Intermodal transport - Bureau Voorlichting Binnenvaart

From a Dutch perspective

Intermodaltransport

Shortsea Promotion Centre Holland Koddeweg 37

3194 DH Hoogvliet

T +31 (0)10 204 18 88

F +31 (0)10 204 18 89

www.shortsea.nl

www.hollandintermodal.com

Rail Cargo information Netherlands Koddeweg 37

3194 DH Hoogvliet

T +31 (0)10 204 21 11

F +31 (0)10 204 21 12

www.railcargo.nl

Dutch Inland Shipping Information Agency Vasteland 12e

3011 BL Rotterdam

T +31 (0)10 412 91 51

F +31 (0)10 433 09 18

www.inlandshipping.com

TABLE OF CONTENTS

A cooperative publication of

Dutch Inland Shipping Information Agency

(BVB)

PO Box 23005, 3001 KA Rotterdam

Vasteland 12e, 3011 BL Rotterdam

T +31 (0)10 412 91 51

F +31 (0)10 433 09 18

www.inlandshipping.com

Shortsea Promotion Centre Holland

(VSS)

Koddeweg 37

3194 DH Hoogvliet

T +31 (0)10 204 18 88

F +31 (0)10 204 18 89

www.shortsea.nl

Rail Cargo information Netherlands

Koddeweg 37

3194 DH Hoogvliet

T +31 (0)10 204 21 11

F +31 (0)10 204 21 12

www.railcargo.nl

Design and layout by

Trend Reclamemakers

Development and coordination

BVB, ROOK Communicatie

Text

C.J. de Vries (BVB)

M. Philips (Rail Cargo)

S. van ‘t Verlaat (VSS)

M.A. Rook (ROOK Communicatie)

Note: The sources given only concern the

facts and figures presented, and have no

bearing on the calculations and/or expla-

nations by the BVB, Rail Cargo and VSS.

This publication is supported by funds of

the European Commission.

COLOPHON

Page

Foreword 4

Intermodal transport: plenty of options 6

Visualisation of intermodal transport 10

A global view on container transport

Ten largest container ports worldwide 12

Ten largest container ports in Europe 13

Modal split of a few large intermodal container terminals in

Northwest Europe in 2007 14

EU25 Modal Split 2005 15

EU25 Performance by mode of European freight transport 15

Testimonial: Sara Lee 16

Freight transport in The Netherlands

Freight transport flows in the Netherlands in 2005 17

Modal split domestic and international transport in 2005 17

Development of freight transport in the Netherlands by modality 18

Development of transport performance in the Netherlands by modality 18

Testimonial: Friesland Foods 19

Page

Container transport from a Dutch perspective

Number of intermodal shortsea sailings by country per week 20

Number of intermodal inland waterway sailings by country per week 21

Direct rail container shuttles by country per week 22

Destinations of direct container connections by modality 23

Transit times from Rotterdam 24

Container transport flows in the Netherlands by modality, 2005 25

Traffic volume per railway section, 2004 26

Importance of countries of origin and destination by modality 27

Testimonial: Samsung 28

Environmental aspects of intermodal transport

Emissions by modality for container transport on long distances 29

Modal split and energy consumption by modality for some countries 30

Primary energy consumption 30

A wide range of possibilities in container transport

Container capacity by modality 31

Loading units 32

Punctuality 33

Latest developments 34

3

TITEL TITEL

Since years the Netherlands play a leading role in international trade and consequently in the transport of goods. This can be partly explained

from the natural position in a delta of large rivers and the pres-ence of a port with a large draught. The success of the Netherlands in the transport industry can also be explained through entrepreneurial spirits to utilize these natural advantages.

Over 95 per cent of the transport of goods resulting from the world trade is shipped via sea. Supermarkets and specialist shops are provided with foodstuffs, consumer goods and high tech equipment by means of this mode of transport. We monitor a number of these items on their way through the world in this booklet, thus showing in which way trade, transport and prosperity are connected. Transport of goods does

not pose a threat, but rather a promise for the future to enable sustainable prosperity to continue.

As a relative small country the Netherlands is surrounded by many foreign countries. Its open economy is an incentive to many foreign companies, which like to choose the Netherlands as their base, or as a central distribution centre for European buyers. In order to safe-guard this position more investments need to be made in sustainable transport modes and alternatives for road haulage, such as shortsea

shipping, inland navigation and transport of goods via rail. This booklet will show the opportunities.

However, the success of the Netherlands in the transport industry has its drawbacks, such as an increasing pressure on the environment and the daily traffic jams. The Dutch government perceived this in good time and together with trade and

industry helped to start information centres for inland shipping, shortsea and rail. These organisations visualize the sustainable alternatives to road trans-port vis à vis potential users. Intermodal transport, the combination of more transport modes, is becoming more and more popular and witnesses a strong increase the last years. A smart combi-nation of various transport modes is the ideal

solution to service the European hinterland. In this publication

the experiences in the Netherlands will be illustrated by means of statistics and interviews.

As a matter of fact it seems odd that there are no national schemes to promote sustainable and road congestion avoidance transport techniques. We hope that our work helps to introduce these sche-mes and that we can keep on contributing to the development of the Netherlands for many years to come.

FOREWORD

A PROMISE FOR THE FUTURE

Sander van ’t Verlaat

DirectorShortsea Promotion Centre Holland

Max Philips

DirectorRail Cargo information Netherlands

Kees de Vries

Managing directorDutch InlandShipping Information Agency

4 5

GLOBALISING

Corn for our bread, the cocoa for our chocolate, tea or coffee we drink, the shoes and clothes we wear, the computer we use or the cars we drive: the origin of all those things is to be found somewhere in the world. People in those regions are at work to extract, grow or manufacture the goods we use daily, irrespective which part of the world we live. Over 95 per cent of the transport of goods con-sequent on the world’s trade is shipped via shortsea and deepsea vessels for only one to two per cent of the goods’ retail value. That is hardly noticeable in the price we have to pay.

