Transcript Dias nummer 1

The Dry Port Concept
A part of StratMoS Work Package C
MoS Development in Hubs and
Hinterland
Presentation by Michael Laugesen
Work Package C - Project Coordinator
StratMoS Final Conference in Brussels, September 7th 2011
FDT – Association of Danish Transport and Logistics Centres
www.stratmos.com
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Objectives of StratMoS Work Package C
To strengthen the role of ports and hinterland facilities in
door-to-door transport chains with a view of improving the
effectiveness of the intermodal transport chain.
To strengthen both the primary and secondary hubs and the
logistics facilities by analysing possibilities, constraints and
challenges for inland transport operators and associated
facilities in form of Transport and Logistics Centres, Dry
Ports, transport infrastructure, etc. in order to stimulate MoS
development.
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Justifying the Dry Port Concept
• The provision of sufficient storage space and areas for
development, is for many ports a major concern –
especially ports located in inner urban areas, are facing
restricted development opportunities.
• To enable continuously port development, solutions,
which takes into account - and is geared - for the growth
of trade, higher environmental standards and enhanced
cooperation, is needed.
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Dry Port definition from the StratMoS
Project
A Dry Port is an intermodal terminal situated in the
hinterland, servicing a region connected with one or several
ports by rail and/or road transport and is offering specialised
services between the Dry Port and the overseas destinations.
Normally the Dry Port is container-oriented and supplies all
logistics facilities, which are needed for shipping and
forwarding agents in a port.
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Benefits of the efficient Dry Port
• Extra hinterland space for the port/ports (“extended gates” for
sea ports).
• Enable port logistics functions to be performed inland instead
of directly at the harbor front.
• Performing customs clearance on the goods transshipment
through the Dry Port.
• Focuses on integrated port community services for operations
and maritime transport.
• Container, trailer (and bulk) handling facilities.
• Intermodal infrastructure - contributing to a modal shift.
• Consolidation and distribution of goods.
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Dry Port Activities
1. Container terminal (handling, deposit and storage)
2. Container service centre (packing, repair, maintenance)
3. Areas for inspection (customs)
4. Train reception and expedition
(train composition and
decomposition)
5. Gate-in and gate-out operations
6. Logistics service facilities
7. Truck parking
8. Service centre incl.
complimentary services for
trucks and trains (washing, fuel
and oil supply, etc.)
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Governance of the Dry Port
Ownership
Public sector
Private sector
Operations
Public-Private
Partnership
Public governance
• + Security and equality for the users
• + Central transport planning
Private governance
• + Private resources for infrastructure + Know-how
• + High flexibility and quick response to market
• - Monopoly in a Dry Port
Public-Private
Partnership
• + Share of risks
• + Transparency and information share, security
• + Strengthening experience and knowledge
• + Accelerated realisation
• - Less flexible
Preferred model
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The well-planned Dry Port
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Gives opportunities for a faster and more effective container handling
at the port.
Reduces capacity problems on access roads to and from the port.
Clusters companies and bodies dealing with goods transportation.
Supports the Dry Port users with added value services, job creation,
etc.
Gives extra space for development of other activities in urban
harbour areas such as residential and commercial areas, etc.
Increases the catchment area of the port.
Contributes to a modal shift from road to combined rail and sea.
Reduces environmental conflicts by segregating different functions.
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Conclusions of the Dry Port report
Supplement to the ports,
thus enabling functions
to be outsourced from
the port to the Dry Port
Dry Ports can be
significant facilitators of
development of
efficient MoS services.
EC and Member States
should continue
working on measures
that may facilitate the
integration of Dry Ports
in the logistics chain
Governance system
should secure equal
treatment of the users
Should be equipped
with modern
suprastructure and
compatible ITS systems
Efficient and sufficient
hinterland
infrastructure on
multiple modes
Choose sites with
adequate development
possibilities
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Dry Port integration into the
Motorways of the Sea - I
• The quality of Motorways of the Sea services can be improved by
developing the hinterland terminals and in this way
strengthening the role of the ports, meaning that hinterland is an
inseparable area when developing MoS solutions.
• The concerned ports are connected to their hinterland by
sufficient and non-congested links including through Dry Port
terminals
• The possible key characteristics of the MoS are aiming at an
adaptation of services, improving equipment and infrastructures
in ports, removing bottlenecks in hinterland connections,
implementing Dry Ports and streamlining operations and
information flows with the intention of developing seamless
goods flows across the whole logistics chain.
(Luis de Oliveira, MoS coordinator, 2009)
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Dry Port integration into the
Motorways of the Sea - II
• Ports have to establish commercial links and counters in the
most important places of their hinterland and foreland.
• Investment in Dry Ports close to great consumption centres is
important to ensure the use of maritime ports, provided that
proper inland connections (preferably railways or waterways)
exist between both of them.
• For any port it is important to ensure two different types of
connectivity: one to other ports (facilitating transshipment, feeder
services or other SSS operations), the other to assure a sound
hinterland relationship.
(Luis de Oliveira, MoS Coordinator, 2010)
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Dry Ports, Logistics Platforms and TEN-T
• The gradual development of the Trans European Transport
Network (TEN-T) shall in particular be achieved by a dual layer
structure consisting of:
• A Comprehensive Network as the basic layer
• A Core Network constituting of the strategically most
important parts of the TEN-T
• Transport infrastructure requirements
• Any Freight terminal and logistics platform shall offer at least
one open terminal open to all operators in a nondiscriminatory way and apply transparent charges.
• Logistics Platforms will normally include Dry Port facilities
• Dry Ports, which are not a part of a Logistics Platforms, can of
territorial reason also be selected as key Multimodal Platforms
on the comprehensive network.
(Union guidelines for the development of the Trans-European Transport Network, 2011)
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Overall Conclusions
• In the hinterland there are several elements that can be
developed and can have an positive impact on transport flows,
especially if they are organised, cooperating and networking
efficiently.
• Administrative barriers can be
reduced by developing the
single window/one stop shop
concept where ports and
hinterland terminals are
organised as one administrative
entity.
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Summing up
Through the StratMoS Project, WP C
partners have provided background
analyses and decision making support
for establishing and improving existing
Dry Ports and Logistics Centres in
Denmark, Germany, Scotland and North
West Russia
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For further information please
contact:
The Association of Danish Transport and Logistics Centres
Coordinator of Work Package C
Michael Stie Laugesen
Ved Stranden 22
P.O. Box 1111
DK - 9100 Aalborg
Denmark
Email: [email protected]
Phone: +45 99 30 00 30
Fax:
+45 99 30 00 07
Homepage: www.stratmos.com
Denmark – Norway 2-0
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