Towards an integrated transport system in the Baltic Sea Region
Benchmark Study
regarding
port-related public planning policies in Hamburg and
Gothenburg.
Task 4.3 leader:
Mrs Urszula Kowalczyk
Maritime Institute in Gdansk
Email: [email protected]
Gdansk, Poland 2014
The study report is a part of activities in Task 4.3 within the framework of the
TransBaltic Extension Project
Gdansk, Poland 2014
1
The case study was compiled by:
MIG – Maritime Institute in Gdansk, Poland
Authors:
Urszula Kowalczyk
Dariusz Bernacki
Rafał Koba
Jakub Piotrowicz
Maria Szymańska
Barbara Szwankowska
Maritime Institute in Gdansk (MIG), Partner of TransBaltic Extension project is the Leader of Task 4.3 “Hub
development perspective in the public and market strategies” corresponding with TransBaltic MTAP policy
action No. 6 on facilitating the development and operation of container hubs and exchanging the knowledge.
The task is mainly focused on long term perspective of the port hinterland system for Gdansk container hub
keeping in mind interests of public and business stakeholders. This element is especially important considering
the latest changes in the geography of seaborne container traffic such as launching first direct regular
connection between Baltic Sea ports and Far East.
TransBaltic is co-financed by EU Baltic Sea Region Programme 2007-2013 with LADEC as Lead Partner
2
Table of contents
Introduction ..............................................................................................4
1.
Port of Goteborg- ..................................................................................6
1.1
Port of Goteborg- technical data and structure ......................................................6
1.2
Port of Goteborg development strategy ............................................................. 17
2.
Port of Hamburg .................................................................................. 21
1.1
Port of Hamburg- technical data and structure .................................................... 21
1.2
Port of Hamburg development strategy ............................................................. 34
Conclusions and recommendations .................................................................. 39
Appendixes ............................................................................................. 43
1.
Regular services to/from Goteborg within the BSR (June 2013) ................................ 43
2.
Regular container/kombi trains to/from Goteborg ................................................ 48
3.
Regular services to/from Hamburg within the BSR (June 2013) ................................. 52
4.
Regular container/kombi trains to/from Hamburg ................................................ 59
5.
Sea ports and terminals in regular container traffic to/from/within the BSR in Hamburg,
Goteborg, Gdansk/Gdynia .............................................................................. 62
References .............................................................................................. 64
3
Introduction
Current study compares situation in Port of Goteborg and Hamburg in terms of
management, ownership structure, development strategies and visions of further growth.
Best practices used in both ports will be used in the final Task 4.3 report regarding
scenarios of Port of Gdansk development as the Baltic hub.
In general the seaports changed a lot during recent years adjusting their activities into
external and internal conditions. Changes in policies, socioeconomic development and
technological progress have strong influence on ports stimulating their growth and
affecting their functions and organization. Seaports are crucial elements of transport
infrastructure in both economic, social and political aspects. Each port has its own specific
spatial system including port aquatory and hinterland.
The role of container seaports is becoming increasingly important in global supply chains.
It is increasing in line with growth in world trade and container throughput, along with
changes in global supply chains. The competitive advantage of a port is determined by
nautical accessibility, cargo handling capacity, overall handling efficiency, the provision of
value adding services and efficient multi-modal hinterland connections.
During last decades rules of communication between port and its hinterland significantly
changed. Internal port environment was increased by local communities (municipalities,
regional bodies) strengthening its position in contacts with national government.
There are several factors needed to Baltic hubs development:




Established balance between port internal environment and port development
Creation of proper internal environment functioning in the system way and focused
on realization of common goals of port users
Developing a rule that “every advantageous change is possible”
Introduction of port development strategy focused on competitive advantage on
port services and sea-land transport chains markets
Importance of sea ports results from its competitiveness position on the market.
Management system and ownership take secondary position while the most important are:
 national legislation facilitating port development
 comparable conditions of sea ports activities in EU countries
 autonomic of managing bodies in terms of sea ports management and their role in
planning and development policies
 offered choice of services
Managing bodies of both analysed ports take many actions resulting in growing autonomy.
Consequently the national and municipal port governance has less influence on direct port
management. The structure of managing bodies is less crucial than giving them rights
4
allowing to implement port development strategy and strengthen port importance in both
national and international transport chains.
Managing authorities are often owners of port infrastructure and port grounds being
responsible for its development and modernization. This solution increases the total value
of initiative allowing to fund necessary port investments from own, public and private
resources. Landlord rule in port management is used less frequently and all decisions are
dedicated to increase competitive advantage, however Port of Hamburg can be considered
as one of exceptions.
European sea ports are key elements of transport chains and factors of economic
development of countries and regions. Therefore, their development strategies have to be
in line with strategies of cities, regions and country itself. Proper analysis of sea port
competitive advantage is the background for forming its strategic direction, it should be
also one of the most significant priorities in creation of long-term port development
strategy.
5
1. Port of Goteborg
1. 1. Port of Goteborg- technical data and structure
The Swedish economy is totally dependent on trade. Goteborg is Scandinavia's largest
container port in the Nordic region with deep-sea direct calls to all parts of the world. The
Port of Goteborg is the only port in Sweden with the capacity to receive the very largest
ocean-going container vessels. The port, thanks to its excellent geographical location,
enable to reach all parts of Scandinavia and the Baltics. Most of the goods are moved to or
from other parts of the world, either directly by transoceanic ship or by feeder ship via the
continent. Around 10-15% of cargo passing through the port originates from outside Europe
and is destined for a Nordic country other than Sweden.
Gothenburg is Sweden’s second largest city with 550 000 inhabitants. Gothenburg’s local
labour market is estimated to grow to 1.5 million people by 2020. Gothenburg is the hub of
West Sweden and the main logistics center of Scandinavia. As a port city located by the
sea, Gothenburg faces significant challenges. In 2012, the Gothenburg owner directive was
developed from its start-up stage to an established and very active operation. The
maritime strategy for West Sweden emphasizes the importance of cooperation for the
creation of innovative environments. Several large projects have started, a number of
players from academia, business, and public administration have become involved, and
results from the pilot project have been officially
presented thanks to Five Clusters
initiative.1 Academia, public and private sectors collaborate in several strategic maritime
projects aimed both to strengthen the competitiveness of the maritime sector and to meet
society's challenges in a global perspective.
The existence of Goteborg as a major port is recalled consistently by all sectors of Swedish
trade and industry. It involves a wide range of routes that lead directly to key destinations
worldwide, high-frequency sea and land transport and a large number of stakeholders. A
major port also generates a large number of job opportunities, through logistics operations
and through the establishment of companies within the port's catchment area as well.
1
Five clusters is collaboration between Chalmers University of Technology, The City of Gothenburg, University
of Gothenburg, Region Västra Götaland and the West Sweden Chamber of Commerce. 2012
http://www.businessregion.se/download/18.54c7c331137ebd280912be2/1389234232998/Broschyr_Five_Cluster
s_2edition_LOW.pdf
6
Technical data of APM Terminals Gothenburg:








1,8 km of quays
10 berths
14 water depth
8 container cranes, of which 3 super-post panamax cranes
2 rail cranes
Around 40 straddle carriers and other trucks
On-dock rail terminal for rapid thanshipping
2 broad, ice-free fairways guarantee rapid approach with open water 1.5 hours
away.
In recent years the Port of Goteborg underwent substantial organisational and
administrative changes from being a port with development and terminal operations under
the same umbrella, to being a dedicated port company, Goteborg Port Authority, with
separate terminal companies.
The range of containerized goods handled in APM Terminals Goteborg is highly diverse.
Imports include various kind of primary materials and components for Swedish industry and
consumer goods such as food, clothes and electronics. Goods exported from Sweden
contain mainly products from Swedish and Scandinavian export companies, such as steel,
wood products and paper. There are also other terminals which are also able to handle
containers, but to limited extent (for example Roro Terminal).
The Port of Goteborg results in 2013:






858,000 containers, TEU
557,000 ro/ro units
163, 000 new cars
1.69 million passengers
20.4 million tonnes of oil
38.9 million tonnes of cargo
The Port of Goteborg has a structure similar to the majority of larger ports throughout the
world. The most common arrangement is that a publicly owned Port Authority owns the
land and the infrastructure but allows international port operators, which are experts in
running terminals, to deal with the handling of freight. The potential for more efficient
freight handling can be improved when specialised terminal operators are involved. The
Goteborg Port Authority is wholly owned by the City of Goteborg. Thus the local authority
defines the task of the Port Authority and decides on the Company's orientation.
7
New structure of Goteborg’s port from February 2010
Source: Port of Goteborg, Railport Skandinavia
An infrastructure owner – Port Authority (GPA) - is owned by the City of Goteborg. The Port
of Goteborg receives no funding from the City. Most of the GPA’s profit is reinvested in
development of the port. Port’s primary function is not to serve exclusively the local
community but to strengthen trade and commerce throughout the country and create
competitive advantages for Nordic industry. Nevertheless, the port has significant local
impact as it employs more than 22,000 people in Goteborg directly or indirectly.
The Port of Goteborg is responsible for a business activity of considerable value. In 2013
the port invested some 15,3 million EUR in planned maintenance, 86 million SEK of which
have been reported as investments. In addition, the port has extensive investment
programme. In 2013 investment costs amounted to approximately 468 million SEK. In the
next five-year period ahead the investment activities will represent some 3 billion SEK. It
should enable the port’s customers to develop their operations in the port area, both in
the short and the long term. The majority will go to infrastructure in and around the
harbour.
There are several external terminal operators for operating the Container, Ro/ro- and Carterminal. These companies have been gradually offered to private, international terminal
operators who support the Port’s vision of future development. Goteborg is the natural
freight hub of northern Europe.
8
Future structure of Goteborg’s port
Source: Port of Goteborg, Railport Skandinavia
The Port of Goteborg, which continue to own the land, quays and buildings, awarded a 25year concession agreement to APM Terminals for the deep-water facility’s management
and operations, and calls for significant investment in terminal and equipment upgrades,
including three new super-post Panamax cranes to handle the largest vessels entering into
service.
APM Terminals Goteborg is Scandinavia's largest container port and is also the only port in
the Nordic region with deep-sea direct calls to all parts of the world. The terminal handles
60% of Sweden´s import and export of containers. APM Terminals took over the Skandia
Container Terminal AB (SCT) at the Port of Goteborg in January 2012. The agreement with
APM Terminals was formal approval was granted by the Swedish Competition Authority.2
2
With world headquarters in The Hague, Netherlands, APM Terminals is the world’s leading port and inland
operator with interests in 63 container terminals in 36 countries and local Inland Services operations in over
150 locations in 46 countries. Terminal operations are separated from and independent from Maersk Lines.
APM-Terminals have all the world’s major container shipping lines as clients. Their headquarter are situated in
The Hague in Holland.
9
APM Terminals Gothenburg AB
Source:
Sweden
APM
Terminals
http://worldmaritimenews.com
takes
over
Gothenburgs
container
operations.
APM Terminals Goteborg collaborates with the Port of Goteborg in the field of mitigating
as far as possible the environmental impact of container terminal operations. Rail shuttles
are a key part of activity, with a reduction in emissions and a decrease in the number of
heavy vehicles on the roads in and around Goteborg.
APM Terminals declared to invest over US$115 million in the first five years of operation in
a bid to make the port more competitive as a North Europe freight hub for the Nordic and
Baltic markets. Most of the investment will target infrastructure improvements3. The
transaction was the last of three in relation to the privatization process of the terminal
operations in the port of Gothenburg. The other two terminals, i.e. the ro/ro- and the car
terminal respectively, were sold during 2010 and 2011.4.
3
APM Terminals agree 25-year deal to manage Skandia Container Terminal, Gothenburg.
http://worldmaritimenews.com, 12 Oct 2011.
4
APM Terminals takes official control of Gothenburg container terminal. http://worldmaritimenews.com, 4 Jan
2012
10
Skandia Container Terminal AB was acquired from Goteborg Port Operation AB, which is a
company controlled by the municipality of Goteborg. In connection with the transaction, a
concession agreement concerning the operation of the terminal and related infrastructure
has been established. The terminal operating company, Skandia Container Terminal AB,
has been renamed APM Terminals Gothenburg AB. It provides container, liner traffic, and
railport services. From January, 2012, APM Terminals Gothenburg AB operates as a
subsidiary of APM Terminals Management B.V.
The port handle approximately 800 thous containers per year. Total container traffic in
2013 amounted to 858 thous TEU, which was less by 4,7% compared with 2012. Via rail the
traffic stood at 393 thous TEU, which was less by 4,4% compared with 2012. The ro-ro
traffic rose for the first time in three years.
The Port of Goteborg container turnover in 2005-2013
thous TEU
950
900
862
850
800
880
820
887
900
858
840
818
788
750
700
2005 2006 2007 2008 2009 2010 2011 2012 2013
Source: Port of Goteborg
To meet the challenges, the port is introducing interesting logistics solutions with other
stakeholders, like for example the Railport concept, the system of rail shuttles and inland
terminals.
With systematically growing containerised maritime transport, the main problem seaports
are facing in recent years is lack of space or inappropriate inland access. To meet the
demand, seaports can increase their terminal capacity by establishing a close dry port in
their immediate hinterland or at the rim of the seaport city. Increased terminal capacity
and adequately higher also the productivity is increasing, since bigger container ships may
call the port. Daily trains for intermodal freight, such as containers, trailers and tank
containers, link the Port of Goteborg with numerous inland terminals. The close dry port
11
consolidates road transport to and from shippers outside the city area offering a rail
shuttle service to the port relieving the city streets and the port gates5.
The dry ports are mostly located interior from the coast, but it does not exclude cities
with sea access, as in the case of Goteborg. Between the seaport and the dry ports,
relatively large goods’ flows are being concentrated, giving room for other traffic modes
than road.6 Since it is estimated that in case of Sweden one train can substitute 40 trucks ,
the external environmental effects along the route are reduced.
Port of Goteborg has excellent rail and road infrastructure and is networking with dry
ports. Due to the easy access and the location the volumes of shipments handled by the
port tend to increase. Many shippers, rail and road carriers, and intermodal operators are
involved in the network of the Railport Scandinavia.
The City of Goteborg with Scandanvia’s largest port, has developed an innovative system
of rail shuttles for inland transportation of freight. By replacing a large number of shortdistance truck journeys, the RailPort project has seen a significant reduction in traffic
congestion, noise and air pollution, CO2 emissions, energy usage, and cost. With the
amount of freight transported by rail expected to increase in the future, the City of
Goteborg is ready to challenge the EU climate and energy targets7. Providing benefits for
both the economy and the environment, the innovative rail project is a priority of the City
of Goteborg. Through operating direct trains from inland terminals, the RailPort project
has increased local employment in towns across Sweden. Import and export companies are
able to transport goods efficiently with rail at a lower cost, greatly increasing the appeal
of the RailPort project. As a result, the Port of Goteborg have expanded their catchment
area to major regions in Sweden, Norway, and Denmark, gaining support for the project
throughout the entire Nordic Region. By shifting to rail shuttles for inland transportation of
freight, the RailPort project eliminates over 120 thous truck journeys each year, improving
conditions within the city's environment. The rail shuttles also utilizes renewable energy.
With various stakeholders involved in the RailPort project, a network of intermodal
transhipment terminals allows smooth coverage for rail shuttle services from a journey's
start to the final destination. Demand for every rail shuttle is guaranteed through
cooperation with several shipping companies, forwarding agents, and commodity owners.
Trains can be loaded or unloaded due to a production structure at the City of Goteborg,
5
Roso V., Woxenius J., Olandersson G.: Organisation of Swedish dry port terminals, Chalmers University of
Technology Göteborg, Sweden 2006, p.9.
6
Roso V., Woxenius J., Olandersson G.: Organisation of Swedish dry port terminals, Chalmers University of
Technology Göteborg, Sweden 2006, p.6.
7
Port of Goteborg -Gothenburg - A greener solution to freight transport
12
and an administrative system that includes bookings, invoicing, and toll declarations can
be managed conveniently at all inland terminals. The City of Goteborg is committed to
achieving a significant reduction in greenhouse gas emissions. RailPort system was
established thanks to is an innovative cross-sectoral leadership. The City of Goteborg
emphasizes the importance of increasing RailPort rail shuttles while strengthening capacity
between the outer ports and inland rail infrastructure8.
The Railport Scandinavia is a business concept that encompasses:
•
•
•
Intermodal rail shuttles between the Port of Gothenburg and inland terminals
and feeder ports
Road connections to/from inland terminals and feeder ports
Initiatives for increased reliability, productivity and services
The concept is based cooperation between:
•
•
•
•
the Port of Goteborg
Inland terminals and feeder ports
Rail operators and hauliers
Infrastructure holder “Banverket”
8
http://www.dac.dk/en/dac-cities/sustainable-cities/all-cases/transport/gothenburg---a-greener-solution-tofreight-transport/
13
Container/kombi trains to/from Goteborg
Source: Container Yearbook 2013/2014
Swedish terminals range from small loading/unloading platforms to large freight centres
offering a wide range of transport related services. As there are differences in sizes of
terminal areas, in TEUs handled a year, or in range of services offered there are also
differences in organisational forms and types of ownerships of the same. Many terminals
14
are owned either entirely by a municipality or jointly by a municipality and commercial
entities within the system, such as rail operator or shipper. For example terminals situated
in the ports of Trelleborg, Norrköping and Helsingborg are owned and operated by the
ports, while, Älmhult is operated by CargoNet but owned jointly by CargoNet, the
municipality and IKEA. However for many of the CargoNet terminals, the rail tracks are
owned and maintained by Banverket, and the land is owned by Jernhusen.
The port’s operations attributed to freight transport are based on competitive transport
solutions. Quay productivity for ocean going ships is at least 100 units/hour. There are 27
daily rail shuttles between the Port of Goteborg and logistic locations in Sweden and
Norway. Containers can be collected within 30 minutes of unloading. 1.5 hours from open
sea to quayside. Bunker service include low-sulphur bunker. Port operations are focused on
distribution via rail and road.
The port is served daily by around seventy trains, loaded with cars, oil and paper. There is
an extensive system of rail shuttles, Railport Scandinavia, transporting containers between
Goteborg and 25 locations in Sweden and Norway. Around half of all containers to and from
the port are transported by rail. The collaboration between the port and the railway is
becoming increasingly important. In 2013, the existing Railport Scandinavia system was
largely improved with the launch of a website. The system should gradually become less
technical and more customer-oriented.
The concept consolidates volumes to one hub and increases service range in the hub (and
the inland terminals). During 2013, around 60 thous tonnes of carbon emissions were saved
by the goods being transported to and from the Port of Gothenburg by rail instead of by
road. This is equivalent to emissions from 17 thous cars in one year.
The rail shuttles result in reduced environmental impact. Some 61 thous tonnes of carbon
dioxide were saved during 2012 by moving the goods to and from the Port of Gothenburg
by rail instead of by road. This is equivalent to over 200 thous flights between Goteborg
and Stockholm or the emissions generated by 23 thous passenger cars in one year.
9
GPA revenue sources
As a publicly owned company, the Port Authority is completely self-financing. The
company receives no financial support from the City of Goteborg and its population. The
majority of the profit generated is reinvested in the company.
9
http://www.railportscandinavia.com
15
Sources of income and financing activity
Source: http://www.portofgothenburg.com/
Port Authority revenue derives mainly from four sources:
1. Concession charges from customers and partners (companies that carry on
operations which previously fell within the framework of the Port of Gothenburg,
i.e. handling of cars, containers and ro-ro freight, pay a monthly charge for the
right to carry on operations at the Port of Gothenburg).
2. Charges from vessels calling at the port (vessels that have low sulphur emissions below 0.5% sulphur in the fuel - pay a lower charge than other vessels).
3. Charges on energy goods (vessels that load and discharge energy goods, i.e. oil and
gas and other energy products, pay to use the energy port infrastructure).
4. Rents and lease charges (companies that rent buildings and properties on land
owned by the Port Authority).
16
Development in the transport sector results in major players becoming even bigger and the
increasing significance of a strong freight hub.
Since the beginning of the 2000s, the Port of Goteborg has put in place an innovative
policy of using on-shore power supply. The use of the diesel engine by ships is a source of
considerable local air pollution and greenhouse gas emissions. The system uses a single
high-voltage cable providing 6.6 to 10KW 50Hz, which can power an entire ship from
platforms on the docks. The vessels are therefore able to stop their engines, resulting in a
significant reduction in both noise and carbon emissions. The Port of Goteborg estimated
that a vessel not connected to on-shore power grid emits about 25 tonnes of carbon
dioxide, 520 kg of nitrogen oxides and 22 kg of particulate matter during its stop. This
innovation thus benefits both the environment and quality of life and work of the
populations on or near the port (residents, dockworkers and crew). Nowadays, one in three
ships calling at the Port of Goteborg uses the connection for shore-side electricity, but this
proportion is likely to increase. Ro-ro ships and ferries are the most frequent users of the
new system. Connecting to the grid requires vessels to invest in technology to use the new
system, costs for retrofitting vessels can be offset by the likely savings in fuel. A significant
barrier to technology diffusion is the lack of harmonisation of international electricity
standards, with some parts of the world using 50 Hz systems and others using 60 Hz
systems.
1. 2. Port of Goteborg- development strategy
The port of Goteborg has a very clear growth agenda focused on maintaining a sustainable
port. The port is continuously being marketed nationally and internationally in order to
generate more traffic. Also the efforts are undertaken to keep the port cluster together
and promoting efficiency by choosing the right operators for port’s terminals. And also the
environmental aspect is being considered. The port is investing in environmental solutions
that allow the port to grow.
The task assigned to the municipal authority is clearly stated in the new owner directive,
which forms the basis for the way of setting a strategy and objectives by the Board and
Management.
Goteborg Port Authority (GPA) is concerned about the overall, long-term development of
the port. The Port will maintain its position of a freight hub for sea transport in
Scandinavia. A new business concept has been elaborated, which involves creating
17
conditions for a strong, efficient, sustainable freight hub. Within the framework of this
business concept, the Goteborg Port Authority is determined to:

provide an infrastructure and an energy port,

be responsible for safety, berthing and co-ordination,

and promote the national and international marketing of the whole port.
The GPA’s business concept is based on logistics, innovation and sustainability principles.
Operations of Goteborg’s port have always been regarded as important to the region due
to its potential to conduct trade, resulting in employment and growth. As opposed to many
other municipal operations, the Port Authority does not exist primarily to serve the
population but to strengthen and create competitive advantages for the Nordic industry.10
The owner directive is to develop the position of the Port of Gothenburg as an obvious
freight hub for sea transport in Scandinavia. Operations will create conditions for:

Growth

Employment

Sustainable development
The aim is that the Port of Gothenburg will assume a leading role in the development of
the Gothenburg region as a national logistics centre, which will in turn create good
conditions for industry throughout the whole of Sweden and other parts of the Nordic
Region.
As stated in the Owner directive for the Goteborg Port Authority, the Port of Goteborg will
hold a position of a freight hub for sea transport in Scandinavia and thus create conditions
for growth, employment and sustainable development in the city. The Port Authority will
also play a leading role in the development of the Goteborg region as a national logistics
centre.11
“The Company will realize these objectives by providing an infrastructure, assuming
responsibility for national and international marketing and promoting strategic interaction
and collaboration. The role of the port as a leading export and import port will be
reinforced and conditions will be created to also assume a leading position as a transit port
for the Baltic Region. The company will work in close collaboration with the city, regional
10
11
GPA web page
Owner directive for the Port of Gothenburg. http://www.portofgothenburg.com
18
bodies and government agencies to create an infrastructure that provides good access to
the port area. The expansion of the rail infrastructure and logistics solutions is a prioritised
area. The company will manage and develop land and water areas in the long term to
satisfy the needs of the port”.
Regarding the operation of the Ro-Ro, Car and Container Terminals, the Owner directive
clearly states, that it has been transferred to external operators. The conditions for the
transfer are governed by long-term concession agreements, which will contribute to safe,
cost-effective, competitive and reliable port and logistics services.
The port shall maintain close, trusting co-operation between the terminal operators and
other agencies. It is also stated that, the Port Authority will contribute to creating a forum
for collaboration on key issues, including strategic investments, international marketing
and the development of port and logistics services and its development will be long term
and sustainable in line with the international development of port operations.
Since 2009 the Port of Gothenburg, like other municipally owned companies in Goteborg,
has worked in accordance with an internal control system, to enable the board to follow
up the work of the operative management. In 2011 work was also started to develop a
code of behaviour for the Port of Goteborg. The purpose is to ensure correct action in the
daily work and to clarify the values and ethical guidelines that the company stands for.
According to the directive, the Goteborg Port Authority will be involved in and support the
strategic development of the City of Gothenburg. This includes implementing plans,
policies and programmes adopted by the City Council.
The Port of Goteborg is an arena for many matters concerning infrastructure and the
environment. These matters are pursued in collaboration with other community members.
The Port sponsors organisations and activities that in various ways contribute to the
development of either shipping or the region. There is among other things cooperation
with Goteburg's Maritime Museum, which spreads knowledge of the shipping business and
of the port's development. To encourage new growth in the sector, sponsoring of studies in
logistics and shipping also occurs. The Port has for several years been a sponsor for various
important cultural media in the city. Since 2011 the Port of Gothenburg has taken part in
"Hand shake", a CSR project under West Sweden Chamber of Commerce management. The
idea of the project is that companies become sponsors of school classes. Port of Goteborg
AB co-operates with a class at Angered Upper Secondary School, where the school's pupils
have continual contact with members of staff and activities in the port.
Good collaboration is vital for the efficiency of port activities,. The port needs good
collaboration not only with terminal operators but also with the Swedish Maritime
19
Administration and the Swedish Transport Administration to ensure that the approach and
berthing take place safely and efficiently. A vital task for the Port of Goteborg is to ensure
the elimination of any kind of bottlenecks. The Port of Goteborg has good conditions for
developing further as a freight hub, thanks to its strategic position as a link between the
Atlantic/North Sea, and the Baltic Sea. The infrastructure within and outside the port
should continue to develop in order to generate adequate capacity and improve access.
The Port of Goteborg's important role for Swedish industry and commerce means that
industrial organisations, authorities and individual export and import companies have
legitimate expectations from and demands on the Port of Goteborg. There is also mutual
interest between the Port of Goteborg and politicians, mass media, colleges and
universities. Almost ten thousand job opportunities are directly or indirectly linked to the
daily goods traffic. The port is therefore of great importance for employment and
development in the whole Goteborg region. The consequence of this is among other things
that the decisions taken in contact with the Port of Goteborg affect many companies in the
whole of Scandinavia.
20
2. Port of Hamburg
2.1.
Port of Hamburg- technical data and structure
The Port of Hamburg is one of the world’s leading ports. In 2013 it ranked 14th12 among
the world’s largest container ports. In terms of TEU throughput, the port of Hamburg is the
second-busiest port in Europe. Maritime transport in Hamburg is closely interconnected
with hinterland modes of transport such as road, railway and inland waterway.
The port has always been extremely important for ocean shipping. It can accommodate the
world's largest bulk carriers and container ships. It is the largest and most significant
German port and the busiest rail port in Europe. The port is of great macro-economic
importance. The Port of Hamburg is also the logistics centre for the North of Germany and
as such one of the supports for economic growth. It is located 110 kilometers from the
mouth of the Elbe at the North Sea into the hinterland. It generates jobs for the City of
Hamburg and the metropolitan region and attracts industrial and logistics companies. It is
a transport hub for large part of Europe, especially central and eastern.
Port of Hamburg in figures
The total area of the Port of Hamburg covers about 7.2 hectares, including 4.3 hectares of
land. Within the urban area, the Port of Hamburg occupies 755 square kilometres. Covered
storage areas include over 2.8 million m² located in the previous Hamburg’s Freeport
port13, 350 thousand m² in inland customs territory, and 150 thousand m² of airconditioned covered storage, 17 ro-ro terminals and four large container terminals are
available in Hamburg.
There are about 320 berths and 43 kilometres of quays in the port, including 83 berths for
coastal shipping, 145 berths at dolphins, and 38 berths reserved for container and bulk
cargo vessels. The depths at the berths in the Port of Hamburg range from 7 to 17 meters.
12
http://www.hafen-hamburg.de/en/content/container-port-throughput-global-comparison
13
http://www.portofhamburg.com/en/content/customs-services-port-hamburg
To maintain its market position, the Port of Hamburg continually has to adapt to current and expected market
needs, in order to best serve the requirements of port users. In 2013 Hamburg’s Freeport, which covered
around one fifth of Hamburg's total port area (just under fifteen square kilometres) was abolished. From 1
January 2013, all companies in the port are working on the basis of the same Customs regulations as a
European Customs seaport of the kind that already applies in other ports. The creation of one European
domestic market means that the Freeport, which for 125 years has contributed to the development of Hamburg
as an international cargo hub, has become meaningless. Two-thirds of goods are meanwhile traded free of duty
within the European Union. Moreover, the goods are only seldom stored in the port for a long period, the idea
being that they should leave it again as soon as possible.
21
Within the Port of Hamburg are 58 landing facilities, 177 bridges, 170 kilometres of roads,
and 350 kilometres of rail tracks14.
The main characteristics of the port are as follow15:

The port's surface area: 7,2 hectares (around 10% of the area of Hamburg).

The third largest of Germany's inland ports.

It is the largest railway port in Europe.

The Port connects 950 ports in 178 countries with each other.

151 thousand people/jobs in the metropolitan region of Hamburg directly and
indirectly dependent on the port's operations.

The port’s total road network is 140 km.

The port owns 304 km of railway and 880 switches.

12 km of beach along the Elbe also belongs to the port area, and the HPA is
responsible for its maintenance.

49 km of quay walls must be regularly inspected.

Over 130 bridges connect Hamburg's Port with the Elbe islands, in addition to which
there are miscellaneous pontoon bridges.

Around 10 thousand ships per year call the Port of Hamburg.

More than 200 freight trains with 5000 wagons a day make Hamburg Europe's largest
railway port and the world's second largest.

1700 transport companies have their head offices in Hamburg.

20 of the 25 largest liner shipping companies in the world have their European head
office or a subsidiary in Hamburg.

Europe's biggest import port for coffee.

Europe's biggest market place for pharmaceutical raw materials.

The largest carpet trading and storage centre in the world (including the
Speicherstadt warehouse district).

One of the largest paper trans-shipment centres in the world.