Global trade determines the goods flows over the world seas. Increa-ses in scale in the maritime shipping sector have resulted in such low transport fees that the question of where in the world the goods are manufactured has become subsidiary. Globalisation enables us to open up new areas for the production of raw materials. It will be possible to offer peasants and starting entrepreneurs in developing countries a better perspective. Circumstances willing, it could be pos-sible to contribute to fair sharing of prosperity in the world.

Since 1950, the emphasis of world trades of consumer goods is in the North American, European and Japanese trades. The shift to China has become evident since 1995, and Brazil and India have been emer-ging since 2005. Growth of economies in these emerging countries is many times higher than in other countries. Practice shows that growth in the world’s trade can have positive impact on the economic growth of existing regional markets.

ENVIRONMENTChoices need to be made for sustainable techniques and modes of transport to prevent these developments from having a negative ef-fect on the energy and climate balance. Transport companies need to invest in energy saving and in emission reducing techniques. Agree-ments on EU-level are made to that effect.

To reduce the negative environmental impact the use of inland navi-gation and rail transport is encouraged. Depending on particular con-ditions, ships and trains are three to six times more energy efficient than trucks. They emit relatively little CO2. In general, they are more climate friendly than lorries; also on short distances . These advantages increase in case bigger volumes of goods are transported.

Road haulage invested remarkably in clean trucks in the past years. It will take years, however, before every truck complies to environ-mental demands. By that time operators of vessels and trains will have invested in sustainable techniques, through which they will keep environmental friendly advantage.

Deepsea will have the biggest challenge to improve its environmental performance through applying the latest techniques, fuel saving and thermal regaining.

THE ALTERNATIVESIn almost every country in Europe over 50 per cent of goods trans-port is done via road. It is irresponsible to go on like that without adjustment of government policy and that of trade and industry, kno-wing that transport of goods is expected to be doubled in 2020. That is why the focus should be on the alternative modes: train and ship.

Not each transport via road, however, can be replaced by an alterna-tive mode. Vessels and trains require dedicated infrastructure, whereas road haulage can reach virtually any destination. On top of that, a substantial part of the road haulage sector serves a dense network of shops, which cannot be done by another mode of transport. Over 70 per cent of road haulage - existing and future - cannot be replaced by other modalities. If we want to facilitate prosperity, transport via road should be facilitated through sufficient infrastructure and other provisions.

Annually 100 to 300 million tonnes of goods in the Netherlands could be carried by vessels and trains. In the whole of Europe, shortsea, rail

INTERMODAL TRANSPORT: PLENTY OF OPTIONS

and inland navigation could account for a billion tonnes of goods in modal shift. In order to make that happen a ‘mental shift’ of govern-ments, trade and industry is needed. Naturally freedom of choice of shippers is first and foremost, but the parties involved need to consider alternative modes for road haulage seriously, with or without supporting schemes.

Often vessels and trains can only be part of the supply chain; ad-ditional road haulage will remain necessary. In such cases it is all about intermodal transport. The combination of road haulage with just one of the other modalities (inland navigation or shortsea or rail trans-port) is already considered as intermodal transport. Inland navigation, shortsea and rail transport in Europe already have a fair share of maritime related goods transport. There are over 5,000 transhipment terminals to facilitate this, of which 500 are dedicated to rail container transport, and 100 to container transport via inland navigation. In this intermodal chain, virtually every destination within Europe can be reached. The various modes of transport cooperate in achieving that.

6 7

Shortsea shipping is useful for transport of (inter)continental containers to European destinations of approx. 1,500 to 10,000 tonnes per time (or approx. 100 to 1,000 TEU). The UK, Scandinavia, Russia and southern Europe are home markets for shortsea vessels calling ports in all major ports in Europe. These ports often have good connections onto trains, barges and trucks.

Shortsea is the transport on a door-to-door basis, or from factory- to-factory of intra-European goods. This has the sector in common with road transport. The shortsea operators realise the door-to-door transport by deploying fast, modern vessels and the pre- and after carriage by truck, rail or inland barge. Modern container types are used, such as the 45ft pallet wide container with the same pallet capacity as a 13.60 meter trailer. The entire transport chain will be organised by the shortsea operator. In general the transit time is longer compared to road transport, though on certain routes the difference is negligible. However, it is a fact that shortsea to most destinations is cheaper than road transport.

THE CHOICE

In principle transport per barge is viable over any distance, provided the volume is sufficient. The usual volume in barging is 250 tonnes as a minimum and 15,000 tonnes as a maximum for one transport. Container transport is carried on vessels from 18 to 470 TEU. Units up to 1,000 TEU can be carried on joined barges. A barge can carry all goods transported via sea. Barges may use fixed schedules to carry out their services.Inland navigation is attractive for bulk transport of minimum 10,000 tonnes annually and container transport from 20 TEU per week. The sector is virtually always cheaper than road haulage, provided loading and unloading sites are situated at waters. When preliminary transport and transport to the final destination need to be done via road, the distance and volume determine whether barging is cheaper than road haulage. In general, a barge can reach virtually every large and medium industry area within a range of 1,000 kilometres from the seaports in the Hamburg - Le Havre range with hinterland deep waterways connections minimum 1,500 tonnes. Barging is possible on distances over 1,000 kilometres on the Danube (Austria, the Czech Republic, Slovakia, Hungary, Croatia, for transports from 800 - 1,500 tonnes), southern France (250 tonnes) and Poland (600 - 1,000 tonnes).

