6.3 - Develop business cases to improve port hinterland connections final report

Transcription

1 6.3 - Develop business cases to improve port hinterland connections final report Version: 1 Date: 31/03/2014 Responsible Partner: LUKA KOPER PORT OF KOPER

2 Port hinterland Luka Koper Port of Koper Table of contents 1 Executive Summary Introduction and project background Activity requirements Identification of the state of the port-hinterland connections Analysis of port hinterland connectivity Conclusions / 15

3 1 Executive Summary The report Develop business cases to improve port hinterland connections will evaluate and summarise the port-hinterland connections that are established in the ports of the North Adriatic region, that are also partners in the project SETA. The three project partners and seaports in the project SETA are the Port of Koper, Port of Rijeka and Port of Monfalcone. Additionally in the analysis has been included also the Port of Trieste as one of the major regional ports. All the partners have been invited to provide an analysis of the existing port facilities, future plans and connectivity and accessibility of their respected ports. The analysis was performed on a predefined template provided by the responsible partner Luka Koper d.d. 3 / 15

4 1.1 Introduction and project background Project SETA (South East Transport Axis) started in January 2011, being approved on the 2 nd call of the South East Europe in The main aim of the project SETA is to implement measures to improve the accessibility and logistics workflows that will create the basis for a sounder regional development in South East Europe. Within the project a SETA corridor was shaped that is an interconnection to the TEN-T network, especially to the Priority project 6 (Lyon-Ukraine) that overlaps with the SETA corridor on a very large distance. The transport connection from central Europe to the northern Adriatic ports and further on to the Western Balkans is of major importance for the regions in Central and South East Europe. Besides the efforts set for developing the Trans-European Networks, actions have to be defined to provide efficient connections between and to the main transport corridors. These connections are of major importance for the regions which are not directly linked to of these corridors. The SETA Corridor provides an efficient railway connection on existing tracks between Central Europe and the North Adriatic Ports connecting Rail Network Europe (RNE) Corridors 7, 8, 10 and 11. Upgrading of international accessibility is highly connected with increasing innerregional connectivity, but also with very important new hinterland connection of the Northern Adriatic ports Koper and the only Adriatic deepwater harbor Rijeka. The establishment of the upgraded TEN-Axes 17, 18, 22, 23, 25 (as well as the planned possible enlargement of Russian broad gauge railway) find their intersection in the Vienna/Bratislava region and build a transnational hub in this region. SETA Corridor is the interconnection between this transnational hub and the Balkan countries respectively the Northern Adriatic ports of Rijeka and Koper as well as the corridors to Eastern Germany. SETA will focus on upgrading of already existing rail infrastructure (with moderate investment costs) and the connection to all other means of transport. Compared to the previous project SIC!, were basic studies on the feasibility and impact of the corridor have been carried out, SETA will provide the project partners with information and data (on the level of single development measures), which they need in order to start negotiations with international financing institutions. As SETA is not the only project dealing with the development of the transport system, cooperation between existing projects and initiatives dealing with similar topics (either spatial or thematical) is the ALPINE Space project PARAmount. The budget reserved for these cooperation activities will ensure the exchange of data, information and expert knowledge (e.g. SETA transport demand model taking into account data already elaborated in the projects SoNora, BATCo, SEETAC). 4 / 15

5 2 Activity requirements The objective of work package 6 to prepare the implementation of solutions for improved accessibility/logistics work flow to show the assets of the SETA Corridor for transnational transport. The assets will show the impact of an optimized SETA transport network system on the development of the participating regions. The preparation of implementation will follow two different approaches: 1. Launch pilot actions at the beginning of the project in cases where the problems have already been identified in another context (e.g. national development plans, transnational projects like SIC!, etc.) and previous efforts to solve the problems failed because of several obstacles 2. Develop/Assess/Evaluate solutions for problems identified during the analytical process in the project and prepare implementation through pilot actions subsequently Pilot actions differ in terms of spatial extend and detailedness, depending on the planning status of the respective partner as well as the availability of data /information. The range of pilot actions varies between demonstration projects and feasibility studies necessary to solve concrete problems in the implementation process. Within this workpackage the PPs will implement concrete actions to overcome identified bottlenecks (Act. 4.4) with solutions collected/developed, evaluated and assessed in WP5. Bottlenecks and respective solutions can be summarized under the following topics: - Develop/evaluate the possibilities for dry ports / intermodal logistic centres (infrastructure and services) - Demonstrate the impact of new/improved passenger/freight transport services - Create and evaluate business cases for improved port-hinterland connections - Development/accomplishment of bankable papers for the investment of new/improved transport infrastructure (Pre-investment study for rail tracks) Witihn sub-activity 6.3» Develop business cases to improve port-hinterland connections«the aims is ti develop business cases that will follow the approach: - Collect of information about existing port-hinteland connections along the SETA corridor - Evaluation of the quality and effectiveness of existing transport connections between operative coastlines and logistics centres in hinterland - Requirements of ports for additional port-hinterland connections in combination with the development/extension of dry ports and ILC (Act. 4.3) Business cases will be developed for measures which are highly likeable to be implemented because of their benefits for the whole transport corridor (Act. 5.3) as well as their possibilities to be realised (Act. 5.4). Depending on the status of the measure (already existing, but to be extended or to be developed from the scratch) the business cases will differ in terms of detailedness / depths. Proposed examples for business cases will be 5 / 15

