British rail freight before Brexit

Brexit is coming soon. It is therefore wise to give a final account of the state of rail freight in Britain before future events come to reconsider everything.

Railway is the backbone of the British economy. It employs around 240,000 people (passengers enterprises and manufacturers including), and moves 86 million tonnes of freight each year. Contrary to what is believed, British Rail was already been reorganised into « sectors » in year 1987:

  • Trainload Freight took trainload goods, with four sub-sectors coal, petroleum, metals and construction ;
  • Railfreight Distribution took non-trainload goods, like ground operations ;
  • Freightliner took intermodal traffic
  • Rail Express Systems took parcel traffic.

In 1986, quarrying company Foster Yeoman prompted a turnaround in the reliability of rail freight by obtaining permission to run its own trains, and importing the first four EMD class 59s. Although managed by the state-owned British Rail, these units already enjoyed semi-autonomous operations. The years 1988-89 recorded nearly 149.5 million tonnes transported.

In 1996, these sectors were easily sold to new operators. Over time, the fully privatized UK rail sector has consolidated and draws the landscape we know today.

Coal, still very present in British rail freight (photo Rob Reedman via license flickr)

Coal, first victim of british politics

As in Belgium, France or Germany, the British railway lived mainly through heavy industry. A peculiarity of Britain was its policy centered on its oil extracted in the North Sea, coal mines as well as coal-fired power plants. The famous British Rail service ‘merry go round’ thus maintained a typical traffic of the second industrial revolution. It was undermined by Thatcher’s policy with the closure of the collieries and the social seism that followed in the 1980s.

From this troubled period, there remained in Britain only coal-fired power plants. It was without counting the new ecological influence which imposes now to put an end to this last avatar of « the old world of the XXth century ». And this is noticeable in the recent figures.

The state of the art today

Most freight operations are run by ten private sector companies. There are no public subsidies for freight operations nor franchising operations, as for passenger services. British companies operate totally open access, in an area restricted to Great Britain alone.

The two largest freight operating companies (FOCs) are DB Cargo and Freightliner, with Colas Rail, Direct Rail Services (DRS), GB Railfreight (GBRf) and « the others » accounting for most of the rest. Various other companies run rail operations within their own manufacturing or production sites. Despite the diversification of the rail freight sector, heavy industry still strongly marks transportation figures.

Since the mid-1990s, the operators have invested over £2 billion in new locomotives, wagons and other capital equipment to enhance capacity and improve performance. They have introduced new wagons to cater for new flows, for example wagons designed to handle biomass and aggregates traffic. They have also introduced new diesel locomotives to haul longer and heavier trains, from the now omnipresent Class 66 to the Class 70 ‘Powerhaul’ locomotives for Freightliner and Colas, as well as DRS’s Class 68 and electric/ diesel Class 88 locomotives.

Freightliner and one of his Class 66 (photo Rob Reedman via license flickr)

Total volumes increased by over 65% from 13 billion net tonne kilometres in 1995/96 to over 22 billion in 2014/15. In 2015/16 volumes fell by about 20%, primarily due to a decline in coal traffic to power stations, but 2015/16 total volumes are still over 30% above 1995/96 levels. The decision to phase out coal-fired power stations in order to reduce carbon dioxide emissions continues to affect the amount of coal lifted.

The biomass, waste and automotive sectors have also seen strong growth since 2011. The total for other goods lifted has been steadily rising in this period (2009-10 to 2016-17), however, they also recorded a decrease of 3.1% on last year to 65.3 million tonnes in 2017-18.

Globally, between the early 1980s and the mid-1990s, rail’s share of the market fell, but it has since increased its market share of the transport market from about 8 per cent to 11 per cent in 2010, in terms of tonne kms moved. Freight train movements totalled 224,000 in 2016-17, an average of 613 a day. Nonetheless, road continues to dominate the domestic freight market, accounting for approximately 89% of the transport market (68% of the total domestic freight market with coastal shipping and pipeline traffic).

The construction sector is using more and more railway. It could replace the decline of coal and ore.

It is therefore interesting to see how British rail freight has been able to gain market share in other sectors that are no longer part of heavy industry. The table below shows the distribution of rail freight. We see that intermodal transport is dominant. On the other hand, one can question the international sector, barely 3%, which indicates that serious efforts must be made with rail policy via the Channel Tunnel. We are very far from the dithyrambic projections of the 90s.

