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Research on Intermodal Terminal Interaction in International Transport Corridors
Available online at www.sciencedirect.com
ScienceDirect Procedia Engineering 187 (2017) 281 – 288
10th International Scientific Conference Transbaltica 2017: Transportation Science and Technology
Research on Intermodal Terminal Interaction in International Transport Corridors Raimondas Šakalys, Nijolė Batarlienė* Department of Logistics and Transport Management, Vilnius Gediminas Technical University, Lithuania
Abstract Maritime and Hinterland terminals enable the transhipment of load units between various modes of transport and play a significant role in intermodal freight transport. The aim of the Thesis was to investigate the opportunities of interface between the intermodal terminals along the East–West and North–South international transport corridors in developing new services/goods. The theoretical-analytic part of the Thesis considers the issues related to the efficiency of interface of the multi-modal transport. Moreover this study discusses functions and role of the intermodal terminals in delivering intermodal units along the international transport corridors. In the Thesis related to the research presents a model (based on the literature analysis and findings of the questionnaire survey) could improve the interface of intermodal terminals along the international transport corridors. Continuation of distribution activity from the sea port terminal via the main terminal (hub) and further to more regions by using the services of containers trains will ensure more effective use of infrastructure (maritime and hinterland terminals). Information and communication technologies make transport services more attractive and viable. By applying the questionnaire survey and evaluating the key factors influencing the effectiveness of the international corridor, the efforts were made to investigate the opportunities of interface of intermodal terminals. In cooperation with all the stakeholders the applied new model could facilitate the development of new services in the international transport corridors. © 2017The TheAuthors. Authors. Published by Elsevier Ltd.is an open access article under the CC BY-NC-ND license © 2017 Published by Elsevier Ltd. This Peer-review under responsibility of the organizing committee of the 10th International Scientific Conference Transbaltica 2017: (http://creativecommons.org/licenses/by-nc-nd/4.0/). Transportation and Technology. Peer-review underScience responsibility of the organizing committee of the 10th International Scientific Conference Transbaltica 2017 Keywords: TEN-T, transport corridors, interaction, intermodal terminals
* Corresponding author. E-mail address: [email protected]
1877-7058 © 2017 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of the organizing committee of the 10th International Scientific Conference Transbaltica 2017
doi:10.1016/j.proeng.2017.04.376
282
Raimondas Šakalys and Nijolė Batarlienė / Procedia Engineering 187 (2017) 281 – 288
1. Introduction Transportation system in every country depends on freight flows and international operators that use specific transport corridors and their provided services. Research on international transport corridors enables to estimate rationality of new investments by comparing it with costs pertaining to the establishment of better conditions to deploy capacity of other modes of transportation. It is determined which transportation modes are competitive on analyzed routes and play a direct role in transport corridor and whether these modes satisfy the proportion of transportation demands that depend on technical possibilities. In order to ensure efficient transportation process of intermodal freight in a corridor, it is necessary to obtain compatibility of the existing infrastructure capacity, as well as coordinate operations of infrastructure managers and operators. The White Paper states that freight shipments over 300 km should shift to other modes such as rail or waterborne transport. This creates favourable conditions for freight transport services providers to compete. To ensure activities’ coordination among transport corridor infrastructure, managers and intermodal terminal managers, coordination and management structure of each freight corridor should be established. The aim of the article: to examine interaction possibilities of intermodal transport terminals located near the EastWest and North-South international transport corridors in order to establish new and common transportation service (product). 2. Interaction between transport modes and synchromodal transport The interaction between rail transport sector as well as rail and other modes of transport is a very important factor in developing rail transport corridors. Intermodal terminals play the decisive role in this process as transport unit from one mode of transport is transferred to other. Advantages of intermodal transport primarily show that combination of different modes of transport enables to obtain a rational balance between transportation costs and travel time [7]. Based on the literature, there is a wide divergence on the definition of synchromodal transport. According to Lucassen and Dogger [6], synchromodal transport is defined as “constantly tuning inside and between good chains, transport chains and infrastructure so that given the aggregated transport demand, and at moment in time, the best modality can be chosen”. Paul Ham gives the definition that synchromodality is “making optimal use of all modes of transport and available capacity, at