RBGC WP6 report - Logistics Pilot: Co-operability of ... · LOGISTICS PILOT: CO-OPERABILITY OF...

Part-financed by the European Union(European Regional Development Fund)

RBGC WP6 REPORT -

LOGISTICS PILOT: CO-

OPERABILITY OF

LOGISTICS CENTERS

2013

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

Visackienė

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Part-financed by the European Union (European Regional Development Fund)

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


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 2007-2013. 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.

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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 www.rbgc.eu.

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.

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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.

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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.

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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 railroad 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.

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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 Havelland-

flaming 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.

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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.

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Main activities in the WP-6

6.1 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. Stakeholder-

partnership 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 6.4.

6.4 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.

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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 8.

14. 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.

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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:

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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)

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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

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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 the increase of flow factor;

o control of shunting services;

o terminal opening time;

o 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.

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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.

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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

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typical module of that kind should be able to handle about 120-150.000 loading units p.a. (rail-in and rail-

out 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.

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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).

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 OF

SERVICES

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 semi-

trailers, refrig.

cargo

20 | P a g e


4 POLZUG

INTERMODAL

POLSKA Sp. z o.o

Magazynawa 8,

Gadki

A2, S11 Large cont.,

swap bodies,

semi-trailers

5 Centrum

Logistyczno

Investycyjne

Poznan (CHP)

Swarzedz -

Jasin

Robowiecka

str.

Large cont.,

swap bodies,

semi-trailers

3 6 SPEDCONT

Spedycja Polska

Sp. z o.o.

Lodz Olechov All types of ITU

PCC Intermodal Kutno road 92, railroad

CE20/E20

Terminal

Piotrków

Trybunalski -

operator en

Logistics

(planned)

1500E, 1540E No operator

4 7 CARGOSPED Sp.

z o.o.

Warszawa

Prague

DK8 I, II, VI Hamburg,

Gdynia, Gdańsk,

Szczecin,

Niemcy- Horka,

Frankfurt nad O.,

Chechy-

Chałupki,

Zebrzydowice,

Litwa- Trakiszki,

Słowacja-

Zwadroń,

Muszyna

8 SPEDCONT

Spedycja Polska

Sp. z o.o.

Warszawa S8, DK61 I, II, VI Transhipment of

containers, swap

bodies and semi-

trailers

9 POLZUG

INTERMODAL

POLSKA Sp. z o.o

Pruszków I, II, VI Rotterdam,

Bremenhaven,

Hamburg,

Poznań, Gdańsk

Transhipment:

Containers (20 '-

40' / 40 'HC /

45' / TC), swap

bodies, semi-

trailer

1

0

POLZUG

INTERMODAL

POLSKA Sp. z o.o

Brwinów (at the

PKP railway line

Warszawa -

Łódź, (2,5 km

on south-west

of the existing

terminal in

Pruszkow).

PLANNED

INFRASTRUCTU

RE

5 1

0

JSC "Lithuanian

railways"

Šeštokai E-85, R-B I Poland, Latvia All types

6 1

1

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

7 1

2

JSC "Lithuanian

railways"

Vilnius I Poland, Latvia,

Belarus,

Klaipėda

All type of

containers

transloading

21 | P a g e


rail/rail,

rail/road

8 1

3

JSC "Lithuanian

railways"

Šiauliai E-272, E-77 IA, I, IX B, IA Latvia, Poland,

Belarus,

Klaipėda,

Kaliningrad

Int. Airport - 2

km. All type of

ITU, Klaipėda

part-160 km.

1

0

1

4

Riga container

terminal

Riga, Latvia E-85, A-2 I Lithuania,

Russia,

Kaliningrad,

Northern Europe

All type of

containers

1

1

1

5

Muuga Container

terminal

Port of Tallinn

Muuga Harbour

Via-Baltica, Tallinn-

Narva, S-Petersburg,

R-Baltica

I Finland,

St.Petersburg,

Poland,

Germany parts,

Latvia

Containers ro-ro

cargo

1

1

1

6

Port of Helsinki Voosaari I Stockholm,

Tallinn,

Travemiunde,

Rostock, Gdynia,

St.Petersburg

Container ro-ro

traffic

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.

