Best Practice Viacombi

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Intermodal Freight Transport

& Logistics Best Practices


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Content

Promit cases

BOHEMIAKOMBI ......................................................................................................................................................................4

BOXXPRESS Germany ..............................................................................................................................................................7BOXXPRESS Hungary .............................................................................................................................................................10GYOR-GNYU KIKTO ............................................................................................................................................................13KUSTER Transport ..................................................................................................................................................................17MV Kombiterminl................................................................................................................................................................20POLZUG ................................................................................................................................................................................29TRANSFENNICA .....................................................................................................................................................................32ACCIONA ...............................................................................................................................................................................35AGRO HANDEL ......................................................................................................................................................................38AMBROGIO ............................................................................................................................................................................41ATLAS COPCO .......................................................................................................................................................................44BAXTER .................................................................................................................................................................................47BIARD SOMADEM ..................................................................................................................................................................50CONSTRURAIL .......................................................................................................................................................................53

CORMAN ...............................................................................................................................................................................56CORUS ..................................................................................................................................................................................59DECATHLON ..........................................................................................................................................................................62DHL Freight ...........................................................................................................................................................................65EWALS CARGO CARE .............................................................................................................................................................68GRIMALDI ..............................................................................................................................................................................71KOMBISZTAR / PHILIPS ..........................................................................................................................................................74LES RAPIDES BLEUS ..............................................................................................................................................................77MEPAVEX LOGISTICS .............................................................................................................................................................79METRANS ..............................................................................................................................................................................82OKD ......................................................................................................................................................................................85SOUFFLET .............................................................................................................................................................................88TANG FRRES ........................................................................................................................................................................91TRANSFESA...........................................................................................................................................................................94TRANS Italia ..........................................................................................................................................................................68VOLVIC ................................................................................................................................................................................100WHIRLPOOL Europe .............................................................................................................................................................103

Supported by:

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Introduction

This compendiumof intermodal freight transport & logistics best practices has been selected and published by theEuropean Intermodal Association, which is the voice of intermodal transport.

Sources:PROMIT promoting innovative intermodal freight transport; BESTLOG logistic best practices, VIACOMBIthe gateway for transport intermodality, all three projects funded by the European Commission, in addition to anumber of specifically labelled EIA Intermodal Award winners. Neutral Jury: EU Commission, EU Parliament, varioussingle EU transport associations.

New casescan be added at a later stage. Contact EIA or its research partners to find out how your company couldbe included, or the conditions for winning an Intermodal Award.

Sustainable mobility has been at the heart of EIAs EU Transport policy, promotional and communications activities

since its foundation. All transport modes and industries from port to hinterland are welcome,with the aim of developing smart and profitable logistics solutions.

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Bohemiakombi

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BEST PRACTICE IN THE FIELD OF INTERMODAL TRANSPORT

Bohemiakombi

Route

CONTEXT OF THE INTERMODAL TRANSPORT

Operator and routesBohemiakombi is an UIRR member and as intermodal operator is focused on continental intermodal transport. From2005 it gradually developed connection to Kombiverkehr network of intermodal trains in Germany and other countriesin Western Europe. First Bohemiakombi started an operation of a connection from Lovosice in Northern Bohemia toDuisburg. Then, in 2006 second connection from Lovosice to Hamburg Billwerder was establish. Both lines have direct

connections to other Kombiverkehr trains in Duisburg and Hamburg. They are operated 3 times per week in bothdirections and it is planned to increase frequency.

Origin of the projectUp to 2005 in the Czech Republic was developed almost exclusively only intermodal transport to/from maritime ports.In the field of continental intermodal transport, there were no regular trains. Main task was to acquire forwarders andshippers which were equipped with suitable loading units or were willing to invest in it. First connection from Lovosiceto Duisburg has from beginning very low rate of utilisation so there were provided an operational subsidy from Germanside for two years. As the Czech road haulers and shippers are rarely equipped with suitable techniques (swap bodies,semi-trailers, tank-containers) most of customers originated from Western Europe.

Logistics and technical organizationDescription of the logistics actions/transport chain

Lovosice Hamburg BillwerderThe train is operated 3 times per week in both directions. Intermodal train operator is Kombiverkehr, on the Czech sidecapacity of the train is selling by Bohemiakombi. In Lovosice the train is handled in CD terminal which is operated byCD-DUSS Terminal company. In Hamburg it is handled in Billwerder terminal operated by DUSS. Railion Deutschlandprovides its intermodal wagons. Traction on German network provides since 2007 CTL Rail. On the Czech network, thetrain is hauled by CD Cargo. In contrast to Duisburg, there is not permission for Czech haulers to operate their ownterminal cartage to Scandinavia.

Key elementsMain problem from the beginning of the operation was low utilisation of train capacity. It is caused mainly by lacking

of appropriate equipments on the Czech side (special semi-trailers, swap bodies, tank-containers etc.). Currently, themain problem is performance quality on German side. Most of trains departing on the border are delayed.

Involved Actors

Forwarder: various forwarders,

mainly from Germany, Hangartner,

Rinnen, Hoyer

Shipper: chemical industry(Procter&Gamble), hard goods

(Lego)

Operator: Kombiverkehr,

Bohemiakombi

RouteNature of the project

Type of combined transport:rail-roadSector of activity:

intermodal operatorsType of goods:

chemicals, foods, raw material,hard goodsStarting date:

10/2005

Lovosice-Hamburg573 km

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Operation elementsFrequency Lovosice Hamburg: 3 times per week v.v.Timetable: http://www.kombiverkehr.de/web/Deutsch/Startseite/Kundeninformationen/Fahrplan/Fahrplanauskunft/

Distance: Hamburg 573 kmOperation time: Lovosice - Hamburg 12 h (incl. transhipmen tin a terminal)Equipment: tank-containers, semi-trailers, swap bodies

ECONOMIC ASPECTSComparison between intermodal transport and alternative road scenario in terms of:Transport price: terminal terminal (incl. transhipment) 25 % less than road, in some cases (tankcontainers vs. roadtank truck) 50 %.Basic prices for tank-container up to 34 t (in Euro 2007) in turn from Lovosice to Hamburg are euro 629 (empty-loade)and 750 (loaded-loaded).Investment cost: ILU are fully paid by road haulers, shippers or forwarders, wagons are owned and financed by DB.Infrastructure costs (terminal) subsidised from national support programmes (Czech and German).Financial support: Two years (2005-2007) operational subsidy for German section of another leg (Lovosice-Duisburg)trains up to 30 % of operational costs.

Comparison with road scenario and lessons learnt

Main benefits for customers:- better utilization of fleet with smaller number of drivers- avoidance of bans for heavy road vehicles during weekends- exemption from road tax (up to 100 % in the Czech Rep.)- higher max. weight limit for road vehicles (+ 4 t in Germany)- price of road semi-trailer tank vs. tank-container + chassis are approximately the same

Critical issues:- higher initial costs for road haulers in most of cases- lack of suitable ILUs in the Czech Republic- more demanding with regard to organizational issues- reliability of railway transport

- need of suitable terminals- suitable railway infrastructure especially loading gauge is critical for transport of semi-trailers and swap bodies

Contacts:

Operator website:

www.bohemiakombi.cz

www.kombiverkehr.de

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BoxXpress Germany

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BoxXpress.de

Route

Port of Hamburg EUROKOMBI BoxXpress.de Munich,800 km 50 km


Operator and routesJoint Venture of Eurogate Intermodal GmbH, TX-Logistik AG and ERS, European Rail Shuttle BVRegular and independent from Hamburg/Bremerhaven to south- and southwest Germany. Combined traffic toLudwigshafen, Mainz, Munich, Augsburg, Nuremberg und Stuttgart, here from port of Hamburg to Munich.

Origin of the projectThe goal is to take the pressure off the sea terminals and improve customer service. The concept envisages takingdelivery of and collecting containers inland. Best possible transit times will be achieved by an unbroken transportchain. In the Port of Hamburg you will find the EUROKOMBI-Terminal , an efficient rail station for combined cargotransport.

.

LOGISTICS AND TECHNICAL ORGANIZATION

Eurogate, Intermodal GmbH organise the total transport chain from the port of Hamburg via the Eurokombi railwayterminal and inland terminals to consignees in the region of Munich. Port operators are Eurogate, HHLA, NTB andMSC, Eurokombi, DUSS and Wincanton are inland terminal operators, bosXpress.de, Railion, ERS and TX-Logistikcooperate in transport activities. The transport out of the port is operated by Railion(Hafenbahn). The main haulage isperformed by train (BoxXpress.de) and the post haulage by truck (2 axels and container chassis 3 axels). Transportedare containers (also reefer containers which have to be cooled at the terminals. The boxXpress equipment consist of 15locos and 280 90 container railcars.