all times, as an integrated transport solution” [4]. According to van Riessen [11], the definition for synchromodal transport planning is intermodal transport planning with the possibility of realtime switching between the modes. According to Defares, the core of concept of synchromodality is that the gearing within and between the goods flows, the transport chains and the infrastructure chains is made such that goods volumes can largely be consolidated and the unused capacities of the transport modes and the infrastructures can be better be utilized [3]. Connecting of different modes of transport into one integrated system allows to synchronize the use (Fig. 1) and control of transport modes. This interaction takes place at intermodal terminals. Achieving synchronization among transport terminals is the main paradigm in terms of place and time. From this time on, transport infrastructure, transport modes and technologies have been jointly developed at different stages. Due to globalization, development of transport infrastructure as well as different modes of transport should be synchronized. Wilmsmeier [12] emphasized the importance of interaction between seaport terminals located in international transport corridors and land-based intermodal terminals. They mainly link the integration of land-based intermodal transport with seaports located in the very same corridor. Limbourg and Jourquin asserted that the distance of intermodal trips should be longer than 343 km in order for combined transport to be competitive. Authors provided principles of the Hub–and–Spoke network design [5]. Racunica and Wyner researched application possibilities of the Hub–and–Spoke terminal networks by integrating two modes of transport – rail and road – into single system of intermodal terminals [8].
Raimondas Šakalys and Nijolė Batarlienė / Procedia Engineering 187 (2017) 281 – 288
Fig. 1. Synchronization effects in transportation chain [10].
3. The new TEN-T In the interest of clarity, the European Parliament and the Council adopted decision No. 661/2010/ES, a recast of the TEN-T guidelines [2]. The main objective – to establish an integrated transport network encompassing all Member States and providing basis for sustainable development of all modes of transport in order to ensure European added value >@. The new TEN-T is shown in Fig. 2.
Fig. 2. New TEN-T core network [9].
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Raimondas Šakalys and Nijolė Batarlienė / Procedia Engineering 187 (2017) 281 – 288
The TEN-T network consists of two layers: a core network to be completed by 2030 and a comprehensive network feeding into this, to be completed by 2050. The comprehensive network, will ensure full coverage of the EU and accessibility of all regions. The core network will prioritize the most important links and nodes of the TENT, to be fully functional until 2030. Both layers include all transport modes: road, rail, air, inland waterways and maritime transport, as well as intermodal platforms. The Commission has set out the concept of the TEN-T corridors by giving a proper consideration to freight shipping by railway corridors. These corridors will be used as the most important measure encompassing three modes of transport and stretching across three member states. These corridors should be connected by the seaport. The core network corridors will provide a platform for capacity management, investments, building and coordinating multimodal transhipment facilities, and deploying interoperable traffic management systems [1]. The TEN-T East−West Transport Corridor is shown in Fig. 3.
Fig. 3. East–West transport corridor.
This transport corridor connects transport nodes of Lithuania, Denmark, Northern Germany constituting AsianEuropean global trade corridor linking Russia, Black Sea Region and the Far East. Institutions of territorial planning, academia, ports and transport companies from Belarus, Denmark, Lithuania, Russia, Sweden and Germany participate in the formation process of the corridor. The most important objectives of Lithuania and Southern Baltic Sea Region – strenghten cooperation between transport nodes and aim at establishing a competitive transport and logistics chain. It is aspired that transport corridor “East−West” would develop transport that is friendly to the environment and position itself as “green transport corridor”. It is very important for Lithuania to develop not only East–West, but also North–South transport corridor. The Government of the Republic of Lithuania has set out the priority action plan for transport sector to be implemented by 2016. The most important priority in the rail transport is the implementation of the project “Rail Baltica” (Fig. 4). According to this plan, the construction and design works are already taking place. After completion of these works, Lithuanian railways will be linked with European rail systems; the quality of freight and passenger transportation services will be improved. In 2015 the standard European gauge will stretch up to Kaunas. The largest logistics center in the Baltic Sea region will be constructed in Kaunas. Moreover, Kaunas international airport and Kaunas Free Economic Zone are in close proximity. Construction of 1435 mm European gauge – a step of international significance as the section Kaunas– Warsaw–Kaunas became an inseparable part of Rotterdam−Warsaw−Kaunas corridor. In order to ensure the sustainable future of the EU’s competitiveness and smooth implementation of the guidelines in the White Paper, “Rail Baltica” must become an inseparable part of the “Baltica–Adriatica” transport corridor.
