EURO-MEDITERRANEAN TRANSPORT FORUM MARITIME TRANSPORT WORKING GROUP Maritime Policy, Ports and Short-Sea Shipping MEDA Motorways of the Sea Sub-Group 4th Meeting Brussels, 19 December 2006
STATE OF PLAY • General presentation • Markets / Demand • Infrastructures & Equipments • Operations and services • Regulation & Procedures • I.T. Solutions
1. GENERAL PRESENTATION (1/2) I – PROJECT FRAMEWORK +II ONWARDS: PILOT PROJECTS WORKING PLAN (Dec 06) REVIEW OF EXISTING SITUATION: - EUROMED TRANSPORT PROGRAMS - NATIONAL CONTACTS - NATIONAL SOURCES / UPDATE DATA BASES
1. GENERAL PRESENTATION (2/2) COUNTRY ROUND TABLES / WORKING GROUPS: - OVERVIEW PRESENTATIONS - QUESTIONS § ANSWERS - SYNTHETIC “SWOT” NATIONAL GROUPS FROM CONDITIONS TO CRITERIA COUNTRY / MoS REVIEW
2. MARKETS / DEMAND (1/7) • Reference data • Forecasts • Interim Conclusions
2. MARKETS / DEMAND (2/7) EU –MEDA “MoS” traffic 2004: Overall Traffic (1000 tons, transshipment included/ inward & outward) Source : Eurostat
2. MARKETS / DEMAND (3/7) Geographical distribution of Ro-Ro Traffic flows MEDA – EU countries Volume 2004, in 000 tons, both directions
2. MARKETS / DEMAND (4/7) Volume 2004, in 000 tons, both direction Geographical distribution of CONTAINER Traffic flows MEDA – EU countries
2. MARKETS / DEMAND (5/7) CURRENT SITUATION (2004): Containers in 000 TEU by Ports Total : 10,9 millions TEU Source: OSC
2. MARKETS / DEMAND (6/7) PAST TRENDS : MEDA Total port demand throughput in 000 TEU Source: OSC
2. MARKETS / DEMAND / FORECASTS (7/7) Forecast Non-Transshipment Containers Source: OSC + MEDA-MoS Base Case: Non-Transshipment (mTEU ) Low Case: Non-Transshipment (mTEU )
2. MARKETS / DEMAND: INTERIM CONCLUSIONS (1/3) • Limited / in both terms of: - Market trades - connections MODAL SHIFT POTENTIALS • West : Morocco • East : Turkey and land transit • Coastal / Short sea ? FROM ROAD TO SEA
2. MARKETS / DEMAND: INTERIM CONCLUSIONS (2/3) CONCENTRATION OF TRADE FLOWS • Low concentration potentials: • - Intra-Med only, with low feasibility: markets are not really fragmented (parallel lanes) • The Turkish case • Possibilities of combined/alternate services (flexibility), including passengers (Ro-Pax / ferries / Short sea distribution) Ro-Ro • Real potentialities: • Economies of scale: vessels capacities, port operations… • Economies of scope: network • Freight costs opportunities: large vessels, handling, empty movements of boxes… Lo-Lo / containers
2. MARKETS / DEMAND: INTERIM CONCLUSIONS (3/3) CONTAINERS: DIRECT TRADES AND TRANSHIMENT T/S supporting sea-leg of MoS ? A frequent question, particularly in East Med - increased volume bases / flow concentration - routes, frequencies, capacities… • Direct trades are priorities • = MoS not dedicated to T/S • T/S necessary for: • - smaller market trades • - particularly intra MEDA T /S as best practices: - operations - procedures, I.T…. - economic conditions… • Conditions: • - reliability / transit time… • - Commercial benefits • - not only maritime transport KEY QUESTION: OPPORTUNITIES FOR DIRECT TRADES ?
