The power of inland navigation
The future of freight transport and inland navigation in Europe
2016-2017
Table of contents Preface 5 Chapter 1 The value of transport
6
Chapter 2 The best of all transport modes
14
Chapter 3 The value of waterways
24
Chapter 4 The versatile fleet
36
Chapter 5 The footprint of a sustainable transporter
44
Chapter 6 Sustainable transport thanks to the Blue Road
56
Glossary 68 Organizations
69
3
Source: INE / MigalskiMigalski
Preface Logistics of the future The tempestuous times that shook the planet on its foundations are now behind us. Today, our world is dominated by sustainable production, globalisation, increasing tensions between countries and instability of financial markets. But there is light on the horizon. Trade and goods flows are back to where they were before the crisis and we are slowly but surely climbing out of the abyss. What will the future hold? In recent years, revolutionary developments in the field of ICT, the Internet and 3D printing have broadened our perspective. “Smartphone” and “tablet” are now standard conveniences in our daily life and work. We should be aware that these advancements have only just begun and that the future will be even more radical. Developments will occur in quicker succession and will penetrate even deeper into our daily lives than we care to imagine. In that new world, technology will assist or replace human decision-making, and we will increasingly become supervisors/controllers of processes. Developments in the past mostly made our life and work safer, easier and more enjoyable. Flying, sailing and driving will increasingly be incorporated into automated processes, with logistics determining the best route, speed, loading capacity and exchange possibilities with other modes of transport. Customers and consumers of the future demand reliable and sustainable transport services in transparent chains at the lowest possible cost. Customers want to be able to switch between modes of transport so as to achieve the best performance. If we get it right, the world will be much more organised and less stressful. So whoever has the best network has the lead on the competition. In that future the carrier who faces no obstacles in terms of congestion and who meets the highest safety and sustainability standards will come out the winner, provided his delivery service is reliable and at the lowest possible cost. In that sense, inland navigation promises well for the future. Kees de Vries Dutch Inland Navigation Information Agency
5
1 The value of transport
Source: Annemarie van Oers
1 The value of transport Rotterdam tranships close to 450 million tons of cargo per year. There are not many people who can envisage the sheer volume of that, so to give you an idea: everyone knows what shipping containers look like – those robust, 20-foot (6-metre) steel boxes that fit on lorries one or two at a time. If all the cargo Rotterdam tranships in a year were to be put into shipping containers that are then lined up one after the other, this ‘wall’ would span the globe nearly four times over. The astronomical quantity of transhipped goods reflects the scale and intensity of the global transport network. However, transport is not a solitary undertaking. Nobody transports goods for no reason. Transport is an offshoot of commerce and industry. With today’s ingeniously organised transport, it is much more attractive, economically speaking, to transport products over many thousands of kilometres rather than to set up separate, smaller factories in several locations. As a result, the distance between the factory (the producer) and the user (consumer) has multiplied over the past fifty years. A factory in Indonesia produces Nike shoes that find their way to millions of customers in the United States and Europe. Countless companies centralise their production in one or two locations in the world. Seldom has a word been so fitting as ‘globalisation’ or ‘internationalisation’. Thanks to the boom in communication facilities such as the Internet and mobile phones, geographical distances hardly get in the way of business. The world has become a village. Globalisation relates not only to the production and transport of goods. It also says a lot about the political, financial and social relations between countries. In any event, internationalisation has dramatically changed global transport. Technically speaking, much more is transported and at much greater speeds. Consequently, the vessels that ship the large container flows across the world’s oceans are increasing in size. In the spring of 2015, for instance, a ship arrived in Rotterdam with a surface area measuring more than four entire football pitches. Vessels of that size can only berth in ports that have the required draught and berthing facilities. Rotterdam is the principal, not to mention the largest, seaport in Europe. Ports in Asia are rapidly increasing in scale; there are now seven ports that surpass Rotterdam in size. Changes in transport have, in turn, opened up new possibilities for commerce. The development of transport has become an ever self-reinforcing and dynamic process of innovation and expansion. It is a fascinating spectacle for those who are willing to see it. In the past, although not so very long ago, transport was considered a necessary evil; sometimes there simply was no getting round having to move things. That has changed. Today, any serious entrepreneur, politician or manager understands that goods transport is the lubricant of society and an essential ingredient of that same society. Transport is vital to the economy and hence to the prosperity and welfare of humankind. Nowadays, transport is getting the recognition it deserves.
7
Indicative navigation routes and major seaports and container ports
International trade underlies the flow of goods across the oceans. The boom in the shipping industry has resulted in such low transport rates that the location of production facilities has become of secondary importance. Many Western multinationals have moved some of their production capacity to Asia. Remarkably, 13 of the 20 largest seaports are located in China. Only 4 of those 20 ports are outside Asia.
Rotterdam Antwerp
Hamburg Bremen
Qinhuangdao Yingkou Tangshan Dalian Tianjin Nagoya Qingdao Busan Rizhao Shanghai Ningbo + Zhoushan Guangzhou Xiamen Shenzhen Kaohsiung Hongkong
Los Angeles Long Beach South Louisiana Dubai Ports
Port Klang Tanjung Pelepas
Singapore
Port Hedland
Scheduled sea service Sea and/or container ports
12
Waardevol Transport13
Development of maritime transport by types of goods
10,000
8,000
6,000
4,000
It has taken six years since the worldwide decline in maritime transport in 2009 for an upward trend to re-emerge. Starting in 2006, the share of the group of most important bulk goods has increased by one percentage point. This group comprises iron ore, coal, grain, bauxite & alumina and phosphate rock.
2,000
0 1990
1995
2000
2005
2006
2007
2008
2009
2010
2011
2012
2013
1,755
2,050
2,163
2,422
2,698
2,747
2,742
2,642
2,772
2,794
2,841
2,844
Other dry cargo
988
1,105
1,295
1,709
1,814
1,953
2,065
2,085
2,335
2,486
2,742
2,920
Main bulk goods
1,031
1,125
1,928
2,009
2,112
2,141
2,173
2,004
2,022
2,112
2,169
2,260
234
371
598
969
1,076
1,193
1,249
1,127
1,280
1,393
1,445
1,524
4,008
4,651
5,984
7,109
7,700
8,034
8,229
7,858
8,409
8,785
9,197
9,548
Containers
Oil and gas Total
Source: UNCTAD
The power of inland navigation
Unit: Loaded weight x 1 million tonnes
8
Largest ports in the world: transhipment of goods
2012
2013
2014
Ningbo & Zhoushan* Shanghai* Singapore Tianjin* Tangshan* Guangzhou* Qingdao* Rotterdam Dalian* Port Hedland 0
200
400
600
800
1,000
The port of Rotterdam is eighth in the world in terms of transhipment volume. Eight of the nine other top-10 ports are in Asia; seven in China and one in Singapore. Transhipment volume in Port Hedland (Australia) has increased by as much as 51% since 2012.
Unit: Gross weight x 1 million tonnes
*Including domestic transport and inland navigation Source: Port of Rotterdam
Largest container ports in the world: transhipment 2012
2013
2014
Shanghai Singapore Shenzen Hongkong* Ningbo & Zhoushan Busan Guangzhou Qingdao Dubai Ports Tianjin Rotterdam
0
5,000
10,000 15,000 20,000 25,000 30,000 35,000 40,000 Unit: Number of containers x 1,000 TEU
*Including inland navigation Source: Port of Rotterdam
9
Since its decline in 2009, container transhipment around the world has escalated by the year, amounting to 651 million TEUs in 2013 according to the World Bank. China accounts for most of the container transhipment, followed by the US, Singapore, Hong Kong and Korea. In 2014 the port of Rotterdam is eleventh in the list of busiest container transhipment ports.
Logistics Performance Index 2014
The Logistics Performance Index is a benchmark for logistics with a value of 1 to 5. The scale provides insight into the efficiency of a country’s trade flows, including cargo transport, storage, customs formalities and payment systems. Since the last measurement in 2012, the Netherlands has progressed from fifth to second place.
Germany
4.12
Netherlands
4.05
Belgium
4.04
UK
4.01
Singapore
4.00
Sweden
3.96
Norway
3.96
Luxembourg
3.96
USA
3.92
Japan
3.91 0
3.5
3.6
3.7
3.8
3.9
4.0
4.1
4.2
4.3
Source: World Bank
Main Extra EU maritime transport flows of EU-27, 2011
Norway 93
Russia - Baltic sea region 119.2 Russia Black Sea region 62.9
USA - East Coast 83.2
Turkey 58.3 Egypt 78.1 In 2011, 64% of the EU-27 maritime goods were transported to or from ports outside the EU; maritime transport is therefore by far the EU’s most important mode of long-distance transport (in terms of tonnage). The depicted eight main goods flows are incoming flows.
Brazil 101.9
Source: Eurostat
The power of inland navigation
China 62.5
Unit: Gross weight x 1 million tonnes
10
Deep sea and short sea transport from and to European countries, 2013 Short sea
Deep sea
600
500
400
In 2013, a total of 3 billion tonnes of goods was transported to or from ports within the 28 countries of the European Union. At 58% in 2013, the short sea share within the EU-28 is greater than the deep sea share. In 2013 Europe’s main short sea ports were Rotterdam, Antwerp, Hamburg, Amsterdam, Marseille, Algeciras, Le Havre, Immingham, Bremerhaven and Valencia.
300
200
100
0
Th
ds
lan
her
et eN
UK Spain
l y y y y e e n Ital Turke rman Franc elgium orwa wede Greec or tuga N S B P Ge
Source: Eurostat
Unit: Weight x 1 million tonnes
European short sea transport goods distribution Liquid bulk
Dry bulk
Large containers
Ro-ro
Other goods & unknown
2,000
1,500
1,000
500
0 2005
2006
2007
2008
2009
2010
Source: Eurostat
2011
2012
2013
Unit: Weight x 1 million tonnes
11
Liquid bulk constitutes 45% of the European short sea transport. However, it has been declining in volume since 2005. The share of containers has increased steadily from 10% to 14% since 2005. The share of ro-ro (13%) and dry bulk (20%) has remained stable between 2005 and 2013.
Largest seaports of Europe ≼ 200 million tonnes
Rotterdam
150 - 200 million tonnes Antwerp 100 - 150 million tonnes Hamburg, Novorossiysk
Primorsk
50 - 100 million tonnes Genua, Constanta, Trieste, St. Petersburg, Grimsby/Immingham, Ust-Luga, Primorsk, Valencia, Le Havre, Bremerhaven, Marseille, Algeciras en Amsterdam ≤ 50 million tonnes Barcelona, Dunkerque, London
St. Petersburg
Ust-Luga
Grimsby/Immingham Amsterdam London Dunkerque
Hamburg Bremerhaven Rotterdam Antwerp
Le Havre
The largest seaports in Europe are situated in the northwestern region of the European continent. Two of the five largest European ports are located in the Netherlands, i.e. in Rotterdam and Amsterdam: Antwerp, Hamburg and Novorossiysk are in the top 5. The latter is in southern Russia on the Black Sea.
Trieste Novorossiysk
Genua Constanta
Marseille Barcelona Valencia Algeciras
Source: Port of Rotterdam
Main cargo seaports of Europe 2012
2013
2014
Rotterdam Antwerp Hamburg
Rotterdam is by far the largest cargo seaport in Europe. In 2014 Rotterdam transhipped more than twice the amount of goods compared to Antwerp, the second largest port in Europe. The port of Rotterdam can accommodate the increasingly larger seagoing vessels and with its geographical location the goods can easily be transported far into Europe via the river Rhine and connecting waterways.