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Fig. 4. Development of „Rail Baltica“ corridor [9].
4. Intermodal terminals Terminals are very important for intermodal transportation. Transportation units from one mode of transport is transferred to other in these terminals. In this way, a terminal is defined as locations ensuring interaction between transport modes. Modern and currently dense terminal network in Western European countries have been gradually developed. Modern terminals are usually equipped with good access to roads and railroads. Regular shipping line connects KCT (Klaipeda Container Terminal, JSC) with major European ports. JSC “Klaipeda Container Terminal” has convenient connections to Belarus, Russia, Ukraine, Kazakhstan and organizes multimodal cargo transportation services to these countries. Klaipedos Smelte is part of the worldwide container terminal network controlled by company Terminal Investment Limited (TIL). With a portfolio of 25 container terminals located in various continents, TIL closely cooperates with Mediterranean Shipping Company (MSC).
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Raimondas Šakalys and Nijolė Batarlienė / Procedia Engineering 187 (2017) 281 – 288
Vilnius Public Logistics Centre (PLC) should service at least two modes of transport (road/rail/maritime/inland waters or air). The development of Vilnius public logistics centre is divided into two main stages: in the course of the first stage of development, the terminal with all required infrastructure will be built; in the course of the second stage, the land for container warehousing, container loading, customs services, insurance and other services will be developed. Vilnius Intermodal Terminal is an integral part of the PLC. Intermodal terminal at the Vilnius Public Logistics Centre will be built in the Vaidotai railway cargo transit station–the largest distribution station in Lithuania (TEN-T IX B corridor). In addition to the logistics centre, the construction of the southern bypass is already in progress. The annual volumes of transhipment in accordance with transport are forecasted to be: • Rail transport – 60%; • Road transport – 40%. Kaunas Public Logistics Centre (PLC), Kaunas Intermodal Terminal. Public Logistics Centre in Kaunas will connect Palemonas railway station and Kaunas International Airport and the Free Economic Zone, where the logistics center will be developed. The development of Kaunas public logistics centre is divided into two parallel stages: in the course of the first stage of development, the terminal with all necessary infrastructure will be situated near Palemonas railway yard and the second stage of development comprises the establishment of logistics park in the territory of Karmėlava. European standard gauge (1435 mm wide) and the current track gauge (1520 mm wide) will cross in the Terminal. Other major elements of intermodal terminal– container and truck storage area, container service center, construction of access roads. The concept of Klaipėda Intermodal Terminal is divided into three stages: the first stage – the purchase of rental services from JSC “VPA Logistics”, the second stage – construction of terminal in the southern part of “Draugystė” station. After implementing this project, containers will be transferred to intermodal terminals, loaded onto train platforms and transported further. 5. The new legal regulation on the EU’s transport infrastructure and intermodal transport nodes The new guidelines aimed at railway infrastructure and intermodal terminal interaction are being prepared at the European Commission. Managers of the freight terminals must ensure that terminals are accessible to all executors of transport activities. Managers of of the logistics centers ensure that at least one terminal is accessible to all executors of transport activities. Managers of the freight terminals and logistics centers provide this access in a nondiscriminatory way and apply transparent charges. There are distinguished two types of interaction: • direct interaction between infrastructure development and intermodal terminals; • interaction between intermodal terminals along transport corridors. Legal framework for transport corridors in the European Union aims at the following: • improve sustainable use of transport infrastructure; • efficient management of transport infrastructure; • promote the deployment of innovative transport services or new combinations of proven existing transport services, including through the application of ITS and the establishment of relevant governance structures; • facilitate multi-modal transport service operations and improve cooperation between transport service providers [1]. 6. Research on intermodal terminal interaction in international transport corridors The research has been carried out to examine interaction possibilities of transport terminals situated along the East–West and North–South transport corridors. After conducting of the research, it was determined that:
Raimondas Šakalys and Nijolė Batarlienė / Procedia Engineering 187 (2017) 281 – 288
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• the most important factors affecting the operations efficiency of the TEN-T core network corridors are as follows: interaction of information flows (along the corridor); coordination of activities of infrastructure managers; cooperative activities between intermodal terminals; • Lithuanian intermodal terminals have a great potential to develop their own technological capacities and warehouses by increasing their competitive capacities in international markets of transport/logistics. The concept of the scheme provided by Authors – interaction of all members/partners of the logistics chain in establishing new service in international transport corridor (Fig. 5).
