen, Warschau and Slawkow which offer a professional service. Equipment for combined transport is a problem easily solved since it takes only a small investment to buy or rent equipment available on short notice. The share of swap bodies (Wechselbrückenfahrzeuge) increases rapidly in Poland, but what is missing is the opportunity or a certain pressure to actually use them frequently in combined transport. 6/33 The introduction of road tax (Maut) will not really change this situation, since the differences in price between road- and combined transport will not substantially change. A profit for the combined transport user should therefore not be gained via price advantages but rather via the possibility to plan logistics more reliably. This factor will only gain in importance in the future given the growing congestion problems by using road-only. An unexpected but not to be underestimated angle is ‘communication’. Some EIA members for example started to sub-contract semi-intellectual desk research to new member states, which was cheaper in the beginning. But after a while, it seemed that questions, explanations, etc. cost a lot of time and frustration, whereupon it was then decided to take the work back to the ‘Western’ head quarters. The solution here is to be well prepared via professional training and Human Resource Management. This is one of the reasons why the EIA decided, in cooperation with a number of Universities, to launch ‘Intermodal Masterclasses’ in 2005, for potential users of intermodal transport but also existing transport managers and authorities who want to understand at least the ‘basics’ about intermodalism. Conclusion: in the short term road transport companies will probably win the competition to serve markets in an enlarged Europe. Western EU companies will have as added value their high quality, efficiency and logistic know-how. In the longer term, combined transport will have the better cards to develop itself, even if the main transport burden will (have to ) be carried by the road. A basic condition though is that the new member states invest in rail and terminals, just as they invest in road infrastructure. The main task for combined transport companies is to offer better quality and more services fromA to B. Last but not least, we can only hope that the new member states will be more forward thinking than then Western EU companies and authorities and earmark road incomes not for road improvements alone, but for smart intermodal chain solutions which combine the strength of all transport modes. Sources: East Consulting Logistic Trading (email@example.com) / www.total-logistics.eu.com / Eurift / ShortSeaShipping Promotion Center / EIA 2. Dutch priorities second half 2004: safety, efficient mobility, know- how and water protection The Dutch government will take over the EU Presidency from 1 July 2004. There are two main European Councils planned for the second half of the year. The first EU Summit will take place on 5 November and will have two priorities: a new programme for Justice and Home Affairs and the Lisbon process. The second Summit in mid-December will deal mainly with further EU enlargement (Bulgaria and Romania, Turkey and Croatia). The Dutch Presidency wants to speed the Lisbon process by concentrating on the administrative burdens for industry. The Dutch want to look at the administrative costs for industry of new EU rules and laws. The most important topic for the December Summit will be the future enlargement wave of the Union. 7/33 Regarding transport, the Ministry of Transport and Water management is eager to put new initiatives on the EU agenda. During informal ministerial meetings and conferences, an ‘agenda for the future’ will be prepared. Minister Karla Peijs will focus specifically on safety, efficient mobility, knowledge and innovation and also ‘constructive neighbourliness, all this under the main slogan ‘‘grensverleggend in verbindingen’ (English: opening new horizons in connections and networks’). An informal transport Council will be organised on the 9th and 10th of July in Amsterdam. During this meeting, the 25 European transport ministers will discuss the future of a common European airspace policy and the promotion of short sea shipping. Water management policy will get priority as well as a reaction to the extreme high water levels in the European rivers and the damage it has caused in the past. European coordination within the river delta’s is absolutely necessary according to the Transport Ministry; this topic will be dealt with in more detail during the informal European environment council July 18 in Maastricht. Another informal conference for the EU transport ministers and the EU Commission will be organised on November 18-20 dedicated to innovation and infrastructure. ‘Energy in Motion’ is the title for a conference regarding alternative fuel usage and new engines October 19-20. Two informal meetings with the European transport ministers will be organised in October and December in which the Dutch transport presidency will focus on one single driver license for train drivers, the introduction of the so called River Information Services – an electronic communication system for inland shipping and security policy of port areas. A Pan European conference ‘Multimodal developments in the face of border lines’ which will be open to the public will be organised on December 7-8. Topics: infrastructure, pricing, PPP and TEN’s. The venue of this high-level conference is Breda (NL). The Dutch transport minister Karla Peijs, the EU Commission Edgar Thielmann and several EU associations have already confirmed their participation. Dutch Presidency http://www.euractiv.com/cgi-bin/cgint.exe/1458466-390?204&OIDN=1507825&- tt=a9 3. Freight transport security consultation meeting: which legislation to expect? The EU Commission (DG TREN) organized the consultation meeting "Freight Transport Security" May 25 in Brussels. The discussions assisted the Commission in developing concrete measures for an upcoming Draft Framework Directive regarding Security, possible the end of 2004. The focus should be on assisting EU companies in enhancing overall supply chain security; Each measure should be applied EU wide so as to avoid distortion between markets and the measures should, as far as feasible, apply to all modes; Cost effectiveness will have to be given high priority Any measure should loosen rather than tighten the administrative burdens for companies A synergy has to established between the legal and the other codes of (operational) conduct 8/33 Existing national legislation does not always allow for co-operation between the various parties in the chain. The specific responsibilities and liabilities between these parties is not always clearly defined, neither are the national procedures for recognition as “known shipper” and “authorised trader” harmonised between the Member States. It is unclear whether the concept can be applied to all aspects of the supply chain, especially its very last part. There are many interesting technological features that assist in securing the supply chain. The use of container seals for enhancing security can be important. However, more important is the further standardisation of technological requirements and procedures. Industry warns of an overflow of data. Self regulation of industry should be a sufficient provision, if there is a focus on irregularities. Small companies especially should be protected from an overload of data exchange requirements from the public authorities. The EU Commission is considering launching an impact study on a possible European directive to improve transport security (in particular intermodal transport) approximately in September. It will be focused on the assessment of the security risks faced by surface transport, in particular intermodal transport, in the EU as well as an identification of actual and possible security measures within the EU Member States, and at an EU level, including a cost benefits analysis, a