Intermodal Road Map Romania

Transcription

COSMOS Round Table Romania
Bucuresti, 20.11.2013
Road Map on Intermodal Transport
in Romania - Final
Intermodal Round Table and
Road Map for Romania
Uwe Sondermann, Kai Petri
KombiConsult GmbH
Round Table, Bucharest, 20 November 2013
Road Map, final 20 November 2013
COSMOS Project
Objectives
 Fostering the development of (combined) intermodal transport in
South East Europe
South-East
 Cooperative Solutions for Managing Optimized Services (COSMOS)
 www.intermodal-cosmos.eu
 Co-financed by the European Commission in the framework
of a Marco Polo Common Learning Action
page 2
© KombiConsult GmbH
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COSMOS Project
Partners
page 3
KombiConsult
Germany
Consultancy
Adria Kombi
Slovenia
Intermodal Operator
Bohemiakombi
Czech Republic
Intermodal Operator
Crokombi
Croatia
Intermodal Operator
DB Schenker Austria
Austria
Logistics Service Provider
DB Schenker Bulgaria
Bulgaria
Railway Undertaking
DB Schenker Romania
Romania
Railway Undertaking
Ecologistics*
Bulgaria
Terminal Operator
Gysev Cargo
Hungary/Austria
Railway Undertaking
HaCon
Germany
Consultancy, IT
Lokomotion
Germany
Railway Undertaking
Slovenian Railways
Slovenia
Railway Undertaking
Trans Express**
Bulgaria
Logistics Service Provider
* until 31.08.2013; ** from 01.09.2013
COSMOS Project
Promoting and disseminating intermodal transport
 Promoting intermodal transport as such,
and in particular supporting schemes for modal shift to (intermodal)
rail services (administrative, fiscal, technical, financial measures)
towards targeted stakeholders (market parties, operational partners
and political/public stakeholders)
 Dissemination of project results (“promoting campaign”):
 Round tables,
 Final seminar,
 Knowledge platform (www.intermodal-cosmos.eu),
 Other measures such as press releases and COSMOS
presentations at conferences and seminars
page 4
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Round Tables
2nd Round Table
Czech Republic
19 S
September
t b 2013
3rd Round Table
Hungary
16 October 2013
4th Round Table
Romania
20 November 2013
1st Round Table
Slovenia
23 April 2013
6th Round Table
Croatia
March 2014
5th Round Table
Bulgaria
February 2014
page 5
Round Tables
Co-ordinate the findings and innovative ideas of the
nucleus partners and CREAM and DIOMIS studies
Intermodal
Operators
Railway
Undertakings
Ministry of
Transport
Terminal
Managers
M
Round
Table
Other Stakeholders
Infrastructure
Manager
Customers
page 6
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Round Table Romania
Participants (1/2)
Institution
Contact Name
Present
Allianso Terminal
Ploiesti/
Global Shipping
Petrica Usurelu
George Petre
Madalina Peiciu
OK
OK
OK
APM Terminals
Eduard Ovezea (Rail Transport Supervisor)
OK
Center Tea & Co
Diaconu Minel (General Manager)
Excused
CFR Infrastructure
Horatiu Ionescu (Head of Circulation)
Dorin Mitan
OK
OK
Club Feroviar
Stefan Roseanu
Pamela Luica
OK
OK
Dacia/Renault
Catalin Luca
OK
DB Schenker Rail
u ga y
Hungary
David Kovacs
OK
DB Schenker Rail
Romania
Eduard Iancu (General Manager)
Bogdan Barbu (Sales Manager)
Nicolae Ciovica (Director Operations)
Adrian Florian
OK
OK
OK
OK
DP World Constanta
Alexandru Godin (Transport Supervisor)
Gabriel Gheorghe
OK
OK
EACI
Eric Kenis
OK
page 7
Round Table Romania
Participants (2/2)
Institution
Contact Name
Gysev
Peter Kontor (Sales Manager Intermodal)
Peter Levay (Sales Manager Projects)
Present
Hupac
Alberto Grisone
Interferry Boats
Gabriela Schubert (Commercial Manager)
Excused
Intermodal Logistic Int'l
Florin Manolescu (General Manager)
OK
JASPERS-EIB
Teo Falato
OK
KombiConsult
Uwe Sondermann (Authorised Represenative)
Kai Petri (Consultant)
OK
OK
Excused
OK
OK
OK
O
OK
Kronospan
Ciprian Danila (Logistic Director)
ed c Ahammer
a
e
Friedrich
Ministry of Transport
Claudiu Dumitrescu (Deputy Director – Infrastructure)
Excused
Rail Cargo Romania
Madalin Ionescu (Sales Manager)
Aurel Budala
OK
OK
Railport Arad
Dana Olaru
OK
Tibbett Logistics
Adriana Popescu (Business Development Management)
Kristof Schills
OK
OK
Transferoviar Grup
Ciprian Rosca (Commercial Manager)
Excused
page 8
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Round Table Romania
Methodology
 Discuss the recent achievements, status quo and future prospects
of intermodal transport in Romania
 Achieve a consent about the growth perspective and coordinate
regulative, financial and operational measures that will be necessary
to foster the increase of intermodal rail services
 Identify relevant actors and time horizons for the realization of the
intermodal strategy
gy
 Summarize a “road map on intermodal transport” in Romania
page 9
Road Map
Objectives
 Assessment of development of combined transport in countries
selected by 2015/2020
 Evaluation of threats to and requirements for CT growth
 Elaboration of strategic development plan on CT
 Assessment of impact on rail infrastructure and CT terminal
capacities in countries selected and central Europe
page 10
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Round Table Romania
Agenda
10:00
Welcome and Introduction
10:10
Status quo of the intermodal sector in Romania
Status-quo
10:45
Discussion by topic:
- Infrastructure
- Ports and Terminals
- Port Hinterland Services
- Continental Services
- Incentive Schemes
12:30-14:00 Joint Lunch
14:00
Continued Discussion and Actions
15:30
Conclusions
page 11
Analysis of current CT market
General country information - Romania
Area:
238,391 km²
P
Population:
l ti
~20,122
20 122 milil
Density of population:
~84,4/km² (below EU average)
Most city population:
 1. Bucharest 1,900,000
2. Iasi 321,000
 3. Cluj-Napoca 318,000
4. Timisoara 318,000
 Geographically it features
 Largest country in south-eastern Europe, with population evenly
spread over
o er the country
co ntr
 Distributed roughly equally between mountainous, hilly and
lowland territories, with the Carpathian mountains dominating