Novorossiysk1) Amsterdam Algeciras Marseille Bremerhaven Ust-Luga Valencia 0
100
200
Source: Port of Rotterdam
The power of inland navigation
12
300
400
500
1) Including the Caspian Pipeline Consortium Marine Terminal Unit: Gross weight x 1 million tonnes
Main container seaports of Europe 2012
2013
2014
Rotterdam
Hamburg
Antwerp
Bremerhaven
Algeciras
Valencia
Felixtowe*
Piraeus
Ambarli/Istanbul*
Gioia Tauro
0
3,000
6,000
9,000
12,000
15,000
The largest container ports in Europe are situated in the northwestern region of the European continent. The port of Rotterdam is strongly in the lead in terms of both bulk cargo and container transhipment. Goods arriving in Rotterdam, Hamburg, Antwerp and Amsterdam can be transported beyond their national boundaries far into Europe. Other ports primarily fulfil a national or regional purpose.
* 2014 Provisional figures Unit: Source: Number x 1,000 TEUs (Twenty-Feet Equivalent Units)
Source: Port of Rotterdam
Shares of ports by transhipment of goods in the Hamburg-Le Havre region, 2014 Hamburg Bremerhaven Wilhelmshaven Amsterdam Rotterdam Zeeland Seaports Antwerp Ghent Zeebrugge Dunkerque Le Havre
Dry bulk
Liquid bulk
Containers
Mixed cargo
Source: Port of Rotterdam
Unit: Gross weight
13
The port of Rotterdam is clearly the largest port for all categories of goods. This advantage is most obvious for the transhipment of dry and liquid bulk. Rotterdam accounts for 50% of the transhipment of liquid bulk in the region. Antwerp, Hamburg and Bremerhaven are also strong in container transhipment. The port of Amsterdam handles a significant transhipment volume of dry bulk.
The best of all transport modes
2
2 The best of all transport modes All Europeans have an ongoing need for a sound and reliable supply of goods. They also want to have electricity, fuel for their cars and a variety of – preferably fresh – produce at their disposal every day. A streamlined, well-organised transport sector is essential for providing those luxuries. People are not very aware of the actual transport, except perhaps when a lorry holds up the flow of traffic on the motorway, or a bridge opens to let a barge through or very occasionally when a freight train thunders past whilst a delay is being called over the PA system on the train platform. Rail, road, shipping and inland navigation are the four modes by which most goods are transported across Europe. Underground pipelines are used as well to transport large volumes of liquids on a fixed route. Cargo airlines are the preferred mode of transport for small packages that require urgent delivery. The distribution over the modes is called the modal split and a change to that split is referred to as a modal shift. Each seaport has its own modal split, depending on its geographical location, the industrial activities and the natural conditions. All ports are connected to the European road network and have access to the rail network. However, the link-up to the network of waterways differs considerably from port to port. This is related to their scale, draught, the condition of the waterways themselves and the dimensions of bridges and locks. These connections to the hinterland also determine the modal split of seaports. Hamburg, for instance, has many rail links to the rest of Europe, but the River Elbe is not navigable in some places and the North German canal network is not accessible to the largest inland navigation vessels. Rail transport therefore has a large share in Hamburg’s modal split. Rotterdam and Antwerp, on the other hand, make much more use of inland navigation thanks to the River Rhine, the easily navigable, natural connection to the hinterland and to which both ports link up directly. The modal splits of both Rotterdam and Antwerp therefore boast a greater share of inland navigation. There was a time when the transport of goods was somewhat simplistic. If a point of departure or destination was not situated directly along a waterway or a railway, a lorry was brought in to transport goods. That is still true today, but one of the best developments society has experienced over the past half century occurred in the transport sector. Congested roads, environmental damage and the likelihood that the climate is changing due to excessive CO2 emissions were decisive reasons for a modal shift to rail and especially inland navigation. The various modes were linked, interwoven and interconnected. Logistics became a concerted action in which coordinators resourcefully employed the best mode to provide an admittedly complex but near-perfect transport product. This combination of various modes of transport is called multimodal transport, with synchromodal transport being the ultimate for the foreseeable future, meaning that the best mode is selected for each segment of the transport activity. In this new configuration, inland navigation stands out as an environmentally friendly, climate-friendly and safe mode of transport.
15
EU-28 transport performance per mode Road1
Rail
Inland Navigation2
Sea transport3
2,000
1,500
The growth in cargo transport is inextricably linked to the growth of the economy. The dip in the graph is clearly explained by the economic crisis. Inland navigation is the only mode that has managed to achieve growth (5.6%) between 2011 and 2012. Road and rail transport both suffered a decline of 3% and 3.6% respectively.
1,000
500
0 2000
2001
2002 2003 2004
2005
2006 2007 2008 2009 2010
2011 2012*
1) Road transport: International and domestic transport by vehicles registered in EU-28 2) Inland navigation: Estimates 3) Sea transport: Domestic and intra-EU-28 transport, estimates *) Figures for 2012 are estimates Source: European Union
Unit: Quantity x 1 billion tonne-kilometres
Modal split per EU country (transport performance), 2012 Inland navigation***
Rail transport**
Road transport*
100% 90% 80% 70% 60% 50% 40% 30% 20% 10%
ia an
Sl ov ak ia EU ‐2 8 to ta l
ia tr
Ro m
s nd
he
rla
bo N
et
Au s
ur g
ry un
xe m Lu
* Road transport is based on global transport movements of vehicles registered in the reporting country. Rail and inland navigation figures relate to transport within the reporting countries. Road transport Germany: estimate. ** Belgium, Germany and Luxembourg: estimates. *** Belgium: provisional figure, Germany: estimate. Source: Eurostat
The power of inland navigation
ga
ce H
m G
er
Fr an
an y
tia oa Cr
ria ga ul
B
el
gi
um
0
B
The modal split differs considerably per EU country. Of all the countries in the EU-28, inland navigation has the strongest presence in the Netherlands. In absolute terms, however, the transport performance in Germany is higher than in the Netherlands, because the transport distance is greater in Germany than in the Netherlands.
Base: transport performance in tonne-kilometres
16
Modal split inland navigation on European level and forecast up to 2040
% Modal split 1995-2010
billion tkms 1995-2010
% Modal split IWT low scenario
billion tkms low scenario
% Modal split IWT medium scenario
billion tkms medium scenario
% Modal split IWT high scenario
billion tkms high scenario billion tonnes / km
IWT = Inland Waterway Transport 7%
500 450
6%
Modal split inland navigation
400 5%
350 300
4%
250 3%
200 150
2%
100 1% 50 0%
1995
2000
2005
2010
2015
2020
2025
2030
2035
0 2040
The modal split for inland navigation as compared to road and rail transport has decreased over the years. Although transport performance has increased, road transport grew much faster. The forecast for 2040 shows low, medium and high scenarios. Both the transport performance and the modal share of inland navigation in 2013 exceed the three forecast lines in the graph.
Source: NEA
Average forecast for freight transport per types of goods
450
2007 = 100
400
2020 (min) 2020 (max)
350
2040 (min) 2040 (max)
300 250 200 150 100 50
Source: Medium and long term perspectives of IWT in the EU - NEA et al
17
Total
Building materials
Agribulk
Petroleum and chemicals
Steel industry
Coal for power stations
Goods in containers
0 Regarding product groups, the expected growth for inland waterway transport is the largest for the container transport product group.
European goods transport by mode and destination, 2013 Domestic
International
Belgium Rail transport** Inland navigation Road transport*
37
19 143
44
44
249
Germany
In 2013 inland navigation transport in all four countries was mainly internationally oriented. Road transport, on the other hand, was primarily used for domestic transport, which is mainly short haul. Rail transport in the Netherlands and Belgium is predominantly internationally oriented, whilst this mode has a more national function in Germany and France. The rural infrastructure creates the frameworks here.
Rail transport Inland navigation Road transport*
247
126
55
172 2,810
111
France Rail transport Inland navigation Road transport*
60
29
32
37 43
1,954
Netherlands Rail transport Inland navigation Road transport*
3
36 104
252 470
104
* International road transport bilateral. ** Belgian rail transport: figures dating from 2011 Unit: Quantity x 1 million tonnes
Source: Eurostat
Modal split for hinterland container transport of EU seaports, 2013
Rotterdam
Inland navigation Rail transport Road transport
Hamburg 2%
35%
54%
39% 59%
11%
In the north-western European seaports road transport is the main mode for transporting containers to the hinterland. In the German seaports rail transport comes second after road transport. In Rotterdam and Antwerp inland navigation accounts for a major share of the hinterland transport.
Antwerp
3%
36%
57%
50%
47%
7% Source: Port of Rotterdam, Port of Hamburg, Port of Antwerp, The Ports of Bremen
The power of inland navigation
Bremerhaven
Unit: Shares on the basis of quantities in TEUs
18
Modal split for container terminals in the hinterland, 2014
Road transport
Rail transport
TEU
TEU
Inland navigation
Total
TEU
Germany Aschaffenburg
16,439
46.9%
13,877
39.6%
4,761
13.6%
35,077
Berlin
29,823
25.7%
86,279
74.3%
24
0.0%
116,126
7,505
12.5%
11,002
18.3%
41,771
69.3%
60,278
Duisburg1
1,469,000
48.7%
1,092,000
36.2%
455,000
15.1%
3,016,000
Emmerich
no data
no data
20,053
14.8%
115,583
85.2%
135,636
Frankfurt
no data
no data
38,991
47.0%
44,030
53.0%
83,021
Halle/Saale
19,593
32.9%
39,893
67.1%
0
0.0%
59,486
Hannover2
0
0.0%
20,589
28.4%
51,834
71.6%
72,423
Karlsruhe
no data
no data
no data
no data
26,763
100.0%
26,763
Kehl
63,483
68.7%
1,167
1.3%
27,749
30.0%
92,399
Krefeld
91,279
62.3%
35,750
24.4%
19,593
13.4%
146,622
Ludwigshafen1
no data
no data
no data
no data
83,360
100.0%
83,360
Mannheim
no data
no data
no data
no data
140,823
100.0%
140,823
Braunschweig
79,642
59.8%
35,007
26.3%
18,509
13.9%
133,158
Nurnberg1
443,861
62.5%
266,386
37.5%
0
0.0%
710,247
Regensburg und Passau
102,760
50.0%
102,760
50.0%
no data
no data
205,520
Rheincargo1
616,000
50.9%
314,000
26.0%
280,000
23.1%
1,210,000
no data
no data
51,774
60.5%
33,839
39.5%
85,613
4,579
11.5%
1,227
3.1%
33,995
85.4%
39,801
no data
no data
22,129
16.4%
112,427
83.6%
134,556
no data
no data
17,379
15.3%
96,251
84.7%
113,630
Lille1
17,858
26.2%
0
0.0%
50,199
73.8%
68,057
Lüttich4
no data
no data
no data
no data
24,813
100.0%
24,813
Mulhouse Ottmarsheim
43,681
55.7%
3,740
4.8%
31,059
39.6%
78,480
Paris Terminal SA4
265,423
65.7%
9,838
2.4%
128,440
31.8%
403,701
Strasbourg
230,027
55.6%
66,060
16.0%
117,480
28.4%
413,567
Enns
137,216
48.3%
146,287
51.5%
348
0.1%
283,851
Linz/Donau1
111,967
57.0%
84,333
42.9%
280
0.1%
196,580
Vienna3
238,395
50.0%
238,395
50.0%
333
0.1%
477,123
Minden
Stuttgart Weil am Rhein Wörth4
Switzerland Basel2
France
Austria
¹ Figures for 2013 ² Figures for January-November 2014 ³ Figures for road transport and rail transport are not recorded separately. The data is therefore divided in two. 4 Figures for 2012
Total transhipment volume of other major container terminals (modal split unknown): * Germany: Andernach - 132,540 TEU (2013), Bonn - 192,939 TEU (2014), Dortmund - 298,214 TEU (2013), Mainz - 109,147 TEU (2013) * Netherlands (2014): Groningen - 50,000 TEU, Meppel - 47,600 TEU, Leeuwarden - 27,250 TEU, Hengelo: 2013 - 51,000 TEU
Source: Schiffahrt, Hafen, Bahn und Technik and VITO
19
On average, inland navigation has a large share of the container terminal transport in the hinterland of the seaports.