Rail transport has seen a strong up rise in the past ten years. Due to the liberalisation of the market, volumes have doubled in ten years time and new services have started to various destinations through-out Europe. Rail is especially fit for transport of large volumes over intermediate and longer distances. In most cases rail is used for trans-port to so-called ‘dry’ destinations, which do not have a connection to inland waterways. Eighty percent of rail freight transport in the Netherlands is border crossing. Rail transport, however, can also be viable over shorter distances. It can even be competitive to road transport, as long as it involves continuous flows of goods in reasona-ble volumes.

Compared to road haulage, rail is a very safe mode of transport. The railway tracks and rolling stock are equipped with modern signal-ling systems, which guarantee a fixed distance between trains. The locomotives are equipped with an automatic train protection system. It ensures trains comply with regulations on speed and prevents them from passing signals at danger. Rail freight also offers good advantages in terms of price, reliability, speed, the ability to move large quantities in bulk and avoiding road congestion. All these advantages point to a bright future for rail freight.

Shortsea transport is offered via Dutch sea ports: Eemshaven/Delfzijl,Harlingen, Amsterdam and region, Rotterdam and region, Dordrecht,Moerdijk and Flushing/Terneuzen.

THE CHALLENGEThe greatest challenge to operators of vessels and trains (as alterna-tive modes of the truck) is acquiring continental transports to (not maritime related) European destinations. Since the network of inter-modal bulk transhipment and container transhipment has almost been completed, it should be possible to shift substantial flows of goods to rail and waterways.

Various schemes in Europe and in its member states offer opportunities to facilitate new transports via rail, inland waterways and shortsea through innovation subsidies or subsidies supporting sustainable initiatives for inland navigation and rail. Our logistic experts are ready to discuss the possibilities, in order to determine the opportunities. You are very welcome to see our daily practice for yourself. We are ready to do the job!

Amsterdam

Rotterdam

Paris

Frankfurt

Nuremberg

Vienna

BremenHamburg

Berlin

Aken

Belgium Czech Republic

Netherlands Germany

France

Italy

Slovakia

Austria

Switzerland Hungary

Poland

Allmost all regions and major inustrial zones in Northwest Europe can be supplied by inland navigation

Direct rail container shuttle connections Destinations of direct container connections

8 9

Milan

PragueParis

DublinRhine

Main

DanubeBudapestBasel

This vessel ships the containersto the port of Rotterdam.

Containers are e.g. loaded on a deepsea vessel in Singapore.

Singapore

Rotterdam

Berlin

Shortsea shipping

Truck

Deepsea vessel Rail

Inland shipping

Customer

TerminalRotterdam

Transhipment European hinterland

Final destination

Legenda:

Customer

Customer

Customer

CustomerCustomer

Customer

Customer

Customer

Only the loading unit is transhipped and not the goods themselves.

Rail shuttle

uck

Inland vessel

Intercontinental containers have a point of departure in

other continents than Europe.

Continental containers have their origin and destination on

the European continent.

Within Europe other combinations are possible, such as shortsea and rail or shortsea and inland shipping.

Truck

Shortsea vesselShoShS rtstsea vesselsel

Rotterdam

Oslo

Movement of goods (in one and the same loading unit) by successive modes of transport without handling of the goods themselves when changing modes.

VISUALISATION OF INTERMODAL TRANSPORT

1110

TEN LARGEST CONTAINER PORTS WORLDWIDE TEN LARGEST CONTAINER PORTS IN EUROPE

Shipping linesSeaports and/or container ports

BordersSeaports and/or container ports

1) Singapore (Singapore) 27,932 24,792 23,192 21,329 18,410

2) Shanghai* (China) 26,150 21,719 18,084 14,554 11,280

3) Hong Kong* (China) 23,881 23,540 22,427 21,984 20,449

4) Shenzhen (China) 21,099 18,469 16,197 13,660 10,600

5) Busan (South Korea) 13,260 12,039 11,843 11,490 10,400

6) Rotterdam (The Netherlands)

10,791 9,653 9,288 8,292 7,144

7) Dubai Ports (United Arab Emirates)

10,653 8,923 7,619 6,429 5,152

8) Kaohsiung (Taiwan) 10,257 9,775 9,471 9,714 8,843

9) Hamburg (Germany) 9,890 8,862 8,088 7,003 6,138

10) Qingdao (China) 9,462 7,702 6,307 5,139 4,239

1) Rotterdam (The Netherlands)

10,791 9,653 9,288 8,292 7,144

2) Hamburg (Germany) 9,890 8,862 8,088 7,003 6,138

3) Antwerp (Belgium) 8,176 7,018 6,488 6,063 5,445

4) Bremen (Germany) 4,912 4,450 3,735 3,469 3,191

5) Gioia Tauro (Italy) 3,445 2,939 3,161 3,261 3,100

6) Algeciras (Spain) 3,414 3,255 3,180 2,937 2,590

7) Felixstowe(Great Britain)

3,300 3,000 2,700 2,675 2,650

8) Valencia (Spain) 3,043 2,612 2,410 2,145 1,993

9) Le Havre (France) 2,638 2,137 2,058 2,150 1,980

10) Barcelona (Spain) 2,610 2,318 2,071 1,916 1,652

Unit: Number x 1,000 TEUs Source: Port of Rotterdam Unit: Number x 1,000 TEUs Source: Port of Rotterdam

Global trade determines the goods flows over the world seas. Increases in scale in the maritime shipping sector have resulted in such low transport

fees that the question of where in the world the goods are manufactured has become subsidiary. A striking factor is that more than half of the largest

ports are located in Asia. Chinese ports, in particular, are becoming more prominent. Many branded products originating in Western countries have

relocated part of their production capacity to Asia. From the Asian factories a large part of the goods are shipped over the world seas in containers.