Sectoral breakdown for the period 2016-2017 (Network Rail)

Consumer goods

As reported Network Rail in a study, the size of the manufacturing sector has declined as a proportion of the national economy and there has been an increase in the volume of imported manufactured goods. This has affected rail freight in two ways:

  • Traditional bulk markets for rail, such as ESI coal (both domestic and import) and raw material supply for domestic steel production, have diminished substantially ;
  • The Import of goods by major ports, increased.

The net effect of these changes, together with the recent decline in flows linked to coal imports for the electricity supply industry, is that intermodal freight has become the largest single commodity sector conveyed by rail.

The ORR also notes a growth in the share of consumer goods. Recent rail freight figures show a positive future for rail freight in consumer goods and construction materials, which together now account for almost two-thirds of UK rail freight. With a 40% share of all freight moved by intermodal rail over the 12 months to April 2017, consumer goods sector recorded its highest share since 1998-1999 – and the highest for any sector since 2006-2007. Executive director of Rail Freight Group Maggie Simpson said: « The investment and efforts of train operators and their customers has delivered record-breaking results in construction and intermodal traffic, which we hope to see continue in the years ahead.» This is verified with the good performance of intermodal traffic. Port traffic accounts for 80% of total UK intermodal traffic, highlighting the importance of the container sector.

The port of Felixstowe is heavily focused on intermodal transport and has up to 66 daily trains from three terminals (photo portofFelixtowe)

The Port of Felixstowe is Britain’s largest container rail terminal with record-breaking throughput, and the broadest and most frequent range of services of any port in Britain. Three operators – DB Schenker Rail (UK), Freightliner and GB RailFreight – share the 66 daily arrivals and departures that connect 15 domestic destinations throughout Great Britain. Such traffic demonstrates that the vitality of the intermodal transport between the port sector and the terminals inside the country is possible when we give the possibility to various entrepreneurs to manage and create quality, with good prices, in the transport of maritime containers.

The Freightliner operator, which already existed in British Rail’s time, currently operates around 100 daily trains through a network of 12 railway terminals, 8 of which are owned. It carries nearly 770,000 containers a year.

Another sector is large-scale retailers, whose logistics are known to be an essential factor in the price war between large retailers. For this reason, this sector often avoids the use of rail, which is considered less flexible and too slow. He prefers to use road transport and avoid too large stock, very expensive. This is not the case for Tesco, the UK’s leading retailer with 12.5% ​​of the market and 3,500 points of sale throughout the UK. As a responsible retailer, Tesco places a high priority, according the entreprise, on meeting their environmental obligations. Working in partnership, Direct Rail Service and the Stobart Group have combined the very best of their road and rail capabilities to create a tailor made solution to meet Tesco’s requirements. The end result is a service which is providing highly efficient distribution between Tesco’s Daventry depot and Glasgow-Mossend. « This new service is part of our on-going commitment to be zero carbon by 2050, » said Nigel Jones, Tesco’s UK Logistics Director.

Stobart Group’s intermodal rail services operate 5 services a day, based at their hub rail terminal at DIRFT with rail services reaching all parts of the UK including Scotland’s central belt, Inverness and Aberdeen in the north down to Cardiff, South Wales and London and the South East. Stobart also has its own container terminal at Widnes (photo, between Manchester and Liverpool). This terminal is connected daily to Southampton and Felixstowe.

The Widnes terminal, entirely a property from Stobart (photo Stobart)

According Network Rail, statistical data attribute 20% of intermodal traffic to flows between non-port terminals.

Available capacities and trains length

In 2014, Network Rail created a ‘Capacity Management’ work stream with the aim of reviewing unused freight schedules. This was a collaborative work stream between Network Rail and all freight operators, intended to generate additional freight capacity without the need for infrastructure enhancements. In April 2017, the British network operator announced that almost 4,700 reserved train paths remained unused. According to the infrastructure manager, the spare capacity is attributable several factors including more efficient freight operations with longer and fuller trains, and better productivity with fewer, part-loaded freight trains, reducing wasted capacity. Paul McMahon, Network Rail’s managing director for freight and national passenger operators, said to Container-Mag: « Capacity has been freed up for the whole railway but essential capacity is reserved for freight operators. This is important given the need to support the growth of freight on the network to support the economy. »

A key driver of rail freight’s advantage relative to road is its ability to carry a greater volume of goods per journey. Where the length of trains is restricted by infrastructure limitations, this competitive advantage is diminished. Train length capability is also reliant on adequate loading and unloading facilities at ports and terminals, highlighting the need for integration across the industry.