3. INFRASTRUCTURES & EQUIPMENTS (1/11) • « MoS » Ports • Land / Intermodal • Logistics
3. INFRASTRUCTURES & EQUIPMENTS – MoS Ports (2/11) HLG AND MEDA COUNTRIES SELECTED / POSSIBLE MoS PORTS Casablanca Tanger MED Morocco Algeria Djen -Djen Rades Enfidha Tunisia Damietta and East Port Said Alexandria / El Dekhela Egypt Lebanon Beirut Israel Haifa Jordan Aqaba Also in the scope of project: - Malta - Cyprus - Palestinian Authority Syria Tartus Turkey Mersin (and Samsun)
3. INFRASTRUCTURES & EQUIPMENTS – MoS Ports (3/11) PILOT PROJECT PORTS Possible port operations Port / Terminal requirements: • Containers Terminal • Ro – Ro Terminal Container Terminal infrastructures To be adapted to traffics / services: •Transhipments Hub & Spokes Interlining or relaying / feedering •Gateway ports (direct trade) Import and Export traffic flows National and hinterland / transit flows
3. INFRASTRUCTURES & EQUIPMENTS – MoS Ports (4/11) CONTAINERS: State – of - art port in All Meda Countries in short / medium term Container Terminals Gateway ports: feeder vessels 200 - 500 units (TEU) draft 9 -11 m. Cranes outreach 12 to 16 rows, handling capacity 15 Moves / hour + Reachstackers and forklifts Terminal surface: 10.000 – 14.000 TEUs/Ha Transhipment ports: Super Post Panamax vessels, up to 400 metres length, draft 15 m+ Cranes outreach 22 rows, handling capacity 30 moves / hour + Terminal surface : 14.000 – 40.000 TEUs/Ha • Dedicated terminal / One stop shop • Operations of large vessels VS intra – Med vessels MoS infrastructure
3. INFRASTRUCTURES & EQUIPMENTS – MoS Ports (5/11) RO-RO: Ro-Ro / ferries ports in All Meda Countries in short / medium term Ro-Ro Terminals Port terminal able to accommodate Ro-Ro vessels up to 200 units, draft 7 meters + Ro-Ro ramps and tractors with handling capacity of 30 moves/hour Terminal surface: 100 – 120 units / Ha + Circulation lanes MoS infrastructure Dedicated terminals
3. INFRASTRUCTURES & EQUIPMENTS – Land / Intermodal links (6/11) Access to port • Rail: Availability of ways and areas Handling equipments railway / container yard • Road: connections to Motorways / Highways •Problem: Urban congestion Availability of lanes / parking areas • Inland waterways Inland terminals / and logistic platforms: • Free zones, dry ports, container yards… • Consolidating facilities ( Freight stations) Telcom systems(see also IC technologies) • RF terminals ( progressing ) • Advance information / Custom clearance... • Security and other inspections
3. INFRASTRUCTURES & EQUIPMENTS – Land / Intermodal links (7/11) MoS AXES : “door to door” connections between ports and main industrial & distribution regions ROAD • Short Road links with Motorways / Highways • International Standards roads • Safe and secure Road parking areas RAIL • Rail network connected to port container terminals / yards • UIC gauge and capacities in line with flows and logistics • Other international standards • Adequate equipments for an efficient intermodal transfer WATERWAY • Develop of waterways opportunities (Egypt)
3. INFRASTRUCTURES & EQUIPMENTS – Land / Intermodal links (8/11) ROAD EFFICIENCY AND MoS • Most Countries’ investment plans designed to upgrade road connections between ports and main industrial nodes with highways / motorways. • Improvements and rehabilitation of road networks prioritized (short term) vs railway network (medium term). • Some Countries initiating policies for the renewal of trucks fleets and road transport sector • West Med: medium / long term investments for regional roads • East Med: developments and projects for both road and rail networks between neighboring countries.
3. INFRASTRUCTURES & EQUIPMENTS – Land / Intermodal links (9/11) RAILWAY POLICIES AND INTERNATIONAL OPPORTUNITIES • Rail network to be adapted to international standards • Expansion and rehabilitation plans for freight railway networks in medium term • Some Countries have already split rail management / infrastructure and services operator • Almost all new ports / Terminals, especially MoS selected, are foreseeing to rely upon efficient rail connections • Inland Waterways / Egypt • Arteries Already maintained at 3m.depth
3. INFRASTRUCTURES & EQUIPMENTS – Logistics (10/11) • Weakness on several markets countries • Key element for an efficient and value added freight transport system Logistics supply • High logistic costs as an obstacle for market growth, - particularly exports High hidden and security costs – particularly imports • Limited logistic infrastructures and common users’ facilities (particularly for SMEs ) • Road transport sector lacking organisation, qualification and financial capacity • Implementation of transport regulations not fulfilled • Transport services companies needing Know how and training in logistics
3. INFRASTRUCTURES & EQUIPMENTS – Logistics (11/11) Competitive logistics conditions, to be integrated into MoS projects: • Logistic Costs: are or may be obstacles / critical factor for gaining customers (exports mainly) • Transit and delivery time: part of added value added for several categories of products • Frequency: not necessarily high, but adapted and reliable: continuity in fulfillment of schedules, reduction of the uncertainty, adaptation to incidents • Capacities: demand coverage and potential peaks with reasonable margin.