Fig. 5. Integration of middle-size and small intermodal flows into intermodal system.
This model was established on the basis of the information obtained from Rotterdam Sea Port and their best practices in developing interaction between intermodal terminals. The analyzed literature, knowledge, consultations with the experts from the association “LINEKA” and JSC “Lietuvos geležinkeliai” have also contributed in the development process of this model. As can be seen from the provided model, medium and small flows of intermodal transport can be connected into a single system of intermodal transport (with a good access to information on intermodal transport unit transportation by rail) and by the means of the new container trains could be transported from/to the sea port. The extension of freight distribution activities from the sea port terminal through the main terminal (node) and further on into more remote district ensure better and more efficient use of infrastructure (sea ports and land based terminals). Information and communications technologies offers attractiveness and vitality to provided transport services. To summarize, the provided model enables to do the following: • accumulate small and medium-sized flows of containers to transport them in long distances, • organize new container trains between intermodal terminals along the corridor (as a new service), • develop intermodality and interaction between transport modes (integrate into a single container transportation process in long distances and „last mile“ solutions), • prepare and apply general service quality standards in transport corridors developed by all stakeholders, • use common brokerage information system in international transport corridors.
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Forwarding companies, as well as Klaipeda seaport terminals hold an interest to increase the frequency of container train traffic by integrating small and medium freight flows into a single transportation system. However, rail formation and distribution centers do not have such intentions. 7. Conclusions 1. It was determined that interaction between Lithuanian intermodal terminals in developing general services was not analyzed in the works of Lithuanian researchers and scientists. The majority of Lithuanian authors investigate the essence of intermodal freight transportation, examine factors that influence general interaction of transport modes and development of logistics centers, analyze the links between intermodal transport and transport infrastructure development, model container handling cycles in intermodal transport terminals. 2. Having analyzed the attractiveness of the logistics chain, it was determined that interaction between different track gauges of different countries in a single transport corridor has a major impact. One of the solutions offered is the deployment of major intermodal terminals to synchronize different track gauges. 3. The conducted research has shown that cooperation with other intermodal terminals situated along the international East–West and North–South transport corridors is highly requested. 4. It is possible to establish innovative transportation and logistics services while developing cooperation between intermodal terminals along the specific transport corridor. 5. The future cooperation of the interested parties might entail the establishment of new transportation services with a trademark. This could be the example of the best practice and the method to increase competitiveness of the specific transport corridor.
References [1] European Commission. Proposal for a Regulation of the European parliament and of the council on Union guidelines for the development of the Trans-European Transport Network. Brussels, 19.10.2011. COM(2011) 650 final, 2011/0294 (COD) C7-0375/11. [2] European Commision, 2011-10-19. Connecting Europe: The new EU core transport network press realese datebase. Retrieved June 5, 2016, Available from internet: http://europa.eu/rapid/press-release_MEMO-11-706_en.htm [3] D. Defares, Exploration of future container trnsport to and from the Dutch hinterland. Assessing the need for future policies. Master Thesis Project. 2011. [4] P. Ham, Synchromodality. 2012. Retrieved June 12, 2016, Available from internet: http://www.havenupdate.com/index.php/download_ file/view/1375/429/ [5] S. Limbourg, B. Jourquin, Optimal rail–road container terminal locations on the European network, Transportation research Part E (45) (2009) 551–563. [6] I. Lucassen, T. Dogger, Synchromodality pilot study – Identification of bottlenecks and possibilities for a network between Rotterdam, Moerdijk and Tilburg. TNO. 2012. [7] R. Palšaitis, Logistikos vadybos pagrindai. Vilnius: Technika. 2007. 355 p. ISBN 978–9986–05–836–6. [8] I. Racunica, L. Wyner, Optimal location of intermodal freight hubs Transportation Reasearch. Part B (39) (2005) 453–477. [9] Railway Gazette. 22 Oct. 2014. Future EU Transport Infrastucture Policy to Focus on TEN-T Corridors. Retrieved May 10, 2016, Available from Internet: http://www.railwaygazette.com/news/policy/single-view/view/eu-transport-infrastructure-policy-to-focus-on-ten-t-corridors. html [10] J. P. Rodrigue, Globalization and the synchonization of transport terminal, Journal of transport geography (7) (1999) 255–261. [11] B. van Riessen, R. R. Negenborn, R. Dekker, G. Lodewijks, Service network design for an intermodal container network with flexible due dates/times and the possibility of using subcontracted transport. 2013. [12] G. Wilmsmeier, J. Monios, B. Lambert, The directional development of intermodal freight corridors in relation to inland terminals, Journal of transport geography (19) (2011) 1379–1386.