Relatively light goods, like swap bodies, containers and automotive, are the main beneficiaries of longer trains as the traction power necessary to haul them is more readily available. For intermodal trains, the current aspiration from Network Rail is to achieve a length of 775m (including locomotive). A long-term aspiration exists across the industry to research the possibility of running trains of even greater length, for example 1500m for automotive trains.

Retrouver des capacités sur le réseau britannique (photo Bob « the lomond » via licence flickr)

And tomorrow ?

We would have liked to start the year 2019 with a note of hope. We can’t brings to that, because Brexit is certainly not a positive reference. Rail Delivery Group is clear about the impact of Brexit on UK rail freight: « The smooth flow of goods between the UK and EU is critical to the transport sector. Any changes to the tradin relationship with the EU will be faced by the transport sector in the first instance. The Channel Tunnel is the only physical link between Britain and mainlined Europe and one in four containers that arrive in British ports make their onward journey by rail. »

The port sector is expected to be hit hard in the truck segment from Europe via ferries. However, these trucks do not take the train in Britain because of a problem of gauge. Only swap bodies could be impacted. On the other hand, the containers are rather part of the ‘overseas’ market and will probably have to be treated with new customs rules. This may further obstruct the port terminals and an impact on rail traffic is to be expected. The Rail Delivery Group therefore proposes the creation of new Railway Customs Areas (RCAs) at rail freight terminals to avoid the need for a single border checkpoint.

It only remains to wait for the 2019 figures to get an idea of ​​the situation ….

 

 

References :

Network Rail – Freight Network Study

Les utilisateurs du fret ferroviaire

Raildeliverygroup – Brexit and the rail industry: policy asks

 

Fast Mercitalia: parcels at 250km/h

Like everywhere else in Europe, mail and small parcels left the railroad in the 1990s, as in many countries, except Switzerland. The parcel segment under 50kg is today, in Italy as everywhere else, in full growth and has become a lucrative business both for small independents who deliver at home, but also for some very large integrators, like DHL, Fedex, UPS or TNT, and more recently Amazon. Highly specialized with hugh resources available, these big global companies were captured the old market of the railways. Today, Italy could show a new way.

ETR 500 set without seats (photo Mercitalia)

Trainset

For this particular and innovative service, an ETR.500 (now classed ETR M-01 Fast), consisting of the two engines E.404.514 and 516, and its 12 passenger cars were emptied of their seats in the workshops of Vicenza and Voghera. The air conditioning system and static converters for 220 Volt production for onboard services and power outlets have been removed. This lightering had to be offset by 3.6 tons of ballast to maintain stability. The wagons are equipped with a fire suppression system that complies with the specifications of the TSI 2014 by means of two fire extinguishers and special ceiling mounted smoke detectors. There are also two cameras per vehicle, connected to a screen in the driver’s cab. The lighting is made by neon tubes arranged longitudinally along the ceiling.

These new trains are designed to transport time-sensitive products for customers such as express couriers, logistics operators, producers, distributors and real estate developers. The transport capacity, equivalent to 18 semi-trailers or two Boeing 747s, is divided into 12 cars … now called wagon! Each … wagon has 17 loading areas called « racks » and numbered progressively from 1 to 17, for a total of 60 containers (71x80x180), approximately 1m3 or 250 kg, easy and fast to load and unload. This maintains the 17 tonnes at the axle required on high speed line. Yellow tubular structures delineate the rack and allow anchoring of the containers with special ratchet straps supplied to each container. The standard load capacity is 7 tonnes per vehicle, but in case of transport of heavier goods, it is possible to remove the ballast.

The train service

The train runs between the terminal Maddaloni-Marcianise (Caserta near Naples) and Bologna Interporto, in 3h20. The train leaves in the evening from Caserta to arrive at destination around 0h10. After 3 hours of handling, he returns to her point of origin for an arrival around 6am. We see that these trains run at night on Italian high-speed lines. In ordinary operation, the Mercitalia Fast will be driven by two train drivers without change or intermediate stop between Maddaloni Marcianise and Bologna and vice versa.

