Genoa port is situated in an ideal geographical location on the Mediterranean Sea and is a technical gateway for traffic bound to/from Central and North Europe. Genoa advantage is linked to its historical European role and its deep waters capable of accommodating giant containers vessels. Genoa port disadvantage is represented by lack of yard space behind the piers because of the Appennines. The giant CTS vessels and new handling technologies have moved progressively the ports bottlenecks from ships/ shore to container park inland destinations. In order to resolve these new port bottlenecks it is necessary to implement inland dry ports capable of receiving in an industrial way the CTS freeing the port yards from standing traffic. In this way the port quays and their handing infrastructures will become capable of delivering their planned performances and productivities.

 The Genoa Fast Corridor Key Objectives are:

•    To overcome the Appennies natural barrier shifting volumes to dry port Rivalta Terminal (Rte) via industrially integrated shuttle trains introducing the new industrial concept “ship to train”;
•    To decongest Genoa Port by overcoming bottlenecks;
•    To increase Genoa Port productivity and throughput;
•    To reduce costs improving transit time to destination;
•    To improve international accesibility via dry port Rte;
•    To deliver a high quality “door to door” service;
•    To reduce external costs;
•    To modernize work processes in the port itroducing new best  practices, adopting soft/hard technology innovations, intelligent systems and new planning management tools. 


The MARIPLAT demonstrator reviews the current transport model of Gioia Tauro and Taranto ports and identifies an intermodal alternative on South/North using the Adriatic corridor into Bologna. This business case investigates the current transport services available in the market promoting with MARIPLAT an industrial efficient intermodal solution using advanced intelligent technologies and innovative management systems all along the corridor. As from 2008 Bologna has direct access with much increased transport potential to the Brenner axe, and via Verona to corridor 5 towards the East whereas via Milan new capacity is generated on the Swiss routing by the new Gothard tunnel under construction. “MARIPLAT” is the integration of Gioia Tauro and Taranto through the alternative less congested Adriatic rail corridor into the Bologna Interporto. From Bologna Interporto which is the largest European Freight Village integration into the European Rail Network is achieved via Verona and Milano both to North and East Europel.

The MARIPLAT Key Objectives:

•    To bypass the Tirrenian rail line congested by passengers traffic of Naples, Rome and Florence;
•    To combine Gioia Tauro CTS volumes with those of Taranto Port. The Ionian rail line is used for consolidating traffic in Bari, then the Adriatic line to Bologna Interporto;
•    To reduce costs improving transit time to destination;
•    To improve international accesibility via dry port Bologna both on the Brenner corridor to north Germany, and via Switzerland to Benelux and via Verona to East Europe;
•    To extract available redundant productivity from existing infrastructure minimising investments;
•    To improve overall service performance.


The two most important German CTS ports, Hamburg and Bremerhaven, handled in 2007 approximately 15 million TEU (Hamburg ~ 10m TEU / Bremerhaven ~ 5m TEU). According to current forecasts handling volumes in the ports will keep on growing up to 18m TEU in Hamburg and 8,7m TEU in Bremerhaven in the year 2015. A possible delay in the achievement of such forecasts due to the world economic crisis will be taken into account over the project lifetime. Because of this development, considerable bottlenecks in the ports and in the hinterland are today already apparent. In order to cope with the future rail freight traffic volumes it is necessary to achieve a decisive efficiency improvement in the utilisation of available port areas, as well as in the whole transport/distribution chain. One has to focus not only on infrastructure expansions  which is difficult to be  realised but to operate also organisational innovations for extracting additional productivity. The combination of measures for achieving such optimization using intermodality constitutes “Dry Port Bremen ”.

The Innovative & Hinterland Operations Key Objectives:
•    To increase the efficiency of the seaports Hamburg and Bremerhaven by developing and implementing feasible “dry ports” startegies and concepts;
•    To improve the usage of limited slot capacities by optimising train utilization connecting sea ports with hinterland terminals;
•    To increase productivity along the transport chain by improving operational coordination and control on the interfaces seaport – intermodal transport – inland terminal;
•    To secure rail competitivenes and capabilities in sea port/ inland traffic distribution coherent with the present and future CTS traffic volumes;
•    To deliver an overall better sevice quality.



Kombiverkehr, the German leading intermodal operator, succeeded in the past to increase significantly the efficiency and quality of intermodal transports. This objective was achieved by implementing an innovative concept of direct trains between important terminals (“first-level-production”). This operation improved considerably the competitiveness of intermodal traffic. A second step connecting the “Gateway-Terminals” such as Munich and Ludwigshafen into the national and international network, has further expanded the service offer. For this reason a higher-than-average traffic increase has been registered.
A further modal shift from road to rail is possible by integrating into the intermodal network such terminals and regions not having sufficient traffic volumes to support direct train services. The best available solution is the integration of these terminals (“second-level-production”) into the intermodal network via a central hub. The adoption of the designated Hanover “Mega-Hub” in the intermodal transport chain fulfils the step change concept of linking into the network integration this second level production terminals. This Lehrte Mega-Hub which is planned for future production by DB-Netz will enhance the existing service level on  continental intermodal traffic.
An additional medium-term optimization is planned by integrating this new hub into the maritime transport chains through a link with a nearby dry port facility. Such integration  together  with the  new  operative concept of linking the ports to the  Mega-Hub by swinging trains which minimize idle time and improve the service performance, is called “Intermodal network 2015+”

The Intermodal Network 2015+ Key Objectives:
•    To expand existing intermodal services by integrating additional terminals via hub into the production network maintaining the efficiency and quality achieved in the last years;
•    To capture new intermodal transport markets besides the existing ones for direct and shuttle trains;
•    To integrate small-mid size terminals into the Knombiverkehr high-value service network;
•    To generate additional impacts and sustainability by linking the dry ports with the rail hub (Megahub) concept;
•    To achieve the desired economies of scale for transport industrialization.