Short sea transport of containers in EU countries Belgium Spain
Italy Germany
Netherlands UK
50,000 The total short sea transport of containers from/to EU-28 ports in 2013 amounted to 249 million tonnes (28.6 million TEUs). The amount of goods in containers has increased by 36% since 2005. Belgium’s load size has increased the most, i.e. by 87% between 2005 and 2013. The Dutch short sea container transport also increased in that period, namely by 20% to 33 million tonnes in 2013. Containerised cargo from/ to Italy declined sharply after 2009, but transport from/to Italy has improved again since 2011. Germany has the most short sea container transport in terms of tonnage.
40,000
30,000
20,000
10,000 2005
2006
2007
2008
2009
2010
2011
Source: Eurostat
2012
2013
Unit: Weight x 1,000 tonnes
Transport performance of inland container transport to countries, EU-28 2009
2010
2011
2012
2013
2,000
1,500
The Netherlands and Germany boast 89% of container transport by inland navigation in the EU-28. Since 2011, the container transport in the Netherlands has been larger than that of Germany. The Netherlands’ share of the transport is increasing every year. 84% of the containers transported in the EU-28 countries in 2011 were transported by inland navigation over Dutch territory.
1,000
500
0 Belgium
Germany
Source: Eurostat
The power of inland navigation
France
Netherlands
EU-28 total
Unit: Quantity x 1 million TEU-km
20
Goods transport: transport flows from, to and in the Netherlands
2004: 1,639 million tonnes 2013: 1,701 million tonnes (+4%)
incoming by sea and air 352 407 +16%
outgoing by land 344 340 -1% domestic 575
524 -9%
outgoing by sea and air
incoming by land
113 174 +54%
175
159 -9%
transit 80 98 +23%
Source: KiM
The total flow of cargo amounted to 1,701 million tonnes in 2013. Between 2004 and 2013 the transported weight of all modes combined increased by four per cent. Domestic transport has declined almost continuously since 2007. The slump in the construction sector is a major contributor to this decline.
Unit: Weight x 1 million tonnes
Cargo tonne-kilometre performance in the Netherlands 2009
2010
2011
2012
2013
80,000
70,000
60,000
50,000
40,000
30,000
20,000
10,000 0 Road transport**
Inland navigation*
Rail transport*
* Transport over Dutch territory ** Domestic and bilateral transport by Dutch companies Unit: Quantity x 1 million tonne-km
Source: Eurostat
21
The transport performance of modes can be compared on the basis of the cargo tonne-kilometre performance, which takes not only the weight but also the transported distance into account. The significance of inland navigation increases in that case. Unfortunately, the basis of the statistics is not entirely comparable. For the best possible comparison, the volume of the road transport over Dutch territory by foreign transporters should be added and the foreign share of the bilateral transport should be deducted.
Transported weight in the Netherlands 2009
2010
2011
2012
2013
2014
600
500
400
The road, inland navigation and rail modes are usually compared on the basis of the transported weight (tonnage). In 2013 the road transport’s share is 59%, inland navigation 37% and rail transport 4%. The figures for 2014 for road transport are not yet available. In 2014 inland navigation transported 367 million tonnes of goods in the Netherlands. Since 2009 the carried weight has increased in volume by 35% to exceed the peak years 2007 and 2008.
300
200
100
0 Road transport*
Inland navigation
Rail transport * Road figures for 2014 unknown Unit: Quantity x 1 million tonnes
Source: Eurostat, Statistics Netherlands, edited by BVB
Multimodal hinterland transport of containers from Rotterdam
Sea-sea
Inland navigation
12,000
Road
Rail
50%
10,000
40%
8,000 30%
6,000 20%
4,000 The modal split share of sea-sea transit increased considerably between 2006 and 2011 at the expense of road transport. The sea transit share is 35% in 2013. Inland navigation has a share of 22%, and 35% not counting the sea transit.
2,000
10%
0 2007 2008 2009 2010 2011 2012 2013 Unit: Number of ‘movements’ x 1,000 TEU
Source: Port of Rotterdam
The power of inland navigation
22
2007 2008 2009 2010 2011 2012 2013 Base: number of ‘movements’ x 1,000 TEU
Types of goods transported via inland navigation, 2013
Metal ores and mining products Coke and refined petroleum products Agricultural products, meat & fish Food, beverages and tobacco Coal and crude oil Chemicals, rubber and plastic Metals & metal products Secondary raw products and waste Other goods
EU-28
19%
30%
3% 4%
8%
9%
16% 4%
Source: Eurostat
7%
Inland navigation transports virtually all types of cargo. Large amounts of metal ores, raw minerals, chemicals, petroleum (products) and metals are transported safely and reliably via the Blue Road. Agricultural products, food and beverages also find their way to their destination via the rivers. The goods distribution for the Netherlands is comparable to the breakdown included in the chart for the EU-28. This can be explained by the fact that the Netherlands carries as much as 67% of the European tonnage.
Unit: Percentage based on transported weight
Transport of hazardous substances by mode in the Netherlands, 2010-2013
Road Rail Inland navigation Pipeline
6% 2%
52%
40%
Estimates based on provisional figures. Source: CBS
Unit: Percentage based on transported weight
23
According to estimates based on provisional figures, the CBS has calculated that an average of 216 - 220 million tonnes of hazardous substances were transported in the Netherlands between 2010 and 2013. About half of the hazardous substances in/ through the Netherlands is transported via a pipeline. Inland navigation transports 40%. To optimise the safety of the transport of hazardous substances, inland navigation deploys double-hull vessels.
The value of waterways
Source: INE / Migalski
3
3 The value of waterways In the spring of 2015 the city of ‘s-Hertogenbosch in the southern Netherlands celebrated the opening of the brand new Máxima Canal. A mass of people congregated, huge balloons were released, there was cannon fire and a large choir of school children sang for Queen Máxima a song specially composed for the occasion. The Dutch Queen opened the canal that is named after her. The Máxima Canal is no more than nine kilometres long and actually serves to divert a 180-year-old waterway that runs through the centre of ‘s-Hertogenbosch. Still, it was quite a celebration, because even in the Netherlands with more than its fair share of water, a new canal is only rarely added to its extensive network of waterways. Waterways require high investments and the need for them must be indisputably proven before a political agreement is reached to take such a drastic measure. Both the festivities and the investment prove the social significance of waterways. Rivers have played a significant role since ancient times in the development of civilisation. Most settlements – which later developed into towns and cities – were established along rivers, partly because water was then available for farming, but definitely and not least because of the transport possibilities rivers provide. Although all major ports are naturally connected to the hinterland by a river, they do not make equally intensive use of those rivers. The availability of trade routes over water is a great advantage for a centre of industry or commerce. It takes much less energy to move an unwieldy or very heavy object if you manage to float it on water. It is not for nothing that shipping is the oldest and still the most extensive branch of transport. There is no alternative mode of transport on the high seas. In continental Europe, inland navigation has a major share of all inland transport. Major rivers like the Rhine, Danube, Meuse, Rhône and Scheldt provide an extensive arsenal of easily navigable transport routes, linked by man, resulting in an intricate network of canals and rivers. The benefits of inland navigation are universal. A sizeable fleet of barges navigates several of China’s large rivers. Brazil (Amazon) and the USA (Mississippi/Missouri) also have mighty, natural waterways. The Rhine is the busiest river in the world. This approximately 1,000 km long river flowing between Basel (Switzerland) and Rotterdam constitutes the aorta of Northwest Europe. The economic success of this region is often associated with the presence of the Rhine, which was described as the ‘bearer of prosperity’ when the Mannheim Convention of 1868 was drawn up. It is thanks to this convention that there is free shipping on the Rhine, including the connections to the sea. This international treaty was created nearly a century before the European Union came into being and remained intact during the tumultuous first half of the twentieth century. The value of waterways cannot be stressed any better than that.
25
Length of navigable rivers, canals and lakes around the world
United States 41,000 km
Brazil 50,000 km
Approximately 65 countries in the world have a network of navigable waterways in excess of 1,000 km. Inland navigation is underdeveloped on most of these waterways. China is in pole position with 110,000 navigable kilometres. Countries wanting to develop their own inland navigation are making increasing claims on Europe’s inland navigation know-how. Source: CIA
The power of inland navigation
26
Russia 102,000 km
European Union 53,000 km
China 110,000 km
Top 5 longest navigable rivers China 110,000 km
Russia 102,000 km
EU-27 Member States 53,384 km
Brazil 50,000 km
United States 41,009 km
27
The network of waterways of the European Union comprises more than 53,000 kilometres of canals, rivers and lakes, of which 41,500 kilometres is regularly used for transport purposes. The zone with the busiest navigable network covers more than 20,000 kilometres of waterways, mainly concentrated in the Netherlands, Germany, Belgium, France and Austria. These waterways provide a link to the ports on the one hand and major industrial areas and cities on the other.
Transport flows in Northwest Europe 2010
Hamburg Amsterdam
Berlin
Rotterdam
London
Brussels
Frankfurt
Prague
Luxemburg Paris M端nchen Basel
Geneva Lyon
Milan
Vienna
Lubljana
Bordeaux
Toulouse
Marseille
Barcelona Napels
Madrid
The lines on the map represent the transport flows in Northwest Europe by road, rail and inland navigation. The transport intensity is the highest in the Rhine basin. Several intensive flows of goods are concentrated here. This clearly shows that transport by river is extremely practicable. The maximum capacity on the waterways is far from being reached; there is still enough capacity on the busiest waterways to transport twice as much cargo. Logistics chains can be optimised through the clever combination of the various modes.