Although the rolling stock was officially sold by Trenitalia to Mercitalia Rail, the maintenance will remain the responsibility of Trenitalia. Therefore, the ETR M-01 joins the Gianturco workshop in Naples every weekend for routine maintenance, after a weekly distance of about 6,000 km. Although the project is suitable for a maximum speed of 300 km / h, it was decided to limit the ETR.500 M-01 to 250 km / h. For driving E.404 with ERTMS signaling on AV lines (Alta Velocita), 12 Mercitalia Rail machinists were trained for several weeks with the support of their colleagues from Trenitalia Frecciarossa.

Terminals

Tgroup, an express mail company, is partnering with Mercitalia Fast to collect, distribute, plan and coordinate the first and last kilometers. Mercitalia is in charge of the operational rail component. At the terminals, the loading and unloading operations of the rolling containers are carried out by 12 removable bridges that connect the warehouse dock to the floor level of the train. The operations are therefore carried out only by a single door.

In the north, Interporto Bologna, one of the largest intermodal logistics hubs in Europe, is home to more than 120 industrial logistics and freight transport companies and three rail terminals. The development of intermodal rail services for all types of goods and the needs of customers is one of the main objectives of the Corporation, which also aims to increase the level and quality of services offered to its residents. Mercitalia Fast enhances an already well-structured service offer in the railway sector, which covers all types of containers with connections to the main Italian ports and many foreign destinations.

Mercitalia estimates that its new service could remove nearly 9,000 trucks on the highly charged A1 ‘autostrada’, which would reduce carbon dioxide emissions in the atmosphere compared to the road transport mode of about 80%.

The programs for the future of Mercitalia Rail are ambitious: after the first break-in of this first service, the operator of the FS group does not exclude the transformation of other trains of this type into Mercitalia Fast in order to expand the service on new routes.

Mercitalia Fast was recently awarded the Logistics Award of the Year by Assologistica. We are now very curious to see if the Mercitalia FAST train will become the new Fedex of rail …

 

 

 

 

Trieste harbour : an example of intermodal transport

(version en français)

The port of Trieste is not so far from the border with Slovenia. As such, it has occupied a strategic position since the 18th century, when it was occupied by the Austrian Empire. It was never intended to become a gateway to Central and Northern Europe, which is a good third of the European continent. This rise of the fourteenth European port – Italy’s first port – shows a strong dynamism. In 2001, the Republicca masterfully described the political culture of this area of Italy: « What’s going on in the port of Maria Theresa of Austria? (…) Strange city of Trieste. It is on the fringe of the economy and the national system, and when public affairs are at stake, [there are] lots of industrialists (…) Trieste is something else. Right and left mobilise the lords of the economy, mobilise the masters of small empires. » Since the fall of the Iron Curtain and the dramatic end of Yugoslavia, the newspaper observed a new climate of openness with Slovenia and Friuli’s cousins, a take-off of tourism, the landing of private entrepreneurs, the rescue or creation of two thousand workplaces for an income of one hundred billion (lire) a year. « Today, little Trieste is taking up markets again, becoming an object of desire, starting to have children again, taking first place in Italy in terms of GDP per capita growth. ” In a word, a vast public/private movement that has brought back a city once promised to decline.

Trieste, a tax haven?
Not really. The free port of Trieste was created by the Austrian Emperor Charles VI in 1719. The Paris Peace Treaty of 1947 and the London Memorandum of 1954 maintained the legal and fiscal regime of the Free Port of Trieste, giving it a special extraterritorial status. Since then, clients have been able to benefit from special conditions for import, export, transit, customs procedures and tax treatment. The Porto Franco or Free Port has 5 « free ports » (Punto Franco Vecchio, Punto Franco Nuovo, Punto Franco Scalo Legnami, Punto Franco Oli Minerali and Punto Franco Industriali). In July 2017, a government decree regularised the port as a free zone coordinated by the port authority.

Maritime consolidation
Trieste is located at the intersection of the TEN-T Adriatic-Baltic and Mediterranean corridors. Thanks to its naturally deep seabed (18 m), it can accommodate liners from the Far East and has rail connections to all of Europe. As such, Trieste becomes the natural European terminal for the Chinese Silk Road Initiative, which also includes Turkey.