page 12
Source: KombiConsult analysis
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 Gross Domestic Product Evolution (2004-2015*)
2004 Billion Euro
61,1
Growth
2005 2006 2007 2008 2009 2010 2011 2012 2013
2014
2015
79,8
97,8
124,7
139,8
118,2
124,3
131,3
131,7
141,6
147,9
155,4
31%
22%
28%
12%
‐15%
5%
6%
0%
7%
4%
5%
 GDP 2012 = 131.7 Billion Euro
 Continuous growth since 2004, except for 2009
 Expectations still positive
page 13
Source: Eurostat, KombiConsult analysis; * EU forecast 2013-2015
 Development of economic and social indicators, 2004-2012
300
250
200
GDP
Population
150
Exports
Imports
100
50
0
2004
page 14
2005
2006
2007
2008
2009
2010
2011
2012
Source: Eurostat, KombiConsult analysis
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Roles in the physical transport (supply- and value-) chain
Road‐only transport
Forwarder
LSP
Road operator
Shipper
Consignee
CT
CT
Operator Operator
Rail/Road transport
Road
Operator
Railway Undertaking
Shipper
Door-to-Door
Terminal-to-Terminal
Terminal
Operator
Terminal
Operator
Road
Operator
Consignee
Infrastructure
Manager
The Romanian transport sector provides for various forms of logistics concepts including Combined
Transport (CT) Operators for rail/road and even barge/road transport.
page 15
Roles in the physical transport (supply- and value-) chain
 Combined transport operators (OP) supplying mostly multi-user CT
services on account of third parties
 Logistics service providers (LSP) such as forwarding agents or
shipping lines operating dedicated or multi-user CT services
 Railway undertakings (RU) providing proprietary CT services in
addition to rail traction services
 Shippers, terminal and port operators (Others) supplying CT
services to strengthen core business and/or distribution logistics
page 16
Source: KombiConsult analysis; 2012 Report on Combined Transport in Europe
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Infrastructure manager(s)
 Disregarding local or regional lines, public rail network is managed by
Romanian National Railway Company “CFR”
CFR SA
 Established in 1998, after reorganisation of National Company of
Railways
 Regulatory agency Romanian Railway Authority
(Autoritatea Feroviara Romana – AFER)
 Created in 1998, in order to ensure non-discriminatory access to the
Romanian railwayy network and complyy with European regulations
g
 Four other bodies within AFER:
Romanian Railway Safety Authority (RRSA – ASFR)
Romanian Railway Notified Body (RRNB – ONFR)
Romanian Railway Investigating Body (RRIB – OIFR)
Romanian Railway Licensing Body (RRLB – OLFR)
page 17
Source: DIOMIS Report on Romania, 2010
Railway undertakings with focus on rail freight transport

page 18
After first private operator was established in 2000, in 2013 there
are 23 companies carrying out rail freight transports
Source: AFER / OLFR; Club Feroviar
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Railway undertakings with focus on rail freight transport
Private sector railway’s share increased every year and was able to
gain market share of 53% in 2012
2012, one of the highest in Europe

100%
90%
80%
70%
60%
share state railway transport
50%
40%
share private railway transport
30%
20%
10%
0%
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
However, the “competition on rail” has not prevented from a total decrease of rail volumes.
page 19
Source: KombiConsult; Club Feroviar; 2008-2011 interpolated calculation
Railway undertakings with focus on intermodal transport










page 20
CARGO TRANS VAGON
CFR Marfa S.A.
SA
DB Schenker Rail Romania
Grup Feroviar Roman (GFR)
Rail Cargo Romania
Servtrans Invest S.A.
Transferoviar Grup (TFG)
UNICOM TRANZIT
VEST TRANS RAIL
VIA TERRA SPEDITION
Source: KombiConsult; Club Feroviar
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Railway undertakings - Privatisation of CFR Marfa (I)








page 21
Competition is expected to increase with privatization of national
railway freight operator “CFR
CFR Marfa
Marfa”, but…
but
1997 – 2007: intentions to sell
2007: privatisation officially announced, several tenders
2011: letter of intent signed by Romanian Government with IMF to
sell 20% through Initial Public Offering (IPO) or strategic investor by
end of 2011, and total privatisation when market conditions allow it
End of 2012, sale strategy was published, but cancelled again
2013: Strategy was resumed and adopted in February, announced
in April 2013 for selling shares representing 51% and starting price
around 180 Million Euro
Three bids submitted: Grup Feroviar Roman, Omnitrax and
consortium of Transferoviar Grup and Donau-Finanz GmbH
All bids rejected (due to incomplete documentation) and
participation criteria changed by ministry
Source: Club Feroviar; www.railwayinsider.eu; KombiConsult analysis
Railway undertakings - Privatisation of CFR Marfa (II)





