Logistics Partnering in Practice: challenges facing the dynamic freight forwarding industry. Zeno D Agostino General manager Interporto of Bologna

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1 Logistics Partnering in Practice: challenges facing the dynamic freight forwarding industry Zeno D Agostino General manager Interporto of Bologna CLECAT Freight Forwarders Panel Intermodal Europe 2012 Amsterdam 27 november 2012

2 Torino 300 km Milano 200 km Trieste 300 km 1 Baltic - Adriatic Genova 300 km La Spezia 200 km Livorno 200 km Firenze 100 km 3 Venezia 150 km Ravenna 80 km Mediterranean Ancona 200 km Roma 400 km 5 Helsinki - Valletta Napoli 600 km Bari 700 km Catania km INTERPORTO BOLOGNA - LOCATION

3 3 logistics area m 2 Future development 1 logistics area m 2 Couriers and standard warehouses 2 logistics area m 2 International companies Contract logistics Rail terminal facilities m 2 TOTAL FENCED AREA m 2 INTERPORTO BOLOGNA AREAS

4 m 2 Warehouses m 2 Offices m 2 Yards Areas for future development m 2 Parking areas m 2 Uncovered storage areas m 2 Private rail links INTERPORTO BOLOGNA LOGISTICS FACILITIES

5 Private rail links m 2 Container terminal Total area m 2 Storage area m 2 Rail tracks 5 Rail tracks length Managing company 600 m Terminali Italia 2011 Trains Rail wagons ITU TON TEU Swap bodies terminal Bulk terminal Total area m 2 Storage area m 2 Rail tracks 15 Rail tracks length Managing company 550 m Terminali Italia 2011 Trains Rail wagons ITU TON TEU Total area m 2 Storage area m 2 Rail tracks 3 Rail tracks length 460 m Managing company Cogefrin 2011 Trains 416 Rail wagons ITU TON TEU INTERPORTO BOLOGNA INTERMODAL FACILITIES

6 INTERPORTO BOLOGNA COMPANIES 120 COMPANIES EMPLOYEES

7 2011 Transited trucks: Freight traffic: tons inbound: tons outbound: tons Highway A13 Bologna-Padova Dedicated highway exit Bologna Interporto 3km Highway A1 Milano-Napoli 5km Highway A14 Bologna-Taranto 8km ROAD TRANSPORT

8 2011 Freight traffic: tons Swap bodies: tons Containers: tons General cargo: tons Direct link to the national rail network Bologna Padova Venezia main line equipped with automatic block system, GSM-Railway and SCMT (ERTMS system) ITU: Trains: Rail wagons: TEUs: RAIL TRANSPORT

9 WORLD CELLULAR FLEET (CONTAINERSHIPS) IN SERVICE AND ON ORDER In service today On order 2012 On order 2013 On order 2014 On order 2015 Total vessels Total TEUs on Size range No TEU No TEU No TEU No TEU No TEU on order order Over TOTAL (Source: Lloyd s List Intelligence August 2012) - LARGEST NUMBER OF VESSELS IN THE FIRST TWO CATHEGORIES ( ) - HIGHEST CAPACITY ( TEUS) IN THE 3 AND 4 CATHEGORIES ( ) - HIGHEST NUMBER OF VESSELS ORDERED (123) ARE IN THE 3 CATHEGORY ( ) - SECOND PLACE FOR VESSEL CATHEGORY WITH 89 VESSEL ORDERED - HIGHEST NUMBER OF CAPACITY ORDERS ( TEUS) IN THE VESSEL CATHEGORY - SECOND PLACE FOR THE VESSEL CATHEGORY ( TEUS) THE AVERAGE SIZE OF VESSELS IS INCREASING AND THAT MEANS NOT ONLY MORE WATER DEPTH IN OUR PORTS BUT ALSO BETTER RAILWAYS ACCESSIBILITY NAVAL GIGANTISM: THE WORLD CELLULAR FLEET (2012)

10 Container Traffic (in 000 teus): Far East to Mediterranean Sea G6 Alliance (APL, Hapag Lloyd, Hyunday, Mitsui OSK, NYK, OOCL), CKYH Alliance (Cosco, K Line, Hanjin, Yang Ming) and Maersk announced the withdrawal of some services from Asia to Europe (especially to Mediterranean Sea) 5,000 4,800 4,600 4,400 4,200 4,000 4,482 4,845 4,171 4,629 3, Source: Containerization International sept Container traffic Far East Mediterranean Traffic % 4,8 8,1-13,9 11,0 ASIA 2014 TO THE MEDITERRANEAN SEA Period Average vessel Freight rate trend compared with previous quarter utilisation Q % up Q % down Q % down Q % up Q % down NAVAL GIGANTISM: THE ALLIANCES (2012)