transport infrastructure plan and possible EU coordination. The EIA is very positive regarding the ‘trend’ that an overall intermodal approach, covering the whole transport chain, is more frequently chosen by other representatives as well. One could conclude that, thanks to the security requests (US & EU), partners and competitors are growing closer to each other in the intermodal chain because of a forced exchange of information. Joint Freight Security Statement by CLECAT, EFIP, EIA, ERFA: Representatives of CLECAT, EFIP, EIA and ERFA discussed in March 2004 Freight Transport Security and are in agreement on the following joint statement (summary): “Any attempt at drafting regulations that have the objective of targeting Freight Transport Security must cover the entire supply chain from the manufacturer to the final consumer. Such an attempt cannot be made without thorough research on existing regulation, comparing and harmonising criteria and measures, at least at EU level, but preferably at worldwide level. Authorities must be aware of the potential economic impact of all measures adopted in the field of security and of the additional risks of distorting competition and of increasing the cost of logistics in the EU without comparable returns”. Source: EIA 4. Eurovignette – the pricing battle continues… Background: the so-called “Eurovignette” directive, a revision of the 1999 directive (1999/62/EC), is supposed to be the part of a pricing system that relates to charging heavy goods vehicles for use of Europe’s road infrastructure. As transport has grown over several decades, so have the problems it has created. These range from congestion and unnecessary journeys resulting from the inefficient use of transport, to social and environmental impacts such as accident victims, pollution, noise 9/33 problems, and emissions of climate-changing gases. Over the past 10 years, a consensus has been growing among economic and environmental experts that many of transport’s problems stem from a false pricing system. When prices of anything are artificially high or low, distorted patterns of economic development emerge, which in turn create their own problems. When prices of transport are artificially high or low, it results in costs to society. These costs should be paid by transport users but are currently being paid for by European taxpayers. This gives an unfair competitive advantage to those transport modes which do most damage. This is why some governments have begun moves to introduce better charging schemes for the use of their roads. Understandably, the European Union is concerned about differences between national schemes which might impair the functioning of the internal market, so Europe’s governments have recognised that the EU needs a structure for charging transport users true prices, or in economics-speak “internalising external costs”. Recently (June 2004), the Transport Council did not agree on a position on the Eurovignette proposal. The Irish presidency did not want to vote on a package although the Commission insisted on it. The Council finally agreed on the social legislation but not on the week-end bans. This all shows that there was a lack of a clear commitment to accept the proposal from the Irish presidency. The Commissioner still hopes that the October council will come to a common position and the Dutch transport minister has announced that they will continue with all of the open dossiers. Sources: T&E, Euractiv, EIA 5. Commission’s Proposal to increase road controls for transport companies The Transport Committee of the European Parliament supports the European Commission’s proposal of a new directive to replace the current regulation on work condition in road transport. The Commission has already emphasized, in the White Book on European transport policy for 2010, that the descriptions concerning this point were insufficient and inadequately applied. In its new directive project, the Commission proposes to intensify the number of road controls and to set up an arbitrary rotation system in order to control journeys over the whole road network. Transport companies whose drivers committed an offence will be visited by a (national) inspection department. Concerning the sanctions, the Parliament wants a better and harmonised regulation between Member states. Currently, differences between countries are still too various. Source : translation Transport Echo 6. Swiss transport minister pledges for Europe wide road toll for lorries The Swiss Minister for Transport, Moritz Leuenberger, presented the Swiss experience with the Swiss road toll for lorries in his speech during the latest meeting of the European Transport Ministers . His main point was that roads can only be relieved if there is an alternative. Therefore the road toll is used to finance railways... Other EU member states might take this ‘cross subsidising’ onboard. After all, it is not the mono-mode but the whole logistic chain one should consider! Source: DVZ – Eurift – EIA 10/33 7. The various Railway Packages – current situation.. One year after adoption of the First Railway Package concerning the opening of the freight sector, the text of the Second Railway Package was adopted by the European Parliament and the Council on 22 April 2004. It provides several sections: Opening of the European railway network (international freight services, including cabotage from 1st January 2007, national freight services from 2007 and passenger services from 2010). Harmonization of national security and safety regulations Development of rail interoperability Foundation of a European Rail Agency to develop the interoperability and safety at work and in which each of the 25 Member States will be represented (even Malta and Cyprus which do not have a railway system) from 1 May 2004. This Second Railway Package will suppress some market obstacles in rail transport, access to infrastructure inclusive cabotage, develop the safety, harmonize national regulations and technical standards and as a consequence reduce costs. The Commission has also proposed, on 3 March, the third railway package on which the discussions have started. It aims to complete the last two packages by several sections: the international passenger services liberalisation (including cabotage), the certification regulations for locomotive and train drivers, the international rail passenger rights and a regulation project concerning the quality in freight transport. These new packages integrate an integral part of the policy laid down in the White Paper “European transport policy for 2010 : time to decide” adopted by the Commission on 12 September 2001 which aims to give fresh impetus to European rail transport and to balance the participation of all transport modes. Source: http://europa.eu.int/comm/transport/rail/index_en.html 8. EILU – European Intermodal Loading Unit – current situation.. As for the state of play on this proposal the EIA can inform you that, going back to its first reading on 12 February 2004, the European Parliament has introduced amendments aiming at clarification and making sure that there are no incompatibilities between the Commission proposal and global ISO rules. Discussions in the Council resumed on 23 March 2004 in order to achieve a common position in the coming months and on 30 April 2004 the Commission adopted an amended proposal taking into account most of the amendments made by the Parliament. The final adoption of the proposal should be expected towards the end of the year after the European Parliament's second reading. 9. Steigende Treibstoffkosten beschleunigen Verkehrsverlagerung English: Higher fuel costs will speed up modal shift Summary: until 2007, the number of road transports shifted towards the inland shipping will at least be three times higher according to the German short sea shipping promotion center. Reason: an increase of fuel costs. 