After re-launch: Omnimax was disqualified, and the consortium with
Transferoviar later decided to withdraw
20 June 2013, Grup Feroviar Roman announced as new
shareholder of 51% for price of 400 Million Euro (for 275 locos,
39.000 rail freight wagons, of which 10.000 not fit to operate)
Still needed the approval of the Competition Council (CC) because
of having a 70% market share
October 2013: Sale is off, due to 60-day deadline of procedure and
not obtaining approval of competition authorities
2015 Privatization
2015:
P i ti ti process shall
h ll now be
b completed
l t d in
i the
th first
fi t h
halflf
of the year, after a restructuring program of the company
The history of CFR Marfa privatisation can not be called a success-story, despite the strategy was to
enchain a potential market party and protect the road sector from competition by rail.
page 22
Source: Club Feroviar; www.railwayinsider.eu; KombiConsult analysis
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Intermodal Operators with “regular” services
 Adria Kombi
 Adria
Ad i Transport
T
t d.o.o.
d
 CFR Marfa
EUROLOG
 Eurolog Srl
 Hupac
 IFB
 Kombiverkehr
 Rail Container S
S.R.L.
RL
 RCO (Hungária Intermodal Kft)
 Rocombi
 Rom-Rail
 Tibbett Logistics
page 23
Source: 2012 Report on Combined Transport in Europe; KombiConsult analysis
Development of total freight volume, tonnes, 1998 - 2012
 Period of recovery during „accession process“ until 2008
 Dramatic
D
ti d
drop off ttotal
t l freight
f i ht volume
l
iin 2009 and
d 2010
2010,
mainly due to loss of road volume related to the economic crisis
-44%
page 24
Source: www.insse.ro, from 1998 only after change of coverage and survey method; KombiConsult analysis
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Development of rail freight volume, tonnes, 1998 - 2012
 Volume stayed on a low level or even decreased
 In
I 2009,
2009 railil volumes
l
ffellll tto th
the llowestt llevell
 Since than, volatile development
90
Million tonnes
80
70
60
50
40
30
20
10
0
1998
page 25
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
Source: www.insse.ro, www.eurostat.eu; KombiConsult analysis
Development of rail freight traffic - summary
 After the fall of the iron curtain, and during the „accession period“
quick wins could be realised by road transport which was often more
flexible, open to entrepreneurship and promoted by truck and
construction industry
 In contrast to that the rail sector lacks coherent infrastructure
investments, both in maintenance, refurbishment and new builds
- which can be exploited fully only after their entire implementation while improved roads can be used on sections, already
 Old and general poor state or repair of rolling stock
 General mind-set towards road
page 26
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Development of intermodal traffic, tonnes, 2004 – 2012
 Including RoLa traffic in 2005/2006
 Only
O l unaccompanied
i d ttraffic
ffi since
i
2007
 Achieved about 1.5% of road and 4.5% of rail tonnage (2012)
4.500.000
Tonnes
4.000.000
3.500.000
3.000.000
Transit
2.500.000
Export
p
2.000.000
Import
1.500.000
Domestic
1.000.000
500.000
0
2004
page 27
2005
2006
2007
2008
2009
2010
2011
2012
Source: Romanian Institute of Statistics; DB Schenker RO; KombiConsult analysis
Development of intermodal traffic, tonnes, 2004 – 2012
 Including RoLa traffic in 2005-2006, 2010, 2012
 Intermodal
I t
d l market
k t dominated
d i t db
by container
t i
ttraffic
ffi
4.500.000
Tonnes
4.000.000
3.500.000
3.000.000
2.500.000
RoLa
2.000.000
Semitrailer
Container
1.500.000
1.000.000
500.000
0
2004
page 28
2005
2006
2007
2008
2009
2010
2011
2012
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Conclusions on accompanied CT „RoLa“
 RoLa services are rather a political than a market measure
 Depending
e.g.
D
di on a couple
l off ffactors,
t
 Transport permissions for international traffic, Visa regulations
 Driving bans at night, weekends, holidays, or for specific type of
goods or trucks
 Subvention by the state to compensate operational losses
(real rail costs vs. marginal truck costs)
 Hardly impossible to forecast
 Traditionally in transit through Hungary/Austria:
 Arad – Wels (only 2005-2007, 2010?, 2012?)
 Have become obsolete after the end of the Austro-Hungarian
subvention terminated and Ökombi/Rocombi stopped service
page 29
Source: DIOMIS Country Report on Hungary, 2010; KombiConsult analysis; COSMOS Round Table Romania 2013
Development of intermodal traffic, TEU, 2004 – 2012
 Unaccompanied CT (containers & swap bodies)
 Importance
I
t
off domestic
d
ti over international
i t
ti
l transport,
t
t recently
tl
 Minor role of transit traffic, recently
600.000
TEU
500.000
400.000
Transit
Export
300 000
300.000
Import
Domestic
200.000
100.000
0
2004
page 30
2005
2006
2007
2008
2009
2010
2011
2012
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Development of intermodal traffic - summary
 Accompanied intermodal transport (RoLa), only in 2005 and 2006
(Wels Arad/Oradea) until accession to EU
(Wels-Arad/Oradea)
 Generally small quantities of freight compared to both road and rail
 Volatile development in recent years
 Domestic services represent the backbone of intermodal
transportation (~60%) with container hinterland transport from and
to Constanta being by far biggest part of intermodal transport in
Romania
 International services ((~40%)) focusing
g on Western Europe,
p in
particular Belgium (Genk – Oradea/Arad),
but continental intermodal transport still to be developed further
 Growth of intermodal transport is directly depending on the country‘s
own economic performance and not generated by transit traffic (like
in Switzerland or Austria)
page 31
Source: KombiConsult analysis; COSMOS Round Table Romania 2013
International intermodal traffic by country, TEU-Share, 2011
5%
20%
7%
49%
6%
4%
6%
Relations
TEU
Share
BE‐RO
RU‐RO
DE‐RO
AT‐RO
IT‐RO
NL‐RO
HU‐RO
BG‐RO
SI‐RO
21.071
8.800
2.960
2.638
2.540
2.052
1.593
1.417
12
49%
20%
7%
6%
6%
5%
4%
3%
0%
Total
43.083
100%
page 32
3%
Source: 2012 Report on Combined Transport; KombiConsult analysis
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Intermodal Services offered, 2013
Relation
Country
SI
RO
IT
HU
BE
HU
RO
RO
RO
RO
RO
RO
RO
HU
RO
RO
RO
DE
AT
DE
RO
page 33
Koper
Arad
C t t
Constanta
Pl i ti
Ploiesti
Piacenza
Bucharest
Budapest (‐‐> De, NL) Arad
Genk
Arad
Budapest (‐‐> DE)
Arad (Ploiesti)
Constanta
Suceava Constanta
Bacau
Constanta
Miercurea Ciuc
Constanta
Ploiesti
Constanta
Bucharest
Constanta
Pitesti
Constanta
Brasov
B d
Budapest (‐‐> AT, DE
t ( > AT DE
A d (Pl i ti)
Arad (Ploiesti)
Constanta
Pitesti
Constanta
Bucharest
Constanta
Bucharest
…
Bucharest
Wels
Bucharest
Duisburg
Aiud
Constanta
Aiud
Subtotal
Total
‐‐>
<‐‐
1
2
1
6
4
1
2
1
2
1
1
3
2
1
5
0,5
2
‐
2
planned
planned
37,5
1
2
1
7
4
1
2
1
2
1
1
3
2
1
5
0,5
2
‐
2
planned
planned
38,5
76
Main Operator
Adria Transport d.o.o.
Allianso terminal
Alli
t
i l
Eurolog
Hupac
IFB
Kombiverkehr
Rail Container
Rail Container
Rail Container
Rail Container
Rail Container
Rail Container
Rail Container
RCO (H
RCO (Hungaria Kft)
i Kft)
Renault‐Dacia
Servtrans
Tibbett Logistics
Tibbett Logistics
Tibbett Logistics
Transferoviar Group
Transferoviar Group
trains per week
trains per week
Source: company websites; KombiConsult analysis
Intermodal Services offered, 2013
~ 40% international
~ 60% domestic
NL
DE
Genk
DE
RUSSIA ?
DE
Budapest
Suceava
Lambach/Wels
Miercurea Ciuc
Bacau
Arad
Brasov
Ploiesti
Piacenza
Pitesti
Koper
Bucuresti
Constanta
(DPW, APM)
BULGARIA ?
page 34
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Round Table Romania
Agenda
10:00
10:10
Status-quo
10:45
Infrastructure
Ports and Terminals
Port Hinterland Services
Continental Services
Incentive Schemes
12:30-14:00
Joint Lunch
14:00
15:30
Conclusions
page 35
Analysis of current CT: infrastructure
Railway network
 Owned by Romanian National Railway Company “CFR” SA
 Characteristics:
 total length of network: 10,781 km of track (11,500 km in 1990)
~ of which 3,900 km (36%) are electrified
~ of which 2,950 km (27%) are double-track lines
 Power supply: 25 kV, 50 Hz on electrified sections