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.:] [E-mail address:]

Location: [Urban] [Suburban] - - - -

Is company an independent body or a unit of other organization-

[Independent company]

[Daughter company]

[Branch office of company]

- - -

Institutional dependence of company:

[Affiliated with railway company]

[Private] [State] [Municipal] [Public Private Partnership]

-

What was total amount of transhipment in 2011- (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 2011- (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-

[Yes] [Only one] - - - -

Please provide information on the distance to the connection to the public rail network

[Distance (km)]

- - - - -

Please provide information on the distance to main public roads

[Distance (km)]

- - - - -

Does the company operate in any type of logistics service delivery system-

[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/wholesalers (%)]

[Single logistics centres (%)]

[Industrial companies (%)]

[Other(please, specify)]

- -

24 | P a g e


What area (1000 sq.) is available for storage of loaded ITU/TEU loaded with ADR-

[Containers] [Semi-trailers] [Swap bodies] - - -

What area (1000 sq. m) is available for storage of loaded reefer units-

- - - - -

What is the main road type to/from the terminal-

[Highways] [National roads]

[Municipal roads]

[Urban streets] [Private road] -

What was the average annual utilization rate (%) of space in 2011-

[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- www.rbgc.eu

[Yes] [Partly] [No] - - -

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]

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 interoperability of railway services

Number of capable intermodal terminals

Is the company familiar with the concept of green transport corridor-

[Concept is known]

[Under implementation]

[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)-

[Yes] [No] [Could be considered]

- - -

What form of cooperation is acceptable for company-

[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

- - -

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

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;

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.

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

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

1–4 km

2.5 Proximity freight forwarding

transport industry

14 km

3. QUALITY OF THE TRANSPORT OFFERS

3.1 Transport connection (road) 0.4 km from motorway E-85, highway E-262

3.2 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 nation-

wide

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 1956.

4. 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

30 | P a g e


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.

5.2 Property and ownership

circumstances

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

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) 16.8 HA/118 HA

• Size layout rectangular

• Underdeveloped and extended

areas 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 14 km

• Proximity to industry and trade 6-14 km. Industry and freight villages’ zone 118 ha is foreseen

in the territorial plan.

• Proximity to the port 360 km by road, 400 km by rail.

• Proximity to the wholesale and

retail trade 1–4 km

• Proximity freight forwarding

transport industry 1–14 km

QUALITY OF THE TRANSPORT

OFFERS

• Transport connection (road) 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.

32 | P a g e


• Transport connection (rail) 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).

• Integration of freight villages

nation-wide 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”.

• Conflict areas 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 1986.

ENVIRONMENTAL SITUATION

• 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 the additional buildings is prepared according

national construction legislation requirements and approved by

the client after consideration by Vilnius city municipality service.

• Surrounding area of the

location The surrounding area encompasses business and production

companies, transport infrastructure and engineering corridors,

forests area. Housing area is in a distance of 4 km.

• Traffic load 4 line bypass of Vilnius city is under construction. Finalization is

foreseen in 2014. Financing from EU Cohesion fund is fully

secured.

PLANNING SAFETY

• 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 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.

• Property and ownership

circumstances 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.

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 0.2-2 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

34 | P a g e


2.5 Proximity freight forwarding transport

industry

0.4 km international freight handling airport, industrial

park.

Businesses established in 2-6 km distance.

3. QUALITY OF THE TRANSPORT OFFERS

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 nation-

wide

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.

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

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 - 2.5 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.

