Seaport hinterland transport
The seaport hinterland transport refers to the transportation of export goods to the ports and the transportation of imported goods in the opposite direction to the transport modes road , rail , inland and coastal maritime shipping .
The preferred transport system is the container , which can be easily transferred between the individual means of transport ship , truck and train and has gained paramount importance in the transport of goods. In 2007, seaport hinterland traffic was forecast to grow by more than six percent in container ( combined transport , CT) and by over two percent in non- container traffic until 2025 .
Instead of the exact term “sea port hinterland traffic”, the shortened term “port hinterland traffic” is also used for transport to and from the sea ports. Transport to and from the inland ports is also necessary, although an exact definition of the term "inland port hinterland traffic" is not very common.
Importance and volume
| Handling of the seaports of Hamburg and Bremen / Bremerhaven in 2010 |
|||
|---|---|---|---|
| Total million t |
of which container million t |
Container TEU |
|
| Hamburg | 121.1 | 78.4 | 7.9 |
| Bremen / Bhv. | 68.9 | 51.9 | 4.9 |
In 2010, a total of 273 million tons were handled in sea transport for Germany, which were accordingly transported to and from the seaport hinterland. This transport sector is increasingly shaped by the container , as can be seen from the handling of the Port of Hamburg and the Bremen / Bremerhaven port group . In the Port of Hamburg, 65% of the handling volume is handled by containers, in the Bremen / Bremerhaven port group it is 75% (as of 2010).
Since the introduction of the container in the 1960s, container shipping has developed rapidly with regular double-digit growth rates. It is considered the "engine" of globalization. Significant growth rates are also expected in the future, between 5 and 8 percent per year for Germany. The stagnation after the global financial crisis in 2008 was largely overcome in 2011, so that growth rates are currently being recorded again.
In Northern Europe, the four ports of Rotterdam , Antwerp , Hamburg and the Bremen / Bremerhaven port group handle around 80% of European imports and exports. These ports of the so-called North Range are of outstanding importance. Due to its excellent port location without nautical restrictions, Rotterdam is a leader and above all strong in Asia and in transshipment traffic to the British Isles. The German North Sea ports of Hamburg and Bremen / Bremerhaven (also known as "North Range East") benefit from their eastern location, which makes them ideal for hinterland transports to Eastern and Southeastern Europe. Hamburg is also benefiting from the increase in traffic in the Baltic Sea region and has thus been able to strengthen its function as a transshipment port for the Baltic States , Russia and Scandinavia. The port of Hamburg also benefits from the high number of transports to and from the Hamburg metropolitan region (“ Loco quota ”). The new deep water port Jade-Weser-Port (Wilhelmshaven) is to handle an additional container handling of 2.7 million TEU.
Importance of the modes of transport
On short and medium-haul routes, the truck has priority - especially in the container area. On long-haul routes and for bulk goods , rail freight traffic dominates , followed by inland waterways . The aircraft does not play a role in seaport hinterland traffic. Private railway companies (EVU) have been able to continuously expand their share of container transport in seaport hinterland transport by rail in recent years. In 2005 this proportion was around 16%.
Rail transport
In 2010, a total of 60 million tons of the sea transport volume were handled by rail - approx. one fifth of the total. The seaport hinterland traffic is facing major challenges due to the significantly growing handling volumes in the future, as the capacities of the available transport networks are increasingly proving to be a bottleneck. Some ports are therefore endeavoring to increase the share of rail in the modal split, in particular by making appropriate investments in the onshore infrastructure . For the ports of the North Range East (Hamburg, Bremerhaven, Wilhelmshaven), an annual rail transport volume of up to 6 million TEU and a total volume of up to 1,800 trains per week was expected until 2015. The main destinations are Bavaria , the Czech Republic , Baden-Württemberg , Saxony and Austria . These comprise around 63% of the total volume. Traffic to Eastern and Southeastern Europe continues to grow in importance.
requirements
The forecast high growth in seaport hinterland traffic leads to the following demands:
- Construction of roads road , rail and inland waterways in conjunction with the seaports
- Shift of combined transport (CT) from road to rail and inland waterway
- Expansion of freight traffic centers and intermodal terminals in the hinterland, which are to serve as a hub for a larger catchment area and which are connected to the seaports in container traffic by rail and inland waterway
activities
In order to cope with the increasing volume of traffic in seaport hinterland traffic , measures to increase capacity are required for all traffic routes. Rail freight transport plays a special role due to its mass performance. For this reason, Deutsche Bahn AG (DB) worked with the seaports to develop a master plan for rail seaport-hinterland transport in 2007 . It primarily envisages long-term projects such as the new construction and expansion of railway lines (especially north-south connections, e.g. Y-route Hamburg / Bremen – Hanover or now as a financially more favorable Alpha variant ). In addition, organizational measures such as increasing train utilization and train lengths as well as relocating tasks from the seaports to suitable hubs in the hinterland are also planned. At the end of 2008, Deutsche Bahn AG launched the immediate seaport-hinterland transport program for short-term improvements , which will include over twenty smaller capacitive measures by 2011. The plans of the DB are in the master plan for freight transport and logistics of the federal government been incorporated which sets a focus on modal shift to rail and inland waterway.