page 36
Infrastructure generally suffering from a lack of maintenance and
investment due to focus on corridors or main railway lines and even
greater focus on development of road rather than rail network in the
past
Source: CFR SA Network Statement 2013; KombiConsult analysis
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Pan-European corridors
Country considered to provide a favourable
geostrategic position as an important “turntable “ for
continental and intercontinental transport along the
main
i geographical
hi l W
West-East
E
and
dN
North-South
h S h tracks
k
Corridor IV
Corridor VII
Corridor IX
page 37
 Corridor IV: “The link with Western Europe” (864 km)
 Electrification:
El t ifi ti
99%
99%; Double-track
D bl t k lines:
li
98%
 Maximum capacity: 210 trains per day
 Maximum speed: 95 km/h (freight), only on Bucharest-Campina
up to 120 km/h
 Modernisation costs for corridor IV for Romania: € 7.991 Billion
 Considerable infrastructure investments recently completed, e.g.
• the New Europe Bridge (Danube Bridge 2), the new
international rail link between Bulgaria and Romania across
the Danube or
• the reconstruction of the line linking Constanta Seaport with
Bucharest
page 38
Source: DIOMIS Report on Romania; CFR SA Network Statement 2013; KombiConsult analysis
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 Corridor IX: (595 km)
 Electrified:
El t ifi d 87%
 Double-track lines: 87%, important section between Bucharest
and Giurgiu is not electrified
 Maximum capacity: 216 trains per day
 Maximum speed: 95 km/h (freight), only on Bucharest-Ploiesti up
to 120 km/h
 Modernisation costs for corridor IX for Romania: € 3.506 Billion
 Corridor VII (Danube)
 Less important for rail, but competing mode of certain
commodities (minerals, bulk, container?)
page 39
Source: DIOMIS report on Romania; CFR SA Network Statement 2013; KombiConsult analysis
Ten-T Core Network Corridors
Corridor IV and VII were maintained in the attention of
the EU and became TEN-T core corridors now.
The link to the Baltic States was shifted to EU
territory
i
neglecting
l i the
h fformer routing
i off C
Corridor
id IX
Corridor IX
Russia/Balticum
Not considered
page 40
Rhine-Danube
Orient/East-Med
Source: COM 2011/650; KombiConsult analysis
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Rail Freight Corridor (RFC) 7
Alignment of TEN-T and RFC-Corridor on rail network
RFC-Implementation Plan achieved in November 2013
Main corridor
Secondary line
Main line via Brasov / mountain area with
30%o gradient impede efficient freight service
-> study for expensive long tunnel and gradient
of 12%o under preparation
“Secondary” line via Targu Jiu used “mainly”
d tto works
k on th
i l ttrack
k main
i liline
due
the single
-> rail operators require a more coordinated
planning of the works along the corridor
page 41
Source: EU 913/2010; KombiConsult analysis
Electrified lines on RFC 7
Main corridor lines electrified
Despite Craiova –Calafat / Vidin section
Electrified
non-electrified
Craiova – Calafat “heading for new
( l t ifi d) Danube
(electrified)
D
b bridge
b id to
t Vidine
Vidi (BG)
requiring Diesel traction on around 90 km
page 42
Source: CFR SA Network Statement; Foto: Railvolution 5/13; KombiConsult analysis; COSMOS Round Table Romania
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Electrified lines of the main network
Other main network sections electrified, too.
Electrified
non-electrified
page 43
Double lines of the main network
RFC7 southern branch (towards BG/GR/TR) only single line.
Double lines
Single lines
Shall be maintained single line, but electrified,
because space does not allow for second line
Gradient of 32%o at Drobeta/Turnu Severin
require double traction and limit train length at
600 m
page 44
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Intermodal Loading Units – Semi-trailers
13.6 m long
4 m external height
3 m internal height
Flexible to use
For different cargo
Required loading
profile „P400“
Semi-trailers became standard equipment in international
road transport and thus intermodal operation
page 46
Impact of „P400“ profile on intermodal development
 The „P400“ loading gauge became effective on Brenner line
München (DE) and Verona (IT) by the year 2000
Loading units p.a.
Total unaccompined CT
Semi-trailers
Due to enlargement
the number of
transported semitrailers increased by
600% in eight years.
page 47
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Loading gauge & Weight class on RFC 7
HU: P/C 400!
until Curtici
(Rail Port
Arad)
P/C 78/402
P/C 70/400
P/C 45/375; C3
Non classified
All loading gauges too small for
continental CT, mainly due to tunnel profile
-> Investigation worth to be required
C3“ provides for axle load of
Weight class „C3
20t axle load, only, even after rehabilitation
P/C
P/C
45/375
page 48
Maximum permitted train length on RFC 7
RFC7 south branch (towards BG/GR/TR) good length, but single line
Other sections (Brasov/Predeal) limited train length on double line
750 – 720 m
675 – 640 m
600 – 550 m
page 49
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Impact of the maximum permitted train length
Maritime
Continental
Train length
600 m
700 m
600 m
700 m
Wagon length
26 m
26 m
34 m
34 m
23
26
17
20
4 TEU
4 TEU
2 ST
2 ST
34
40
N°of wagon
Capacity
Total Capacity*
92
104
Difference
12 TEU
6 Semi-Trailers (ST)
y
Efficiency
+13%
%
+17%
%
Sggnss/Sggr/ss 80‘
T3000 104‘
Wagon type
* Maximum train weight may reduce the total capacity
An increase of the maximum permitted (wagon) train length from 600 to 700 m
would bring a gain in efficiency by 17% in continental and 13 % in maritime traffic.
page 50
Impact of the maximum permitted train length
Maritime
Train length
600 m
700 m
600 m
700 m
Wagon tara
21.5 t
21.5 t
35 t
35 t
N°of wagon
23
26
17
20
Tare weight
Total Capacity
495 t
560 t
595 t
700 t
92 TEU
104 TEU
34 ST
40 ST
Ø Weight
12 t/TEU
28 t/ST
g
Load weight
1.104 t
1.248 t
952 t
1.120 t
Total weight
1.599 t
1.808 t
1.527 t
1.820 t
Difference
page 51
Continental
209 t
273 t
Efficiency
+13%
+17%
Wagon type
Sggnss 80‘
T3000 104‘
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Border crossing stations
Diacovo (UA) /
Halmeu
Ágerdőmajor (HU) /
Carei
Teresva (UA) /
Campulung la Tisa
Vadu Siret (UA) /
Vicsani
Berlibas (UA) /
Valea Viseului
Nyírábrány (HU) /
Valea lui Mihai
Biharkeresztes (HU) /
Episcopia Bihor
Ungheni(MD) /
Ungheni Prut
Problems encountered for?:
 Opening Time
 Transition Time
 Hand-over procedure
 Capacity
 Availability of tracks,
shunting persons, locos
Lokoshaza(HU) /
Curtici
Kikinda (RS) /
Jimbolla
Vrsac (RS) /
Stamora Moravita
Vidin (BG) /
Calafat
page 52
EU border
External border
Kotegyan (HU) /
Salonta
Ruse (BG) /
Giurgiu
Important station
(MD) /
Falciu
Giurgiulești (MD) /
Galati
Kardam (BG) /
Negru Voda
Source: CFR SA Network Statement 2013; KombiConsult analysis; COSMOS Round Table Romania 2013
Border crossing stopping times – examples 2009
4 hours
page 53
Source: CREAM project, HaCon analysis, 2009
26
in Romania - Final
Border crossing – challenges discussed in Round Table
 Infrastructure managers (IM) and railways (RU) have accepted the
traditional relatively long processing times
traditional,
times.
 Romania (and Bulgaria) could not enter the Schengen-Area as
planned so that border police and customs activities are still
required on the – sometimes two – border stations
 Due to the relatively long waiting times at the Curtici station (RO->
25 hours; HU->RO 7 hours) the train parking capacity is limited
 Next to the time table slots in particular somewhat „uncoordinated“
works on either side of the border have been experienced and
should be avoided in future by an improved coordination between IM
 The impact of the malfunction was a block of the trains, stop of
production site and consideration to close the site and remove it to
Western Europe
Border crossing remains on the agenda of infrastructure managers and railway undertakings, in particular
when customers needs on fast and reliable international train services are taken into account.
page 54
Source: COSMOS Round Table Romania 2013
Maximum permitted speed on RFC7
Commercial speed „50 km/h“ is far below design speed.
Design Speed!
Operational Speed?
Commercial Speed?
>120 km/h
100 – 95 km/h
85 – 60 km/h
- lack of maintenance or reinvestment in the past,
- lack of traffic management
system
- use of old wagons
y
- operational stops of railways
- a „performance regime“
including penalties is projected
page 55
Source: CFR SA Network Statement 2013; KombiConsult analysis; COSMOS Round Table Romania 2013
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Port of Constanta – Bucharest line
Not rehabilitated
Insufficient use for
buffering
g trains
Rehabilitated double track line
