Prepared by: Dr. Algirdas Šakalys, Laima Greičiūnė, Albertas Arūna, Vilūnė Visackienė

Transcription

1 RBGC WP6 REPORT - LOGISTICS PILOT: CO- OPERABILITY OF LOGISTICS CENTERS 2013 Prepared by: Dr. Algirdas Šakalys, Laima Greičiūnė, Albertas Arūna, Vilūnė Visackienė Part-financed by the European Union(European Regional Development Fund)

2 1 P a g e Table of Contents Preface 2 Executive summary 3 Definitions 5 Definitions (guidelines for the development of the TEN-T network) 6 List of Partners in WP6 7 Work package aims 8 Rail Baltica Growth corridor research procedure: main ideas 10 Interoperability 13 Plan of Research 15 Intermodal terminal: main instrument of co-modal processes implementation 16 Preliminary allocation of Pilot Logistics on Rail Baltica route 18 Terminal / logistics centre research methodology 22 Results of intermodal terminals survey 26 Terminals along Rail Baltica Growth Corridor 28 LITHUANIA 28 POLAND 35 GERMANY 40 Description of common service model (CSM) created in WP6 process 50 Report summary 55 Annex I Survey results 58

3 Preface This Final Report summarizes the research carried out under the Rail Baltica Growth Corridor (RGBC) Project. The Project was implemented under the European Regional Development Fund Baltic Sea Region Programme The Programme aims at providing technical support to enhance the competitive edge of the Baltic Sea Region and to improve the transport accessibility of North-Eastern Europe. The Rail Baltica project is one of the EU priorities and is included in the Trans-European Transport Networks (TEN-T). Connecting the railway systems of North-Eastern Europe and other systems within the European Union, this railway is intended to ensure a high-quality link for Finland and the Baltic States with Poland and Germany. In its first stage the project provides for the establishment of a rail connection from Tallinn (Estonia) via Riga (Latvia) and Kaunas (Lithuania) to Warsaw (Poland). A preliminary outline of the Project postulates Rail Baltica to be of critical importance for connecting Poland and Lithuania. Part-financed by the European Union(European Regional Development Fund)

4 3 P a g e Executive summary The Competence Centre for Intermodal Transport and Logistics (CCITL) of Vilnius Gediminas Technical University is one of the partners in the international project Rail Baltica Growth Corridor (RBGC), co-financed by European Union. RBGC aims to improve the competitiveness and accessibility of cities and regions in the Eastern Baltic Sea Region through increased interaction and cooperation. For more information on the RBGC project, please visit The RBGC partnership promotes transport policies for the development of multimodal logistics and modern railway infrastructure in the Eastern Baltic Sea Region. The main focus is set on improving passenger mobility and freight transportation along the Rail Baltica route. Furthermore, the project is organizing multilevel dialogue about transport policies of the Baltic countries. The CCITL is responsible for coordination of the activities of Work package 6 (WP6) of the project-pilot logistics (increased co-operability of logistics centres). It is foreseen to analyze interoperability requirements between RBGC intermodal terminals. The analysis will be used as a tool to build cooperation and a joint operating concept. The aim of WP-6 is to define common interoperability between the existing logistics centres and intermodal terminals. RBGC creates a cooperation platform that observes the needs of the transport sector and its customers in line with green growth corridor principles. RBGC brings benefits for: City and regional authorities Transport service providers Logistics centres Intermodal terminals Public transport authorities Universities and research centres RBGC is linked to the TEN-T Priority Project No. 27 Rail Baltica a railway that will connect the Eastern Baltic Sea Region from north to south branching from St. Petersburg, Helsinki, Tallinn, Riga, Kaunas and Warsaw to Berlin. The Region gains a new economic potential since the major business hubs will be connected with the North-West Russia and the EU core. Rail Baltica provides an excellent route for freight transported via sea from the eastern part of the Baltic Sea to the major transport hubs in the heart of the European Union. Another operating concept can be developed for transport flows going to the direction of Central and Southern Europe. Pilot activities will define an interoperability threshold for intermodal terminals of the Region by indicating the minimum requirements for interoperability for globally oriented railway route. It is planned to carry out the analysis of development needs for critical logistics and service infrastructure by means of these Pilot activities.

5 4 P a g e The Logistics pilot aims to harmonize services and define common interoperability between the logistics centresin the Rail Baltica region. The creation of new service products, and the whole stakeholder partnership has two different viewpoints. Firstly, the aim is to create a functional logistics centre network to serve the global freight flows between Asia to Europe. Rail Baltica provides an excellent route to the Eastern BSR and the Northern Europe for the Asian freight transported via sea to the major transport hubs e.g. in Hamburg and Amsterdam. The unused potential can only be utilized by improving the logistics centre networks in the Region. Secondly, another operating concept will be developed for the transport flows going to the direction of Central and Southern Europe. As Rail Baltica will be linked with the major transport hubs of Europe (such as Warsaw, Berlin) the interoperability of logistics centres becomes a major prerequisite for the competitiveness of the route. The research investigates the nominated logistics areas in order to select a pilot logistics team for the preparation of a possible partnership model. The opinions of the terminal and logistics operators on the development of partnership are expected to be discovered during this research. The research conducted in a form of questionnaire is presented in English.

6 5 P a g e Definitions Intermodal terminal - a place equipped for handling and transhipment/storage of ITUs. Logistics Centre(LC) - geographical grouping of independent companies and bodies which are dealing with freight transport (freight forwarders, shippers, transport operators, customs) and with the accompanying services (storage, maintenance and repair) and at least one terminal. Hub - central point for the collection, sorting, transhipment and distribution of goods in a particular area. Pilot logistics centre - managed by consultants geographical group of independent companies and bodies which are selected for the creation of joint stakeholders partnership in order to work on the issues of interoperability between the pilot LC on Rail Baltica route. Public Logistics Centre (PLC) is a place for to pursue the activities related to transport, logistics and goods distribution of different operators on a commercial basis. International logistics channel (ILC): Vertical type: the main member of ILC (producer, shipper or recipient) is owner (or partly) of other members of ILC. Horizontal type: each intermediary between a producer and recipient is legally and economically independent and combine resources on contractual basis. Conventional type: each business in ILC is independent.

7 6 P a g e Definitions (guidelines for the development of the TEN-T network) Logistic platform means an area that is directly linked to the transport infrastructure of the TEN-T including at least one freight terminal, and enables logistics activities to be carried out; Freight terminal means a structure equipped for transhipment between at least two transport modes and for temporary storage of freight such as ports, inland ports, airports and rail- road terminals; Urban node means an urban area where the transport infrastructure of the TEN-T network is connected with other parts of that infrastructure and with the infrastructure for regional and local traffic. Railway transport infrastructure comprises: Railway lines inc. sidings, tunnels, bridges; Freight terminals and logistics platforms for the transhipment of goods within the rail mode and between rail and other transport modes; Stations along the lines for transfer of passengers within the rail mode and between rail and other transport modes; Associated equipment(loading and unloading of cargo in stations, logistic platforms and freight terminals); ITS; Road transport infrastructure comprises: High quality roads; Parking areas; Freight terminals and logistics platforms; Bus stations; Infrastructure for multimodal transport. Member states shall ensure: Connection of transport modes with any of the following places: freight terminals, ports, airports, maritime ports, passengers stations; Equipment of freight terminals and logistics platforms for the provision of information flows within this infrastructure and between transport modes along the logistics chain. Provision of the effective interconnection and integration of the network infrastructure through access infrastructure where necessary and through freight terminals and logistic platforms; Removal of the main technical and administrative barriers to multimodal transport; Development of a smooth flow of information between transport modes.

8 7 P a g e List of Partners in WP6 TABLE 1. RESPONSIBILITIES OF PROJECT PARTNERS PROJECT PARTNER NUBER (PP) PARTNER PARTNER IN WP6 EXPERT IN WP6 1 City of Helsinki Yes Overall coordination 6 Regional Council of Hame Yes Yes 9 Regional Planning Board Havellandflaming Ludwigsfelde municipality Yes Yes 12 Latvian TDEA Yes Evaluation of WP4 13 VGTU CCITL - Vilnius Yes Coordination 14 Kaunas City Municipal Administration Yes Interoperability 15 City of Warsaw Yes Coordination of WP4 16 City of Poznan Yes Yes 17 City of Lodz Yes Yes 18 Politechnika Bialystoka No Evaluation of WP4 20 City of Bialystok Yes Yes 21 Marshal s Office of the Lodz Vaivodship Yes Participation Responsibilities of partners are described in the Project application form defining their different functions: WP6 partner or member of an expert group with relevant functions. You can see that 11 partners in the WP6 will help to implement the proposed Action plan and 5 partners from 11 have specific tasks to work on interoperability issues in the Pilot logistics.