One of the leading trans-shipment centres in the world for tea, cocoa, coffee and
spices
The investments and adaptations are continuously underway to accommodate the
increasing capacity of oceangoing cargo vessels. The capacity of the terminals is
continuously being expanded to meet the changing demands of the market and new
developments in ship sizes.
14
15
http://www.worldportsource.com/ports/commerce/DEU_Port_of_Hamburg_69.php
http://www.hamburg-port-authority.de/en/the-port-of-hamburg/facts-and-figures/Seiten/default.aspx)
22
Port as part of the city
The Port of Hamburg forms an integral part of the city. The port is the source of prosperity
for the city and the entire metropolitan region. Any measures carried out at port city
interfaces need to consider both port strategic and urban development aspects. Hamburg
Port Authority, the State Ministry of Economy, Transport and Innovation, the State Ministry
of Urban Development and Environment and the city districts are involved in consulting
port related topics .
Metropolitan region of Hamburg
Source: HPA
The port is crucial for Germany’s and Hamburg’s economy. In the city, around 40 thousand
people are employed directly in and around the port, which accounts for 151 thousand jobs
in the whole metropolitan area. The port and its surrounding area are home to a broad mix
of traditional and new economic sectors comprised of large, midsized and small businesses
23
that contribute substantially to the stability and economic development of the
metropolitan region and connect it to the world’s high-growth regions.
Production value of port and port - related activities was 8.3 billion Euro in 2010, of which
7.6 billion Euro was is in the City of Hamburg. In 2012, throughout the whole of Germany a
gross Economic Value Added of around 19.5 billion euros was generated directly and
indirectly by the Port of Hamburg.
Benefitting from these positive effects are, on the one hand, sectors that are closely
related to the port such as shipbuilding, transport and logistics, and on the other hand
sectors like gastronomy or tourism16.
The Port of Hamburg has significant indirect effects on the German economy, more so than
other ports of the northern range. The Port of Hamburg is strongly interlinked with German
industries. The greatest indirect economic effects of the Hamburg port are on the
transport equipment, food sector and petro-chemical sectors. One euro spent in the port
of Hamburg leads to 71 euro cents of additional spending in other sectors. Of these 71 euro
cents, one cent of additional spending takes place in the port itself, two cents in the rest
of Hamburg, six cents in the state of Niedersachsen (Lower Saxony), and two cents in
Schleswig-Holstein. Most of the impacts can be identified outside these regions: 12 cents
can be attributed to Bayern (Bavaria), 10 in Baden-Wurttemberg and 39 in the rest of
Germany. In all of the sectors affected by the Port of Hamburg. The impact in the two
southern states of Bayern and Baden-Wurttemberg is larger than in Hamburg,
Niedersachsen and Schleswig-Holstein together. Although the port is, to some extent,
embedded in the regional economy, its linkages with the wider German economy are more
important. Every euro of additional demand in these sectors in the Port of Hamburg leads
to additional supply of more than one euro in other sectors as well: other manufacturing,
transport storage and communication, financial intermediation, wholesale and retail trade
and non-market services.17.
The number of economic sectors impacted by the Port of Hamburg is more limited than for
example sectors affected by Rotterdam and Antwerp, where the industrial base is more
diversified. Most of the indirect effects of the Port of Hamburg have impacts outside the
Hamburg region. This might be related to the high share of containerised cargo in
Hamburg. The Port of Hamburg has growth ambitions, but focuses increasingly on potential
16
Hamburg is staying on Course – the Hamburg Port Development Plan to 2025. Hamburg Port Authority,
October 2012.
17
Merk, O., Hesse. M.: The Competitiveness of Global Port -Cities: the case of Hamburg, OECD Regional
Development Working Papers, 2012. http://dx.doi.org/10.1787/5k97g3hm1gvk
24
links with regional industries. Container handling is the main driver for growth in the Port
of Hamburg, but the port also seeks to strengthen the usage of its area for industrial
production as a potential way to decrease dependency on transhipment volumes.
The maritime orientation of scientific institutions enables speeding up the transfer of
technologies and innovations to all cluster-relevant fields. Among these institutions are the
state
universities,
Hamburgische
Schiffsbau-Versuchsanstalt,
Fraunhofer-Center
für
Maritime Logistik, Kühne Logistics University, Center of Maritime Technologies,
Bundesanstalt für Wasserbau, Bundesamt für Seeschifffahrt und Hydrographie and the
hospital for tropical diseases.
Hamburg Port Authority
In 2005 the Hamburg Port Authority (HPA) was created, when port-related authorities were
unified to assure future-oriented management for the Port of Hamburg. The port authority
is responsible for planning development and strategies that promote the interests of Port
of Hamburg industry, business, trade. The HPA is responsible for construction, operation
and maintenance of the general infrastructure in the area of the port, of the port railway
and on the River Elbe in Hamburg. In addition, it is in charge of leasing out publicly owned
land e.g. to terminal operators.18
Hamburg is having a classical landlord model looking to the administration and investments
in port area. The HPA provides port infrastructure, enhances the port's strategic
competitiveness, improves customer services, establishes and maintains long-term
customer relations, and represents the Port of Hamburg in its dealings with the European
Union and other organizations.
Hamburger Hafen und Logistik Aktiengesellschaft (HHLA)
A sustainable transport chains between ocean-going vessels and feeder ships and between
ocean-going vessels and the railway network is provided by Hamburger Hafen und Logistik
Aktiengesellschaft (HHLA). It is considered as one of the best company in the German
logistics sector. HHLA forms a complete network between the overseas port and the
European
hinterland
with
its
container
terminals,
effective
transport
systems,
comprehensive logistics services and logistics properties.
18
http://www.worldportsource.com/ports/commerce/DEU_Port_of_Hamburg_69.php
25
The services of HHLA’s terminals and state-of-the-art hinterland transport systems also
consider the ecological aspect. Fewer greenhouse gases are produced and any additional
negative impact on the environment due to transportation is significantly reduced.
HHLA has a Sustainability Council. The Council’s board members meet regularly with
HHLA’s stakeholder groups – especially customers, staff, investors, suppliers, nongovernmental organisations and the general public in order to discuss key sustainability
issues of relevance to HHLA.
HHLA Group structure
Source: http://hhla.de/en/container/ctb/technical-data.html
The HHLA Group is divided into 2 sub-groups: Port Logistics and Real Estate. The sub-group
Port Logistics is made up of the Container, Intermodal and Logistics segments. The
properties specific to HHLA’s port handling business and floating crane operations are
attributed to this division. The sub-group Real Estate includes HHLA’s properties which are
not specific to port handling, i.e. the properties in the historic warehouse district
Speicherstadt and Fischmarkt Hamburg-Altona.19
19
http://hhla.de/en/structure.html
26
HHLA container terminals
Volumes handled in 2013 at the HHLA container terminals amounted to over 9.3 million
TEU (plus 4,6 million TEU within a decade). For this, HHLA is developing innovative
concepts and setting benchmarks for space productivity and infrastructure utilization.
HHLA implemented a business model ensuring to use space more and more efficiently and
integrating new developments into the existing infrastructure. Container Terminal
Burchardkai (CTB) is a good example of such solution. A large terminal there is already in
use and will be extended, which in total will increase CTB’s future capacity up to over 5
million TEU.
HHLA's highly efficient container terminals Altenwerder, Burchardkai and Tollerort ensure
the Port of Hamburg’s supreme importance as a logistics hub. Specialized companies offer
all box-related services, whether repair or storage of empty containers or handling of
project and heavy cargo. The container holding provided a central organisation for the
activities of HHLA Group’s largest segment.20 Since 1992 HHLA also operates through its
Polish subsidiary Polzug Intermodal and the company uses Terminal Hub located in
Poznań.21
Technical data of container terminals of the Port of Hamburg
Specification
Area
Length
of
Container
EUROGATE
Container
Container
Terminal
Container
Terminal
Terminal
Burchardkai
Terminal
Altenwerder Tollerort (CTT)
(CTB)
Hamburg (CTH)
(CTA)
1.4 km²
1.4 km²
1 km²
0,6 km²
2850m
2080m
1400m
1240m
10
6
4
4
quay wall
Berths (No)
20
http://hhla.de/en/container.html
21
http://hhla.de/en/intermodal/polzug.html
27
Max draught
15,2 m
16,1
16,7
15,2
Gantry cranes
30
23
15
12
Straddle-
120
140
84
59
16
8
carriers
Gate
19 lanes
Clearance
53 Lkw
in yard
36
lanes
Rail-mounted
4
4
3
8
7
5
Track length
700m
700m
700 m
Reefer
1200
2000
320
gantry
for
crane
railway
operation
Number
of
rails
connections
Source: http://hhla.de/en/container/ctb/technical-data.html
The Container Terminal Tollerort (CTT) - provides four berths equipped with 12 container
gantries and can handle post-Panamax size ships. The terminal area will be expanded in
the coming years and two additional berths are to be built. CTT has its own container rail
station, which went into operation in 2008. There is 700 metres of track and three new
Transtainer cranes, which makes it possible to handle block trains quickly without
shunting.
Container Terminal Altenwerder (CTA) is recognized worldwide as state-of-the-art. The
most advanced technology and innovative EDP system ensure efficient discharging and
loading of especially large container ships. Container Terminal Altenwerder contains a
large on-dock container terminal with tracks 700 metres long. Along with the adjacent
28
Logistics Centre, this forms a compact, highly efficient container handling hub in a
confined area.
The Container Terminal Burchardkai - is the largest facility for container handling in the
Port of Hamburg. It was the first of its kind in Hamburg. Currently the terminal handles
around one third of all containers in the Port of Hamburg. With the plan of expansion and
modernization recently in progress, the terminal’s capacity will be extended.22 The new
berth 5/6 (for 18,000 TEU vessels) has just been opened.23
CTB terminal
Source: http://hhla.de/en/container/ctb/technical-data.html
The EUROGATE Container Terminal Hamburg (CTH) - is centrally located in the
Waltershofer Port with direct connection to the motorway A7. There are six large-ship
berths with 23 container cranes (of which 19 Post-Panamax) and more than 160 Van
Carriers. Germany’s largest intermodal railway terminal EUROKOMBI is located directly on
the terminal site. EUROGATE Hamburg is a founding member of the boxXpress.de train
22
http://hhla.de/en/container/ctb.html
http://www.portofhamburg.com/en/news/berth-56-inaugurated-container-terminal-burchardkai-ready18000-teu-ships
23
29
service, a system of container block trains that provides daily shuttle services from the
seaports of Bremerhaven and Hamburg to eight inland terminals in southern Germany.
EUROGATE Intermodal (EGIM) with headquarters in Hamburg offers customized intermodal
container transport by road and rail.
The EUROGATE Container Terminal Hamburg is the second largest terminal of the
EUROGATE Group in Germany. To manage the future challenges the terminal will be
expanded. By 2019, it is planned to expand EUROGATE Container Terminal Hamburg by 38
hectares of terminal area and 1,059 quay wall in the direction of Elbe/Bubendey-Ufer (so
called “Western Extension”). The existing turning circle is to be increased from 480 m to
600 m. As a consequence the handling capacity will increase from 4.1 million TEUs today to
6 million TEUs in total.
EUROGATE Terminal - Port of Hamburg
Source: http://www.hafen-hamburg.de/en/terminal/eurogate-container-terminal-hamburg-gmbh
Unifeeder is consolidating its short-sea operations through EUROGATE’s container terminal
in the Port of Hamburg. Earlier Unifeeder used to call at four container terminals in
Hamburg: apart from EUROGATE, also at HHLA’s Altenwerder, Burchardkai and Tollerort.
The intension of Unifeeder is to extend the partnership with EUROGATE to other locations.
30
In the next few years the company hopes to achieve growth together with EUROGATE as a
short-sea hub in Hamburg.
Hinterland connections
Hamburg has excellent links to the continental railway network and hence environmentally
friendly hinterland connections. Already, 42% of the total cargo volumes handled (tonnes)
in the Port of Hamburg is moved on the efficient track network of the port railway and
cross-regional networks (measured in TEU railway’s share was 39% in 2013). Around one
third of the hinterland cargo moved through Hamburg stays in the area of the metropolitan
region of Hamburg as locally bound cargo.
With regard to Baltic Sea-bound traffic it may be said that the number of direct calls
replacing feeder services, which rose due to the crisis, has not had any significant market
effect. In the medium term the potential for direct calls may level out at about 600
thousand TEU, which roughly equals one direct service per each large shipping company
and/or shipping line alliance24.
Hinterland connections of the Port of Hamburg
Source: Hafen Hamburg Marketing
HHLA’s Metrans subsidiary provides highly frequent rail connections with the ports in
Hamburg, Bremerhaven and Rotterdam, in order to serve the export-oriented economies of
24
Ibidem p. 21
31
Central Europe. With inland terminals, its own locomotives and special containercarriages, the company operates high-performance hub-and-shuttle systems.
HHLA'S hinterland network
http://hhla.de/en/intermodal/hinterland-network.html
In June 2014, the HHLA subsidiary Metrans increased the frequency of its rail connections
to and from Bavaria. The shuttle trains now travel between the Port of Hamburg and
Bavaria eleven times a week, instead of the previous nine. In Bavaria, Metrans regularly
serves the metropolitan regions of Nuremberg and Munich25.
Economic impact of the port
The regional cooperation along the Lower Elbe enables the distribution of tasks among
ports and opens opportunities to present a more powerful front. In 2013 the port supported
25
HHLA Sustainability Report 2013
32
151 thousand jobs in the entire metropolitan region. This is equivalent to 11.8% of the
labour force. Approximately every 8th job in Hamburg is generated by economic activities
that are in some way related to the Port of Hamburg. Jobs supported by the Port of
Hamburg employ about 260 thousand people in all of Germany26.
The macro-economic impact of the Port of Hamburg is closely linked to container handling
both in terms of quality and quantity. Container handling shows the most dynamic growth
of all cargo categories and has the biggest impact by far in terms of job and value
creation.
Besides two large container handling operators, around 500 single companies are based in
the Port of Hamburg. Other important businesses are renowned industrial firms from the
energy, raw materials, drive technology, shipbuilding, mechanical engineering and
fertiliser industry. Numerous service providers, e.g. ship chandlers, certification agencies,
ship financing companies or insurers and lawyers are also based in the city or metropolitan
region and their turnover depends to a large degree on the Port of Hamburg. The
manufacturing port industry and port-related trades provide a particularly high percentage
of commercial and industrial jobs. Activities span the entire range, from simple manual
work all the way to highly specialised industrial work, allowing the rather service-oriented
labour market of the metropolitan region to branch out into the commercial and industrial
sector27.
The HPA’s dialogue process is involving the relevant associations of the port and transport
industry, environmental associations, trade unions as well as the chamber of commerce
and Lower Elbe ports, central topics of port development were discussed in the presence
of experts. The aim is to identify the interests and requirements of businesses and
associations early on and thus gather ideas to develop a market oriented and future
oriented port strategy.
Port dialogue were held revolving around the subsequent topics:
26

Factors with an impact on successful port development

Forecast of (handling) potential and its implication

Land strategy and CTS

Transport planning, hinterland connections and modal split.
Hamburg is staying on Course – the Hamburg Port Development Plan to 2025. Hamburg Port Authority,
October 2012, p. 9.
27
ibidem
33
In 2010 the port generated, directly and indirectly, a gross domestic product of € 12.6
billion which roughly equals 14% of overall gross value creation in Hamburg. Moreover, the
port contributed about € 750 million in income tax and corporate tax to the budget of the
city of Hamburg in 2010.
The estimated annual gross value creation of the Port of Hamburg is about € 1.5 billion for
the metropolitan region, excluding Hamburg, and for the remaining federal territory about
€ 6.5 billion. In 2010 the port generated a total of € 20.6 billion in income. This underpins
the national importance of the Port of Hamburg. Getting more port-related industry to
settle in Hamburg could considerably increase value creation.
Socio-economic impact of the Port of Hamburg in 201028:

261 thousand jobs including 132 thousand Free and Hanseatic City of Hamburg and
22 thousand metropolitan region