Cables (partly) dismantled by theft
pax and freight
g
Mixed use byy p
Slow (max. 60 km/h) heavy (3.000t)
freight trains determine speed
Lack of modern dispatching centre
Port and private sidings
Modernised to the needs of users
Direct dependency
X
X
Main Line
Bucuresti - Constanta
Freight Station
„Valu lui Traian “
Mobilize police against theft
Create bundles of container train slots
for higher speed (100 km/h)
and lighter (1.800t) trains
Implement modern dispatching centre
overnight trains
page 56
Port Lines to
Terminals
Rehabilitation needed
by CFR S.A.
(or by Port Authority if property sold)
Industrialised production
Capacity on RFC7
Already the RFC7 Implementation plan highlights lines with limited
capacity. Improvement measures are (partly) identified but their
effective implementation takes more time.
Improvement Measures?
page 57
sufficient
restricted
Source: RFC7 Implementation Plan 2013; KombiConsult analysis
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Railway network – overall actual status
Parameter
Unit
Lauding gauge
Objective
Actual value
P/C 70 – P/C 400
P/C 45 – P/C 375
Nominal speed
km/h
120
85-90
(25 km/h commercial
speed)
Mass per axle
t/axle
22,5 v≤100 km/h
20 v≤120 km/h
20 5
20,5
Minimum useful
siding length
m
750
500-700
Gross tonnage
of trains
t
1.500
1.400-3.000
page 58
Infrastructure access charges
Second highest access charges compared to neighbouring RFC7 countries in 2012.
page 59
Source: RFC7 Implementation Plan; KombiConsult analysis
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Modernisation of railway network
 Most activities originate from accession process should be already
completed by 2013
2013, but are behind schedule
 Building double-track lines
 Improvement of maximum permitted axle weight to 22,5t
 Increased maximum speed to 120 or 160km/h
 Romania is one of the countries
with lowest rate of using the
European structural funds budgets
page 60
Railway network – Summary and Conclusions
p
, Trans-European
p
g
 Continuation of Pan-European,
and Rail Freight
Corridor lines on Romanian territory
 RFC7 implementation plan as a good starting point requiring more
orientation to the users and transparent monitoring of realisation
 Works required on long time identified sections to complete
corridors usable by rail traffic
 Loading gauge analysis and eventually enlargement starting from
Curtici to Bucharest to involved terminals
 Accept (limited) weight class “C3”
C3 as stipulated in the RFC7
 Facilitate 700m (wagon) train length in coordination with
neighbouring IM and RU
 Improve border crossing procedures in close cooperation with
customs/border police, IM and RU
 Seek to obtain cheaper network access charges for block trains
page 61
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Round Table Romania
Agenda
10:00
10:10
Status-quo
10:45
Infrastructure
Ports and Intermodal terminals
Incentive Schemes
12:30-14:00
Joint Lunch
14:00
15:30
Conclusions
page 62
Analysis of current CT: intermodal terminals
Intermodal terminals - overview
~ 30 terminals altogether, but majority is non-operating
Botosani
Baia Mare
Suceava
CFR terminals
Port terminals
Private terminals
Zalau
Socola (Iasi)
Bistrita
Oradea Est
Cluj Napoca Est
Turda
Arad
Bacau
Targu Mures
Medias
Glogovat
Semenic
Sibiu
Brasov Triaj
Galati Marfuri
Bujoreni Valcea
Bradu de Sus /
Pitesti
Ploiesti
Ploiesti Crang
Leordeni
Bucharest
Craiova
page 63
Buzau Sud
Bucuresti CPB
Bucuresti Noi
Bucuresti Sud
Constanta
Constanta
Constanta
Constanta
APM
CSCT
SOCEP
UMEX
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Intermodal terminals – “CFR Marfa”
 There are about 25 intermodal terminals, owned by CFR Marfa and
operated by CFR Transauto (now Rofersped)
 Mostly built in 1970s, when trucks were not permitted to drive over
100 km
 Since then they have not been well maintained or used properly, no
big investments were made
 Thus terminal infrastructure is in poor condition
 Modernising the majority of these facilities does not appear to be a
sound investment, currentlyy
 Bacau, Baia Mare, Brasov, Medias, Sucueva, Turda and Zalau Nord
known to be operating of CFR Marfa terminals, operated by
Rofersped (before CFR Transauto)
page 64
Intermodal terminals – “Private”
 Small number of private terminals in:
 Arad
A d (Container
(C t i
T
Terminal
i lR
Railport
il t A
Arad),
d)
operated by SC Railport Arad SRL
 Bucharest (Bucharest Intermodal Terminal),
operated by Tibbett Logistics
 Constanta (2 terminals): operated by APM, DP World
 Leordeni (Center Tea & Co Terminal),
operated by SC Center Tea & Co S.R.L.
 Pitesti (Dacia)
 Ploiesti (Allianso Terminal Ploiesti),
operated by Allianso Terminal-Rail Cargo TSA
 Planned terminal in Aiud by Transferoviar Group in 2013
page 65
Source: DIOMIS Report on Romania, 2010; www.intermodal-terminals.eu
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Intermodal terminals – Most active sites
Botosani
Baia Mare
Suceava
Bacau
(Rofersped)
Socola (Iasi)
Zalau
Bistrita
Oradea Est
Railport Arad
Cluj Napoca Est
Turda
Arad
Bacau
Targu Mures
Brasov (Rofersped)
Medias
Glogovat
Semenic
Sibiu
Brasov Triaj
Galati Marfuri
Ploisti (Allianso)
Bujoreni Valcea
Bradu de Sus /
Pitesti
Leonardi (Tea & Co)
Buzau Sud
Ploiesti
Ploiesti Crang
Leordeni
Bucharest
Bucuresti CPB
Bucuresti Noi
Bucuresti Sud
Constanta APM
BucharestCraiova
Intermodal (Tibbett)
Constanta CSCT
Constanta (APM,
DP World)
Constanta SOCEP
Constanta UMEX
page 66
Intermodal terminals – Details on handling tracks,
equipment, annual capacity (and volume)
Gantry
Name
RMG
Allianso Terminal Ploiesti
Baia Mare
Brasov
Bucharest Intermodal Terminal
Center Tea & Co Terminal
Constanta Port (APM)
Constanta South Container Terminal
Container Terminal Railport Arad
Medias
Rofersped Terminal Bacau
Suceava
Turda
Zalau Nord
Assumptions:
Mobile
Total tracks
Capacity (LU p.a.)
Operator
ALLIANSO TERMINAL-RAIL CARGO TSA
Rofersped S.A. (Baia Mare)
Rofersped S.A. (Brasov)
Tibbett Logistics
SC Center Tea & Co S.R.L.
APM Terminals (Constanta)
DP World Constanta
SC Railport Arad SRL
Rofersped S.A. (Medias)
Rofersped S.A. (Bacau)
Rofersped S.A. (Suceava)
Rofersped S.A.
S A (Turda)
Rofersped S.A. (Zalau Nord)
RTG
N°
RS
N°
1
2
1
x
x
x
x
x
x
1
2
1
2
1
2
1
1
2
1
2
2
m
3
2
2
2
1
1
3
2
2
1
2
2
2
1.800
384
600
500
300
650
1.848
1.300
320
150
300
230
220
handling
tracks
Min
30.000
100.000
50.000
60.000
30.000
110.000
100.000
110.000
100.000
50.000
100.000
50 000
50.000
50.000
112.500
24.000
37.500
31.300
18.800
40.600
115.500
81.300
20.000
9.400
18.800
14 400
14.400
13.800
30.000
24.000
37.500
31.300
18.800
40.600
100.000
81.300
20.000
9.400
18.800
14 400
14.400
13.800
940.000
537.900
439.900
12 hours per day; 250 days p.a.; RMG 25/RS 15 LU/hr; 1.5 LU/wagon;
flow factor 1,5 (which is high and requires storage tracks nearby)
further limitation by small storage space not considered, yet
Generally sufficient handling capacity for the currently (low) handling volumes.
page 67
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Intermodal terminals – operators can update their data
www.intermodal-terminals.eu/database
page 68
Intermodal strategy Romania 2020
 Maximization of cargo bundling 2011-2015, by
 Optimizing
O ti i i n°° off terminals
t
i l in
i relation
l ti tto cargo b
bundling
dli ttargett
 Only support development of terminals on locations, where:
• Large industrial complex already is present
• Large production and/or assembly and/or trading activities
are planned in an industrial park with a size of at least 50ha
• Enter a dialogue with private sector to develop a
collaborative strategy focused on intermodal terminal dev.
An intermodal strategy is needed at country level to guide public and private investment.
The intended “dialogue” is appreciated by the stakeholders but did not take place, yet.
page 69
Source: Intermodal strategy Romania 2020; Round Table Romania
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in Romania - Final
Intermodal terminals – Short / mid-term locations
Locations should respect the investments and capacity of present terminals and fill gaps, only.
Terminal investments should be accompanied by a thorough market analysis and take into
account efficient train productions systems to link with other
terminals.
Botosani
Baia Mare
Suceava
Zalau
Socola (Iasi)
Bistrita
Oradea Est
Cluj Napoca Est
Turda
Arad
Bacau
Targu Mures
Medias
Glogovat
Semenic
Sibiu
Brasov Triaj
Galati Marfuri
Bujoreni Valcea
Bradu de Sus /
Pitesti
Ploiesti
Buzau Sud
Ploiesti Crang
Leordeni
Bucharest
Bucuresti CPB
Bucuresti Noi
Bucuresti Sud
Craiova
page 71
Constanta
Constanta
Constanta
Constanta
APM
CSCT
SOCEP
UMEX
Source: Intermodal strategy Romania 2020; KombiConsult analysis; Round Table Romania
mandatory
Intermodal strategy Romania 2020