The Key elementsThe offer is used by 70% as intermodal split. The offer provides data processing support using internet portal to ensuretimely exchanges of information on status data reflection goods locations and movements. Support can be provided

Involved Actors

EUROKOMBI, DUSS; Privateterminal Operators /Wincanton)Port terminaloperator Eurogate,HHLA,NTB, MSCboxXpress, railion for the portshunties, ERS TX-Logistikvarious shippers in im and export,shipping companies, forewardingcompanies,


Combined transport rail-road,unaccompanied combinedtransport, inland repositioning ofmaritime containersGeneral cargo ,automotive,chemical, dangerous goods,furniture , paper pulp, forestierproducts other productsStarting date is June 2000

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concerning vehicle technology, energy supply and storage. The offer fits with logistic transport requirements particularfor long distance transport without break bulkOperation elementsThe train operates five times a week between ports and inland terminals, carrying 92 TEU per train, with 9,5 tons perTEU on average. The total transport volume amounts to 365.000 TEU per year. The advantages are the high frequency,reliability and punctuality, high degree of security

ECONOMIC ASPECTS

Price of terminal-to-terminal main haulage

EUR 450,- per 40 Container

Price of pre-haulage(from shipper to terminal)

Port shuntings are included inthe Terminal-Terminal-Rate

Price of post-haulage(from terminal toconsignee)

EUR 150,- per container inaverage

Transhipment / handlingcosts

EUR 30,- for Handling andagency fee

Other costs / fees EUR 6,- per TEU and dayStorage charges at inlandterminal

No subsidies ar involved in the operation of boxXpress. However there are some support in financing new projects forport shunting.

ENVIRONMENTAL ASPECTSComparison between intermodal transport and alternative road scenario in terms of:Avoided emissions in tons of CO2: 29149

% of avoided emission: 65%

Number of equivalent heavy vehicles avoided:47760Avoided fuel consumption: 10.9 m litres

COMPARISON WITH A ROAD SCENARIOThe cost advantage brings about a modal shift that generates a remarkable reduction of emissions. With the all-roadsolution, the transportations will cause the emission of 44762 tons of CO2 per year, whereas the intermodal solutionscauses emissions for 15612 tons. Such reduction corresponds to taking some 47 thousand trucks off of the road in oneyear.

LESSONS LEARNTMain obstacles encountered are that inland terminal lack of capacities in the meaning of storage space. The efficiency ofthe operation can be improved by higher transport volumes, higher frequencies, wider time windows and higher

number of shippers. Furthermore more tracks should be available for electric locos incl. Terminals to be approached byelectric locos. During the next 10 years the flow of goods will increase and the equipment and technologies involvedwill be optimised.We are interested in opening additional lines in MOE (hungary, Czech and Slovac Republic, Romania and Slovenia.Private competition like boxXpress.de will be very important to raise the modal split of railway traffic. Communicationcampaigns and changes in the regulatory framework: Toll (MAUT) will bring some benefits for the intermodaltransport as well as the high diesel price

Contacts:

Contact name: Lars Hedderich - EUROGATE Intermodal GmbH - Man. Director

Email: [email protected]

Fax: +49 40 7405 2266

Tel: +49 40 7405 2734

Total costs (%)

Total emissions (tons of CO2eq/year)

Total costs (%)

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BoxXpress Hungary

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BoxXpress.hu

Route

Port of Hamburg/Bremerhaven Hamburg-Budapest Budapest area1560 km 35 km


Operator and routesFrom the seaports to the hinterland of Europe: EUROGATE operates a transport network by road and rail. Rail servicesby EUROGATE Intermodalrun from Bremerhaven and Hamburg to Budapest returning via Munich. BoxXpress.hu is ajoint venture between Eurogate, boxpress.de, Tx-Logistik Austria and Floyd Budapest.

Origin of the projectThe goal is to take the pressure off the sea terminals and improve customer service. The concept envisages takingdelivery of and collecting containers.. Best possible transit times will be achieved by an unbroken transport chain. . theproject has been implemented May 2006.


Eurogate, Intermodal GmbH organise the total transport chain from the port of Hamburg via the inland terminals Bilk toconsignees in the region of Munich. Port operators are Eurogate, HHLA, NTB and MSC, Floyd Budapest is the inlandterminal operator, bosXpress.de, and TX-Logistik Austria cooperate in transport activities. The main haulage isperformed by train (BoxXpress.de) and the post haulage by truck (2 axels and container chassis 3 axels). Transportedare containers (also reefer containers which have to be cooled at the terminals.

The Key elements99% are intermodal trips. The offer provides data processing support using internet portal to ensure timely exchanges ofinformation on status data reflection goods locations and movements. Support can be provided concerning vehicletechnology, energy supply and storage. The offer fits with logistic transport requirements particular for long distancetransport without break bulk and achieves a high flow aggregation. Boxpress.hu needs only 27 hours transit time, so itsafes 25% 0f time on the corridor to Budapest.

Involved Actors

Eurogate Intermodal GmbH,boxXpress, TX-logistik Austria,Floyd Budapest

various shippers im- and export viaHamburg/Bremerhaven


Combined transport rail-roadUnaccompanied combinedtransport and inland repositioning

of maritime containers,transported are all containerisedcargo including dangerous goodsbut no waste and no parcels

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Economic aspects

Subsidies are not granted for the operation of BoxXpress.hu.

Price of terminal-to-terminal main haulage

EUR 850,- until EUR 900,- for 1x 40 Container

Price of pre-haulage (fromshipper to terminal)

Shunting in the Ports are incl. Inthe Terminal Rates

Price of post-haulage (fromterminal to consignee)

EUR 260,- in average perContainer

Transhipment / handling

costs

EUR 54,- for two handlings ab

Bilk Kombiterminal in BudapestOther costs / fees EUR 50,- per Container for

storage fees, agency costs andCustoms ops.

Total costs (%)

ENVIRONMENTAL ASPECTSComparison between intermodal transport and alternative road scenario in terms of:Avoided emissions in tons of CO2: 101591

% of avoided emission: 79%

Number of equivalent heavy vehicles avoided:55974Avoided fuel consumption: 38 m l

COMPARISON WITH A ROAD SCENARIOThe cost advantage brings about a modal shift that generates a remarkable reduction of emissions. With the all-roadsolution, the transportations will cause the emission of 128 thousands tons of CO2 per year, whereas the intermodalsolutions causes emissions for less than 27 thousand tons. Such reduction corresponds to taking some 56 thousandtrucks off of the road in one year.

LESSONS LEARNTboxXpress.hu offers a very fast (27 hours) transit time, due to own traction by one electronic loco for the whole route.Own modern 80 railcars are in use. No Loco changes are necessary at the borders. Only the train drives will bechanged on the route. No other train is offering 96 TEUs capacity per departure. Own agency staff is organizing theoperation at the Bilk-Kombiterminal at Budapest. To offer connections for the empty equipment from the overflow areaof Hungary (to much import containers and less export volumes for maritime containers) to the export area of southernGermany (More Export Volume than Import. Demand of empty containers).

Contacts:

Contact name: Lars Hedderich

Company: EUROGATE Intermodal GmbH

Position: Man. Director

Email: [email protected]

Fax: +49 40 7405 2266

Tel: +49 40 7405 2734


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Gyor Gonyu Kikto

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GYR - GNYKIKTZRT.

Route

ROAD:

Nature of the Project

Type of combined transport: in-

land waterway - roadSector of activity: wholesaler,distributor, food industryType of goods: grains: corn,wheat, soyaStarting date: 2000

Actors invo lved

Operator: Gyr - GnyKikt

Shippers: variable eg.: Brazil,Netherland, Germany, Croatia,SpainForwarders: MAHART Cargo,BDSGTakers: merchants - AgrograinZrt., Glencore Kft., UBM Kft.

Context of the intermodal transport

Gyr - GnyKiktKft. was founded in 1992, then it was reorganised into a public limited company in 1993.

In the same year a so called temporary loader (vertical river wall with a length of 40m) has been built, whichworks today as well, and an enbankment for two quay berths was installed suitable for the loading of goodsfalling under the effect of ADN. The RO-RO terminal was built in 1997 with the help of KViM and FVM Phareprograms. It has a vertical river wall with the length of 240m made from ferroconcrete. Initially this area was inprivate ownership, but in 1999 it had been nationalized in order to be a cross-border port. From that time thecompany rents the port (110 hectares), where it deals with the transshipment of bulk goods primarily.The aim of the company is to become pioneer in the develpoment and construction of the National PublicTraffic Harbour, and to do jobs of operation after finishing the construction. To be able to reach thesepurposes, the firm continuously improves its machinery with the most modern equipments. Currently it has 2pieces of Fuchs-360 heavy-duty mobile loader, 1 piece of Komatshu loader, 3 pieces of crop chute, 3 piecesof Bobcat loader. The port can receive and load/unload six barages at the same time. In addition it has aninspection and storage house with a basic area of 516 m2, with possibilities of storage, servicing trucks andstorage of the illegal goods forfeit by the customs.