9 8 P a g e Work package aims WP6 aims to improve the interoperability of the logistics centres of the Region. WP6 strives to find a way to improve low interoperability and weak cooperation between the logistics centres along the Rail Baltica which decreases the competitiveness of the Rail Baltica route from the viewpoint of global freight flows. The aims of WP6: is to define a common level interoperability between the existing logistics centres and intermodal terminals, to harmonize services of the logistics centres in the Rail Baltica region and to create a new service product for global freight flows. Stakeholder and networking analysis of WPs 3-4 will be applied to create a stakeholder-partnership model in the context of the logistics centres. The stakeholder partnership is built between main actors from public and private sectors. Improved interoperability of the logistics centres and intermodal terminals in the Rail Baltica Growth Corridor cluster will create the potential for a design of new service products within the Region. Based on the harmonized and thus more competitive network of the logistics centres, joint branding and promotion activities are implemented to the related markets in Asia and Europe. Figure 1. Rail Baltica in relation to TEN-T Core Network Corridors, source: RBGC project, 2013 Main aims: to harmonize services of the logistics centres in the Rail Baltica region; to create a new service product for global freight flows; to create a stakeholder-partnership model in the context of the logistics centres.

10 9 P a g e Main activities in the WP Pilot planning. The activity 6.1 invites nationally important stakeholders to join the work of the Pilot Expert team consisting of the participating Partners Pilot personnel and external experts. In 6.1, a maximum of ten logistics centres are selected for further development after the process of the evaluation of the best pilot centres in order to enable a feasible organization of joint promotion efforts implemented by the Pilot. Simultaneously, both geographical and sectoral coverage is ensured. The logistics centres are seen to complement each other and by their existing operational profiles, agree on a division of work contributing to the development of the new operating concept. 6.2 Creation of stakeholders partnership for the development of service product Activity 6.2 applies a model of a stakeholder-partnership by collecting the authorities and sector- specific stakeholders from the private sector to plan and create a new common service model. Stakeholderpartnership provides a firm platform for the Pilot logistics centres to jointly create a unique service product for Rail Baltica. This is done through a creation of a joint stakeholder-partnership, where the logistics centres and their critical stakeholders gather together in order to work on the issues of interoperability and elaborate the potential for work division. The new operating concept shared during the first phase by the Pilot logistics centres enables the development of at least one service product which can be jointly promoted to the related markets in Europe and Asia. The concept of partnership developed by the Pilot centresand their critical stakeholders and used for creation of a new unique service product, can afterwards be adapted by other logistics centres of the Region. During the activity 6.2, basic interoperability requirements for RBGC logistics centres and intermodal terminals are being analyzed. The analysis will be used by the Pilot logistics centres as a tool to build cooperation and a joint operating concept. 6.3 Interoperability threshold and development of promotion concept Activity 6.3 compiles the experiences gained from the Pilot of the logistics centres in order to assess their outcomes and develop the branding and promotion campaign to be implemented in activity Joint branding and promotion campaign Who will be involved? The stakeholder- partnership is built between all critical actors from public and private sectors. What output? Improved interoperability of the logistics centres and intermodal terminals in the RBGC will create the potential for the design of new products within the Region. Based on the harmonized network of LC (IT), joint branding and promotion activities are implemented for the related markets in Asia and Europe. What is the new service product? Functional logistics centre network for the global freight flows between Asia and Europe. Linking with the major transport hubs of Europe (Warsaw, Berlin), interoperability of LC becomes a major prerequisite for the competitiveness of the route.

11 10 P a g e Rail Baltica Growth corridor research procedure: main ideas 1. The largest part of costs in the process of logistics is related to transportation logistics; 2. Freight transportation consists of the following stages: collection from shippers (last miles), terminal activity, line transportation, network process management; 3. In all these stages the owner of property and operator acting on the basis of contracts with the owner must be assigned; 4. The owner of infrastructure in international trade logistics in the countries of Eastern Europe is usually a state institution, the shares of which belong to the state or other entities (subsidiary companies) established by them or with the capital of private sector entities of other countries; 5. Freight corridor is formed by the principal route including the installed equipment, transloading terminals, sideways, shunting yards, marshalling yards, bypasses and sections nearby significant destinations; 6. In case of RBGC a principal route belongs to EU TEN-T core network, and it is the object of state planning and EU financing; 7. Meanwhile, additional components to the principal route - intermodal and container terminals, access roads, train formation facilities, formation activity, warehouses, access roads or streets - are mainly the objects of regional or local territorial planning requiring permissions for construction; their implementation is related to the land possession rights and transfer of financial contribution for the development of local infrastructure. Therefore, the influence of local authorities is significant. 8. The access of goods from the principal route to a warehouse or the place of retail trade is also very significant for the local communities and is in the centre of attention due to external, mostly negative influence on the quality of life; 9. Intermodal terminals are the main element with respect to accessibility of intermodal services, and this ensures economic and competitive logistics chain with the road transport at European level; 10. The main stakeholders between the shipper and client in intermodal freight transportation main stakeholders are: terminal or intermodal operators, railway services providers, clients or their forwarders and line infrastructure managers; 11. Part of the RBGC principal route is included in EU regulated freight railway corridor No 8, and in 2013 it is planned to carry out a corridor transport study which will serve as the main document for corridor management (Kaunas Rotterdam). Such study will mainly deal with the improvement of the principal route and distribution of the capacities among transport operators; 12. Pursuant to the EC regulation on freight railway corridor, management board shall establish separate Working Groups for consideration of problems of the additional corridor components, i.e. intermodal terminals; 13. In the description of RBGC, there is no specific definition of pilot logistics. This will be a result of WP 4.4 activity and will be presented as WP 6 action plan. This can be interpreted as a starting point for the creation of freight transport supporting working group, which would become a constituent part of the corridor management process as a representative of Rail Baltica in freight corridor No Having analyzed the definitions found in the theoretical material and other studies, the following conclusion could be made: In the pilot logistics process, the condition of intermodal terminals, their interrelations and the process of the last mile should be analyzed taking account of the present and near-future technical level of the line infrastructure.

12 11 P a g e In this case the main stakeholders would be: operators of intermodal (container) terminals, railway transport operators and intermodal operators (operators of international logistics), attracting also the groups of local forwarders. Pilot Logistics group should be formed of the logistics components groups from Ludwigsfelde, Poznan, Lodz, Warsaw, Kaunas transport region, Riga, Tallinn, and Southern Finland, consisting of the leading and ordinary terminals. WP6 cohesion with WP4 Report: conclusions The Finns indicate low rail utility costs as the major postulate in terms of the planned construction of Rail Baltica (61%), both with regard to freight and passenger transport (68% of the responses each). As regards the former, the Finns also postulate shortening travel times (71%), and as regards the latter, increasing the frequency of services (51%) and ensuring a higher level of safety (48%). Besides constructing a new infrastructure (61%), the Rail Baltica investment is perceived as a chance1 to reduce the costs of transport services (46%) and to eliminate technical barriers (44%). In this context, it is worth noting that Finland uses its own track gauge, which is 4 mm wider than that in Russia and in other Baltic countries. However, in principle, it is possible to transfer freight trains between both systems without replacing carriages. The report drafted by the Lappeenranta University of Technology reveals that Finnish entrepreneurs believe their national railways are less competitive due to more convenient roads network and its condition. Finnish respondents expressed a positive attitude towards the Rail Baltica project; to their mind it will be beneficial for the economies of the countries through which the railway will run. However, this investment is not perceived as a priority. In contrast, rail connections with Russia and Finnish sea ports are extremely important for entrepreneurs. WP4 report Recommendations for further surveys Large infrastructural investments constitute an interesting area of scientific research, starting with technical, social and economic issues and ending with the environmental aspects. However, the following recommendations for further surveys concern only the issues that might contribute to the effectiveness of the Rail Baltica investment and to better utilisation of its economic development potential, flowing from the construction of a high-quality rail road. The surveys conducted by Indicator and EU-CONSULT (in cooperation with the Lappeenranta University of Technology) in the countries of the Rail Baltica corridor have revealed a certain development potential of the railways connecting Germany, Poland, Lithuania, Latvia, Estonia and Finland. Speaking in actual terms, the responses given indicate that this potential is surrounded by various entrepreneurs expectations related to detailed parameters characterising the new investment. The interest in rail services is especially conditioned on prices, on closing the technical gap between various rail systems, and on making the rail infrastructure easily accessible to potential users. Nevertheless, the declarations of interest in using rail transport in the Baltic Sea Region countries are made on a large scale. In order to obtain more detailed information that would help estimate the real transport needs to be satisfied by the Rail Baltica corridor, it seems indispensable to conduct more thorough surveys in the following areas: 1. Making attempts at determining both the optimum price of access to the rail infrastructure and the level of service costs in passenger and freight transport. The solution to this query may be facilitated through analysing:

13 12 P a g e a) the social acceptance of passenger-transport costs, b) entrepreneurs acceptance of freight-transport costs, c) cost comparisons between countries, d) the factors influencing the current price level, e) the opportunities to optimise the costs of constructing and maintaining the rail infrastructure. 2. Identifying the legal and organisational barriers to the interoperation of freight and passenger railways within the Rail Baltica corridor. 3. Improving access to rail transport. Indicating the accompanying infrastructural projects, in order to achieve the synergies in constructing the Rail Baltica corridor: establishing intermodal freight junctions, constructing railroads for passenger and freight traffic of regional and local significance, constructing new railway stations and intermodal passenger junctions. Identifying technical barriers and possible means of overcoming them or mitigating their effects, including the problem of different track gauges, and support in selecting the optimum variant for the Baltic countries (1435 mm or 1520 mm). It is worth mentioning that the EU-CONSULT report (drafted in cooperation with the Lappeenranta University of Technology) is aimed to answer certain questions on travel times and costs. The entrepreneurs surveyed were asked to indicate the optimum fares that would make the rail services competitive, and the maximum time of freight transport. However, this is not the full picture and the 2011 report should be considered preliminary as regards the answer to the first survey question. The above compilation of survey recommendations concerns various areas of interest, including economic, organisational, legal, planning-related and technical issues. This stems from the fact that the success of the entire Rail Baltica investment will depend on a comprehensive approach to the investment and on a prompt response to the emerging needs of the economies and communities within this transport corridor. Evaluation of the research report WP-4 of Rail Baltica Growth Corridor Project Private transport market stakeholders in the area of Rail Baltica is prepared by: Latvian Transport Development and Education Association (LaTDEA), 3, Gogola Str. LV-1743 Riga Latvia (Annex II)

14 13 P a g e Interoperability Analysis on basic interoperability requirements for RBGC logistics centres and multimodal terminals to be used by the transport and logistics service providers and public sector actors along Rail Baltica, and by stakeholders analyzing logistics centres interoperability requirements elsewhere. Interoperability divided in two categories: interoperability in the nodal point (intermodal terminal) and in its near zone; interoperability between the future Rail Baltica freight villages. The proposed interoperability threshold: 1. Nodal point: 1.1 Road access for trucks with load of 11 TN/axle; 1.2 Check in/check out area with sufficient parking area; 1.3 Three or five train long handling or transhipment tracks; 1.4 Rail mounted gantry cranes (RMG); 1.5 Two or three interim storage or buffer lanes; 1.6 One loading and one driving lane; 1.7 Double sided rail access with direct entry and departure of the train by the main line traction unit; 1.8 Multipurpose activity (SWAP bodies, semitrailers, containers, refrigerators, ADR goods). 2. Corridor network: 2.1 Quality management system (ISO 9001) introduced; 2.2 Environmental management system (ISO 14001) introduced; 2.3 Security management system (ISO 28000) introduced; 2.4 Interchange time gate in/out truck - 30min; 2.5 Available for key actors of the transportation system; 2.6 Competitive neutrality; 2.7 Openness for all clients. Interoperability requirements,,interoperability means the ability of the railway system to allow a safe and uninterrupted movement of trains which accomplish the required level of performance. This ability depends on all the regulatory, technical and operational conditions which must be met in order to satisfy the essential requirements. The impact of terminal processes is only one part of the entire intermodal chain. The terminals are a central part in the total chain. Nevertheless time losses and high cost of transportation are not only directed to terminal processes. The key focus should be put on the total intermodal chain. The problems at terminals are related to organizational, management, communications, and infrastructural issues. Organizational: unsuitable form of terminal organization, differences between operational concept of rail transport and terminal design, missing cooperation between the different actors of the intermodal chain etc.; Management: restricted terminal opening times, missing or insufficient management of incoming trucks, insufficient internal administrative processes and security management systems, low awareness for

15 14 P a g e environmental concerns, too long waiting times for trucks at entry gates, communication problems between main-haul, terminal, pre-and end- haulage,poor inspection of containers on arrival, not satisfying information flow in case of delays, abbreviations, incidents, etc. Infrastructure: lack of space for stack and storage, lack of exclusive parking area, high efforts for shunting due to unsuitable track topology and layout, missing extension options, insufficient crane/handling capacity, incompatible transport means/loading units/terminal equipment, poor railway connection between main line and terminal /port, breakdown of terminal equipment, insufficient equipment, procedures for handling of dangerous goods etc. Based on requirements taking account problems to solve a comprehensive list of quality and performance indicators has been produced by the ISIC project (Integrated Services in the Intermodal Chain), the client of which was European Commission-DG TREN. The final selection for concrete Quality Label and Benchmarking system can be made out of this list. The selection of common requirements for the interoperability (quality and performance) was made by Experts Group and is presented below. Interoperability requirements: The principle of non-discriminative access to terminals; Rail side access for all licensed railways undertakings; Roads side access for all transport operators; Transparent capacity allocation and pricing; Bundling of different cargoes and market segments; Improved capacity utilization, which consists of: o o o o the increase of flow factor; control of shunting services; terminal opening time; bonus-malus incentives for the use of interim storage space; IT-based capacity management systems; automated loading unit identification; separation of rail-side and road side handlings; tasks management according to pre-notification. RBGC tasks for transfer of freight transportation from road to rail (including maritime component). Secondly, the interoperability requirements represent only items of specification of processes, infrastructure technical description or policy. The threshold of interoperability is a specific data, which is foreseen to achieve the agreed requirements. Sometimes are both, the requirements and foreseen results. For example: three or five train long loading or transhipment tracks; train long means full train length in operation in country or corridor.

16 15 P a g e Plan of Research Problems to be solved The task of the working package No. 6 is to create the partnership network of stakeholders a strategic alliance of service providers interested in increasing railway transportation volumes in the direction Helsinki Berlin. During the initial implementation stage of the working package, it is necessary to select 10 (as was stated in Project application form) Pilot logistics units suitable and willing to participate in the partnership of service providers. In order to create a strategic marketing alliance it is necessary to define a mutual interest for creation of such an alliance. In the tasks of RBGC project such an aim is defined as the offer of at least one logistics product. A hypothesis of such a product may be formulated according to the conclusions of the research carried out during the process of Work package No. 4, e. g. Transportation of goods in railway containers from Tallinn to Berlin in 48 hours, with stops for intermediate loading in regions of Warsaw and Poznan ; or Regular transportation of containers Kaunas Warsaw Berlin. Duration: 48 hours. The goals of research To carry out descriptive research in order to find out the views of the logistics centres or container terminal operators defined during the secondary research on the compliance of problems of RBGC WP 6 with their needs; their intention to participate in the creation of a strategic alliance; on whether they have sufficient authority; the assigned contact persons; institutional subordination; the existence of free capacities to accept additional flows of goods belonging to horizontal and vertical common activity networks; acceptability of the hypothesis proposed for the market needs and possible modifications or adjustments. It is a primary research carried out by applying the method of a qualitative research. Collection of primary data: Research method: direct structured interview Contact method: questionnaires sent by post Sample unit: operators of logistics centres or container terminals Sample members: selected according to the location (region of the country) of partners participating in the project along the principle route of Rail Baltica Instruments for data collection: closed questions questionnaire Use of the obtained results The results have to help drafting the decision concerning the list of 10 Pilot logistics units, the definition of new logistics service product, the composition of the expert group responsible for the implementation of WP 6 of RBGC project, and the direction of further research and samples.