Rotterdam is Europe’s largest transhipment port, and will remain so in the future. The reason lies in the possibility to handle the largest maritime

vessels and carry out the hinterland transport, largely without any capacity restrictions, over the river Rhine and its connecting waterways and over

rail tracks, to deep into Europe, without encountering traffic jams.

20072006200520042003

20072006200520042003

DUBAI PORTS

HAMBURG

SHANGHAI BUSAN

KAOHSIUNG

HAMBURG BREMEN

ROTTERDAM ANTWERP

LE HAVRE

GIOIA TAURO

FELIXSTOWE

BARCELONA

VALENCIA

ALGECIRAS

SHENZHEN HONGKONG

SINGAPORE

QINGDAO

ROTTERDAM

* Including river trade

1312

EU25 MODAL SPLIT 2005

EU25 PERFORMANCE BY MODE OF EUROPEAN FREIGHT TRANSPORT

MODAL SPLIT OF A FEW LARGE INTERMODAL CONTAINER TERMINALS IN NORTHWEST EUROPE (2007)

Road Rail Inland shipping Total

Inland terminals

Germany

Duisburg 893,000 50% 531,000 29% 370,000 21% 1,794,000

Neuss- Dusseldorf 399,134 54% 192,148 26% 147,718 20% 739,000

Nuremberg 127,732 52% 115,950 48% 0 0% 243,682

France

Lyon 268,687 47% 18,391 13% 57,567 40% 144,645

Mulhouse/Ottmarsheim 250,597 42% 15,028 13% 53,893 45% 119,518

Paris 197,800 68% 2,200 1% 90,000 31% 290,000

Strassbourg 153,038 59% 26,185 10% 79,836 31% 259,059

Austria

Linz/Donau 102,199 47% 112,646 52% 2,879 1% 217,724

Enns 293,793 52% 84,425 47% 996 1% 179,214

Vienna* 322,881 100% 322,881 100% 543 0% 323,424

Sea port terminals

Belgium

Antwerp 4,784,000 60% 640,000 8% 2,576,000 32% 8,000,000

Zeebrugge 1,105,335 55% 903,263 44% 12,124 1% 2,020,723

France

Dunkirk** 181,280 88% 16,480 8% 8,240 4% 206,000

Le Havre 1,864,800 84% 155,400 7% 199,800 9% 2,220,000

Marseille 771,946 82% 112,968 12% 56,484 6% 941,398

Germany

Bremerhaven 1,800,344 37% 2,876,637 59% 215,259 4% 4,892,239

Hamburg 6,507,483 66% 3,214,182 32% 168,126 2% 9,889,792

Poland

Szczecin 52,337 93% 3,377 6% 563 1% 56,276

Romania

Constance** 493,644 48% 490,533 47% 52,890 5% 1,037,068

The Netherlands

Amsterdam 193,118 50% 27,037 7% 166,081 43% 386,236

Rotterdam** 5,760,000 60% 864,000 9% 2,976,000 31% 9,600,000

1995

x bi

llion

tonn

e-ki

lom

etre

1996 1997 1998 1999 2000 2001 2002 2003 2004 2005

Sea

Inland navigation

Rail

Road*

0

500

1000

1500

2000

Sea

46.0%40.7%

3.4%9.9%

Inland navigationRailRoad

* Road and rail transport are seized together** Figures of 2006

Unit: Number of TEUsSource: Schiffahrt Hafen Bahn und Technik 2008

* National and international haulage by vehicles registered in the EU25Source: Eurostat

Basis: Number of tonne-kilometres

14 15

TITELSara Lee

Sea transportRail transportInland shippingRoad transport

GREEN,NOTROASTED

A nice cup of coffee is fast and easy to make. The import of coffee beans, however, takes more time. Coffee beans are grown in the regions of South America, Asia and Africa and other areas and are shipped via intermodal transport to the Netherlands. Theo Goutier Continuous Improvement Group Leader & International Logistics Manager of Sara Lee explains how green, not roasted coffee beans are shipped, adding that Sara Lee is an advocate of intermodal transport.

Why? “Because it contributes to reducing road congestion. As a company, which is part of society, it is important to protect the environment. Besi-des, intermodal transport is also cost effective. From a logistical point of view it is stock in a pipeline on the move”, says Goutier. Sara Lee’s coffee branch Douwe Egberts aims at producing coffee in a sustainable way.

TRANSPORT ROUTEThe green beans are delivered to the Brazilian port of Santos in 60 kilo bags. Once arrived, the beans are mechanically loaded into a container, fitted with what is called a liner bag (a plastic bag with the dimensions of a container, hooked up in the corners of the box). The container is shipped to Antwerp (Belgium), transhipped in the port onto a barge after which it continues its journey to Amsterdam. In the Netherlands some containers go via rail to Leeuwarden from Amsterdam, the remainder is forwarded to Harlingen by barge.

From Harlingen and Leeuwarden the containers with coffee beans are trucked to the coffee-roasting factory in Joure where the beans are processed. The containers discharged in Joure are not used by Sara Lee for a return load. The factory of Friesland Foods however is nearby and needs containers for their export of cheese. By using the same con-tainers there is no unnecessary transport of empty containers, a nice contribution to saving the environment.

TRANSPORT ROUTE DOUWE EGBERTS COFFEE PADSThe containers containing coffee pads are transported by truck from the production location in Grimbergen (near Brussels) to the port of Zeebrugge. In the port the containers are loaded onto a shortsea vessel and are shipped to the port of Middleton in the United King-dom. From Middleton the containers with coffee pads are trucked to the distribution centre.

