Management and Development of

Inter-modality and Maritime

Transport

Maritime and intermodal transport system: Overview

Intermodality - origens

• Historical background ofintermodality:

• Use of land bridges (Alexandria-Suez andPanama-Colon)

• “loose boxes” for Bridgewater Canal coal for railroad

• RCH container (UK) the firststandard (early XX century)

• The istmos approach

• Piggyback before WWII

• Malcom McLean – 1955 – SeaLand

Intermodal transport

• Intermodal transport ( twoor more transport modes)

• Intermodal transport

(movement of goods in onecargo unit or vehicule, successively using two ormore transport modes, withno contact with the goods in the modal connectionoperations)

Multimodal

Combined Transport - definitions

• The railroad segment, inland ormaritime waterway shouldexceed 100 Km “as the crowflies”

• The initial and final road segments in the road-rail combination should be limited to transportation between the place of loading / unloading and the nearest rail station with the right conditions for the transfer

• In the river road and maritime combinations the initial and final road segments may not exceed 150 km “as the crow flies”

combined transportEC definition

Consolidation

Transfer

Interchange

Deconsolidation

Transp

ort ch

ain

‘1º Km’

‘last Km’

Source: Intermodality

• Basic intermodal transportstructure:

• Consolidation

• Transfer (park)

• Interchange(new mode)

• The deconsolidation

The importance of the intermodal node• Greater mobility of production factors (particularly capital).

• Better use of comparative costs (especially labor).

• Need to strengthen the transactional and legal environment.

• Growth of intermodal transport supported in containerization.

• Terminals (or transfer points) as hubs for the efficiency of transport networks

• New terminals and locations (dry ports).

• Increasing of flow speed.

Characteristics of intermodal transport

• Pick up (generally truck)

• Trunk line (mostly maritime but can also be rail and inland waterways)

• Distribution (normaly truck)

• Intermodality with air transport is distinct

• Advantages: door-to-door

• On a larger scale maritime transport, but also rail and inland waterways have lower costs then road

• Disadvantages; cost of mode changes: terminals

Hardware intermodal-ship

• GT :Gross Tonnage

• Displacement –displacement

• LOA – Total lenght

• B – beam

• Dw – deadweight

• d – draft

• Cgt – compensated gross tonnage

Hardware intermodal-ship

Malaccamax

Self unloading

Characteristics of the maritime transport market

• Concentration of transport operators

• Concentration ports

• Port operators concentration

• Economies of scale

• Sharing slots

Intermodal hardware

Intermodal Hardware - barges

Barges Beam Length Draft TEU’s

Kempenaarclass

7 63 2,5 32

Containervessel

11,4 110 3 200

Containervessel Jowi

class

17 135 3 470

Intermodal hardwareISO 668 e ISO 1496-1

Dimensions in feet (meters) Type

Lenght 20 (6,058) 40(12,192) 45(13,716)

Width8 (2,438) 8 (2,438) 8 (2,438) Standard

8-2 7/16(2,5) 8-2 7/16(2,5) 8-2 7/16(2,5) Pallet wide

Height8-6 (2,591) 8-6 (2,591) 8-6 (2,591) Standard

9-6 (2,896) 9-6 (2,896) 9-6 (2,896) High Cube

Other dimensions (non intermodal): 53’ USA - rail48’ USA - truckSwap bodies – EU -truck

Dimensional adaptability

• Pallet wide allows a better use for the transport of pallets

• High cube allows a better use for some equipment and low density loads.

dry

flatrack

Open top

Open sidereefer

Tanque

Intermodal hardware

data

0

500000

1000000

1500000

2000000

2500000

3000000

35000003.056.272

2.680.109

1.788.210

958.358948.815

866.260

707.513622.190

616.866591.306

Capacity in

TE

Us

Largest container shipping operators

Fonte: Statista 2015.08.19

Logistics operators

Top 10 Global Freight forwarders • There are no alliances but only support networks for small operators.

• World Cargo Alliance andWorld Freight Alliance

• Above all they share a wider infostructure

Intermodality: advantages

• Some maritime transport operators have NVOCC subsidiaries to cover intermodality.

• Freight forwarders globally

• 3PL

• DST and development of inland waterways (Rhine)

Drivers of intermodality:

• containerization

• Improved efficiency in modal nodes (terminals).

• Economies of scale in ocean transport (gigantism)

Geographical distribution and evolution of the fleet

Major container shipping routes (MTEU’s)

0,0 5,0 10,0 15,0 20,0 25,0

Asia-North America

Asia-North Europe

Asia-Mediterranean

Asia-Middle East

North Europe-North America

Total

East bound

West bound

Container shipping routes (MTEU’s)

0,0 0,5 1,0 1,5 2,0 2,5 3,0

Australia-Far East *

Asia-East Coast South America

North Europe/Mediterranean-EastCoast South America

North America-East Coast SouthAmerica

Total

South bound

North bound

Intermodal hardware : contentores

• Inspeções periódicas

• Planos de manutenção aprovados

• Desequilíbrios nos fluxos

• Container rating

• Container tare mass

• Contayner payload

Motorways of the sea:

• Baltic;

• Western Europe (linking Portugal and Spain via the Atlantic Arc to the North and Irish Seas)

• South East Europe

• Southwest linking the South East Europe maritime motorway

Intermodal infrastructure for inlandnavigation

• Sena-Schedt Canal

• Sena

• Schedt

• Rhine

• Main

• Danube

• Black Sea?

Inland Waterways

Inland Waterways

Via Navegável do Douro

Boca Comprimento Calado

Todas eclusas 11,4 83 3,3

Crestuma-Lever 11,4 89 3,8

UNECE 60-04 11,4 83 3,8

Via Navegável do Douro

Largura

Canal-zonarochosa

40

Canal – zona aluvionar

60

Via Navegável do Douro

Cota (Sr)

Pinhão-Pocinho 2,5

Restantes zonas 4,2

Inland waterways for combinedtransport• The suitability of a particular

waterway for combined transport is marked as follows:

• A — Waterways suitable for combined transport. This means that inland navigation vessels with a width of 11.40 or 11.45 m and a length of approximately 110 m are able to operate on such waterways carrying three or more layers of containers, 50 per cent of containers being empty. Otherwise a permissible length of pushed convoys of 185 m should be possible, in which case they could operate with two layers of containers, 50 per cent of containers being empty;

• B — Waterways suitable for combined transport but restrictions apply. This is mainly interpreted by Governments as inland waterways allowing the transport of at least two layers of containers, 50 per cent or less of them being empty, sometimes with the use of ballasting;

• C — Waterways not suitable for combined transport. These are the waterways where the transport of even two layers of containers is impossible.

Railroad Infrastructure

• Railroad Motorways

• Betuweroute Netherlands –Germany

• Alameda rail corridor –USA West Coast

• Sines-Badajoz & Aveiro-Vilar Formoso

• Bottlenecks

Transport Corridors

Coopetition trends in intermodal operators

Barge – OFG AlliancePenta AllianceUpper Rhine Container alliance