Origin of the projectThe Gyr - GnyKiktZrt. recognised its unique possibility to join the road with the rail and the in -landwaterway, and it can serve almost the whole Northen Transdanubian region with goods streaming crossthe port. As the rail has not been built yet, currently it can supply this region in a 110 120 km zone with thehelp of road transport. It transports for example to Gyr, Szkesfehrvr, Zalaegerszeg, Bbolna,Szombathely, Veszprm and Ikrny. (But there were examples for longer transport too, for instance corn wasshipped to Chine across the port.)

Route

ROAD:

Nature of the Project

Type of combined transport: in-

land waterway - roadSector of activity: wholesaler,distributor, food industryType of goods: grains: corn,wheat, soyaStarting date: 2000

Actors invo lved

Operator: Gyr - GnyKikt

Shippers: variable eg.: Brazil,Netherland, Germany, Croatia,SpainForwarders: MAHART Cargo,BDSGTakers: merchants - AgrograinZrt., Glencore Kft., UBM Kft.

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Environmental aspects

The in-land waterway transport between Rotterdam and the port of Gyr Gnyhas lots of environmentaladvantages. In road transport there is a huge emission of CO2, while the emission resulted from the traffic ofin-land water is less. If the emission of a barge is as much as that of a truck, then the in-land waterway is amore environmentally-friendly solution, because the capacity of a truck is only about 25 tons, while thecapacity of a ship is about 1000-1600 tons.The Gyr - GnyKiktZrt. plays attention to other environment protecting aspects, though it means extraexpenditures. All of the roads in the port are covered with concrete; there are channels driving theprecipitation, with separators (a kind of filter) at their ends. These are very useful when the goods or oil runout. The fuel of the trucks transporting the consignment is diesel. After the intoduction of the rail into the areaof the port, the traffic of this region can be reduced resulting in a decreased CO2 emission and otherpollutions as well.

Economic aspects

There are many favourable factors of fluvial shipping. The first one is that it is a cheaper solution than the roador rail transport (by 30% and 10% respectively). Other factors are that the rivers are given by the nature, theonly thing to be taken care of is their quality, while in case of roads and railways, goods have to be repairedand reconstruted. The in-land water maintenance is more cheaper than that of the roads, thus the transportcan become less expensive and merchants can offer their products cheaper, which means an advantage forthem in competition. Using barges is better to optimise the spendings of transport, as every single bargeequals to 40-45 trucks.

Logist ic and technical organization

Logistics actions/transport chainThe equipment used for logistics actions ( loading, packaging) are held by the port at 100 %. Every machine isnew and heavy-duty so the staff of the port can work with the maximum rapidity to be more precise with a 150-200 tonnes/hours/machine performance. The pre-haulage is organised by the shippers (eg.: Germany, theNetherlands, Spain, Croatia). The barge arriving from the shippers can be late, but when it is in the port thestaff and machinery of the Gyr GnyKiktZrt. have to unload. Delay of the ships are typical in 20% andit is only 1-2 hours. The quantity of the commodity can change between 500-600 tons and 1500-1600 tons, butit depends naturally on the size of the barges, and the level of the water. When the level of the water is low,less goods can be received, when it is higher, more goods can be transported. ( The water depth is between3-11 meters, so the allowed draught is 2,5 meter.) The post-haulage is organised by the port, if there is ademand for it. In this case trucks are called for unloading and transportation. The capacity of a barge isequivalent of about 40-45 trucks. Then the commodities are transported in an 110-120 km zone, e.g. to Gyr,Bbolna, Veszprm, Szkesfehrvr etc., serving almost the whole Northen Transdanubian region.Main partners are Agrograin Zrt., Glencore Kft., UBM Kft.

Advantages of the intermodal transpor t learnt

The intermodal transport is better than the all-road transport from nearly all aspects. Environmental aspect: Itis a more environmentally-friendly solution, because the emission of CO2 is lower. Economic aspect: itreduces unit cost (1 barge=40-45 truck) and the less expensive infrastructure allows merchants to sell theirproducts cheaper, thus guaranteeing them an advantage in competition. Social aspect: it is more positive,because the traffic of barges is not so noisy than that of the trucks and the waterways are given by the natureopposite to the roads that have to be maintained continuously. Security aspect: it is more secure, as there arenot so many accidents in water than in road. The in-land waterway transport reduces the congestion of roadscaused by road transport.

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Gyr-GnyKiktZrt (E-mail: [email protected] Web: www.portofgyor.hu)Tel.: (36) 96-544-200 Fax: (36) 96-544-204Pintr kos, [email protected] - Szakonyi Frigyes, [email protected]

Lessons learnt

A factor that contributed to the success of Gyr GnyKiktZrt. may be that this is the only port in thisregion dealing with intermodal transport. The nearness of Gyr, one of the most rapidly developing town inHungary, makes the port more significant. The port is eager to satisfy the demand of the towns factories. Inorder to achieve this goal, the port continuously purchases the most modern assets. It takes all theopportunities to obtain all the possible support from the EU and the Hungarian State. Until now the mostimportant investments and developments were financed with the help of their support. Articles about the Gyr-GnyKiktZrt. are published frequently in different newspapers, as the firm lays an important stress upon

marketing. It catches all the possibilities to present its innovations to his partners with frequently organisedreceptions, giving an opportunity to tighten the relationships and make their cooperation more effective.

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Kusters

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BEST PRACTISE IN THE FIELD OF INTERMODAL TRANSPORT

Kusters/Barge operator :Mercurius ScheepvaartContainer transport

ROUTE

ACTORS INVOLVED

Forwarder : -Shipper : MercuriusScheepvaart

Operator : Kusters

NATURE OF THEPROJECT

Type of CT: IWWl/roadSector of activity:Distribution industry,Type of goods: containersStarting dates: 2008 Kusters

ROUTE

LOGISTICS AND TECHNICAL ORGANISATION

OPERATION ELEMENTS


Operators and routesKusters Transport has been founded in 1963, primarilly for transport of sand and limestone. In the late 1970s and early 1980s thecompany started focussing on container transport. In 1999 he company moved to a new premise in Lanaken, close to the AlbertCanal. Currently, Kusters transports containers for several container shipping companies from the port of Antwerp to the RuhrArea in Germany via their site in Lanakan.

Currently some 70 containers per day are transported by truck from various terminals in the port of Antwerp to the site of Kustersin Lanaken, from where they are further transported to the Ruhr area in Germany. All transports are performed with own trucksand chassis. In order to increase the productivity of the equipment and in order to avoid increasing road congestion during the haul

between Lanaken and Antwerp and in and around the port area, Kusters is looking for alternative transport solutions and to shiftthese flows from road to barge.Origin of the project2008: this project is a pilot which will start within the next months. Nevertheless it is a nice example of how innovative thinkingcan bring a about a modal shift on routes that are not self-evident.


Frequency: 7 days a week

Timetable:

Distance: 125 km (125 km by road)Operation time:Reliability on delivery time: -

Equipment: cranes,1 reachstaker

Description of transport chainCurrently some 70 containers are transported every day between Antwerp andLanaken. This equals some 18000 roundtrips per year. The container barge has acapacity of 72 containers when loading three high (current limitations of the Canal).This equals a yearly capacity of some 10,000 containers, or about 55% of the currentflows.The container barge can load/unload 20 containers per hour and can liftcontainers up to 30 ton over a distance of 15 m or 22 ton over a distance of 20 m.

Key elements- The road hauls will be performed by Kusters with its own fleet of trucks andchassis.- Heavily congested roads affected: in and around the port and between Lanaken andAntwerp during peak hours

- % empty return trips: various- Flexibile hours: the barge can load/unload during the evening and navigate duringthe night. The containers only have to be present along the Canal at a certain time inthe afternoon/evening or will be present along the Canal in the morning (for importcontainers).

Port of Antwerp - Lanaken125 km

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ECONOMIC ASPECTS

Total medium cost estimation(road transport base 100)

ENVIRONMENTAL ASPECTS

CO2emissions (tCO2eq/year)*

* data calculated from ADEMEs carbon balance methodology for transportbetween the warehouse and the final destination (inland transports included) from January 2006 to December 2006.

KEY DATA

The price per ILU may not be higher than the transport costsof the road alternative. Provisional calculations haverevealed that the intermodal transport of 20 containers hasthe highest feasibility. For 40 containers, road transport stilloffers a cost advantage. For the time being, the best optiontherefore is to transport the 20 ctrs by barge and the 40 ctrs

by road between Antwerp and Lanaken. Financial support can be obtained

n.a.