Theo Goutier, Continuous Improvement Group Leader & Internatio-nal Logistics Manager of Sara Lee:“Intermodal transport makes a contribution towards a decrease in road congestion, has a lower impact on the environment, has lower costs and is interesting from a logistical point of view.”

FREIGHT TRANSPORT FLOWS IN THE NETHERLANDS IN 2005


Total import

365

50

61

6

Transit without transfer

42

Domestic transport

695

537

Total export

123

61

18

123

Note: Road transport includes only Dutch road hauliers. Transit without transfer is unknown for road and rail transport.Unit: millions of tonnesSource: DVS and CBS

Sea transport international

Rail transportinternational 1.6%

Rail transport domestic 0.4%

Inland shipping internationalInland shipping domestic

Road transport international7.7%

Road transportdomestic

37.2%

33.8%

6.6%12.8%

Unit: percentage of transported weight

MODAL SPLIT DOMESTIC ANDINTERNATIONAL TRANSPORT IN 2005

Coffeepads

pictures: Sara Lee

16 17

* Road transport includes only Dutch road hauliers. ** Inland shipping is exclusive of transit without transfer.Source: CBS, DVS, Eurostat and NEA

Source: DVS and CBS

DEVELOPMENT OF FREIGHT TRANSPORT IN THE NETHERLANDS BY MODALITY

0

100

200

300

400

x m

illio

n to

nne 500

600

700

800

2000 2001 2002 2003 2004 2005

Road transport*Inland shipping**Rail transportShortsea shipping

x m

illio

n to

nne-

kilo

met

re

Road transport*Inland shippingRail transport

0

10,000

20,000

30,000

40,000

50,000

2000 2001 2002 2003 2004 2005

DEVELOPMENT OF TRANSPORT PERFORMANCE IN THE NETHERLANDS BY MODALITY

“The intermodal transport chain of cheese goes in various directions”, says Wietze Klaver, Manager Operational Logistics of the IM (Interna-tional Markets) Group of Friesland Foods Cheese. “In Europe cheese is usually transported to customers by regular reefer truck. For cheese export to destinations outside Europe, reefer containers (20 or 40 ft.) are used.”

TRANSPORT ROUTE“Our cheese is shipped to Progresso in Mexico, amongst other destinations”, tells Klaver. “The starting point of these shipments is the Drachten-based factory, in which our cheese is packed. Off the fac-tory a truck transports the container with cheese to Meppel at which the container is loaded onto a barge. In Rotterdam the container is unloaded and later on loaded into a deepsea container vessel. The next stop is the port of Kingston in Jamaica. In this port the container is reloaded into a shortsea vessel that sails to Progresso. The receiver takes care of the transport from the quay in Progresso.”

TRANSPORT TO THE PORTDeepsea container vessels used for shipments have what is called a “closing time”. This is the day and time when a container has to be delivered in the port at the latest. The choice of the transport mode to the port depends on the available time between the end of the production process of the cheese and the deadline for the container to be in the port.

Klaver : “We use trucks when we are pressed for time. When cheese has been produced well in advance and ample time is left for delivery of the container, we use inland shipping. Almost every day a barge lea-ves Meppel and delivers the container in the port of Rotterdam one day later. We prefer the barge as the best option for cost efficiency.

GROUPAGEOn occasions we ship in groupage load when customers cannot order a full container load. These are partial loads that are delivered by truck to the port (sealed per pallet). In the port area the cheese, is grouped in order to make up a full container load, together with other products for the same customer or with products for different customers in the same final destination.“

SAY CHEESE

TRANSPORT TIMEThe transport of reefer containers within Europe has a lead time of about one week or shorter. Transports to destinations outside Europe take about two weeks (Caribbean) or sometimes four weeks (Far East). It happens that containers have to be reloaded on what is called a “feeder”. That is a shortsea vessel that ships the containers to the final destination.

W. Klaver, Manager Operational Logistics of the IM (International Markets) Group of Friesland Foods Cheese:“The advantage of intermodal transport for cheese is the fact that it is flexible in the possibilities and one can deliver the cheese cold stored, relatively fast and in big quantities, to the consumer all over the world”.

Friesland Foods


picture: Frieslans Foods

18 19

NUMBER OF INTERMODAL SHORTSEA SAILINGS FROM AND TO THE NETHERLANDSBY COUNTRY PER WEEK

Belgium

Malta

UnitedKingdom

Ireland

Sweden

Norway

Germany

Denmark

France

Italy

Portugal

Morocco

Algeria

Libya

Egypt

Tunisia

Spain

Greece Turkey

Bulgaria

RomaniaSlovenia

Poland

EstoniaRussia

Latvia

Lithuania

Finland

Cyprus

Netherlands

Amsterdam

Rotterdam

Paris

Frankfurt

Nuremberg

Vienna

BremenHamburg

Berlin

Aken

Note: Because succesively more destinations can be served, double countings can occur.Source: BVB

Shortsea 2007

Algeria 4

Baltic States 22

Bulgaria 6

Germany 9

Denmark 7

Egypt 10

Finland 22

France 8

Greece 13

(North) Ireland 34

Italy 8

Morocco 12

Norway 14

Poland 6

Portugal 24

Romania 6

Russia 29

Spain 27

Sweden 19

Tunisia 9

Turkey 22

Ukraine 7

United Kingdom 23 per day

Inland shipping 2007

Belgium 115

Germany 259

France 131

Switzerland 79

TOTAL 584

NUMBER OF INTERMODAL INLAND WATERWAY SAILINGS FROM AND TO THE NETHERLANDSBY COUNTRY PER WEEK

Source: VSS

20 21

DESTINATIONS OF DIRECT CONTAINER CONNECTIONS BY MODALITYDIRECT RAIL CONTAINER SHUTTLES FROM AND TO THE NETHERLANDS BY COUNTRY PER WEEK