Efficient rail access
Effi i t road
Efficient
d access
Non-exclusive, so open to all users
Capability of receiving full trains
opttionally

750m minimum, 2 tracks
Total surface of at least 8 hectares
Inclusion of empty container depot
Stacking capacity of 200 LU
24/7/52 year round operation
Secured, accommodating extended
customs gate solution
 State-of-art ICT connections





Criteria, generally useful, but only the first 4 should be mandatory, while the others are depending
on the market to be attracted and the operation concept
page 72
Source: Intermodal strategy Romania 2020; Photo: DUSS Frankfurt am Main (Ost); COSMOS Round Table RO 2013
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in Romania - Final
Round Table Romania
Agenda
10:00
10:10
Status-quo
10:45
Infrastructure
Ports and Terminals
Incentive Schemes
12:30-14:00
Joint Lunch
14:00
15:30
Conclusions
page 73
Analysis of current CT: Port Hinterland Services
Port of Constanta
 Domestic transport dominated by maritime hinterland traffic from
and to Port of Constanta
 One of the largest EU port in the Eastern Europe:
Europe’s Eastern gateway and “hub” on the Black Sea
 Positioned on Pan-European Corridor IV, VII and IX
 4 container stevedore companies:
 APM Terminal
 Socep
 Constanta South Container Terminal (DP World Constanta)
 UMEX
page 74
Source: DIOMIS Report on Romania, 2010; KombiConsult analysis
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in Romania - Final
Port of Constanta - Map
APM
CSCT
page 75
Source: Port web site; KombiConsult analysis
Port of Constanta – development strategy
 Master Plan developed, including a development strategy to 2020
and short term by 2013
 Building new container terminal for big tonnage capacity vessels
 Increasing handling capacity of DP World to 2 Million TEU
 Extension of railway system, linking South port more efficiently
and improving rail transit times, additional lines, building a
systematised railway complex (the latter financed by SOP-T); and
 Total handling volumes to be increased up to 2.5 Million TEU
 Idea of developing common collaboration projects with the port of
Rotterdam (Memorandum in 2011) – but no results, yet
page 76
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Port of Constanta – Development of CT, 2003 - 2020
 Volumes dropped significant due to economic crisis in 2009
3.000.000 ~40% Hinterland transport (by road, rail or waterway),
~45% of which by rail
2.500.000 2.000.000 1.500.000 Masterplan
p
Total
1.000.000 Others: APM Terminal & UMEX
Socep
500.000 DP World
‐
2003
page 77
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
Port of Constanta – development measures
 Thus, in 2012, a new Masterplan was initiated
 Medium
and
2012-2040
M di
d llong tterm strategic
t t i planning
l
i 2012
2040 ffor an
optimum planning of investments
 To be financed by the SOP-T; application for financing is
analysed
 Tender for selection of consultant to prepare Master Plan was
launched, 8 candidates have submitted interest, 7 were invited
and 6 of them submitted bids
 ADB Multiplatform (Adriatic-Danube-Black-Sea Multimodal Platform)
 Part of Transnational Cooperation Programme South East Europe
 To better integrate South-eastern Europe on EU’s market by
increasing efficiency, attractiveness and competitiveness of
transport system in the region (integrated network)
page 78
Source: Port of Constanta; KombiConsult analysis
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in Romania - Final
Intermodal Services 2013 – Port Hinterland Services
NL
DE
Genk
DE
DE
Single wagon load
Budapest
Suceava
Lambach/Wels
Miercurea Ciuc
Bacau
Arad
Brasov
Ploiesti
Pitesti
Koper
Constanta
(DPW, APM)
Bucuresti
page 79
Intermodal Services 2013 – Port Hinterland Services
Botosani
Baia Mare
Suceava
Zalau
Socola (Iasi)
Bistrita
Oradea Est
Cluj Napoca Est
Turda
Arad
Bacau
Targu Mures
Medias
Glogovat
Semenic
Sibiu
Brasov Triaj
Galati Marfuri
Bujoreni Valcea
Bradu de Sus /
Pitesti
Ploiesti
Ploiesti Crang
Leordeni
Bucharest
Craiova
page 80
Buzau Sud
Bucuresti CPB
Bucuresti Noi
Bucuresti Sud
Constanta
Constanta
Constanta
Constanta
APM
CSCT
SOCEP
UMEX
39
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Round Table Romania
Agenda
10:00
10:10
Status-quo
10:45
Infrastructure
Ports and Terminals
Incentive Schemes
12:30-14:00
Joint Lunch
14:00
15:30
Conclusions
page 81
Analysis of current CT: Continental Services
Intermodal Services 2013 – Continental Services
NL
DE
Genk
DE
DE
Single wagon load
Budapest
Suceava
Lambach/Wels
Miercurea Ciuc
Bacau
Arad
Brasov
Ploiesti
Piacenza
Pitesti
Koper
EUROLOG
page 82
Bucuresti
Constanta
(DPW, APM)
40
in Romania - Final
Continental intermodal services - Conclusions
 Continental freight transport in total achieved a market share of
~40%
40% (2012)
 Principle trade lanes are between the Romanian intermodal “hot
spots” of Curtici/Arad and Ploiesti with Belgium/Germany
 Main commodities were chemicals, food, non-food and various
industrial and consumer merchandise
 Infrastructure limitations (max. axle load < 20t, loading profile
<P400) hinder growth of continental intermodal services
 Technically-operationally loading units are suited for almost all types
of goods (see next page)
page 83
Continental intermodal services – Loading units
page 84
Source: COSMOS project website
41
in Romania - Final
Strategic competition on land and short sea routings
Frankfurt
L d i h f
Ludwigshafen
3x
Trieste
Start of operation:
07.10.2013
Operational
p
Parameters:
Fast transport by train and ferry
Local pick-up/delivery by truck
Suitable for 4-m high semi-trailers („P400“)
3 / 6 departures / week x direction
Multi-client train open for forwarders
Synchronised services
Complementary to existing services
page 85
3
3x
Pendik
6x
Patras
Source: Kombiverkehr/KombiConsult
Round Table Romania
Agenda
10:00
10:10
Status-quo
10:45
Infrastructure
Ports and Terminals
Incentive Schemes
12:30-14:00
Joint Lunch
14:00
15:30
Conclusions
page 86
42
in Romania - Final
Analysis of current CT: Legal Framework
Framework of Romanian transport policy and actions
 Government Ordinance N° 88/1999, article 6, establishing rules for
combined transport
 Ministry of Transport & Infrastructure:
Sustainable Transport Strategy 2008
 Spatial Planning of the National Territory,
Section I – Transport Networks (law no. 363/2006)
 Sectorial Operational Programme on Transport 2007 – 2013 (SOPT)
 Intermodal Transport Strategy Romania 2020
 General Transport Master Plan
page 87
 To promote intermodal traffic, the following instruments have been
implemented:
 Article 6 in Government Ordinance no.88/1999, establishing rules
for combined transport of goods, stating that economic agents
Not been
involved in CT may be granted temporary exemptions for income
granted ,yet
tax in return for investment in infrastructure development and for
acquisition/modernisation of installations relating specifically to CT;
 To promote operation of rail block trains between terminals, it is
Not been
planned that block trains receive a reduction in rail access
granted ,yet
yet
charges (~60%)
( 60%)
page 89
43
in Romania - Final
 Sectorial Operational Programme on Transport 2007 – 2013 (SOPT)
 Financing
Fi
i th
the construction
t ti and
d modernisation
d i ti off tterminals
i l
 18 Million EUR fund
 2011: Guide for applicants published
 Project submissions expected by end of 2013
 only together with railway infrastructure manager (CFR SA) to get
funds, despite the fact that CFR SA does not own or operates
such terminals
 Amendment in 2013 with a list of 13 cities as key locations for
modernization and construction of intermodal terminals
Thus, no Euro has been spent from the funds allocated by EC and state budget
page 90
Source: DIOMIS Report on Romania, 2010; Club Feroviar; COSMOS Round Table Romania 2013
 In January 2012, Romanian Government approved Memorandum
signed by Ministry of Transport and Infrastructure and Romanian
Ministry of Economy and Trade on creating an interministerial structure
to ensure general management of interministerial Programme
“Logistics Centre for RE-Export in Central and Eastern Europe”
 Objectives (amongst others)
 turn into account competitive position of transport infrastructure
 Increase intermodal transport
 Improve qualityy and efficiency
y of services
 Reduce effects of economic crisis, greenhouse emissions and
environmental impact to the minimum
 Development of regional centre in Recas (Timisoara) for
relaunching intermodal transport
page 91
Source: Club Feroviar
44
in Romania - Final
 Intermodal Transport Strategy Romania 2020
 Published
Transportt and
P bli h d iin 2011 by
b Romanian
R
i Ministry
Mi i t off T
d
Infrastructure
 Target for 2020: intermodal transport accounting for 40%
(1,4 million TEU) of movement of relevant goods
(Containers, ILU, swap bodies and other boxes, trailers)
 Maximization of cargo bundling especially in 2011-2015
 To develop intermodal terminals in particular in Bucharest,
Constanta and Timisoara
 Budget plan 2011-2013: 61 Million EUR
 Budget plan 2014-2020: 114 Million EUR