ScienceDirect Procedia Engineering 187 (2017) 281 – 288
10th International Scientific Conference Transbaltica 2017: Transportation Science and Technology
Research on Intermodal Terminal Interaction in International Transport Corridors Raimondas Šakalys, Nijolė Batarlienė* Department of Logistics and Transport Management, Vilnius Gediminas Technical University, Lithuania
Abstract Maritime and Hinterland terminals enable the transhipment of load units between various modes of transport and play a significant role in intermodal freight transport. The aim of the Thesis was to investigate the opportunities of interface between the intermodal terminals along the East–West and North–South international transport corridors in developing new services/goods. The theoretical-analytic part of the Thesis considers the issues related to the efficiency of interface of the multi-modal transport. Moreover this study discusses functions and role of the intermodal terminals in delivering intermodal units along the international transport corridors. In the Thesis related to the research presents a model (based on the literature analysis and findings of the questionnaire survey) could improve the interface of intermodal terminals along the international transport corridors. Continuation of distribution activity from the sea port terminal via the main terminal (hub) and further to more regions by using the services of containers trains will ensure more effective use of infrastructure (maritime and hinterland terminals). Information and communication technologies make transport services more attractive and viable. By applying the questionnaire survey and evaluating the key factors influencing the effectiveness of the international corridor, the efforts were made to investigate the opportunities of interface of intermodal terminals. In cooperation with all the stakeholders the applied new model could facilitate the development of new services in the international transport corridors. © 2017The TheAuthors. Authors. Published by Elsevier Ltd.is an open access article under the CC BY-NC-ND license © 2017 Published by Elsevier Ltd. This Peer-review under responsibility of the organizing committee of the 10th International Scientific Conference Transbaltica 2017: (http://creativecommons.org/licenses/by-nc-nd/4.0/). Transportation and Technology. Peer-review underScience responsibility of the organizing committee of the 10th International Scientific Conference Transbaltica 2017 Keywords: TEN-T, transport corridors, interaction, intermodal terminals
* Corresponding author. E-mail address: [email protected]
1877-7058 © 2017 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of the organizing committee of the 10th International Scientific Conference Transbaltica 2017
doi:10.1016/j.proeng.2017.04.376
282
Raimondas Šakalys and Nijolė Batarlienė / Procedia Engineering 187 (2017) 281 – 288
1. Introduction Transportation system in every country depends on freight flows and international operators that use specific transport corridors and their provided services. Research on international transport corridors enables to estimate rationality of new investments by comparing it with costs pertaining to the establishment of better conditions to deploy capacity of other modes of transportation. It is determined which transportation modes are competitive on analyzed routes and play a direct role in transport corridor and whether these modes satisfy the proportion of transportation demands that depend on technical possibilities. In order to ensure efficient transportation process of intermodal freight in a corridor, it is necessary to obtain compatibility of the existing infrastructure capacity, as well as coordinate operations of infrastructure managers and operators. The White Paper states that freight shipments over 300 km should shift to other modes such as rail or waterborne transport. This creates favourable conditions for freight transport services providers to compete. To ensure activities’ coordination among transport corridor infrastructure, managers and intermodal terminal managers, coordination and management structure of each freight corridor should be established. The aim of the article: to examine interaction possibilities of intermodal transport terminals located near the EastWest and North-South international transport corridors in order to establish new and common transportation service (product). 