>> Transpacific - port coverage from April 1st.more.

>> Are direct services becoming less attractive for shipping lines?. more.

>> What happens to the small ships post Panama Canal expansion?. more.

>> Maersk to acquire Hamburg-Sud and reinforce its presence on the Latin America routes. more.

>>£0.5 trillion of trade passes through UK ports. More.

>> The future of rail freight and private investment. More.

>> The Northern Freight and Logistics report. More. 

>> Oxford Cambridge Expressway Study. More.

>> The potential impact of Brexit on trade. More.

>> India - the impact of shipping lines’ consolidation and the cabotage rule change. More.

>> Iran – changes in maritime services post-sanctions. more.

>> 'India: The only way is up' say MDST in an article published by Lloyds List. More.

>> Hanjin’s collapse - A wake-up call to the industry? More.

>> Peak season 2016: could the seemingly more rational shipping lines restore stability to the market?. More.

>> Panama Canal Expansion: the major announcements so far have been made by the CKYHE Alliance and G6 Alliance: each have indicated the upsizing of some of their vessels on the services passing through the Panama Canal as shown in MDS Transmodal's analysis. More.

>> CMA-CGM’s acquisition of Neptune Orient Lines and Cosco’s merger with China Shipping Container Line (CSCL), prompted the need for a few changes in the current capacity-sharing agreements amongst the shipping lines. More.

>> MDST has been appointed by Transport for the North (TfN), in partnership with York Aviation and Regeneris Consulting, to carry out a review of international passenger connectivity in the North of England. More.

>> Chris Rowland, Managing Director of MDST, presented the draft conclusions from the Transport for the North (TfN) Freight & Logistics Strategy at the Freight in the City Conference in Manchester on 3 March 2016. More.

>> With 22 maritime services, Iran is expected to see an increase of around 250% in the capacity of container shipping passing through its ports in spring 2016, as shipping lines seek to benefit from the removal of sanctions. More.

>> MDST Chairman, Mike Garratt, wrote to the editor of RAIL magazine in March about the future of rail freight in Great Britain. More.

>> MDST has examined the evidence for Chinese ‘dumping’ of steel on the global and UK markets using its World Cargo Database, which allows it to monitor world trade by both volume and value and for detailed commodities. More.

>> East Asia export box trade sees growth of 1.7% in 2015, says MDST in an article published by Lloyds List. More.

>> The UK Department for Transport (DfT) has published road traffic forecasts which used MDST’s GB Freight Model (GBFM) to develop forecasts to 2040 for HGV traffic on the British road network. More.

>> Ports should be at the centre of distribution chains says MDST. More.

>> Based on its analysis of Eurostat port statistics and its own World Cargo Database, MDS Transmodal has concluded that ports handled 640 million tonnes in 2014, a market share of 40%. More.

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Rail freight

In the rail freight sector the consultancy works for property developers, rail freight operators and infrastructure providers, economic regulators, government at all levels, trade associations and financial institutions, providing the following main services:

  • Needs cases for Strategic Rail Freight Interchanges in Great Britain and then advice on implementation.
  • Market and feasibility studies, business cases and business plans for rail freight infrastructure and services.
  • Commercial due diligence services for buyers or vendors of rail freight companies and terminals.
  • Rail freight traffic forecasts at a national, regional and service level.
  • Rail freight terminal design.
  • Analysis of the availability of infrastructure capacity and loading gauge of railway lines.
  • Advice on developing rail freight services between ports and their hinterlands.
  • Grant applications for rail freight infrastructure, equipment and services.

As well as having extensive experience of using official and industry statistics and being able to draw on its consultants’ knowledge of the relevant markets, MDS Transmodal is able to produce analyses from its own unique set of databases and transport models:

  • The Great Britain Freight Model (GBFM):  a demand simulation model that can be used to test the impact of changes in the policy and market environment on the flows of rail and road freight traffic in the domestic and international markets.
  • A comprehensive database of the location, size and ownership of all large warehouses in Great Britain which is particularly relevant for the analysis of the opportunities for the development of Strategic Rail Freight Interchanges.
  • The End to End Model (E2E) models the economics of door-to-door container shipping services between a given set of origins/destinations in Great Britain and a given set of origins and destinations overseas, based on a given volume of containerised trade on the relevant trade lane.  It allows the complete door-to-door transport costs to be modelled and so includes not only the costs of operating the shipping services on a quay-to-quay basis via a particular port, but also considers the inland distribution costs by road or rail.   It can be used, in particular, to compare the average cost of container transport between different British ports for a specific trade lane, such as Europe-Far East and Transatlantic.
  • The Logistics Model models the supply and demand for logistics space (large-scale warehousing) in Great Britain for any given geographic area up to a defined future year.  It estimates the amount of logistics space that will need to be replaced using data from the Warehouse Database and calculates the amount of additional space that will be needed to accommodate future growth based on freight traffic forecasts from GBFM.  It then calculates the net requirement once land from existing planning consents has been used up to provide outputs in terms of additional hectares of land required through the planning system both on rail-linked and road-link sites.
  • In-house rail and road freight transport cost models, for intermodal wagonload and bulk rail freight services and taking into account different wagon types.

To learn more about our work in this sector, request our Rail Capability Statement  here.