11/33 Bis zum Jahr 2007 wird sich die Zahl der auf das Schiff verlagerten Straßentransporte in Deutschland und Europa mindestens verdreifachen, prognostiziert das ShortSeaShipping Promotion Center. Als starker Treiber dieser Entwicklung werden die steigenden Treibstoffkosten angegeben, aber auch die in realistische Nähe rückende Einführung der Maut. „Für den Spediteur oder Transportunternehmer ist die Schmerzgrenze längst überschritten. Der LKW-Transport von A nach B wird zum Zuschussgeschäft. Und viele Kunden werden unter dem heutigen Kostendruck nicht mehr bereit sein, eine weitere Steigerung der Transportkosten mitzutragen. Die Verkehrsverlagerungen auf die Wasserstraße macht sich auch für den Arbeitsmarkt bezahlt: Investitionen in Shortsea können zu einem kleinen Konjunkturprogramm für Deutschland werden. Die Verlagerung von Massengütern vom LKW auf das Schiff werde dabei keinen deutschen LKW-Fahrer den Arbeitsplatz kosten. Denn nur elf Prozent der Gütermenge werden im grenzüberschreitenden Verkehr von einem deutschen LKW befördert. Dagegen bestehe in Deutschland ein erheblicher Mangel an Fahrpersonal für den Nahverkehr. Source: www.shortseashipping.de Intermodal & Business 1. Intercontainer- Interfrigo (ICF): a new direct train Switzerland– Hambourg/ Bremerhafen The combined transport company ICF (member of EIA) set up the “Hansa Shuttle”, a new rail / road direct train linking Switzerland (Niederglatt terminal, north of Zurich) to Hamburg and Bremenhaven, via the Basel Badischen Bahnhof. This service was launched on 20 April 2004 and circulates 3 times a week , on Tuesdays, Thursdays and Saturdays. Each train carries up to 80 TEU (equivalent to 50 truck loads). Shipments can be booked and followed electronically with a tracking & tracing system. This new train brings a one-day reduction in the delay of rail transport between Niederglatt, Bale Bad and the German maritime ports. ICF already offers the opposite direction train, the “Swiss-Shuttle” since July 2003. It circulates six times a week between Hambourg Waltershof and the Niderglatt terminal, via the Basel Badischen Bahnhof. Source : Press note ICF 2. Connex: freight traffic between France and Germany end 2004 The French rail operator Connex will launch freight traffic in France and between France and Germany by the end of 2004 and at the beginning of 2005. Connex is now waiting for the operating license (issued by RFF, Réseau Ferré de France) which is expected to be available in June and the safety certificate. Moreover, in the framework of the SNCF Fret reorganization plan (concentration on trunk lines), the company is developing, by a consensus with SNCF (and the State), the recovery and the productivity of “small” traffics. This policy will become possible especially 12/33 with Connex’s subsidiary, Socorail, which handles industrial and maritime connections. Connex is expecting to increase its turnover for freight from the current 30 millions euros to 100 millions euros in 2007. Source : Transport Echo – translation 3. SNCF : direct freight train between Paris & German Ruhr basin A new direct freight train was implemented between the Ruhr basin (marshalling yard of Gremberg) and the region of Paris (Le Bourget). This new service which offers two direct trains every day (in the morning and in the evening, from Tuesday to Saturday), with a loading capacity of 1.500 gross tones, is said to represent “another step further for the Franco-German rail co-operation”. Source : Fret SNCF n°9, mars 2004 4. Port de Lille (F): new tri-modal terminal & rail connection The Port of Lille (F) is developing its trimodal container terminal. A 14 million euros investment will allow an enlargement of the wharf to 600 m and additional facilities (especially a second gantry crane and a rail connection). Construction began in March and the new terminal is expected to be brought into service by the end of the year. In 2003, the containerised traffic of Port de Lille comprises 74,100 TEU (+ 8 %) out of which 31,100 for inland traffic. Source : Transport echo 5. ‚Neues System Kombinierten Verkehr’ soll in Österreich mehr Marktorientierung und Transparenz bringen English: a new combined traffic system is to bring more market orientation and Transparency. Austrian authorities say necessary aid for any combined transport companies through Austria (46 BLN) will remain in 2004. Aid will be based on container and truck type, size cargo and truck axle. Die Zuschüsse des Bundes zum kombinierten Verkehr bleiben mit 46 Millionen Euro für 2004 im jetzigen Ausmaß bestehen, denn die Bundesregierung bekennt sich auch weiterhin zur verkehrspolitischen Notwendigkeit der Förderung des Kombinierten Verkehrs, wenn auch nicht um jeden Preis", erklärte Verkehrsstaatssekretär Kukacka im Rahmen eines Vortrages vor der Österreichischen Gesellschaft für Verkehrspolitik in Wien. In diesem neuen Fördersystem soll jedes Eisenbahnverkehrsunternehmen, das im Kombinierten Verkehr durch Österreich auf eigene Rechnung" fährt, eine Förderung erhalten können. Die neue Abrechnung nach konkreter Sendung (Container, Wechselaufbauten, LKW), Sendungsart (Größe) und Verkehrsachse (Phyrn etc.) wird nicht nur die Transparenz des Systems steigern, sondern wird auch durch einen echten Wettbewerb zwischen den Transporteuren den Markt für den Kombinierten Verkehr stimulieren. Auch im Jahr 2004 werden deshalb für die vorgesehene Förderungssumme von 46 Mio. Euro, rund 1,050 Mio. Sendungen befördert werden können, so der Staatssekretär. Source: Eurift 13/33 6. Transfesa creates new intermodal corridor Germany – Turkey Transfesa (member of EIA) has signed an agreement with the Turkish operator Omsan Lojistik to transport automotive components for its customer, Ford Motor Company, from its factories in northern Europe to the Ford Otosan plant in Kocaeli using the intermodal corridor between Cologne and Köseköy. The companies will establish a rail corridor of 2,675 kilometers from Germany to Turkey and operate this via a new joint Company called “Omfesa Logistics”. The development of the corridor will run in three phases in order to reach its ultimate goal of 5 trains a week. Transfesa was granted the contract to provide this service for Ford Motor Company following the submission of its tender. The traffic consists of moving automotive component parts in swap bodies from various points of origin, mainly the United Kingdom, Belgium, France, Holland and Germany, by road to the rail terminal at Cologne-Niehl. In Cologne a block train is formed and goes through Austria, Hungry, Romania and Bulgaria to reach Istanbul. From there it will cross the Bosphorus Straight by ferry to reach the terminal in Köseköy – its final destination in the Asian side of Turkey. At this point the swap bodies will be transferred onto trucks by Omsan who will then make the delivery into the Ford Plant in Kocaeli who produce, exclusively, the Ford Transit Van for all of Europe. Emilio Fernandez, President of Transfesa, stated, “This service is linking two Continents, Asia and Europe, for the first time transporting freight by rail, crossing the Bosphorus straight by a ferry specialised for railway wagons. Today, more than ever, there is a bigger need as the construction of Europe requires an integrated Rail Network promoting a sustainable market growth. The creation of this corridor will be considered as one of the largest growth potentials in Europe in the years to come. “ Transfesa is the largest private operator moving materials by rail in Spain and the third largest in Europe. Founded in 1943, the Group, with its headquarters in Madrid, has specialised in consolidation, transport and distribution of material and its objective is to be an integrated logistics operator for its customers. With a staff of 1,413 professionals, the total sales of the Group in 2003 have amounted to €299 million. Omsan was established in 1978 as a subsidiary of Oyak which is currently one of the largest holdings in Turkey. Omsan has a fleet of 600 vehicles and 800 professionals making the company one of Turkey´s leading logistics operators. Apart from Turkey, Omsan has offices