I. THE DEVELOPMENT OF THE PORT OF LE HAVRE : A NEED
9
A. The massification of the maritime transport
9
B. Compete with between « hand
ports » 17
C. The port : multimode platform of transshipment
22
D. The project Le Havre « Port
2000 » 24
a) Presentation of the harbor platform 24
b) The project « Port 2000 » 26
II. THE TERRESTRIAL SERVICE ROAD OF THE
BACK-COUNTRY : THE ROLE OF THE WAY
OF IRON
32
A. Importance of the hinterland 42
B. Irrigation of the traffics between the various means
of transport in the back-country
native of Le Havre 51
C. A new context favourable with the development of the
rail-bound transport
D. Shuttles 57
III. THE RAILWAY PROJECT OF SKIRTING OF THE PARIS
BASIN WITHIN THE FRAMEWORK OF THE EUROPEAN CORRIDORS OF FREIGHT
63
A. The saturation of the Parisian node 66
B. Route and evaluation of the project 68
C. The project of GCP within the framework of the
corridors of freight 77
D. Competitor projects of Antwerp and Rotterdam
82
CONCLUSION 85
Bibliography 87
Vis-a-vis a new European competing context between the seaports,
it appears clearly that the project of the port of Le Havre « Port
2000 » of development of its nautical capacities, reception and
treatment of super door increasingly large containers, is essential to answer
the policy armateuriale of rationalization and massification of the maritime
transport. The application of this project would make it possible the harbor
place to have major opportunity to continue like one of « hand
ports » European of the container.
But the competitiveness of the maritime transport is also played
ground. The density and the quality of the terrestrial service road of a port
become increasingly determining in the choice of stopover of the ship-owners.
The surface transports must integrate the characteristics of massification to
effectively serve the containers on an increasingly large hinterland as the
borders open.
The railway technique appears to be ready to answer this new
concept of massification of the terrestrial service roads on long distances.
The opening of the national networks, the liberalization of the
railway mode and a European standardization of the techniques of rail-bound
transport are nevertheless obligatory to make this mode competitive and to
propose an alternative to the road. It goes there from its survival.
This is why the port of Le Havre emitted the wish to be equipped
with a railway service road dedicated to freight within the framework of the
corridors of freight, first steps towards the liberalization of the rail-bound
transport in Europe, by a route circumventing a saturated Parisian node, by the
northern By-pass thus serving is and the south-east of France initially
(natural hinterland of Le Havre), the Central Europe and the famous one
« blue banana » in the second time. This axis would equip
Le Havre with favorable conditions to extend its hinterland and to be able to
face the competition of the large European ports of north which take very whole
Europe for hinterland.
The importance of this project is such as the Norman port depends
mainly on this one to remain among the large ports European pivots.
In order to face the growing competition between the european
sea-ports in activity off super cellular linen ships, it is clearly necessary
to develop the « Port 2000 » project, At Le Havre harbor
concerning the capacity expansion, reception and treatment off bigger and
bigger ships, and to answer to the shipowner' S politic off rationalization and
massification off maritime transport.
The realization off this project would place Le Havre harbor
amongst the hand european containers ports.
Drank this competition is also taking decisive place overland.The
quality and the accessibility and the Land infrastructures become more and more
in the shipowners choices to touch At has port.
The terrestrial transport must integrate the characteristics off
massification, to convey the containers until the hinterland which are becoming
bigger and bigger thanks to the opening off the frontiers.
The rail way technic seems to Be the most qualified to answer to
this new concept off massification off Land ways one long distances.
The opening off the rail networks, the liberalization off the
rail ways and year european rail technics uniformity are nevertheless
compulsory to agreement has significant place to this sector.
That' S why Le Havre harbor wish to Be equiped with rail
infrastructures for freight transport, following year itinerary winding round
the saturated pole off Paris, serving the east and south-east off France first
(natural Le Havre hinterland), then Central Europa and the famous
« blue banana ».
Favorable This network would provide conditions to extend the
hinterland, in order to face the competition off the hand north european
sea-ports which consider Al Europa have hinterland.
Important This project is so that Le Havre port is depending one
this successes to stay amongst the bigger european sea-port.
