Motorways of the Sea in the NMC Vision and Reality Jan Tore Pedersen, Marlo, Norway 1

MoS Aims at introducing new intermodal maritime-based logistics chains in Europe, which should bring about a structural change in our transport organisation within the next years to come.

Unitised Cargo

Geography Rogaland Hordaland Sogn- og Fjordane Møre og Romsdal Sør-Trøndelag Nord-Trøndelag Nordland Troms Finnmark Murmansk Oblast Archangel Oblast

Cargo Flow 1.Through transport of cargo between Asia and Europe/North America 2.Export of raw material form the region 3.Industrial cargo, fish, and consumer goods that may be transported as unitised cargo (trailer, container, etc.) 4.Freight transport related to development and operation of oil and gas fields in the Barents Sea and on land in Russia.

Traffic between Asia and Europe/North America Container ships ▫ Maersk: Schedule too unreliable ▫ The challenge is to motivate these types of ships to stop in the North, when Rotterdam has invested in new container terminals. Train via Russia ▫ Strong competition from the «EastWest» initiative ▫ Narvik may be another possibility ▫ Need to make sure that the complete door-to-door connection is reliable and having the right quality of service

Export of Raw Material Export from the Northern region is essentially bulk cargo (dry and liquid). ▫ Transport of such cargo requires specialised ships. ▫ The most likely scenario is that transhipment of such a cargo will take place in existing transhipment terminals in Europe or USA. The ships essentially return to the Northern Region under ballast. Such ships are not suitable for any other forms of cargo.

Export and Import Unitised Cargo Import Export

Transfer of Freight from Road to other Modes – does it happen? Unitised cargo (intra Europe)

IPSI Where it all started Resulted in Stora Enso System Traffic

IPSI

Previous Projects (2) EXPONOFI ▫ Not enough cargo (fresh fish) to sustain frequency ENISYS ▫ Proved that daily departures to the Continent was possible. ▫ Based on cooperation between shippers ▫ Cooperation failed before commercial operations were started FreshFish etc. ▫ Not enough cargo committed

ENISYS

To make MoS Successful Transport Time Transport Cost Flexibility Reliability of Service Quality Environmental sustainability Capabilities of the transport services Business practices (ease of use of combined transport operations) Infrastructure Regulation and fee structure Environmental issues. BE LOGIC SHIFT

Business Practices ▫ Providing information is easier and simpler with road transport ▫ The lead-time for requesting transport is normally shorter, for road transport (not easy to find alternative that fits in time  Next day transport is normally always possible for road transport. ▫ It will require a substantial shift in planning mentality with the cargo owners if many more of them should start using shipping solutions, since most of the current business processes count on truck transport being easily available.

Taxes, Dues and Fees* Rail: 4 fees and dues (0,5% of the total cost of transport) Road: 8 fees and dues (11,4% of the total cost of transport) Shipping: 27 fees and dues (15,2% of the total cost of transport) * NyFrakt

Short Sea Fleet is Old

Fragmentation Many cargo owners ▫ No single cargo owner with enough volume to develop new, high frequency MoS services  No Stora Enso Several small shipping operators ▫ Consolidation difficult with fragmented volumes

EU’s 2011 White Paper on Transport 4. A maritime “Blue Belt” and market access to ports. 7. Multimodal transport of goods: e-Freight 9. A Social Agenda for maritime transport 15. ‘End-to-end’ security 18. Safer shipping 20. Transport of dangerous goods 24. A technology roadmap 25. An innovation and deployment strategy 26. A regulatory framework for innovative transport 35. Multimodal freight corridors for sustainable transport networks 39. Smart pricing and taxation

A Maritime “Blue Belt” Free maritime movement in and around Europe European Maritime Transport Space without Barriers

e-Maritime Foster the use of advanced information technologies for working and doing business in the maritime transport sector

e-Freight Zero paper documents shall be needed for planning, executing and completing any transport operation within EU. Independent of ▫ The parties involved ▫ Cargo type ▫ Transport mode or combination of modes ▫ Loading unit ▫ Authorities involved ▫ Type of service demanded ▫ Transport corridor ▫ Liability regime There shall be zero waiting time related to administrative procedures at all border crossings within EU and for transport between EU and countries with which secure trade lanes have been established The e-Freight mechanisms shall be technology independent.

e-Freight Roadmap Defining a standard framework for freight information exchange (in cooperation with presently active major initiatives) covering all transport modes and all stakeholders in door-to-door logistic chains. Establishing a single European transport document for all carriage of goods (waybill), irrespective of mode along with all the necessary legislative support. Establishing a single window (single access point) and one stop shopping for administrative procedures in all modes. Establishing simple, harmonized border crossings procedures for all modes of transport for all EU member states. Establishing simple procedures and the necessary infrastructure for establishing secure and efficient transport corridors between Europe, USA, and Asia.

e-Freight Concept

e-Freight Reference Model

Organising D2D Operations

Conclusions Taxes, dues and fees for maritime transport need to be addressed by local and national authorities Establishing a logistics management operation in the StratMos region to capture all services and enabling easy use of door-to-door services using maritime transport may be one way to make maritime transport services even more attractive