6 developed for highly suitable areas including the following aspects: - The reservation of areas for enlarging existing transport routes and especially for construction of new highways that require change of existing territorial-systematic documentation for accepting new transport demand that has a priori been determined. - advanced freight transhipment logistic and transport organisation in close collaboration with all partners The results should show what is the status of port-hinterland connections from the North Adriatic ports to the SETA hinterland region. Additionaly it is also important to show what are the potentials for new and improved port-hinterland connections in the region. 6 / 15

7 2.1 Identification of the state of the port-hinterland connections Port of Koper: The Port of Koper is a multi-purpose port, the basic activity of which is implemented on specialised terminals, which are technically equipped and adequate in terms of organisation for the transhipment and storing of individual types of goods or product groups. Within the port, Luka Koper d.d. manages 12 specialized terminals, 11 of which are intended for the transhipment of goods, while one is intended for passenger transport. On freight terminals the freight owners are offered the managing of numerous additional services. Picture 1: Port of Koper Port hinterland connections: The whole national railway network is relatively old in Slovenia and needs urgently upgrading works and maintenance in most of the sections. Projects for modernising and upgrading are running but at a slower rate than expected from the main stakeholders. The main investment project is the realisation of the second railway track from Divača to Koper that would increase the section capacity allowing more cargo to be transported from and to the Port of Koper. The Port of Koper has a high number of railway services that are coming and leaving the port area every single day. Most of the connections are container shuttle or block trains that are operated by different operators. In table 1 are shown the regular railway services in the Port of Koper. It has to be mentioned that also conventional railway services with iron ore, coal, cars and other break-bulk cargo are coming to the port 7 / 15

8 Država Trasa Frekvenca SLOVENIA Koper Ljubljana - Maribor (Adria Kombi) 2 trains/day GERMANY Koper - Villach - München (RCA) 5 trains/week Koper - Ljubljana - München (Adria Kombi) 5 trains/week CZECH REP Koper - Dobra u Fridku Mystku (Adria Kombi) Koper Vratimov (Adria Transport/AWT) Koper Dunajska Streda - Zlin, Prague, C. Trebova (Metrans) 4 trains/week depending on demand Daily HUNGARY Koper - Budapest BILK (Adria Kombi) 8 trains/week SLOVAKIA Koper Budaors (Integrail) Koper - Budapest (Metrans) Koper - Žilina (Adria Kombi) - KIA dedicated Koper - Bratislava (Adria Kombi) Koper - Dunajska Streda Various destinations (Metrans) 3 trains/week 10 trains/week up to 7 trains/week 4 trains/week up to 14 trains/week SERBIA Koper - Ljubljana - Belgrade (Adria Kombi) up to 2 trains/day CROATIA Koper Ljubljana - Zagreb (Adria Kombi) up to 2 trains/day AUSTRIA Koper Graz (Adria Transport) 5 trains/week (up to 6 trains/week) POLAND Koper Maribor -Graz area (Adria Kombi) Koper - Villach - various Austrian destinations CAPRIS (Adria Kombi, RCA Intermodal) Koper Enns via D. Streda (Metrans) Koper - Katy Wroclawskie Koper (Baltic Rail) single wagons or trucks from Maribor onwards /daily 5 trains/week Daily 1 train/week BOLGARIA Koper - Ljubljana - Sofia (Adria Kombi) spot train 8 / 15

9 ROMANIA Koper Arad (Adria Transport) 1 train/week ITALY Koper - Padova ( Adria Kombi) 1-2 trains/week Table 1: Rail connections from the Port of Koper On average 52 trains are coming and leaving the Port on a daily basis connecting all the major business centres in Central and South East Europe. Picture 2: Map of hinterland connections from and to Koper Port of Rijeka: Geographic and geostrategic position of Northern Adriatic ports, Port of Rijeka and Croatian ports of inland sailing on waterways of navigable rivers Sava, Drava and Danube, which are registered for international public transport, justify on economic and strategic way an investment of capital in development of international corridor SETA. These ports are enabling development of intermodal traffic system and logistics merchandise services on Adriatic Baltic relation. Through development of 4PL merchandise service in international public transport, Adriatic ports present important factors in regulation of competition on the bigger part of Europe, Asia and Eastern Africa. From European point of view, previously 9 / 15