11 Comparison between the trends of the maritime and the railways container flows in some italian ports in the years 2006/2010 (%) % 06/10 % 06/10 Genova 6-59 La Spezia Livorno Napoli Salerno Gioia tauro Ravenna Venezia Trieste Taranto TOTALE 0-50 The maritime flows increased in quite all ports considered (Genova, La Spezia, Napoli, Ravenna, Venezia, Trieste) but in all ports the railways flows collapsed A BIG PROBLEM OF PORT RAILWAYS AND SHUNTING MANAGEMENT CONTAINER AND RAILWAYS FLOWS TRENDS IN ITALIAN PORTS

12 PORT REGIONALIZATION: THE THEORY (NOTTEBOOM)

13 The italian jurisprudence about the Port Regionalization evolution art. 46 of the Law n 214, conversion of the law decree 6th decembre 2011, n. 201 ( Save Italy Decree ) Art. 46. Collegamenti infrastrutturali e logistica portuale 1. Al fine di promuovere la realizzazione di infrastrutture di collegamento tra i porti e le aree retro portuali, le autorità portuali possono costituire sistemi logistici che intervengono, attraverso atti d'intesa e di coordinamento con le regioni, le province ed i comuni interessati nonché con i gestori delle infrastrutture ferroviarie. 2. Le attività di cui al comma 1 devono realizzarsi in ottemperanza a quanto previsto dalla normativa comunitaria, avendo riguardo ai corridoi transeuropei e senza causare distorsione della concorrenza tra i sistemi portuali. 3. Gli interventi di coordinamento devono essere mirati all'adeguamento dei piani regolatori portuali e comunali per le esigenze di cui al comma 2, che, conseguentemente, divengono prioritarie nei criteri di destinazione d'uso delle aree. 4. Nei terminali retro portuali, cui fa riferimento il sistema logistico, il servizio ai fini dello sdoganamento è svolto di norma dalla medesima articolazione territoriale dell'amministrazione competente che esercita il servizio nei porti di riferimento, senza nuovi o maggiori oneri a carico della finanza pubblica. The italian Port Authorities can create logistic systems together with Inland Terminals or Freight Villages (Interporti) by agreements and coordination acts with Regions, Provinces and the subjects managers of the railways infrastructures PORT REGIONALIZATION: ITALIAN LAW ACTS (1)

14 The italian jurisprudence about the Port Regionalization evolution art. 11 bis of the law proposal of reform of the actual Port legislation (law 84 of 1994) «Articolo 11-bis. (Sistemi logistico-portuali). 1. Le autorità portuali, d intesa con le regioni, le province ed i comuni interessati, possono costituire sistemi logisticoportuali per il coordinamento delle attività di più porti e retroporti appartenenti ad un medesimo bacino geografico o al servizio di uno stesso corridoio transeuropeo. 2. I sistemi di cui al comma 1 intervengono sugli aspetti di carattere generale di seguito definiti: a) d intesa con i gestori delle infrastrutture ferroviarie, sull utilizzo delle reti ferroviarie di alimentazione ed integrazione del sistema logistico-portuale; b) sulla promozione del traffico ferroviario navetta di collegamento tra porti e retroporti, che si può estendere anche alla manovra interna ai porti del sistema e che è regolata mediante bandi europei; c) sul coordinamento dei nuovi piani regolatori portuali e comunali; d) sulla promozione delle infrastrutture di collegamento, avendo riguardo sia ai grandi corridoi individuati in sede europea sia alle connessioni con i terminali portuali e retroportuali. 3. Nei terminali retroportuali cui fa riferimento il sistema logistico-portuale, il servizio doganale è svolto dalla medesima articolazione territoriale dell amministrazione competente che esercita il servizio nei porti di riferimento». The italian Port Authorities can create Port Logistic Systems together with Inland Terminals or Freight Villages (Interporti) by agreements and coordination acts with Regions, Provinces and the subjects managers of the railways infrastructures PORT REGIONALIZATION: ITALIAN LAW ACTS (2)

