IFreightMED-DC

Service Mapping Report Short introduction (France – Languedoc-Roussillon) Perpignan, 15 July 2013

Starting point

The present report was made in a concerted manner between the CCIR, PMCA and the PESC

and with the assistance and expertise of the SNIFL, the FNTR, MP2, and Saint-Charles Export.

Involved Stakeholders Project Partners Type CCI. R LanguedocPartner Roussillon 237 avenue de la Pompignagne – résidence Majestic – 34961 Montpellier Perpignan Méditerranée Partner Communauté d’Agglomération (PMCA) 11 boulevard SaintAssiscle – BP 20641 – 66006 Perpignan cedex Association du Pôle Partner Economique Saint Charles (PESC) 449 avenue de Saint Charles – BP 35206 – 66032 Perpignan cedex Technical Ressources (*) Type Réseau Ferré de France public (RFF) authoritie Direction régionale 185 rue Léon Blum – BP9252 – 34043 Montpellier cedex 1 Société Nationale des public Chemins de fer Français authoritie (SCNF) Languedoc Roussillon

Local Head Bernard FOURCADE

email [email protected]

Phone number +33 467 136 800

Jean Paul ALDUY

accueil.pmca@perpigna + 33 468 086 000 n-mediterranée.org

Bruno KOTHÉ

bruno.kothe@wanadoo + 33 683 897 345 .fr

Etablissement public régional Sète- Port Sud de France 1 Quai Philippe Régy – BP 10853 – 34201 Sète cedex

public authoritie

Port-la-Nouvelle Région LanguedocRoussillon 330 avenue de la Mer – 11210 Port La Nouvelle

public authoritie

[email protected]

Local Head Joseph GIORDANO

email [email protected]

Phone number +33 499 532 183

Christian BOURQUIN

[email protected]

+33 4 67 22 80 00

Christian BOURQUIN

[email protected]

+33 4 67 22 80 00

Jean GHEDIRA (Directeur Régional)

Conseil Général des Pyrénées-Orientales Antenne portuaire de Port-Vendres Gare maritime 66660 Port-Vendres Perpignan Saint-Charles Conteneur Terminal SAEML 320 avenue de Barcelone – 66000 Perpignan CLTM Port-Vendres – Gare Maritime – BP 30 – 66664 Port-Vendres cedex Train du Pays Cathare et du Fenouillèdes (TPCF) 26 Boulevard Agly 66220 Saint-Paul-deFenouillet Eurorail Nortrans SAS Camps de la Basse – autoport BP 20207 66161 Le Boulou Cedex LORRY-RAIL S.A. Terminal autoroute ferroviaire Z.I Scheleck II – L-3225 Bettembourg AMBROGIO SA Le Camp de la Basse – Distriport – BP 70212 – 66161 Le Boulou cedex SNIFL – Saint Charles International – centre administratif – BP 75451 – 66034 Perpignan cedex Saint Charles Export (SCE) – Saint Charles International - centre administratif – BP 15053 –

public authoritie

Hermeline MALHERBE

[email protected]

+33 468 858 585

Operator

Eric GILBERT

[email protected]

+ 33 676 581 587

Operator

Eric MASCLE

contact.cltm.pv@group ehm.fr

+33 468 983 737

Operator

Yves GUIMEZANES

Yves.guimezanes@tpcf. fr

+33 4 68 20 04 00

Dieter SCHMITZ

[email protected]

Operator

Kurt DHERDT

[email protected] [email protected]

Cécile LAFAGE

[email protected]

+33 4 68 83 55 00

Olof GYLDEN Operator

Thierry LE GUILLOUX

[email protected] thierry.leguilloux@lorr y-rail.com

Operator

Fiorenzo AMBROGIO

fambrogio@ambrogio. es

+33 468 830 635

technical expert

David PATTE

snifl@saintcharlesinter national.fr

+ 33 468 546 640

technical expert

Cyril GORNES

sce@saintcharlesintern ational.fr

+ 33 468 546 640

+352 248 768 20

66030 Perpignan cedex FNTR-FNTV66 Centre routier - Le Grand Saint Charles – BP 35429 – 66034 Perpignan cedex Translog Sud de France c/o Chambre de Commerce et d’industrie Languedoc-Roussillon – 273 avenue de la Pompignane – CS 89516 6 34961 Montpellier cedex DREAL LanguedocRoussillon 520 allée Henri II de Montmorency – CS 69007 34064 Montpellier cedex 2