in France, Germany, Italy, Russia, Bulgaria and Romania. Its revenues in 2003 amounted to 110 million U.S. dollars. Source: EIA 7. Container-Binnenschifffahrt von Ungarn nach Deutschland English: until this date, no regular container lines were established between the Danube and Rhine. MSG operates nevertheless regularly container services (from 28 to 74 TEU) from Danube stations - Budapest, towards the Rhine. Die Würzburger Binnenschiffsorganisation MSG reagiert auf steigende Nachfrage an Container Transporten im Verkehr zwischen Donau und Rhein. Bislang haben sich keine regelmäßigen Container Linienverkehre im Donauwechselverkehr etabliert. Dennoch fährt 14/33 die MSG regelmäßig Container (von 28 bis 74 TEU) vor allem ab Donaustationen, angefangen von Budapest, in Richtung Rhein und den ARA-Häfen. Aufgrund niedriger Brücken, können derzeit Container lediglich in zwei Lagen transportiert werden, doch momentane Untersuchungen zielen auf einen eventuellen drei-lagigen Transport ab. Bei den zur Zeit durchgeführten Transporten handelt es sich um volle wie auch leere Überseecontainer. Das Fahrtgebiet der MSG-Schiffe erstreckt sich von Holland, Belgien und Frankreich über den Rhein und seine Nebenflüsse Main, Neckar, Mosel und Saar und zu den westdeutschen Kanälen. Besonders ausgeprägt ist die Verkehrsbeziehung von und zum Main, Main-Donau-Kanal und zur Donau. Die Transporttonnage lag im Jahr 2003 bei 1,53 Mio. Tonnen. Allein die auf den Donauwechselverkehr entfallenden 1,01 Mio Tonnen Massengüter, wie z.B. Erz, sprechen für eine permanente Präsenz von MSG- Binnenschiffen in diesem Fahrtgebiet. Source: www.shortseashipping.de Info : www.msgeg 8. Seine-Scheldt connection (Canal Seine-Escaut) included in TEN The Seine-Sheldt waterway connection (Canal Seine-Escaut) has been included in the European priority projects list. It was approved by the Council in December 2003 and by the European Parliament on 21 April 2004. The definitive project will be presented at the beginning of 2005. This project, integrated in the future Trans-European Networks (TEN-T network) are composed of several large infrastructure projects planned for 2020. The canal, which will link Paris region to the Benelux, has been estimated to cost 2.6 billion EUR. In France a new canal will be built between the Dunkirk-Scheldt canal and the Oise river (close to Janville). Various modernization programs of the Seine and Oise river and Dunkirk-Scheldt canal have been launched. In the Walloon region, alterations concern the canal du Centre and in the Flemish region, the Lys and the maritime Scheldt. According to the INE (Inland Navigation Europe) and the VNF (Voies Navigables de France) this project will bring three main benefits: Linking large economic centres of north-western and central Europe to provide a solution for logistic service providers A solution for the traffic gridlock on the north-south road corridor A ‘best practice’ example of sustainable development The construction of the canal Seine-Scheldt will start in 2006 and it is expected to be open by 2012. More information : http://www.inlandnavigation.org and www.vnf.fr 9. CESAR: first trans-national data information service between different EU operators The operating company "CESAR Information Services scrl" with headquarters in Brussels was created on April 20, 2004. Shareholders of the company, which provides a European wide harmonised European interface between combined transport operators and their 15/33 customers, are CEMAT, HUPAC, KOMBIVERKEHR, NOVATRANS and the UIRR. The jointly managed European Internet platform CESAR (Cooperative European System for Advanced Information Redistribution) is collecting for the first time transnational data and service information from different European operators, such as time- tables, bookings and follow-up of consignments under one single address (www.cesar-online.com). CESAR handles weekly data concerning 60,000 transports representing 250,000 information/messages that originate from 120 European terminals. Intermodality & Research 1. Maritime Statistics: Getting Close to Filling in the Gaps One of the impediments to a substantial opening of the short sea shipping market (and hence efficient intermodality) is the absence of a satisfactory statistical basis on which policy and business decisions can be made. An important target for further improving the current transport statistics has recently been achieved by the development of a Conversion Matrix Tool able to calculate maritime transport statistics from tonnes to tonne-kilometres. This will enable comparisons to be made with other modes. The main purpose of this user-friendly tool is to automatically and accurately calculate transport performance on most origin-destination short sea shipping connections measured in tonnes and tonne-kilometres. This tool is backed by a precise database containing approximately 30,000 relations representing 1,5 billion of tonnes shipped between a declaring port and a related port in another country/region. The tool offers four levels of regions and hence four levels of origin/destination relations: 1. Port-level 2. MCA-level 3. Region-level 4. Country-level On starting the application the user can define for which relation (port to port, port to MCA, port to region, port to country, and vice versa) transport performance should be calculated. The tool automatically calculates and displays distances, tonnes and tonnes/kilometres values of the O/D pairs selected. Currently, for confidentiality reasons, the port-to-port connections will not be publicly available. As confirmed by the project manager of REALISE, Walter Vassallo, it is believed that this origin-destination matrix, derived from a fruitful collaboration with Eurostat, will assist the monitoring and planning of goods movement and associated activities in the European Transport System. Source and further information: REALISE, www.realise-sss.org 16/33 2. Pricing and Costing Comparisons: a Practical Issue The marginal social cost pricing theory suggests an interesting approach to internalising external costs in order to achieve greater social welfare and more ‘cost realism’ in intermodal transport. But is the approach realistic and without problems? There are severe practical barriers to marginal-cost based pricing, besides the constraints the theories already bring with them. These barriers lie in the fields of institutional resistance, user and public acceptability, and technological barriers. It is also the case that the maritime transport market and indeed the European transport market generally, is characterised by an existing, non-uniform mix of taxes, subsidies, and regulation. The real issue is precisely how to intervene in this mix to serve policy objectives. This may include rationing by price as one policy option. Short term marginal infrastructure costs deal only with the use of transport infrastructures. Long term costs include consideration of possible new investments or capacity increases. The calculation of long-run marginal costs is rather difficult since one needs to know which future infrastructures are necessary and appropriate. To find an optimal path for capacity increases, an infrastructure operator has to compare marginal usage costs and marginal investment costs for future capacity increases. To promote multi-modal transport by intervention in this underlying situation on the basis of marginal social cost pricing rules is practically impossible. Moreover, even a ‘second- best’ approach along these lines is not likely to represent an improvement. Better insight into the cost structure of intermodal transport chains is one way to find necessary practical policy actions for realising modal shift. This insight can be used to assess the competition between transport modalities and in particular the real competition between road haulage and the intermodal transport alternatives. Further, it can also be used to assess the development of this competition. The assessment of the present costs and