ОРГАНИЗАЦИЯ РАБОТЫ МУЛЬТИМОДАЛЬНОГО ТРАНСПОРТНОГО УЗЛА ПРИ УСЛОВИИ ФУНКЦИОНИРОВАНИЯ ТЕРМИНАЛА «СУХОЙ ПОРТ» (1200169), страница 15
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The term “dry port” as explained by the UN Economic and Social Commission for Asia and the Pacific (UNESCAP) refers to a specific point located inland where consolidation and distribution of goods that is similar in its function to the sea ports and includes the provision of clearance services are carried out.
By 2017, China is planning to create 130 “dry ports”, in India - 69, Kazakhstan - 10, in the Republic of Korea - 12, in Sri Lanka - 4, in Thailand - 3, Bangladesh - 2 and one in Uzbekistan, Kyrgyzstan, and Tajikistan. In the European Union, there is a large number of “dry ports” with the total capacity from 40 000 to 1.9 million TEU (TEU) per year covering an area of 30 200 hectares.
“Dry port” in Toulouse is located on an area of 200 hectares; it is one of the twelve French terminals which are of the international significance. The French government is planning to set up nine “dry ports’ in the cities of Dunkirk, Lille, Strasbourg, Gennevilliers (Paris), Dijon, Orleans, Bordeaux, Rennes, and Meylan.
In Ukraine at the Odessa seaport, it is planned to create a “dry port” in order to increase the transshipment port capacity and integration in the transport network Corridor: Europe - Caucasus - Asia (TRACECA).
The projects forcreation and implementation of “dry ports” exist in many developed countries. Also, the idea of constructing the “dry ports” is becoming relevant in the developing countries.Thus, the South African transport companies are building a “dry port” in Uganda that by roads and railway lines must be connected to the ocean ports of Mombasa (Kenya) and Dar- es -Salaam (Tanzania). The effectiveness of the European logistics systems is provided by a network of the modern terminals which are located around major transport hubs.
Foreign experience shows that in the absence of opportunities for the development of port infrastructure, the creation of the rear terminal is appropriate.
As for Russia, the first “dry port” with an area of 50 hectares was opened in 2011 in the village of Yanino - 1 in Leningradskaya Oblast’ for maintenance of the Big Port of St. Petersburg.
The first Russian specialized container terminal “dry port” “Sormovo” was opened in Nizhny Novgorod. Terminal “Sormovo” is open round the clock for the reception, processing, and storing all types of containers. “Dry port” cooperates with the Customs and Nizhny Novgorod Volga Customs Department.
In 2013, near the town of Artyom of Primorskyi Krai on the station Uglovaia appeared “dry port” for processing the frozen fish products from the station “Cape Churkin” serving by OJSC “Vladivostok Sea Fishing Port”. Currently, one train is loaded per day and eight wagons are released from cargoes.
In 2006, the project of the logistics complex “Southern Primorskyi Terminal”(TLC YUPT)was developed which is designed to reduce the impact of various factors on the operation of ports that results in standstill of wagons and vessels, and ensures the coordinated operation of maritime and rail transport.
“Dry port” will be effective in the implementation of trunk-feeder system trains. This system provides for the delivery of goods from the point of departure to the point of destinationby trunk-feeder lines using the cargo handling terminals in the regions of departure and destination. From the point of departure to the major terminal, the cargo is delivered by the load feeder vehicles (trucks, small ships, and others.). Here makes the formation of wagons, containers, and trailer shipments for different major terminals.Between the major terminals, cargoes are delivered by the effective means of the mine-line transport (bulk ships, shuttle trains, etc.) which operate based on the strict schedule with high frequency of time-tabled routes. In the terminal of major destination, the cargoes are sorted and delivered to the final destination by the feeder vehicles. The economic effect of the trunk and feeder transport is achieved by using in the main transport corridor the means of transportation that have low specific consumption of energy and other material resources. Therefore, this delivery method compared to the container, packet, grader, ferry delivery is rightly considered the most advanced resource-saving technology allowing to reduce the socially necessary transport costs, and thus, to keep stable the prices of the international traffic.
Under the current system of organizing the movement of cargoes, trains arrive at the port station where they are disbanded on the way to the sorting park, and by their corresponding groups of wagons, they are placed on the front loading - unloading port based on the application and the need of the port.