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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): 32976

Number of gantry cranes / max. lifting capacity (tonnes): -

Number of reach stackers / max. lifting capacity (tonnes): 8, max. lifting capacity 45 t

Number of tracks: 2x 600 m

1x 350 m (empty depot)

Total track length (metres): 1550 m

Number of chassis: currently 95

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Types of chassis: 20', 30', 40', 45'Tip chassis on

request

GENERAL INFORMATION

SECURITY

• 24 hours guard service

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, temperature-

controlled goods

• Labelling and unlabelling of hazardous goods

containers

• Guarding of valuable goods

• Sealing of containers

TRANSHIPMENT

• Container (20' - 40' / 40' HC / 45' / TC)

• Swap bodies

• Semi-trailers

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: 80 000 square meters

• annual reloading capacity: 200 000 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: 45 000 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 - 100 000 TEU

• 4 reachstackers

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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) 24 000

Capacity (TEU) 1200 TEU

Expansion possibilities Yes – to over 50 000 sq m

RAILTRACK

SYSTEM

Number of tracks 1

Length of the loading

track (mb)

320 mb

EQUIPMENT TRANSHIPMENT

(type, lifting capacity)

KALMAR (42 tonnes)

KALMAR (42 tonnes)

KALMAR (42 tonnes)

Forklift

OTHER

INFORMATION

Working time 1-5 / 24H /, 6 - 8.00-14.00

customs clearance depot

(approved by Customs)

Yes

Sockets for isothermal

containers (quantity)

Yes (10)

Security guard Yes

MAJOR

ADVANTAGES

Linked to the road

infrastructure

(description)

Adjacent to

the national road No 8

Other

Cargosped: Mława

AREA Terminal area (sq m) 25 000

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Capacity (TEU) 2000 TEU

Expansion possibilities Yes

RAILTRACK

SYSTEM

Number of tracks 2

Length of the loading

track (mb)

2 x 300 mb

EQUIPMENT TRANSHIPMENT

(type, lifting capacity)

FANTUZZI (45 tonnes)



OTHER

INFORMATION

Working time 1-6 from 7 a.m. to 7 p.m.

customs clearance depot

(approved by Customs)

Yes

Sockets for

isothermal containers

No

Security guard Yes

MAJORADVANTAGES Linked to the road

infrastructure (description)

National Road No 7

Other 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 2013.

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 logistics-

oriented service companies with different orientation (transport and forwarding agencies, warehousing,

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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: 55.000 TEUS/ a,

• Terminal rail length: 750 m + 350 m + 350 m

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Figure 11. Freight Village: Berlin South Großbeeren traffic links, source: GVZ

Figure 12: Available tracks at GVZ, source: GVZ

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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

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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: http://www.baltictransportmaps.com

http://www.baltictransportmaps.com/

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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

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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.

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Figure 15 .Possibilities of extending the route of the shuttle train “Viking”

Saule: 919 TEU carried in H1 2013. 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 11065

km. in 18 days.

Merkurijus: 919 TEU carried in H1 2013. 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.

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5. Poland container train lines

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6. Germany container train lines and operators

Current GVZ transport relations

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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 2007–2013. The main flows

totalling to more than 300.000 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;

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• 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).

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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).

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There are many possible transport combinations. The intermodal terminals are a common requirement

for these combinations. The terminal is a key component in the intermodal chain since it has to ensure

an efficient and safe interchange between road and rail. In case of Rail Baltica, to connect two different

railway networks (Kaunas). Other very important aspect for terminal operations is to ensure efficient

delivery of intermodal units to the client. In this CSM description it means that terminal is an independent

entity in this transport chain, and the focus is given to the improvement of the operational functions and

services and thereby the capacity of terminal. The basic functions B and additional services A of

intermodal terminals are:

• transhipment of loading units between the different transport modes (road, rail); B;

• terminal handling (check-in/out, security check); B;

• intermediate buffer for loading units/vehicles; B;

• agency functions for railways and operators; A;

• storage of loading units (depot) B;

• temperature controlled-dangerous goods; B;

• trucking service; B;

• container repair; A;

• customs services; A;

Improvement of the management and basic transhipment capacity of the existing terminals can be

pursued by applying “hard’’ and “soft’’ measures. The focus of WP6 is given to “soft ’’ measures, which

can lead to the significant improvement of the “from door to door’’service.