2. Interaction between transport modes and synchromodal transport The interaction between rail transport sector as well as rail and other modes of transport is a very important factor in developing rail transport corridors. Intermodal terminals play the decisive role in this process as transport unit from one mode of transport is transferred to other. Advantages of intermodal transport primarily show that combination of different modes of transport enables to obtain a rational balance between transportation costs and travel time [7]. Based on the literature, there is a wide divergence on the definition of synchromodal transport. According to Lucassen and Dogger [6], synchromodal transport is defined as “constantly tuning inside and between good chains, transport chains and infrastructure so that given the aggregated transport demand, and at moment in time, the best modality can be chosen”. Paul Ham gives the definition that synchromodality is “making optimal use of all modes of transport and available capacity, at all times, as an integrated transport solution” [4]. According to van Riessen [11], the definition for synchromodal transport planning is intermodal transport planning with the possibility of realtime switching between the modes. According to Defares, the core of concept of synchromodality is that the gearing within and between the goods flows, the transport chains and the infrastructure chains is made such that goods volumes can largely be consolidated and the unused capacities of the transport modes and the infrastructures can be better be utilized [3]. Connecting of different modes of transport into one integrated system allows to synchronize the use (Fig. 1) and control of transport modes. This interaction takes place at intermodal terminals. Achieving synchronization among transport terminals is the main paradigm in terms of place and time. From this time on, transport infrastructure, transport modes and technologies have been jointly developed at different stages. Due to globalization, development of transport infrastructure as well as different modes of transport should be synchronized. Wilmsmeier [12] emphasized the importance of interaction between seaport terminals located in international transport corridors and land-based intermodal terminals. They mainly link the integration of land-based intermodal transport with seaports located in the very same corridor. Limbourg and Jourquin asserted that the distance of intermodal trips should be longer than 343 km in order for combined transport to be competitive. Authors provided principles of the Hub–and–Spoke network design [5]. Racunica and Wyner researched application possibilities of the Hub–and–Spoke terminal networks by integrating two modes of transport – rail and road – into single system of intermodal terminals [8].
Raimondas Šakalys and Nijolė Batarlienė / Procedia Engineering 187 (2017) 281 – 288
Fig. 1. Synchronization effects in transportation chain [10].
3. The new TEN-T In the interest of clarity, the European Parliament and the Council adopted decision No. 661/2010/ES, a recast of the TEN-T guidelines [2]. The main objective – to establish an integrated transport network encompassing all Member States and providing basis for sustainable development of all modes of transport in order to ensure European added value >@. The new TEN-T is shown in Fig. 2.
Fig. 2. New TEN-T core network [9].
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Raimondas Šakalys and Nijolė Batarlienė / Procedia Engineering 187 (2017) 281 – 288
The TEN-T network consists of two layers: a core network to be completed by 2030 and a comprehensive network feeding into this, to be completed by 2050. The comprehensive network, will ensure full coverage of the EU and accessibility of all regions. The core network will prioritize the most important links and nodes of the TENT, to be fully functional until 2030. Both layers include all transport modes: road, rail, air, inland waterways and maritime transport, as well as intermodal platforms. The Commission has set out the concept of the TEN-T corridors by giving a proper consideration to freight shipping by railway corridors. These corridors will be used as the most important measure encompassing three modes of transport and stretching across three member states. These corridors should be connected by the seaport. The core network corridors will provide a platform for capacity management, investments, building and coordinating multimodal transhipment facilities, and deploying interoperable traffic management systems [1]. The TEN-T East−West Transport Corridor is shown in Fig. 3.
Fig. 3. East–West transport corridor.