Transport flows (sum of all land modes) > 100 million tonnes 50 tot 100 million tonnes < 50 million tonnes
Source: Panteia
The power of inland navigation
28
Main waterways network and planned expansions
Planned To be improved
Kiel
Szcezcin
Hamburg Bremen
Berlin
Hannover Emmerich Dunkerque Gent Calais
Duisburg Köln Bonn
Brussel Namur Liège
Le Havre
Koblenz
Paris
Trier
Reims
Dresden Děčin
FrankfurtWürzburg
Praha
Mainz Mannheim
Metz
Regensburg Nancy
Migennes
ntes
Karlsruhe Stuttgart Strasbourg
Passau
Linz Enns
Basel
Bordeaux Lyon Venezia
Valence
Avignon Fos-s-Mer Port-st-Louis du-Rhone
The European Commission intends to carry out a number of infrastructural improvements. The map shows the waterways of the Trans-European Transport Network (TEN-T). This network comprises all class IV waterways. New canals and improvements to the existing infrastructure are depicted on the map. Source: BVB, TENtec GIS System - European Commission
29
Navigable waterways and main inland ports in the Netherlands, 2010 Seaports bulk transhipment > 10 million tonnes Bulk transhipment between 3 and 10 million tonnes Bulk transhipment between 2 and 3 million tonnes Bulk transhipment up to 2 million tonnes
Seaports bulk transhipment > 10 million tonnes Bulk transhipment between 3 and 10 million tonnes Bulk transhipment between 2 and 3 million tonnes Bulk transhipment up to 2 million tonnes
Eemsmond
W
AD
D
EN
SE
Dokkum
A
Delfzijl
Harlingen
Franeker
Winschoten Veendam Drachten
Texel
Sneek Heerenveen Eemsmond Lemmer
Schagen
W
Alkmaar
AD
D
EN
SE
Dokkum
A
Emmen Delfzijl
Harlingen
Coevorden
Franeker Drachten
Kampen Purmerend Texel
A
Sneek
Zaandam
IJmuiden
Heerenveen
H
Almelo
NO
RT
Harderwijk Lemmer Schagen Loenen
Deventer
Hengelo
Nijkerk Meppel Lochem
The Hague
Emmen
Hoogeveen Coevorden
Zutphen Alkmaar Markermeer
Kampen Purmerend
Zwijndrecht
Gorinchem
RT
Tiel Geldermalsen
Deventer
Nijkerk
The Hague
Gennep Lochem Zutphen
Veghel Best
Roosendaal
Meerlo-Wanssum
Goes Vlissingen
Helmond
Doetinchem
Wageningen Terneuzen
Hengelo
Cuijk
Loenen Geertruidenberg Oosterhout
Zwijndrecht
Gorinchem
Tiel Geldermalsen Nederweert Oss
Zevenbergen
Leudal
Cuijk Roermond Maashouw Gennep
Geertruidenberg Oosterhout
Roosendaal Goes Vlissingen
Best
Veghel Sittard-Geleen, Born Meerlo-Wanssum
Stein Helmond
Terneuzen Nederweert
Leudal
Roermond Maashouw
Sittard-Geleen, Born Stein
Source: NVB, Ecorys, edited by BVB
The power of inland navigation
Almelo
Harderwijk
Oss Zevenbergen
Doetinchem
Wageningen
Zaandam
H
SE
A
IJmuiden
NO
The Dutch inland ports have an important logistics function. Direct employment is 66,700 with a direct added value of 8.2 billion euros (2011). The Blue Ports report (2012) of the Dutch Federation of Inland Ports mentioned that the inland ports of Utrecht, Cuijk and Hengelo boast the largest volume of bulk transhipment. The main container terminals in 2011 were Oosterhout (160,000 TEUs), Born (125,000 TEUs) and â&#x20AC;&#x2DC;s-Hertogenbosch (120,000 TEUs). Unfortunately, it was not possible to obtain more recent transhipment and employment data in ports and terminals.
Winschoten Veendam
Markermeer
SE
Hoogeveen
Meppel
30
Transhipment from or to inland navigation in Dutch inland ports, 2014 Containers
Dry bulk
Liquid bulk
6,000
5,000
4,000
3,000
2,000
1,000
ijk Cu
ijl
eg en en dr ec ht â&#x20AC;&#x2DC;s -H St er ei to n ge nb os ch G en ne p M ep pe l D ie m en
N
M
Pa p
ijm
fz
el
H
D
el
o
Ti
lo
ge l
en
ss O
Ve n
ric ht st
aa
U
tr ec ht
0
Source: Panteia, RWS
Based on the ship passage data of Rijkswaterstaat (the Dutch DirectorateGeneral for Public Works and Water Management (RWS)), research agency Panteia compiled a list of the top 15 inland ports in terms of transhipment quantities. The largest quantities are transhipped in the inland ports of the municipalities of Utrecht and Maastricht. The transhipment of dry bulk holds a top position in these 15 inland ports. Transhipments in Diemen increased significantly as a result of the large-scale supply of sand for the new sand underlay of motorway A1 at Muiden in connection with the construction of the aqueduct and the rerouting and widening of the A1.
Unit: Quantity x 1,000 tonnes
Container transhipment in Dutch inland ports per municipality, 2014 200
150
100
50
he l ar de n
Le
eu
w
el ep p
Ve g
M
om
lb ur g Ti
pe n
Zo
op
Ka m
er ge n
B
N ijm
e
ge Gr D n on en in B ge os nW c h es te rb ro ek
H en
ge lo
lo Ve n
n or B
te ch t
ra y
U
Ve n
Al
ph
en
aa
n
de
Ri
jn
0
Source: Panteia, RWS
Unit: Quantity x 1,000 TEU
31
In terms of container transhipment in inland ports, the port of Alphen aan de Rijn clearly ranks the highest in 2014. The inland ports of Utrecht, Born, Venlo and Nijmegen transhipped close to equal quantities. Research agency Panteia compiled a list of the top 15 inland ports for container transhipment based on ship passage data of Rijkswaterstaat.
Amount of inland navigation vessel traffic per lock in the Netherlands
The staff working the Dutch locks keep track of the passing shipping traffic each time a barge passes through a lock. No tally is kept of shipping traffic passing through the weir canal, around a lock or through an open lock. The vast majority of barges pass through the Volkerak locks. The busiest shipping traffic is on the river Rhine, but that traffic is not counted since there are no locks on the Rhine.
Counting point
Waterway
2011
2012
Zeesluis Farnsum
Eemskanaal
11,716
10,970
Oostersluis
Van Starkenborghkanaal
13,799
13,289
Gaarkeukensluis
Van Starkenborghkanaal
14,293
13,577
Prinses Margrietsluis
Prinses Margrietkanaal
17,696
18,166
Tsjerk Hiddessluis
Van Harinxmakanaal
Sluis Eefde
Twenthekanaal
Spooldersluis
3,956
3,961
13,801
10,661
Ramsdiep
5,966
5,176
Sluis Driel
Nederrijn
8,528
8,060
Sluis Hagestein
Lek
7,752
7,453
Sluis Weurt
Maas-Waalkanaal
34,157
30,320
Henriettesluis
Gekanaliseerde Dieze
13,212
13,962
Sluis 15
Zuid-Willemsvaart
2,723
2,544
Sluis Panheel
Kanaal Wessem-Nederweert
6,834
5,072
Kreekraksluizen
Schelde-Rijnverbinding
72,412
68,234
Sluis Terneuzen
Kanaal Gent-Terneuzen
58,169
55,668
Sluis Vlissingen
Kanaal door Walcheren
6,107
5,562
Sluis Hansweert
Kanaal door Zuid-Beveland
43,661
43,559
Volkeraksluizen
Schelde-Rijnverbinding
114,412
110,331
Krammersluizen
Schelde-Rijnverbinding
41,636
42,211
Sluis Belfeld
Gekanaliseerde Maas
23,330
21,692
Sluis Sambeek
Gekanaliseerde Maas
29,244
27,049
Sluis Grave
Gekanaliseerde Maas
15,677
13,931
Prinses Maximasluizen
Maas
17,990
16,099
Sluis Born
Julianakanaal
23,474
21,335
Sluis Maasbracht
Julianakanaal
24,814
22,363
Sluis Heel
Lateraalkanaal
21,379
18,667
Algerasluis
Sluis te Krimpen a/d IJssel
119
118
Julianasluis
Gouwekanaal
7,744
7,913
Prinses Irenesluis
Amsterdam-Rijnkanaal
38,083
35,131
Prins Bernardsluis
Amsterdam-Rijnkanaal
22,879
32,220
Prinses Beatrixsluis
Lekkanaal
50,610
48,984
Houtribsluizen
IJsselmeer
32,581
31,055
Oranjesluizen
Binnen-IJ
44,142
41,318
Krabbergatsluizen
IJsselmeer
5,961
4,566
Lorentzsluizen
IJsselmeer
2,708
2,578
Stevinsluis
IJsselmeer
2,015
2,298
Lobith (CBS)
Boven-Rijn
124,774
no data
Source: RWS, DVS
The power of inland navigation
32
Container transport via the Dutch inland waterways 2012
< 10,000 TEU 10,000 - 100,000 TEU 100,0000-1,000,000 TEU > 1,000,000 TEU Terminal Planned terminal
Groningen
19,500 Delfzijl 121,500
Harlingen
Veendam
151,000
16,000
Meppel Alkmaar Lelystad Zaandam
Velsen
Harderwijk
Amsterdam
The Hague
152,500 Rotterdam
35,000
611,000 36,500
Moerdijk 1,671,500 Oosterhout
Terneuzen 186,500
Medel 64,500
Ridderkerk
Vlissingen
Hengelo 86,000
648,500 Utrecht
Alphen a/d Rijn
Europoort
Kampen
255,000
100,800
Nijmegen 1,727,500
Oss
Den Bosch Cuijk 219,000 Waalwijk Veghel 57,500 Tilburg
Wanssum
Helmond
1,329,500 93,000
Venlo
Antwerp
Gent Born 9,500
Source: RWS, DVS
33
The Netherlands has a good network for transporting containers by water. The map shows the distribution of the inland container navigation in the Netherlands. Some waterways transport more than one million TEU. The short distance transport of containers by inland navigation is proving to be increasingly more profitable.
Impression of Dutch inland container navigation terminals in 2020
Function of inland container navigation terminals in 2020 Seaports with international hub function Terminals with national trimodal function Terminals with container transfer point function Terminals with national function Terminals with regional function
Dokkum
Delfzijl
Harlingen
Winschoten
Franeker
Drachten
Veendam
Sneek
Texel
Heerenveen
Emmen
Lemmer
Schagen
Meppel
Alkmaar
Hoogeveen Coevorden
Kampen
Purmerend
Zaandam Almelo Harderwijk
Deventer
Nijkerk
Loenen
Lochem Zutphen
The Hague Wageningen
Doetinchem Tiel Zwijndrecht
Gorinchem Geldermalse
Oss Zevenbergen
Cuijk
Geertruidenberg
Oosterhout
Goes Vlissingen
Gennep
Veghel
Best
Roosendaal
Helmond
Terneuzen
Meerlo-Wanssum
Nederweert Leudal Roermond Maasgouw Sittard-Geleen, Born
Stein
No container transhipment < 20,000 B端ckman (2010) expects that the Dutch container terminals will have sufficient capacity to handle container transport up to 2020. This is partly due to the planned investments in almost all major terminals.
20,000 - 40,000 40,000 - 80,000 80,000 - 200,000 >200,000
Source: B端ckman et al (2010)
The power of inland navigation
34
Hengelo
Categories of European waterways (ECMT)* Category
Type of Tonnage motorized vessel (tonnes)
0
Leisure
< 250
Spits
250 400
II
Campine vessel
400 650
III
DortmundEems canal vessel
650 1,000
IV
Rhine Herne canal vessel
Va
Large Rhine vessel
Vb
Push convoy (2 barges)
-
Vla
Push convoy (2 barges)
-
Vlb
Push convoy (4 barges)
Vlc
Vlc
I
Formation push convoy -
Length (m)
Width (m)
-
-
-
-
Height (m) -
1.8 2.2
4
38.5
-
-
50 55
6.6
2.5
4.0 5.0
-
1,250 1,450
67 80
8.2
2.5
4.0 5.0
1,000 1,500
1,600 3,000
80 85
9.5
2.5 2.8
5.25 / 7
1,500 3,000
3,200 6,000
95 110
11.4
2.5 2.8
5.25 / 7
3,200 6,000
172 185
11.4
2.5 4.5
9.1
-
6,400 12,000
185 195
22.8
2.5 4.5
7.1 9.1
Push convoy (6 barges)
-
9,600 18,000
270 280
22.8
2.5 4.5
9.1
Push convoy (6 barges)
-
9,600 18,000
193 200
33 34.2
2.5 4.5
9.1
*European Conference of Ministers of Transport
5.05
Draught (m)
-
Source: ECMT
-
Tonnage (tonnes)
The official categories of the European waterways network is based on the ECMT standards as drawn up during the European Conference of Ministers of Transport in Paris.