The TIGER work plan is organised into 7 main work packages (WP1-7), coordinated by a proper project management, quality, technical & administrative coordination work packages (WP H1-3). As regards the transferability of the Project’s findings, dissemination and knowledge transfer (WP H4) is fereseen.

Each work package is organised into different tasks, aiming at fulfilling the different achievements expected by this Collaborative Project:


The main objective of WP1 is to assess the maritime CTS traffic outlook. This with particular reference to the traffic volumes in the ports/dry ports basins object of the four demonstrators.

WP1 objectives can be therefore listed as follows:

•    Define import/export CTS volumes and future trends from now to 2015-2020.
•    Attribution to each demonstrator port of the traffic volume to be routed via the gateway/hub concept necessary for putting in place the shuttle/block trains services to customers final destination.
•    Dimension these train services and dry port/ mega hub capacity in line with traffic flows coherent with 2015-2020 scenario.



The main objective of WP2 is to study, plan, engineer and implement a new logistic concept to be applied to each demonstrator work processes and procedures.

Consequently the WP2 objectives can be summarized as follows:
•    Logistics organization re-engineering
•    Layout engineering
•    Operational engineering
•    Design of rail signalling and control systems
•    ERP management
•    Intelligent system management and E/Customs control


The technical specifications defined by WP2 will be gradually utilized to make or buy Hard- and Software components for the whole system supporting:
•    Integrated implementation of the new layout/organization, handling equipments, rolling – stocks as per the whole logistic chain project “ship – port terminal – shuttle train – dry port – international block train” together with optimization of the new production concepts;
•    Signalling and safety train operation (on non RFI railway tracks);
•    Railway transport programming and control;
•    Container and train tracking & tracing (from port to final market);
•    E/Customs/security services.


The operational objective of this WP is the creation of new professional skills in management and operational fields utilizing efficiently the organization, technological and ITC innovation adopted b y the demonstrator:

•    Training of team leaders in charge of the demonstrator, who in turn train their teams on the work process and changes dictated by the new management practices, the new operational & ICT technologies as emerged from WP2.

•    The training, developed by high level experts implementing new control and info- procedures, will take place on pulpits, control rooms, working station of port terminal and  dry port terminal, on shuttle train locomotives, implementing the new signal and control systems and the new ERP management, E – custom, train and goods tracking & tracing.


Application and implementation of all planned and described procedures allowing the physical running of the demonstrator including all technological logistics process innovation:
•    Innovative logistics concepts, tools and connected operations involving personnel at all levels
•    Signal & control experts implement and run the new train traffic control centre
•    ICT and Software package experts, tune the innovative components of the E/management, E/Customs programming & control systems.
•    The total logistics chain effectiveness is tested on pilot scale
A full scale demonstration phase could be developed, after the pilot phase. Should additional EU funding be assigned to the project, the implementation of full scale demonstrators can be executed.


This work package is dedicated to evaluate the impacts resulting from the application of the different solutions implemented in the four demonstrators and to assess their transferability in other  part of the European network.
As intermediate objectives, this WP also identifies the proper criteria and indicators needed to perform a sensible analysis, therefore covering environmental, energy, relevant economics, service quality and societal impacts, as well as the preparation of a tool, which guides the stakeholders in performing their analysis.
This work package is organised into three tasks:
•    The first one is dedicated to the identification of the most relevant criteria for performance assessment, the selection of the relevant indicators and the development of a KPI assessment tool.
•    The second one is dedicated to the population of the KPI tool with the information gathered from the tests performed by each demonstrator.
•    The third and last task is dedicated to the actual evaluation of the performance for the four demonstrators, and the preparation of the relevant assessment reports.


The new business model of the transit via dry ports, hubs or mega hubs applied by the 4 demonstrators and the introduction of an industrial scale operating concept represent a considerable innovation in current European intermodal practices. The feeding of CTS traffic from the ports via the gateway dry ports, hubs, mega hubs, is a driver for change and key element of modal shift. This internationalization work package is evaluating and facilitating these changes on a European wide scale. The E/Customs and cross border practical experiences gained in TIGER are applied elsewhere in the Union. The replica application is considering the local prevailing environmental conditions incorporating whatever operational changes might be necessary.
Via TIGER dissemination tools such as conferences, workshops, newsletters, web pages and press releases, WP7 aims at building consensus around the TIGER concept and results, showing and promoting them to the end-users. The tools effective penetration must relay also on Consortium Members, Sponsoring Partners and other entities and associations identified both before and during the project completion.