CSM of logistics centres first of all is foreseen for solving the planning problems in intermodal freight

transport related to four types of decision makers and based on the four main activities in intermodal

transport.

Firstly, the drayage operator plans and schedules trucks between terminal and shippers;

Secondly, the terminal operator manages transhipment operations from rail to rail or from road to

rail/from rail to road;

Thirdly, the network operator is responsible for infrastructure planning and organization of transport;

The intermodal transport operator is a user of the intermodal infrastructure and services. It is the main

actor in increasing railway shares in the corridor;

The need to understand the CSM has many reasons. Drayage operations constitute a relatively large

share of total costs of the intermodal transport. The design of the intermodal service network and

determination of an optimal consolidation strategy can contribute to the improvements of intermodal

operations. Cooperation between the concerned actors in the transport chain is very important taking

into account the need of multiple decisions.

The increased level of cooperation requires improvement of the performance of intermodal freight

transport; moreover, better integration could be ensured by planning the problems at different decision

levels.

The main performance characteristics of the logistics centres are foreseen in the joint service model:

• Road access for trucks for loading allowance of 11 tons/axle;

• Gate services with “Check in/check out area” provided with sufficient parking areas;

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• Enough rail track capacity for smooth handling and transhipment matching the traffic volume. Exact

criteria to be set;

• Rail mounted gantry cranes with sufficient capacity (RMG). Technical criteria to be set.

• Two or three interim storage or buffer lanes; reserve area;

• EU standard safety regulations set and followed in the terminal area ;

• Double sided rail access with direct entry and departure of the train by the main line traction unit

enabling smooth and fast operations of the trains;

• Multipurpose activity enabled in the terminal (SWAP bodies, semitrailers, containers, refrigerated

goods, ADR goods);

• Quality management system (ISO 9001) introduced;

• Environmental management system (ISO 14001) introduced;

• Security management system (ISO28000 scheme) introduced;

• The ICT infrastructure serving the whole chain; transparency, technical compatibility, real-time

information services;

• National and regional administrative and operational barriers have to be removed;

• Neutrality and openness of terminals for all operators and clients;

In order to introduce a common service model, expert group recommended the following forms:

memorandum of understanding;

agreement of cooperation;

permanent thematic working group;

association of partners;

Due to the large ownership diversity of terminals, the most attractive form of cooperation is

Memorandum of Understanding.

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Report summary

Tasks of Working Package No.6:

T1: Pilot planning;

T2: Analysis of interoperability requirements;

T3: Interoperability threshold;

T4: Promotion concept.

Railway development project RAIL BALTICA became a priority project for the development of Trans-European

Transport Network infrastructure of the European Union in 2004. The Decision No884/2004/EC of the

European Parliament and the Council of 29 April 2004 partially amending the Decision No1692/96/EC on

Community Guidelines for the Development of the Trans-European Transport Network” indicated (in the Annex

No. 3 to this document) the following schedule for the development of Rail Baltica:

• Warsaw ¬ Kaunas – 2010;

• Kaunas – Riga – 2014;

• Riga – Tallinn – 2016.

The aim of the schedule was to eliminate the infrastructure bottleneck on the section Warsaw ¬Bialystok –

Kaunas (about 400 km) by reconstructing the European gauge railway line in the territory of Poland and

constructing a new European gauge railway line to Kaunas (intermodal terminal). It was planned to connect

the two different gauge tracks in passenger and freight terminals in Kaunas.