20,6 billion Euro added value of which: 12,6 billion Euro Free and Hanseatic City of
Hamburg, 1,5 billion Euro metropolitan region, 65 billion Euro rest of Germany,

751 million Euro tax revenues for Hamburg
The Port of Hamburg is a central cargo delivery and distribution - a hub. As such, the port
attracts ever more cargo volumes, which in turn leads to positive economies of scale and
more efficient logistics services. This, combined with the port’s efficient connections to
international trade routes and hinterland particularly benefits the German export-oriented
industry.
2.2 Port of Hamburg development strategy
Recently elaborated Port Development Plan provides the strategic foundation to maintain
the market position of the port. The strategic port planning horizon extends up until 2025
as the times of infrastructure projects are long29. As stated in the Port development plan,
the professional and political exchange between the public parties involved is beneficial
and should be continued and advanced, in particular with regard to spatial interfaces to
the city, transport political issues, aspects of land use and ecological aspects of the ports.
In port development the Senate of Hamburg pursues the subsequent strategic guidelines.
28
29
Source: HPA
Hamburg is staying on Course – the Hamburg Port Development Plan to 2025. Hamburg Port Authority, October 2012.
34
The previous Port Development Plan was published in 2005, however from that time the
world maritime industry went through severe twists and turns, which had serious negative
consequences for the global economy and trade in the ports. Port development plans are
presented at regular intervals to enable the Senate of Hamburg to prepare a compact
economic and political action programme. The Port Development Plan outlines the key
elements of the future port profile. Apart from land strategy, a special focus lies on
modernising the transport infrastructure – road, rail and waterways.
The Port of Hamburg was the source of Euro 750 million of tax revenues in 2010,
representing more than one-twelfth of total tax income of the Free and Hanseatic City of
Hamburg. It therefore the base for all major development projects in the city and provides
the financial means for investments in two main urban development projects: the
HafenCity Project and the Leap across the Elbe Project. The Port Development Plans are
published by the Senate about once every five years and contain components that inform
the development of the main short and mid-term policy measures for the Port of Hamburg.
The plans are policy papers, that include strategic goals and benchmarks as well as more
general policy issues and corridors that may be considered in the future. The plan also
serves as part of the corporate strategy for the Hamburg Port Authority, which is a
government agency. In addition to making business goals concrete (e.g. for container
transhipments) and addressing future infrastructure policy measures (e.g. accessibility,
hinterland connectivity, river dredging) certain parts of the report include activities at the
interface of urban development and port business.
The plan also includes future tasks for the port and city to jointly address the problems
and demands of the port’s periphery. In this capacity, the port can be promoted to as both
a place of materials handling and movement, but also an accessible and enjoyable part of
the city .
A new chapter of port-city relationships in Hamburg was opened up with the HafenCity
project, which brings major parts of the inner city back to the waterfront. The HafenCity,
stretching about a gross area of 157 hectares, will provide 2.3 million square metres of
gross floor space on a land surface of 126 hectares, hosting about 45 thousand work places
and about 5800 apartments. The project is expected to involve private investments of
about Euro 7 billion, based on public investments of about Euro 2 billion.
The project represents one of the biggest and most ambitious urban redevelopments
currently underway in Europe. The project has already attracted great attention from
experts and the public. The spatial extent of the project and its urban design, urban
ecology, social mix and urban planning goals makes the HafenCity project an example of
transformation of an old port, warehouse and industrial area into a new urban quarter.
35
The establishment of modern urban quarters adds about 40% more space to the existing
area of Hamburg’s inner city. However, the provision of this surplus of urban space is often
associated with, or made possible by, a spatial shift of commercial and industrial land uses
towards other urban or even non-urban areas situated in the metropolitan periphery or (as
is the case in the HafenCity) in port neighbourhoods. Corporate headquarters, such as the
Unilever building, aim to profit from the HafenCity’s centrality and attractiveness; its
location and urban setting are projected to offer a benefit for companies seeking highly
qualified staff.
Despite major revisions to planning regulations and contractual requirements to avoid
potential legal battles, the evidence to support building of upscale residential quarters in
proximity and busy port areas is considered.
In addition to HafenCity, a second major port-city development project is ongoing: the
Leap across the Elbe” project. Hamburg is to improve urban development conditions in
disadvantaged southern areas of the city. If port businesses make way for urban
development, a potential result of the project, the port community could claim
compensation for allowing port development in other areas of the city. Overall goals are
pursued through rather informal and creative activities, including laboratories and
workshops, various forms of citizen involvement, building and architecture-related
processes and searches for innovative solutions for building, housing and other related
problems.
The management of transport flows into and out of the port is an increasing challenge.
Hamburg has the relative advantage of being European largest hub for hinterland container
transport by railway, with about a 42% modal share of rail at all port traffic. However,
existing infrastructure, particularly in terms of road and tends to be at its limit, and
existing features, such as the Köhlbrand Bridge, spanning over the port require certain
investments for maintenance.30 The same applies to the Kiel Canal, which connects the
North Sea and the Baltic Sea and is key to maintaining the role of Hamburg as an interface
between Asia and eastern Europe/Russia.
In order to combat congestion and to improve the connectivity of the port, diverse master
plans have been set in place by HPA and city departments jointly with transport operators.
Examples of these plans include the rail transport master plan (as of 2008, jointly
developed by HPA and Deutsche Bahn AG with port and transport firms, the Ministry of
Urban Development and the Environment and the Association of Corporations in the Port of
30
http://www.hamburg.de/contentblob/3472758/data/oecd-studie-zum-hamburger-hafen.pdf
36
Hamburg), the waterways master plan (as of May 2009) and the road transport master plan
(as of September 2010).
Even more than in other areas of public policy, infrastructure provision concerning trunk
roads, canals, motorways and railways affects at least state and federal budgets and
appears rather complex in governance terms. The central government has a critical role to
play in infrastructure planning. In Germany, the federal government is responsible for
large-scale infrastructure financing, particularly in the context of the Federal Transport
Infrastructure Plan. This programme includes all major transport modes and the provision
of hinterland connections from and into major seaports (such as Hamburg and Bremen).
Besides formal responsibilities and action, the federal government is also increasingly
engaged in promoting the national maritime services, industries and developed a national
framework concept for seaports and inland ports. This national framework focuses on the
German seaports, in particular the Port of Hamburg. However, this concept tends to be
rather informal (the same applies to the so-called “Maritime Co-ordination” taken over by
the federal government). Such activities may assist in providing a beneficiary business
climate, yet might not determine the “hard” agendas of policy making.
Hamburg is now undergoing a process called “port regionalisation”, which is a spatial shift
of terminals, distribution centres and port-related developments towards the southern
hinterland of the main port. Thanks to convenient location advantage, a relatively cheap,
accessible locations concepts like “dry ports” (inland ports) are becoming the subject of
interest also in Hamburg. Since land resources are scarce but still essential for the port
and logistics businesses, economic development in Hamburg is seeking increased land
productivity and new locations to ensure the efficiency of maritime transport chains, and
thus strengthened competitiveness of the port. City planning administration of Hamburg
has revealed that the there is a high demand for commercial space for logistics purposes in
the city. In recent years, the average annual demand for land generated by logistics firms
was estimated at about 20 hectares. In the nearest future the demand is expected to reach
19 hectares per year in the port, 17 hectares per year within other parts of the City of
Hamburg and an additional four hectares per year in the suburbs. That is the main reason
of a more efficient use of land in the port, both by raising productivities and by
rearranging land uses. The district of Hamburg not only is characterised by the strongest
growth rates of employment and related future expectations within the metropolitan area,
but also by the highest amount of commercial space available in close vicinity to the City
of Hamburg and thus to the port.
37
Sub-national governments are essential for port-city relationships, have important
responsibilities for land use, infrastructure and the built environment. Co-ordination of
these issues is streamlined in Hamburg because it governs as a city-state. However, the
relatively small size of the city-state requires pursuit adequate action with its neighbour
states: Schleswig-Holstein and Lower Saxony. The Hamburg metropolitan region consists of
12 districts, in addition to the city-state of Hamburg. A joint planning framework of
Hamburg and the neighbouring states is placed on a co-ordinated development of
settlements, land use, green space and infrastructure. However, the most binding
decisions concerning land use and building codes are still being made at the local level,
and, in most cases, are driven by the desire of municipalities to attract corporate
investments. Rising transport volumes, the increasing demand for commercial space, and a
renewed interest of local officials in developing their commune towards a “logistics
region”, there is both rising development interest and an upcoming claim in co-ordinating
the developments through planning and governance. This is currently more important, as
the modern seaport is no longer based on fixed local assets and thus no longer spatially
embedded, but increasingly subject to policies of flows and an enhanced locational
mobility.
38
Conclusions and recommendations
Historically ports and cities have been strongly linked, but in recent years the link between
port and city growth has become generally weaker. Nowadays large ports are often playing
role of transport-logistic centers which is visible in the case of most Northern Sea and
Baltic ports. Development strategies of both Hamburg and Gothenburg stress importance of
tight co-operation between port and city and involvement of private sector which allows to
offer
various port services and provides stable market based on own resources. Many
economic benefits are associated with well - functioning ports. Economic benefits often
spill over to other regions, whereas negative impacts are localised in the port-city. In case
of Hamburg and Goteborg the port and urban growth go hand in hand.
Three main models exist for cities to achieve additional benefits from their ports:

maritime services clusters (which try to attract high value added services related to
the maritime industry, such as maritime consulting, finance, law and engineering
services)

industrial development (traditionally it has taken place because many industries are
interested in being close to imported resources and consumer