Belgium Czech Republic

Netherlands Germany

France

Italy

Slovakia

Austria

Switzerland Hungary

Poland

Rail shuttles 2007

Belgium 12

Germany 101

France 12

Hungary 6

Italy 47

Austria 34

Poland 10

Slovakia 4

Czech Republic 24

Switzerland 13

TOTAL 263

Shortsea

Rail

Inland shipping

Source: BVB, Rail Cargo, VSSSource: Rail Cargo

2322

CONTAINER TRANSPORT FLOWS IN THE NETHERLANDS BY MODALITY, 2005

Source: NEA

Source: VSS

TRANSIT TIMES FROM ROTTERDAM FOR SHORTSEA AND ROAD TRANSPORT

TRANSIT TIMES FROM ROTTERDAM FOR INLAND SHIPPING, RAIL AND ROAD TRANSPORT

0

1

2

3

4

5

6

7

8

(days) 9 Minimum transit time shortsea transportMinimum transit time road transport

Maximum transport time

IstanbulTurkey

PortugalTrondheimNorway

OsloNorway

St. Petersburg Russia

IrelandUK

(days) 15.0

12.5

10.0

7.5

5.0

2.5

0

Frankfurt/Main

Road transportInland shippingRail transport

Nuremberg Regensburg Vienna Bratislava Budapest Belgrade Bucharest Constance

Note: - Only the most important sea ports are shown.- The figures are rounded off at 500 TEUs.- Shortsea: Transhipment of containers to and from all shortsea countries.Source: CBS and DVS

For destinations situated along waterways, inland shipping is almost always attractive in terms of cost. For destinations at distances of more than 500 km, the transit times increase considerably. The transit times for rail transport are comparable to those of road transport.

KWAADMECHELEN

16,500

43,500

VEENDAM

DELFZIJL

GRONINGEN

60,000

65,000

5,000

HARLINGEN

ALKMAAR

Inlandshipping Shortsea

< 25,000 TEU25,000 - 100,000 TEU100,000 - 1000,000 TEU> 1,000,000 TEU

TERMINALPLANNED TERMINAL

BEVERWIJK

ZAANDAMAMSTERDAM HARDERWIJK

NIJMEGEN

EMMERICH

GELDERKIRCHEN

DUISBURGKREFELD

DORDTMUND126,000

55,000

UTRECHTDEN HAAG ALPHEN

350,000

180,000 MOERDIJK

OOSTERHOUT

1,370,00090,000

WAALWIJK

TILBURG VEGHEL

HELMOND

WANSSUM

VENLO

BORN

70,000

3,000

DEN BOSCHOSS

30,000

9,50015,000

360,000

125,000

1,550,000ROTTERDAM

EUROPOORT

ZEEBRUGGE

DUNKIRK

BOSSUIT

LILLE

TERNEUZEN

GENT

ANTWERPEN

WILLEBROCK

TURNHOUT

HASSELT

GENK

LUIKBRUSSELS

RIDDERKERK

LELYSTAD KAMPEN

MEPPEL

HENGELO50,000

NEUß/DUSSELDORF

KÖLN

7,000

7,000

Moerdijk

9,000

7,000

25,000

32,000

1,878,500

1,625,500

VLISSINGEN

Inland shipping Shortsea

2524

Source: BVB, Rail Cargo, VSS, CBS

IMPORTANCE OF COUNTRIES OF ORIGIN AND DESTINATION BY MODALITY (CONTAINER TRANSPORT)TRAFFIC VOLUME PER RAILWAY SECTION, 2004

0%

20%

40%

60%

80%

100% *Other countries

France

Switzerland

Belgium

Germany

The Netherlands

%0

20%

40%

60%

80%

100%* Other countries

Portugal

Spain

Russia

Ireland

UK

0%

20%

40%

60%

80%

100%* Other countries

Austria

2005: Poland

2006: Czech Republic

Italy

Germany

The Netherlands

2005

* 2005, 100% = 2,384,504 TEU 2006, 100% = 2,396,270 TEU

* 2005, 100% = 3,592,249 TEU 2006, 100% = 3,940,585 TEU

* 2005, 100% = 995,939 TEU 2006, 100% = 1,150,240 TEU**

** The total amount of TEUs for rail transport are estimated.

2006 2005 2006 2005 2006

Inland shipping Shortsea shipping Rail transportFreight transport 2004 (x million tonne)

0 – 11 – 55 – 1010 – 20

About 80% of international intermodal trains run on the East-West corridor towards Germany. The rest crosses the border with Belgium. The East-West corridor is also the corridor on which the Betuweroute has been built. The Betuweroute is a dedicated rail infrastructure for freight trains and gives extra capacity on the network for the growth of rail freight. Until the opening of the Betuweroute in 2007 most intermodal trains used the so called Brabant-route which passes the cities of Breda, Tilburg, Eindhoven and Venlo. It is expected that much traffic will change to the Betuweroute.

Source: KiM and DVS

Freight transport 2004 (x million tonne)

26 27

TITEL

For the past seven years the Korean-based company Samsung has a distribution centre in Tilburg, about 100 km from the Rotterdam Delta port area. Printers, airco’s, optical disc drives and displays are distribu-ted from the centre. Mr Maurits Matthijsse, Logistics Director Europe of Samsung, explains a few things about the transport of electronic devices and in particular printers.