Syndicat Mixte MP2 – plate-forme multimodal – transport logistique – 473 avenue de Milan – Grand Saint Charles – 66000 Perpignan Ets Rey Transalliance Tps Roca

technical expert

Bruno KOTHE

[email protected]

+33 468 569 889

technical expert

Jean-Pierre GIRARD

[email protected]

+33 467 136 829

technical expert

Didier KRUGER

contact-dreallangrous@developpem ent-durable.gouv.fr

+33 434 466 411

Didier.kruger@develop pementdurable.gouv.fr

technical expert

Fabienne CHAUVINEAUFOURNIER

technical expert technical expert

Stéphane FAMERY Fabrice MAGENTI

Patrick.burte@develop pementdurable.gouv.fr [email protected]

reyperpignan@philippe rey.fr fabrice.magenti@trans portsroca.com

+33 468 684 462

+33 4 68 56 68 68 +33 4 68 54 64 66

*Non-exhaustive list which can be added to during the project

Report completed at (xx) % -> Final delivery date (mm/dd)

Summary 1. Demand analysis 1,1. Freight transport flows analysis 1,2. Analysis of the road and rail freight transport flows by O&D 1,3. Analysis of the road and rail freight transport flows by type of products 1,4. Identification of relevant O&D relations and economic sectors for intermodal freight services

2. SWOT analysis by relevant O&D relations 3. SWOT analysis by economic sectors 4. Identified best practices 5. Identified (local and border) constraints 5,1. Infrastructural 5,2. Operational 5,3. Time and Cost

6. Measures of promotion of new intermodal freight services 6.1. Single-client 6.2. Multi-client

7. Proposition for the enhancement of the current level of service and reliability

Demand analysis ___________________________________________________________________________________________

1. Demand analysis 1,1. Freight transport flows analysis

Within Europe In 2009, the total volume of transported goods in the EU-27 was estimated at 3 632 billion tonne-km. Road transport (national and international) represented 46,6 % of the total, maritime transport (intra-EU) 36.8 %, rail transport 10%, river transport and pipelines 3.3 %, and air transport (intra-EU) accounted for only 0,1% of the total. Since 2000, transport volumes of goods are practically stable. However, the flows have decreased by approximately 11% between 2008 and 2009 due to the economic crisis. EU external trade (import + export), estimated at 1097 billion euros and 502 million tons in 2009, is mainly realized by maritime transport (approximately 49% in value and 73% in tonnage). Road transport arrives in third place (after the pipelines) with 21,5% of the value and 6,1% in tonnage with a significant difference between export and import. Rail transport accounts for only 3,5% of the total in tonnage and 1,3% in value. Within Europe (EU-27), 361 600 million tonne-km were transported by rail in 2009, which represented a decrease of approximately 18,3% in comparison with 2008. For rail transport, the values of export and import are almost equivalent, but the number of tons that are imported by rail is nearly three times as large as the number for export: 18,1 million tons were exported by rail from the UE-27 in 2009, versus 51,9 million imported tons. Between 2008 and 2009, we see a decrease of transported tons of 26,4% in export and 29,4% in import, whereas road transport decreased by 12,7% in export and 15,2% in import.

1) Organizational landscape of European flows of goods undergoing radical transformation

Pursuit of the flow concentration on the axes going towards the large ports, the North Sea and southern and eastern Europe. Trans Pyrenean traffic : a strong increase and two projects : the central crossing over the Pyrenees and the permanent link via Gibraltar 2) The European spine The European spine, also called « blue banana» shows the concentration and the economic importance of the coherent urban corridor which stretches from London to Milan. This recognition makes it clear that the southern countries have a dominant place to occupy when it comes to mastering the flows from Asia and Africa. Indeed, Africa is a pocket of strong growth for the next thirty years, at the end of which it will have 2,5 billion inhabitants, that is to say, a quarter of all mankind, and the rise in power of

Africa will entail a development of international trade and a real opportunity for the mediterranean regions. The development of international trade coming from and bound for the African countries via Morocco, represents for our platform and for the Languedoc Roussillon Region an absolute opportunity.