This transport corridor connects transport nodes of Lithuania, Denmark, Northern Germany constituting AsianEuropean global trade corridor linking Russia, Black Sea Region and the Far East. Institutions of territorial planning, academia, ports and transport companies from Belarus, Denmark, Lithuania, Russia, Sweden and Germany participate in the formation process of the corridor. The most important objectives of Lithuania and Southern Baltic Sea Region – strenghten cooperation between transport nodes and aim at establishing a competitive transport and logistics chain. It is aspired that transport corridor “East−West” would develop transport that is friendly to the environment and position itself as “green transport corridor”. It is very important for Lithuania to develop not only East–West, but also North–South transport corridor. The Government of the Republic of Lithuania has set out the priority action plan for transport sector to be implemented by 2016. The most important priority in the rail transport is the implementation of the project “Rail Baltica” (Fig. 4). According to this plan, the construction and design works are already taking place. After completion of these works, Lithuanian railways will be linked with European rail systems; the quality of freight and passenger transportation services will be improved. In 2015 the standard European gauge will stretch up to Kaunas. The largest logistics center in the Baltic Sea region will be constructed in Kaunas. Moreover, Kaunas international airport and Kaunas Free Economic Zone are in close proximity. Construction of 1435 mm European gauge – a step of international significance as the section Kaunas– Warsaw–Kaunas became an inseparable part of Rotterdam−Warsaw−Kaunas corridor. In order to ensure the sustainable future of the EU’s competitiveness and smooth implementation of the guidelines in the White Paper, “Rail Baltica” must become an inseparable part of the “Baltica–Adriatica” transport corridor.
Raimondas Šakalys and Nijolė Batarlienė / Procedia Engineering 187 (2017) 281 – 288
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Fig. 4. Development of „Rail Baltica“ corridor [9].
4. Intermodal terminals Terminals are very important for intermodal transportation. Transportation units from one mode of transport is transferred to other in these terminals. In this way, a terminal is defined as locations ensuring interaction between transport modes. Modern and currently dense terminal network in Western European countries have been gradually developed. Modern terminals are usually equipped with good access to roads and railroads. Regular shipping line connects KCT (Klaipeda Container Terminal, JSC) with major European ports. JSC “Klaipeda Container Terminal” has convenient connections to Belarus, Russia, Ukraine, Kazakhstan and organizes multimodal cargo transportation services to these countries. Klaipedos Smelte is part of the worldwide container terminal network controlled by company Terminal Investment Limited (TIL). With a portfolio of 25 container terminals located in various continents, TIL closely cooperates with Mediterranean Shipping Company (MSC).
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Raimondas Šakalys and Nijolė Batarlienė / Procedia Engineering 187 (2017) 281 – 288
Vilnius Public Logistics Centre (PLC) should service at least two modes of transport (road/rail/maritime/inland waters or air). The development of Vilnius public logistics centre is divided into two main stages: in the course of the first stage of development, the terminal with all required infrastructure will be built; in the course of the second stage, the land for container warehousing, container loading, customs services, insurance and other services will be developed. Vilnius Intermodal Terminal is an integral part of the PLC. Intermodal terminal at the Vilnius Public Logistics Centre will be built in the Vaidotai railway cargo transit station–the largest distribution station in Lithuania (TEN-T IX B corridor). In addition to the logistics centre, the construction of the southern bypass is already in progress. The annual volumes of transhipment in accordance with transport are forecasted to be: • Rail transport – 60%; • Road transport – 40%. Kaunas Public Logistics Centre (PLC), Kaunas Intermodal Terminal. Public Logistics Centre in Kaunas will connect Palemonas railway station and Kaunas International Airport and the Free Economic Zone, where the logistics center will be developed. The development of Kaunas public logistics centre is divided into two parallel stages: in the course of the first stage of development, the terminal with all necessary infrastructure will be situated near Palemonas railway yard and the second stage of development comprises the establishment of logistics park in the territory of Karmėlava. European standard gauge (1435 mm wide) and the current track gauge (1520 mm wide) will cross in the Terminal. Other major elements of intermodal terminal– container and truck storage area, container service center, construction of access roads. The concept of Klaipėda Intermodal Terminal is divided into three stages: the first stage – the purchase of rental services from JSC “VPA Logistics”, the second stage – construction of terminal in the southern part of “Draugystė” station. After implementing this project, containers will be transferred to intermodal terminals, loaded onto train platforms and transported further. 