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Multi Modal

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Contenido Transporte multimodal de carga 3 Evolución de las terminales intermodales interiores 5 Problemas operativos en las terminales intermodales 8 Operación actual intermodal en México 9 ¿Cómo establecer un sistema racional, eficiente y competitivo? 14 Conclusiones y Recomendaciones 16 Bibliografía 17

Transporte multimodal de carga

El transporte multimodal de carga es el movimiento de bienes desde su origen hasta el destino final, que involucra la utilización de diferentes medios de transporte efectivamente integrados y coordinados en un sistema de infraestructura, tecnología, comunicaciones, servicios y regulaciones.
Su objetivo es el de aprovechar las ventajas operativas, económicas y funcionales para incrementar la eficiencia.
Su principal característica es la transferencia de carga rápida y segura de un medio de transporte al otro, eliminando la necesidad de manejo intermedio de mercancía.

Brinda flexibilidad ya que es posible combinar el bajo costo de y gran capacidad que ofrece el sistema ferroviario con la rapidez del auto transporte.

Puerto seco
El uso universal de contenedores de carga para el transporte de mercancías tanto por mar como por tierra, han detonado la necesidad de crear puertos interiores especializados en el manejo y tratamiento de dichos contenedores y las mercancías. Los puertos secos son terminales intermodales conectados a una o más terminales con capacidad de posponer el control aduanero. Esta función permite eficientar el manejo de mercancías a sus destinos.

Operaciones Básicas
Dentro de las operaciones más comunes que se realizan en los puertos multimodales se encuentran las siguientes: * Carga conteiner izada.- Es el manejo de cajas de metal de medidas estandarizadas internacionalmente conocidas con el nombre de contenedores, en los cuales se introduce la mercancía para ser transportada, los contenedores permiten la ágil transferencia de carga de los diferentes modos de transporte.

* Servicio puerta a puerta.- es el envío de transporte de carga desde las instalaciones físicas de la empresa que realiza el envío hasta las instalaciones físicas de la empresa que recibe la mercancía o el consumidor, utilizando en éste proceso una sola factura.

* Piggyback.- es el transporte de cajas de trailer removibles en cajas de tren específicamente diseñadas para éste propósito, este método reduce el tiempo y trabajo para realizar la transferencia.

Evolución de las terminales intermodales interiores

En los últimos años se ha incrementado el número de terminales intermodales interiores creando una infraestructura logística que sirve de base para la integración de las cadenas productivas del país.
De acuerdo al estudio del Instituto Mexicano del transporte, en el año del 2002 se tenían identificadas 21 terminales intermodales en operación. Estas terminales se encuentran localizadas principalmente en el centro y norte de la república Mexicana y es de llamar la atención que en el sur del país se tiene una escasa cobertura de servicios intermodales.
En la actualidad existe una asociación que funge como interlocutora entre las autoridades federales, estatales y municipales para el desarrollo del transporte intermodal, esta asociación es la AMTI, y en su registro de terminales intermodales se encuentran las siguientes localidades:

Cada terminal tiene un área de cobertura de servicio o Hinterland, de la gráfica anterior se puede constatar que el centro y norte tienen amplia cobertura de servicios, incluso esas coberturas se llegan a traslapar con el área de otra terminal.
El 100% de las terminales intermodales se han construido con inversión privada, pero el servicio que ofrecen puede ser abierto al público o privado.

Las terminales intermodales de servicio privado son generalmente terminales del sector automotriz, dentro de estas se encuentran las siguientes: * Ford-Hermosillo * Chrylser-La Encantada * GM-Ramos Arizpe * Nissan-Aguascalientes * Tecom-Guadalajara * GM-Silao * Tecom-Mexico * VW-Puebla * Contri-Modal

La localización de una terminal intermodal se debe basar en un estudio logístico de centros de consumo, vías de comunicación, densidad de población, demanda comercial y alternativas modales de transporte ya sean éstos ferrocarril, aéreo y carretero, y que la inversión se justifique por los ahorros logísticos a las cadenas de suministros.
A continuación se muestran las zonas de influencia de las principales terminales del país.