We notice that at this moment, numerous mass transport routes exist or are being formed from Antwerp and Rotterdam :

By rail :

By waterway : missing links in preparation

- Betuwe line (2007) - Rhin d’Acier (2015) - Athus – Meuse (2002)

- Seine-Nord - Moselle-Saône - Saône-Rhin

We notice though, that this spine is also a concentration of a good deal of exchanges. The goal is to counter this effect of concentration of merchandise flow in Central Europe. By strengthening the agreements with the countries of southern Europe and by improving its infrastructures, it is possible to reach this goal. The battle will be won by means of railroads.

3) The railroad network as a European challenge According to a study by Eurogroup consulting in the context of the International Week for Transport and Logistics (SITL) in March of 2012, a sample group of 55 French and European players, representing all participants involved in rail transport, was interviewed. One of the goals of this study was to give ample speaking opportunity to the transporters, as can be seen in their strong presence in the sample group (chart 1), and to propose a European vision of the sector : almost 25% of interviewed players are from European countries other than France (chart 2). Every interviewed person was invited to express himself on the challenge of railroad shipping on a national level within his own country, as well as on the European level.

Distribution of professions within the studied sample group (panel)

13%

2%

2%

Assiociations

2%

Charges Handset operators

19%

Derroviaires operors GI 58%

4%

Commissionaires Government

Distribution according to countries within the studied sample group

6% 4%

2%

2%

5%

4% Sweden France Portugal Austria Finland Belgium 77%

Germany

In France According to a March 2012 study by the national Belgian bank, done in France, rail is the second most commonly used form of transport for freight after roadways (chart 40). The modal share of rail has fallen relative to 1996, but its number two ranking does not appear threatened. In 2009, rail transported 13.8% of the goods passing through France, compared with 74.6% for roads and 7.8% for oil pipelines.

The trend in freight volumes transported by rail (in tonne-kilometres) is worrisome. Since 2000, it has steadily declined, with the exception of an up-tick in 2006 and 2007. With a drop of more than 44% in nine years, it has lost more traffic than any other transport method (chart 41). In 1996, the year before rail reform, 50 billion tkm of goods were transported by rail, compared with 43 billion in 2007 and 32 billion in 2009 under the impact of the economic crisis, i.e. declines of 15% and 36% respectively. This means that road transport is the most utilized mode of transport, but we notice a very strong demand of the railroad sector which expects the establishment of more infrastructure and more lines that would make an augmentation of freight transport via this mode of transport possible. The change would especially allow for a decrease in CO2 emission and in transport costs. In the Région Languedoc Roussillon Transport of goods In decline since 2007, road transport of goods tended to stabilize itself in 2010 (-1,1%) and it finally recovered in 2011 through a restart of business activity and this despite the evolution of fuel price hikes. The amount of circulating heavy goods vehicles increased from +2% to +5% on the main roadway axes with regional connection (A9, A54, A61) and by +4,2% on the Perthus passage.

River transport followed a similar trend, as traffic progressed considerably not only at the port of l’Ardoise (+71,4%) but also at the Canal du Rhône in Sète (+54,6%) after 4 consecutive years of declining activity. The situation improved as well in a noteworthy way for the seaports of the region, except for that of Port-Vendres which saw a drop in activity of -1,3% in 2011, breaking the growth dynamic that started the preceding year (+9,7%). At the port of Sète, traffic of goods grew by +6,2% because of a large increase in shipping of diverse goods (in particular, the import of wood, fertilizer and cars), thus compensating for the decrease of hydrocarbons import which still represented more than a third of the total freight of the platform. Port-la-Nouvelle, the second French oil port of the Mediterranean, also saw its activity progress for a third consecutive year by +3,6%, essentially because of grain export. The part of combined rail-route transport continued to develop on the railroad link of Le Boulou-Bettembourg. Its activity (in numbers of semi-trailers loaded on trains) progressed by +50,3% after an increase of 67% between 2009 and 2010 when a fourth daily round trip was opened. Evolution of goods traffic in the Languedoc Roussillon according to modes of transport