Standard push barge dimensions: 76.5 m x 11.40 m
Length of waterways per country by ECMT category, 2011
Country
I
II
III
Belgium
533
484
127
6,936
792
591
France
6,692
580
149
194
2,891
200
Germany
1,012
395
388
2,989
4,396
3,292
12,472
240
1,567
306
1,197
1,581
1,337
6,228
Netherlands
IV
V
VI
Austria 17
Switzerland 110
1,761
1,905
275
Source: NEA
Total 9,463
196
10,902
37
37
Luxembourg
Poland
VII
360
360
5
22
151
4,202
Unit: Kilometers
35
The table shows the length of the waterways in the Rhine, east-west and northsouth corridor. Although Germany, France and Belgium boast longer waterways, the largest tonnage of goods is transported over the Dutch waterways, amounting to no less than 367 thousand tonnes in 2014.
4 The versatile fleet
Source: Annemarie van Oers
4 The versatile fleet There are barges to fit every kind of transport. The range of barges is enough to guarantee anyone, from insider to incidental spectator, an enjoyable afternoon out on the banks of a waterway, watching the barges pass by. But that variety of barges and equipment was not designed for onlookers. Demand induced them. The Netherlands, Germany, Belgium, France, Switzerland, Austria and Luxembourg all have a versatile fleet of barges. A large part of those fleets is new or relatively new. Barges give years of service and the older types have either been or are being successfully adapted to meet the current wants and needs of logistics. Over the years, the waterways largely determined the shape and especially the size of barges. The use of all those different designs has its own dynamics. Thanks to their diversity, water transport, especially for containers, is the backbone of many a clever logistics concept. The biggest barges navigate the river Rhine, which uniquely has no locks between southern Germany and the North Sea; consequently, there is virtually no limit to the length of the barges. Pushed convoys with four to six pushed barges are no exception on the Rhine. Coupled formations – motorised barges with a push barge in front– measure over 200 metres in length and are navigated with great skill up and down the meandering river. The shape and equipment of the barges also depend on the type of cargo. By far the most well- known is the dry-cargo barge or freighter, either open or with hatches above the hold. These barges, all of different sizes, transport millions of tonnes of animal feed, coal, fertiliser, phosphates, corn and other bulk goods over the European waterways every year. Agriculture and industry cannot do without the supply of these raw materials and fuels by water. When the ‘bulk’ cargo is liquid cargo, the barges are tankers with an ingenious system of interconnected or separate tanks. The intricate pipeline on deck connects to the terminals along the waterways. Here, too, the load determines the barge’s design. Naturally, the transport of large quantities of hazardous, flammable and toxic substances is subject to strict conditions. Transport by tanker is undisputedly the safest way to move this kind of cargo. Freight barges and tanker barges have developed in different directions. Well barges are cargo vessels that, through their construction, can transport (wet) sand in an open hold. The hold dimensions of container barges are precisely tailored to the size of containers. Container barges can raise their wheelhouse to look over the stacked containers. Bunker tankers have special equipment on board to pump their cargo into the fuel tanks of large seagoing vessels. This modern industry keeps up with the times and responds to developments in the logistics sector. Consequently, there is a barge to suit virtually every logistics system.
37
Flag Shares of Western European inland navigation in percentages, April 2015
6
2
3
Cargo capacity x 1,000 tonnes
Country 4
According to the database of the IVR, the Western European inland navigation fleet has a cargo capacity of 15 million tonnes. Over half of the tonnage sails under the Dutch flag.
Share
1
Luxembourg
2
Switzerland
3
France
4
Germany1
5
Netherlands
9,414
62%
6
Belgium
1,898
12%
15,206
100%
TOTAL
5
50
0%
171
1%
982
6%
2,691
18%
Note: The data from various sources varies, partly because of differences in definitions. 1
Data as of 31 December 2013
Source: IVR, FOD Mobiliteit & Vervoer, France, ZBBD
Flag Shares of Western European inland navigation, April 2015
Belgium* 1,696 vessels
France 2,003 vessels
4%
20%
21%**
4%
Note: The sources of information provide substantially differing data (see note on page 41).
The power of inland navigation
26%
7%
5%
The pie charts clearly show a difference in the composition of the fleet in each country. In France, Germany, the Netherlands and Belgium, the majority of the fleet consists of dry cargo vessels. Luxembourg and Switzerland have a significantly smaller fleet and their distribution of vessel types differs as well.
Germany*** 3,840 vessels
45%
4%
12%
68% 11%
59%
14%
Luxembourg 45 vessels
Netherlands 10,252 vessels
Switzerland 209 vessels
7%
16%
7%
9%
11%
9%
24% 12% 40%
36%
58% 57%
11%
* Source: FOD Mobiliteit & Vervoer ** Source: France *** Source: ZBBD Source: IVR
38
3%
Dry Cargo fleet Liquid cargo fleet Push boats and towboats Passenger ships Other
Number of new vessels in Western European inland navigation Belgium
France
Germany
Luxembourg
Netherlands
Switzerland
300
250
200
150
100
50
0 2002
2003
2004
2005
2006
Source: IVR
2007
2008
2009
2010
2011
2012
2013
2014
During the last ten years (2005-2014) the Western European fleet has expanded by approximately 1,700 new vessels, 65% of which sail under the Dutch flag. Most newly built vessels were commissioned in 2009, in which year almost 350 vessels were added to the Western European fleet.
NOTE: Years of registration of import/construction are never definite.
Inland navigation fleet per construction year per country 1880-1930
1931-1950
1951-1980
1981-2014
100 12%
90
35% 80
36%
30%
33%
70 60 79%
62%
50 40
46% 30
44%
8%
20 9%
19%
7%
11%
12%
9%
10 0 Source: IVR
43%
47%
18% 19%
11% Belgium
7% France
Germany
Luxembourg
39
2% 1% Netherlands
Switzerland
Vessels are very durable. With proper maintenance and regular investments, vessels have a lifespan of over 50 years. The older types of vessels have been and are being successfully updated so as to meet the requirements and needs of modern-day logistics.
Average growth in tonnage of the Western European fleet Tanker fleet
Dry cargo fleet
3,000
2,500
2,000
Increases in scale have been a major trend in inland navigation over the last decades. Vessels that are added to the fleet have, on average, an increasingly greater cargo capacity. This is evident in the graph showing the average vessel size by shipbuilding years. The scale of vessels in the tanker fleet increased enormously between 2000 and 2010 due to the upsurge in investments in double hull tankers.
1,500
1,000
500
0 19511960
19611970
19711980
19811990
2001- 20112010 2015
19912000
Source: IVR
Unit: Quantity in tonnes
Composition of the European inland navigation fleet, 2013 Composition of the tanker fleet
Composition of the dry cargo fleet About half of the tanker fleet has a cargo capacity of over 2,500 tonnes. In recent years, many large tankers (> 5,000 tonnes) were added to the fleet. These are mainly deployed in the so-called ARA region (Amsterdam-RotterdamAntwerp). Dry cargo vessels are more differentiated in terms of size. The smaller vessels can penetrate into the capillaries of the waterway network. According to STC Nestra and based on CCNR Market observation, the total tonnage of the Western European fleet comes to 10 million tonnes for dry cargo vessels and 3 million tonnes for tankers.
4%
3% 16% 26%
41%
54%
28%
11%
< 400 tonnes 400 - 1,000 tonnes 1,000 - 2,000 tonnes 2,000 - 2,500 tonnes > 2,500 tonnes Source: STC-NESTRA, CCNR
The power of inland navigation
17%
40
Motor cargo Motor vessels cargo vessels
Pushed barges Pushed barges
Towboats Towboats
Push boats Push boats
Motor cargo Motor tankers cargo tankers
Pushed tankers Pushed tankers
Inland navigation fleet data, 2013
887
758
122
226
366
41
Western European Inland navigation fleet*, 2013 Germany
Western European Inland navigation fleet*, 2013 1,003 258 10 95 Belgium Germany France
887
758
122
226
187
6
366
41
In the Western European member states, motor cargo vessels constitute the largest share of the total fleet. In Poland and the Czech Republic, the share of pushed barges is noticeably high in proportion to motor cargo vessels. The dry cargo segment expressed in numbers of vessels is significantly larger than the liquid cargo segment. The Dutch fleet has by far the largest number of vessels in the Western European inland navigation fleet.
839
372
0
11
37
44
Belgium Luxembourg
1,003
258
10
95
187
6
7
0
3
7
15
1
France Netherlands
839
372
0
11
37
44
2,740
998
408
593
839
18
7
0
3
7
15
1
14
2
4
2
50
3
Netherlands Poland (2010)
2,740
998
408
593
839
18
71
571
17
192
0
0
Switzerland Czech Republic
14
2
4
2
50
3
32
119
**
83
0
0
NOTE: In addition to the
Poland (2010) Total
71
571
17
192
0
0
CCNR, the IVR (International
5,593
3,078
564
1,209
1,494
113
Association for Inland Navigation
Czech Republic
32
119
**
83
0
0
and Insurance in Europe) and Van
Luxembourg Switzerland
* The size of the Western European inland navigation fleet differs significantly between the various sources. ** Combined push boat and towboat data.
Total
5,593
3,078
564
1,209
1,494
113
Hassel - University of Antwerp also provide statistics on the size of the Western European
Source: Central Commission for the ofEuropean the Rhineinland (CCNR), European Commission, Panteia - between based onthe national Dry cargo of Danube states, 2013fleet * The size of Navigation the fleet Western navigation differs significantly varioussources sources. ** Combined push boat and towboat data.
Austria1
6
publish differs substantially.
0
10
Dry cargo fleet of Danube states, 2013 31 141 2 Slovakia
39
definition. It is as yet impossible
Austria1 Hungary2 Slovakia Romania2
54
fleet . The data these sources
be explained by differences in
6
54
0
10
to know which source has the
72
285
49
23
best data.
31
141
2
39
103
1,131
64
163
Hungary2 Bulgaria
72
285
49
23
55
161
13
42
Romania2 Moldova3
103
1,131
64
163
17
26
10
1
Bulgaria Croatia
55
161
13
42
13
119
30
10
Moldova3 Serbia
17
26
10
1
97
408
94
65
Croatia Ukraine
13
119
30
10
35
341
5
71
Serbia Total
97
408
94
65
423
2,612
267
414
35
341
5
71
267
414
Ukraine
These disparities can partially
1 Austria: data pertaining to 2010, source: CCNR 2 Hungary and Romania: data pertaining to 2012 2,612 Total data pertaining 423 3 Moldova: to 2008
The number of pushed barges in the dry cargo fleet of the Danube states is noticeably large in relation to the number of motor cargo vessels, towboats and push boats. Romania has by far the largest dry cargo fleet of the Danube states.
1 Austria: data pertaining to 2010, source: CCNR 2 Hungary and Romania: data pertaining to 2012 3 Moldova: data pertaining to 2008
Source: Danube Commission
Unit: Number of vessels
41
Dry cargo transport
14 to 160 x
• Efficient and environmentally friendly transport of both bulk goods and mixed cargo, from gravel to grain and from coal to wind turbines; • Transport far into the European hinterland, from Hamburg to Marseille and from Rotterdam to Constanta; • Vessels ranging from 362 to 9,000 dwt; so there is a vessel for any shipment volume; • Extremely suited for voluminous (lightweight) goods thanks to holds ranging from 400 m3 to 9,500 m3; • Clients enjoy ‘free storage time’ while vessels are underway; • Flexibility and high level of commitment of the privately owned company.