17 16 P a g e Intermodal terminal: main instrument of co-modal processes implementation The growth of (intercontinental) maritime container transport is likely to continue for the next decades. The rise of new economies in Asia, South America and Africa will lead to a further shift of production and consumption locations. Ports are becoming increasingly important links in global logistics networks. Transport flows to and from ports are likely to become more intensive. This will lead to a strong growth of intermodal transport as these flows are generally condensed and focused on specific corridors. This growth will probably be based to a large extent on maritime container transport by rail and short sea. The potential for intermodal transport of semi-trailers and swap bodies will not growth due to the increased market share of the maritime containers. On the contrary, the rise of the container might endanger the market position of other intermodal units used in inland transport. Low costs of handling and transport of standard ISO containers in many cases make the intermodal transport on 100 to 250 km distances profitable. These forecasts should encourage the development of Rail Baltica because it has the interface with the EU Corridor No 8. Intermodal terminals and transfer points are important interfaces within intermodal transport chains. The quality of services at terminals and the efficiency of terminal processes affect quality and costs of the entire transport chain. Quality indicators have been identified in several studies, for example: Cut-off, waiting and turnaround times, opening hours; Accessibility, hinterland connection; Damage frequency, security; Terminal and labour productivity; The actions on Quality of intermodal terminals show very attractive benefit-cost ratios as an outcome. Figure 2. Basic components of Container terminal, source: DIOMIS project The capacity of an intermodal (combined) terminal is determined by a couple of factors, which can only partly be influenced by the local terminal manager. The first factor is the position of the terminal within the rail and road network, the size and shape of the real estate, the length of the handling tracks and the number and capabilities of the handling equipment. Recently, a modular shape of terminals has been developed. One

18 17 P a g e typical module of that kind should be able to handle about loading units p.a. (rail-in and railout handlings). While a doubling or even trebling could improve the capacity accordingly. In most European countries the terminals differentiate between the ownership of the terminal infrastructure and the operation and management. The common understanding of terminals is based on the following principles; Non-discriminative access to terminals (at least for those that have received public funding); Rail-side access for all licensed railway undertakings; Road-side access for all operators; Transparent capacity allocation and pricing; Bundling of different cargoes (maritime container, continental cargoes), and market segments (international and domestics relations). In the transport chain these terminals function as an institution/ entity/administration unit. Additional rail-road freight terminals open for all users on the Rail Baltica route is mentioned in the private sector perspective as one of the main factors affecting modal switch to rail for freight traffic. Open user in this case means a freight terminal able to handle different types of traffic and by different operators and this is particularly relevant for intermodal rail services. A good geographical network of terminals will facilitate a comprehensive supply of interconnecting services. It is important for increasing the level of the supply chain confidence. The lack of provision of high quality rail-road freight terminals in key locations is the main obstacle to potential growth.

19 18 P a g e Preliminary allocation of Pilot Logistics on Rail Baltica route Freight corridor is formed by the principal route including equipment, terminals, sideways, shunting yards, marshalling yards, bypasses and sections nearby significant destinations. In case of RBGC, the principal route belongs to EU TEN-T core network, and it is the object of state planning and EU financing. At the same time, additional components to the principal route intermodal and container terminals, access railways, siding yards, train formation activity, warehouses, access roads or streets are mainly the objects of regional or local territorial planning. Therefore, the influence of local level authorities is very significant. Part of the RBGC principal route is included in the EU regulated Freight railway corridor No 8, and in 2013 it is planned to carry out a corridor transport study which is to become the main document for management of the corridor (Kaunas Rotterdam). The study will mainly deal with improvement of the principal route and distribution of capacities among transport operators. According to the EC Regulation for freight railway corridor, Management Board has to form separate Working Groups to consider the problems of the additional corridor components or intermodal terminals; During the initial phase, pilot centres should be located along the Rail Baltica route. The current task is to develop a logistics service based on Rail Baltica, and logistics centres outside the Rail Baltica route can be included in later stages. Each partner country can make a list of its logistic operators; The existing (or under development) intermodal terminals (rail/road) which are marked together with their zone of influence are in the radius of 80 km (R=80 km). There is the location of Riga port container terminal (No 14).

20 19 P a g e Figure 3. Preliminary allocation of Pilot Logistics (PL) on RB route, VGTU CCITL LIST OF EXISTING (OR UNDER DEVELOPMENT) INTERMODAL TERMINALS (RAIL/ROAD) P L C T TERMINAL OPERATOR LOCATION CONNECTION WITH THE ROAD INFRASTRUCTURE PANEUROPE AN CORRIDORS MAIN DIRECTIONS SCOPE SERVICES OF 1 1 DUUS (DB international) Güd Großbeeren GVZ Berlin L40 (Potsdam), L-76 (Berlin), B-101, Railway sidings II, North- South axis 1 12 Terminals in Germany Containers, swap-bodies semitrailers, dangerous goods area, free access 2 2 CARGOSPED Sp. z o.o. (100 Cargo PKP) Poznan (Gadki) 3 CARGOSPED Sp. Z o.o Kobylwieca Dworcowa 3 All types of containers, swap bodies semitrailers, refrig. cargo

21 20 P a g e 4 POLZUG INTERMODAL POLSKA Sp. z o.o 5 Centrum Logistyczno Investycyjne Poznan (CHP) 3 6 SPEDCONT Spedycja Polska Sp. z o.o. Magazynawa 8, Gadki Swarzedz - Jasin Robowiecka str. Lodz Olechov A2, S11 Large cont., swap bodies, semi-trailers Large cont., swap bodies, semi-trailers All types of ITU PCC Intermodal Kutno road 92, railroad CE20/E20 Terminal Piotrków Trybunalski - operator en Logistics (planned) 4 7 CARGOSPED Sp. z o.o. 8 SPEDCONT Spedycja Polska Sp. z o.o. 9 POLZUG INTERMODAL POLSKA Sp. z o.o POLZUG INTERMODAL POLSKA Sp. z o.o JSC "Lithuanian railways" Warszawa Prague 1500E, 1540E No operator DK8 I, II, VI Hamburg, Gdynia, Gdańsk, Szczecin, Niemcy- Horka, Frankfurt nad O., Chechy- Chałupki, Zebrzydowice, Litwa- Trakiszki, Słowacja- Zwadroń, Muszyna Pruszków I, II, VI Rotterdam, Bremenhaven, Hamburg, Poznań, Gdańsk Brwinów (at the PKP railway line Warszawa - Łódź, (2,5 km on south-west of the existing terminal in Pruszkow). PLANNED INFRASTRUCTU RE Šeštokai E-85, R-B I Poland, Latvia All types Warszawa S8, DK61 I, II, VI Transhipment of containers, swap bodies and semitrailers Transhipment: Containers (20 '- 40' / 40 'HC / 45' / TC), swap bodies, semitrailer JSC "Lithuanian railways" Kaunas E-274, E-85, E-77 I, IX, RB Latvia, Poland, Belarus, Kaliningrad (RF) All type of containers. 2 km - FEZ 240 ha JSC "Lithuanian railways" Vilnius I Poland, Latvia, Belarus, Klaipėda All type of containers transloading

22 21 P a g e rail/rail, rail/road JSC "Lithuanian railways" Riga container terminal Muuga Container terminal Šiauliai E-272, E-77 IA, I, IX B, IA Latvia, Poland, Belarus, Klaipėda, Kaliningrad Riga, Latvia E-85, A-2 I Lithuania, Russia, Kaliningrad, Northern Europe Port of Tallinn Muuga Harbour Via-Baltica, Tallinn- Narva, S-Petersburg, R-Baltica I Finland, St.Petersburg, Poland, Germany parts, Latvia Port of Helsinki Voosaari I Stockholm, Tallinn, Travemiunde, Rostock, Gdynia, St.Petersburg Int. Airport - 2 km. All type of ITU, Klaipėda part-160 km. All type of containers Containers ro-ro cargo Container traffic ro-ro

23 22 P a g e Terminal / logistics centre research methodology Step No 1 : aim of the survey is to provide answers to the following questions: What types of services are available? What is the level of networking? What is the level of cross-border cooperation and integration? Step No 2. task: to pursue practical freight transport activities and make the analysis in order to design a stakeholder-partnership model to harmonize services of the logistics centres on the BSR. To create Pilot expert team (PET) consisting of the participating Partners, Pilot personnel and external experts. External experts may represent logistics centres (LC) and intermodal terminals (IT). PET is invited to suggest LC as the Pilot cases. Pilot LC are selected by using the results of WP4 and expertise of the PET. The LC are seen to complement each other by their operational profiles; they agree on the division of work contributing to the development of a new operational concept (taken into account by PET). Basic interoperability requirements are being analyzed between RBGC LC and IT, as a tool to build cooperation. (PET is requested to agree upon basic interoperability requirements) On the basis of the analysis on the outcomes of interoperability, a threshold for IT will be defined. It will indicate the minimum requirements of interoperability for internationally viable RB railway route. Based on the findings of the Interoperability threshold an analysis on the development needs for critical infrastructure needs to be executed in the future. Definition of risks: Survey for terminals will be too long; Operators of terminals will not present answers; Operators will present answers, but will not agree on cooperation; PET will not achieve compromise concerning the basic requirements and threshold.

