Infraestructuras creará una red de parques logísticos en toda la Comunidad Valenciana para 2011
Fuente: veintepies
El conseller de Infraestructuras y Transportes, Mario Flores, aseguró que para el final de la presente legislatura la Comunidad Valenciana contará con toda una red de parques logísticos que vertebrarán las grandes áreas industriales. El objetivo es que las zonas productivas “estén a menos de una hora de una estación multimodal de transporte dotada con una estación ferroviaria e instalaciones para el servicio del transporte por carretera”.
Esta declaración de intenciones la realizó Mario Flores en su comparecencia del pasado miércoles en las Cortes, en la que además expuso que en los últimos años se había logrado una inversión de 790 millones de euros en infraestructuras.
Para los próximos cuatro años, Flores tiene la intención de que la logística y el transporte marítimo sean uno de los ejes de su gestión. En ese sentido, adelantó que las dos primeras fases del Parque Logístico de Valencia (Riba-roja) se pondrán en funcionamiento en breve, así como las primeras zonas de Parc Castelló y Parc Sagunt. Asimismo, destacó que el futuro Parque Logístico de Alicante, cuya tramitación administrativa ya está avanzada, contará con una estación de ferrocarril de mercancías conectada directamente con el puerto.
Otro de los pilares en los que se basará la actividad de la Conselleria será la de potenciar la actividad económica de los puertos de la Comunidad Valenciana. Flores quiere, por un lado, potenciar nuevas líneas de negocio, las líneas de Short Sea Shipping y la construcción de nuevas infraestructuras portuarias, sin olvidar la creación de un cluster de la comunidad portuaria valenciana. El objetivo, según Mario Flores, es “convertirnos en uno de los grandes espacios logísticos del continente, con una posición dominante en el Mediterráneo Occidental, siendo competitivos con las zonas logísticas que se están desarrollando en el Canal de la Mancha”.
En cuanto a los puertos gestionados directamente por la Generalitat Valenciana, se está estudiando la creación de un Ente encargado de su gestión lo que, por un lado, permitiría una “gestión más ágil y próxima” y facilitaría la reinversión en estos puertos de los recursos financieros que se obtienen de los mismos, y que vienen sobre todo de la actividad pesquera y del desarrollo náutico provocado por la America’s Cup.
Jan 31, 2008
Jan 29, 2008
EUROPLATFORMS IS THE EUROPEAN ASSOCIATION OF FREIGHT VILLAGES
EUROPLATFORMS IS THE EUROPEAN ASSOCIATION OF FREIGHT VILLAGES
In spite of its relatively short life - it was founded at the end of 1991 - Europlatforms has already showed great vitality and notable potential for development.
First founded when the national associations of French, Spanish, and Italian freight villages joined together, it soon included the Danish Association and various freight villages - as honorary members - in those countries where it was not possible to create national associations: among these, great significance was attached to the inclusion of the British Euroterminals.
The radical change to the Statute decided during the meeting held in Paris on 28 April 1995 made it possible for the so-called individual platforms - i.e. those whose countries have no national association - to join our organization with the full rights of membership.Europlatforms now gathers over 40 freight villages, most of which are fully operational.
During its first years of life, Europlatforms operated following two basic guidelines.
First, the very concept of freight village was discussed and evaluated. The different history of our respective countries led to widely differing experiences in terms of the nature and composition of the freight village sponsors (public, private or mixed businesses), as well as of national legislation and planning, and finally in terms of the use of the different modes of transport (road, rail, air, sea and inland waterways).Such a situation might have easily given rise to communication problems due to the different national experiences, with severe consequences, especially at a time when European integration was making giant steps forward.
The definition of freight village established by Europlatforms enabled us to act within a common framework in order to determine and promote the creation of a European network in accordance with EU sponsoring actions aimed at supporting integrated transport and communication networks.This need is perceived as all the more urgent if it is considered within the framework of the Delors plan, with its prospects of huge investments on setting up a network of infrastructures helping economic and cultural relations in Europe.
Our second line of action consisted in a relentless and patient effort aimed at introducing Europlatforms to the EU's managing and operative bodies. In the process of determining a European transport policy, we are able to contribute the outcome of the close and steady exchange of experience and managerial expertise within a non-profit organization gathering professionals of logistics and freight transport activities. From this point of view, we recorded undoubtedly successful results and Europlatforms became established as a significant partner for the development of major EU-sponsored projects in the field of information technology applications, quality label on freight centres, intermodal centre network.
As is known, freight transport policies are currently a matter for intensive debate in Europe in view of the developments of the next millennium. The estimated exponential growth of freight threatens to turn into a nightmare for the administration as well as the businesses and citizens concerned, if the current trend is continued to convey all traffic growth into the saturated road network, whose efficiency is increasingly burdened by such bottle-necks as Alpine passes, political and military events (former Jugoslavia), strict environmental protection policies limiting traffic through certain countries (Austria, Switzerland).