However, implementation of the project lags behind the planned schedule. Until the end of 2015, new tracks

of 1435 mm gauge to Kaunas passenger station and to the intermodal freight terminal in the territory of

Palemonas railway freight station will be constructed in the territory of Lithuania. Negotiations concerning

implementation of the remaining part of Rail Baltica project are coming to an end. This part will be called Rail

Baltic. An absolutely new railway line will be constructed from Kaunas via Riga, Pärnu to Tallinn city and the

seaport. In the Southern part of the corridor it will be connected (by 2015) to the already constructed track

of 1435 mm gauge. However, not only the essential improvement of the main infrastructure will make

influence on the shift of the part of freight transportation demand from the sea transportation means to the

railway or on the attraction of new flows to the railway. Private transport business sector also sets the factors

determining the attractiveness of railway direction. One of them is comfortable dislocation of intermodal

terminals. Moreover, transposition of goods from one transport mode to another has to be cheap, fast, safe

and flexible. Additional services necessary for the transportation process must also be provided at the

terminals.

The revised EU Policy guidelines for the trans-European transport network (the TEN-T guidelines) propose a

new planning of the TEN-T development at two levels: the first level is constituted by a larger, basic network

called ”comprehensive network’’. The second level is constituted of the strategically most important parts of

the TEN-T called the “core network’’. The revised TEN-T guidelines also propose a reinforced approach toward

coordination of the development of TEN-T network. A number of corridors, drawing on the core network, have

been identified. Development and implementation of the infrastructure along the corridors will be ensured

by corridor structures that will bring together all main stakeholders.

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A new policy approach will place greater emphasis on ensuring effective interconnectivity across the borders

and effective interoperability by wide deployment and interoperability of intelligent traffic management

systems, enhanced safety and environmental friendliness of transport infrastructure.

One of the nine core network corridors is called North sea–Baltic sea corridor. Its structure will be created by

the 10th of November 2015. This corridor includes the section Berlin-Warsaw-Kaunas-Riga- Tallinn.

The European importance rail/road intermodal access points on the corridor are foreseen in Poznan, Warsaw,

Lodz, Kaunas, Riga, and Tallinn. Taking account of the list of partners in the RBGC project involved in the WP6

activities, a preliminary list of intermodal terminals with the influence zone of R80 km was prepared. 16

terminals representing 14 logistics areas are included in the map and the list of the existing or developed

terminals. Dislocation of the terminals on the map shows that in principle such a density of access points

gives an opportunity to justify a new logistics product. It should be also taken into account that there is a

potential to change the direction of transport flows towards the Baltic Adrian Corridor. A more detailed analysis

of the terminals revealed significant differences between them in terms of their purpose and institutional

subordination.

According to the definitions of the logistics centres and intermodal terminals, it can be assumed that there

are no strong rail/road terminals along the corridor route. Another important issue is container terminals in

Poland, because they are operating in the horizontal type of networks of 4 intermodal transport operators,

mainly acting for container traffic primarily from German or Polish sea ports. Second important issue is the

type of container terminals in the Baltic Sea ports in Riga, Tallinn and Helsinki. They are operating as hubs

for international transit, mainly in the West-East direction. Third specific issue is related to Lithuania where it

is foreseen to implement 3 projects of Public logistics centres: two in Kaunas city surrounding area and in

Vilnius city surrounding area are under implementation and are to be released by the end of 2015. The

concept of Public Logistics Centres of Lithuania is similar to that of German freight transport centres.

The benchmarking of technical and performance parameters between the freight terminal Berlin South

(freight village) and terminals along the Rail Baltica route was partly made during the WP6 process. Eight

meetings of Project partners in WP6 were held. Meetings were supported by the site visits to several terminals

in Poznan, Lodz, Kaunas, Riga, Tallinn, Sankt Petersburg and Ludwigsfelde.

A more detailed survey of the logistics facilities was provided. It was expected to receive the answers to the

following questions:

• what kind of services are provided?

• what is the level of networking?

• What is the level of cross-border cooperation and integration?