A profitable commercial policy
« Our aim is to build Europe’s largest intermodal hub in Trieste « . These 2017 statements are not those of the Port Authority, but of Sedat Gumusoglu, the CEO of UN Ro-Ro, a major Turkish maritime operator, which operates its ro-ro ships all over the Mediterranean (photo). Yes, it is a Turkish man who gives us a masterful lesson in ecological intermodal transport. Gumusoglu points out that half of Turkey’s commercial traffic is destined for Europe and more specifically for Germany, Austria, France, Italy, Benelux and the United Kingdom. « When we build this intermodal hub, we will add new railway lines. Today, 50% of the traffic we handle with our ships [Editor’s note: to Europe] is by road and the remaining 50% by rail. With our services, our aim is to reduce road journeys by a further 50% and to use rail to operate more environmentally friendly, faster and more efficient transport« . So, to move towards a range of 25% road – 75% rail.

In April 2018, the Danish shipping group DFDS – another giant in the North Sea Ro-Ro sector – signed an agreement to acquire 98.8% of the shares of the Turkish shipping company UN Ro-Ro. The Turkish company operates five routes linking Turkey to Italy and France (Toulon). It currently operates 12 ro-ro ships (120 metres long) and employs 500 people. UN Ro-Ro/DFDS is the first Turkish shipowner to have built the motorways of the sea between Turkey and Trieste. The change of ownership does not endanger this network. UN Ro-Ro maintains close cooperation with rail operators and offers intermodal transport to and from ports and key markets in the EU. However, much of the cargo is destined for the Baltic ports, the very ports where UN Ro-Ro is based…. DFDS. The circle has been closed.

The audacity of entrepreneurs
Among the benefits of the free port are simplified transit for commercial vehicles headed abroad and tax exemption for international vehicles. That explains the strong expansion of Ro-Ro (Roll on – Roll off) traffic, which is a ferry system that embarks and disembarks lorries. Freight forwarders – also Turkish – then took full advantage of Ro-Ro services, starting with Ekol and Mars. UN Ro-Ro, now under the DFDS banner, has been a major player in the development of the intermodal industry, even causing traffic to be shifted to the Italian port to reach Turkey, rather than through Romania and Bulgaria, less secure.

Ekol Logistics had started to operate its own ro-ro service on Trieste. This company – supported by local partner Parisi – strengthened its position by launching its Ro-Ro service via the Alternative Transport Line and today has the largest number of semi-trailers on the Turkey-Europe line, transporting more than 50,000 units on its intermodal network. In 2012, another Turkish company, Mars Lojistik, started a three-weekly train service between Trieste and Bettembourg, in the Grand Duchy. « This new train allows MARS Logistics to develop its activities in Europe. By consolidating our goods flows in a shuttle train from Trieste to Bettembourg, we are increasing the efficiency of our distribution in Europe, while reducing CO2 emissions. »  Said Garip Sahillioglu, CEO of MARS Logistics.

The role of Europe
We must also look at the other side of the coin: it is Europe, so much decried by certain Cassandras, which is at the root of this dynamism. The Mars train was indeed co-financed by the European Marco-Polo programme. Thanks to various aids, both Ekol and Mars, and other forwarding agents, were able to rely on the Ro-Ro services linking Trieste to Turkey.

Numerous rail carriers
With its status as a free port and the various aids available, Trieste has a network of intermodal trains that any port could dream of. The large port remains a privileged gateway for Turkish traffic in Europe: the Ro-Ro segment continues to grow with 314,705 vehicles in 2017. The port’s director, Zeno D’Agostino, does not hesitate to state that the element that makes Trieste « unique on the Italian scene  » is the presence of various players in the railway market. In addition to the FS Group, important private Italian railway companies (CFI and Inrail) and some traction companies (Rail Cargo Carrier Italy, Rail Traction Company, CapTrain Italy), owned by major European operators (Rail Cargo Austria, DB Schenker, SNCF), are also active. The fundamental role of Adriafer (100% owned by the Giulian AdSP) should not be underestimated either. « Since July 2017, this operator has obtained the certification allowing it to operate on the complete rail network and not only as a port operator. »

Among the major operators, Rail Cargo Austria has a 28% market share. Back to the old empire? Not really, but the fact remains that the ÖBB freight subsidiary, which is commercially aggressive, has just opened a permanent office in the Italian port.

The multiplication of operators – unlike the state monopoly – has resulted in large traffic and direct relationships. The extensive Trieste internal rail network (70 km of track) makes it possible to serve all quays by rail, with the possibility of assembling freight trains directly to various terminals and to be connected to the national and international network. 8,680 trains used the port in 2017. In the first quarter of 2018, the port was already handling 4,816 freight trains, an increase of 18% compared to the same quarter of last year. The port authority estimates that 10,000 trains will be registered for 2018, almost twice as many as in 2016 (5,600 trains).