port-related waterfront development (aimed on capitalising on port and maritime
heritage and transforming this into a source of urban growth).
Both ports- Goteborg and Hamburg are crucial for the regional and local economy, however
Hamburg’s scale of activity is more global range. Both ports generate large number of job
opportunities through logistics operations and establishment of companies within the port
catchment area. Analysed ports have structure management similar to the majority of
largest ports in Europe. The GPA is wholly owned by City of Goteborg thus the local
authority defines tasks of port authority, which is the owner of port infrastructure.
Well-functioning ports play vital role in lowering the costs of trade, generating value
added and employment and attract certain economic sectors. One tonne of port
throughput is on average associated with USD 100 of economic value added, and an
increase of one million tonnes of port throughput is associated with an increase in
employment in the port region of 300 jobs in the short term.31 Moreover, ports are
associated with innovation in port - related sectors. However, a lot of these benefits from
31
http://www.porttechnology.org/images/uploads/technical_papers/OECD_PT59_LR.pdf
39
ports spill over to other regions, numerous companies other regions also benefit from
efficient ports when exporting and importing, and links with other sectors mostly take
place outside the port region. Less than 5% of the economic linkages with suppliers take
place in the port or the port - region, with a larger share in the main economic centre of
the country, which could be relatively far away from the port, e.g. Bavaria and Baden Württemberg for the port of Hamburg.
The port needs to be competitive in order to ensure benefits for the city from port’s
activity. Environmental policies and incentive schemes can lead to reducing negative
environmental impacts, transport policies in and around ports help mitigating congestion.
For the city the key issue is: how to get more local value for money out of ports.
A range of policy instruments is applied the above mentioned strategic orientations,
including: incentive schemes, training and education, platform organisations and
knowledge transfer schemes to attract high value added companies that could make the
city an international maritime services centre. Hamburg and Goteborg are a good example
of pro-active policies in this regard. In line with industrial development on port sites many
initiatives have emerged that position the port as a site for industrial ecology (especially
Goteborg).
Master planning and financial mechanisms for redevelopment have been applied to
waterfronts in order to create areas with interesting mixes of functions, and somehow still
connected to port functions. In increasing port-city performance the adequate public
policies should be elaborated and applied.
Regarding Goteborg and Hamburg in the overall policy including the effectiveness of port
policies, transport policies and policies stimulating other fields of activity (universitybusiness cooperation, training, etc.) clearly prove that more active policies have a positive
influence on performance. However policy design and implementation relies in most cases
on common sense of port authorities rather than administrative or academic insights.
Also the wealth of many hinterland metropolitan areas strongly dependent on the quality
of the connection with ports, which is the case of Goteborg as well as Hamburg.
As mentioned above, the link between port and city growth has become weaker since the
urban population growth is no more among the main determinants of port growth. The
port’s growth also depends on GDP per capita, the growth of external trade and the
resource intensity of production. Generally it can be stated that port volume growth is
steeper than the GDP per capita growth and external trade growth. In addition, the
container growth rate depends on the containerisation rate of cargo traffic, which has
40
dramatically increased over the recent decades with an increasing share of freight being
transported by containers. Both Hamburg and Goteborg are confirming this statement.
Hamburg can be considered as a major port-city with urban functions substantially
interrelated with port functions. In the case of Goteborg the city functions prevail on the
port activities despite the significance of maritime industry.
The main challenge of those port-cities is the development of new port sites, including
modern container terminals. The main problem is space constraints and congestion and
adequate capacity of the port/terminals requiring infrastructure investments and
sometime relocation of port sites . There is question how ports can continue to add value
to port-city and foster the prosperity and well-being currently required by the city.
Hamburg and Goteborg can provide for a rich source of experiences and examples to
compare and draw lessons from. There are still ways of improving the impact of ports on
the cities, especially when it comes to impacts related to economic benefits. Future
developments could pose additional challenges to policies. There are various economic
benefits from ports and Goteborg and Hamburg are no exception. They play an essential
role in global supply chains, and as such, they facilitate the trade between port, regions
and countries. Ports also provide value added through the economic activities that they
and the companies related to ports perform. This economic value translates into port
related employment. Also ports form a sort of a spatial clusters for innovation, research
and development. Port activity should be the source of benefits for the city, but also the
port needs to be supported and properly recognised in the city policy. Value added
creation by ports and port related industries can be of a valuable economic significance.
Changing dynamics in maritime transport, along with the expected growth in containerised
port throughput and inland-bound traffic, will put significant pressure on governments,
local municipalities and port and terminal owners/operators to provide the required
capacity and infrastructure to support this growth. Developers and investors are aware of
investing conditions in and around port locations but also recognise that, in a changing and
more competitive port landscape, some ports are better positioned to win than others.
Both ports’ primary function is to strengthen the countries’ trade and create the
competitive advantage while local impact has also its significance (direct and indirect
employment). Analysed ports have elaborated long term development strategies in cooperation with local/regional authorities and stakeholders. They are introducing innovative
logistic solutions, for example like Goteborg’s Railport concept, or Hamburg’s HHLA porthinterland connections. Logistics features will drive new opportunities for port
owners/operators, cargo owners, real estate developers and investors.
41
It is still hard to find line between functioning of port and the city. It means that urban
environment affects all decisions on ports due to consultation system. Co-existence and
joint development are the background of the structure where there is balance between
joint effect of port hinterland on functions and development of sea ports.
Not all best practices can be copied in Port of Gdansk activities. Nevertheless some
solutions can be introduced, especially those related to the co-operation model between
port and the city as well as system of port-hinterland connections.
42
Appendixes
Appendix 1
Regular services to/from Goteborg within the BSR (June 2013)
Ports
Operator
Service
Terminals
Country
Hamburg
Atlantic Container Line
A Service - ocean
Unikai
Germany
Goteborg
APTM
Sweden
Antwerp
PSA Europa
Belgium
Liverpool
RSCT
UK
US Atlantic ports
Hamburg
USA
CMA CGM
FEMEX
Eurogate, CTA, CTB
Germany
FCT Fredericia
Denmark
Aarhus
APTM-CS
Denmark
Helsingborg
Vasthamnen
Sweden
Goteborg
APTM
Sweden
ECT Delta, ECT City
Netherlands
SCT
Norway
Moss
MCT Moss
Norway
Brevik
NST
Norway
Goteborg
APMT
Sweden
Scandinavian
Shuttle
Fredericia
Rotterdam
feeder
CMA CGM
FAS
Norway
Feeder
Oslo
Hamburg
feeder
Green Feeder
Service 1
Eurogate,
CTA,
CTB,
Germany
CTT
Fredericia
feeder
FCT Fredericia
Denmark
43
Goteborg
APMT
Sweden
IBESCO-A
TCG
Spain
feeder
SOGATUS
Portugal
Lixoes
TCL
Portugal
Felixtowe
Trinity
UK
Teesport
TCT
UK
Goteborg
APMT
Sweden
Aarhus
APMT-CS
Denmark
Rotterdam
ECT EMX
Netherlands
GCT Gdynia
Poland
SSCT
UK
Bilbao
ATM
Spain
Goteborg
APMT
Sweden
AE 7
Trinity
UK
ocean
NTB
Germany
Goteborg
APMT
Sweden
Rotterdam
APMT
Netherlands
Gijon
K-Line
Lisbon
Gdynia
MacAndrews
Scan
Baltic
Service
Tilbury
Felixtowe
shortsea
Maersk Line
Bremerhaven
Asian ports
Gdansk
Asia
AE 10
DCT Gdansk
Poland
ocean
APMT-CS
Denmark
Goteborg
APMT
Sweden
Bremerhaven
NTB
Germany
Rotterdam
APMT
Netherlands
Aarhus
Asian ports
Maersk Line
Asia
44
Rotterdam
MSC
Loop 5
ECT Delta
Netherlands
feeder
MSC Gate, NTB
Germany
Goteborg
APMT
Sweden
Helsingborg
Vasthamnen
Sweden
AE 10 Eastbound
DCT Gdansk
Poland
feeder/shortsea
APMT-CS
Denmark
Goteborg
APMT
Sweden
Bremerhaven
NTB
Germany
Rotterdam
APMT