KEY DATA

Emissions avoided in tons of CO2:1,745 % of emissions avoided:51 % Number of equivalent heavy vehicles

avoided:9,993 Fuel consumption avoided:656 k l

ADVANTAGES OF THE INTERMODAL SOLUTIONEnvironmental aspectsReduction of the effects of road congestion and therefore obtaining a better productivity rate of the equipmentMore equipment can be used for the road transports between Lanaken and Germany, which means a large capacity increase on thisroute.

LESSONS LEARNTAccording to the operator:One problem is that the site of Kusters is located at a distance of some 3 km from the Albert Canal. Therefore, they do not havedirect access to the inland waterway. Nevertheless, Kusters is prepared to cooperate in a pilot project which will start during thenext months. In this project, containers will be collected at the deepsea terminals and transported to Lanakan by a container bargewith its own crane to load / unload containers. This barge has the advantage that no loading/unloading equipment is needed atLanaken. The containers will be transported by a shuttle service to the site of Kusters at only 3 km distance from the Canal.

This is a pilot project. The success of this pilot will largely influence the future use of this model. Other parties are interested incase the pilot turns out to be successful and cost-efficient.

Contacts @ WebsitesKusters Transport Bvba: 0032 (0)89/71 48 50 Kusters : www.kusters-transport.be

Mercurius Sheepvaart : www.mercuriusgroup.nle-mail : [email protected]

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MV Kombiterminl

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BEST PRACTICE OF INTERMODAL TRANSPORT

MV Kombiterminl Ltd.

Historical summaryThe firm was founded on the 15th November 1996 in Budapest by MV Ltd. The Ltd. wasstarted by 100% Hungarian ownership. Later the Ltd. became the part of the privatized MVCargo. The association started the operation with three terminals. Five terminals operatetoday: in Szombathely , in Szeged, in Szolnok,in Pcs and in Kiskundorozsma, which is thelarggest Ro-La terminal in Europe.The CEO of the company is Gyula Kiss, who operates the terminals from Budapest, from theHeadquarters. Nowadays the Ltd. has many interests in other organizations.

Kombisztr BILK

Kombiterminl Kelenfld Kontner Dep T.S.M. MV Raktr Hungria Intermodal MTMG Logisztikai Zrt. Globllog(Praelog)

NATURE OF THE PROJECT:The role of the organization is road haulier and inland terminal operator.

ACTORS INVOLVED:Shipper: Hungarokombi ,ICF ,Hungary Intermodal, Rabelog, Masped, Mogyi Ltd.Inland terminal operator: Bilk, Kombiterminal, Kombisztr, MahartPort terminal operator: MahartRailway company: MV, MVCargo,GyESEVCombined transport operator rail-road: Hungarokomb ,ICF, Hungary Intermod.

M V Kombiterminl Kft.

Hungarian Railways

Combitermial Ltd.

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The company uses both of following specific modes:- Accompanied combined transport (Rolling highway) Ro-La- Inland repositioning of maritime containers

TYPICAL ROADS:

The north wayFrom the ports of North-Germany to HungaryTransportation with boxcars

The south wayKoper, (Slovenian port) to Hungary

Start Finish CustomerKoper-Szolnok SamsungKoper-Szeged Mogyi Ltd.

Koper-Szombathely Flextronics

BP road

Kiskundorozsma- Wels

LOGISTICS AND TECHNICAL ORGANISATIONTERMINALS PARAMETERS

SzombathelyArea, trucks:

area: 24 240 m2 3 tracks with crane (230 m)

1 loading/unloading track (275 m)Tools:

1 electric bock-crane (2 t, 24 m) 1 fork lift truck [20' - 40'

spreaders, Hyster 12,5 t] 1 self-loading truck [Klaus 40'] 1 truck [20'] 8 connection places for reefer

containers

SzegedArea, trucks:

area: 5 680 m22 loading/unloading track with crane (200m)1 loading/unloading track (320 m)

Tools:

1 electric bock-crane [33/16 t; 20 m]1 fork lift truck [Hyster 12,5 t]1 self-loading truck [Klaus 20']2 truck outfit [40']1 semi-trailer [40']

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Pcs

Area, tracks:

area: 16 714 m22 tracks with crane (230 m)1 loading/unloading track (256 m)

Tools:

1 electric bock-crane [40/12,5 t, 20 m)1 fork lift truck [Hyster 13,5 t]1 self-loading truck [Klaus 20']

Szolnok

Area, trucks:

area: 5 050 m23 loading/unloading track (280 m)

Tools:

1 container loader [Belotti 41 t]1 fork lift truck [Hyster 12,5 t]

Type of ILUs:

Swap bodies Semi trailers Containers

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Transported Goods

General (palletized) cargo Automotive Chemical Furniture Dangerous Goods

The total transport volume which is managed by the company uses 100% of intermodaltransport solutions.

ALTERNATIVE ALL-ROAD SOLUTION

Route: from a free-port, in Inland to whereverDistance: the radius of the port to 200-300 km, it is more competitive than the railwayMain competitiveness factors:

Higher load factor in the round-trip High volume/flow aggregation Fits with transport/logistic requirements of specific goods Long distance transport without break-bulk Transport lead-time Reliability and timeliness High frequency Higher security than in road transport Low sensibility to the oil price fluctuations Pre/post haulage supply Short pre/post haulage distance

TECHNICAL ASPECTS

Specifities of terminals and routesKiskundorozsma-Wels (Austria)

Services: loading, unloading and transshipment of containers

loading and unloading of swap bodies placing the loaded and empty containers in the depot handling of reefer containers road transport to and from the terminal investigation, repair and cleaning of containers uninterrupted security guard service parking

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Area, tracks:

area: 24 240 m23 tracks with crane (230 m)1 loading/unloading track (275m)

Tools:

1 electric bock-crane (2 t, 24 m)1 fork lift truck [20' - 40'spreaders, Hyster 12,5 t]1 self-loading truck [Klaus 40']1 truck [20']8 connection places for reefercontainers

Subsidy from the HungarianState (Operationnal support)900mFtDevelopment assistance

33000 trailer, trucks( Turkish,Rumanian, Greek andBulgarian) are transact by theterminal.3 pairs train(6 pieces of trains)start pro day,,,/ dayThe MVKombi doesnt delay, the MVs trains can delay. Example for damages: Lastyear the Ltd. does not have any damage, but if we meet any type of damage that is tenth.

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ADVANTAGES OF INTERMODAL TRANSPORT

Environmentally and without tax transportation Pass-free passage Starting, boarder-crossing, arriving by timetable Methodical, quick, calculable transport The truck drivers could travel along with trucks

Passages salesmanship

At the set crossing points:

Nagylak rtnd Gyula Rszke Tompa

At the Ro-La terminal(Kiskundorozsma)

Directions of the trains

Kiskundorozsma- Wels v.vDestination: Kiskundorozsma-Ferencvros-Hegyeshalom to AustriaMethod :4-5 train pairs pro dayTime:8-9 Hours on MV distanceOperator: HungarokombiTel: + 36 1 224-0570Fax:+ 36 1 224-0575E-mail: [email protected]

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Kiskundorozsma-Ljubljana v.v (Slovenia)Destination: Kiskundorozsma-Ferencvros-Murakeresztr-to Croatia, SloveniaMethod: every second day one trainTime: 8-10 hoursOperator: HugarokombiTel: + 36 1 224-0570Fax :+ 36 1 224-0575

E-mail: [email protected]

Nagyvrad-Wels v.vDestination: from Romania Biharkeresztes-Ferencvros-Hegyeshalom to AustriaMethod: 3 pairs train pro weekTime: 9 hoursE-mail: [email protected]

Tel:+43 1 33156-0Fax:+43 1 33156-300Operator: kombi

Arad-Wels v.vDestination: from Romania Lkshza-Ferenvros-Hegyeshalom to AustriaMethod :5 pairs train pro weekOperator: kombiE-mail: [email protected]: +43 1 33156-0Fax: :+43 1 33156-300Time:9 hours

Economic aspect

Effects of the company budget Additional investment costs for transshipment. Increase/decrease of storage areas Additional management/operational costs Additional investment costs for new loading units

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LESSONS LEARNT

Success factors: Cost effectiveness Agility

Additional actions: Communication campaigns Training Change in the regulatory framework Feasibility studies Operational and development support

Increasing factors: Higher transported volume Higher frequencies

Introduction of innovative equipment Higher competition between services Higher number of shippers

The future: Increase in the flow of goods Diversification in the types of flows Diversification of the shippers Optimizations

The company is working on a new terminal in Krts (Railport Arad). The route will be theKoper-Krts relationship.

Contacts:

MV Kombiterminl Ltd:

E-mail:[email protected]

Web: www.mavkombi.huTel: (36) 1 334 1174

Fax: (36) 1 303 6687

Kiss Gyula, Mv Kombiterminl,

vezrigazgat

E-mail.: [email protected]

Mszros Lszl, rtkestsi vezet

E-mail.: [email protected]

More informations:Co-operation:

Hungria Intermodal Kft.