While subscribing to the EU's decision to further develop intermodal transport as the correct approach to the problems connected to economic growth and freight traffic increase, it should be noted that this decision will be faced with two complex problems.
On one hand, there are countries where the role of railways in the transport of goods is hardly apppreciable, or railway infrastructures still need be adjusted to the standards of other European networks. On the other hand, we are witnessing a far-reaching evolution in the organization of production and distribution resulting in the development of logistics hubs of great significance at European level, some of which, however, are not equipped for the use of intermodal techniques.
The risk, therefore, is that of a separation between the great logistics and transport hubs that are currently developing and the network of intermodal terminals, with severe consequences. The effort to avoid this disconnection and enable transport and logistics businesses to play a major role within a renewed integrated freight network at European-wide level is the most important task of our organization in the next few years.
Obviously, this will only be possible if Europlatforms proves a useful aid for the professional and economic growth of member businesses and a significant partner in the search for a new, more efficient organization of freight and logistics in Europe: this is the challenge facing us for the next three decades.
Hic Rhodus, hic salta!
[extraido de http://www.freight-village.com ]
In spite of its relatively short life - it was founded at the end of 1991 - Europlatforms has already showed great vitality and notable potential for development.
First founded when the national associations of French, Spanish, and Italian freight villages joined together, it soon included the Danish Association and various freight villages - as honorary members - in those countries where it was not possible to create national associations: among these, great significance was attached to the inclusion of the British Euroterminals.
The radical change to the Statute decided during the meeting held in Paris on 28 April 1995 made it possible for the so-called individual platforms - i.e. those whose countries have no national association - to join our organization with the full rights of membership.Europlatforms now gathers over 40 freight villages, most of which are fully operational.
During its first years of life, Europlatforms operated following two basic guidelines.
First, the very concept of freight village was discussed and evaluated. The different history of our respective countries led to widely differing experiences in terms of the nature and composition of the freight village sponsors (public, private or mixed businesses), as well as of national legislation and planning, and finally in terms of the use of the different modes of transport (road, rail, air, sea and inland waterways).Such a situation might have easily given rise to communication problems due to the different national experiences, with severe consequences, especially at a time when European integration was making giant steps forward.
The definition of freight village established by Europlatforms enabled us to act within a common framework in order to determine and promote the creation of a European network in accordance with EU sponsoring actions aimed at supporting integrated transport and communication networks.This need is perceived as all the more urgent if it is considered within the framework of the Delors plan, with its prospects of huge investments on setting up a network of infrastructures helping economic and cultural relations in Europe.
Our second line of action consisted in a relentless and patient effort aimed at introducing Europlatforms to the EU's managing and operative bodies. In the process of determining a European transport policy, we are able to contribute the outcome of the close and steady exchange of experience and managerial expertise within a non-profit organization gathering professionals of logistics and freight transport activities. From this point of view, we recorded undoubtedly successful results and Europlatforms became established as a significant partner for the development of major EU-sponsored projects in the field of information technology applications, quality label on freight centres, intermodal centre network.
As is known, freight transport policies are currently a matter for intensive debate in Europe in view of the developments of the next millennium. The estimated exponential growth of freight threatens to turn into a nightmare for the administration as well as the businesses and citizens concerned, if the current trend is continued to convey all traffic growth into the saturated road network, whose efficiency is increasingly burdened by such bottle-necks as Alpine passes, political and military events (former Jugoslavia), strict environmental protection policies limiting traffic through certain countries (Austria, Switzerland).
While subscribing to the EU's decision to further develop intermodal transport as the correct approach to the problems connected to economic growth and freight traffic increase, it should be noted that this decision will be faced with two complex problems.
On one hand, there are countries where the role of railways in the transport of goods is hardly apppreciable, or railway infrastructures still need be adjusted to the standards of other European networks. On the other hand, we are witnessing a far-reaching evolution in the organization of production and distribution resulting in the development of logistics hubs of great significance at European level, some of which, however, are not equipped for the use of intermodal techniques.
The risk, therefore, is that of a separation between the great logistics and transport hubs that are currently developing and the network of intermodal terminals, with severe consequences. The effort to avoid this disconnection and enable transport and logistics businesses to play a major role within a renewed integrated freight network at European-wide level is the most important task of our organization in the next few years.
Obviously, this will only be possible if Europlatforms proves a useful aid for the professional and economic growth of member businesses and a significant partner in the search for a new, more efficient organization of freight and logistics in Europe: this is the challenge facing us for the next three decades.
Hic Rhodus, hic salta!
[extraido de http://www.freight-village.com ]
FV-2000 - Quality of Freight Villages Structure and Operations
FV-2000 - Quality of Freight Villages Structure and Operations
[...]
