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MTO and Terminal Operator: Organization and Challenges in the Last Four an a Half Decades

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MTO and Terminal Operator: Organization and Challenges in the Last Four an a Half Decades TrainMoS II Project – Module 2.1.1: “Maritime sustainability and MoS” MTO and Terminal Operator: organization and challenges in the last four an a half decades 14° September 2015 Daniele Testi – Marketing Director Contship Italia Group DANIELE TESTI • 45 years old • Marketing Director • Industrial engineering degree • Married • 2 children, age 3 an 7 • Born in Genoa • Grew up in La Spezia • living in Milan since 1989 Hobby: • Music and home recording Sports: • Running and skiing Fan of Ferrari F1 and Juventus Marketing & Corporate Communication director of Contship Italia Group since January 2006. President of SOS Log (association) since September 2014 Part of Contship Italia holding company since May 2002 as Marketing and Planning Manager Previous professional experiences: KPMG consulting (senior consultant) Tarros Group (Container Control Manager). About Contship Italia Contship is the larger operator in Italy for maritime container terminals and intermodal services. It employs 3,000 people with over €300 million turnover. Contship is the South European subsidiary of Eurokai (Hamburg), a private company listed on the stock exchange and the largest independent Container Terminal operator in Europe with 14.8 million TEU handled end 2014. Contacts [email protected] @danieletesti www.facebook.com/daniele.testi.1 it.linkedin.com/pub/daniele-testi/0/63b/92 On line: www.sos-logistica.org 1. 1969 – 1978 containerisation revolution 2. 1979 – 1988 modern terminal operations 3. 1989 – 1998 Transhipment & intermodal transport 4. 1999 – 2015 big ships and future challenges SINCE 1969 PIONEER IN CONTAINERIZATION 6 45 YEARS OF EXPERIENCE Sogemar is merged with North Africa start up of Intermodale Italia. operations at Tangier Contship establishes the first Contship Containerlines is Contship establishes ever container line service acquired by CP Ships. Oceanogate Italia, as a Group from Europe to India Eurokai becomes the main rail traction company shareholders of Contship Angelo Ravano establishes Contship. 1997 1969 1977 1990 2012 The first liner service is 1999 2008 operated from Fos Sur Mer to Casablanca for FIAT . In Melzo, Contship establishes RAIL 2001 HUB MILANO 1971 1982 1995 2011 2015 2003 In Australia with Eagle Containerlines Contship operates the first Operations commence Terminal Container Ravenna La Spezia is the first gateway La Spezia is the first Italian private container terminal in at Medcenter Container and Cagliari International in Italy to operate ULCC gateway to deploy 23 rows Italy (La Spezia). Terminal (MCT) in Gioia Tauro. Container Terminal join the 14,000 TEUs class. cranes . Gioia Tauro and La terminals network. Spezia, welcome the 16,600 TEUs containership. 7 CONTSHIP TODAY We bring the ship to your factory 8 ONE FLAG! ONE TEAM! ONE SOUL! INTERMODAL&LOGISTICS 50% 66.6% 33.4% MARITIME TERMINALS 9 CONTSHIP AT A GLANCE MARITIME TERMINALS INTERMODAL&LOGISTICS 6 state of the art MARITIME TERMINALS LOGISTIC SERVICE PROVIDER 6.4 million TEU HANDLED in 2014 240,000 TRANSPORTED TEU/YEAR 52% MARKET SHARE in ITALY 1.1 MILLION TRAIN-KM OPERATED TOTAL INVESTMENTS to date: EURO 800 MILLION 3,000 EMPLOYEES, 3% female. 8% managers 10 CONTSHIP UNIQUE SELLING PROPOSITION Intermodal SUPPLY CHAIN VERTICAL INTEGRATION Gateway DIRECT ACCESS TO MULTIPLE MARKETS Transhipment MINIMAL DEVIATION FROM MAIN EAST-WEST ROUTE INTERMODAL SOLUTIONS TRANSHIPMENT & GATEWAY 11 VERTICAL INTEGRATION FASTER SEAMLESS TRANSFER TO YOUR FACTORY 12 LOGISTIC SERVICE PROVIDER 13 INTEGRATED SOLUTIONS 14 SOUTHERN GATEWAY, A NEW BEGINNING RAILability FULL CONTROL FROM PORT TO DOOR PRECLEARING FOR FASTER UNLOADING AND FINAL DELIVERY OF YOUR CARGO REDUCING TRANSIT TIME AND CO2 EMISSIONS ITALIAN CARGO via ITALIAN PORTS EXTENDED TO REACH TO SOUTHERN EUROPE 15 THE RIGHT PRODUCTS IN THE RIGHT PLACE 16 1. 1969 – 1978 Containerization revolution 2. 1979 – 1988 modern terminal operations 3. 1989 – 1998 Transhipment & intermodal transport 4. 1999 – 2015 big ship and future challenges The Birth of "Intermodalism“ Intermodalism is a system that is based on the theory that efficiency will be vastly improved when the same container, with the same cargo, can be transported with minimum interruption via different transport modes from an initial place of receipt to a final delivery point many kilometers or miles away. That means the containers would move seamlessly between ships, trucks and trains. CONTAINERISATION CONTAINERISATION Assumptions: changes in the socio-economic factors • Decrease of the manorial work model • Increase of the per capita income • Reduction of protectionist barriers EXPONENTIAL INCREASE OF TRADES BETWEEN 30s and 50s • 1929: Seatrain load a few rail wagons on deck of one of its ships deployed in the New Orleans – Havana route • 1937: Malcom Mc Lean has to wait a full day in the port of Jersey City to unload his truck. He is convinced that if he could leave there only the trailer he might do another trip with its tractor. • 1950: Malcom