prices of intermodal transport chains is the right way to move forward in order to have a clear picture of the characteristics of the multi- modal transport networks. In particular this concerns the chains that can use SSS as alternative to road haulage, since SSS is still the only mode that has proved able to keep up with the growth of road transport between 1990 and 2000 (DG Energy & Transport, 2003). A survey of real cost structures (e.g. depreciation, personnel, energy consumption, maintenance, insurance, tolls and charges, terminal costs, and third party services) and quality elements (e.g. journey time, waiting time at terminal, probability to catch the time window) borne at segment level (via obtaining bottom-up data from operators) enables interesting comparisons across transport modes to be made. This can include an analysis of the key cost and timing elements per transport modality. To ensure a real modal shift and hence an improvement of intermodality, it is important to analyse in real and practical terms the various elements entering into the decision process of the operators. Prices and costs, distances, time, quality, cultural behaviour, etc are a collection of variables for the modal shift. It would be misleading and wrong to stress the importance of price as only one of these elements. Author: Walter Vassallo, AMRIE 17/33 3. Pricing overview rail, air and waterborne transport Currently the pricing practices on rail, air and waterborne transport in Europe are very different, partly due to different institutional arrangements regarding ownership and regulation. Traditionally, as regards rail, a vertically integrated company has provided both rail infrastructure and service provision. More recently a degree of separation in rail has occurred in order to promote competition within rail and across modes. In air and waterborne transport, the separation of these two sets of activities has been standard practice. The three modes are at different stages of implementing marginal cost pricing of infrastructure. Rail is the most advanced, though frequently watered down versions of marginal cost pricing have been implemented, due to political, legal, institutional and acceptability barriers. The large number of tariffs that already exist in air transport are not designed to deal with the current level of demand, although some airports have already begun changes in the pricing process. Waterborne transport is the furthest from potential implementation. As emphasised by the EC, it is important to ensure that although price levels can be different across countries, the methods by which they are computed should be similar across countries and modes. Open for discussion are several major issues, including the incentives short-run marginal cost pricing can create with respect to investments in the future, privatisation versus regulation as ways of achieving marginal cost pricing and the relationship between pricing on the different modes. Scarcity costs in particular remain a priority for further research. Detailed project results can be found at http://www.mcicam.net/ Source: TIS.PT / MC ICAM. 4. Rail Transit Benefits Study: calculations of benefits for business and authorities New study results prove that cities with rail transit systems have significantly less traffic congestion, lower traffic accident rates, and lower consumer costs. “Comprehensive Evaluation of Rail Transit Benefits” by Todd Litman analysed the impacts of different types of transit on urban transportation patterns. The study found that cities with large rail transit systems have on average: · 400% higher per capita transit ridership. · 390% higher transit commute mode split. · 36% lower per-capita traffic fatalities. · 14% lower per capita consumer transportation expenditures. · 19% smaller portion of household budgets devoted to transportation. · 21% less per capita motor vehicle mileage. · 33% lower transit operating costs per passenger-mile. · 58% higher transit service cost recovery. The study calculates that the additional costs of rail transit systems are repaid several times over by economic savings provided to governments, businesses and consumers from reduced road and parking facility costs, vehicle cost savings, reduced traffic accident costs, and congestion cost savings. 18/33 This study critiques 'Great Rail Disasters,' a report published earlier this year by Randal O’Toole of the Center for the American Dream, which claimed that rail transit investments are not cost effective. According to 'Comprehensive Evaluation of Rail Transit Benefits,' O’Toole’s report failed to correctly categorize transit systems and violated other basic evaluation principles. Source: EDIA RELEASE Victoria Transport Policy Institute / Executive summary: http://www.vtpi.org/railben.htm 5. New: Study on infrastructure capacity reserves for Combined Transport by 2015 The massive expected growth of intra-European cargo traffic of 38 – 50% for all transport modes (8-15% for rail) until 2015, was a reason for the GTC (Groupe du Transport Combiné) within the UIC to produce a study in English of ‘infrastructure capacity reserves for Combined Transport by 2015.’ The main European combined transport operators are involved in the study, aiming to validate the growth scenario published in the White Paper (EC), based on current and future infrastructures and planning realities. Prognosis of international combined transport 2015 Conversion of goods flows 2015 into train flows Infrastructure needs by corridors & utilization of capacity 2015 with planned infrastructure investments (incl. Benelux - France/Germany - Switzerland – Italy – Scandinavia – Czech Republic – Poland – Hungary) Existing terminal capacity, volume, and employment Deduction of 2015 Capacity Requirement (target) on European Terminal Terminal investment schedules Parameters for conventional block trains Etc. etc. The aim of the study was as also to identify and prioritise necessary measures necessary for future investors, railway undertakings and policy makers, in order to cope with the growing demand for combined services in Europe. The report is colourfully illustrated. Info: firstname.lastname@example.org / peter.wolters@eia)ngo.com 6. How much cost arises from ‘standing still’ in a queue in Belgium? For the first time ever, in-depth analyses of the Belgium traffic (or rather congestion) situation has been made. In the year 2002 for example, 26,2 Bln KM was driven on Belgium’s highways. In that same period, 9 Bln hours have been lost in standing still in queues, which cost the society 114 Bln Euro. Additionally, 360 Bln Euro of damage was caused by the traffic. As we all know, ‘society’ is becoming tired of paying for the success of some transport modes. Therefore, the EU authorities are currently pushing a modal shift while we have to be aware that various member states are implementing or at least investigation new forms of (road) taxes. Source & more info: www.inro.tno.nl/doc.php?nr=1445 Disclaimer: The above mentioned studies have been carried out at the request of external contractors. The content of these studies and the views expressed remain the responsibility of the contractors. 