At the Spanish level, there seems to be a lack of co-ordination with respect to the Freight Villages, transport systems and intermodal transport specifically. In order for the Freight Villages to function well, there needs to be a high level of co-ordination between two parts, the Freight Villages and the transport operators. (ESP)
There are not enough intermodal terminals in Spain, and those that do exist are not efficient because they do not have the means and equipment to offer services and conditions that compete with the road system. This is where the need to develop intermodal terminals arises, which are capable of offering more versatile and efficient services and deals. (ESP)
Logistics divisions should have, adjacent or incorporated, an adequate railway structure linking them to Freight Villages and the most relevant commercial Ports. They would thus be able to offer modern and effective railway services. Until now only the National Railway Operator offers railway service, and it has created many obstacles for any private initiative concerning railway systems to link Freight Villages. Another obstacle is the high investment required to create a successful railway service. (ESP)
In analysing the evolution of the Spanish railway service, it becomes evident that hardly any changes have been made over the past 30 years. This fact is especially notable when we consider that there are aspects that need improvement: on one hand, the duration of transit is often longer by railway than by road, and on the other, the railway offers a less than reliable service as cargo often does not reach its destination. Logistics operators point out that the time elapsed to move from the last railway node to the intermodal terminal of the FV is double that of the original trip. Plus which the Spanish railway does not reach all destinations, illustrating the so called "problem of the final Kilometre." This problem could be remedied by making the intermodal terminal of the Freight Village the key node for modal changes. (ESP)
In order for the railway service to be successful, the policy of fees must be equal or lesser than that of the road system. Many Spanish transporters request that the method of transport (railway versus road) be agile and take into consideration the two factors mentioned above: equal or lower price and favourable transit duration. (ESP)
Another disadvantage of the Spanish railway is that it does not use the UICC rail width, which unites all the other European railway systems. This means that time is lost at the border where switching engines is required, in addition to incurring extra cost because cargo must be moved from a platform on one track to one on another track. Another possibility is to adopt the automatic Bogies system: engines and cars come with several annexed axes that automatically adapt to the width of the track. But the changeover still requires time and the initial investment is much greater than for than of a regular train. Neither system fits into the desired conditions. (ESP)
For decades the railway service has been concerned with improvements its passenger transportation and has overlooked commercial transport. Some examples are the AVE that links Madrid and Sevilla, the Local Barcelona-Madrid and the Euromed linking Valencia and Barcelona. (ESP)
[...]
[extraido de http://www.freight-village.com/projects.html#]
[...]
At the Spanish level, there seems to be a lack of co-ordination with respect to the Freight Villages, transport systems and intermodal transport specifically. In order for the Freight Villages to function well, there needs to be a high level of co-ordination between two parts, the Freight Villages and the transport operators. (ESP)
There are not enough intermodal terminals in Spain, and those that do exist are not efficient because they do not have the means and equipment to offer services and conditions that compete with the road system. This is where the need to develop intermodal terminals arises, which are capable of offering more versatile and efficient services and deals. (ESP)
Logistics divisions should have, adjacent or incorporated, an adequate railway structure linking them to Freight Villages and the most relevant commercial Ports. They would thus be able to offer modern and effective railway services. Until now only the National Railway Operator offers railway service, and it has created many obstacles for any private initiative concerning railway systems to link Freight Villages. Another obstacle is the high investment required to create a successful railway service. (ESP)
In analysing the evolution of the Spanish railway service, it becomes evident that hardly any changes have been made over the past 30 years. This fact is especially notable when we consider that there are aspects that need improvement: on one hand, the duration of transit is often longer by railway than by road, and on the other, the railway offers a less than reliable service as cargo often does not reach its destination. Logistics operators point out that the time elapsed to move from the last railway node to the intermodal terminal of the FV is double that of the original trip. Plus which the Spanish railway does not reach all destinations, illustrating the so called "problem of the final Kilometre." This problem could be remedied by making the intermodal terminal of the Freight Village the key node for modal changes. (ESP)
In order for the railway service to be successful, the policy of fees must be equal or lesser than that of the road system. Many Spanish transporters request that the method of transport (railway versus road) be agile and take into consideration the two factors mentioned above: equal or lower price and favourable transit duration. (ESP)
Another disadvantage of the Spanish railway is that it does not use the UICC rail width, which unites all the other European railway systems. This means that time is lost at the border where switching engines is required, in addition to incurring extra cost because cargo must be moved from a platform on one track to one on another track. Another possibility is to adopt the automatic Bogies system: engines and cars come with several annexed axes that automatically adapt to the width of the track. But the changeover still requires time and the initial investment is much greater than for than of a regular train. Neither system fits into the desired conditions. (ESP)
For decades the railway service has been concerned with improvements its passenger transportation and has overlooked commercial transport. Some examples are the AVE that links Madrid and Sevilla, the Local Barcelona-Madrid and the Euromed linking Valencia and Barcelona. (ESP)
[...]
[extraido de http://www.freight-village.com/projects.html#]
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