Needs to be revised taking into account the recent market development, terminals developed by
the private sector in the meantime, shortcomings on rail infrastructure and transparent rules for
application by market parties including realistic business plan.
page 92
Source: Intermodal Strategy Romania 2020; KombiConsult analysis; COSMOS Round Table Romania 2013
 Intermodal Transport Strategy Romania 2020 – Actions (I)
 ISR2020 Strategy
Adoption
St t
Ad
ti
 Intermodal Terminal development 2011-2015
 Intermodal Terminal development 2016-2020
 Preparation SOPT 2014-2020
 ISR Organization
 Supply Chain & Logistics Education and Training
 Accessibility of Europe via Black Sea
 CFR Infrastructure use contracts
Actions generally appreciated but need to be prioritized with stakeholders, who are willing to
support this.
page 93
45
in Romania - Final
 Intermodal Transport Strategy Romania 2020 – Actions (II)
 Extended
gates
E t d d customs
t
t
?
 RoLa Carpathian mountains
 RoLa Black Sea
?
 Zero emission Danube vessels
 Fiscal & legislative measures
 Key performance indicators development
 “Go inter-modal” programme
Actions generally appreciated but need to be prioritized with stakeholders, who are willing to
support this. RoLa generally questionable.
page 94
 General Transport Master Plan
 In
services
I April
A il 2012,
2012 signing
i i an agreementt on consultancy
lt
i
ffor
elaboration (EUR 2 million) for General Transport Master Plan,
funded by European funds and to be completed in 23 months
 Deadline has been extended and final draft is expected in Spring
2014
 Public consultation is planned afterwards
page 95
Source: Club Feroviar
46
in Romania - Final
Catalogue of incentives for CT and their application in RO
No  Financial aid for CT operations: start-up or continuous support of CT
services;
No  Financial aid for investments in infrastructure, e.g. CT terminals;
No  Financial aid for investments in CT equipment;
No  Financial aid for investments in information systems, training etc;
No  Derogation from Directive 96/53/EC governing the weights and
dimensions of heavy good vehicles.
No  Any special treatment as far as maximum dimensions and weight is
concerned in force for vehicles moving in CT
No  Exemption from driving bans for road vehicles, e.g. weekend ban
No  Vehicle tax exemption of up to 100% for vehicles used exclusively in
terminal pick-up and delivery operation**
No  Exemptions from road usage fees or tolls for vehicles in CT
*Council Directive 96/53/EC “Maximum authorized weights and dimensions”
**Directive 92/106/EEC “Establishment of common rules for certain types of combined transport “
page 96
Round Table Romania
Agenda
10:00
10:10
Status-quo
10:45
Infrastructure
Ports and Terminals
Incentive Schemes
12:30-14:00
Joint Lunch
14:00
15:30
Conclusions
page 99
47
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Evaluation of CT: SWOT-Analysis
SWOT Analysis
Strengths
page 100
Weaknesses
 Integration into European trade
lanes via corridors
 Not competitive railway network
(outdated and worn railway means)
 Deep-sea access via the Port of
Constanta on own territory
 Poor connectivity of main rail and
port line without buffer capacity
 Trade-oriented economy with
skilled workforce
 Low reliability of rail services due to
infrastructure deficits and border
crossing procedures (non
Schengen regime)
 Industrial sites producing also for
export goods (chemical,
automotive, IT hardware)
 Lack of prioritisation of investments
and coordination with commercial
stakeholders
 Competent international and
national companies in the rail and
logistics sector
 Only small increase of GDP per
capita does not yet allow import of
consumer goods
Source: KombiConsult analysis, updated 2013
Evaluation of CT: SWOT-Analysis
SWOT Analysis
Opportunities
page 101
Threats
 Geographical position with respect
to important European
development axis
 Redirection of transit flows to
parallel networks due to slow
development of public rail
infrastructure
 Further stabilisation of Eastern
Balkans and Turkey European
integration will bring increase of
transport flows, incl. Rail in transit
 Redirection of port handling to
Western ports due to lack of
efficient rail link to/from Constanta
 Transfer of less demanding
production to Asia and imports of
goods via Black-Sea/Adriatic ports
 Increase of number of bottlenecks
in rail network due to slow
improvement
 Growth poles of industrial sites,
agglomeration, logistics facilities
and access to networks
 Lack of confidence in implementing
originally agreed “plans” and
absorption of available EU funds
Source: KombiConsult analysis, updated 2013
48
in Romania - Final
Evaluation of CT: Volumes
Development of intermodal transport, TEU, 2007 - 2020
 Transit of continental transport with Turkey and Greece on land
route via Hungary
Hungary, Romania
Romania, Bulgaria because of EU access and
improved border crossing on this line, rather than Serbia
 International maritime transport generated to/from the enlarged port
of Constanta (Masterplan)
 International continental transport due to the involvement of
Romania in industrial products (cars, IT hardware, textiles) as well
as chemical products
 Several projects and efforts for increasing intermodal transport, e.g.
in 2013 Romania joined the VIKING project
 Domestic maritime transport to/from port of Constanta
 Domestic continental transport hardly to asses due to size, truck
circulation and imbalance of traffic
 Increase of intermodal volume by 9.6% p.a. (2020/2007)
page 102
Source: DIOMIS Report on Romania 2010; KombiConsult analysis
Evaluation of CT: Volumes
Development of intermodal transport, TEU, 2007 - 2020
1.400.000
1.200.000
1.000.000
800.000
Transit
9.6% p.a.
Export
600.000
Import
Growth path feasible 2009/2011!
Domestic
400.000
200.000
But economy/transport too volatile
0
2007 2008 2009 2010 2011 2012
page 103
2020
Source: DIOMIS Report on Romania 2010; KombiConsult analysis
49
in Romania - Final
Evaluation CT market: Evolution of transport
Evolution of CT: Conclusions (1/3)
 The Romanian transport sector provides for various forms of
logistics concepts including CT
CT-Operators
Operators for rail/road transport
transport.
 Private sector railway’s increased to gain market share of 53% in
2012, one of the highest in Europe. However, the “competition on
rail” has not prevented from a total decrease of rail volumes.
 After the fall of the iron curtain, and during the „accession period“
quick wins could be realised by road transport which was often more
flexible, open to entrepreneurship and promoted by truck industry.
 In contrast to that the rail sector lacks coherent infrastructure
investments, both in maintenance, refurbishment and new builds
while improved roads can be used on sections, already
 Alignment of TEN-T and RFC-Corridor on rail network were
achieved by the RFC-Implementation Plan in November 2013, but
also highlighting lines with limited capacity.
 Improvement measures are (partly) identified but require effective
implementation (financing, timing, monitoring).
page 104
Source: Round Table Meeting, KombiConsult analysis
 Accompanied intermodal transport (RoLa), only in 2005 and 2006
(Wels Arad/Oradea) until accession to EU
(Wels-Arad/Oradea)
EU.
 Intermodal market dominated by container traffic with a clear
importance of domestic (~ 60%, Constanta hinterland) over
international transport (~ 40%, focusing on Western Europe).
 Growth of intermodal transport is directly depending on the country‘s
own economic performance and not generated by transit traffic.
 Semi-trailers became standard equipment in international road
transport and thus intermodal operation, but all rail loading gauges
are too small for continental CT, mainly due to tunnel profiles.
 Intermodal terminals, generally, provide for sufficient handling
capacity for the currently (low) handling volumes.
 Training of personal engaged with transport decisions on the merits
of intermodal transport would be required.
page 105
50
in Romania - Final
 An intermodal strategy is needed at country level to guide public and
private investment
investment. The intended “dialogue”
dialogue is appreciated by the
stakeholders but did not take place, yet.
 The strategy needs to be revised taking into account the recent
market development, terminals developed by the private sector,
shortcomings on rail infrastructure and transparent rules for
application by market parties including realistic business plan.
 The strategy should investigate (re-)activating incentive scheme in
favour of intermodal transport such as
 Derogation from Directive 96/53/EC governing the weights and
dimensions of heavy good vehicles (“44 tonnes”).
 Exemption from driving bans for road vehicles, e.g. weekend ban
 Vehicle tax exemption of up to 100% for vehicles used exclusively
in terminal pick-up and delivery operation
 Exemptions from road usage fees or tolls for vehicles in CT
page 106
Conclusions
What‘s next?
 KombiConsult will send the (updated) transparencies to all invited