Regional rail traffic (in thousands of tons)

Regional road transport (in thousands of tons)

1,2. Analysis of the road and rail freight transport flows by O&D After a significant drop at the worst point of the international economic crisis in 2009, regional export tied in again with the growth that was booted the year before, and increased by more than 18,6% in worth. At the same time, import followed a similar trend but of a lesser intensity, increasing by +16,4% over this period.

Regional exports

Regional exports divided by departements (2011)

Destinations of regional exports (2011)

With a coverage rate evaluated at 64%, that is, 0,7 points more than the preceding year, the regional trade balance deficit widens substantially and goes beyond the crucial bar of 3,5 billion euros in 2011, which is an increase of more than 16,5% on year basis. Regional imports

Regional imports divided by departements(2011)

Origin of regional imports (2011)

1,3. Analysis of the road and rail freight transport flows by type of products Nature of exchanges in the Languedoc-Roussillon

1,4. Identification of relevant O&D relations and economic sectors for intermodal freight services The railroad system of PO connected with the rest of Europe An essential part of the economy of the PO depends on the efficiency of the freight railroad, for the essential service of the Spanish economy. The railway network pulls the whole logistics of 66, including the F&L The transshipment is unique but fragile asset

a

LGV is fundamentally going to change the model A unique pole in Europe in terms of the diversity in supply The concentration of key railroad organizations and railroad logistical operators and the running of the system The weak link weakens the whole structure

2. SWOT analysis by relevant O&D relations

No document in our possession in this moment.

3. SWOT analysis by economic sectors Saint Charles International fruit and vegetables sector USEFUL (to achieve the objective)

HARMFUL (to achieve the objective)

Strenghts

INTERNAL SOURCE

•

•

• • • •

international logistics business Weaknesses Channels chain or F&V organized from Perpignan • Large area (430 ha), but low land Strong skills and strong image of availability St. Charles International in • heterogeneous and qualitatively Europe degraded site, low readability of the Importance of collective site approaches and projects • Lack of a center for services to drivers Quality program, ICT and / or vehicles Multimodal offer diverse • Low industry presence Presence of vocational training centers (especially in F and V)

EXTERNAL SOURCE

Opportunities •

•

•

Emerging challenges in retail Threats sector: proximity, splitting of the flows • Development of new supply chains Capacity of the site combined organized by major retailers transport / rail / doubled road (2 • Establishment of a competitor million tonnes per year) logistical comercial center in F&V New markets in F & V (in (Dunkirk, Sète ...) Berkane, in Morocco, Algeria ...) and diversification

Port Bou – general merchandise sector USEFUL (to achieve the objective)

HARMFUL (to achieve the objective)

Strenghts

INTERNAL SOURCE

• •

•

•

•

Border situation and access to freeway Weaknesses acces to rail line and presence of a site rail / road (3 gantries and 1 • Location in urban areas and with low « auto-crane ») land availability, in particular for Strong notoriety of European possible development of Lorry Rail logistics service providers on the • Insufficient space readability of the site and site attached to this site site Strong specialization of the site • Lack of rail capacity (train path) with some type of products (cars, • • Lack of a service centre for drivers paper, metal products, ...) and / or vehicles intermodal center on the rail motorway

EXTERNAL SOURCE

Threats

Opportunities • •

Enhance highway frontages Entrance and / or exit door of the national territory and PO

• • • • •

Spanish Competition Competition ZA Tressere Impossibility of Lorry-Rail traffic development Adjustment of the effects of the Spanish technical rail rupture local public stakeholder politic unfavourable to transport and logistics activities