Netherlands
DSW 1
Eurogate
Germany
feeder
Eurogate, CTA, CTB
Germany
Aarhus
APMT-CS
Denmark
Goteborg
APMT
Sweden
Helsingborg
Vasthamnen
Sweden
Copenhagen
CCT
Denmark
NOR 2
Eurogate, CTA, CTB
Germany
feeder
Eurogate
Germany
Goteborg
APMT
Sweden
Oslo
SCT, OCT
Norway
Brevik
NTB
Norway
Bremerhaven
Gdansk
Seago Line
Aarhus
with Maersk Line
Bremerhaven
Team Lines
Hamburg
(CMP)
Hamburg
Team Lines
Bremerhaven
Hamburg
Unifeeder
Norway Service 2
Eurogate,
CTA,
CTB,
Germany
CTT
Bremerhaven
Oslo
feeder/shortsea
Eurogate, NTB
Germany
OCT
Norway
45
Frederikstad
FCT Frederikstad
Norway
Goteborg
APMT
Sweden
APMT, ECT Delta, ECT
Netherlands
Rotterdam
Unifeeder
Norway Service 4
City, ECT EMX, RST,
Uniport
Goteborg
APMT
Sweden
Frederikstad
FCT Frederikstad
Norway
Larvik
LCT
Norway
Hamburg
feeder/shortsea
Unifeeder
Scandinavia-
Eurogate,
Germany 1
CTT
feeder/shortsea
Eurogate, NTB
Germany
Goteborg
APMT
Sweden
Helsingborg
Vasthamnen
Sweden
Eurogate, NTB
Germany
Bremerhaven
Bremerhaven
Unifeeder
Scandinavian
CTA,
CTB,
Germany
Service 1
Hamburg
feeder/shortsea
Eurogate,
CTA,
CTB,
Germany
CTT
Aarhus
APMT-CS
Denmark
Malmo (CMP)
NH
Sweden
Goteborg
APMT
Sweden
Helsingborg
Vasthamnen
Sweden
APMT, ECT Delta, ECT
Netherlands
Rotterdam
X-Press Feeders
Aalborg
Gothenburg
X-
City, ECT EMX, RST
Press
Aalborg
feeder
Goteborg
Goteborg
X-Press Feeders
BilbaoGothebburg
ACT
Denmark
APMT
Sweden
APMT
Sweden
X-
46
_Press
Rotterdam
feeder
ECT Delta, ECT, ECT
Netherlands
EMX
Gijon
TCG
Spain
Bilbao
ATM
Spain
Le Havre
CNMP Atlantique
France
Rotterdam
ECT Delta, ECT, ECT
Netherlands
EMX
Source: Own compilation based on Baltic Container Yearbook 2013/2014
47
Appendix 2
Regular container/kombi trains to/from Goteborg
Operator
Service
City
Rail terminal
Country
CargoNet
Goteborg-Oslo
Goteborg
Port Goteborg Rail
Sweden
Terminal
combi
Oslo
Alnabru
Norway
Combiterminal
CFL cargo Sverige
Goteborg-Ahus
Goteborg
Port Goteborg Rail
Sweden
Terminal
CFL cargo Sverige
container
Ahus
ACT
Sweden
Goteborg-Karstad
Goteborg
Port Goteborg Rail
Sweden
Terminal
container
Karstad
Vanerexpressen
Sweden
Terminal
CFL cargo Sverige
Goteborg-Vaggeryd
Goteborg
Port Goteborg Rail
Sweden
Terminal
Green Cargo
container
Vaggeryd
VLC
Sweden
Goteborg-Drammen
Goteborg
Port Goteborg Rail
Sweden
Terminal
container
Drammen
Port Drammen Rail
Norway
Terminal
Uddevalla
Port Uddevalla Rail
Sweden
Terminal
Oslo
Alnabru
Norway
Combiterminal
Green Cargo
Goteborg-Hallsberg
Goteborg
Port Goteborg Rail
Sweden
Terminal
Green Cargo
container
Hallsberg
Hallsberg Terminal
Sweden
Goteborg-Nasjo
Goteborg
Port Goteborg Rail
Sweden
48
Terminal
Green Cargo
container
Nasjo
Gamlarp
Sweden
Goteborg-Norrkoping
Goteborg
Port Goteborg Rail
Sweden
Terminal
container
Green Cargo
Goteborg-Trelleborg
Hallsberg
Hallsberg Terminal
Sweden
Norrkoping
Pampus
Sweden
Goteborg
Port Goteborg Rail
Sweden
Terminal
kombi
Varberg
Port Varberg Rail
Sweden
Terminal
Halmstad
Port Halmstad Rail
Sweden
Terminal
Malmo
Mertz
Trelleborg
Port
Sweden
Trelleborg
Sweden
Rail TerminalSw
Insjoexpressen
Goteborg-Insjon
Goteborg
Port Goteborg Rail
Sweden
Terminal
Intercontainer
West Coast Shuttle
Insjon
Insjoterminal
Sweden
Sundsvall
Sundsvall
Sweden
Kombiterminal
kombi
Goteborg
APMT,
Alvsborg
Sweden
Helsingborg
Sweden
Ro/ro
Helsingborg
Port
Rail Terminal
Intercontainer
Sundsvall Shuttle
Malmo
CargoNet Terminal
Sweden
Goteborg
APMT,
Sweden
Alvsborg
Ro/ro
kombi
Sundsvall
Sundsvall
Sweden
Kombiterminal
49
Malarpendeln
Goteborg-Hallefors-
Goteborg
Vasteras
container
Port Goteborg Rail
Sweden
Terminal
Hallefors
Malarpendeln
Sweden
Terminal
Vasteras
Vasteras
Sweden
Kombiterminal
Malarpendeln
Goteborg-Kristinenhamn
Goteborg
Port Goteborg Rail
Sweden
Terminal
container
Kristinenhamn
Malarpendeln
Sweden
Terminal
SCT Transport/Tagfrakt
Goteborg-Gavle
Goteborg
Port Goteborg Rail
Sweden
Terminal
container
Gavle
Granudden
Sweden
Kombiterminal
SCT Transport/Tagfrakt
Goteborg-Jonkoping
Goteborg
Port Goteborg Rail
Sweden
Terminal
SCT Transport/Tagfrakt
container
Jonkoping
Jonkoping Solasen
Sweden
Goteborg-Eskilstuna
Goteborg
Port Goteborg Rail
Sweden
Terminal
container
Eskilstuna
Eskilstuna
Sweden
Kombiterminal
Svens Logistikpartner
Goteborg-Vaggeryg
Goteborg
Port Goteborg Rail
Sweden
Terminal
TM Rail
container
Vaggeryg
VLC
Sweden
Goteborg-Orebro
Goteborg
Port Goteborg Rail
Sweden
Terminal
container
Orebro
Orebro
Sweden
Kombiterminal
TM Rail
Goteborg-Stockholm
Goteborg
Port Goteborg Rail
Sweden
Terminal
50
TM Rail
container
Stockholm
Astra
Sweden
Goteborg-Falkoping
Goteborg
Port Goteborg Rail
Sweden
Terminal
container
Falkoping
Falkoping
Sweden
Intermodal
Terminal
Vanerexpressen
Goteborg-Karlstad
Goteborg
Port Goteborg Rail
Sweden
Terminal
container
Karlstad
Vanerexpressen
Sweden
Terminal
Source: Own compilation based on Baltic Container Yearbook 2013/2014
51
Appendix 3
Regular services to/from Hamburg within the BSR (June 2013)
Ports
Service
Operator
Bremerhaven
Poland Express (PEX)
Hamburg
feeder (offered also
as G6
APL
Terminals
Country
Eurogate, CTA, CTB
Germany
CTA
Germany
BCT Gdynia, GCT Gdynia
Poland
Unikai
Germany
Goteborg
APTM
Sweden
Antwerp
PSA Europa
Belgium
Liverpool
RSCT
UK
Gdynia
Hamburg
A Service - ocean
Atlantic
Container Line
US Atlantic ports
Hamburg
USA
FAS Baltic Feeder
CMA CGM
Eurogate, CTA, CTB
Germany
Kotka
Finland
Vuosaari
Finland
Eurogate, CTA, CTB
Germany
Eurogate
Germany
GCT Gdynia
Poland
Eurogate, CTA, CTB
Germany
FCT Fredericia
Denmark
Copenhagen
(CMP)
CCT
Denmark
Halmstad
Kattegat
Sweden
Szczecin
DB Port
Poland
Eurogate, CTA, CTB
Germany
MD
Russia
Eurogate, CTA, CTB
Germany
FCT Fredericia
Denmark
Aarhus
APTM-CS
Denmark
Helsingborg
Vasthamnen
Sweden
Goteborg
APTM
Sweden
PSA CHZ
Belgium
KSCP
Russia
Norrkoping
Pampus
Sweden
Rauma
Euroports
Finland
(loop 1)
Kotka
feeder
Helsinki
Hamburg
FAS Baltic
(loop 2)
Bremerhaven
feeder
Feeder
CMA CGM
Gdynia
Hamburg
FASDanbot Feeder 1
Fredericia
feeder
Hamburg
FASDanbot Feeder 1
St. Petersburg
feeder
Hamburg
FEMEX Scandinavian
Shuttle
Fredericia
feeder
Zeebrugge
FAS
Feeder
Kaliningrad
feeder
Kaliningrad
CMA CGM
CMA CGM
CMA CGM
CMA CGM
52
Gavle
GCT Gavle
Sweden
Hamburg
Eurogate, CTA, CTB
Germany
Eurogate, CTA, CTB
Germany
GTK
Poland
KCT Klaipeda
Lithuania
ECT Delta, ECT City, Uniport
Netherlands
Hamburg
FAS Klaipeda Feeder
Gdansk
feeder
CMA CGM
Klaipeda
Rotterdam
St.
Shuttle
Petersburg
CMA CGM
Hamburg
Service C
Eurogate, CTA, CTB
Germany
Tallinn
feeder
MCT
Estonia
FCT, PLP
Russia
PSA CHZ
Belgium
St. Petersburg
Zeebrugge
St.
Shuttle
Rotterdam
Service D
ECT Delta, ECT City, Uniport
Netherlands
Hamburg
feeder
Eurogate, CTA, CTB
Germany
Ust-Luga
ULCT
Russia
St. Petersburg
FCT, PLP
Russia
Eurogate, CTA, CTB
Germany
CTF
Sweden
BCT Riga, RCT Riga
Latvia
Vuosaari
Finland
MD
Russia
Rotterdam
RST
Netherlands
Hamburg
Buss Hansa, CTA
Germany
Aarhus
APMT-CS
Denmark
Vuosaari
Finland
MD
Russia
Aarhus
APMT-CS
Denmark
Hamburg
Buss Hansa, CTA
Germany
ECT Delta, Uniport
Netherlands
Buss Hansa, CTA
Germany
PLP,CTSP,FCT,MD,NMT
Russia
Eurogate, CTT
Germany
PLP, FCT
Russia
Kotka
Finland
Eurogate, CTA, CTB, CTT
Germany
FCT Fredericia
Denmark
APMT
Sweden
Eurogate, CTA, CTB, CTT
Germany
CCT
Denmark
Hamburg
FAS Riga
Feeder
Stockholm
feeder
Petersburg
Klaipeda
CMA CGM
CMA CGM
Riga
Helsinki
Loop 4
St. Petersburg
shortsea
Helsinki
Loop 5
St. Petersburg
shortsea
Rotterdam
Loop 2
Hamburg
shortsea
Containerships
Containerships
Delta
Lines
Shipping
St. Petersburg
Hamburg
Russia
Finland
Service (RFS)
St. Petersburg
feeder/short sea
Green Alliance
Kotka
Hamburg
Service 1
Fredericia
feeder
Green Feeder
Goteborg
Hamburg
Service 2
Copenhagen
(CMP)
feeder
Green Feeder
53
Helsingborg
Vasthamnen
Sweden
Aarhus
APMT-CS
Denmark
Hacklin
Finland
C. Steinveg, Eurogate, CTA,
CTB
Germany
Eurogate
Germany
CTA, CTB
Germany
Gdynia
GCT Gdynia
Poland
St. Petersburg
FCT, PLP
Russia
Helsinki
Vuosaari
Finland
CTA, CTB
Germany
Eurogate
Germany
Riga
RUT
Latvia
Tallinn
MCT
Estonia
Klaipeda
KCT Klaipeda
Lithuania
Eurogate
Germany
CTA, CTB
Germany
Eurogate
Germany
CTA, CTB
Germany
Ust-Luga
ULCT
Russia
St. Petersburg
FCT, PLP
Russia
Kotka
Kotka
Finland
Rauma
Euroports
Finland
Gavle
GCT Gavle
Sweden
PLP
Russia
NTB
Germany
Rotterdam
APMT
Netherlands
Antwerp
PSA Deurganck
Belgium
Pori
Pori Hamburg
Hamburg
feeder/short sea
Bremerhaven
Russia
Expressw
Service (REX)
Hamburg
feeder
Hamburg
Baltic
(UFE/BSF)
Bremerhaven
feeder
Hacklin
Seatrans
Feeder
Bremerhaven
Gothenburg
Service
Hamburg
(UFE/BSF), feeder
Bremerhaven
Finland Express (FIX)
Hamburg
feeder
St. Petersburg
ECUBEX
Bremerhaven
ocean
Express
Hapag-Lloyd
Hapag-Lloyd
Hapag-Lloyd
Hapag-Lloyd
Maersk Line
Mediterranean
ports
Mediterranean
Hamburg
Eurogate
Germany
CTB
Germany
Eurogate
Germany
KSCP
Russia
ECT Delta
Netherlands
PSA Noordzee
Belgium
St. Petersburg
FCT, PLP
Russia
Gdynia
BCT Gdynia
Poland
Hamburg
CTA, CTB
Germany
Hamburg
Service 1
Bremerhaven
feeder/shortsea
Mann Lines
Kaliningrad
Rotterdam
Scan Baltic Express 1
(SBX1)
Antwerp
feeder
OOCL
54
Hamburg
Scan Baltic Express 2
(SBX2)
St. Petersburg
feeder
CTA, CTB
Germany
FCT, PLP
Russia
Ust-Luga
ULCT
Russia
Helsinki
Finnsteve
Finland
Rauma
Euroports
Finland
ECT Delta, ECT EMX, Uniport
Netherlands
C. steinweg, Eurogate, CTA,
CTB
Germany
Tallinn
MCT
Estonia
St. Petersburg
PLP, NMT, CTSP, RFT
Russia