INTRODUCTION
In the process of universalization of the economy, transport
played and plays a paramount part. The passage to the globalisation and the
intensification of the international exchanges was indeed supported by the
technical evolutions of transport such as the increase in the speed and the
capacity of the maritime transport, the fall of its costs, without forgetting
the rise of telecommunications.
The universalization of the economy causes to put in competition
the national economies and their companies. The control of transport appears
essential for the areas or for the States, quality by abundance and the
convenience of their infrastructures is economic factor of development and
competitiveness. Better transport lowers the cost prices, makes it possible to
extend the zone of distribution of the products, contributes to a greater
satisfaction of the users, and to an improvement of the productivity of the
companies and especially manifest an increase in exchanges. These exchanges are
facilitated by telecommunications.
International transport is thus essential for the national
economy and on the level of the international competitiveness of the industrial
companies for which the logistic policy and the operation of the chains of
transport appear ready to reinforce their trading positions.
The performance of speed, the development of the techniques of
combined or multimode transport support the internationalization of the
production and the markets. The complementarity of all the means of transport
contributes to the development of logistics because the company stresses the
optimization of the operation of the whole of the chain of transport and on the
control of the routing like method of control of the production and the
outlets.
All these factors of intensification of the international
exchanges, of integration of the concerns logistic in the strategies of
production or commercial of the companies make that international transport
became a capital element for competitiveness in this sector, industries and the
whole of the economy.
The development of the great export thus confers on transport an
economic weight and an important strategic role in the economy. The capacity
and the speed of transport are elements of competitiveness in the logistic
strategies of the companies. It is then advisable for the national authorities
to offer infrastructures able to attract traffics taking part in the increase
in exchanges and the economic development of their space.
The seaports appear initially as most important infrastructures
of transport because they are the direct interface with intercontinental
transport by sea by which is made two thirds of the world carriage of goods.
Their capacity to generate traffics and to treat freight effectively are the
principal assets of a harbor place. But the importance of the seaport depends
also and more and more on wide on its hinterland, the service road of its
back-country.
Indeed, the ports serving the principal surfaces of distribution,
consumption and production on the continent will tend to becoming the principal
continental entrance doors of goods because the harbor hierarchy is based more
and more on the extent and the terrestrial service road of the hinterland.
Because the ports represent for the intercontinental ships of the obliged
points of passage of the goods but they are only points of transit where the
goods change mode. It is necessary then to convey it by terrestrial way in
order to serve the hinterland.
The surface transports thus have a role very important to play
here. The water way, the road and the rail thus profit also from the increase
in the international exchanges.
But it is the rail which, in Europe, draws the attention because
it is with the European directives a mode in full expansion at the
intracommunity level bringing an effective solution to the saturation of the
road transport. The great European harbor places project railway lines devoted
to freight serving the back-country and the zones of distribution. The
intermodality between the maritime transport and the rail-bound transport is
thus necessary and even obligatory in order to offer to the companies located
in the back-country of the effective logistic solutions as regards
transport.
Such is the case of the harbor platform of Le Havre which, with
the development of its harbor capacities, emitted the wish to be served by a
fast and effective railway line devoted to the carriage of goods. This line
would serve initially is France by circumventing the Parisian node by north, is
Europe to the Austro-Hungarian border in the second time. This line would thus
make it possible the port of Le Havre to consolidate its surface of attraction
even to increase it by effective means of transport, and to compete with the
other European ports having emitted the same type of project.
However, one can wonder why the rail causes T it such an interest
with close to the European harbor authorities since it until under was now
used, and this mainly to the detriment of the road.
How the rail can it contribute to the development of the port of
Le Havre ?
Which are in addition the projects of the port to face the growth
of the transport of the maritime transport and with the strong European
competition ? Why the port preaches T it it adjustment of a great railway
skirting of the Parisian node ?
To answer these questions, we will initially study the need for
developing the processing capacities of the goods of the port of Le Havre
vis-a-vis the massification of the maritime transport and with European
competition.
In the second time, we will develop the importance of the
hinterland of a seaport then the role and the importance of the rail within
this hinterland.
We will proceed in a last time to the study of the railway
project of great skirting towards the East of Europe and the contribution
foreseeable of this one with the port of Le Havre.
It is useful to recall that this project and its present study
express the will alone of the port of Le Havre to adapt to the new evolutions
as regards transport likely to generate for the harbor site a strong and
durable growth.
| 