10 listed ports represent traffic industry nodes which connect countries of South, Middle, part of Western and Eastern Europe with the entire world. With the rapid development of economy and foreign trade of great countries of Asia (China, India, Indochina, Japan ) the more favorable location of Adriatic ports (Rijeka, Koper, Trieste, Monfalcone ) and Croatian river s ports (Vukovar, Osijek, Slavonski Brod ) present the shortest way to South, Middle and Eastern Europe from southern parts of Asia, Eastern Africa and reverse. By ensuring shorter and less expensive water transport toward the Middle Europe, thanks to direct approach to Pan European transport corridors (V b i V c, X) and VII (cf. image 4), these ports present significant sources, or inputs for development of small and medium enterprise through providing logistics services to merchandise in international public transport, known as economic multipliers. A key problem of Northern Adriatic ports, and Port of Rijeka, which also includes an international corridor SETA, is technically and technologically outmoded railway traffic in ports hinterland, technically technologically outmoded inland sailing and lack of main container terminal on the Northern Adriatic area. An intense development of modern intermodal traffic system requires a development of more dry ports in continental part of SETA corridor, or in ports hinterland. Rijeka Sušak pool for conventional cargo container RO - RO for wood LC Miklavlje Rijeka i Sušak Omišalj LC Škrljevo/ Kukuljanovo Bakar for cereal for conditional cargos Pool Bakar for bulk cargo Goranin dock separated area Škrljevo Kukuljanovo (Dry port) Pool Omišalj for oil and oil derivatives acceptance Pool Raša Bršica for cattle Raša - Bršica conventional cargo Logistic centre Miklavlje (Dry port) Picture 3: Port of Rijeka geo map 10 / 15

11 Port hinterland connections: The main railway connection in a hinterland of Port of Rijeka consists of track (Gyekenyes)- Botovo-Dugo Selo-Zagreb-Karlovac-Oštarije-Moravice-Rijeka, which is included in Pan- European network of traffic corridors as V B branch of V corridor. Rijeka s railway connects northern and middle Adriatic with countries inland, and it is especially important because that railway creates a connection with Eastern and Middle Eastern countries. Its importance for TEN-T is significantly increased a fact that its route, on Zagreb area, is directly crossing with international corridor X, which has effect on development of Rijeka s traffic route in general. As a part of V Pan- European corridor Budapest-Rijeka, the listed railway is the most favorable railway connection, which connects Danube Region with Adriatic. That is also confirmed by date of length of other Croatian railways from Hungary border till Adriatic. However, advantages of the above specified railway route, as the shortest and by relief the most appropriate access to Adriatic and its strategic significance for Republic Croatia, is not valued enough, considering the unfavorable technically exploitative featured of railway Rijeka Zagreb. The existing railway Zagreb Rijeka was constructed 1873 year for needs back then, and in accordance with old technical achievements, is characterized by elongated and unfavorable route, with big ascents and sharp curves. So it is completely not adjusted to requirements of modern traffic or, requirements of future traffic. Railway Zagreb-Rijeka is a single track line, and its acclivity features are different on specific parts of the railway. Thus, a section of railway Zagreb-Karlovac is plain, on a section of railway Karlovac-Moravice acclivities of grade level and also mild, and from place Moravice, railway is starting to be a mountain railway (acclivities of grade level are 18 ), and ascent of grade level is all the way till tunnel Sleme on height of 836 m a.s.l, from where a railway descends toward Rijeka (with decline of 25 ). Besides the mentioned railway Zagreb-Rijeka, Port of Rijeka is connected with hinterland and with single track line Rijeka-Šapjane-state border-pivka, which also begins, and ends in Rijeka s node, and it makes impact on development of Rijeka s traffic route. Due to the limitations railway network from the port exit the railway services running from the Port of Rijeka are limited. From the Adriatic Gateway terminal there are only 11 trains per week going to the hinterland countries. Other rail services are based on spot demands and are not regular, therefore are difficult to quantity. Port of Monfalcone: The Port of Monfalcone benefits from a perfect seabed and an almost total lack of fog. Moreover, it is provided with excellent motorway and railway connections. 11 / 15

12 Furthermore, it is at the centre of an intermodal area which, in only 25 kilometres, encompasses the Ronchi dei Legionari airport for national and international flights (5 km away), the Gorizia traffic centre and customs station (15 km away) and the Cervignano railway station (25 km away). The Trieste-Venezia/Udine-Tarvisio railway, with all its branch lines, is directly connected to the Port of Monfalcone; in fact, a new and modern railway connection to a simple non electrified track assures connections with the freight yard located 2 km away. The special ring structure and feeder line makes it easy to serve the wharfs and the yards, thus allowing companies to make use of complete and integrated transport services. Port of Trieste: The Port of Trieste is linked to the A4 Trieste-Udine/Venice motorway through an elevated road that allows to avoid the city centre, and is located a few kilometres away from the Fernetti border post with Slovenia. It is provided with a 70 km internal railway infrastructure connected to the national network. More than 50 trains a week link Monfalcone and Trieste to the productive and industrial areas in North-East Italy, the South of Germany, Austria, Hungary, the Czech Republic and Slovakia, serving an extremely varied economic hinterland with a growing development. Picture 5: map List of rail services from Trieste 12 / 15