4. OPERATIONS AND SERVICES (1/2) - Adequate, including in medium / long terms - Question mark for future Ro-Ro ships Vessels / Services capacities • - Problem with fixed day calls (containers) • Port delays • Operation schedules Frequency / Reliability - Costs and prices - competition Economic / Marketing conditions:
4. OPERATIONS AND SERVICES(2/2) • - Lo-Lo vs Ro-Ro • Shortest vs longer distances • Intra-Med vs Med / North Europe • Also with land port modes in Europe Technical / logistic service type competition - All port interface intervention - Intermodal operations Intermodal conditions Maritime Container lines are the decision makers: - Vessels / fleet investment - Port / schedule options - Direct trade / transhipments mix
5. REGULATIONS AND PROCEDURES (1/6) Overview of regulations and procedures in the main transport modes Compliance analysis with the MoS conditions and criteria - Identification of the different bodies and authorities in charge of transport modes, - Roles, relationships and competences of Ministries, Directorates, Port authorities Institutional framework - More trade and transport cross-relations - Develop coordinated intermodal approach MoS perspective
Ministry competent Directorate competent Port Authority or competent body INSTITUTIONAL FRAMEWORK 5. REGULATIONS AND PROCEDURES (2/6) • Differences between countries concerning the competences in transport sector: • One Ministry for all the transport issues • Two different Ministries responsible separately for infrastructures and transport regulations/procedures • Standard organisation: Transport modes: A,B, … Agencies…
CARGO / VESSELS 5. REGULATIONS AND PROCEDURES (3/6) • Regulatory framework of: - Port regulations - Port workers regulations - International maritime agreements / regulations • Port administration and procedures Port / Maritime Regulations • Adaptation required for port operational procedures and port work regulations • Procedures and regulations of other transport modes MoS Perspective
RULES AND PRACTICES 5. REGULATIONS AND PROCEDURES (4/6) • International level: most ports / maritime regulations and procedures are derived from multilateral conventions (IMO), with the adhesion of MEDA - countries • Regulations are setting port rules e.g.: • - Procedures of loading and unloading ships: • - Security and safety • - Port Authorities’ activities • By contrast operational procedures are designed and implemented locally, and may take into account business practices. • These organisations should not hinder MoS projects in the analysed countries. • Improvements of coordination between Ministries / Directorate / Ports must be lead in a MoS perspective
MAIN FINDINGS 5. REGULATIONS AND PROCEDURES (5/6) • Study of Customs Codes: • - Procedures are improving and considered as more market – minded • - Impact of next progresses to be assessed • Organisation and role of customs administration: Prepared to specific MoS operations status? • The Customs administration approach is basically the same for all the analysed countries: • Customs Administration or Directorate depending on the Ministry of Finance • Customs Transport related comparable regulations / Customs Codes
MAIN FINDINGS : CUSTOMS 5. REGULATIONS AND PROCEDURES (6/6) • Customs Code: • Definition Customs territory • Importation procedures, declaration of the goods • Customs regimes and destinations • Free trade areas • Customs warehouses • Exportation procedures • Prevention of smuggling • Duties and tariffs • Main differences between MEDA Countries: duties and tariffs scopes and levels • Customs Administration should not hinder MoS project, thanks to several similarities between MEDA and EU countries. • International cooperation to be explored further, both sides of the seas
6. I.T. SOLUTIONS (1/12) • ICT INFRASTRUCTURES • SERVICE INFORMATION SYSTEMS • SECURITY SYSTEMS • COMBINED INFORMATION AND SECURITY SYSTEMS • MANAGEMENT SYSTEMS
6. I.T. SOLUTIONS (2/12) ICT INFRASTRUCTURES NAVIGATION SYSTEMS • Vessel Traffic Services (VTS) / Vessel Traffic Management and Information Systems (VTMIS) are well developed. • Countries with responsibilities of vessel traffic in Canal and Straits have a consistent network of VTS: Ships are automatically acquired and tracked by the system. For safety purposes, systems could also provide information services, Navigational Assistance and Traffic Organisation.
6. I.T. SOLUTIONS (3/12) ICT INFRASTRUCTURES AUTOMATIC IDENTIFICATION SYSTEMS (AIS) BASE STATIONS •Precise information on ships and their movements in large areas, based on ship born automatic identification system (required by IMO for all ships > 300 gross tonnage) •Base stations are available in some countries, with wide coverage • Development projects to extend coverage to sub-regional coasts (Turkey ect… / and to the whole Mediterranean?) GLOBAL POSITIONING SYSTEMS (GPS) •Satellite coverage more than satisfactory in the area, including for civil applications. • Most Countries already use satellite technologies and are prepared to use those systems for MoS implementations. •Galileo Positioning system an opportunity as from 2010.