5. The new legal regulation on the EU’s transport infrastructure and intermodal transport nodes The new guidelines aimed at railway infrastructure and intermodal terminal interaction are being prepared at the European Commission. Managers of the freight terminals must ensure that terminals are accessible to all executors of transport activities. Managers of of the logistics centers ensure that at least one terminal is accessible to all executors of transport activities. Managers of the freight terminals and logistics centers provide this access in a nondiscriminatory way and apply transparent charges. There are distinguished two types of interaction: • direct interaction between infrastructure development and intermodal terminals; • interaction between intermodal terminals along transport corridors. Legal framework for transport corridors in the European Union aims at the following: • improve sustainable use of transport infrastructure; • efficient management of transport infrastructure; • promote the deployment of innovative transport services or new combinations of proven existing transport services, including through the application of ITS and the establishment of relevant governance structures; • facilitate multi-modal transport service operations and improve cooperation between transport service providers [1]. 6. Research on intermodal terminal interaction in international transport corridors The research has been carried out to examine interaction possibilities of transport terminals situated along the East–West and North–South transport corridors. After conducting of the research, it was determined that:
Raimondas Šakalys and Nijolė Batarlienė / Procedia Engineering 187 (2017) 281 – 288
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• the most important factors affecting the operations efficiency of the TEN-T core network corridors are as follows: interaction of information flows (along the corridor); coordination of activities of infrastructure managers; cooperative activities between intermodal terminals; • Lithuanian intermodal terminals have a great potential to develop their own technological capacities and warehouses by increasing their competitive capacities in international markets of transport/logistics. The concept of the scheme provided by Authors – interaction of all members/partners of the logistics chain in establishing new service in international transport corridor (Fig. 5).
Fig. 5. Integration of middle-size and small intermodal flows into intermodal system.
This model was established on the basis of the information obtained from Rotterdam Sea Port and their best practices in developing interaction between intermodal terminals. The analyzed literature, knowledge, consultations with the experts from the association “LINEKA” and JSC “Lietuvos geležinkeliai” have also contributed in the development process of this model. As can be seen from the provided model, medium and small flows of intermodal transport can be connected into a single system of intermodal transport (with a good access to information on intermodal transport unit transportation by rail) and by the means of the new container trains could be transported from/to the sea port. The extension of freight distribution activities from the sea port terminal through the main terminal (node) and further on into more remote district ensure better and more efficient use of infrastructure (sea ports and land based terminals). Information and communications technologies offers attractiveness and vitality to provided transport services. To summarize, the provided model enables to do the following: • accumulate small and medium-sized flows of containers to transport them in long distances, • organize new container trains between intermodal terminals along the corridor (as a new service), • develop intermodality and interaction between transport modes (integrate into a single container transportation process in long distances and „last mile“ solutions), • prepare and apply general service quality standards in transport corridors developed by all stakeholders, • use common brokerage information system in international transport corridors.
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Forwarding companies, as well as Klaipeda seaport terminals hold an interest to increase the frequency of container train traffic by integrating small and medium freight flows into a single transportation system. However, rail formation and distribution centers do not have such intentions. 7. Conclusions 1. It was determined that interaction between Lithuanian intermodal terminals in developing general services was not analyzed in the works of Lithuanian researchers and scientists. The majority of Lithuanian authors investigate the essence of intermodal freight transportation, examine factors that influence general interaction of transport modes and development of logistics centers, analyze the links between intermodal transport and transport infrastructure development, model container handling cycles in intermodal transport terminals. 2. Having analyzed the attractiveness of the logistics chain, it was determined that interaction between different track gauges of different countries in a single transport corridor has a major impact. One of the solutions offered is the deployment of major intermodal terminals to synchronize different track gauges. 3. The conducted research has shown that cooperation with other intermodal terminals situated along the international East–West and North–South transport corridors is highly requested. 4. It is possible to establish innovative transportation and logistics services while developing cooperation between intermodal terminals along the specific transport corridor. 5. The future cooperation of the interested parties might entail the establishment of new transportation services with a trademark. This could be the example of the best practice and the method to increase competitiveness of the specific transport corridor.
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