Problemas operativos en las terminales intermodales

Dentro de las principales problemáticas que se tienen en las terminales intermodales existentes en México se encuentran las siguientes:
Carencia de aduanas.- Solo la mitad de las terminales intermodales cuenta con servicio de aduana, lo cual interrumpe las operaciones de puerta a puerta para las importaciones y exportaciones, esto favorece la inmovilización de mercancías disminuyendo la eficiencia operativa de las cadenas de suministro.

Carencia de servicios de consolidación y desconsolidación de carga.- Esto implica que los pequeños productores tengan que pagar servicios completos de contenedores, cuando éstos pudieran ser compartidos con otros miembros de la cadena para reducir los costos logísticos y de transporte.
El incrementar los costos de transporte es una barrera de intercambio de productos tanto nacionales como extranjeros.

Ausencia de contenedores de carga peredecedera.- Al no contar con los servicios de transporte de carga refrigerada, se está desaprovechando el empuje que puede dar industrias alimentarias y farmaceúticas en la contratación de servicios logísticos.
Falta de planeación urbana.-varias terminales se encuentran en puntos donde se mezcla el tráfico de autopistas libres y de cuota, restringiendo la fluidez del transporte, uno de los casos más críticos es la terminal de Cuautitlán-Ford que se encuentra en el periférico en la carretera a Querétaro esta via es una de las más transitadas en el norte del Estado de México y se provocan grandes congestionamientos viales, un caso similar ocurre en la terminal de Pantaco que se encuentra en la delegación de Azcapotzalco en el D.F.

Servicios de inspección.- Las terminales que cuentan con servicios de inspección de autoridades federales como la SAGARPA y la PGR enfrentan un problema adicional por la burocracia y trámites que se tienen que contar para la liberación de las mercancías, estas revisiones incrementan el número de maniobras que tienen que realizarse, esto impacta a la cadena de suministro en cuanto a los costos logísticos de operación y el incremento de tiempo en la estadía de los productos.

Disputas de derechos de paso.- al igual que en los puertos marítimos, en los puertos intermodales se tienen concesiones de algunas compañías ferroviarias para el derecho de paso, arrastre, intercambio de equipo, un ejemplo claro es el caso de GM que en la ruta Piedras Negras-Silao que pasa de ser operado por Pacer a Ferromex en Saltillo, TFM en Celaya y cambia a Ferromex para ser entregado en Silao

Falta de comercialización de servicios intermodales.- este caso es muy notorio en la frontera norte, en donde compañías de servicios de Estados Unidos prefieren terminar su operación de ferrocarril en la frontera con México, debido a que el continuar el trayecto les es muy complicado por la falta de regulación y trámites que tienen que realizar en México.

Operación actual intermodal en México

En México el transporte en general es dominado por el autotransporte, y esto se debe a: * Nuestro alto volumen de comercio con EU * Facilidad de uso (una fuente-un destino) * Limitaciones de los puertos y rutas intermodales * Limitaciones de infraestructura ferroviaria
El 85% de las operaciones actuales en México son UNIMODALES, es decir el camión de origen es el de destino, y esto lleva consigo problemas de congestionamiento en las autopistas, puentes fronterizos, desperdicio de recursos logístico, deterioro de carreteras, retrasos e ineficiencias en la cadena de suministro.

La siguiente tabla muestra una comparación del tipo de transporte en otras regiones del mundo.

En la gráfica anterior se puede apreciar que estamos sub utilizando la capacidad del transporte intermodal en México, el cual es 3 veces más grande en proporción en países industrializados.

Dentro de los servicios que prestan las terminales intermodales asociadas al AMTI se encuentran las siguientes:

Servicios domésticos

Corredor | Tipo de servicio | Proveedor | Equipo | Pacífico: México – Mexicali Intermodal doméstico | • Orígenes-destinos: México, Guadalajara, Silao, Topolobampo, Cd. Obregón, Hermosillo y Mexicali•Puerta – Puerta •Rampa – Rampa •Rampa – Puerta •Puerta – Rampa | FerromexDirecto con el cliente ó vía Socio Comercial | Contenedores FXEU 53’Semi-remolques 48’ y 53’ privados (del cliente) | Manzanillo a:México GuadalajaraMonterrey TorreónSilao AltamiraAguascalientes | Intermodal doméstico•Puerto – Puerta | FerromexDirecto con el cliente ó vía Socio Comercial | Contenedores marítimos 20’ y 40’ privados propiedad de la línea marítima | Altamira a:México GuadalajaraMonterrey TorreónSilao Aguascalientes | Intermodal doméstico•Puerto – Puerta | FerromexDirecto con el cliente ó vía Socio Comercial | Contenedores marítimos 20’ y 40’ privados propiedad de la línea marítima | Manzanillo a:VeracruzLázaro Cárdenas | Intermodal doméstico interlineal con KCSM y con Ferrosur | FerromexDirecto con el cliente ó vía Socio Comercial | Contenedores marítimos 20’ y 40’ privados propiedad de la línea marítima | Veracruz – Pantaco - VeracruzVeracruz – Salina Cruz- VeracruzVeracruz – Coatzacoalcos - VeracruzCoatzacoalcos – Salina Cruz- Coatzacoalcos | Intermodal domésticoRampa– RampaPuerta – Puerta Cargados y reposicionamiento de vacíos | Ferrosur directamente rampa- rampaPuerta – Puerta a través de Navieras y de Operadores Logísticos Marítimos | Contenedores marítimos 20’ y 40’ privados propiedad de la línea marítima | Veracruz – Silao – VeracruzVeracruz – Manzanillo – Veracruz | Intermodal domésticoRampa– RampaPuerta – Puerta Cargados y reposicionamiento de vacíos | Ferrosur – FerromexA través de Navieras y operadores logísticos marítimos | Contenedores marítimos 20’ y 40’ privados propiedad de la línea marítima | Veracruz – Querétaro – Veracruz | Intermodal domésticoRampa– RampaPuerta – Puerta Cargados y reposicionamiento de vacíos | Ferrosur – KCSMA través de Navieras y operadores logísticos marítimos | Contenedores marítimos 20’ y 40’ privados propiedad de la línea marítima | Lázaro Cárdenas a:- Pantaco- Querétaro- San Luis Potosí- Monterrey-Veracruz | Intermodal domésticoPuerto – Rampa-Puerto | KCSMA través de Navieras y de Operadores Logísticos Marítimos | Contenedores marítimos 20’ y 40’ privados propiedad de la línea marítima | Manzanillo a:- Querétaro- Monterrey | Intermodal doméstico•Puerta – Puerta | APLA través de KCSM y Ferromex | Contenedores marítimos 20’, 40’ y 45´ privados propiedad de la línea marítima | Manzanillo a:- EdoMex (Contrimodal)-Pantaco-Altamira | Intermodal doméstico•Puerta – Puerta | APLA través de Ferromex | Contenedores marítimos 20’, 40’ y 45´ privados propiedad de la línea marítima | Manzanillo a:- Silao | Intermodal doméstico•Puerta – Puerta | APLA través de Ferromex | Contenedores marítimos 20’, 40’ y 45´ privados propiedad de la línea marítima | Altamira a :-México-Monterrey | Intermodal doméstico•Puerta – Puerta | APLA través de Ferromex | Contenedores marítimos 20’, 40’ y 45´ privados propiedad de la línea marítima | Veracruz – Pantaco | Intermodal doméstico•Puerta – Puerta | APLA través de Ferromex1 | Contenedores marítimos 20’, 40’ y 45´ privados propiedad de la línea marítima | Lázaro Cárdenas a:- Pantaco - San Luis Potosí- Toluca - Querétaro- Contrimodal - Monterrey- Ramos Arizpe | Intermodal doméstico•Puerta – Puerta | APLA través de KCSM y Ferromex | Contenedores marítimos 20’, 40’ y 45´ privados propiedad de la línea marítima |

Servicios de importación

Corredor | Tipo de servicio | Proveedor | Equipo | De:- Chicago - Columbus- Detroit - Baltimore- Cleveland - BostonA:- Pantaco- San Luis Potosí- Monterrey- Toluca | Intermodal CrossborderRampa – Rampa5 días de tránsito Rampa-Rampa de Chicago. Mercado: De Chicago y conexión con ciudades de la costa Noreste de los Estados Unidos de Norteamérica y de la costa Sureste de Canadá | Union PacificA través de IMC´s | Contenedores de 53’ | De:- Chicago-Detroit- Cleveland- Columbus-Baltimore-Boston- Atlanta- Charlotte- Toronto- MontrealA:- Pantaco- San Luis Potosí- Monterrey- Toluca | Intermodal Crossborder y NonStopRampa – RampaPuerta – PuertaRampa – PuertaPuerta – Rampa5 días de tránsito Rampa-Rampa Mercado: Ciudades de la costa Norte Central y Noreste de los Estados Unidos de Norteamérica y de la costa Sureste de Canadá | Stacktrain MéxicoA través de IMC’s | Contenedores de 53’ |

