Planungsverband Region Rostock Att. Ms. Lena Steinmüller Erich-Schlesinger Str Rostock Germany - PDF

1 Planungsverband Region Rostock Att. Ms. Lena Steinmüller Erich-Schlesinger Str Rostock Germany Hansestadt Rostock Att. Dr. Andreas Schubert Holbeinplatz Rostock Germany Stockholm Rostock

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1 Planungsverband Region Rostock Att. Ms. Lena Steinmüller Erich-Schlesinger Str Rostock Germany Hansestadt Rostock Att. Dr. Andreas Schubert Holbeinplatz Rostock Germany Stockholm Rostock March 20, 2014 Market Study Rostock Nuremberg Intermodal Transport Corridors Summary On behalf of Regional Planning Association Rostock and the Hanseatic City of Rostock, Scandinavian Logistics Partners has carried out a study of the potential market in Sweden, Norway and Finland for intermodal transport corridors between Rostock and Nuremberg. The study examined the sales potential for the intermodal services based on prerequisites developed by the Port of Rostock. Activities involved mapping of companies that could be potential users of the services, a qualification process and in-depth interviews with 70 prospective customers. Most of the companies have driver bound traffic between Scandinavia and Germany and are not organized to be able to take advantage of trailer only intermodal services. The larger companies with more balanced flows are better suited for using intermodal alternatives and some of them have already initiated their own services. Because of past service deficiencies and closures of traffics, many companies expressed a certain hesitancy towards the sustainability of the intermodal corridors presented. The introduction of the directive on sulphur emissions adds to the uncertainty about availability and costs of ferry services. The interest for the proposed intermodal corridor to reach destination in or around Nuremberg was in general low among the interviewed companies. However, the study has identified several potential customers that have expressed interest in using intermodal connections between Rostock and destinations further away in Italy and in Balkan, the Black Sea region and Turkey. If the proposed 2 intermodal services can be connected to services to these regions, it is believed that these pro-longed intermodal corridors could have the potential to attract interest among Scandinavian customers. Cargo owners and end consumers start to put pressure on their transport and logistics providers to provide more environmental friendly and sustainable alternatives to road traffic. If requirements concerning reliability, costs and lead times can be met, intermodal train services should be able to offer an attractive complement to the Scandinavian companies transportation needs. Background Regional Planning Association Rostock in cooperation with the Hanseatic City of Rostock awarded on February 28 th, 2014 a consultancy work to Scandinavian Logistics Partners AB of Stockholm, Sweden (hereafter called Scanlog ) with the objective of performing a study of the potential market in Sweden, Norway and Finland 3 for an intermodal transport corridor connecting the Port of Rostock with the Tri-Con Container terminal in Nuremberg. The market study forms part of the Interreg IV-B project Trans Governance (Baltic Sea Region Program ) aiming at further development of different European transport corridors, e.g. the so-called Scandria corridor linking Scandinavia with the Adriatic Sea. The project s objective is to demonstrate how multi-level governance models, tools and approaches can contribute to a better alignment of transport policies in the Baltic Sea Region and a better incorporation of the business perspective. It is expected that reaching these objectives will increase commitment of public and private stakeholders to achieving greener and more efficient transport in the Baltic Sea Region, in line with the goals of Priority Area Transport in the European Union s Baltic Sea Strategy. With nearly 120 departures of ferries and ro/ro vessels to Denmark, Sweden and Finland, the Port of Rostock is a real logistic hub for any transport chain between Northern Europe, Central Europe and beyond. Today, more than 30 departures of intermodal trains a week connect Rostock with important destinations such as Verona, Novara and Domodossola in Italy, Brno in Czech Republic, Wels in Austria, and Karlsruhe and Hamburg in Germany. Short 4 transit times along the Central European Transport Corridor (Scandria) ensure reliable and cost efficient transport solutions. The operator and owner of the infrastructure of the Port of Rostock, Hafen- Entwicklungsgesellschaft Rostock mbh is regularly initiating new projects to support and further strengthen Rostock s position as a major multimodal hub. The here presented market study is part of such a project under development. Objective The study shall examine the sales potential for the above mentioned intermodal services. Activities has focused on the Swedish, Norwegian and Finish markets (along and west of a route from Greater Oslo up to Trondheim). The following sub-activities were specified as necessary in order to fulfill the overall task:. (1) Identification of potential customers for the aforementioned intermodal service such as logistics providers and forwarding companies in Sweden, Norway and Finland.. (2) Presentation of the intermodal service to Nuremberg to companies identified in step two above, discussion of the idea, identification of real volumes and if applicable 5 to find out necessary changes of the product so it fits into the logistics strategy of