Maritime ports data collection in economic studies

ETIS +

12 of May 2011Bruxelles

From the point of view of the shipper, perceived transportation costs include prices, value of time and values of other attributes that determine the quality of service from the origin point to the destination point.

Other attributes that determine the quality of service are for instance the reliability (strikes, lock broken, tidal restriction…) or the presence of a private terminal in the sea port (Maersk – APMT)

The port and the inland transport attributes constitute therefore the input data needed for modelling and calibration.

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Scope of data collection

When choosing a port, shippers consider the following parameters : The intercontinental transport costs and times on the maritime routes from port to port the prices and performances of the port services the prices and performances of the inland modes from the ports towards the European

destination (imports) or from the European origin to the ports (exports).

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With: p : maritime port m: hinterland connections Urm,p : perceived utility of one transport choice (m,p) in the region r M: total number of hinterland transport mode for a region r (maximum 3) P : total number of maritime ports

Deux choix à modéliser simultanément

Choix du port Choix du mode terrestre

Anvers

Le Havre Destination

P A,rP A,ePA,f

P H,rP H,e

P H,f

TerreMer

P A

P H

m = voie d’eau (e), route (r) et fer (f)p = Anvers (A), Le Havre (H)

Deux choix à modéliser simultanément

Choix du port Choix du mode terrestre

Anvers

Le Havre Destination

P A,rP A,ePA,f

P H,rP H,e

P H,f

TerreMer

P A

P H

m = voie d’eau (e), route (r) et fer (f)p = Anvers (A), Le Havre (H)

Scope of data collection

Main parameters are based on price and time (reliability has not been quantified)

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Scope of data collection

Parameters (prices and time)

Port access prices (gate in/gate out)

Access and port processing time

Specific Handling charges per modeTransport to multimodal platform(rail, waterways)Infrastructure tollRail/Waterway gantry craneAccess time to hinterland connectionDirect from maritime terminalMultistopTransport to/from multimodal platform Transport costs

Gantry cranes/reachstacker costsPre/post transport by truck for rail and waterways Transport time including pre/post transport by truck

Inland sideSpecific Handling charges per mode

Maritime side

Inland connection

2 examples of Port choice models developed by Stratec for container transport :

Port choice in the North Range (Le H avre – Hambourg) in socio-economic study of the Canal Seine Nord Europe

Port connections to inland transport in socio-economic study of the new lock in Le Havre (Port 2000 container terminals)

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Examples of models developed by Sratec

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1. Canal Seine Nord Europe – Port choice calibration (year 2000)

1. Canal Seine Nord Europe – Port choice results for Paris destination (2020 with canal SNE)

2. Lock in Le Havre

Lock Multimodal platform

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Road

Rail

Waterways

2. Lock in Le Havre

Port 2000

W – North road (2)W – South road (3)

W – Lock (4)

Rail

Waterways

Road

MP W + MP (1)

Multimodal Platform

Maritime side Hinterland side

Rail

Gap in data collection

To manage these types of study, consultant agencies have to put the focus on collecting crucial parameters. For Canal SNE study

Origin/Destination calibration matrix : 1. data is coming from the French SITRAM databases of the year 2000 (department to department). 2. These data have been split amongst origins and destinations that are in the department following defined key (GDP, employment, … ) 3. Origins/destinations that were built in this way are improved on the basis of VNF databases (port to port) and RFF databases

Origin/Destination trends matrix : Trend matrix is built with the Calibration matrix and trends factors (forecasted GDP, forecasted trend of good growth). Trend matrix are refined with the output of interviews made with majors shippers, companies in the area of the study, …

Costs : data has been collected via a lot of interviews with carriers and with operators organizations such as CNR for truck data, RFF for rail data, VNF for Waterways data, …

For Lock study in Le Havre Origin/Destination matrix : data is coming from the Port of Le Havre Costs : data has been collected via a lot of interviews (CNR for truck data, RFF for rail data, VNF

for Waterways data, Port of Antwerpen, Port of Rotterdam, Operators, shipping companies…)

Data is not very transparent and is hard to collect. Costs for instance can include subsidies of different types : infrastructure, operation, … For infrastructure socio-economic feasability studies, consultant agencies have to take

into account subsidies in 2 ways : 1. For the traffic studies, model has to take into account the real costs paid by the

client. Subsidies have to be taken into account. 2. For the cost/benefit analysis, the subsidies have to be taken into account as a cost

for the collectivity

Average prices are also difficult to collect (commercial agreements, business vertical integration)

® Data collection is very important in the scope of traffic and socio-economic studies® Data concerning Waterways Origin/Destinations are available thanks to electronic

reporting managed by EU states members. But these data sent to Eurostat are aggregated. Data exists but it origin and destination are incomplete : port to port

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Gap in data collection