Web.: www.intermodal.huHomepages of the partners:Bilk Kombiterminl Rt.

Web: www.bilkkombi.hu

Globllog (Praelog) Kft.

Web: www.praelog.hu

Mv Raktr Kft.


Kombisztr Kft.


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Polzug

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Polzug

Involved Actors

Various shippers im- and export,Road haulier as subcontractor inPoland, polzug Gmbh as terminal

operator,PkP and DB,Polzug Gmbh as combined rail-roadoperator

Route

Nature of the project

Rail-road intermodal transport,uncompanied combined transport,inland repositioning of maritime

containersTransport of consumer goods,foodstuff, pre-productsautomotive parts, chemicalswithout specific treatment

Route

Port of Hamburg port terminal terminal in Warsaw Consignees around Warsaw800 km 10 100km


Operator and routesCombined rail/road transport from Hamburg, Bremerhaven und Rotterdam to destinations in Poland, Ukraine,Lithuania, Latvia, Russia etc. .Regularly served terminals are in Poland: Gadki/ Poznan, Gdansk, Gliwice,Slawkow/Katowice, Lodz and Pruszkow/ Warsaw and in Ukraine: Kiev.

On carriage by road and rail in Poland. The terminals also forward cargo to Belarus, Ukraine and to the other BalticStates.

Origin of the projectContainer flows to Poland, border crossing difficulties, berth and storage capacities in the port terminals, transport timeof feeder traffic have been the main difficulties. At the beginning there was only one block train, that connectedHamburg and Warsaw in a "shuttle service" system on a weekly basis. Today, the logistics system of POLZUGIntermodal GmbH sets standards for a professional service in the combined container transport between Germanseaports and many destinations in Eastern Europe and Central Asia. Before and shortly after the fall of the Iron Curtain,the company was resolutely developing its activities, and today is recognised as market leader in the tough internationaltransport sector.


Description of the logistics actions/transport chainPolzug GmbH organises the transport of container out of the port of Hamburg via their own terminals to consigneesaround Warsaw. Transported are 20 and 40 containers most probably owned by shipping lines. Polzug performs100% intermodal transport. terminals with customs clearance and other depot services in Poland. Also the possibility ofinland storage of container, waiting for an export opportunity is a competition factor.

Key elementsMain competitive factors of their operation are a high load factor per round trip, high volume flow aggregation,reliability and punctuality for large volumes and short pre/post haulage distances. A particular advantage is the storageof container near to the container at inland

Operation elements:

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Transfennica

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Transfennica

Route

Hinterland to Bilbao Bilbao to Zeebrugge Zeebrugge to hinterland250 km 1400 km 200 km

Logistic and technical organization

Logistics actions/transport chainFruit Company A is a fruit producer in Morocco. They export fruit on pallets, and one of the destinations isMercabarna in Barcelona. Two deliveries a week are made and each delivery consists of four 45 pallet widereefer containers weighing approximately 25 tonnes. An average of 400 containers per year are sent. Thecontainers belong to Acciona Transmediterrnea. The operation time consists of 1 day for transport to

Casablanca, 1 day transport per ship and then 1 day transport to Barcelona. Reliability is high with over 70%of deliveries arriving with a delay of less than 1 hour A delay of 24 hours would be the maximum allowed forthese type of goods.

The shipping service described is an initial trial by Acciona Rail Services that lasted until 31 May 2008.Following the success of the trial, Acciona Transmediterranea is planning on starting the service again.

RouteNature of the Project

Port of Bilbao-Zeebrugge, ro-ro

service linking the IberianPeninsula and the area of theBenelux Countries, Germany andNorthern FranceType of goods: Palletized goodsStarting date: June 2007

Actors invo lved

Shipper: Unknown

Forwarder: Road haulagecompany AOperator: Transfennica


Operator and routes

Transfennica operate the service running from Zeebrugge to Bilbao on 26th September. Every Monday,Wednesday and Friday there is a sailing from both ports. The transit time between both ports is only 38 hours.The vessels, mv Friedrich Russ and mv Elisabeth Russ, take up to 190 trailers as well as some containers.

A number of leading Spanish transport companies have decided to ship a large part of their North-European

freight through the Bilbao-Zeebrugge route of Transfennica.

They follow the example of companies like Bridgestone, LKW Walter, Ewals Cargo Care and Heitrans. Thisdevelopment is seen as a big breakthrough in the Spanish market. Also the well known Grupo TT and ChinS.A. have decided to use the services of Transfennica. On a yearly basis 140,000 tonnes of cargo is shiftedfrom road to shortsea.

Logistic and technical organization

The operation is principally conditioned by the infrastructures in the port of Bilbao that currently consist of aspecial portainer and double lane Ro-Ro ramps. The port also has a parking space for 366 lorries, a directaccess to the port from the principal motorways and a railway connection. At the port of Bilbao the loading and

unloading ramp is being adapted. The ramp is also being broadened to allow faster loading and unloading.

Road haulage company A ships on average ten 40 containers on each of the 3 weekly shippings. These allcontain paletized goods and do not require any special handling. The average load in a container is 12 tonnes.The operation time is composed of a half day from pick up to port, 38 hours shipping and then most drop-offpoints for this company lie within a half days journey of Zeebrugge. The shipping company places its owncontainers at disposal (20ft & 40ft palletwide and palletwide high cube) and it also offers opportunities for theshipment of trailers and shippers owned containers.

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In this best practice, ten 40containers are sent 3 times a week from Bilbao to Zeebrugee. This avoids thetransport emissions caused by roughly 1500 trucks per year making the journey of 1200km (Bilbao Paris -Zeebrugge). There are also some areas of congestion along this route. When road transport is used, roughly30% of return trips are empty whereas with shipping transport nearly 90% of returns are taken advantage of.

Lessons learnt

This project has been very succesfull. An additional investment of 950,000 is now being made in Bilbao Portwhich will make it possible to load and unload trailers and other heavy means of transport, as well asmachines, up to no less than 250 tonnes. The work started in September and will be completed in Decemberof this year.

In the future, Transfennica intends to increase the service to 6 departures per week. It can be seen that agood reliable integral service can provide a competitive alternative to road transport.

Economic aspects

Road Haulage Company A estimates that the shipping via the ro-ro service is 15% cheaper per ILU than thealternative route by road. The change from the all road route to the route with shipping involved no investmentcosts on behalf of Road Haulage Company A. The shipments sent with Transfennica account forapproximately 40% of the total transport volume moved by the Road Haulage Company A. They use no otherintermodal services where road transport is an alternative. No financial support is provided by either local ornational governments in Spain. The initiative has requested an EC grant of 6,800,000 euros under the MarcoPolo support scheme.

Advantages of the intermodal solut ion

- High volume/flow aggregation- Reliability and punctuality (practically all shipments arrive within 6 hours of scheduled time)- Environmentally friendly- Higher load factor in the round-trip

- Fits with transport/logistic requirements of specific goods- Real-time localisation of the containers- Fixed departure and transit times (reserved spaces on rail and ferry connections)

Quote from customer; By using Transfennica service the productivity of our trucks grows, because they canstay in Spain. We also have problems with the driving time, fuel prices, permits, taxes, traffic jams and tollprices in France. Besides these savings and advantages the use of Transfenica service is also better for theenvironment.

KEY DATA

Emissions avoided in tons of CO2:464

% of emissions avoided:13% Number of equivalent heavy vehicles

avoided: 1500 Fuel consumption avoided:174k l

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Acciona

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Acciona Rail Services

Route

Moulouya toCasablanca

Casablanca Port toAlgeciras

Algeciras toBarcelona

Barcelona tomarket

270 km 380 km 950 km 10 km

RouteNature of the Project

Road transport to Port of

Casablanca, shipping from Portof Casablanca to Algeciras, traintransport from Algeciras toBarcelona, road transport from tofinal customer.Type of goods: Palletized fruitStarting date: 11 December 2004

Actors involved

Shipper: Fruit Company

Operator: Acciona Rail Services

Logist ic and technical organization

Logist ics actions/transport chainFruit Company A is a fruit producer in Morocco. They export fruit on pallets, and one of the destinations isMercabarna in Barcelona. Two deliveries a week are made and each delivery consists of four 45 pallet widereefer containers weighing approximately 25 tonnes. An average of 400 containers per year are sent. Thecontainers belong to Acciona Transmediterrnea. The operation time consists of 1 day for transport toCasablanca, 1 day transport per ship and then 1 day transport to Barcelona. Reliability is high with over 70%of deliveries arriving with a delay of less than 1 hour A delay of 24 hours would be the maximum allowed forthese type of goods.

