Maersk Line is to build a trimodal hinterland terminal in the Rhine/Ruhr area, in order to increase capacity at the sea terminals and improve the share of inland shipping and rail in hinterland transport.
The terminal in Neuss will have a surface area of three hectares and a capacity of 50,000 - 60,000 TEU, and the potential for expansion up to eight hectares and 200,000 TEU per year. Handling operations are due to start in 2009.
Maersk Benelux director of intermodal, Maarten Tromp, does not rule out investments elsewhere in Germany, e.g. Bavaria. The Danube ports are also to be included in the intermodal terminal concept.
The modal share to and from the sea terminal in Rotterdam is:
Carrier haulage: Inland shipping 42%, rail 32%, road 25%
Merchant haulage: Inland shipping 9%, rail 27%, road 65%
By way of comparison, the percentages for all traffic to/from the Maasvlakte (APM Rotterdam, the terminal used by Maersk, plus ECT in 2006) are:
Maasvlakte 2006: Inland shipping 39%, rail 13%, road 48%
Maasvlakte/all Rotterdam 2035: Inland shipping 45%, rail 20%, road 35%
Compared with other shipping companies, Maersk Line transports a relatively large number of containers in carrier haulage and often makes use of rail (mainly via sister company ERS) and inland shipping.
The market share of containers for which transport is arranged by shippers/freight forwarders (merchant haulage) is much greater, however, in the whole of Western Europe. Many (smaller) shippers are located relatively close to the port and therefore use trucks. The Port of Rotterdam Authority is focusing mainly on this target group with its ‘container transferia’
Maersk’s figures are particularly encouraging for the other parties in the chain, but they do not make Rotterdam’s target figures for 2035 any less of a challenge. Even more so as the total container flow is expected to have tripled by then.
For Maersk’s West European terminal in Bremerhaven, the percentages for carrier haulage are rail 64% and road 35%. For merchant haulage, they are 32% and 68% respectively.
The terminal in Neuss will have a surface area of three hectares and a capacity of 50,000 - 60,000 TEU, and the potential for expansion up to eight hectares and 200,000 TEU per year. Handling operations are due to start in 2009.
Maersk Benelux director of intermodal, Maarten Tromp, does not rule out investments elsewhere in Germany, e.g. Bavaria. The Danube ports are also to be included in the intermodal terminal concept.
The modal share to and from the sea terminal in Rotterdam is:
Carrier haulage: Inland shipping 42%, rail 32%, road 25%
Merchant haulage: Inland shipping 9%, rail 27%, road 65%
By way of comparison, the percentages for all traffic to/from the Maasvlakte (APM Rotterdam, the terminal used by Maersk, plus ECT in 2006) are:
Maasvlakte 2006: Inland shipping 39%, rail 13%, road 48%
Maasvlakte/all Rotterdam 2035: Inland shipping 45%, rail 20%, road 35%
Compared with other shipping companies, Maersk Line transports a relatively large number of containers in carrier haulage and often makes use of rail (mainly via sister company ERS) and inland shipping.
The market share of containers for which transport is arranged by shippers/freight forwarders (merchant haulage) is much greater, however, in the whole of Western Europe. Many (smaller) shippers are located relatively close to the port and therefore use trucks. The Port of Rotterdam Authority is focusing mainly on this target group with its ‘container transferia’
Maersk’s figures are particularly encouraging for the other parties in the chain, but they do not make Rotterdam’s target figures for 2035 any less of a challenge. Even more so as the total container flow is expected to have tripled by then.
For Maersk’s West European terminal in Bremerhaven, the percentages for carrier haulage are rail 64% and road 35%. For merchant haulage, they are 32% and 68% respectively.