An Internet- based questionnaire was filled in by 16 respondents, the representatives of each partner

country. The questionnaire had 25 items related to the information about the location, the type of services

provided, utilisation capacity and the opinion for future cooperation. The following conclusions were made:

• terminals are located mainly in urban area;

• the operators of terminals are not independent bodies;

• trucking distances (last mile by road) to/from your customers in 2011 varies from 2 to123 km;

• the average distance to the main railway infrastructure is 2-5 km;

• the majority of terminals are operating in the horizontal type of network. The network belongs to the

same intermodal transport operator;

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• development actions are foreseen by all operators;

• development plans are in preparation phase;

• the majority of terminals are partly operating in the logistics service delivery type “just-in-time‘‘;

• main clients of containerised freight are forwarders acting for transit;

• main type of access roads is urban streets;

• the average annual level of the utilisation of terminals’ estimated capacity exceeds 60 %

• the main factors influencing the use of intermodal transport are: interest of forwarders, interoperability

of intermodal terminals, level of cooperation among the actors in the transport process;

• possible forms of cooperation are enlisted in the following order: Memorandum of Understanding,

agreement for cooperation, permanent working group, association of partners;

The Expert Group has proposed Pilot logistics as follows:

• BERLIN SOUTH GROSSBEEREN (intermodal terminal DUSS);

• POZNAN (terminals Cargosped, POLLZUG)

• LODZ (container terminal OLECHOWO SPEDCONT)

• WARSAW (container terminals Cargosped, Spedcont, intermodal terminal Pollzug)

• KAUNAS (intermodal terminal JSC ,,Lietuvos Gelezinkeliai‘‘ Palemonas)

• RIGA (container terminal Riga port, freight terminal JSC Shenker)

• TALLINN (Muga Port container Terminal)

• HELSINKI (Vuoosaari Port)

• KOUVOLA (Logistics area, freight railway station)

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.

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).

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Annex I – Survey results

Estonia; 5

Finland; 2

Latvia; 5

Lithuania; 4

Poland; 2

Germany ; 1

Responses per country

Urban62%

Suburban25%

Urban/Suburban13%

Location

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Independent company

56%Daughter company

25%

Branch office of company

19%

Is company an independent body or a unit of other organization

Affiliated with railway company

5%

Private26%

State58%

Municipal11%

Public Private Partnership

0%

Institutional dependence of company

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What was total amount of transhipment in 2011- (thousands ITU)

Respon

dents

no.

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Swap

bodies

104 Constru

ction

phase

0,056 0 0

Semi-

trailers

1 477

172 ro-

ro units

175 1500 35 Constru

ction

phase

0 0 0

Contain

ers: 20''

197

717

225

000

500 50 6 Constru

ction

phase

838 838 3,0 0,333 20500

Contain

ers: 40''

51 2500 30 8 Constru

ction

phase

1357 1357 5,0 0.126 20500

Other] Total

32000

TEU

Wareho

use

capacity

-

150,00

0 m2

sqm

Total 39

3 TEU

Wagon -

1500

Constru

ction

phase

What is the terminal’s transhipment capacity per day (ITU)

Respon

dents

no.

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Swap

bodies 600 100 100 120 63 50 60 60

Contain

ers

350

TEU Approx. 1095

Approx.

1232

Planned

capacity

appr. 1000 70 3000 250 200 100 81 110 150 100 300

Semi-

trailers

Approx. 5479 ro-ro

units 1000 250 100 120 60 60

What were the actual trucking distances (last mile by road) to/from your customers in 2011- (km)

Respondents no. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Longest 20 N/A 2000 1300 7000 5000 123 0 0 405 383 100

Shortest 2 N/A 10 10 5 50 3 3 0 0 2 21 0.5

Average (per year) N/A N/A 15 200 1000 2 15 0 0 28 123

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Does the company’s operation belong to any type of international logistics channel (ILC)

Respondents no. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Vertical type No Yes No No No No No No No No No No No No No No

Comment Applies to our clients

Horizontal type No Yes No No Yes No No No Yes Yes No No No Yes Yes Yes


Conventional type Yes Yes Yes Yes No Yes Yes Yes No No Yes Yes Yes No No Yes


Port of Helsinki is a land lord at Vuosaari Harbour and the operations are

made by several companies.