The shipping service described is an initial trial by Acciona Rail Services that lasted until 31 May 2008.Following the success of the trial, Acciona Transmediterranea is planning on starting the service again.


Operator and routes

Acciona Rail Services has a regular service between the ports of Algeciras and Barcelona. This rail servicecollects containers with perishable goods from Morocco and cisterns with chemical products (dangerousgoods) from the Campo de Gibraltar zone (Algeciras). Therefore, part of the maritime cabotage cargo passesover to rail, thus taking advantage of being able to move smaller loads more regularly, and also some loadsare transferred from road to rail.

Acciona Rail Services has undertaken to use 15 of the 21 wagons that make up each train to transport loadsthat originated in Morocco.

The company uses multiuse containers for this service. These are temperature controlled units for theperishable goods in the south-north direction and conventional containers for the return journey in the north-south direction carrying scrap, water and other non-refrigerated products.

The service started in December 2007 and has one train per day in each direction. The time taken to cover the1.250km is similar to that by road (the journey by road is 1.130 km, of which 1.100 km are 4-lane motorways).

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CONTACT:Website: http://www.acciona-railservices.com/

Acciona Rail Services, S.A

Avda. Suiza 18-20, 28820 Coslada (Madrid)

Tel.91 722 78 24 Fax:91 670 82 14

Email:[email protected]

Advantages of the intermodal solut ion

Using a shipping by train concept, this intermodal solution has the advantage of being:

- Door-to-door transport via efficient ports- Cheaper than road haulage- Reliability and punctuality- Environmentally friendly

- Higher load factor in the round-trip- Fits with transport/logistic requirements of specific goods


In this best practice, eight 45 reefer containers a week are sent by train from Algeciras to Barcelona. Thisavoids the transport emissions caused by roughly 400 trucks per year making the journey of 1100km(Algeciras Madrid Barcelona). When road transport is used, roughly 50% of return trips are empty whereaswith rail transport nearly 90% of returns are taken advantage of.

Lessons learnt

ACCIONA Rail Services, is the first private rail company to operate in Spain. It is the first intermodal land, seaand rail route between Morocco and Europe. It could thus be deduced that the privatisation of the rail servicesin Spain increases the opportunities for intermodal transport.

This service proved beneficial to Fruit Company from a purely logistical point of view as well as from anenvironmental point of view. In fact the logistical advantages are what prompted them to use this solution.

Fruit Company are examining if similar services are available in Italy.

Economic aspects

Fruit Company did not wish to reveal any pricing arrangements it had in place before adopting the service orprices of the current service. The change from the all road route to the route with shipping involved noinvestment costs on behalf of Fruit Company. The shipments sent with Acciona Rails Services accounted forapproximately 10% of the total transport volume moved by the Fruit Company. They use no other intermodalservices where road transport is an alternative. No financial support is provided by either local or nationalgovernments in Spain nor Morocco.

KEY DATA

Emissions avoided in tons of CO2:304

% of emissions avoided:31%

Number of equivalent heavyvehicles avoided: 400 Fuel consumption avoided:114k l

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AgroHandel

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Agro Handel

RouteNature of the ProjectType of combined transport:road - in-land waterway road

Sector of activi ty: production,storage, loading /unloadingships, barges, trains, trucksType of goods:agriculturalproductsStarting date:2003. (silo of AgroHandel Hungaria Kft.)

Actors invo lved

Port terminal operator:BajaiOrszgos Kzforgalm Kikt/OKK/

(Baja Public Port)Shipper: all firms deliveringagricultural products concerned toBaja OKKOperator of BP: Agro HandelHungaria Kft. (limited liabilitycompany)


Baja is located on the left bank of the Danube in southern Hungary, some 30 km from the border triangle between Hungary, Serbia-Montenegro, and Croatia. The nearest border crossing points for trucks into Serbia- Montenegro and Croatia are to be foundapproximately 50 km from Baja. The proximity of the Danube and the towns geographical location have played an important role in its

development. Baja is the main traffic junction not only of southern Hungary, but also of the region. The Town Council welcomes allpotential investors, evaluating each project on its individual metrics. As the southern Water-gateway to the EU, generous subsidies andallowances are offered, based on the expected impact of the investment on the region and on Bajas economic and social development.An industrial park in the eastern part of Baja, with all the infrastructure, is ready for investors. These 41 hectares are expected to provide alocation for 40 new enterprises and provide employment for more than 1000 people within the next two years. The p lanned investment of2,5 million euro is hoped to generate 56 million euro additional income of which 8% from export.Baja Public Port is the second most important Hungarian port of the Danube-Main-Rhine waterway system. It has a direct waterway link tothe North and Black sea as well. Baja has a centuries-old tradition of shipping and port operation. It played a distinguished role as a transitstation in the trade directed at the Far-East. The completion of the Danube-Main Channel resulted in intensified traffic from the South tothe North, with ships under German, Belgian and Dutch flags.In 1992 the Government declared Baja Port a Public Port. This means that from that date onwards the State has guaranteed the operationof the port. In 1999 a company was founded to operate the OKK on an area extending over 21 hectares. Its main task ever since hasbeen to ensure the best possible standard of service according to international and national norms. As Baja is located in the middle of themost transport junction of Southern Hungary, it is in the best position to become the main logistics centre of the region.

Origin of the project

A new company called Agro Handel Hungaria Kft. dealing with agricultural industry settled down in this port. Its main activity is production,warehousing, loading / uploading and transportation of agricultural merchandise. When the firm balanced measured its expendituresdecided to optimize its activity and found that deployment and use of own cereal storage silos would be more efficient than paying for it toanother supplier thus in 2003 the new silos and loading equipment were put into operation. Since then renting them have not meantadditional costs, moreover the company has been able to render this service to other partners and thus make extra income. Agro HandelHungaria Kft. provides additional services with this operation like organisation of transportation, quality inspection, custom clearanceservices, plant and animal health control.Naturally special processes were set up to implement the adopted solution like test period (test of equipment), special tariff for thebeginning period as special introductory price, reorganisation of the logistic chain, harsh marketing reform.

Logisti c and technical organization

Logistics actions/transport chain

From the technical point of view i t was crucial that the company settled from Germany meaning the best quality and modern technologyand thereby operating with the best efficiency. In the port buildings and all the equipment are in the corporations property but theterritories and quay walls are state-owned. This means that they continually operate under control, must report the turnover regularly andare subjected to have checks concerning its turnover increase. There is fully/holistic proprietary responsibility regarded to eachstakeholder in this corporation. All materials and equipment (cranes, container handling cranes, product loading equipment, scales, semitrailers, big-bag etc) are owned by the corporation and they take all the financial and other risks as well. With their terminals outstandingcapacity is suitable to handle cereals (e.g. barley, wheat, maize etc.) and oil seeds (e.g. rapeseeds, sunflower etc.) as well.The technology itself consists of the reception hall, technological tower, four silos (2500 t each) and a ship loading bridge. In the receptionhall every kind of road vehicles can be emptied from the little pulleys to the big high lifting kippers even under the most extreme weatherconditions. As it is equipped with a high capacity sucking system no dangerous dust emission is allowed. Enormous elevators, floating(ship loading) scale, sucking system centre, control room can be found in the technological tower. With the help of the wide loading bandand the automatically controlled loading pipe all kinds of Danube ships can be loaded at every water level with high speed. Two roadscales (full and empty) help to maintain a fast daily overturn. The whole technology is PC controlled so they are able to serve immediateand sharp data to their potential partners.In their lab every kind of fast tests can be made according to their partner's protocols or contracts. Their storing and loading technologymeets the highest environmental requirements.

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CONTACT:Laszlo Nagy Baja Public Port Managing DirectorTel.: + 36 79 442-502

Timea Bakos Baja Public Port, Head Clerk, International Contact PersonTel.: +36 (30) 474-8675Email: [email protected]: www.portofbaja.hu

Lessons learnt

Success factors attributed to the concerned operation are decrease of cost unit, development of servicequality and rise in quantity, attainment of new markets, widening the clientele. Additional actions helped thesuccess of course like communication campaigns, feasibility studies, change in the regulatory framework andnon-financial support by the public.As Agro Handel Hungaria Kft. settled from Germany the main obstacle encountered to the practice was thelack of information and knowledge of environmental and other regulations. The lack of knowledge of the local

customs and relations also derives from this fact resulting difficulty thus disadvantage and the need of externalhelp. Another obstacle was the delayed support causing deferred implementation.Question of buy/rent: Because all the territories are state owned, there is no possibility to buy them. Like inevery Hungarian port you can only rent the development territories for long term. It depends on specialagreement but mostly you can rent them for 10-50 years and in addition you get an optional right for fartherrent.Factors supposed that would increase the efficiency of the operation are higher transported volume, higherfrequencies, wider mix of goods transported, higher number of shippers, higher competition between servicesand introduction of innovative equipment.It is well known that waterway transport is the most cost-effective way of moving goods. The strongly EUsupported intermodal transport is gaining more and more ground. In 2000 the Flemich Waterwegen enZeekanaal NV and the Hungarian Baja Public Port signed a cooperation agreement for know-how transfer andinformation exchange with the final purpose of promoting waterway and intermodal transport between the two

countries. They trust that their present and future clients will be the ultimate beneficiaries of this cooperationby providing them with a complex and all-round professional service, up-to-date and detailed database and aninternational network of expertise.