24 23 P a g e RAIL BALTICA GROWTH CORRIDOR WORKING PACKAGE NO 6 QUESTIONNAIRE FOR IDENTIFICATION OF POSSIBLE PILOT LOGISTICS Question Position 1 Position 2 Position 3 Position 4 Position 5 Position 6 Contact details [Company / organization name:] [Contact person name, surname, position:] [Address:] [Postcode:] [Phone No.:] [ address:] Location: [Urban] [Suburban] Is company an independent body or a unit of other organization- Institutional dependence of company: [Independent company] [Affiliated with railway company] [Daughter company] [Branch office of company] [Private] [State] [Municipal] [Public Private Partnership] - What was total amount of transhipment in (thousands ITU) [Swap bodies] - comment [Semi-trailers] - comment [Containers: 20''] - comment [Containers: 40''] - comment [Other] - comment - What is the terminal s transhipment capacity per day (ITU)- [Swap bodies (ITU)] - comment [Containers (ITU)] - comment [Semi-trailers (TEU)] - comment What were the actual trucking distances (last mile by road) to/from your customers in (km) [Longest] - comment [Shortest] - comment [Average (per year)] - comment Does the company s operation belong to any type of international logistics channel (ILC)- [Vertical type] [Horizontal type] [Conventional type ] Expected direction of development- [Extension of transhipment area] [Construction of additional storage area] [Construction of warehouse] [New services (specify)] [Other] - At what stage is company s development plan- [None] [Under preparation] [Approved] [Other] - - Is the access to terminal open to all shippers- [Yes] [Relative (specify conditions)] [Restricted] [Other] - - Does company work with a range of licensed railway companies- Please provide information on the distance to the connection to the public rail network [Yes] [Only one] [Distance (km)] Please provide information on the distance to main public roads Does the company operate in any type of logistics service delivery system- [Distance (km)] [Just in time;] [Kanban;] [System of delivery planning;] [Quick response method:] [Simple] [Other(please,specify)] [Other] - Who are the main receivers of intermodal transport(teu) [Trading companies/wh olesalers (%)] [Single logistics centres (%)] [Industrial companies (%)] [Other(please, specify)] - -

25 24 P a g e What area (1000 sq.) is available for storage of loaded ITU/TEU loaded with ADR- What area (1000 sq. m) is available for storage of loaded reefer units- What is the main road type to/from the terminal- [Containers] [Semi-trailers] [Swap bodies] [Highways] [National roads] [Municipal roads] [Urban streets] [Private road] - What was the average annual utilization rate (%) of space in [Storage area (1000 sq.m) available] [Storage area (1000 sq.m) utilized] [ADR storage area (1000 sq.m) available] [ADR storage area (1000 sq.m) utilized] - - Are you aware of the logistics support Rail Baltica GROWTH CORRIDOR project carried out under the EU Interreg program- In your opinion, what is the influence of the factors listed below on the increase of the rail freight traffic share in the total freight traffic- (evaluate the importance of each factor from 1 to 6 points (1 not important, 6 - crucial factor) [Ranking 1] [Yes] [Partly] [No] Level of cooperation between intermodal terminals, forwarding companies and railway companies Interest of forwarding companies Cooperation among intermodal terminals and forwarders Intermodal terminals interoperability Technical interoperabilit y of railway services Number of capable intermod al terminals Is the company familiar with the concept of green transport corridor- [Concept is known] [Under implementatio n] [Requires further investigation] [Not in our interests] - - Would you like to participate actively in the cooperation initiative along the Rail Baltica (Berlin, Poznan, Lodz, Warsaw, Kaunas, Riga, Tallinn, and Helsinki)- What form of cooperation is acceptable for company- [Yes] [No] [Could be considered] [Memorandum of understanding ] [Agreement on cooperation] [Permanent thematic working group] [Association] [Joint venture] [Other] Has the company the necessary preconditions for ITS integration between Pilot Logistics- [Legal] - comment [Technical] - comment [Financial] - comment - - -

26 25 P a g e LIST OF PARTICIPANTS IN SURVEY Contact details [Company / organization name:] Country Respondents no. X1 Estonia 1 X2 Estonia 2 X3 Estonia 3 X4 Estonia 4 X5 Estonia 5 X6 Finland 6 X7 Finland 7 X8 Latvia 8 X9 Latvia 9 X10 Lithuania 10 X11 Lithuania 11 X12 Lithuania 12 X13 Lithuania 13 X14 Poland 14 X15 Poland 15 X16 Germany 16

27 26 P a g e Results of intermodal terminals survey Responses are received from all project partner countries. The terminals are located mainly in urban areas. The operators of terminals are daughter companies of independent bodies, mainly affiliated with railway companies. The majority of terminals are owned by the governments. The distance of freight transportation by roads varies from 2 km to 400 km. The average travel distance varies from 15 km to 123 km. The distance to the access point of the public railway infrastructure network is 2 5 km. The conditions for such a positive case are the administrative relations between the terminal operator and main railway company in the country. The majority of terminals are working in horizontal type of international logistics channel. Only one, port of Tallinn, is working in vertical type of the international logistics channel. Development of the activities is foreseen in all terminals. Main directions of the development are: a) extension of transhipment area; b) construction of additional storage area; c) introduction of new service for clients; d) construction of warehouses. The development plans are under preparation. 37 % of responders mentioned the approved plans. 75 % of terminals are working with the licensed railway companies. 25 % declared that they are working with 1 railway company. Only 30 % of responders are operating in the logistics service delivery system just-in-time. Other respondents are operating in the logistics service delivery system. Main receivers of containerized freight are: a) wholesalers; b) single logistics centres; c) forwarding companies engaged in transit transport. All responders have specific areas for storage of loaded containers with ADR goods. The main type of access roads is urban streets and municipal roads. 50% of respondents declared national roads and highways. The rate of average annual utilization of terminals space is 60 %. In principal all terminals are open for cargo from all shippers. 95 % of respondents declared that the aim of RGBC project is well known. Only 60 % declared the willingness to participate actively in the cooperation initiative along Rail Baltic project. Interest of forwarding companies, interoperability of intermodal terminals, level of cooperation among the main actors of transport process are the main factors for increasing the share of freight transport in Railway sector. The forms of cooperation include: a) memorandum of understanding; b) agreement of cooperation;

28 27 P a g e c) permanent thematic working group; d) Association of partners. The majority of respondents supported the idea of the memorandum of understanding. 50 % of operators of the terminals are involved in the process of implementation of a green transport concept.

29 28 P a g e Terminals along Rail Baltica Growth Corridor Rail Baltica route from Helsinki to Berlin consists of two types of terminals: Entrance points (port terminals): ports of Helsinki, Tallinn and Riga Rail/road terminals in Lithuania, Poland and Germany. Tallinn is highly dependent on Finnish freight flows, thus Tallinn port of Muga and Vuosaari harbour in Helsinki are considered as a double point. In Latvia, Riga is not a very successful proposal since the distance to Kaunas for rail is too short. Furthermore, logistics providers and transport authorities in Latvia did not provide their views on cargo transportation to Central Europe. However, Riga is an attractive point in the East-West axis. As for Jelgava, it has no railway infrastructure and container terminals. In Lithuania, Kaunas has good connections with Russia, Vilnius is important because of public logistics centres and Šeštokai offers the connection to different railway systems. Shifting cargo from roads to rail in RB area is not quite attractive for logistics operators regarding prices and delivery times. Nevertheless, RB is interesting for maritime transport, so the service product would be delivered from Helsinki to Berlin in 61 hours. LITHUANIA KAUNAS PLC According to the international practice, Kaunas PLC will consist of: The 1st stage intermodal terminal: the intermediary providing public services between the need for freight transport services and the supply of intermodal transport services by combining transport and freight handling infrastructure, marine ports and markets. Logistics Park covers the area of the development of distribution and storage, and value-added activities. More technical specifications are provided in the Study for the development of Kaunas PLC (WP6) KAUNAS PUBLIC LOGISTICS CENTRE (PLC) AND THE DEVELOPMENT OF INFRASTRUCTURE IN ITS AREA ASSESMENT CRITERIA FOR THE PROPOSED PILOT LOGISTICS INTERMODAL TERMINAL OF KAUNAS PUBLIC LOGISTICS CENTER 1. OFFER OF AREAS 1.1 Size of site (net) 3 ha 1.2 Size layout rectangular 1.3 Underdeveloped and extended areas 3ha 1.4 Traffic development Parking for waiting trailers is foreseen; access road 1.3 km with two level intersections is foreseen; delivers of wagons in half of train; sidings station is in the territory of main marshalling yard Palemonas, beside terminal area, public city transport