13 3 Analysis of port hinterland connectivity The 4 ports of the North Adriatic that have been analysed within this activity have different status in the port hinterland connections. It has to be pointed out that only regular intermodal container services are recognisable as quantifiable, since they run on defined regular schedule. Also car or ro-ro trains are mostly regular, but could quickly change due to demand/supply needs. Other cargo trains that are transporting break bulk or bulk cargo are subject to spot request and are usually not scheduled, therefore are difficult to follow. Port Koper Trieste Rijeka Monfalcone Depth -13 m - 18 m - 14,2-11,7 Train services per day Rail connections n.a. Average Average Below Average Average Road Good direct to Good direct to Good direct to Good direct to connections highway highway highway highway TEU s in Table 2: Single SETA ports specifics and TEU throughput Table 2 shows some basic characteristics of the SETA ports. For the development of port accessibility and connectivity it is important that the infrastructural network is modern and offers enough capacity to transport all the incoming/ outgoing goods. Within the SETA ports only in the port of Rijeka the railway connections could be defined as below average since it has some infrastructural barriers that needs to be overcomed. Ports of Koper and Trieste do have good rail connections, with limitations; therefore it could be classified or defined as average. The limitation in the port of Koper is with the single railway track from Divača to Koper, the section is defined as a bottleneck 1, while in Trieste is the Campo Marzio situation that causes problems. Both ports are still able to ensure a high number of railway services to the hinterland that is crucial for the port hinterland development. The port of Monfalcone mainly handles break bulk and ro ro cargo where regular trains are not defined, therefore difficult to quantify. 1 SETA project Bottleneck report wp / 15

14 The Ports of Koper and Port of Trieste have many and different intermodal rail services (more than 50 trains per week) that are shipped to various parts of Central and East Europe daily. While the Ports of Rijeka and Monfalcone don t have many intermodal services since their cargo structure is more oriented to other means of transport, mainly road. Anyway Rijeka has advanced in the establishment intermodal railway services in the last years from almost 0 to more than 10 trains per week. Every singular port has many different infrastructural or service limitations within their facilities like cargo handling equipment or transport network infrastructure etc. It is also important to mention that port connectivity always depends from different geographical factors and a diversity of stakeholders. On the maritime side problems could be with the entry channel depth or the basin depth, while on the land side it could be the accessibility of the railway/ road network, the handling equipment etc. In the case of Trieste and Rijeka where the sea depth is deep enough for accepting bigger vessels, problems are connected with the hinterland railway network which is not adequate or other problems are preventing the more extensive use of it. In the Port of Koper where sea depth is an issue, the problem is the lower capacity of the railway network. The overall status of port - hinterland connections from the North Adriatic to the hinterland SETA area could be defined as good, but with a lot of space for improvements. All the 4 ports have big investments plans for the development of their internal supra and infrastructure which is a positive signal for the future of the entire area. Problems that would influence the port wishes are outside their jurisdiction being the railway transport network that is managed by the state with its subsidiaries. This have been also analysed within the SETA project activities with concrete suggestions and solutions 2 how to avoid delays and improve infrastructural investments on the port hinterland. Compared to the connections from the North European ports the overall number of porthinterland connections from the North Adriatic ports is still very low. There are some natural barriers like the Alps and the complex land configuration that is creating additional problems when constructing the railway network which drastically influence new train service establishment in the SETA area. Anyway there are still a lot of possibilities that should be exploited in the future years that would increase the creation and development of new intermodal services, making the North Adriatic ports more competitive. 2 SETA project Seta Corrdior development plan wp / 15

15 4 Conclusions From the analysis of the port hinterland connections it could be seen that two ports are more developed compared to the other two. Anyway the port hinterland connections are of vital importance for the global supply chains and the development of efficient logistics services. The SETA ports have a lot of space for the improvement of their connectivity and accessibility in connection with their investment plans. As previously mentioned two ports are already one step ahead, while two ports will have to develop their internal competencies first. An important fact is that the development of railway networks is not in the competence of the ports but the states which could sometimes hinder a fast and efficient development and investment process having a rolling effect on logistic networks. Within the project SETA also this has been evaluated with proper solutions proposed that could help all the involved stakeholders in a more efficient and faster regional development for all the citizens of the South East and Central Europe region. 15 / 15