Port-Vendres – Maritime sector

INTERNAL SOURCE

USEFUL (to achieve the objective) Strengths • • • •

Strong expertise in F&V traffic Geographic Positioning Strong complementarity with St. Charles International (fruit Port) Containerized regular lines

HARMFUL (to achieve the objective) Weaknesses • • •

•

topographical constraints of the site Impossibility to develop bulk traffic Low, host capacity of vessels and onshore goods processing capacity : median No gantry

Opportunities

EXTERNAL SOURCE

• •

•

•

New traffic (Morocco, Algeria, etc.)., Reefer line Threats Specialisation of activities : PortLa-Nouvelle (liquid and dry bulk) • High spatial constraints for trade port and Port-Vendres (F&V, general development (fishing port, marina) merchandise, regular line by • Competition of Sete : GF Group ferries, cruises, ...) • Disappearance of polythermal ships Development of • Delay or cancellation of the complementarities between LR construction of a third dock ports (Sète, Port-la-Nouvelle, Port-Vendres): Southern French Ports Strategies Port rail service

4. Identified best practices Brief description of best practices #1 Projet Name

Saint-Charles International In Europe •

First European platform of distribution and commercialization of fruits and vegetables

In France • • • • • Keys facts & figures

One of the ten French platforms with European vocation Most important fruits and vegetables distribution centre 40% of introductions and French imports of fruit and vegetables (30/12/2012) 21% of French shipments and exports of fruit and vegetables (30/12/2012) 92% of the national rail flow of fruit and vegetables

In the Languedoc-Roussillon region • •

• •

SAINT-CHARLES EXPORT : 90% of the exports of fruits and vegetables (30/12/2012) 72% of the companies are committed in sustainable development (regional average of 56%) 60% of the logistics 9% of the turnover of the agrobusiness

In the department of Pyrenees-Orientales • • • • • • Involved stakeholders Level of service provided Lessons learned

70 hectares 150 companies 2000 directs jobs 200 000 m2 of air-conditioned warehouses 1,6 billion euros in sales 308 millions in economic benefits

SNIFL, FNTR 66, Saint-Charles Export Commercialization and Transportation of fruit and vegetables The importance of Value Added. Meets two national imperatives : attractiveness and competitiveness.

Future improvement

Long terme viability

Contact person or institution

Rise because of African countries development (Algeria, Tunisia, Morocco, etc.).

After an existence of about half-century, the evolution of Saint Charles in the long term, is due to its ability to anticipate and strengthen the criteria related to its added value, such as the quality and environmental approach. Monsieur David Patte

Brief description of best practices #2 Projet Name

Port-Vendres Port-Vendres provides: • • • •

Keys facts & figures

A unique expertise in France for fruits and vegetables processing. A quality of the specialized operators A port labor whose skills are recognized in the field The existence of a unique local network in the industry with the proximity of Saint Charles International which enhances the attractiveness of the port.

• • •

Traffic in 2010, 310 178 tonnes + 11% compared to 2009 best performance compared to the last 5 years

-

Exports : 27 000 tonnes

-

Imports : 284 000 tonnes, with :

-

Bananas and pineapples COA 160 000 t Futures of Morocco: 63 000 t Citrus fruits of Morocco: 22 000 t F&V of South Africa : 25 000 t

-

Conteneurs : 24 413 EVP (21 727 in 2009), + 220 % in 2006

Involved stakeholders

Port-Vendres, the Chamber of Commerce and Industry, the General Council, and various forwarding agent.