30 29 P a g e station is in 1.0 km from the terminal, passenger railway terminal 0.4 km. from terminal. 1.5 Development Work Electricity, gas, water supply, telecommunications and other networks are in the marshalling yard in Palemonas. This railway network is owned by the terminal operator, i.e. Lithuanian Railways. 2. CENTRALITY OF THE LOCATION 2.1 Proximity to the inner-city 14 km 2.2 Proximity to industry and trade 1-2 km 2.3 Proximity to the port 240km by road, 300 km by rail 2.4 Proximity to the wholesale and retail trade 2.5 Proximity freight forwarding transport industry 3. QUALITY OF THE TRANSPORT OFFERS 1 4 km 14 km 3.1 Transport connection (road) 0.4 km from motorway E-85, highway E Transport connection (rail) Terminal location is in the marshalling yard of railway TEN_T core network Palemonas (Kaunas) which is in the East-West and North-South corridors (Hub). 3.3 Integration of freight villages nationwide Kaunas public logistics centre is part of Lithuanian logistics cluster consisting of Vilnius, Kaunas, Siauliai and Klaipeda public logistics centres, the owner of which is the Ministry of Transport, the operator- SC Lithuanian Railways. 3.4 Conflict areas 500m distance nature zone, housing area of 300m. Spatial planning is done and approved after public consultations. The existing marshalling yard is in operation from ENVIRONMENTAL SITUATION 4.1 Location area Terminal is located in the territory of the existing freight marshalling railway yard; foreseen extension of the existing intermodal terminal, investigation of ground is done, technical documentation for the extension of infrastructure and construction of additional buildings is prepared according to national construction legislation requirements, approved by the client after consideration by Kaunas city municipality service. 4.2 Surrounding area of the location The surrounding area encompasses business and production companies, private housing area, transport infrastructure and engineering corridors. 4.3 Traffic load Access road is to be reconstructed, the existing 4 line motorway has traffic in pick hours level C, D. 5. PLANNING SAFETY 5.1 Planning procedure Spatial detailed planning is done; technical documents for works are prepared and approved; public procurement procedure is launched; financing from EU

31 30 P a g e 5.2 Property and ownership circumstances structural funds is foreseen in the plans of the Ministry of Transport; development of Kaunas intermodal terminal is included into the programme for the development of Rail Baltica railway corridor, and is in the map of EU TEN_T core network. Intermodal terminal will be founded by public financing sources and will be the property of the State. Functions of the operator are delegated by the Ministry of Transport to the JSC Lithuanian Railways; Free access of freights is secured by EU Railways Directives. Figure 4. Location of Kaunas PLC roads Figure 5.Plan of Kaunas PLC

32 31 P a g e Figure 6.Layout of Kaunas IT Railway station Palemonas ASSESSMENT CRITERIA FOR PROPOSED PILOT LOGISTICSINTERMODAL TERMINAL OF VILNIUS PUBLIC LOGISTIC CENTER OFFER OF AREAS Size of site (net) Size layout Underdeveloped and extended areas 16.8 HA/118 HA rectangular 12HA/200 HA Traffic development Parking for waiting trailers 3,6 ha is foreseen; access road 1.3 km with two level intersections is foreseen; delivers of wagons FULL train; sidings station is in the territory of main marshalling yard Vaidotai, close to the terminal area, public city transport station is in 1.0 km from terminal. Development Work Electricity, gas, water supply, telecommunications and other networks are in working marshalling yard Vaidotai; This railway network is owned to the terminal operator, i.e. Lithuanian Railways. CENTRALITY OF THE LOCATION Proximity to the inner-city Proximity to industry and trade Proximity to the port Proximity to the wholesale and retail trade Proximity freight forwarding transport industry QUALITY OF THE TRANSPORT OFFERS Transport connection (road) 14 km 6-14 km. Industry and freight villages zone 118 ha is foreseen in the territorial plan. 360 km by road, 400 km by rail. 1 4 km 1 14 km Southern part of the bypass of Vilnius city is under construction in the foreseen territory of logistics centre. 4 km to Motorway Vilnius Kaunas, direct link to Riga and Minsk.

33 32 P a g e Transport connection (rail) Integration of freight villages nation-wide Conflict areas ENVIRONMENTAL SITUATION Location area Surrounding area of the location Traffic load PLANNING SAFETY Planning procedure Property and ownership circumstances Location of the terminal is in the marshalling yard of railway TEN- T core network Vaidotai (Vilnius) which is in the East-West corridor 96 km to Rail- Baltica (Kaunas). Vilnius public logistics centre is part of the Lithuanian logistics cluster consisting of Vilnius, Kaunas, Siauliai and Klaipeda public logistics centres the owner of which is the Ministry of Transport, the operator- SC Lithuanian Railways. Water supply zone of Vilnius city in 500 m distance. Spatial planning is done and approved after public consultations. The existing marshalling yard is in operation from Terminal is located in the territory of the existing freight marshalling railway yard; foreseen extension of the existing intermodal terminal; investigation of ground is done; technical documentation for the extension of infrastructure and construction of the additional buildings is prepared according national construction legislation requirements and approved by the client after consideration by Vilnius city municipality service. The surrounding area encompasses business and production companies, transport infrastructure and engineering corridors, forests area. Housing area is in a distance of 4 km. 4 line bypass of Vilnius city is under construction. Finalization is foreseen in Financing from EU Cohesion fund is fully secured. Spatial detailed planning is done; technical documents for works are prepared and approved; public procurement procedure is launched; financing from the EU structural funds is foreseen in the plans of the Ministry of Transport; development of Vilnius intermodal terminal is included in the programme of the development of railway corridor, and is in the map of the EU TEN- T core network. Intermodal terminal will be founded by public financing sources, and will be the property of the State. Functions of the operator are delegated by the Ministry of Transport to the JSC Lithuanian Railway ; Free access of freight is secured by the EU Railway Directives.

34 33 P a g e Figure 7. Layout of Vilnius PLC ASSESMENT CRITERIA FOR PROPOSED PILOT LOGISTICS INTERMODAL TERMINAL OF SIAULIAI PUBLIC LOGISTIC CENTER 1. OFFER OF AREAS 1.1 Size of site (net) 17.4 ha 1.2 Size layout rectangular 1.3 Underdeveloped and extended areas Industrial park, 54 ha, 1-st phase; 1.4 Traffic development Parking for waiting trailers is foreseen; 2.3 km access road is foreseen in the project, delivers of wagons in length of train; siding station is in the territory of Zokniai railway station, 1.4 km beside the terminal area, public city transport station is in 1.0 km from the terminal, passenger railway terminal is 1.4 km from the terminal. 1.5 Development Work Electricity, gas, water supply, telecommunications and other networks are in the industrial park area (0.4 km), the owner of these networks is city municipality. 2. CENTRALITY OF THE LOCATION 2.1 Proximity to the inner-city 4 km 2.2 Proximity to industry and trade km 2.3 Proximity to the port 160 km direct railway line, EU TEN-T core network (Klaipeda, Riga) 2.4 Proximity to the wholesale and retail trade 0,2-10 km

35 34 P a g e 2.5 Proximity freight forwarding transport industry 3. QUALITY OF THE TRANSPORT OFFERS 0.4 km international freight handling airport, industrial park. Businesses established in 2-6 km distance. 3.1 Transport connection (road) 2.2 km to the highway E-262 (TEN_T network) 3.2 Transport connection (rail) Terminal is located 1.3 km. from Zokniai railway station on Rail Baltica route. 3.3 Integration of freight villages nationwide Siauliai public logistics centre is part of the Lithuanian logistic cluster consisting of Vilnius, Kaunas, Siauliai and Klaipeda public logistics centres; the owner is Siauliai city municipality. 3.4 Conflict areas Spatial planning is done and approved after public consultations. The existing international airport is used for NATO operations 4. ENVIRONMENTAL SITUATION 4.1 Location area Terminal is located in the territory of the industrial park, beside the international airport; investigation of ground is done; technical documentation for the extension of infrastructure and construction of the additional buildings is prepared according to national construction legislation requirements and approved by the client after consideration by Siauliai city municipality service. 4.2 Surrounding area of the location Surrounding area contents trade and producing enterprises, transport infrastructure and engineering corridors. 4.3 Traffic load Access road is to be reconstructed, the existing 4 line highway has traffic in pick hours level C, 5. PLANNING SAFETY 5.1 Planning procedure Spatial detailed planning is done; technical documents for works are prepared and approved; public procurement procedure is launched; financing from the EU structural funds is foreseen in the plans of the Ministry of Transport; development of Siauliai intermodal terminal is included in the programme for the development of Rail Baltica railway corridor. 5.2 Property and ownership circumstances Intermodal terminal will be founded from public financing sources and will be the property of the State. Functions of the operator are delegated by the Ministry of Transport to the JSC Lithuanian Railways; Free access of freight is secured by the EU Railway Directives.