the contacted company. Methodology and execution In accordance with the outline presented by Planungsverband Region Rostock in the tender invitation dated Feb 18, 2014 a three step approach was applied to the study. A Scandinavian Logistics Partners former company director, Mr. Fritjof Jonas was assigned as project leader. Mr. Jonas, who is a senior advisor to the Board of Directors of Scanlog, has a deep knowledge of the Nordic transport- and freight forwarding markets and is bi-lingual Swedish-German, an important asset for the project. The first step of the study consisted of a market overview describing trucking companies, freight forwarders and logistics companies that constitute the possible target group ( suspects ) to whom the Port of Rostock should market the corridor features. The second and final step which was also the main part of the study consisted of a round of personal discussions with relevant persons in charge of the identified prospective clients where individual needs, potential cargo volumes and special request such as frequencies, edi-interchange, pricing etc were identified and discussed. The pre-conditions to set up the intermodal services concerned (such as transit time; transport costs; handling costs) had been checked, calculated, verified and summarized in a product information sheet that was provided by the Hafen- Entwicklungsgesellschaft Rostock mbh. To facilitate the personal discussions, a letter of support (attachment 1) was provided which together with an introductory letter (attachment 2) was sent out to all prospective customers that were later contacted. A total of 70 companies were contacted, whereof 14 companies in Norway, 27 in Sweden and 29 companies in Finland. Personal interviews were conducted with identified persons in charge of the company s international trucking operations and/or intermodal operations. The findings of each step of the project were comprehensively documented and details were submitted to the Port of Rostock. Several telephone conversations were also held between the project leader and the responsible persons at the Port of Rostock, where intermediate reports of the feedback received from interviews were given and further prioritization was discussed and agreed. 6 Conclusions Most companies interviewed still work with driver accompanied traffics. This allows the companies to make triangular and quadrangle traffics in Europe, e.g. loading from Scandinavia to Austria, new loading to France, from France to Belgium and then back load to Scandinavia. These companies are less likely to use an intermodal service as they are simply not organised to handle their equipment without their own drivers. The triangular and quadrangle traffic patterns also make it possible to have a more flexible use of the equipment. To be a user of an intermodal connection the company is forced to have balanced traffics and a substantial volume. This means that the big players like DB Schenker, DHL, DSV, LKW Walter and others are the most likely potential customers using intermodal services in general. Some of these large multinational players have already implemented their own intermodal systems, which shrinks the volume for other intermodal actors. Examples of this are the DHL train between Travemünde and Verona, and the DB Schenker train from Rostock to Wels. The interviews also give at hand that it is first and foremost the agreements between the forwarding companies/trucking companies and the ferry companies that guide which port of entry is of most interest. These agreements are made on a yearly basis which means that most likely a switch between ports or ferry lines will not be made during the time of such an agreement. Several of the companies in the study also raised questions about the perseverance and sustainability of the presented intermodal lane and time schedule. This is partly believed to be based on previous experiences with intermodal initiatives that have been closed down after what has been perceived as shorter periods of operation. A certain uncertainty can be observed among the companies interviewed in respect to the IMO regulation on sulphur reduction which is effective as from The forwarders are waiting how this will impact ferry lines and ports. At least in part due to the above reasons, the interest for the proposed intermodal corridor to reach destination in or around Nuremberg was low among the interviewed companies. However, a number of companies expressed an interest in further analyzing these alternatives and requested more information. Several of the companies interviewed expressed interest in the corridor to Nuremberg if this could be connected to destinations in Italy such as e.g. Verona. It is obvious that there is a demand among transporters and forwarders for economically (and environmentally) attractive alternatives connecting Scandinavia and Italy. 7 The same also seems true for the Balkans, the Black Sea region (Romania, Bulgaria) as well as Turkey. If the proposed intermodal services can be connected to services to these regions, the study has identified several companies that could be potential users of such prolonged intermodal corridors. Finally, listening to the companies interviewed, they state that there is a strong demand from customers to offer sustainable and environmental friendly transport solutions, i.e. rail/intermodal solutions. However, the customers demands on lead time, pricing and reliability creates a conflict of interest which still today mostly turns out in favour of road traffic.
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