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Logistics Processes and Motorways of the Sea II

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Logistics Processes and Motorways of the Sea II Logistics Processes and Motorways of the Sea II ENPI 2011 / 264 459 Номер контракта ENPI 2011 / 264 459 ENPI 2011 / 264 459 Номер контракта ENPI 2011 / 264 459 Logistics Processes and Motorways of the Sea II in Armenia, Azerbaijan, Georgia, Kazakhstan, Kyrgyzstan, Moldova, Tajikistan, Turkmenistan, Ukraine, Uzbekistan LOGMOS Master Plan – Annex 7 Logistics Processes and Motorways of the Sea II Hinterlandin Armenia, Connections, Azerbaijan, Multimodal Georgia, K andazakhstan, Logistics Kyrgyzstan, Capabilities Moldova, Tajikistan, Turkmenistan, Ukraine, Uzbekistan SeptemberInception Report2014 – Annex 4 Action Plans July 2011 This project is funded by A project implemented by the European Union Egis International / Dornier Consulting Logistics Processes and Motorways of the Sea II This project is funded by thein European Armenia, Union Azerbaijan, Georgia, Kazakhstan, Kyrgyzstan, Moldova, ThisTajikistan, project is funded Turkmenistan, by Ukraine, Uzbekistan A project implemented by the European Union Egis International / Dornier Consulting A project implemented by Inception Report – Annex 4 Egis International / Dornier Consulting Action Plans Progress Report IV Annex 5 Page 1 of 21 Logistics Processes and Motorways of the Sea II TABLE OF CONTENTS 1 INTRODUCTION .................................................................................................................................. 2 2 LOGISTICS CENTRE PROJECTS IDENTIFIED BY PREVIOUS EU-FUNDED TRACECA PROJECTS .......................................................................................................................................... 5 3 DEVELOPMENT OF A TRACECA NETWORK OF LOGISTICS CENTRES ................................... 35 3.1 BACKGROUND FOR THE DEVELOPMENT OF MULTIMODAL LOGISTICS FACILITIES ................................ 35 3.2 ESCAP DRAFT AGREEMENT ON DRY PORT DEVELOPMENT............................................................. 36 3.3 OVERVIEW OF EXISTING INLAND RAIL/ROAD TERMINALS .................................................................. 38 LIST OF FIGURES Figure 1: Map of TRACECA Showing LOGMOS Pilot Projects .................................................................... 5 Figure 2: ILC at Zvartnots International Airport Location .............................................................................. 8 Figure 3: ILC at the New Baku International Sea Trade Port at Alyat Location ......................................... 10 Figure 4: ILC at TAM Logistics City Tbilisi Location ................................................................................... 13 Figure 5: Aktau ILC Location ...................................................................................................................... 15 Figure 6: Osh ILC Location ......................................................................................................................... 17 Figure 7: ILC at the Moldova IAM International Airport Marculesti Location .............................................. 20 Figure 8: Nizhniy Pyandj ILC Location ........................................................................................................ 22 Figure 9: Turkmenbashi Port ILC Location ................................................................................................. 25 Figure 10: ILC at Boryspil Airport Complex Park (BACP) Location ............................................................ 27 Figure 11: ILC at the Dry Port Euroterminal in Odessa Location ............................................................... 30 Figure 12: Navoi ILC Location .................................................................................................................... 32 Master Plan Annex 7 Page 1 of 44 Logistics Processes and Motorways of the Sea ll 1 INTRODUCTION The intermodal capabilities of countries are defined by the presence (or absence) of facilities and terminals and their capacity to handle intermodal freight transport in intermodal transport units (containers, vehicles, swap bodies). The capabilities, hinterland connections and operational features of the coastal transshipment points for containers and vehicles (ports in beneficiary countries in the Black and Caspian Seas, including rail-ferry operations) were analysed in the Maritime Sector Overview Report (Annex 3, Part I) and TRACECA Inland Waterways Reports (Annex 6: Part I - Dnepr; Annex 6: Part II - Danube). The present analysis concentrates on the inland intermodal capabilities. Intermodal freight transport involves the transportation of freight in an intermodal container or vehicle/swap body (Intermodal Transport Unit ITU), using multiple modes of transportation (rail, ship, barge and truck), without any handling of the freight itself when changing modes. The method reduces cargo handling, and thus improves security, decreases damages and losses, and allows freight to be transported faster. Reduced cost of a multimodal transport chain (rail, inland waterway and short-sea shipping) over exclusively road trucking is the key benefit for intra-continental use. The intermodal transport chain involves: direct connections between a given terminal/Logistics Centre (origin) and another terminal/Logistics Centre (destination) using either rail transport, barge transport or short-sea shipping, without any transshipment of the goods, intermodal terminals/Logistics Centres where handling and collection/delivery operations of the ITU are organized. Intermodal terminals or transshipment points are locations equipped for the transshipment and storage of Intermodal Transport Units (ITU) like containers and swap bodies. These transshipment points are crucial elements in intermodal transport chains for connecting different modalities. Their efficiency significantly affects the entire intermodal freight transport chain (EC 2006). Intermodal terminals handle ITUs (Intermodal Transport Units). Rail terminals or inland waterway terminals create critical mass for efficient transportation in big numbers of ITUs, e.g. block trains and/or barges. These flows are decomposed into single units for final delivery to the receiving customer. In terms of modalities, terminals are believed to connect at least two transport modes, which usually are road and rail, although waterborne modes (sea and inland waterways) can also be integrated. At the same time, main inland intermodal terminals shall (partly or completely) serve as Dry Ports as far as border crossing procedures for international freight transport in ITUs are concerned. A Dry Port is ‘a common user facility with public authority status, equipped with fixed installations and offering services for handling and temporary storage of any kind of goods (including containers) carried under customs transit by any applicable mode of transport, placed under customs control and with customs and other agencies competent to clear goods for home use, warehousing, temporary admissions, re-export, temporary storage for onward transit and outright export’ (ECE/UNCTAD/CCC). Thus, the technical and organisational handling capacities of the inland terminals is vital for the efficient functioning of the inland Dry Ports/terminals/Logistics Centres, but equally important is the effective and seamless functioning of public authorities in connection with international intermodal transport chains. Page 2 of 44 Annex 7 Master Plan Logistics Processes and Motorways of the Sea II Finally, this concept received further development in Europe and other parts of the world by adding the investment of logistics operators, warehouse facilities and additional service providers on the same territory as the intermodal terminal facilities and the public authorities responsible for border crossing procedures. This, again, helps to avoid additional handling operations of the cargo and creates both an economy of scale and opportunities to bundle activities into their spheres of collection and/or final distribution of cargo. As a result, the establishment of an efficient inland terminal/Dry Port/Logistics Centre is a large- scale real estate project, with both private and public sectors involved. With the introduction of new and modern ways of attracting investment using the concept of Public Private Partnership (PPP), one of the main components of the transport sector development in terms of its multimodal capabilities is the establishment of inland terminals/Logistics Centres. Although developing inland terminals/Logistics Centres should be primarily a business-related activity, public authorities have a clear role to play in creating the appropriate framework conditions, and promoting the development of this kind of logistics infrastructure on the political agenda. In particular, public participation is essential for the creation and the development of such large-scale infrastructure projects, which compares to public investment into roads and railway lines, ports, or airports. As an example, in order to mitigate the pressure of land speculation around large cities (where real estate speculation is intensive) public authorities promote land acquisition operations and prepare the areas for future private logistics operators. Within the EU Medlog1 initiative the functions and responsibilities of the public promoter of the logistics platforms (besides the responsibility of providing access to infrastructure) is proposed in accordance with a specification that includes the following elements: environmental charter, safety/security, compliance with the prescribed
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