36 35 P a g e Figure 8. Location of Siauliai IT POLAND The status of logistics centres in Poland. An optimistic estimation about the number of the logistics centres meeting the Western European standards in Poland is 4. In addition, there are 29 container terminals in Poland, of which 4 are located in Poznan (3 existing, 1 in planning phase). Only 1 of the existing ones has good potential for development and could act actively and cooperate with other European countries, as it has good connections. Only 1 has good road connections; 1 has poor connection in the middle of the residential area. Each terminal is a private initiative established by a company. They have no real cooperation with each other. Although companies claim they are open for cooperation, in practice they are not willing to cooperate. However, there is potential for new container terminals. The main conclusion is that there should be one joint strategy and vision to map the future possibilities and market potential. Currently the terminals have poor cooperation also with the authorities. Each terminal is developing its own infrastructure. If a terminal should be opened, it should be available to other operators as well. Poland has only three logistics centre that meet Western European standards: Śląskie Centrum Logistyki S.A. w Gliwicach, Euroterminal Sławków Sp. z o.o., and Centrum Logistyczno Inwestycyjne Poznań (CLIP Logistics Sp. z o.o.). Established by local initiatives, the centres are not supported by the state. Their organisational structure, development and logistics infrastructure components differ a lot. There are no steps taken towards the development of the national intermodal logistics network since the general master plan for Poland has not been prepared yet. Mostly on papers, there are several projects regarding the construction of new multimodal terminals. For instance, Logistics Centre Poznań Franowo is planned at the 105 hectare site in the south - east of Poznan benefiting the express road Poznań Katowice and the railway transhipment station Poznań Franowo, where PKP Cargo plans to build a container terminal. The centre is to become a Special Economic Zone which will provide an incentive for potential investors. Another project Wielkopolskie Centrum Logistyczne (WCL) offers the infrastructure prepared for the logistics company profile and is waiting for further investments. Currently WCL is a warehouse park with no

37 36 P a g e connection to rail. However, due to the planned development of infrastructure (e.g. connection to the intermodal terminal) and growth of freight flows in the region, intermodal investments are being considered. The number of container terminals in Poland has increased from 20 to 32 during the past 7 years. In Poznań Agglomeration, there are 4 transport operators (Polzug, CargoSpeed, ATC Rail Spedcont and) and 5 container terminals. Cargosped terminal in Kobylnica faces certain pressure caused by the noise disturbance of local inhabitants who live near to the terminal. Spedcont terminal in Poznan can no longer operate in its current location. The attractiveness of the RBGC corridor can be increased by the cooperation of individual logistics centres and container terminals which would result in creation of the service for global freight flows. Poznań agglomeration area infrastructure is designed to serve intermodal transport. Basing on the parametric analysis of the intermodal terminals and logistics centre in Poznań, it is recommended to invite the container terminal POLZUG in Gądki to the WP 6 of the Rail Baltica Growth Corridor project. The analysis also showed the necessity of closer cooperation of the representatives of regional authorities, intermodal operators and shippers, as the provisions in trade agreements between the shippers, forwarders and intermodal operators prevent complete identification of freight flows in the area under analysis. Possibilities for international cooperation of the logistics clusters. Mazovian and Lodz intermodal terminals situation (prepared by Marcin Foltynski, ILIM) Six container terminals belonging to the four independent intermodal operators operate in the provinces of Lodz and Mazovia: POLZUG: Pruszków, PCC Intermodal: Kutno, Cargosped: Warszawa, Mława, Spedcont: Warsaw, Łódź. In the coming years Polzug plans to build a new container terminal located in Brwinów. The cost of the investment is estimated at 130 million zł. Investment plans provide for the construction of an intermodal terminal in the municipality of Brwinów, next to the railway line Warsaw - Łódź km south-west of the existing terminal in Pruszkow. It will serve a hub for cargo transported from seaports (Hamburg, Gdańsk, Gdynia) and will be an integral part of the planned construction of the logistics centre.

38 37 P a g e Figure 9. Terminal operators in Warsaw area Technical specification SPEDCONT: Łódź, Warszawa (technical specifications are provided in the survey) POLZUG: Pruszków TECHNICAL DETAILS Total area (sq. m): Number of gantry cranes / max. lifting capacity (tonnes): - Number of reach stackers / max. lifting capacity (tonnes): Number of tracks: Total track length (metres): 8, max. lifting capacity 45 t 2x 600 m 1x 350 m (empty depot) 1550 m Number of chassis: currently 95

39 38 P a g e Types of chassis: 20', 30', 40', 45'Tip chassis on request GENERAL INFORMATION SECURITY 24 hours guard service TRANSHIPMENT Container (20' - 40' / 40' HC / 45' / TC) Swap bodies Semi-trailers SERVICES Customs clearance Electronic registration Storage (full containers) Storage (empty containers) Storage of hazardous goods Transportation of hazardous goods possible Container cleaning Container emergency repairs Power supply for reefers, temperaturecontrolled goods Labelling and unlabelling of hazardous goods containers Guarding of valuable goods Sealing of containers PCC Intermodal: Kutno PCC Intermodal S.A. is a leader among private intermodal transport operators in Poland. The activity of the company involves above all the organisation of containerised cargo transport directly to the door of the customer. The firm organises intermodal transport based on regular rail connections both Polish and international between the transhipment terminals as well as road transport synchronised with these. Operating parameters target values (the investment process: expansion will start in 2013): working area: square meters annual reloading capacity: TEU 4 railway tracks 700 meters each 4 reachstackers completely equipped containers repair workshop 76 current connections 2 gantry cranes Current parameters, after finishing first stage of investment: working area: square meters railway area(9000 square meters): 2 siding tracks, 700 meters each entrance/exit gate with 4 traffic lanes office and social buildings annual reloading capacity TEU 4 reachstackers

40 39 P a g e Terminal in Kutno is the first centre of logistics and container handling which enables time and costs efficiency in handling cargo coming to central Poland: from the West (Germany, Netherlands, United Kingdom) from the East (Ukraine, Belarus, Russia) and the sea ports, cargo in the north-south trade corridors (from Scandinavia, Far East). The modern terminal is located directly on the railway line E-20, connecting Berlin with Warsaw and Moscow and further near the main railway line North-South (No. 131), on the Baltic-Adriatic Landbridge, and also close to national roads and motorways: DK 92 (Border of Poland-Poznan-Warsaw-Terespol-Boarder of Poland) - ca. 1 km Piątek intersection of A2 Motorway (Nowy Tomyśl-Poznań-Stryków) - ca. 40 km Kotliska intersection on the newly built A1 Motorway - ca. 3 km DK 1 (Cieszyn-Łódź-Gdańsk) - ca. 22 km DK 60 (Łęczyca-Płock-Ostrów Maz.) - ca. 4km The average radius of cargo delivery directly to the customer s door is 70 km. Cargosped: Warszawa AREA Terminal area (sq m) RAILTRACK SYSTEM EQUIPMENT OTHER INFORMATION MAJOR ADVANTAGES Cargosped: Mława Capacity (TEU) Expansion possibilities Number of tracks 1 Length of the loading track (mb) TRANSHIPMENT (type, lifting capacity) 1200 TEU Yes to over sq m 320 mb KALMAR (42 tonnes) KALMAR (42 tonnes) KALMAR (42 tonnes) Forklift Working time 1-5 / 24H /, customs clearance depot (approved by Customs) Sockets for isothermal containers (quantity) Security guard Linked to the road infrastructure (description) Other Yes Yes (10) AREA Terminal area (sq m) Yes Adjacent to the national road No 8

41 40 P a g e Capacity (TEU) Expansion possibilities 2000 TEU Yes RAILTRACK SYSTEM Number of tracks 2 Length of the loading track (mb) 2 x 300 mb EQUIPMENT OTHER INFORMATION MAJORADVANTAGES TRANSHIPMENT (type, lifting capacity) Working time customs clearance depot (approved by Customs) Sockets for isothermal containers Security guard Linked to the road infrastructure (description) Other FANTUZZI (45 tonnes) FANTUZZI (45 tonnes) FANTUZZI (45 tonnes) 1-6 from 7 a.m. to 7 p.m. Yes No Yes National Road No 7 Railway E65 Increasing the attractiveness of the RBGC corridor requires integrated actions of container terminals to create a new product the service offered to the global flow of goods. Łódź and Mazowia agglomeration areas have a well-developed point infrastructure designed to serve intermodal transport. Worth mentioning is a new container terminal in Kutno (near Łódź) opened in September 2011, belonging to PCC Intermodal acting mainly as a hub for container traffic primarily from sea ports (Polish, German). The next investment process (expansion) will start in Polzug in the coming years plans to build a new container terminal located in Brwinów. Interview with a representative of the company POLZUG (Mrs. Urszula Woźniak marketing department) showed thatcurrently there are no concrete plans to build a new terminal in Brwinów. There is no cooperation between the different operators in developing the intermodal network. Each of them develops its own network. Due to the diversity of terminal ownership, the following terminals will be considered in further analysis: POLZUG: Pruszków, PCC Intermodal: Kutno, Cargosped: Warszawa, Spedcont: Łódź. GERMANY Special attention was given to the Großbeeren s Freight Village (GVZ), where logistics companies and logisticsoriented service companies with different orientation (transport and forwarding agencies, warehousing,