Mc Lean order to General Motors 600 tractors separated from trailers • 27 April 1956: 58 trailers, 35 feet long of Mc Lean, separated from the wheels and platforms are loaded on board of M/v Ideal X, a ship deployed on the Newark – Houston route On 23 April 1966, ten years after the first converted container ship sailed, Sea- Land’s Fairland sailed from Port Elizabeth in the USA to Rotterdam in the Netherlands with 236 containers. This was the first international voyage of a container ship. Meanwhile, during the rapid build-up to the Vietnam War, the US military was faced with the logistical problem of getting supplies to troops. It had somehow to transport mass supplies to a war zone in south-east Asia through a single under-developed port on the Saigon River and a partially-functioning railway. The government turned to container shipping as the most efficient option. Container shipping began to prove its worth at an international level. From this point on the industry began to grow to the point where it would quickly become the backbone of global trade, even though few at the time would have made such bold predictions. 1968 and 1969 were the Baby Boomer years for container shipping. In 1968 alone, 18 container vessels were built, ten of them with a capacity of 1,000 TEUs which was large for the time. In 1969, 25 ships were built and the size of the largest ships increased to approaching 2,000 TEU. In 1972, the first container ships with a capacity of more than 3,000 TEU were completed by the Howaldtwerke Shipyard in Germany. Now an entire industry had emerged, demanding unprecedented investment in vessels, containers, terminals, offices and information technology to manage the complex logistics. FOS SUR MER (MARSEILLE), 1969 82 TEU, of ship capacity 23 LA SPEZIA, 1971 The first PRIVATE Container terminal in ITALY 24 MIDDLE EAST, 1974 The closing of SUEZ did not stop the TRADES 25 TARTOUS (SIRIA) , 1975 Difficult situations are swiftly met with good practical SOLUTIONS 26 INDIA 1977 First ever container service between EUROPE and INDIA 27 BEIRUT, 1978 Supporting MIDDLE EAST recover and development 28 29 1. 1969 – 1978 Containerization revolution 2. 1979 – 1988 modern terminal operations 3. 1989 – 1998 Transhipment & intermodal transport 4. 1999 – 2015 big ship and future challenges IPSWICH, 1979 A new LIFE in the UK 31 AUSTRALIA, 1982 The first ever INDIPENDENT liner service operator in AUSTRALIA 32 BAGHDAD (IRAQ), 1983 CONTINAER BOOM the word within reach 33 LA SPEZIA, 1987 A new STEP FORWARD The modern container terminal era 34 BASIC MARITIME CONTAINER TERMINAL LAYOUT The container terminal can be roughly distinguished into four areas: • The quayside of the terminal • The stacking area • The landside of the terminal • Areas for supporting activities Quayside At the quayside, a quay wall with water depths well over 14,5 meters at all tides should provide for berthing of the container vessels. The largest deepsea container vessels require a berth of up to 450 - 500 meters. Where simultaneous handling of more than one deepsea vessel and also feeder and barge vessels is required, the total quay wall length of a container terminal unit will be between one and three and a half kilometres. Stacking area In the stacking area the containers are stored, received from the landside or from feeders, and waiting for loading on the deepsea vessel or discharging from the deepsea vessel for delivering. Non-standard containers and refrigerated containers, so-called reefers, are stacked in special areas. Reefers or temperature-controlled containers have to be powered at special stacking areas. Special segregation provisions are taken for containers with dangerous goods. Landside At the landside of the terminal the direct import and export containers are handled, originating from or destined for the terminal’s hinterland. Areas for supporting activities At a designated breakbulk area the special cargo is handled. This cargo is too large or heavy for a container, such as yachts, agricultural machines, industrial machinery or parts of an entire factory. EVOLUZIONE DEI TERMINAL PORTUALI APM Terminals' Maasvlakte2 in Rotterdam The world's first fully automated container TERMINAL OF THE FUTURE? + 5.6% 2014/ 2013 53% Marketing of container terminals The decision-making units (DMUs), especially at shipping lines, are complex, with various organisational levels, functions and locations involved and various roles performed. • There are local, regional and global DMU members, all taking part in the influencing and decision-making processes,with varying interests. • There are also functional interests to be identified. Whether a shipping line decides to call at a port or not is dependent on strategic, political, operational, commercial, nautical and financial parameters, to be evaluated in their interrelationship. • People can play various roles in a decision-making process, which can vary, dependent on the decision at hand. They can be: - a decision-maker, - a decision influencer, - an information-provider, - an advisor and so on. Marketing of container terminals therefore requires building and maintaining a network of relations within the customer organisation.
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