Economic aspects

Financing of the project was completed with national and regional /local support. National support derivedfrom the Szechenyi Plan program and they obtained special Environmental Support as well. The gainedsupports nature meant tax relief and grants to investment.As it was mentioned above the State has guaranteed the operation of the port. The declared aim of BajaPublic Port has been to manage the assets entrusted to it by the State in the most profitable way and tobecome a moving force in the development of not only the town, but also of the whole region.

Tariffs of the services depend on the transported quantity but there is a minimum amount below whichshipping business can not be transacted. Quotation is affected by the seasonal nature of agricultural industryas well but the seasonal loading price is between 450 and 650 HUF +V.A.D.The expectation of the concerned examples evolution within the next 5-10 years is like increase in the flow ofgoods, diversification in types of flows and diversification of shippers.


Baja Public Port and Agro Handel Hungaria Kft. took into particular consideration the concerned environmentalaspects from the beginning of the project and separated financial resources for them. Harsh noise, dust andwater pollution acts and rules regulate the operation. This claims a closed system with special filters, noisescreens etc environmental equipment.

It is also relevant that whit this environmental conscious operation the cooperation gets benefits to its imagemeaning more contracts with new partners and expanding market at both of national and international level.

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Ambrogio

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Name of the operator: Ambrogio Spa

Route


Operator and routesAmbrogio is one of the biggest private rail-road operators. Its brand Ambrogio Intermodal Only represents

the priority given by the company to the use of intermodal. Ambrogio owns two private terminals in Italy(Gallarate and Candiolo) and runs several other terminals in Belgium, Germany and Spain. Ambrogiorepresents maybe the only Italian company integrating the functions of rail-road operator, forwarder and roadhaulier, managing and offering door-to-door services through the use of rail-road combined transport. Maincustomers of Gallarate-Muizen services are big logistic operators and shippers, among which ExxonMobil(advanced technology in fuels, lubricants and services), Polimeri (plastic raw material), Reno de Medici(manufacturer of cardboard produced using recycled raw materials), Number One Logistics (Barilla Group).

Origin of the projectAt the date the service was started (1985) the international road haulage was undergoing growing costs and

problems, especially as concerned the drivers costs. The first input for an intermodal service came from

hauliers (shippers did not seem to concern much about such problems), but also from railway operators, thathad to deal with the first container that arrived from Usa by sea.


Description of the logistics actions/transport chainAmbrogio provides the road haulage in the Gallarate (Milan) catchment area, with a maximum distance of150 km form its own rail-road inland terminal in Gallarate. Ambrogio provides the combined transportservice from Gallarate to its Muizen (Mechelen) terminal in Belgium: the rail operator is BLS Cargo AG.The service is operated through Italy, Switzerland, Germany and Belgium. Therefore the route is along theeastern river of the Rhine, because it is preferred to use the German railways rather than the French ones.

The infrastructure managers are RFI (Italy), SBB/BLS (Switzerland), DB (Germany), InfraBel (Belgium).The post-haulage is provided by Ambrogio as well.

Involved Actors

Forwarder: Ambrogio

Shipper: Various

Operator: Various


Type of combined transport:

Rail-road

Sector of activity:

Various

Type of goods:

General cargo and

chemicalsStarting date: 1985

Gallarate-Muizen1100 km

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Operation elementsFrequency: 8 trains per weekTimetable: n.a.Distance: 1300 km (1100 km by rail)Operation time: A-CEquipment: The shuttle is composed by 17 flat wagons (owned and leased) carrying 34 swapbodies, all owned by Ambrogio and marked with its logo.

Reliability on time delivery: 100%

ECONOMIC ASPECTSComparison between intermodal transport and alternative road scenario in terms of:Transport price: The railway solution costs about1100/1200 /ILU, whereas the road solution costs1400/1500 /ILU.Support: the project has been receiving a supportfrom CH, amounting to about 60-70 /ILU: it isgranted to intermodal trains operators as an

incentive to modal shift.

ENVIRONMENTAL ASPECTSComparison between intermodal transport and alternative road scenario in terms of:Avoided emissions in tons of CO2: 6162% of avoided emission: 30%No. of equivalent heavy vehicles avoided: 12,998Avoided fuel consumption: 2.3 million litres

COMPARISON WITH A ROAD SCENARIOThe all-road solution would imply a number of tkm per year equal to 351.3 million. They wouldresult in 20277 tons of CO2. The train carries 34 ILUs per train, equal to 272 ILUs per week, witha loading factor of more than 92%. The service is preferred mainly because of best punctuality ratewith a high degree of flexibility, with a cost saving of 25%.

LESSONS LEARNTThe service is particularly successful (LF > 92%); a new, related connection is foreseen when thetariffs for Eurotunnel will be lowered by the English and French managers from Muizen to UK,which at the moment is carried out by SSS.

Contacts @ WebsitesSilvana Picconi, Ambrogio SpA,Via Tognasca, 5, I-21013 Gallarate (VA)

Email : [email protected]

Ambrogio : www.ambrogio.it

Total costs (%)


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AtlasCopco

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Atlas Copco Airpower

Route


Operator and routesAtlas Copco Airpower is located in Wilrijk, near to Antwerp (B). The company assembles high-value products for themachine and aviation industry. These products are distributed worldwide.

Origin of the projectAbout 50% of the total outbound flows are transported overseas from the port of Antwerp and occasionally from theport of Rotterdam. Until half 2003, all transports to and from the ports were organised by truck. After delivery of a fullcontainer at the export terminal, an empty container was picked up elsewhere in the port area and was made available atthe production site in Wilrijk for a next load. Increasing road congestion, however, has reduced the reliability of thisset-up. As a result, Atlas Copco started examining alternative solutions for its transports to and from the ports.Moreover, the upcoming maintenance works on the motorways around Antwerp were expected to provoke long trafficjams around the port during several months. At the same time, the inland terminal in Willebroek (TCT), which was atthat time mostly dealing with import containers and thus was confronted with a large imbalance, was looking to attractadditional export volumes to its inland terminal in order to balance the container flows. Moreover, a lot of emptycontainers from several container shipping companies were stored on the inland terminal. Hence, in order to reduce theproblems of road congestion, Atlas Copco started cooperating with TCT Willebroek. From half 2003 onwards, most ofthe transport flows between the ports and Atlas Copco were organised by barge. The haul between the inland terminaland the site in Wilrijk was and still is organised by truck. The empty containers are no longer picked up in the port area.Instead, import containers which have been returned to TCT after stripping are cleaned and made available at AtlasCopco.


Description of the logistics actions/transport chainIn general, all export containers to the ports of Antwerp and Rotterdam are carried by barge, andfrom there exported worldwide. Road transport is only used in case of time pressure. Within theservice, the storage of container at the inland container terminal is also provided.

Involved Actors

Forwarder:

Shipper: Atlas CopcoAirpower

Terminal Operator: TCTWillebroek



Road-IWW

Sector of activity:High value goods for machineand aviation industryType of goods:

containerised cargoStarting date: 2003

Willebroek TCT Port of Antwerp50 km

Wilrijk Willebroek12 km

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Key elementsReliability and punctuality. Flexibility: containers can be picked up or returned to the inlandterminal during the entire day. Fits with transport/logistic requirements of specific goods. Highfrequency: two sailings per day between TCT and Willebroek. Other: empty depot and otherfacilities at TCT.

Operation elements

Frequency: 2 sailings per day. 100 containers per week, ca 5000 containers per year, Averagetonnage per ILU: variableTimetable: n.a.Distance: 62 kmOperation time: n.a.Equipment: Containers: owned by the shipping lines and stored (empty) at the inland terminal.Reliability on time delivery: 100%

ECONOMIC ASPECTSThe intermodal alternative has resulted in a 2%reduction of the total logistics costs(for container logistics).

Environmental aspectsComparison between intermodal transport and alternative road scenario in terms of:Avoided emissions in tons of CO2: 194% of avoided emission: 45%

No. of equivalent heavy vehicles avoided: 4,760Avoided fuel consumption: 74 k litres

COMPARISON WITH A ROAD SCENARIOThe route would be Wilrijk port of Antwerp (30 km), with heavily congested roads affected:heavy congestion can occur on about the entire haul, especially during peak hours. In order to

implement this intermodal solution, an additional investment was needed in the form of thedevelopment of a web application whit access for all parties involved in this logistics structure.