Servicios de exportación

Corredor | Tipo de servicio | Proveedor | Equipo | De:- Pantaco-SLP- Monterrey- Toluca (próximamente)A:- Chicago - Boston- Detroit - Los Angeles- Columbus - Seattle- Baltimore - Portland- Dupo/St Louis, MO | Intermodal CrossborderRampa – Rampa Mercado: Área metropolitana de la Ciudad de México, San Luis Potosí, Monterrey, Guadalajara, Querétaro | Union PacificA través de IMC’s | Contenedores EMHU, EMWU 53’ | De:- Pantaco-SLP- Monterrey- Toluca (próximamente)A:-Chicago - Columbus-Detroit - Baltimore-Boston - Atlanta-Charlotte - Los Angeles-Seattle - Portland-Toronto-Montreal | Intermodal Crossborder y NonStopRampa – RampaPuerta – PuertaRampa – PuertaPuerta – Rampa Mercado: Área metropolitana de la Ciudad de México, San Luis Potosí, Monterrey, Guadalajara, Querétaro. | Stacktrain MéxicoA través de IMC’s | Contenedores de 53’ |

¿Cómo establecer un sistema racional, eficiente y competitivo?

De las estadísticas mostradas, queda claro que México cuenta con un retrazo significativo en el uso de transporte multimodal, por lo que se tienen que hacer grandes esfuerzos para impulsar el desarrollo de los servicios multimodales, por lo que a continuación se plantan algunas propuestas para impulsar este tipo de servicios.

* Esquemas de conexión de los modos eficiente:
•ferrocarril - camión (terminal interior)
•buque - ferrocarril (puertos)
•buque - camión (puertos)
•ferrocarril - ferrocarril (transfronterizo)

* Uso racional del transporte y la infraestructura. Orientación del ferrocarril en distancias largas, del camión en cortas y sistemas de alimentación en puertos y terminales interiores.

* Conexión de los puertos a la red ferroviaria de México y por ende de los E.U. y Canadá

* Medidas de facilitación administrativa para uso de equipos intermodales.

* Modernización de la regulación de los transportes:
•Reglamentos y disposiciones administrativas de puertos, carretera, ferrocarriles e intermodal.
•Reglamento de pesos y medidas. * Nuevas Terminales Interiores.

* Definición de condiciones mínimas aceptables para operar

* Definición de reglas de tráfico interlineal ferroviario.

* Derechos de pasos ferroviarios definidos y competitivos.

* Servicio de ferrocarril en puertos: Infraestructura adecuada y administración del servicio

* Facilitación aduanera.
•Uniformidad de procedimientos en fronteras, puertos y terminales.
•Coordinación de autoridades en inspección de carga.

Conclusiones y Recomendaciones

Actualmente existen 21 terminales intermodales interiores en la república Mexicana, dentro de ellas se realizan operaciones de carga de contenedores, servicio puerta a puerta y piggyback de plataformas para trailers.

En México el porcentaje de transporte multimodal es una tercera parte de lo que se realiza en otros países industrializados.

El trámite de secretarías como el SAT y la SAGARPA implica tiempo extra y costos para los movimientos de contenedores.
La red carretera es la más utilizada, siendo desaprovechada la red ferroviaria

Se recomienda ampliar el número de puertos secos con los servicios adecuados para poder eficientizar las operaciones logísticas en nuestro país, también se debe de avanzar en reformas del marco normativo para facilitar los trámites aduaneros e impulsar el tráfico ferroviario.

Bibliografía

Transporte multimodal y globalización en México.- Carlos Martner Peyrelongue
Secretaría de Comunicaciones y Transportes
Asociación Mexicana del Transporte Intermodal

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