participants by November 27
27, 2013
2013.
 All invited participants were asked to validate the facts, findings and

conclusions and send additional information or modification requests
to KombiConsult by December 13, 2013.
 KombiConsult will consolidate the comments received by than and
send the final version to all participants by December 20, 2013.
 Participants are invited to use the joint findings whenever possible to
promote intermodal transport in Romania.
 Additional Round Tables will take place in further countries
(see next page)

page 107
51
in Romania - Final
Round Tables Series
Praha, 19.09.2013
Wien, 6/2014
(Final Conference)
Budapest, 16.10.2013
Ljubljana, 23.4.2013
Zagreb, 3/2014
5th Round
R
d Table
T bl
Bulgaria
25 February 2014
Sofia, 2/2014
page 108
Announcement of the 2014 Report on CT in Europe
2012 Report on Combined Transport in Europe

Survey on Intermodal Industry

Business Models

Unaccompanied Transport

Accompanied Transport

Total Transport 2005/2009/2011

Outlook 2012/15

Service Providers
We kindly invite you to support us with statistical data for the 2014 report, that
will be elaborated on the year 2013 in spring/summer 2014.
page 109
Source: www.kombiconsult.com
52
in Romania - Final
KombiConsult Profile
page 110
Sources of Information
 CREAM Project Reports, www.cream-project.eu
 DIOMIS Project
P j t Reports,
R
t www.uic.org/DIOMIS
i
/DIOMIS
 Report on Combined Transport in Europe 2012,
www.kombiconsult.com
 Club Feroviar compendium on Rail in Romania, 2013
 CFR SA Network Statement 2013
 Romanian Institute of Statistic, www.insse.ro
 Implementation Plan for RFC7
 Romanian Office of To
Tourism
rism (front page photo)
 Websites, information and data provided by the Round Table
Participants
page 111
53
in Romania - Final
Disclaimer
The present Road Map presentation has been compiled by one or
more COSMOS partners with the support of third parties and may
contain business sensitive information.
You may use the content totally or selectively without changing the
content of the single slides, if clearly identifying the source:
COSMOS Project, Intermodal Road Map Romania,
Hacon / KombiConsult,
2013, www.cosmos-project.eu
page 112
Thank you for your attention..
Klaus-Uwe Sondermann
KombiConsult GmbH
Zum Laurenburger Hof 76
60594 Frankfurt am Main, Germany
Email: usondermann@kombiconsult.com
Phone: +49 69 244 32 93 172
54

Intermodal Road Map Romania

Transcription

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