19/33 EIA event Results 1. Working Visit & discussions Port of Hamburg & Polzug GmbH The EIA organized a Working Visit to the Port of Hamburg June 3-4. It was attended by a select group of members, like Railion, Transfracht, Interbalt Maritime Agency, University of Duisburg, BMT, Eurift and others… while our hosts were represented by Polzug and HHLA. The port is known as the largest ’rail hinterland port’ in Europe, has 310 berths, 48 km of quay wall for oceangoing and ships, around 200 container bridges, cranes and grab-cargo cranes (some computer-controlled) nearly 30 siphons for grain and fodder. Most ambitious project is in Altenwerder: Europe's most modern freight-distribution centre, an intermodal rail terminal and four deep-water berths for fifth- and sixth-generation container ships. * EIA working visit Port of Hamburg – quay side… The guided bus tour took the guests the to HHLA office at Terminal Burchardkai, where the guests took part on a discussion regarding “Port Security” by port security manager Captain J. Weber. In the evening, a network event in ‘Hafenclub’ (VIP Port Club) took place, where strategically issues were evoked regarding the market potential of intermodal transport, its challenges and bottlenecks. A continuation of the guided bus tour took the guests from the hotel to the Hamburger terminals Burchardkai; container terminal Altenwerder; St. Pauli Landungsbrücken. Barge tour (Barkassen Tour) Hamburg Port incl. warehouse of Speicherstadt and partly reformed building in modern trendy lofts (Hafen City). In the afternoon, discussions Mr. M. Heinrich, Leiter Referat Hafenwirtschaft, Hafenentwicklungspolitik, Freie und Hansestadt Hamburg, Behörde für Wirtschaft und Arbeit (Director Port Development Politics) took place. Questions during discussion “Port Security” by Jens Weber, HHLA. What are the costs related to the security measures and who is paying it? Reply: the costs of security are shared 50/50% between the vessel owner and the port itself. In every European port, about € 9 is paid per box. The port though is considering 20/33 recuperating these costs from the federal authorities since terrorism / security is a responsibility of the government! In the end, it will be the citizens paying for this security bill. Another problem is the stops trains have to make somewhere in the logistic chain. These stops are sensible ‘holes’ in the chain. The security problem therefore already starts outside the port. Often it happens that a whole train is ‘waiting’ outside a port area for a whole weekend. This is like a supermarket for people with wrong intentions. What about container security in practice? A container arriving in a port is always visually checked. Only a part is controlled via a scanner because one scanner can handle only one container per 15 minutes for a maximum of 16 hours per day. About one container in 10 is checked, so 9 continue without being checked. Polzug controls only the seal; they are not responsible for the content. * Security Round Table. Left-right: Mr. Ebeling (EIA), Mr. Baranov (Maritime Baltic Agency), Mr. Richey (Railion Deutschland), Mr. Schulze-Freyberg (Polzug). Another problem is that shippers use more and more unsafe containers, which are cheaper but also easier to open. A lot of new containers have thin walls in order to increase the space inside for cargo naturally, but a disadvantage is these walls can be opened very simply. Sometimes internal staff are – indirectly – involved in criminal activities. How do you deal with that situation? Generally speaking, it is impossible to secure the entire port area 100%. The port authorities educate their employees, but even the employees themselves could be involved in criminal practices. In Germany, background checks are not allowed however all staff members are fully aware that if they are somehow involved in criminal activities, they will be fired immediately. 21/33 * an ‘IPSI’ officer is using checklist to control cargo on board What is the solution to improve security? One of the solutions we propose are ‘traject responsibles’ who are responsible for a specific traject from a – b. Currently, it is not clear who is responsible. A good solution is to utilise the staff within the port. In the port, staff are being trained to keep the eyes open while analysing certain risks. When 100 employees are in a specific port area, it means there are 200 eyes or ‘mini cameras’ overlooking the area. A professional security company is active in the port as well (Securicor). The USA currently requests a lot of information regarding the cargo being shipped. In practice, they are overwhelmed with data and are not able to select on relevance and priority. Furthermore, there is a danger that the data requested could be misused because it is currently much easier to analyse which container including which products are carried by which ship. One could compare it with an interesting shopping list… Another issue regarding information supply is that the rail and inland shipping are not obliged to transfer any data. This makes it difficult for the port of Hamburg to verify the content of the containers. 2. Working Visit and discussions Vatry Freight Airport (F) The working visit to the cargo airport of Vatry, near Reims (F) was attended by 18 guests (EIA, Vatry Airport, some of their clients ( TNT and GEODIS ) and the University of Reims) who were all welcomed by the SEVE (“Société d’Exploitation de Vatry Europort”). The visit began with a presentation of the airport by Mr. Youssef Sabeh (president and CEO of SEVE). His speech was followed by Ms. A-Marie Ducos from the University of Reims, presenting the IUT (Institut Universitaire de Technologie) of Reims-Châlons- Charleville which offers a professional ‘licence’ of multimodal logistics. 22/33 * A windy Vatry airport Mr. Y. Sabey, Director Mrs. Ducos, IUT Univ. Afterwards, the guests had a guided bus tour to the airport area, which allowed them to discover the infrastructure, the freight equipment and the companies located on the site. After a networking lunch in the airport premises, this working visit in France’s Champagne region, was naturally followed by a visit of Moët & Chandon cellars in Epernay and of course a degustation of their famous champagne. It was a good opportunity to link networking and pleasure. * Group photo in front of Dom Perignon Moët & Chandon lobby - before logistics working visit in Champagne cellars Vatry airport (F) Created, owned and (for the main part) financed by the General Council of Marne and managed since 2000 by the private group SEVE (‘Société d’Exploitation de Vatry Europort’). SOGARIS a member of the EIA is a co-investor as well. This cargo airport has several assets, especially its location at the crossroads 150 km from Paris of north/south and east/west main roads with no problems of noise (less than 150 houses are concerned and they all have been isolated) and good connections to road (a freeway interchange was created in 2002) and rail (Chalon-Troyes and a siding to the Paris-Strasbourg line). With this last asset, Vatry airport seems to be an ideal place to develop intermodality. In 2003, Vatry airport handled 8,730 tons of freight (+42% from 2002) 12,865 air movements (+25%). It specialises in cargo transport and especially in perishable goods and high-cube and outsize loads. The current objective is to develop its capacity for handling dry food products. Several companies chose to settle at the Vatry airport area, such as TNT (the largest company and employer on the site) Geodis Logistics, JCH & Associés or Air Liquide. Space is available to welcome new companies and warehouses. Today, around 900 people work on the site, including 300 working as a direct link with the airport activities. www.vatry.com 23/33 Licence professionnelle Logistique Multimodale This professional licence (Bac + 3) of multimodal logistics takes place within the IUT (Institut Universitaire de Technologie) of Reims-Châlons-Crarleville (part of the University of Reims). This licence was created in 2002 and is unique in France and trains 24 professionals in multimodal logistics each year, from October to February. A growing number of enthusiastic students choose this multimodal study! Various subjects are taught, especially multimodal logistics and transport proceedings, supply management and distribution techniques, flow management, but also decision-making and communication. The class is completed by an internship of 4 months that can be undertaken in France or in a foreign country. Career opportunities are wide-ranging: forwarding agent, logistic & warehouse manager, research consultant, etc. www.univ- reims.fr/UFR/IUT course director : email@example.com FRANÇAIS / translation La ‘working visit’ de l’aéroport fret de Vatry, près de Reims, a réuni 18 invités : l’EIA, l’aéroport de Vatry