Terms
- A feeder (from English to feed, 'to feed', to supply ') is a cargo ship specially built for transporting containers or cars, which is used as a supplier and distributor for large ocean-going ships and ports. The largest transport company of its kind in Northern Europe is Unifeeder in Aarhus, Denmark.
- Loco traffic refers to cargo that is either created in the port area itself or its immediate catchment area or is used there. Precise information is difficult because of the origin and whereabouts allocation. No information is given in the port statistics. Estimates show that the loco quota in Hamburg is significantly higher than in Bremerhaven / Bremen. In the case of the Jade-Weser-Port Wilhelmshaven, the loco quota will (initially) be extremely low.
- Modal split describes the distribution of the transport volume over different modes of transport.
- Multimodal transport denotes transports in which two or more different modes of transport are used. This form of organization is also called broken traffic and is in contrast to direct traffic (unbroken traffic).
- Intermodal transport is a subtype of multimodal transport and describes a multi-link transport chain in which one and the same transport or loading unit is transported with at least two different modes of transport.
More terms
Literature and media
- Deutsche Bahn AG: Master plan for rail seaport-hinterland transport , Masterplan for rail seaport-hinterland transport ( Memento from January 23, 2013 in the Internet Archive ) (PDF; 1.5 MB) Berlin 2007, accessed on December 11, 2011
- German Transport Science Society (DVWG): Is there a threat of collapse in seaport hinterland traffic ? 1st DVWG Infrastructure Forum April 9, 2008, CD-ROM [1]
- IPG mbH, ISL, Wagener & Herbst Management Consultants GmbH: Final presentation of the project Investigation into the possibilities of the development of Brandenburg as a hub in seaport hinterland traffic [2] (PDF; 772 kB) on behalf of the Ministry for Infrastructure and Regional Planning of the State of Brandenburg, Potsdam 2008, accessed on December 11, 2011
- PLANCO Consulting GmbH: Forecast of Germany-wide traffic integration - Sea traffic forecast - Lot 3, final report, chap. 5 Seaport hinterland transport , pp. 81–105 [3] (PDF; 2.2 MB) on behalf of the Federal Ministry for Transport, Building and Urban Development, Berlin 2007, accessed on December 11, 2011
- Association of the Railway Industry in Germany eV: Seaport hinterland traffic - a current inventory , background paper 01/2009, [4] (PDF; 1.2 MB), Berlin, August 2009
Individual evidence
- ↑ PLANCO Consulting GmbH: Forecast of the Germany-wide traffic integration - Sea traffic forecast - Summary ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. (PDF; 153 kB) on behalf of the Federal Ministry for Transport, Building and Urban Development, Berlin 2007, accessed on December 11, 2011
- ↑ Federal Statistical Office: Transport - Transport at a Glance 2010, Series 8, Series 2, Chap. 1.3.1 and 1.4, Wiesbaden, April 2011, accessed on December 11, 2011
- ↑ Federal Statistical Office: Transport - Railway Transport 2010, Series 8, Series 2 , Tab. 3.5 to 3.8, Wiesbaden April 2011
- ↑ PLANCO Consulting GmbH: Forecast of Germany-wide traffic integration - Sea traffic forecast - Lot 3, final report, chap. 5 Seaport hinterland traffic ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. (PDF; 2.2 MB) pp. 81–105, on behalf of the Federal Ministry for Transport, Building and Urban Development, Berlin 2007, accessed on December 11, 2011
- ↑ German Transport Science Society (DVWG): Is there a threat of collapse in seaport hinterland traffic ? 1st DVWG Infrastructure Forum, April 9, 2008, CD-ROM
- ↑ IPG mbH, ISL, Wagener & Herbst Management Consultants GmbH: Final presentation of the project investigation into the possibilities of the development of Brandenburg as a hub in seaport hinterland traffic (PDF; 772 kB), on behalf of the Ministry of Infrastructure and Regional Planning of the State of Brandenburg, Point 5, recommendations for action, Potsdam 2008, accessed on December 11, 2011
- ↑ Deutsche Bahn AG, master plan for rail seaport-hinterland transport ( memento of January 23, 2013 in the Internet Archive ) (PDF; 1.5 MB) Berlin 2007, accessed on December 11, 2011
- ↑ Iven Kramer, Christoph Lankowsky: New Perspectives in the hinterland . In: Hansa , issue 1/2016, pp. 60/61
- ↑ Deutsche Bahn AG: Immediate program for seaport-hinterland traffic ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. (PDF; 1.6 MB), Berlin 2008
- ↑ Federal Ministry of Transport, Building and Urban Development (BMVBS): Master plan for freight transport and logistics ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. (PDF; 3.2 MB) Berlin 2007
- ^ Institute for Shipping Economics and Logistics (ISL): Analysis of the cooperation possibilities of the German ports ( Memento of the original of March 23, 2006 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 260 kB) Study on behalf of the Federal Ministry for the Environment, Nature Conservation and Nuclear Safety, ISL Bremen, 2005