Transport by tankers
120 to 380 x
• Depending on the cargo, various types of tankers for transporting fuels, chemicals, powdered substances or edible oils; • Transport of everyday products: petrol for vehicles, sunflower oil for margarine, or cement for building; • Vessels ranging from 500 to 12,000 dwt; • Closed and fully automated loading systems; • Separate loading of different products possible; • Strong double-hulled ships and coated tanks for the most environmentally friendly and safe means of transport for chemicals; • Vessels and crew meet strict quality and safety requirements (e.g. EBIS).
The power of inland navigation
42
Container transport
16 to 250 x
• For transporting all types of containers (20, 40, 45 ft, pallet-wide); • By cleverly combining cargo flows, any container on board can contain a different type of cargo; • Air-conditioned transport (by refrigerated container (reefer)) is possible; • Transport from 24 to 500 TEU on one vessel; • Hydraulic wheelhouse (adjustable up to 10 metres) for optimal view and for passing under low bridges; • Sailing 24 hours a day, 7 days a week, 365 days a year; • Due to various high-frequency scheduled services, inland navigation container transport is a reliable link in the logistics chain; • Part of modern intermodal or synchromodal chains; • Track and trace goods with AIS. Push convoys
220 to 660 x
• Large-scale transport, especially of dry bulk, but also for transporting containers; • The biggest (up to 6 barges) push-tow units can transport up to 16,000 tons of cargo at a time; • Various kinds of cargo can be loaded in the separate barges; • Pushed barges can be used for longer term “floating storage”.
Source of images: * Tanker and container vessel: Christian Westerink, www.scheepvaartinbeeld.nl * Push convoy: Leo de Heus
43
The footprint of a sustainable transporter
Source: Annemarie van Oers
5
5 The footprint of a sustainable transporter Water transport is a sustainable mode of transport. What does ‘sustainable’ mean? Many people believe it has something to do with footprints. That is true in a metaphorical sense, but it does need further explanation, starting with the environment: our living environment. Human activities produce waste. It is a daunting task in our complex society to collect and process solid and liquid waste without disagreeable consequences, but it is an impossible task when it comes to the volatile waste we release into the air. There is only one good way to minimise the harmful effect of waste in the air we breathe and that is to produce as little of it as possible. Due to our growing world population striving for ever greater prosperity, the production of goods and energy, agriculture and horticulture and, of course, the transport sector are increasing and so is the production of waste. Our only way out, therefore, is to reduce volatile waste through innovation. Technological innovation can keep harmful substances from entering the atmosphere, such as by making engines more economical and efficient and by using filters. If we manage to achieve the same activity with less waste, then that is a sustainable development. Our environment will remain liveable for much longer and will provide more opportunities for future generations to enjoy mother earth. Innovating to improve the sustainability of our environment can also be achieved by organising things differently. A well-known example is the greater use of public transport instead of everyone using their own means of transport. This ‘cargo bundling’ works in goods transport too. It is ‘simpler’ than with people because goods do not have a will of their own. Transporting as many goods as possible over as much of the ‘distance’ as possible by barge works well. Barges are a relatively sustainable means of transport. Thanks to their cargo-carrying capacity relatively little fuel is consumed in proportion to the tonnage of the transported load. The lower the fuel consumption of an engine is, the fewer harmful nitrogen oxides and particulates it produces. All industries are innovating their technology to reduce the emission of harmful substances and that is true for inland navigation as well. Increasingly more barges run on clean, liquefied natural gas (LNG) – some in combination with electric propulsion– and most engines in barges have become much more economical, besides which a growing number are fitted with effective filters. Moreover, inland navigation emits the lowest amount of carbon dioxide (CO2) of all transport modes due to its low fuel consumption. Although CO2 itself does not pollute the environment, too much CO2 in the atmosphere causes higher average temperatures and that has an effect on the environment due to rising sea levels and extreme weather with floods in some places and severe drought in other places. The total CO2 emission per activity is called a carbon footprint. That is the footprint referred to in the heading of this chapter. Inland navigation boasts a small carbon footprint.
45
CO2 emissions cargo transport in 2009 and 2020 (average bulk and general cargo) TTW* * TTW = Tank to Wheel (propellor) WTW = Well to Wheel (propellor)
WTW
80 70 60 50 40 30 20 10
Elektric Road transport
Diesel
Rail transport
Rhine Herne canal vessel
Pushing unit
Tanker
Tanker
(90 - 5,000 t)
(5,000 -10,000 t)
2020
2009
2020
2009
2020
2009
2020
2009
2020
2009
2020
2009
2020
2009
2020
0
2009
CO2 (carbon dioxide) is the most important greenhouse gas. The capacity of a modality has a significant impact on the emissions. A variety of techniques used to reduce CO2 emissions, among others, are described on pages 50 to 55.
Sea-going vessel
Sea transport
Inland navigation
Source: CE Delft
Unit: g/tonkm
NOX emissions cargo transport in 2009 and 2020 (average bulk and general cargo)
TTW* * TTW = Tank to Wheel (propellor) WTW = Well to Wheel (propellor)
WTW
1.2 1 0.8 0.6 0.4 0.2
Elektric Road transport
Diesel
Rail transport
Source: CE Delft
The power of inland navigation
Rhine Herne Pushing unit canal vessel
Inland navigation
Tanker
(90 - 5,000 t)
Tanker
(5,000 -10,000 t)
2020
2009
2020
2009
2020
2009
2020
2009
2020
2009
2020
2009
2020
2009
2020
0
2009
NOx (nitrogen oxides) contributes, among other things, to acid rain and smog. Inland vessels can be equipped with SCRcatalysers, as a result of which NOx emissions can be reduced by 85% to 90%. Read more about this on page 52.
Sea-going vessel
Sea transport
Unit: g/tonkm
46
SO2 emissions cargo transport in 2009 and 2020 (average bulk and general cargo)
TTW* * TTW = Tank to Wheel (propellor) WTW = Well to Wheel (propellor)
WTW
0.25 0.2 0.15 0.1 0.05
Elektric Road transport
Diesel
Rail transport
Rhine Herne Pushing unit canal vessel
Tanker
Tanker
(90 - 5,000 t)
(5,000 -10,000 t)
2020
2009
2020
2009
2020
2009
2020
2009
2020
2009
2020
2009
2020
2009
2020
2009
0
Sea-going vessel
Sea transport
Inland navigation
Source: CE Delft
The level of emissions of SO2 (sulphur dioxide) has been reduced significantly since 2011, when the same lowsulphur fuel used for road transport came available for inland navigation. This fuel contains 99.5% less sulphur. This chart provides a distorted picture, as it includes figures pertaining to the old situation in 2009.
Unit: g/tonkm
PM2,5 emissions cargo transport in 2009 and 2020 (average bulk and general cargo)
TTW* * TTW = Tank to Wheel (propellor) WTW = Well to Wheel (propellor)
WTW
0.06 0.05 0.04 0.03 0.02 0.01
Elektric Road transport
Diesel
Rail transport
Rhine Herne Pushing unit canal vessel
Inland navigation
Source: CE Delft
Tanker
(90 - 5,000 t)
Tanker
(5,000 -10,000 t)
2020
2009
2020
2009
2020
2009
2020
2009
2020
2009
2020
2009
2020
2009
2020
2009
0
Sea-going vessel
Sea transport
Unit: g/tonkm
47
PM2.5; stands for fine particulate matter. The level of the emissions of particulate matter depends partly on the sulphur content in the fuel. Since 2011, the sulphur content in fuel has been greatly reduced. Consequently, the emission of particulate matter is also much lower. Various sustainable techniques reduce the emission of particulate matter. The diesel particulate filter blocks 90% to 95% of particulate matter.
Energy consumption modalities, 2011
3
2.5
This graph shows the energy consumption of some kinds of road, rail and water transport. Each mode of transport demonstrates a significant difference in energy efficiency, but the difference between the modes is even greater. Inland navigation is an energy-efficient mode of transport. Vessels with larger cargo capacities are generally more energy-efficient. The energy consumption per tonne-kilometre of an inland navigation vessel is approximately one-third that of a truck trailer.
2
1.5
1
0.5
Source: CE Delft
Electric train
Diesel train
Pushing unit 2x2
Large Rhine vessel
Rhine Herne canal vessel
Truck Trailer
Lorry (>20 tonnes)
Lorry (10-20 tonnes)
0
CO2 savings as a result of transport by inland navigation Bulk cargo
Savings
40 ft Containers
The transport of dry cargo from the port of Rotterdam to a recipient in the port of Mannheim (DE). The weekly transport quantity is 2,500 tonnes. The decision is to opt for a Class V vessel (110 x 11.40 metres) sailing 18 hours per day.
To illustrate: the weekly CO2 savings generated by this transport equals the CO2 emitted by the production of 66,489 crates of beer.
In this example, the shipper opted to have his 400 40-ft containers per year transported by scheduled inland navigation from Groningen (NL) to Rotterdam. The containers are supplied empty and then transported back loaded to Rotterdam.
Kg CO2/tonne
Truck
Vessel
17
8
Kg CO2/container
Difference in CO2 emissions: 52%
The amount of carbon dioxide emissions that can be saved by using inland navigation has been calculated for the examples provided on the right. To get an idea of the scale of the savings, a comparison is made with the production of beer. The savings per week are expressed in the amount of beer produced with corresponding amounts of CO2 emissions.
The power of inland navigation
Truck
Vessel
687
355
Difference in CO2 emissions: 48% * Based on 26.4 tonnes per container.
Palletised cargo
Savings
45 ft Palletwide containers
Savings
Every week, 30 trucks transport 28 block pallets weighing 1,000 kg each from Namur in France to Meppel, the Netherlands; 840 pallets per week. These pallets can also be transported by inland navigation. A Europa vessel can carry 1,500 pallets in one shipment. The pallets need only be transported by road to the port.
To illustrate: the weekly CO2 savings generated by this transport equal the CO2 emitted by the production of 14,894 crates of beer.
Every week, ten 45-ft containers are shipped from Lohmar (Germany) to England, via Rotterdam RST, loaded with 25 tonnes. The containers are picked up empty by truck and returned loaded back to Rotterdam. This transport can easily be carried out by inland navigation via the Bonn terminal.
To illustrate: the weekly CO2 savings generated by this transport equal the CO2 emitted by the production of 4,433 crates of beer.
Kg CO2/tonne
Truck
Vessel
19
13
Kg CO2/tonne
Difference in CO2 emissions: 31%
Truck
Vessel
24
18
Difference in CO2 emissions: 25%
48
Even more sustainable transport Inland navigation is an inherently energy-efficient mode of transport. The mere fact that an average vessel can transport 1,500 tonnes or 60 truckloads at once makes inland navigation an environmentally conscious choice. The graph and the examples on the previous page also demonstrate how energy-efficient inland navigation is. The CO2 emissions per tonne are low compared to road transport. Inland navigation boasts a 42 per cent share of the Dutch transport volume, whilst its share of CO2 emissions is only 7 per cent of that of the comparable group of modes. Inland navigation therefore scores relatively well when comparing the various modes. Inland navigation operators, however, also look to the future and are committed to making transport even more sustainable. Although there are no regulations (yet) calling for mandatory sustainable measures in inland navigation, many inland navigation companies apply technology to reduce or even prevent unwelcome emissions. Unwelcome emissions are produced by diesel combustion and contain CO2, NOx, SOx and soot particles. CO2 is the main greenhouse gas. NOx, nitrogen oxides, contributes to acid rain and smog. Along with soot particles, SOx (sulphur oxides) is one of the leading causes of smog and air pollution. Because inland navigation has used low sulphur/sulphur-free fuel for several years now, SOx emissions have been reduced to nil. Technology is developing rapidly, producing incre6
asingly more systems for environmentally friendly 5
4 Engine room
3
1 Fuel tank
transport. The EICB, Expertise and Innovation Centre Barging, encourages and supports inland
3
navigation operators with respect to sustainability.
