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Freight Villages: Some European Models

OfficePrime prepared a study in which the company analyses some types of logistics platforms, according to the manner in which they were made in some European countries (Italy, Denmark, Germany and Spain). The different experiences of achievement show differences in the organization of infrastructure and services that offer the same logistics platforms. The survey reveals some success factors that characterize the replicability.

The Italian Model: “Interporto”

A fundamental characteristic of the Italian model, conditioned by the choice made by the legislator in 1990, is the presence in the same area of logistics centre and intermodal terminal. The platforms are built quite heterogeneous and occupy an average area of 1,1mln square meters […]. The Italian freight village system today consists of 24 structures, affiliated to the UIR (Unione Interporti Riuniti). […]

The Dutch Model: “Transport Centres”

To date, the area that is most attractive and should remain so 2018 is the area of Venlo, in the south-eastern part of the Netherlands, on the border with Germany. Because of its location the logistics area of Venlo […] can take advantage of the direct connections with the ports of Northern Range, with the main airports in surroundings and some of the major industrial areas of Europe. […] The success of this area must therefore be attributed to the ability of local authorities to develop, since the late 80s, the potential of the area in terms of location. […]

The German Model: “Gunterverkehrszentren”

In Germany there is a branched freight village system consisting of 34 facilities, 21 of which belong to the DGG, a limited liability company founded in 1993 to represent the common interests of the different structures. In particular, the DGG works to promote and enhance the German freight villages by supporting the cooperation between the different structures. The typical areas in which the company operates are: the creation of new intermodal connections between different logistics centres, the harmonization of standards of services between different areas, and the development of sustainable models of logistic centre. Cooperation that can create the DGG is one of the characteristics of strength of the model freight village German. […]

The Spanish Model: “Zonas De Actividaedes Logisticas”

The Spanish model has always had an approach “road oriented” which has always favoured the road transport at the expense of rail. This choice by Spain is partially dictated by the poor infrastructure of the railway network. For this reason, in many cases the Spanish centre are very close to the concept of traffic centre, where little space is left to intermodal. Another problematic network freight village Spanish, partly also in the Italian system, is the lack of a strategic vision and long-term, he sees the different structures as integral parts of a single organ system. […]

Synthesis of the success factors

The analysis of the case studies in Europe highlights two key factors for the success of a freight village, as well as the individual structures that compose it. First, it is essential to a strong coordinating role, able to form partnerships between the single logistics centres in order to create stable intermodal connections and sharing of successful practices, well as to develop a standardization and harmonization of services. This can be partly carried out by a trade association or a company (as in German), but also the central government must give a strategic planning long-term. A second key feature for the success of the freight village areas is the ability to develop intermodal traffic.

This feature, to the success both the area of Venlo, both Interport Nuremberg and logistics area in the suburbs of Madrid, is able to use, in addition to road transport, also the rail transport, in the first two cases, on the river, exploiting the connections with important airport facilities.

The whole study about the different European models of freight villages is available here.

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