15 The organization of container flows in the world is changing: - Naval gigantism - Less port stops (alliances) and more container to lift on/off every time The ship to shore activities must change: - Trucks are no more efficient - Trains could be the solution - But in Italy the ports are small, the railways facilities obsolete, shunting activities not efficient The italian Interporti are a global best pratice: - Good railways and intermodal facilities - Huge logistics area - Good international railways services network - Optimised shunting activities Ports and Interporti must connect themselves in a port regionalization scenario: - By enhancing the railways infrastructures of connection - By developing common policies of Port Regionalization (laws and acts) - By managing the port regionalization evolution through ITS REFLECTIONS: NEW ROLE FOR INTERPORTO BOLOGNA

16 Management of complex supply chains through intelligent IT systems The Corridor Management Platform Interporto Bologna Solution The I-cargo Project approach Increase Security of CNTs along the multimodal corridor The Contain Project Business case between Bologna and La Spezia Port NEW ROLE OF INTERPORTO BOLOGNA: NOT ONLY INFRASTRUCTURES

17 Client Systems Strategic Network Management Client Systems Single Sign-On Admin DB (users, roles etc) Autonomous Administration Authentication / Authorization Global Gateway G2 Data Administration Common Data DB Multimodal Corridor design (MCoD) - MFD, MCOB, MSP Business Interchange Manager - BIM Management of Multimodal Corridor (M2Co) MCoP, MCoM, MSM Management of Multimodal Transport Chain (M2TC) - ICP Management of Multimodal Transport Chain (M2TC) - CMC Shunting Yard Managmen t Access Control Terminal Management Systems Ship Monitoring Train Monitoring Transport SP Management systems Planning Execution Completion Transport Reporting Manager - TRM Statistical Data Analyzer SDA Operational Cargo/Means Management System Scope NEW ROLE OF INTERPORTO BOLOGNA: CORRIDOR MANAGEMENT (1)

18 Port A Container Terminal A Container Terminal B Origin Consignor Road Carrier A Port A Operator Sea Carrier Terminal A Operator Rail Operator Terminal B Operator Road Carrier B Destination Consignee Railway Undertaker Train Arrival (Bologna) Train tracks status Train Ready Vessel/ Cargo Arrival Freight Forwarder Vessel/ Cargo Est. Arrival Train Arrival (Bologna) Train Departure (Taranto) Wagons Availability (Bologna) Scheduled Cargo Arrival Cargo Arrival Cargo/ Shipment Collection Road Carrier A Port A Operator CORRIDOR MANAGER Road Carrier B Terminal B Operator Sea Carrier Railway Undertaker Proof of Delivery Terminal A Operator Rail Operator FREIGHT INTEGRATOR Consignor Consignee Freight Forwarder NEW ROLE OF INTERPORTO BOLOGNA: CORRIDOR MANAGEMENT (2)

19 icargo will build an open affordable information architecture that allows real world objects, existing systems, and new applications to efficiently co-operate, enabling more cost effective and lower-co2 logistics through improved synchronisation and load factors across all transport modes. NEW ROLE OF INTERPORTO BOLOGNA: SUPPLY CHAIN INTEGRATOR

20 LA SPEZIA PORT INTERPORTO BOLOGNA RAVENNA PORT SECURE CORRIDOR NEW ROLE OF INTERPORTO BOLOGNA: SECURITY OF CONTAINERS (1)

21 TRANSPORT NETWORK USERS Freight Security Service integrator Authorities Providers Cargo Owners Statistical Data Analyzer SDA Business Interchange Manager - BIM Management of Multimodal Corridor Multimodal Corridor - Design - MCoD M2Co Corridor Strategic Planning and Management - CoSPaM Intermodal Chain Chain Monitoring and Planning - ICP Control - CMC Transport Reporting Manager - TRM Management of Multimodal Transport Chain - M2TC Statistical Data Analyzer SDA IPBO Platform Localisation platform Other CSD platform eseals / RFID platform Container with Localisation device Container with CSD Container with RF/ID, Eseal NEW ROLE OF INTERPORTO BOLOGNA: SECURITY OF CONTAINERS (2)

22 ICT FACILITIES Totally wired area 14 wireless HiperLAN antennas 13 km optic fiber Road traffic information system Broadband connectivity Optic fiber rental Centralized system for security, burglar and fire alarm Mail and information services, access to community databases NEW ROLE OF INTERPORTO BOLOGNA: ICT FACILITIES INVESTMENT