et certains de leurs clients, tels que TNT et Geodis, ainsi que l’Université de Reims. L’aéroport fret de Vatry est situé au carrefour des principaux axes européen nord/sud et est/ouest et à 150 km de la région parisienne. Il est notamment spécialisé dans le traitement de biens périssables et volumineux. Licence de logistique multimodale (Bac+3), créée en 2002 et unique en France. Elle se déroule au sein de l’IUT (Institut Universitaire de Technologie) de Reims-Châlons- Charleville. Elle forme des spécialistes de logistique et transport multimodal, gestion des flux, approvisionnement, distribution, etc. www.univ-reims.fr/UFR/IUT Responsible of the Licence : firstname.lastname@example.org 3. REALISE Workshop held in Rauma (Finland): Performance Comparisons across Modes 3-4 June 2004 in Rauma (Finland). The Workshop heard a number of interesting presentations on the role and practices of short sea shipping - set in an intermodal context - in the Baltic, and how the work of REALISE was linked to the issues raised. The workshop was attended by people representing a cross section of market participants, policy makers, and specialist maritime academics. The event was a great success, both substantively and socially, with a reception held at Rauma town hall given by the local authority. The EIA is one of the partners in this EU project. www.realise-sss.org 3. REALISE Workshop held in Rauma (Finland): Performance Comparisons across Modes 3-4 June 2004 in Rauma (Finland). The Workshop heard a number of interesting presentations on the role and practice of short sea shipping - set in an intermodal context - in the Baltic, and how the work of REALISE was linked to the issues raised. The Workshop was attended by people representing a cross section of market participants, policy makers, and maritime specialist academics. The event was a great success, both substantively and socially, with a reception held at Rauma town hall given by the local authority. The EIA is one of the partners in this EU project. www.realise-sss.org 24/33 Main intermodal events second half 2004: 1. INFORM Logistik Symposium - 20 year Jubilee TESS Date : July 12-13 Venue : Kasteel Vaalsbroek (Benachbarten - NL) Program : Workshops: intermodal trends, terminal & container management, synchronisierte Materialanlieferung, etc... Hosts event : Inform GmbH Registration : www.tess.de / Hiltrud.Kliesch@inform-ac.com 2. CargoSpeed - Road/rail full-size Demonstration Date : July 29 Venue : Barrow Hill Railway Roundhouse (near Chesterfield / UK). Program : EU demonstrator project / shift standard non-liftable semitrailers via 'pop- up' monowell wagons from road-to-rail Organisers : University of Newcastle Registration : Roberto.Palacin@newcastle.ac.uk / email@example.com 3. EIA Round Table “12 years of liberalisation and a new Europe extended to 25 members’ Date : September 16-17 Venue : Hotel Arona near the Lago Maggiore (easy to reach via Malpensa Airport) Program : VIP dinner Sept. 16 offered by Ambrogio Trasporti; Round Table including various contributions Sept. 17; Boat tour on the lake Lago Maggiore Hosts event : Ambrogio Trasporti & ItalMondo Registration : firstname.lastname@example.org Background The EU Commission pursues an open infrastructure and a railway sector where the benefits of competitive forces can reverse the trend of losing market share. After twelve years of liberalisation, and since the inclusion of the new member states to the EU on May 1, it is time to discus several actual challenges. The way to real liberalisation and open access to the rail infrastructure is still long and requires a specific intermodal approach from the parties involved. How to deal with open access without discrimination? What can logistic operators and industrial producers alongside the EU Corridors expect from the EU Commission legislative framework? Download full programme: www.intermodaltransport.org 25/33 4. REALISE workshop Date : October 4-5 Venue : Genoa, Cruise Terminal Program : ‘European Conference to Set Targets on Infrastructure and Intermodal Services for Short Sea Shipping’ Organiser : AMRIE Information : email@example.com Background Representatives from policy and industry will meet in Genoa, Italy, October the 4th and 5th 2004 to discuss how to ensure efficient transport networks, linkages and services for the achievement of a seamless multi-modal transport chain. The programme flows from Demand/Service/Process through Infrastructure and Networks to Policy Issues from different perspectives, including the USA. Agenda and related documents downloadable from www.realise-sss.org 5. ITL Intermodal, Transport & Logistics 2004 Date : November 2-4 Venue : Bella Center, Copenhagen Program : conference & exhibition Organiser : Informa Maritime & Transport (EIA member) Registration : firstname.lastname@example.org Stand rental : EIA members can share space (and cost) on the ‘Intermodal Platform’ stand in the exhibition hall. Contact: email@example.com Background ITL is a leading European container exhibition and conference providing an international line up of the world's major manufacturers and associated industries. This event will incorporate the Intermodal Summit conference and the Cold Chain conference on 2nd November, followed by focused workshops on 3rd November. The programme will target shippers, operators and logistics providers and will include sessions on topical business and operational issues, including EU enlargement. www.intermodal-events.com 6. EIA Ministerial conference “Cross border Multimodal developments” Date : December 7-8 Venue : Breda (Foyer Chassé Théâtre - NL) Program : Conference and Dutch / Belgian cross border Working Excursions Organisers : Rhine-Scheldt Delta, Province of North Brabant Registration : firstname.lastname@example.org Background European Transportation and Infrastructure are facing new challenges since the decisions regarding the (TEN’s) priority projects and the entrance of the new member states. Moreover, a new European interest has been born in intermodal transportation since the 26/33 revival of road tax initiatives, which are currently being investigated by various member states aiming to develop the modal shift necessary for all transport modes to survive. Authorities, industry leaders and managers of regional but ‘globally’ acting forwarders are coming together to ensure collaboration and a common vision regarding bottlenecks, opportunities and pricing issues of the Pan European Corridors as examples for the TEN’s. Attendance conformation already received from transport minister Karla PEIJS and Edgard THIELMANN (EU Commission). New intermodal initiatives 1. Intermodal transport Forum: express your ideas regarding ‘hot’ topics! The EIA launched the first ‘Intermodal Forum’ on its website www.eia-ngo.com or www.intermodaltransport.org . Please feel free to start any discussion related to the ‘hot’ transport subjects mentioned below. Members may publish details on any new transport service / product under ‘Members only’. The EIA regularly, sends Intermodal news@flashes to attract attention to this site. Keep yourselves updated and visit the Forum regularly! 1. Expected road pricing stimulates intermodal transport? 2. EU Enlargement offers new opportunities for intermodal transport? 