Exhaust
2
Sustainable techniques are diverse and can be
Engine
classified by the locations where they can be implemented on a vessel. The illustration on the left 1. Fuel 2. Engine 3. Pre- and post-treatment 4. Propulsion 5. Vessel: drag reduction 6. Use of the vessel
is a schematic overview of these locations.
Various techniques apply to each of the listed components. Some of these are described in more detail on the following pages. The shaded boxes alongside the technology indicate which emissions the technology reduces:
Carbon dioxide, CO2
Sulphur oxides, SOx
Nitrogen oxides, NOx
Particulate matter
The techniques described can be implemented separately as well as combined. The latter achieves even better results. Inland navigation, the quickest way to sustainable transport!
49
1. Sustainability via fuel Fuel is an important factor in the production of unwelcome emissions. Alternative fuels can be an effective solution to reduce emissions. The three main methods for using alternative fuels are: • The use of alternative fuels, if necessary in a different type of engine (e.g. LNG, GTL and hydrogen); • Admixtures in the conventional fuel in the fuel tank (e.g. biodiesel); • Admixtures in the conventional fuel in the engine (e.g. dual fuel).
LNG, Liquefied Natural Gas, is an alternative fuel used in five Dutch inland navigation vessels in 2015. Natural gas is cooled for liquefaction to -162°C. During this process, pollutants such as particulate matter, sulphur compounds and other gases are removed from the natural gas making LNG a much cleaner fuel than diesel. The high investment required for running on LNG has to be recovered by savings on fuel costs. For now, given the high investment costs, only vessels with many operating hours and high fuel consumption are able to recover the investment within a reasonable period of time. Based on an investment of approximately €1.2 million, the potential for the implementation of LNG in the Netherlands is estimated at 300 inland navigation vessels. According to the EICB, if that investment were to drop by 50 per cent, the Dutch potential would quadruple to 1,200 vessels. GTL, gas-to-liquid, is a clean, biodegradable, synthetic (liquid) diesel fuel made from natural gas. Like LNG, GTL emits much lower quantities of harmful emissions such as carbon dioxide (CO2), sulphur and nitrogen oxides (SOx and NOx), particulate matter (PM), substances that deplete the ozone layer (ODS), soot and volatile organic compounds (VOCs). Furthermore, GTL produces visibly less smoke and less stench and it can help to reduce engine noise. Technically speaking, this fuel can be used in vessels without any modification being required and so no investment, but the cost of this fuel is higher which affects the variable costs. In recent years, inland navigation has taken giant, albeit virtually unnoticed, steps to make its sector more sustainable. Since January 2011, all (regular) inland navigation vessels run on low-sulphur fuel. Consequently, the sulphur content of the fuel they use has been slashed from 2,000 ppm to 10 ppm (g/kg), a reduction of no less than 99.5 percent. This lower sulphur content results not only in a direct reduction of SOx emissions but in reduced emissions of particulate matter (PM10) as well, proving once again that inland navigation is sailing a sustainable course!
The power of inland navigation
50
2. Sustainable techniques in engines Combustion in diesel engines as used by most inland vessels releases matter such as CO2, NOx and soot particles. Various techniques can reduce those emissions. Techniques that can be applied to engines include diesel-electric propulsion, the use of multiple engines (hybrid), the use of waste heat, system integration/optimisation and exhaust gas recirculation. The EICB estimates that sustainable techniques can be implemented in the engines of approximately 1,400 Dutch vessels. Diesel-electric propulsion enables diesel engines to produce electrical energy by driving a generator. The electricity is used to propel the vessel, via an electric motor, and to power the electrical equipment on board. Profit is
Groningen
feasible considering the energy is easier to regulate, resulting in reduced fuel consumption which in turn reduces the emission of CO2, NOx and particulate matter. Hybrid vessels are propelled by multiple power sources, usually a diesel engine and an electric motor. This enables them to use
Rotterdam
and regulate their total power more efficiently, depending on the power demand at any given moment. Because the power is used in a different way, the engine nearly always runs at its optimum speed. Captains of these vessels can decide whether to run on the electric motor, the diesel engine or a combination of both. Hybrid vessels are more fuel-efficient and thus reduce fuel consumption by up to 25 per cent, automatically reducing the emission of CO2, NOx and particulate matter. Source: m/s Nadorias, Sendo Shipping
The use of the sustainable fuel LNG, liquefied natural gas (see page 50), requires a specific engine. Three options are currently
Load capacity: 75x
Required power output: 1.3x
available: Single fuel engines run entirely on LNG and take full advantage of the benefits of LNG. Dual fuel engines use two fuel systems (diesel and LNG) alongside each other. Hybrid engines, a combination of diesel engine and electric motor, are the third option. Combined with LNG, hybrid engines are even more economical. Another solution is re-motorisation with â&#x20AC;&#x2DC;appropriate powerâ&#x20AC;&#x2122;. Some engines have more power than strictly necessary, for
This hybrid vessel transports 150 containers between Rotterdam and Groningen requiring 400 kW. By way of comparison: an average truck has a power output of 300 kW and can transport only two containers at once.
instance because at the time of purchase the engine was tuned to the greatest power that might be required. Environmental benefits can be achieved by replacing the engine by a smaller one whose power is adjusted to what is realistically required, possibly in combination with an electric motor. Smaller truck engines can also be considered here.
51
3. Capturing or preventing emissions by pre-treatment and post-treatment Combustion in diesel engines generates matter such as nitrogen oxides and particulate matter. Nitrogen oxides (NOx) are produced during all forms of combustion at a high temperature. These kinds of matter contribute to the occurrence of acid rain and smog. Particulate matter comprises airborne particles smaller than 10 micrometres. The amount of particulate matter that is emitted is determined by the quality of the combustion. Pre-treatment and/or post-treatment techniques are applied to specifically reduce NOx and particulate matter in exhaust gases. The most effective pre-treatment or post-treatment techniques are the SCR catalyst and the diesel particulate filter. Also worth mentioning are: addition of water to the inlet air, water injection into the cylinder, water-in-diesel emulsion and hydrogen injection in the engine. The EICB estimates that the potential for these techniques is about 2,000 vessels. A brief explanation of some of these techniques is provided below. A SCR catalyst removes nitrogen oxides from flue gases. A chemical reaction converts NOx into harmless water and nitrogen using urea as a catalyst. This device reduces the emission of nitrogen oxides by 85 to 90 per cent. Soot particles are caused by incomplete combustion. A diesel particulate filter captures the smaller particles in particular as they stick to the walls and pores of the filter material. The captured soot particles are burned periodically in the diesel particulate filter. The diesel particulate filter blocks 90 to 95 per cent of the particulate matter. The use of a water-in-diesel emulsion allows better combustion with a cooling effect of the water in the fuel emulsion. This produces a reduction in fuel consumption and CO2 emissions of approximately two per cent and reduces NOx emissions. Tests performed by the German â&#x20AC;&#x153;TĂ&#x153;V Nordâ&#x20AC;? demonstrate a potential reduction of particulate matter of 80 per cent and approximately 25 per cent of NOx (for a EURO III engine). According to the Greening Tool (see page 54), this technology can be applied to all vessels without the need for a retrofit. It can be considered a promising technology for making transport by inland navigation even more sustainable. The injection of water or hydrogen via the air inlet reduces the temperature in the combustion chambers of the engines. Combustion is more efficient and occurs at a lower temperature, resulting in a reduction of particulate matter, NOx and/or CO2. This technique will have been installed, and experience will be gained with it, on 15 vessels by mid-2015. There are a number of other innovations on the horizon besides the described existing and promising techniques. One of these other innovations is the diesel converter. This technique centres on transforming the properties of the diesel molecule. Influencing the properties has a positive effect on NOx emissions, particulate matter (PM10/PM2.5) and CO2. This application can contribute significantly to sustainability. The diesel converter is currently undergoing extensive testing.
4. Saving energy by means of other propulsion techniques For more efficient propulsion, the following techniques can be used: the O-foil, contra-rotating screw propellers and the adjustable tunnel. Vessels are usually propelled by means of a screw propeller. When rotating, screw propellers create vortices in the water, decreasing thrust and thus causing loss of energy. Techniques designed to diffuse and weaken these vortices and to reduce the loss of energy include counter-rotating screw propellers (two screw propellers, one behind the other, which turn in opposite directions) and propeller boss cap fins (the propeller is secured to the propeller shaft by means of a boss cap). These solutions are aimed at saving fuel. With the Oscillating Foil (O-foil) technique, vessels are propelled by a vertically oscillating wing under the vessel. The movement is inspired by the motion of swimming dolphins. The large wing surface significantly increases the propulsion efficiency compared to screw propellers. The O-foil technique combines this technology with electric propulsion and optimised ship design, lowering fuel consumption (by up to 50%) and systematically reducing harmful emissions. Drawing of new generation Campine vessel with O-foil
5. Improving efficiency by reducing resistance The energy required to propel the vessel depends on how much resistance, or drag, the vessel incurs in the water. The less drag there is, the less energy is needed. Drag can be sub-divided into wave-making resistance and viscosity, or the extent to which water â&#x20AC;&#x2DC;sticksâ&#x20AC;&#x2122; to the hull. Techniques for reducing drag include a bulbous bow, a properly shaped stern, the use of air lubrication and a hull with less resistance. Air Lubrication is achieved by letting air bubbles escape from under the hull. The hull of the vessel is covered in small bubbles, reducing the resistance between vessel and water. Inland navigation has experimented with air lubrication with promising results. ACES air lubrication was recently installed on an inland navigation vessel. Tests with this technique resulted in average fuel savings of 15 per cent. Algae and shellfish grow on the hulls of vessels, below the waterline. An accumulation (fouling) of only ten microns (one hundredth of a millimetre) increases fuel consumption by about one per cent. Preventing fouling therefore helps to keep fuel consumption in check. An innovative foil for the hull and a cleaning robot are examples of new techniques which can be applied.
53
6. Use of the vessel Inland navigation can be made more sustainable by improving the manner in which vessels are deployed. Three categories can be distinguished in this respect: 1) Better utilisation of cargo capacity, thus decreasing emissions per tonne-kilometre. 2) Mindful navigating behaviour, taking waterway conditions and itinerary into account. Following the optimum course on the river is another consideration. 3) Using shore power when moored in a port. Making the most of the cargo capacity has a positive effect on a vessel’s environmental impact per tonne-kilometre. Navigating with empty or partially empty cargo holds is avoided as much as possible for economic reasons in any case. Covadem is an innovation aimed at making navigation more efficient. This innovation, which is still in its pilot phase, collects soundings taken by vessels. Collating the data collected by many vessels creates a permanent, up-to-date picture of the depths of rivers. This data could be used in the future to optimise a vessel’s itinerary and for a better utilisation of the cargo capacity. Mindful navigating behaviour, geared to the characteristics of the waterway and the itinerary, generally has a positive effect on fuel consumption and hence unwelcome emissions. To stimulate this kind of mindfulness, the EICB provides an e-learning course called ‘VoortVarend Besparen’ (www.eicb.nl/cursus), which addresses helmsmanship and making proper itineraries. Introduced in 2015, the EICB Econaut app is a quick and easy way for captains to calculate the CO2 emissions of a voyage. The app can also work on a more continuous basis using GPS data to keep track of the number of kilometres. The amount of cargo and the fuel consumption have to be entered manually. All data is processed into a monthly report. The app gives inland navigation operators the possibility to report their CO2 footprint to third parties, thereby contributing to mindful navigation. The app is available for both Android and iOS devices. Many ports provide shore power. The provision of shore supply reduces the use of diesel generators, allowing ports to improve the air quality and prevent noise Econaut-App for smartphone
pollution in urban areas.