TRANSPORT ROUTESamsung printers are (among other destinations) shipped from China. The vessel sails to Rotterdam, where containers are discharged at the ECT Delta terminal. Goods, urgently needed in Tilburg, are trucked to Tilburg. However, Samsung prefers to transport by inland barge or train. This brings about costs advantages and affects the environment less. Containers are stored temporarily, after arrival at the Barge Terminal Tilburg (BTT). Subsequently containers are delivered on request to the warehouse.

EXCELLENT MODAL SPLIT“Annually 15,000 TEU (twenty foot equivalent unit) loaded with our products arrive in Europe via the Netherlands”, Matthijsse added. “The port of Rotterdam handles 90% of our containers. The remaining 10% is transhipped in Amsterdam. The transport from the port to Tilburg goes via barge for half of the shipments. 20% of the containers move via rail and 30% goes via road. The choice of modality is mainly determined by two parameters, transit times and transport costs. The lower impact on the environment of transport by rail and inland barge is an important side effect. Transport from the seaport to the warehouse in Tilburg may take a maximum of four days from the actual time of arrival of the seagoing

vessel. Once the container has arrived at the distribution centre, the products can be distribu-ted further.”

LOTS OF FLEXIBILITY AND A LARGE COST ADVANTAGEContainers that are forwarded to Tilburg by rail or barge are dis-charged at BTT. About 80 containers destined for Samsung can be stored temporarily at the terminal. This is a tremendous advantage, as Samsung has no space to store containers and no equipment to handle them. Afterwards, containers are delivered on request to the warehouse that is situated about 10 km off the terminal. As the con-tent of the containers is known, a good personnel planning is made possible, which increases efficiency. Storage on the terminal yields a large cost advantage and a lot of flexibility. Actually, the intermodal terminal is an additional storage location.

AMSTERDAM“We would like to ship more containers to the Netherlands via Amsterdam. A limitation in transport to Amsterdam, however, is pas-sage through the locks at IJmuiden. I am convinced that employment in the Amsterdam region would increase if these locks would be enlarged. It would be a golden opportunity for Amsterdam”.

Mr. M.W. Matthijsse, Logistics Director Europe of Samsung:“Intermodal transport offers interesting advantages:

flexibility, cost advantages and a decrease in environmental impact.”

Samsung

LESS ENVIRONMENTAL IMPACT

EMISSIONS PER MODALTY FOR CONTAINER TRANSPORT ON LONG DISTANCES

0

20

40

60

80

100

120

140

160

180

Sea transport(1900 TEU)


Inland shipping(470 TEU)


Train (diesel)Train (electrical)Trailer-truckTruck > 20 ton

0.0

0.5

1.0

1.5

2.0

2.5





Train (diesel)Train (electrical)Trailer-truckTruck > 20 ton

0.00

0.01

0.02

0.03

0.04





Train (diesel)Train (electrical)Trailer-truckTruck >20 ton

g NOx/ton-km

g CO2/ton-km

g PM10/ton-km

Note: Estimated averages for 2010 - Source: STREAM, CE-Delft




picture: Samsung

29

CONTAINER CAPACITY BY MODALITY

INL

AN

D S

HIP

PIN

GS

HO

RT

SE

AR

AIL

The height of the bridges and size of the waterway confines the type of the inland navigation vessel. On the largest canals and rivers, like for example the river Rhine, the standard container vessel with a capacity of 200 TEUs is very common. Nowadays it’s even possible to use a JOWI class container vessel. This vessel can transport even 470 TEUs in one go. To reach the desti-nations on the smaller rivers and canals the Kempenaar class container vessel is e.g. suitable. This vessel still has a capacity of 32 TEUs, which also makes it a flexible option on the shorter distances.

Container ships have increased considerably in capacity. The scaling-up also took place with shortsea vessels during the last years. About 10 years ago a 300 TEU vessel was considered a sizable vessel for the shorter shortsea trades e.g. the UK. In the meantime vessels of 600 to 800 TEU seems to be quite normal on the shorter routes. On the longer routes e.g. the Baltic Sea, vessel sizes of 1,000 TEU became the norm. This is partly due to the fact that more and more intra-European cargo is shipped in 45ft (pallet wide) containers.

Within Europe on the Trans European Network (TEN) there is a prescribed maximum train length of 650 metres. This maximum is not achieved everywhere, due to shorter crossing loops in some countries. This is why the average length of a freight train on the Trans European Network is 600 metres. Usually a container train can transport 80 TEUs,

i.e. 80 x 20ft containers or 40 x 40 ft containers. The number of containers on a train depends on several factors, including the “wagon set and supplied containers match”. As a rule the wagon set has a fixed construction but the supplied freight (20 ft, 40 ft, 45 ft) has been known to fluctuate.

Container vessel, Kempenaar classlength 63 metres - width 7 metres - draught 2.50 metres - cargo capacity 32 TEUs

340 TEU Container vessellength overall 100 metres - draught 4.88 metres - 3725 DWT

Standard container vessellength 110 metres - width 11.40 metres - draught 3.00 metres - cargo capacity 200 TEUs

803 TEU Container vessellength overall 140 metres - draught 7.33 metres - 9322 DWT

Container vessel, Jowi classlength 135 metres - width 17 metres - draught 3.00 metres - cargo capacity 470 TEUs

1036 TEU Container vessellength overall 152 metres - draught 8 metres - 13200 DWT

Road transport

A comparison of the three modalities (road, water and rail) with the energy consumption figures

demonstrates that inland shipping and rail will never lose out to road transport.

