Transcript Folie 1
MINISTRY OF TRANSPORT, POSTS AND TELECOMMUNICATIONS
Conference on „Infrastructure Of Intermodal Transport“
Bratislava – 19 March 2010
Why Intermodal Traffic Volume in Germany
(More Than) Doubled Within 10 Years!
Rainer Mertel
KombiConsult GmbH, Frankfurt am Main
Email: [email protected]
2010-03-19
Chart 1
CREAM Project
Project corridor
NL
Hamburg
Bremen
Hannover
Rotterdam
Duisburg
Köln
Antwerp
FP6 project, co-financed by
European Commission
www.cream-project.eu
D
B
Praha
Nürnberg
Bratislava
Wien
München
H
Budapest
A
IT
Triest
Ljubljana
Zagreb
SLO
HR
RO
Bucuresti
Beograd
BG
SCG
Sofia
Istanbul
Skopje
MK
Thessaloniki
TR
GR
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Chart 2
CREAM Project
Project objectives
Achieve competitive rail freight and intermodal rail/road
services on CREAM corridor by:
Catching new freight markets such as temperature-controlled
cargo for intermodal services by applying innovate technology
Improving border crossing processes and enabling
interoperable operations
Developing quality management system(s)
Enhancing data exchange and information flow
Implementing efficient and customer-oriented rail operation
schemes such as gateway/hub systems
Upgrade intermodal terminals and management
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Chart 3
Intermodal Traffic In Germany
Unaccompanied intermodal rail/road traffic 1998-2008
Million gross
tonnes
80
70
60
50
40
30
20
10
-
1998
2005
Source: Statistisches Bundesamt; KombiConsult calculations
2008
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Chart 4
Intermodal Traffic In Germany
Unaccompanied intermodal barge/road traffic 1998-2008
Million gross
tonnes
25
20
15
10
5
-
1998
2005
Source: Statistisches Bundesamt; KombiConsult calculations
2008
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Chart 5
Intermodal Traffic In Germany
Why doubled intermodal traffic volume?
Domestic traffic in Germany: implementation of block train
systems shifting responsibility for service profiling and
economic risks from railways to intermodal operators
International traffic: extension of block train systems to
virtually all corridors:
Catching new European markets
Faster, road-competitive services
Cost-effective rail production: shuttle and gateway services
Synchronized time-schedules
Multiple daily departures
Building European networks
Improvement in rail infrastructure: loading gauge etc.
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Chart 6
Intermodal Traffic In Germany
Why doubled intermodal traffic volume?
Competition on rail traction services on domestic network
since 2000, and on important international lanes such as the
Brenner as of 2001:
Cost control
Service quality improvement
Competition on intermodal operator level:
Innovations in services, technologies and business models
Tapping new freight market potentials
Booming economy
Growth of global container flows
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Intermodal Traffic In Germany
Why doubled intermodal traffic volume?
EU enlargement driving especially marine container traffic
Improved cost competitiveness with road:
Fuel cost increase
Saturated truck capacities
Limitations on truck drivers
Restrictions on truck drivers’ working hours
Massive enlargement of intermodal terminal capacities
(not only) in Germany
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Chart 8
Intermodal Terminal Investment Programme In Germany
4 categories of intermodal terminal investments
Financial sources /
state subsidy
Ownership
2007 share of total
handling capacity
(estimated)
DB Netz
Federal state (BSchwAG):
100% of eligible cost
24 %
Private
companies
Federal state (FKV):
up to 85% of eligible cost
56 %
Private
companies
Various (regional funds,
EU): 30-50 % of investment
15 %
Private
companies
100% privately financed
5%
Source: KombiConsult
Since 1998 the overwhelming majority of investments has
been implemented under the FKV funding regime.
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Chart 9
Directive For Funding Intermodal Terminals
General information on Directive “FKV”
First coming into effect: March 1998
Currently, the 4th edition is being applied due to expire on
31 Dec 2011.
Prerequisites for every renewal:
Evaluation study (carried out by Hacon and KombiConsult)
Notification by European Commission
Germany is committed to promoting intermodal traffic only
through the funding of the construction of terminals. There
are no other instruments such as operational subsidies;
discounts on fuel or infrastructure access fees; funding of
intermodal equipment or information technology.
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Directive For Funding Intermodal Terminals
Principles of funding
Eligible beneficiaries: only private companies
Terminal categories: rail/road; barge/road; trimodal facilities
Measures: new terminals and enlargement measures
Purpose: ensuring handling rate in line with market
What’s funded: all items and facilities required for enabling
the transhipment of intermodal units.
Max. funding rate: 85% of eligible costs
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Directive For Funding Intermodal Terminals
Principles of funding
Prerequisites for funding:
Private capital doesn’t ensure viability (10y business plan)
Ensuring non-discriminatory access (public terminal)
No cannibalization of existing terminals, also cross-border
Public tendering of terminal management (investor may not hold
more than 50% of shares of operating company)
Public tendering of all investments
Bank guarantee corresponding to funding amount
Commitment to operate facility for 10/20 years
Procedure:
Application at any time (no call!)
Formal application to federal authorities
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Directive For Funding Intermodal Terminals
Impacts of directive
Total subsidies 1998 – 2007:
€ 510 million
Total handling capacity created:
3.6 million loading units
Annual traffic shift effect (2006):
34 million tonnes
2.1 million truckloads
Environmental benefit (2006):
€ 465 million
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Intermodal Traffic In Germany
Germany’s terminal
map 2008
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Source: KombiConsult
Intermodal Traffic In Germany
THANK YOU
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