ECT Delta, ECT EMX, Uniport
Netherlands
C. steinweg, Eurogate, CTA,
CTB
Germany
APMT
Netherlands
Eurogate
Germany
Bremerhaven
NTB
Germany
St. Petersburg
PLP
Russia
ECT City, ECT Delta
Netherlands
Buss Hansa, Eurogate, CTA,
CTB, CTT
Germany
PLP, FCT
Russia
Eurogate
Germany
Eurogate, CTA, CTB
Germany
Aarhus
APMT-CS
Denmark
Goteborg
APMT
Sweden
Helsingborg
Vasthamnen
Sweden
Copenhagen
(CMP)
CCT
Denmark
Eurogate, CTA, CTB
Germany
Kotka
Finland
Vuosaari
Finland
Eurogate, CTA, CTB
Germany
Eurogate
Germany
Goteborg
APMT
Sweden
Oslo
SCT, OCT
Norway
Brevik
NTB
Norway
Eurogate, CTA, CTB
Germany
BTC Gdynia, GTC Gdynia
Poland
Eurogate
Germany
Rotterdam
Rotterdam-HamburgSt. Petersburg
Hamburg
feeder/shortsea
Rotterdam
Rotterdam-HamburgSt. Petersburg
Hamburg
feeder/shortsea
Rotterdam
ECUBEX Westbound
Hamburg
feeder/shortsea with
Maersk Line
Rotterdam
Rotterdam-St.
Petersburg
Hamburg
feeder/shortsea
OOCL
Sea Connect
Sea Connect
Seago Line
Swan Container
Line
St. Petersburg
Bremerhaven
DSW 1
Hamburg
feeder
Hamburg
FIN 2
Kotka
feeder
Team Lines
Team Lines
Helsinki
Hamburg
NOR 2
Bremerhaven
feeder
Hamburg
POL 3
Gdynia
feeder
Bremerhaven
RUS 1
Team Lines
Team Lines
Team Lines
55
Hamburg
feeder
Eurogate, CTA, CTB
Germany
Ust-Luga
ULCT
Russia
St. Petersburg
FCT, PLP
Russia
Helsinki
Vuosaari
Finland
Rauma
Euroports
Finland
Eurogate, CTA, CTB
Germany
FCT, PLP
Russia
GCT Gavle
Sweden
Eurogate, CTA, CTB
Germany
KCT Klaipeda
Lithuania
St. Petersburg
FCT, PLP
Russia
Kotka
Kotka
Finland
Eurogate
Germany
Eurogate, CTA, CTB
Germany
Stockholm
CTF
Sweden
Norrkoping
Pampus
Sweden
Ahus
ACT
Sweden
RCT Raahe
Finland
Oritkari
Finland
Tornio
Roytta
Finland
Kemi
Ajos
Finland
Hamburg
Eurogate, CTA, CTB, CTT
Germany
Bremerhaven
Eurogate
Germany
Sydhamnen
Sweden
SSAB
Sweden
Ahus
ACT
Sweden
Hamburg
Eurogate, CTA, CTB, CTT
Germany
Bremerhaven
Eurogate
Germany
Eurogate
Germany
Eurogate, CTA, CTB, CTT
Germany
Sodertalje
Sydhamnen
Sweden
Vasteras
VH
Sweden
Eurogate, CTA, CTB, CTT
Germany
Eurogate, NTB
Germany
Klaipeda
KCT Klaipeda, Smelte
Lithuania
Riga
BCT Riga
Latvia
Eurogate, NTB
Germany
Eurogate, CTA, CTB, CTT
Germany
Hamburg
RUS 2
St. Petersburg
feeder
Team Lines
Gavle
Hamburg
RUS 3
Klaipeda
feeder
Bremerhaven
SWE 1
Hamburg
feeder
Raahe
Trans
North
Oulu
feeder
Team Lines
Team Lines
Feeder
Sodertalje
Trans Feeder
South (loop 1)
Oxelosund
feeder/shortsea
Bremerhaven
Trans Feeder
South (loop 2)
Hamburg
feeder/shortsea
Line
Line
Line
Hamburg
Baltic States Service
3
Bremerhaven
feeder/shortsea
Bremerhaven
Danish Service
Hamburg
feeder/shortsea
TransAtlantic
TransAtlantic
TransAtlantic
Unifeeder
Unifeeder
56
Fredericia
FCT Fredericia
Denmark
Copenhagen
(CMP)
CCT
Denmark
Kalundborg
KCT Kalundborg
Denmark
Aarhus
APMT-CS
Denmark
Eurogate, NTB
Germany
Eurogate, CTA, CTB, CTT
Germany
Tallinn
MCT
Estonia
Kotka
Kotka
Finland
Eurogate, CTA, CTB, CTT
Germany
Eurogate, NTB
Germany
Kotka
Kotka
Finland
Rauma
Euroports
Finland
Eurogate, CTA, CTB, CTT
Germany
Eurogate, NTB
Germany
Oslo
OCT
Norway
Frederikstad
FCT Frederikstad
Norway
Goteborg
APMT
Sweden
Eurogate, CTA, CTB, CTT
Germany
Eurogate, NTB
Germany
Szczecin
DB Port
Poland
Gdynia
BCT Gdynia, GCT Gdynia
Poland
Eurogate, CTA, CTB, CTT
Germany
Eurogate, NTB
Germany
Gdynia
BCT Gdynia, GCT Gdynia
Poland
Gdansk
DCT Gdansk, GTK
Poland
Eurogate, CTA, CTB, CTT
Germany
FCT, PLP
Russia
APMT, ECT Delta, ECT City,
ECT EMX, RST, Uniport
Netherlands
APMT, ECT Delta, ECT City,
ECT EMX, RST, Uniport
Netherlands
Eurogate, CTA, CTB, CTT
Germany
Ust-Luga
ULCT
Russia
St. Petersburg
PLP
Russia
Bremerhaven
Finish Service 1
Hamburg
feeder/shortsea
Hamburg
Finish Service 2
Bremerhaven
feeder/shortsea
Hamburg
Norway Service 2
Bremerhaven
feeder/shortsea
Hamburg
Polish Service 1
Bremerhaven
feeder/shortsea
Hamburg
Polish Service 2
Bremerhaven
feeder/shortsea
Hamburg
Russia Service 1
St. Petersburg
feeder/shortsea
Unifeeder
Unifeeder
Unifeeder
Unifeeder
Unifeeder
Unifeeder
Rotterdam
Rotterdam
Russia Service 3
Hamburg
feeder/shortsea
Antwerp
Russia Service 4
Rotterdam
feeder/shortsea
Unifeeder
Unifeeder
Antwerp
Gateway,
Deurganck
PSA
Belgium
APMT, ECT Delta, ECT City,
ECT EMX, RST, Uniport
Netherlands
Ust-Luga
ULCT
Russia
St. Petersburg
FCT, PLP, CTSP
Russia
Hamburg
Eurogate, CTA, CTB, CTT
Germany
Eurogate, CTA, CTB, CTT
Germany
Hamburg
Scandinavia-Germany
Unifeeder
57
1
Bremerhaven
feeder/shortsea
Eurogate, NTB
Germany
Goteborg
APMT
Sweden
Helsingborg
Vasthamnen
Sweden
Eurogate, NTB
Germany
Eurogate, CTA, CTB, CTT
Germany
Aarhus
APMT-CS
Denmark
Malmo (CMP)
NH
Sweden
Goteborg
APMT
Sweden
Helsingborg
Vasthamnen
Sweden
Eurogate, NTB
Germany
Eurogate, CTA, CTB, CTT
Germany
Copenhagen
(CMP)
CCT
Denmark
Aarhus
APMT-CS
Denmark
Fredericia
FCT Fredericia
Denmark
Eurogate, NTB
Germany
Eurogate, CTA, CTB, CTT
Germany
Stockholm
CTF
Sweden
Helsinki
Vuosaari
Finland
Gavle
GTC Gavle
Sweden
Bremerhaven
Scandinavian Service
1
Hamburg
feeder/shortsea
Bremerhaven
Scandinavian Service
2
Hamburg
feeder/shortsea
Bremerhaven
Scandinavian Service
4
Hamburg
feeder/shortsea
Unifeeder
Unifeeder
Unifeeder
Source: Own compilation based on Baltic Container Yearbook 2013/2014
58
Appendix 4
Regular container/kombi trains to/from Hamburg
Operator
Service
City
Rail terminal
Country
Cargosped
Warszawa-Hamburg
Warszawa
Cargosped
Poland
Terminal
Kombiverker
container
Hamburg
CTT
Germany
kombi
Basel
DUSS TBWR
Switzerland
Duisburg-Hamburg
Duisburg
DUSS
Germany
Ruhrort
Hafen
Kombiverker
Kombiverker
Kombiverker
Kombiverker
kombi
Hamburg
DUSS Billwerder
Germany
Frederica-Hamburg
Frederica
Taulov
Denmark
kombi
Hamburg
DUSS Billwerder
Germany
Hamburg-Basel
Hamburg
DUSS Billwerder
Germany
kombi
Basel
DUSS TBWR
Germany
Hamburg-Frankfurt/Main
Hamburg
DUSS Billwerder
Germany
kombi
Frankfurt/Main
DUSS Frankfurt
Germany
Hamburg-Karlsruhe
Hamburg
DUSS Billwerder
Germany
kombi
Karlsruhe
Kombiverkher
Germany
Terminal
Kombiverker
Kombiverker
Kombiverker
Hamburg-Koln
Hamburg
DUSS Billwerder
Germany
kombi
Koln
DUSS Eifeltor
Germany
Hamburg-Ludswigshafen
Hamburg
DUSS Billwerder
Germany
kombi
Ludswigshafen
BASF
Germany
Hamburg-Munchen
Hamburg
DUSS Billwerder
Germany
kombi
Munchen
DUSS
Germany
Munchen-
Riem
59
Kombiverker
Kombiverker
Hamburg-Neuss
Hamburg
DUSS Billwerder
Germany
kombi
Neuss
Neuss Trimodal
Germany
Hamburg-Lovosice
Hamburg
DUSS Billwerder
Germany
kombi
Lovosice
CD-DUSS
Czech Rep.
Terminal
Kombiverker
Hamburg-Milano
Hamburg
DUSS Billwerder
Germany
kombi
Milano
Busto
Italy
Arsizio-
Gallarate
Kombiverker
Hamburg-Verona
Hamburg
DUSS Billwerder
Germany
kombi
Verona
Quadrante
Italy
Europa
Kombiverker
Kiel-Hamburg
Kiel
Ostuferhafen,
Germany
Schwedenkai
kombi
Hamburg
DUSS Billwerder
Germany
Lubeck-Hamburg
Lubeck/Travemunde
Baltic Rail Gate
Germany
kombi
Hamburg
DUSS Billwerder
Germany
Rostock-Hamburg
Rostock
Rostock Trimodal
Germany
kombi
Hamburg
DUSS Billwerder
Germany
Bre/Ham-Kutno-Moscow
Bremerhaven
NTB Eurogate
Germany
container
Hamburg
CTA,
Germany
Kombiverker
Kombiverker
PCC Intermodal
CTB,
Eurogate
PCC Intermodal
Bre/Ham-Brzeg
Dolny-
Frankfurt/Oder
PCC Terminal
Germany
Kutno
PCC Terminal
Poland
Moscow
Wostoktrans
Russia
Bremerhaven
NTB Eurogate
Germany
Gliwice
60
container
Hamburg
CTA,
CTB,
Germany
Eurogate
Polzug Intermodal
Bremerhaven/Hamburg-
Frankfurt/Oder
PCC Terminal
Germany
Brzeg Dolny
PCC Terminal
Poland
Gliwice
PCC Terminal
Poland
Bremerhaven
NTB Eurogate
Germany
Hamburg
CTA,
Germany
Poland
container
CTB,
Eurogate
Poznan
Polzug CT Gądki
Poland
Source: Own compilation based on Baltic Container Yearbook 2013/2014
61
Appendix 5
Sea ports and terminals in regular container traffic to/from/within the BSR in Hamburg, Goteborg,
Gdansk/Gdynia
Sea port
Terminal
Country
Aalborg
ACT
Denmark
Aarhus
APMT-CS
Denmark
Copenhagen
CCT
Denmark
Esbjerg
ECT Esbjerg
Denmark
Fredericia
FCT Fredericia
Denmark
Kalundborg
KCT Kalundborg
Denmark
Tallin
MCT
Estonia
Hamina/Kotka
Kotka
Finland
Helsinki
Vuosaari
Finland
Kokkola
AWT
Finland
Kemi
Ajos
Finland
Oulu
Oritkari
Finland
Pori
Hacklin
Finland
Raahe
RCT Raahe
Finland
Rauma
Euroports
Finland
Tomio
Roytta
Finland
Riga
BCT Riga, RCT Riga, RUT
Latvia
Klaipeda
KCT Klaipeda, Smelte
Lithuania
Gdansk
DCT Gdansk, GTK
Poland
Gdynia
BCT Gdynia, GCT
Poland
Szczecin
DB Port
Poland
Swinoujscie
PHŚ
Poland
Kaliningrad
BCT Baltijsk
Russia
St. Petersburg
CTSP, FCT, MD, NMT, PLP, RFT
Russia
Ust-Luga
ULCT, Yug-2
Russia
Ahus
ACT
Sweden
Gavle
GCT Gavle
Sweden
Goteborg
APMT-CS
Sweden
Halmstad
Kattegat
Sweden
Helsingborg
Vasthamnen
Sweden
Malmo
NH
Sweden
Norrkoping
Pampus
Sweden
Oxelosund
SSAB
Sweden
Sodertalje
Sydhamnen
Sweden
Stockholm
CTF
Sweden
Sunsvall
SCA Logistics
Sweden
Umea
SCA Logistics
Sweden
62
Varberg
VCT
Sweden
Vsteras
VH
Sweden
Selected NORTH EUROPE COUNTRIES
Antverp
Antwerp Gateway, MSC Home, PSA,
Deurganck, PSA Europa, Noordzee
Belgium
Zeebrugge
APMT, PSA CHZ
Belgium
Bremerhaven
Eurogate, MSC Gate, NTB
Germany
Hamburg
Buss Hansa, C. Steinveg, Eurogate, CTA,
CTB, CTT, Unikai
Germany
Oslo
OCT, SCT
Norway
Amsterdam
Velsen Noord
Netherlands
Rotterdam
APMT, ECT City, ECT Delta, ECT EMX, RST,
Uniport
Netherlands
Felixtowe
Trinity
United Kingdom
Hull
HCT, King George Dock
United Kingdom
Source: Own compilation based on Baltic Container Yearbook 2013/2014
63
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