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34%

22%

16%

19%

9%

Expected direction of development

Extension of transshipment area Construction of additional storage area

Construction of warehouse New services (specify)

Other

None6%

Under preparation44%

Approved37%

Other13%

At what stage is company’s development plan

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Yes88%

Relative (specify conditions)

6%

Restricted6%

Is the access to terminal open to all shippers- [Other]

0%

Is the access to terminal open to all shippers

Yes75%

Only one25%

Does company work with a range of licensed railway companies

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Please provide information on the distance to the connection to the public rail / road network

Respondents

no. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Public rail (km)

0 Rail in the port

area

0 Direct access

Rail in the port area and the state owned 19 km long

railroad to the main railroad

network of Finland starts from the

harbour.

0,5 1 2 0,1 Terminal is next to railway

Terminal is next to railway

Terminal is next to

railway

2 5 Terminal provides public rail network, directly

connected to freight

marshalling yard

Public roads, km

0.2 km

5 km to E20

highway

1 Direct access

10 0 km to road 103; 5 km to road E18

0,5 roads 6, 15, 12

1 0 0,3 to Nr. I and No II

5 5 B101 - 1km, Autobahn BAB 10 - 5

km

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Just in time;30%

Kanban;0%

System of delivery planning;

15%

Quick response method:

0%

Simple40%

Other(please ,specify)

0%

Other15%

Does the company operate in any type of logistics service delivery system

Trading companies/wholes

alers ; 37,60%

Single logistics centers; 13,95%

Industrial companies;

17,75%

Other(transit, forwarders);

30,69%

Who are the main receivers of intermodal transport(TEU) , %

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What area (1000 sq.) is available for storage of loaded ITU/TEU loaded with ADR

Respondents no. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Containers 0 500 150000 0 50 No specific areas 50 HA 1000 60 10000 100 50 Yes

Semi-trailers 0 200 1000 0 0 As above 50 HA 50 60 1000 30 30

Swap bodies 0 N/A 1000 0 0 As above 50 sq.m 50 60 1000 60 60

What was the average annual utilization rate (%) of space in 2011

Respondents no. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

[Storage area (1000 sq.m) available]

30% N/A 60% 150,000 sqm

100 750 80 50 10 4.45 42,8 17,5

[Storage area (1000 sq.m) utilized]

70% N/A 60% 90,000 sqm

50 400 80 50 10 3.8 30 10,0 75

[ADR storage area (1000 sq.m) available]

50% N/A 60% 0 100 We haven't any specific areas for ADR units

20 50 10 0,4 0,2

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Highways25%

National roads25%Municipal roads

17%

Urban streets33%

Private road0%

What is the main road type to/from the terminal

Yes65%

Partly29%

No6%

Are you aware of the logistics support Rail Baltica GROWTH CORRIDOR project carried out under the EU Interreg program

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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

0

0,5

1

1,5

2

2,5

3

3,5

4

4,5

Level of cooperationbetween intermodalterminals, forwarding

companies and railwaycompanies

Interest of forwardingcompanies

Intermodal terminalsinteroperability

Number of capableintermodal terminals

Cooperation amongintermodal terminals

and forwarders

Technicalinteroperability ofrailway services

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Concept is known50%

Under implementation

28%

Requires further investigation

17%

Not in our interests5%

Is the company familiar with the concept of green transport corridor

Yes63%

No6%

Could be considered

31%

Would you like to participate actively in the cooperation initiative along the Rail Baltica (Berlin, Poznan, Lodz, Warsaw,

Kaunas, Riga, Tallinn, and Helsinki)

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Memorandum of understanding

32%

Agreement on cooperation

26%

Permanent thematic working

group26%

Association16%

Joint venture0%

Other0%

What form of cooperation is acceptable for company

Legal46%

Technical29%

Financial25%

Has the company the necessary preconditions for ITS integration between Pilot Logistics

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