6. I.T. SOLUTIONS (4/12) SERVICE INFORMATION SYSTEMS • Service information systems widely used for specific purposes , example: Port/Port Community information systems • MoS requirements: - Enlarge scope and users of systems - Concentrate enlarge and / or adapt information to trade and transport requirements - Harmonize and standardize tools and procedures - Develop common Interfaces for both local (national) and external (international) uses
6. I.T. SOLUTIONS (5/12) SERVICE INFORMATION SYSTEMS ONE STOP SHOP / PAPERLESS SYSTEMS • Door to door freight transport, with maritime leg requiring too many documents and interventions, with repeated information • Feasible improvements: - Electronic paperless cargo and vessel documents process of administrative procedures - Harmonise and concentrate tasks and responsibility - Update procedures (lighter and slimmer) • Progresses are being made, with best practices in MEDA Countries.
6. I.T. SOLUTIONS (6/12) SECURITY SYSTEMS • Security regulations and standards are still raising. - Technologies for information systems and tools are key factors for efficiency, cost limitation and facilitation of those rules. - Certain “security procedure” for the transport chain have been identified, example for imports: - Borders: outward by working jointly between both Country counterparts - partner with carriers, importers, shippers and terminal operators for container shipment / deliveries during the supply process - anticipate security inspections as early as possible in the supply chain
6. I.T. SOLUTIONS (7/12) SECURITY SYSTEMS ELECTRONIC IDENTIFICATION AND CONTROL OF CARGO • Securing ports requires efficient systems combining detection, control, assessment, localisation, and identification. • Available technologies: X-Ray / gamma-ray (imaging technologies) Neutron Inspections (explosives and Chemicals) Personal Radiation Detectors (PRDs) by radiation isotope identifiers or CO2 probe sensors for people detection inside cargo units. Several technologies are already used in MEDA Countries.
6. I.T. SOLUTIONS (8/12) SECURITY SYSTEMS DRIVER / PERSONNEL ID TECHNOLOGIES AND PROCEDURES Best practices: - computerised process inside ports and authentication nearby passages (e.g. biometric). These new technologies are not usual practices yet. - A Pilot application could be developed, where computerised / electronic gate processes are already working for the identification of trucks and drivers. ELECTRONIC SEALS (ES) • Container seals have long been used as a loss prevention tool but high-tech alternatives are being developed, with the increasing focus on security. • Electronic Seals could be used for improving security of supply chain, either by land and by sea; following the upstream approach of security procedures.
6. I.T. SOLUTIONS (9/12) COMBINED INFORMATION AND SECURITY SYSTEMS • Main Challenge: involving all stakeholders (ports / terminals, shipping companies, truckers, railways etc.), and Customs / Public Authorities • New specific procedures reinforcing fast line security Customs operations and border crossing through ports. This may be worked. ELECTRONIC SEAL, CARGO ID AND TRACKING SYSTEMS • Combination of systems may provide tracking and tracing and also instant notification of container incidents and security failures. • Progresses of satellite technology for monitoring hazardous or temperature sensitive cargoes.
6. I.T. SOLUTIONS (10/12) MANAGEMENT SYSTEMS TRANSPORT CHAIN MANAGEMENT SYSTEMS MoS could provide for a unique management system or proper interfaces linking the different managements systems. • Several tools are available to manage intermodal door to door freight transport chain which main function comprises: organise and initiate transport, monitor and control operations, visualise the transport status, exchange product and transport documentation. In the MoS perspective
6. I.T. SOLUTIONS (11/12) MANAGEMENT SYSTEMS TERMINAL MANAGEMENT SYSTEMS • Modern and efficient Port Terminal management systems in use in most MEDA Countries are those of the global container transport players (NAVIS, COSMOS, etc.), those are more or less equivalent in terms of performance and functionalities, and provide for: - efficient cargo processing, improving the Terminal throughput. - comprehensive and flexible reporting, including an extensive range of standard reports. - integration with third party systems and advanced gate technologies - Import Processing, Export Processing, Transhipment Processing, Gate Operations, Yard Management, Vessel Operations, Rail Operations and Statistical Reporting.
6. I.T. SOLUTIONS (12/12) INFORMATION AND COMMUNICATION TECHNOLOGIES MOST MEDA COUNTRIES ARE POTENTIALLY READY FOR AN EXTENSIVE USE OF ICT TECHNOLOGIES TO PROVIDE FREQUENT, RELIABLE AND COMPETITIVE DOOR TO DOOR FREIGHT TRANSPORT OPERATIONS INCLUDING MARITIME SERVICES: • COVERING ALL MAIN REQUIREMENTS DEVELOPMENT PLAN FOR IMPLEMENTING ICT SYSTEMS; • EVEN THOUGH THERE ARE DIFFERENCES IN THE LEVEL OF PROGRESS AND IN THE FIELDS OF APPLICATION.