LESSONS LEARNTThe success of the service has relied upon: (i) an increased control over the transport and logisticsflows; (ii) high degrees of flexibility, reliability, punctuality. Although barge transport was notconsidered as a feasible alternative in the beginning, it turned out to be a very reliable transportmode. The success led to an improvement in empty container availability and the elimination ofnegative impacts of road congestion and congestion at the terminal gates in the port.

Total costs (%)


Contacts @ WebsitesAtlas Copco Belgium,

Brusselsesteenweg 346, BE-3090 OVERIJSE +32 (0)2 689 05 11

Atlas Copco Belgium : www.atlascopco.be

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Baxter

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Baxter Healthcare

e

Route


Operator and routesBaxter International Inc. is a global healthcare company that, through its subsidiaries, assists healthcareprofessionals and their patients with treatment of complex medical conditions. Baxters headquarters are

located closed to Chicago, US. Baxter employs +/- 2.000 people in Belgium and has a Research &Development Centre in Nivelles and a manufacturing plant as well as a European distribution centre inLessines. The headquarters are located in Brussels.

Origin of the projectUntil 2005 the worldwide import flows of containers were transported by road from the ports of Antwerp andRotterdam to the European Distribution Centre in Lessines. The average transport distance between the portof Antwerp and Lessines is 130 km. The average distance between the port of Rotterdam and Lessines isabout 230 km.As a result of growing road congestion and increasing problems in regards to punctual and timely deliveriesof import containers at Lessines, the company has decided to look for intermodal alternatives. Rail transportturned out not to be a feasible alternative, but barge transport on the other hand did.


Description of the logistics actions/transport chainThe inland transport of import containers from one shipping line is organised by barge between the

ports of Antwerp and Rotterdam and the AVCT in Avelgem. There are four sailing per weekbetween this terminal and the port of Antwerp and six sailings per week to the port of Rotterdam.The final haul from Avelgem to Lessines is still organised by truck over a distance of 35 km.Within the service, the storage of container at the inland container terminal is also provided.

Involved Actors

Forwarder:

Shipper: Baxter

Terminal Operator: Avelgemcontainer terminal



Road-IWW

Sector of activity:Medical, pharmaceuticalType of goods:

Containerised cargoStarting date: 2005

Port of Antwerp Avelgem 150 kmOR

Port of Rotterdam Avelgem 250 km

Avelgem Lessines35 km

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Key elementsHigher reliability and punctuality because if the elimination of the road congestion factor.Environmental awareness. Transport lead-time: 14 hours out of Antwerp and 18 hours out ofRotterdam: every container that leaves the port in the evening arrives the next morning in Avelgem.High frequency: respectivily four and six sailings per week from and to Antwerp and Rotterdam.Opportunity for moving storage: AVCT has a storage capacity of 1200 containers. Very good

service level: AVCT is now also in charge of the organisation of the transports.Operation elementsFrequency: Antwerp Avelgem : 4 sailings / week and Rotterdam Avelgem : 6 sailings / week- Number of ILUs per trip : between 2 and 12- Number of ILU per year: some 2000 import containers per yearTimetable: n.a.Distance: 185 km (from Antwerp), 285 km (from Rotterdam)Operation time: 14 hrs (from Antwerp), 18 hours (from Rotterdam)Equipment: Liner containersReliability on time delivery: 100%

ENVIRONMENTAL ASPECTSComparison between intermodal transport and alternative road scenario in terms of:Avoided emissions in tons of CO2: 280% of avoided emission: 62%No. of equivalent heavy vehicles avoided: 1,146Avoided fuel consumption: 105 k litres

COMPARISON WITH A ROAD SCENARIOThe routes would be Antwerp-Lessines (130 km) and Rotterdam-Lessines (230 km), with heavilycongested roads in and around the ports and on the roads during peak hours. % empty return trips:100%

LESSONS LEARNTAlthough the company site is not located next to an inland waterway, barge transport hassuccessfully been integrated in the transport chain, thanks to reliability, punctuality, service levels,

flexibility, cost-efficiency and environmental friendliness. Therefore, the company has decided toorganise a larger share of its import (also import containers from other shipping lines) by barge.Moreover, ideas have been formulated to transport intercontinental export containers from Lessinesto Antwerp and Rotterdam onwards. In fact, about the entire transport flows between these threepoints is to be shifted from road transport to intermodal barge-road transport. Furthermore, Baxter isone of the biggest companies in the regions. A successful modal shift I likely to inspire othercompanies.

Contacts @ WebsitesBaxter SA - Production & European Distribution Center,Boulevard Ren Branquart 80, B 7860 Lessines,

Tel +32 068 27 22 11

Baxter : www.baxter.be


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Biard-Somadem

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Biard Somadem&

Combidem Investissements / Combidem Transports

Route

50 km to the platform Rungis or Valenton towards

Marseille ou Toulon : 820 km

50 km from t he platform

CONTEXT OF THE INTERMODAL TRANSPORTOperators and routesThe fowarder : Combidem TransportsIn 2005, the Gentlemen du Dmnagement joined Demeco and created Combidem Transports, a freight forwarder firmwhich manages the removal operations between 200 companies and minimizes returned empty trucks. The companyuses the FIDELI software available 24/24 and 7/7 which enables routing management and wagon reservation withNovatrans and Naviland Cargo for the Bordeaux/Marseille route. Combidem Investissement was created in 1999 by theGentlemen du Dmnagements group. Its main activity is to buy swap bodies and rent them to all the shareholders ofthe group. It owns 180 swap bodies (7m15 and 7m82 long with movable anchorage in order to be compatible with7m15 frames. The returned empty rate amounts to lees than 25% and those swap body services enjoy a 20% annualgrowth rate.

The shipper: Biard SomademBiard Somadem is part of the Gentlemen du Dmnagement Group. Its main activity consists in finding freight to avoidreturned empty swap bodies. Biard Somadem provides national and international removal services for privateindividuals and firms and benefits from a great network of agencies (Paris, Marseille, Rennes, Toulon, Lille, etc.). 70 %of the services are dedicated services (generally one swap body dedicated to one particular client) and 30 % of them areconsolidated services (grouping is well adapted to combined transport).

Origin of the projectBiard has been using intermodal transport for 15 years for southbound flows between Paris and Marseille. NowadaysBiard owns ca. 200 padded swap-bodies and has opted for intermodal transport towards the Netherlands, UK andGermany and is seeking new intermodal links towards other countries.


The removal activity is characterised by seasonal variations (the highest pick is between June and September and, therest of the year, it less expensive immobilizing a swap body than a truck. One of the key reasons for choosing theintermodal solution was that it could decrease the trucks lying time (e.g. during the drivers rest period). Thus it couldincrease the number of available trucks for pre and post haulage locally. Biard uses the SAFARI software in order tonote all the demands and to enable an efficient grouping. Every padded swap body can carry 3 or 4 tons of goods;generally 2 swap bodies are used per removal

Frequency: 5 days a week (Mon-Fri)Equipment:padded swap bodies(360 in 2006)Operation time: 8hReliability on delivery time: 99 %Returned-empty rate:Northboundflows: 40%, Southbound flows:pretty low

Involved ActorsForwarder:CombidemTransports (Gentlemen du

Dmnagement - Demeco)

Shipper:Biard Somadem

Operator:Novatrans



Rail-road

Sector of activity: Removal

Type of goods: any

Starting date: 2003

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ECONOMIC ASPECTS

Total medium cost estimation(Road transport base 100)

ENVIRONMENTAL ASPECTS

CO2emissions tCO2eq/year)*

ADVANTAGES OF THE INTERMODAL SOLUTION

The removal firm, thanks to the intermodal solution, can concentrate its activity around its regional agencies, theremovers can be all the more efficient that they do not have to drive more than 50 km from/to the platforms. Besides,this solution enables the firm to face the seasonality pick without investing too much (swap bodies are cheaper thantrucks) and it is actually safer.Another advantage is that using swap body enables easy storage without immobilizing any truck.

LESSONS LEARNT

According to the forwarder:The most attractive points of this service are the reliability and the quality of the services.

According to the shipper:The first bottleneck is the lack of partner hauliers equipped with frames well adapted to swap bodies and equipped witha management software which can favour an efficient grouped management of the services. They actually represent apretty high investment especially for small transport firms. The second one is the lack of terminals and rail services incities like Bordeaux, Toulouse, Rennes or Nantes.

Contacts @ WebsitesMrs Villemotte, Biard SomademTel : +33(0)1.49.61.14.14 Email : [email protected]

Biard Somadem : www.biard.net

Combidem : www.combidem.comLes Gentlemen du Dmnagement : www.les-gd.com

Novatrans : www.novatrans.fr

Gilles Raynal, Combidem TransportTel : +

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