1 Presentation by Michael Laugesen Work Package C - Project Coordinator StratMoS Final Conference in Brussels, September 7 th 2011 FDT – Association of Danish Transport and Logistics Centres The Dry Port Concept A part of StratMoS Work Package C MoS Development in Hubs and Hinterland

To strengthen the role of ports and hinterland facilities in door-to-door transport chains with a view of improving the effectiveness of the intermodal transport chain. To strengthen both the primary and secondary hubs and the logistics facilities by analysing possibilities, constraints and challenges for inland transport operators and associated facilities in form of Transport and Logistics Centres, Dry Ports, transport infrastructure, etc. in order to stimulate MoS development. Objectives of StratMoS Work Package C 2

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4 Justifying the Dry Port Concept The provision of sufficient storage space and areas for development, is for many ports a major concern – especially ports located in inner urban areas, are facing restricted development opportunities. To enable continuously port development, solutions, which takes into account - and is geared - for the growth of trade, higher environmental standards and enhanced cooperation, is needed.

5 Dry Port definition from the StratMoS Project A Dry Port is an intermodal terminal situated in the hinterland, servicing a region connected with one or several ports by rail and/or road transport and is offering specialised services between the Dry Port and the overseas destinations. Normally the Dry Port is container-oriented and supplies all logistics facilities, which are needed for shipping and forwarding agents in a port.

6 Benefits of the efficient Dry Port Extra hinterland space for the port/ports (“extended gates” for sea ports). Enable port logistics functions to be performed inland instead of directly at the harbor front. Performing customs clearance on the goods transshipment through the Dry Port. Focuses on integrated port community services for operations and maritime transport. Container, trailer (and bulk) handling facilities. Intermodal infrastructure - contributing to a modal shift. Consolidation and distribution of goods.

7 Dry Port Activities 4.Train reception and expedition (train composition and decomposition) 5.Gate-in and gate-out operations 6.Logistics service facilities 7.Truck parking 8.Service centre incl. complimentary services for trucks and trains (washing, fuel and oil supply, etc.) 1.Container terminal (handling, deposit and storage) 2.Container service centre (packing, repair, maintenance) 3.Areas for inspection (customs)

8 Governance of the Dry Port Ownership Operations Public sector Private sector Public-Private Partnership + Security and equality for the users + Central transport planning Public governance + Private resources for infrastructure + Know-how + High flexibility and quick response to market - Monopoly in a Dry Port Private governance + Share of risks + Transparency and information share, security + Strengthening experience and knowledge + Accelerated realisation - Less flexible Public-Private Partnership Preferred model

9 The well-planned Dry Port Gives opportunities for a faster and more effective container handling at the port. Reduces capacity problems on access roads to and from the port. Clusters companies and bodies dealing with goods transportation. Supports the Dry Port users with added value services, job creation, etc. Gives extra space for development of other activities in urban harbour areas such as residential and commercial areas, etc. Increases the catchment area of the port. Contributes to a modal shift from road to combined rail and sea. Reduces environmental conflicts by segregating different functions.

10 Conclusions of the Dry Port report Supplement to the ports, thus enabling functions to be outsourced from the port to the Dry Port Should be equipped with modern suprastructure and compatible ITS systems Efficient and sufficient hinterland infrastructure on multiple modes Choose sites with adequate development possibilities Governance system should secure equal treatment of the users EC and Member States should continue working on measures that may facilitate the integration of Dry Ports in the logistics chain Dry Ports can be significant facilitators of development of efficient MoS services.

11 Dry Port integration into the Motorways of the Sea - I The quality of Motorways of the Sea services can be improved by developing the hinterland terminals and in this way strengthening the role of the ports, meaning that hinterland is an inseparable area when developing MoS solutions. The concerned ports are connected to their hinterland by sufficient and non-congested links including through Dry Port terminals The possible key characteristics of the MoS are aiming at an adaptation of services, improving equipment and infrastructures in ports, removing bottlenecks in hinterland connections, implementing Dry Ports and streamlining operations and information flows with the intention of developing seamless goods flows across the whole logistics chain. (Luis de Oliveira, MoS coordinator, 2009)

12 Dry Port integration into the Motorways of the Sea - II Ports have to establish commercial links and counters in the most important places of their hinterland and foreland. Investment in Dry Ports close to great consumption centres is important to ensure the use of maritime ports, provided that proper inland connections (preferably railways or waterways) exist between both of them. For any port it is important to ensure two different types of connectivity: one to other ports (facilitating transshipment, feeder services or other SSS operations), the other to assure a sound hinterland relationship. (Luis de Oliveira, MoS Coordinator, 2010)

Dry Ports, Logistics Platforms and TEN-T 13 The gradual development of the Trans European Transport Network (TEN-T) shall in particular be achieved by a dual layer structure consisting of: A Comprehensive Network as the basic layer A Core Network constituting of the strategically most important parts of the TEN-T Transport infrastructure requirements Any Freight terminal and logistics platform shall offer at least one open terminal open to all operators in a non- discriminatory way and apply transparent charges. Logistics Platforms will normally include Dry Port facilities Dry Ports, which are not a part of a Logistics Platforms, can of territorial reason also be selected as key Multimodal Platforms on the comprehensive network. (Union guidelines for the development of the Trans-European Transport Network, 2011)

14 Administrative barriers can be reduced by developing the single window/one stop shop concept where ports and hinterland terminals are organised as one administrative entity. Overall Conclusions In the hinterland there are several elements that can be developed and can have an positive impact on transport flows, especially if they are organised, cooperating and networking efficiently.

Through the StratMoS Project, WP C partners have provided background analyses and decision making support for establishing and improving existing Dry Ports and Logistics Centres in Denmark, Germany, Scotland and North West Russia Summing up 15

16 For further information please contact: The Association of Danish Transport and Logistics Centres Coordinator of Work Package C Michael Stie Laugesen Ved Stranden 22 P.O. Box 1111 DK Aalborg Denmark Phone: Fax: Homepage: Denmark – Norway 2-0