Then there occurs the acceptance and delivery of the loaded and empty wagons that is carried by tallyman from the port and onthe railway – by the gauger of the station. Further, transhipment of cargo from wagons to the terminal areatakes place; screening by the supervisory authorities is made; and the goods for free circulation are released. In addition, it is necessary to carry out certification and selection of goods for laboratory research, customs clearance, etc.
The trunk - feeder system for organizing the railway traffic to and from ports is the operation with traffic volumes both as per the “backbone” schedule (acceptance and sending mainline trains) and in the "feeder" site within the traffic management system of goods in the point “the terminal - port station – port”. In this case, the terminal will coordinate the “mainline” characteristics of trains (timetables, the number of wagons, etc.) with the ‘feeder” characteristics (the current need to deliver the right goods at the port or exported from the port). Thus, the port terminals will be able to pay more attention to the implementation of its direct responsibilities - the reception and handling of vessels. According to the trunk and feeder technologies of transportation of goods, the customs clearance including the payment of customs duties and execution of the necessary customs operations with the cargoes will be held not in the port, but on the rear terminal that will enable the rapid removal of the containers from the territory of the container terminal and will provide the port with the ability to optimize the use of their premises.
Forthe “dry port”functioning, it is necessary to form the fleet of vehicles and the existing infrastructure, to manage the flow of containers and cargoes, to reduce the use of motor vehicles and to expand the railway activity, to interact with carriers to ensure the efficiency of transport logistics chains.
Delivery and pickup of cargoes (containers) by motor vehicle must be made from the companies to the “dry port”. In the “dry port”, the customs clearance is carried out, then shipping of the cargoes on board the vessel is made, and back to the territory of the terminal is made by rail.
The loaded vehicles follow from the enterprises to the terminal and back on the motorway slip road passing the busy roads of the city without destroying the urban road infrastructure and not creating a “road congestion” that considerably reduces the accident rate on the roads. This will enable to reduce the traffic load on the local roads and to improve the environmental situation by reducing the access of heavy trucks to the city.
The main advantages and disadvantages of the technology of “dry port” for haulers are considered below. The advantages include:
- Exclusion of excessive downtime of vehicles waiting for operations;
- Improvement of transport companyperformance;
- Improvement of urban ecology;
- Increase in urban roadcapacity;
- Supply of containers to the ship's access;
- Storage of the cargo in the “dry port” is cheaper than at the port terminals;
- Decrease in destructing the roadway, traffic congestion, and accidents on the roads.
The main disadvantages are:
- Imposing financial investments to create additional infrastructure;
- Increase in vehicle mileage.
The transport scheme in which the port is only the place of transshipment, and the rear terminal is the place of accumulation and customs clearance assumes the creation of the logistics operators of a new format. The operators of the “dry port” will accept cargoes and containers at the port under their own responsibility and will organize their movement to the terminal. In the future, the logistics chain “port - terminal – client” is supposed to appear.
Organizing the operation of the transport hub based on the system “Terminal - Station – Port” allows solving the following questions:
- Ensuring the permanent joint management plan for the formation of trains and optimization approach to the port station wagons;
- Ensuring the compliance with the maximum daily capacity freight wagon flow and opportunities of the port and port station;
- Releasing the space seaport terminals and making operations with cargoes in the “dry port”;
- Excluding the excessive downtime of wagons at the port station and in the seaport;
- Organizing the transport movement within the system of trunk and feeder posts.
Performing the trunk-feeder services allows minimizing the time of keeping the wagons with a cargo in the transport hubs on the basis of the purposeful approach of wagons to the specific ships.
Thus, in this section of the Chapter, the main issues of the functioning of “dry ports” in the Western countries have been considered. In Europe, the existence and well-coordinated operation of “dry ports” allows providing the delivery of goods in accordance with the principles of modern logistics. Creating the “dry port” network of terminals for serving the transportation hubs contributes to the construction of the unified European transport network.
Besides, theissues of the “dry port” functioningwith introduction of bus-feeder system of train traffic have been reviewed:
- The basic functions of the “dry port’ within the trunk-feeder system of train traffic have been identified;
- The logistics system “terminal - port station – port” allowing to solve the issues of interaction of railway and sea transport on the basis of the logistical approach has been considered.
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