Toward the North, it is the private company Ekol which « created » a direct traffic, thanks to its trains Trieste-Kiel (DE) to join Scandinavia, and the Trieste-Zeebrugge (BE) for the road to the Britain. Ekol Logistics significantly increased its rail freight capacity at the port of Trieste in 2016 after acquiring 65% of Europa Multipurpose Terminals. Ekol, which currently provides services to Turkish and Greek destinations, expects to add countries such as Israel and Egypt to its portfolio in the coming years.

Hungary is becoming Trieste’s first reference market, as for its Port’s railway container traffic. The link with Budapest was established in 2015 and it originally included two round-trips per week, leaving Trieste Marine Terminal in the early afternoon to reach Budapest-Mahart at 10 a.m. the following day. Since then, it has rapidly enjoyed a boom quickly leading to four – now seven – pairs of trains per week. The German operator Kombiverkehr has transferred its trains to Trieste, with connections to Munich, Ludwigshafen, Cologne, Duisburg, Hamburg and Leipzig. Today, Kombiverkehr probably runs the most trains from Trieste. Rail Cargo Austria has also expanded its « Julia » network to five Austrian destinations and cooperates successfully in Italy with companies such as Alpe Adria SpA, TO Delta and UN Ro-Ro.

The other advantage is that Trieste has 500 km of access to a major consumer area favouring mass consumption: Milan, Verona, Bologna, Munich/Salzburg, Vienna, Graz, Budapest, Ljubljana, all of this very active Europe is just a stone’s throw away from the Italian port.

Faraway lands
The key maritime player of containers traffic today is the giant MSC, world second. If the main hub of the Geneva-based company is Antwerp, the « Phoenix » route calls Trieste (as well as neighboring Koper), to reach distant destinations in Asia, such as Tanjung Pelapas (Malaysia), Vung Tau (Viet-Nam) as well as Shekou, Yantian or Shanghai (China). The container flow is impressive and also uses the train. For example, a shuttle train « MSC Graz-Trieste Runner », operated in partnership with Cargo Center Graz (Rail Cargo Austria, ÖBB subsidiary), provides weekly service to Werndorf, Austria, which demonstrates that combined transport is possible on short distances.

The program has been precisely coordinated with MSC’s Phoenix long-haul line service to ensure optimal timing for intercontinental freight delivery, as well as other ocean freight services making direct calls to Trieste. MSC is working with one of its key customers, Lidl, a key partner in the region, to design a tailor-made transport solution for containers from Asia to the logistics center in Lidl Austria near Graz.

Strong growth
All of the above shows the growth of traffic in 2017, as evidenced by some remarkable figures: the containers handled reached 616,156 TEU (+ 26.7%). If we add the traffic of semi-trailers and swap bodies, the total global traffic will have been 1.314 953 TEUs (+ 13.5%), of which 314.705 trucks (+ 3.99%) on the only Turkish sea route, while that trains accounted for an increase of + 13.8% compared to 2016. The total number of trains carrying only Turkish exports through Trieste exceeds 60 trains per week (approximately 1,800 semi-trailers and containers).

The port manager, Zeno D’Agostino, is very satisfied: ‘It is very positive in quantitative terms, but above all qualitative. Just look at the number of full containers on the total processed: 89%. (…) this is an exemplary data compared to the normal performance of a container terminal. In Trieste, not only are the flow of containers growing, but they are developing in a healthy way: they are goods passing here, not empty boxes.’

We can conclude with this approach of the port management, concerning growth, reported by the website Espo: ‘We believe that the performance of a port cannot be measured solely in terms of TEUs or tonnage. A modern port should also be evaluated in terms of its train handling and rail links. Furthermore, we believe that measuring performance should also take into account the port’s ability to create value for the local area. In two years, we hired over 220 people. For us, human resources – our port workers – come before numbers. These are our core values: not so much how many more TEUs we transport, but the jobs generated by the port in the local area.

Beautiful conclusion …

Références

Adriaport

ESPO – Le port de Trieste (2017, en anglais)

Rail origins and destinations to/from Trieste

Trieste, porto intermodale che fa della ferrovia un punto di forza

Trieste regge bene all’urto dell’ambizioso traffico intermodale turco