Level of service provided

Importation and exportation of fruits and vegetables

Lessons learned

Thanks to specialization companies obtain competitive advantage • •

Future improvement • •

Creation of lines short (cabotage maritime) Expansion and renovation of the fruit terminal Creation of a "Road" terminal Renovation project of the dock of Dezoum

•

Study on the establishment of a rail link Port-Vendres / Perpignan SaintCharles container terminal

Long terme viability Contact person or institution

5. Identified (local and border) constraints 1) Roadway needs As a particularly accident-prone region in comparison with Catalogne and Liguria (a caracteristic it shares with PACA1), the Languedoc-Roussillon has a dense regional network of roads and motorways that stretches over 48 737 km (489 km of « national » roads, 536 km of motorways, 47 712 km of departmental and communal roads). This way it offers a good coverage and good connections to the territory, especially in the coastal strip. Four motorways connect the region with the rest of the metropolitan territory : · the A9 going from the Rhône to Spain · the A61 or the «Deux-Mers» connecting the Mediterranean to the Atlantic · the A75 or the «Méridienne» (A75) connecting Paris to the Iberian Peninsula · the A54 joining Marseille and Italy The A9 motorway takes on a central function within the regional motorway network. It connects the large cities of the region, from Perpignan to Nîmes, it constitutes the major transit axis connecting the Iberian peninsula with northern Europe and the Mediterranean arch with the « Blue banana », currently the economic heart of western Europe, and in addition to that, it takes on the role of beltway of Montpellier. Accumulating all types of traffic (local, interurban, regional, interregional and international), the highly oversaturated regional motorway network absorbs more than 95% of transport of goods, and light motor vehicles also form an important source of congestion, especially in the vicinity of the large agglomerations. In addition to that, the transport flows are augmenting more than the national average, mainly near the metropoles and the coast. Under the combined effect of the increase in transit traffic and the daily interurban journeys (even more important), the major roadway axes of the region are gearing steadily towards a saturation. With urbanisation expanding fast in beltway communities, the multiplication of travel demand entails a multiplication of points of trafic congestion in the territory, with several

agglomerations or zones with strong tourist attractions on the verge of asphyxiation during certain periods of the year.

2) Maritime needs Internationally, maritime transport represents close to 80% of mondial freight of goods. Its evolution depends on two factors : • •

On the one hand, rationalization and normalization of conditioning, which translates itself into the exponential emergence of container transport, On the other hand, the willingness of the EU to favor those transport modes called an alternative to road transport, maritime cabotage in particular.

Port-Vendres : •

Necessity to ameliorate the reception of larger vessels, by modifiying the DEZOUM dock in order to optimize the maintenance of more voluminous vessels, therefore it must be longer (175 metres, currently 155 metres) and with a deeper draught (9,5 metres of draught, currently 8). This notably concerns small container carriers and RollPax vessels.

3) Railroad needs (necessity of coordinating a discussion paper Port-la Nouvelle)

•

TGV Barcelona-Perpignan : lack of legibility in the terms of use (timetable, technical constraints, etc.)

•

TGV Perpignan Montpellier : crossing of the Aude, flooding risks

•

Terminal Saint-Charles : lines to be developed, lack of train-paths to western, eastern and northern France

•

Service dependability / timetable to be respected / importance of delays in request for train-paths

•

LGV Perpignan-Montpellier 2020

4) Aerial needs

Airport Perpignan-Rivesaltes : possesses a freight zone that was inaugurated in 1995 and very little used to date ( in its hinterland to be developed : Torremila). In the context of the international development of this platform, today new opportunities are to be planned for the use of this logistic vector.

5) Border constraints

• The daily average traffic on the A9 between Le Boulou and Perthus, reached about 10,000 heavy trucks in 2010. Environmental impacts of concern: • Serious and already measurable risks, environmental degradation due to pollution and global warming, • Noise disturbance with significant impacts on the quality of life and the health, • An increase in the number of road accidents, • Risks safety related to the cohabitation of Light Vehicles and Heavy Weight Trucks, • The dangers inherent to the transport of dangerous goods by road. Economic risks: • The risk of chronic saturation, is now a reality. The result is the deterioration of traffic conditions and the transformation of border roads in real bottlenecks. • The growing transport congestion is a drag on the economy and employment, • The recent increase of the prices has rised the awareness of cost dependance

6. Measures of promotion of new intermodal freight services 6.1. Single-client Must be treated during the steering committee (still in formation)

6.2. Multi-client Must be treated during the steering committee (still in formation)

7. Proposition for the enhancement of the current level of service and reliability Must be treated during the steering committee (still in formation)