0% 20% 40% 60% 80% 100%

Source: Eurostat, adaptation BVB

Source: CBS, Lehmann, BVB

Inland shippingRail transport

Germanymodal splitenergy

Netherlandsmodal splitenergy

Belgiummodal splitenergy

UKmodal splitenergy

MODAL SPLIT AND ENERGY CONSUMPTION BY MODALITY FOR SOME COUNTRIES IN 2004

0

0.3

0.6

0.9

1.2

0.66

1.61

1.5

1.6

0.46

MJ/t

onne

-km

PRIMARY ENERGY CONSUMPTION

30 31

PUNCTUALITYLOADING UNITS

Different types of containers and swap bodies are used in intermodal transport. The most frequently used types and their characteristics are shown here.

Next to the standard ISO containers of 20ft and 40ft length, there are also higher (high-cubes) and longer containers of 45 ft. In intra-European shortsea trade also 45ft pallet wide containers are used, in which 33 pallets of 1.2 x 0.8 metres or 26 pallets of 1.20 x 1.0 metres can be loaded, which is the same as in a 13.60 trailer. In addition, there are containers for special purposes, such as the tank container used to transport liquids and reefer containers used to transport perishable goods such as fruit, meat and fish.

Reefer containers can cool (-20°C) and/or heat (+20°C). 30 ft containers are also often used in Europe, especially for the transport of dry bulk products.

Containers are classified in TEU. TEU is the abbreviation of Twenty foot Equivalent Unit, i.e. a 40ft container is two TEU. The term TEU is especially used to express the capacity of a ship or a container terminal.

Besides containers, also swap bodies and trailers are used in inter-modal transport. Standard trailers are, however, not suited for rail transport. Huckepack trailers are the only capable ones.

20’ft container45’ ft pallet wide curtainside container

20’ft tank container Huckepack trailer

40’ft container 45’ ft pallet wide reefer container

45’ft High Cube Swap body

RAILThe graph gives an idea of the punctuality of departures or arrivals of freight trains in 2004 and 2005. The punctuality is indicated as a deviation from the scheduled times in minutes. Punctuality figures are a source for performance measuring and improving. In fact they show the level of rail freight performance. Rail freight performance is influenced by a great number of factors. It’s striking that a considerable number of these cannot be influenced by the operator himself, such as the availability of suitable train paths, the transshipment at the rail terminals, a timely supply of freight by the client, vehicles put out of commission by the infrastructure manager, strikes, etc. The operator can, however, influence the operational side of freight transport, like the availability of locomotives and train

drivers, locomotive replacements, timely equipment maintenance and a good communication with all parties involved. Besides it seems that delays in the beginning of the rail chain are to a large extent rectified in a later stage.

RELIABILITY OF SHORTSEA SERVICESMost shortsea container services offer at least one sailing per week with a fixed day of departure. However, other liner services call a particular port two times per week, up to daily departures. Though the departure and arrival times are not fixed till the hours, the fixed sailing day guarantees customers delivery of the container on the agreed day. In other words, a fixed door-to-door transit time can be agreed beforehand.

2004 2005 2004 2005Departures Arrivals

0%

20%

40%

60%

80%

100%

>50 minutes

Deviation from the scheduled timesfor rail container shuttles

30-45 minutes

10-30 minutes

5-10 minutes

0-5 minutes

Source: ProRail, Monitoring Spoorgebruik (rail use monitoring) 2005

32 33

TITELLATEST DEVELOPMENTS

The 45ft pallet wide container has become very popular for intra-European door-to-door shortsea transport and is also available as a diesel/electric cooling container. This 45ft container can also be used on inland barges and container trains. The fact that these containers can cool either electric or using diesel, makes the use of a so-called generator set superfluously.

FUTURESeen the advantages of inter-modal (sea) transport, such as lower costs, availability, capacity, lower environmental impact and especially the better quality of the flowers, the transport of flowers is expected to change dramatically as shown in the chart.

The sector is very active to promote and support intermodal trans-port of flowers. The VGB (Dutch Association of wholesale traders in horticultural products), together with FloraHolland - a company with a.o. six auction centres - and Agrotechnology & Food Innovations, member of Wageningen UR, started the so called CoCos project. The aim is the containerisation of horticulture products via (short)sea,

inland shipping, rail and road.FloraHolland cooperates with Maersk in Starflower and has a strategic alliance with Chiquita, called Fresh Flower Solutions.

J. van der Hulst, 2004, Cool chain audit, Uganda:“Presently African roses can loose up to 40% of their potential vase life (life span expectancy in a vase) during transport, handling and storage. Open roses and bent stalks are two of the most important symptoms of poor temperature management after the picking.” Intermodal transport, however, preserves the flowers much better.

Transport by Now 2020

Air 8% 10%

Train 0% 10%

Sea 0% 30%

Truck 92% 50%

FLOWERPOWER

The Netherlands are often associated with tulips (from Amsterdam), however many more different varieties are grown and/or traded in The Netherlands. Traditionally flowers are moved by road and onlonger distances by air. Transit time between the picking of the flower and the moment the flowers are in a home anywhere in the world is, with these transport methods, most important to ensure the freshness. Large scale flower production is moving away from the Netherlands to areas with enough space, such as Africa. This increases the transport costs and makes export more expensive. But an alter-native is coming; transport of flowers in a cooled (reefer) container.

NEW MARKETSLower transport costs in a container via sea, compared to air trans-port, opens up new (export) markets situated at the sea or along rivers. An added advantage is a lower impact on the environment, but the weightiest argument is the better quality of the flowers when transported in a cooled container. Test transports with i.e. roses from Equador to The Netherlands have shown that it is possible; even with a transit time as long as 23 days.

The transport of flowers within Europe is dominated by truck, but this also could change in future as the requirements of an uninter-rupted cooling chain can be met with modern equipment.

Source: FloraHollandpicture: FloraHolland

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Intermodal transport - Bureau Voorlichting Binnenvaart

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