42 41 P a g e logistics services, and telecommunications) have been settled. The economic strengths of the location are pointed out by the logistics and rail transport technology clusters. Freight Village can be reached by road and rail and has a combined multimodal terminal. Freight Village: Berlin South Großbeeren Figure 10. Großbeeren s Freight Village Spatial Location & Infrastructure Connection Area (not including transhipment terminal) Gross area 260 ha Net area 150 ha Main Features of Berlin Grossbeeren: Distance to City of Berlin border: 5 km Distance to the new Berlin-Brandenburg Airport: 10 km Intermodal terminal capacity: TEUS/ a, Terminal rail length: 750 m m m

43 42 P a g e Figure 11. Freight Village: Berlin South Großbeeren traffic links, source: GVZ Figure 12: Available tracks at GVZ, source: GVZ

44 43 P a g e Transhipment terminal: Transhipment terminal operated by Deutsche Umschlaggesellschaft Schiene Straße (DUSS) mbh. The first module consists of two transhipment tracks with a length of 700 m and two of 350 m that can be lengthened up to 700 m. Transhipment is processed with two gantry cranes. DB Intermodal Service is operating a Container Service Centre. Freight train connections are provided to the seaports of Hamburg, Bremen and Bremenhaven (Albatros) as well as to Poland and CIS (Ostwind). Rail operation: Railway infrastructure access is available for all licensed railway operators Individual customer logistics offers 24-hours operation possible

45 44 P a g e International marketing concept for Rail Baltica To create a functional logistics centre network to serve the global freight flows between Asia to Europe. As a result, the competitiveness of Rail Baltica region is improved in the international freight markets and the economical potential of the region is to be increased. As interoperable chain of logistics centres for joint branding and promotion in the European and Asian markets, Rail baltica can use by logistics centres along Rail Baltica to promote their services, and by other stakeholders that are operating intermodal trains in cross points (logistics centres/terminals in Rail Baltica corridor). Figure 14.Logistics Centres on the Europe-Asia Corridor Figure 14. Container trains map (rail network) 2013, source:

46 45 P a g e MARKETING CONCEPT VIA CONTAINER (RAIL) NETWORK CROSSING RAIL BALTICA CORRIDOR 1. Russian (St.peterburg) container train lines 2. Estonian container train lines and operators EVR Cargo operated lines : Moscow Express (Tallinn Moscow Tallinn) ZUBR (Tallinn Kiev Odessa Tallinn) Baltic Transit I (Tallinn Tashkent Tallinn) Baltic Transit II (Tallinn Alma-Ata Tallinn) Tallinn Tolyatti Tallinn Tallinn Perm Tallinn Tallinn Yekaterinburg Tallinn

47 46 P a g e 3. Latvian container train lines and operators 4. Lithuanian container train Viking: 58,741 TEU carried in 2012 (+0.4% yoy) Lithuanian Railways container train service goes from Klaipeda via Minsk, Kiev, to Odessa and IIyichevsk.

48 47 P a g e Figure 15.Possibilities of extending the route of the shuttle train Viking Saule: 919 TEU carried in H Last year the container train service operated by Lithuanian Railways carried 354 TEU. The Saule box train runs on the route Klaipeda-Gudogay (Belarus)-Ozinki (Russia)-Almaty (Kazakhstan) Chongqing (China). The train covers the distance in eight days. Average speed amounts to 725 km per day. The first trial train arrived from China (Chongqing) to Lithuania with 41 containers (computer equipment) in 13 days. In 6 days it reached the Belgian Antwerp, having overcome the distance of km. in 18 days. Merkurijus: 919 TEU carried in H Last year the container train service operated by Lithuanian Railways carried 361 TEU. The Merkurijus container train service links Klaipeda and Moscow twice a month, however, the company plans to run the train once a week. Figure 16. Šeštokai Express Hupac Intermodal is the operator of Šeštokai Express in the Western and Eastern Europe, and Intermodal Express operates the service from Šeštokai eastwards.

49 48 P a g e 5. Poland container train lines

50 49 P a g e 6. Germany container train lines and operators Current GVZ transport relations

51 50 P a g e Description of common service model (CSM) created in WP6 process The proposal for the CSM is prepared according to the private sector expectations for using Rail Baltica expressed in the following studies or documents: Private sector expectations (WP4 of RBGC) Rail Baltica Final Report (AECOM<2011) Rail Baltica Final Report (COWI 2009) Survey (CCITL WP6 RBGC) Study for the development of Kaunas PLC (WP6) KAUNAS PUBLIC LOGISTICS CENTRE (PLC) AND THE DEVELOPMENT OF INFRASTRUCTURE IN ITS AREA Working documents of Expert Group (WP6) The main potential destinations for freight via Rail Baltica are the seaports of the Southern part of Finland, the port of Sankt Petersburg, the ports of Tallinn and Kaunas, and the logistics hubs of Poland (Warsaw, Lodz, Poznan), Czech Republic, Slovakia, Hungary and Germany. The number of studies revealed that the main fast growing markets in rail freight were related to the movement of deep sea containers usually delivering imports to the Far East, and the European intermodal transportation of boxes and swap bodies. The above sector is interested in combining the goods of several companies on to trains by several logistics integrators. The potential North-South rail flows were examined in the studies related to the preparation of Rail Baltica priority project of TEN T network development programme for The main flows totalling to more than TN. annually can be containerized. They include: Finland Germany - paper (2, 5 mln. TN.) Finland Germany - wood products (1,2 mln. TN.) Finland Poland-paper (0.4 Mln.tn ) Latvia Germany - wood products (0,34 mln.tn.) The trade associations have provided their opinion on the type of goods which can be potentially delivered via the Rail Baltic line. These were: Timber and paper products Goods currently carried by trucks e.g. food Trailers Containers Oil and petrochemicals Fertilizers Hazardous goods The private sector expectations for Rail Baltica are: competitive price of transport services; similar or better timing with competitive modes; frequency of services 2-3 times per week;

52 51 P a g e tracking service for visibility of product location at any time; reliability of transport; extended working hours for accessibility; good transit time; availability of terminals, containers and wagons; flexibility of service; The feasibility study for Rail Baltica separate line identified the key factors for shifting the freight transport to railway. The underlined key factor is directly related to the intermodal terminals: train frequency and sufficient critical mass to run a train; reliability and flexibility; journey distance; avoiding unnecessary delays; operational resilience to satisfy customer requirements; environmental factors; competition in the rail sector (freight); additional rail freight terminals; rail productivity and length of train; competition with the road freight sector; costs of road haulage; border crossings and delays; comparative journey times by road; road improvements which may have impact on Rail Baltica; legal compliance by road haulers; vehicle size; Results of the survey of intermodal terminals along the Rail Baltica route provided certain assumptions for understanding the needs for creating a Common Service Model. The clarification of CSM will serve as the basis for future works on strengthening the cooperation between stakeholders. The results of the survey have clearly shown that the interest of freight forwarding companies or intermodal operators is the main factor for increasing the railway share in freight transportation along the corridor. The common idea of introducing a joint service model is presented in the map below (Figure 13).

53 52 P a g e Figure 13. Preliminary proposal for new logistics service product It is a preliminary proposal for a new logistics service product in RBGC. The blue line is a principal route of Rail Baltic starting in Helsinki (including short sea shipping component) to Berlin via Kaunas as the main starting point of European gauge width railway. The red line is the principal route of the short sea shipping. The main trade flows between Finland and Germany are using this mode. The Ro-Ro vessels are transporting road transport means (semi-trailers) to the ports in the northern part of Germany. From ports the trucks with semi-trailers deliver the goods by roads to Berlin. This map shows the calculation of time and costs for a journey from Helsinki, Finland to Berlin, Germany by two alternative routes: overland using rail (blue route) or by sea, leading to road transport (red route). This is a theoretical calculation presenting the possibility of land transport to become a competitive alternative for the existing main method of transport between the rest of Europe and the Eastern part of the Baltic Sea Region. Technical and operational improvements of all land transport components are needed in order to achieve competitive time of goods delivery from door to door with a competitive price. Specific economic calculations are needed with respect to other potential transportation projects. A combination of different modes in different sections of corridor is also possible. Each intermodal transport operator can select a more appropriate method by using different modes of transport. For example: Tallinn- Kaunas- Warsaw (rail); Tallinn- Kaunas (road), Kaunas Berlin (rail); Tallinn-Kaunas-Warsaw-Berlin (rail).