3. Which priorities to facilitate EU intermodal transport? members only Publish your new intermodal service/product 2. Intermodal Directory including contact details & company profiles for all members A pocket format booklet including contact details and company profiles for all EIA members and other useful intermodal website addresses has been produced. It is ideal for partner, equipment and service searches. Also useful for research purposes and as a reference point to obtain 'market' information, the Directory can be ‘personalised’ on the cover page indicating the name of the EIA contact person in the company. Alternatively or additionally, any other details can be added if used as a customer gift. 27/33 All members of EIA received a free copy in March 2004; a second copy, for colleagues or customers, can be bought for € 8. Non-members can buy one for € 15 by sending your order to email@example.com July 2004 Update : some EIA members have proposed to enlarge the text font for the second edition, which will be taken care of! 3. First Intermodal Master Classes (IMC) Learning about intermodality and the success factors stemming from all transport modes, field visits, knowing how to solve your company’s transport bottlenecks in practical case studies while at the same time networking in a European environment … all this will be soon possible at the EIA. A select number of European universities (D-F-NL), all with acknowledged experience in the field of transport, EIA members and the EIA headquarters in Brussels are gathered to set out the steps necessary for a launch of the first IMC (start: Spring 2005). The European transport market for freight will change profoundly in the next decade: • Road tax will influence the competitive position of road transport • Shippers and forwarders are searching for ways to by-pass time consuming, and therefore expensive, congestion by using alternative (intermodal) means of transport. • Trade between the member states of the enlarged European Union will increase • European legislation is increasingly pushing member states towards ‘sustainable mobility’ legislation. • Trade between the continents and especially between Europe and China will expand and may develop new transport Corridors to and from the main ports. • The demand for continental transport of air freight and for city distribution systems will bring new logistic solutions. • Citizens ‘vote’ increasingly against ‘dirty’ transport while demanding more intelligent (intermodal) transport means. What to expect in the IMC programme? (Summary x-weeks program:) Introduction to the evolution of intermodal freight transport Political framework, goals of the EU, both liberalisation & harmonisation 28/33 Market structures, key players, position of forwarding companies, intermodal freight integrators and ‘best practice’ examples Technical requirements of handling equipment, rolling stock, loading units Quality management and customer orientation Development of networks, hubs, inland ports, supply chain management and intermodal concepts Cost structures, pricing, return on investment & identifying the potential for intermodal transport IT and communication applications between the different transport modes and logistic hubs; Legal and liability aspects, contracting and intermodal documents Trends, innovations and strategically opportunities… Participants in the course should have a few years of experience in intermodal transport and educated to a Bachelor degree level. Target group: • Shippers, manufacturing industries • Intermodal terminal operators • Intermodal freight – and combined transport integrators • Shipping lines, railways, trucking companies, logistic service providers • Authorities and decision makers (local & regional authorities) • Consultants, Research institutes, Universities… The practicalities & Certification • The course, which includes on-site working visits, will take about three days over a period of six weeks in several EU locations. • Participants will have to write a ‘Paper’ based on an actual case-study which reflects an existing bottleneck in their own company. By using the know-how learned by the senior student, he/she should be able to produce an ‘action plan’ on how to solve the problem. • The ‘freight integrator graduate’ will receive an official Certificate, signed by the EIA, which acknowledges the completion of a high-level intermodal ‘Master Class’ course, while having proved the strategically ability to combine the strengths of (partners in) all transport modes in a logistic chain. For pre-registration and questions please contact: firstname.lastname@example.org 4. Trainees (stagiaires) welcome to join the EIA in Brussels! For the last couple of years, several trainees have found their way to the EIA office in Brussels. The EIA is open to students from all member states, study backgrounds and levels. Up until now, the EIA has accepted students from Bolivia, Croatia, France, Germany and the Netherlands. With a range of backgrounds as exotic as their countries of origin: economics, legal, European relations, transport, logistics and public relations… Most of them have a university or polytechnic degree while some come to fulfil a practical traineeship of 3-6 months; others to write their dissertation / thesis. 29/33 * Current trainees: Mirjana Smiljcic Ton Assenberg (Vervoers Academie). (European Relations) - Office EIA - Recruitment conditions Trainees will be introduced into current European “lobby” dossiers and EIA transport related projects while they have a great freedom to assist the responsible EIA personnel on a high level (contact EU authorities, co-organising Round tables and technical working visits for a medium sized group). They may make proposals, work out papers and, in well prepared specific cases, they may even represent EIA in a meeting. In return, in order to complete the professional experience, it is expected that the trainee assists the EIA team, particularly the Secretary General and the Deputy Secretary General, in their daily administrative work and take also charge of certain parts of the secretarial work. Altogether EIA offers the trainee a lot of chances to be creative and enterprising under relatively independent conditions and to experience quite a spectrum of views into this special “Brussels universe”. He/she should take initiative, ask questions whenever he/she wishes or needs, and know how to use a computer and its possibilities (technical skill very welcome). All progress he/she wants to make depends on his own interests and commitment. EIA speaks three languages: English, French and German. One (preferably English), better two of these languages are indispensable. Any further language is welcome. German translation: Praktikanten/Praktikantinnen Beschäftigungsbedingungen Die Praktikanten werden in laufende aktuelle europäische “Lobby-Fälle” eingeführt sowie in Verkehrsprojekte der EIA. Dabei haben sie eine weitgehende Freiheit, den EIA- Verantwortlichen auf hohem Niveau zu assistieren (Kontakt mit den EU-Instanzen; Mitwirkung bei Gestaltung und Organisation von politischen Rundtischen und technischen Besichtigungen). Sie können jederzeit Vorschläge machen, Papiere erarbeiten und in spezifischen gut vorbereiteten Fällen die EIA in Sitzungen vertreten. 30/33 Im Gegenzuge wird on den Praktikanten/Praktikantinnen im Sinne einer umfassenden beruflichen Erfahrung erwartet, dass sie dem EIA-Team, insbesondere dem Generalsekretär und dem Stellvertretenden Generalsekretär, in Ihrer täglichen Büroarbeit helfen und auch einen Teil der Sekretariatsarbeit übernehmen. Insgesamt gesehen bietet die EIA den Praktikanten/Praktikantinnen eine Fülle von Möglichkeiten, kreativ und unternehmend zu sein und in relativ unabhängiger Weise ein beachtliches Spektrum des besonderen „Brüsseler Universums“ kennenzulernen. Er/sie sollte Initiative ergreifen, Fragen stellen, wann immer der Wunsch oder der Bedarf besteht, einen Computer bedienen können (technisches Können ist sehr willkommen). Alle Fortschritte, die er/sie machen möchte, hängen von seinem Interesse und Engagement ab. EIA spricht drei Sprachen: Deutsch, Englisch, Französisch. Eine (vorzugsweise Englisch), besser zwei dieser Sprachen sind unerlässlich. Jede weitere Sprache ist herzlich willkommen. Interested students can send or mail a letter of motivation & CV to: European Intermodal Association Ravenstein 60/21 B 1000 Brussels / Belgium Tel: +32 2 514 56 54 Fax: +32 2 514 67 60 email@example.com www.eia-ngo.com www.intermodaltransport.org 31/33 Text: “Learn how to become a winning partner …. in an intermodal transport chain!” * Attached picture is to honour the Olympics 2004 in Athens. 32/33 TEST TEST TEST TEST TEST TEST TEST TEST TEST TEST TEST TEST 33/33