The European Commission is convinced that inland navigation plays an important part in hinterland transport, in greening the transport chain and in reducing congestion. The European Commission therefore stimulates (technological) innovation in inland navigation. The main purpose of the ‘Prominent’ project is to provide cost-effective, standard solutions for the European inland navigation fleet. One aspect of this project is the ‘Greening Tool’. This tool can be consulted on the Internet: www.eicb.nl/greeningtool. It shows inland navigation operators, policy makers and others which greening technologies are potentially the most interesting for use on existing vessels.
The power of inland navigation
54
Sustainable ports For several years now, both the shipping industry and ports have in many respects been putting more and more effort into their sustainability. As in business, it is all about a perfect balance between â&#x20AC;&#x2DC;people, planet and profitâ&#x20AC;&#x2122;. For the Port of Amsterdam, this means developing the port together with employees, customers, suppliers and other stakeholders into an innovative and sustainable port in which a healthy financial return goes hand in hand with a good quality of the living environment and considerable added value for the region. The following infographic pertaining to the Port of Amsterdam clearly shows the versatility of the sustainable port, within
Port of partnerships
the framework of Port Vision 2030.
Good employment practices
Use of sustainable materials and recycling
Biomass Urban mining Bio-based economy
Green commercial vehicles
Temporary nature & recreation
Chain management
Shifting road transport to water and rail
Certification of goods Socially responsible organisation Smart grid Bio-LNG
Source infographic: Port of Amsterdam, Vision 2030
Green port
Intensive space utilisation and sustainable construction
Multilateral consultation Stakeholder dialogue
Shore-based power units Sustainable chain
Promote green vessels
The port of Rotterdam is also committed to developing into a sustainable port with balanced growth by having regard for its surroundings and the environment on three levels: 1) improving its own performance; 2) encouraging sustainable enterprise in the port; and 3) calling for sustainable innovation in the entire chain. The Port of Rotterdam Authority is investing in clean air, nature and climate. Firstly, its own vessels are being made as green as possible in terms of fuel consumption and engines. Vessels in the port are encouraged to produce less air pollution, for instance by granting greener ships discounts on port dues. When purchasing, tendering and issuing sites in the port, the sustainability aspect is taken into serious consideration. In terms of climate, several initiatives are being taken to drastically reduce CO2 emissions. Additional efforts are being made with respect to nature in the port area. The port is home to unexpected nature, from wild horses and free ranging Highland cattle to orchids. Seals and common pipistrelles (bats) are not uncommon here. Vessels are usually granted a discount on port dues when they emit fewer pollutants. In this respect, the Green Award certificate (www.greenaward.com) serves as an incentive. This certificate certifies that an inland navigation vessel meets certain high requirements in terms of quality, safety and the environment.
55
Sustainable transport thanks to the Blue Road
6
6 Sustainable transport thanks to the Blue Road All prognoses concerning the role of inland navigation in logistics are being surpassed. As the second decade of this century progresses, inland navigation is offering more and more possibilities to shippers. Inland navigation is an integral part of complex transport chains. With their sense of innovation and strong entrepreneurship, shipowners and logistics organisations can respond flexibly to the needs of customers in the world of goods distribution and supply chains for industry. The brand name of this surprisingly modern carrier is the Blue Road. The Blue Road – It took a while to get used to inland navigation’s new image in 2012. Today, many in the sector are completely familiar with the Blue Road. The ‘blue’ in the name stands for more than the scenic reflection of the blue sky in the calm waters of a canal. ‘Blue’ also stands for smart technology, innovation, efficiency and sustainability: the logical way. Shippers who use the Blue Road do not transport simply by water, but integrate inland navigation cleverly into their logistics chain. That is to their own advantage, but at the same time they benefit society by choosing a sustainable, safe mode of transport, albeit sometimes for only some of their transport activities. Opting for the Blue Road can be a plus-point for shippers if they communicate that message to their customers. A single brand name suggests that the Blue Road is one large company. Obviously it is not. The inland navigation industry comprises a wealth of large and small companies, each with their own strengths and characteristics. New customers will not immediately know their way about this exciting industry full of enterprising people, most of whom are each other’s competitors. How do shippers learn what the best solution is for transporting their goods? Online route planning To make it simple: The website of the Inland Navigation Information Agency (Bureau Voorlichting Binnenvaart-BVB) www.blueroadmap.nl contains the Blue Road Map, a program that immediately shows all the available possibilities. The transport route can be calculated by clicking the points of departure and the destinations. In many cases, the shipper will know instantly what options are available to them. With that information in hand, it is advisable to contact the Inland Navigation Information Agency (BVB), whose logistics consultants can provide much more information on how the Blue Road can be incorporated into the relevant transport. As an independent party, BVB can also provide insight into the CO2 savings and provide a cost estimate. Only an estimate because as shippers know all too well, the transport market is a free market and parties are free to negotiate. The BVB puts the shipper in touch with a number of specialised carriers or, in the event of more complex transport constructions, with one of the logistics consultants who can formulate a neutral recommendation on how the transport chain can best be structured. The beauty of these neutral advisers is that they have or can acquire insight into third-party traffic flows in comparable situations. This knowledge frequently helps to combine the transport of one shipper with that of another shipper into sufficient volume to enable a barge to operate 57
profitably at full capacity. This requires consultation and coordination, and that is what the Blue Road excels in. Continental container transport That combination with other modes of transport works perfectly, particularly in container shipping. With their fixed dimensions, containers are handy units for transhipping from one ship, train or lorry to another. Containers as a means for packing products were developed mainly thanks to deep-sea container shipping, in which the TEU (Twenty Foot Equivalent Unit or twenty-footer) has become the universal unit. Containers of a different size were designed for transport within Europe that does not connect up directly to transport to other continents. This ‘continental transport’ occurs largely by road and mostly uses pallets as its transport unit. In order to enable the pallet-in-container combination, the ‘45-foot’, ‘pallet wide’ and ‘high cube’ containers were designed to transport as many euro pallets as possible. The 45-foot containers are an intermodal alternative to a standard trailer and are therefore a big opportunity for intermodal transport across the continent. The introduction of these containers meant that an alternative transport flow was created in addition to road transport. The Blue Road is a perfect match for transporting larger containers, for which we have the short sea container shipping companies to thank. The Blue Road responds surprisingly quickly to new opportunities. Because deep-sea ships deliver a tremendous number of containers all at once in the seaports, the transit of containers occasionally suffers waiting periods and delays in the port. The relatively rapid transport of continental goods therefore makes it less attractive to use the seaport terminals for transhipment. Terminals operating exclusively for short sea shipping have no such problems. By using the short-sea terminals in the seaports, the Blue Road is more than able to handle the speed of continental transport. A Dutch example can explain this development. A food producer in Zoetermeer transports their goods by road to Venlo. Alternatively, the food producer can transport their goods by road to Rotterdam, from where the cargo can be shipped by the Blue Road’s regular Rotterdam-Venlo service. The problem here is that the producer has to be sure as to when their product will arrive in Venlo, so that its connecting distribution can proceed smoothly. The transhipment in Rotterdam depends on how accurate the terminal’s planning is. The short-sea terminal has proven to provide that accuracy. The planners of these terminals are accustomed to the shortsea vessels that operate in the same way as barges and lorries provide continental transport. They are not dependent on the large quantity of containers deep-sea vessels deliver or collect all at once. The food producer now transports their goods to Venlo by barge via Rotterdam. The widespread use of containers enables those who direct logistics chains to fit the Blue Road perfectly into the supply chain. The Blue Road has unobtrusively become the logical carrier of
The power of inland navigation
58
luxury products such as computers, televisions, beer, automotive parts, bicycles, coffee, lamps and even refrigerated or frozen products such as shrimp, Mars Bars, cheese and fruit. These fast moving consumer goods already constitute a surprisingly steady share of the cargo transported via the Blue Road. If there is sufficient volume, it pays to let a barge sail. Sometimes a smart approach is needed to create that volume. Smart constructions Many more examples can be given of the successful use of the Blue Road for unexpected goods flows and the expectation is that this will increase substantially, if not explosively, in the decades to come. Large companies make the strategic decision to transport by water because it improves the total logistics picture of both supply and removal. Costs go down, performance goes up and, last but not least, the ‘Transported by the Blue Road’ label benefits the image of the company. Those big companies sometimes have sufficient cargo to have a barge sail exclusively for them, but not always. The handling of smaller volumes of cargo – enabling the deployment of barges through the bundling of cargo with other shippers – is usually the precise reason for opting for the Blue Road. This way, shippers with fewer numbers of containers can also transport by water. It is not uncommon nowadays for a shipper to have one or two containers a week transported by water. The terminal can coordinate and arrange the pre- and end-haulage so the shipper does not have to worry about it. That is why the Blue Road is able to count small and medium-sized enterprises (SMEs) among its target groups. Literally tens of thousands of companies are starting to see that their transport can also acquire the ‘Sustainably Transported by the Blue Road’ label. Because shippers with small cargo volumes use scheduled services with fixed departure times at the numerous inland terminals, opting for the Blue Road has a positive snowball effect. The scheduled services can deploy more barges, offer more sailings and the performance of the Blue Road will ultimately get even better. And that in turn benefits the shippers. Collaboration The awareness among large and small businesses that the greater part of their products can be transported by water has grown by leaps and bounds in the second decade of the 21st century. That is not least due to the high degree of cooperation in the sector. The Blue Road offers services that would have been relegated to the realm of fantasy had they been predicted in the previous decade. Today, no one in inland navigation is surprised when express freight is offered or if water transport is provided over short distances – such as within the Port of Rotterdam. This has a positive, self-reinforcing effect. Successful, new activities attract more cargo and transporters will offer clients increasingly ingenious logistics solutions. The Blue Road is the future.
59
Inland navigation: even for extremely variable cargo quantities and short delivery times
Customers can also benefit from the advantages of inland navigation when cargo quantities vary considerably and even if the orders are placed at the last moment. The graph contains an example. In this case, the â&#x20AC;&#x2DC;ship to forecastâ&#x20AC;&#x2122; principle is applied. This means that the shipper sends nine units ahead to a location close to the customer even before the customer has placed the order. Once the customer places the order, these nine units are delivered the same day from this nearby location. The other two to maximum nine units are delivered by road within two days. This way, the shipper is still able to benefit from the advantages of inland shipping.
18 16 14 12 10
Road transport
8 6 Inland navigation
4 2 0 Jan
Feb
Mar
Apr
May June
July Aug
Sept
Oct
Source: BVB
Nov
Dec
Unit: Fictitious cargo units
Inland navigation facts, 2013/2014 Netherlands
Northwestern Europe
8,375 ships (Dutch flag)
14,000 ships
9.4 million tonnes cargo capacity
15.2 million tonnes cargo capacity
37% transport share based on tonnage as
6.7% share based on tonne kilometres as
compared to road and rail
compared to road and rail (2012)
356 million tons in 2013 (367 million tons 2014)
528 million tonnes EU-28 in 2013
Over Dutch territory in 2013:
Over EU-28 territory in 2013:
* 4.9 million TEU
* 5.9 million TEU
* 689 million TEU-km
* 1,511 million TEU-km
Inland navigation transported 2.8 million TEU from/to Rotterdam in 2014 13,602 inland navigation jobs in 2013: * cargo trade: 7,753 * tanker trade: 1,496 * tow & push trade: 1,496 * passenger transport: 2,856 Inland navigation turnover: 2.32 billion euros Number of companies: 4,130
Source: Statistics Netherlands, Eurostat, IVR, ZBBD, Port of Rotterdam, Maritime by Holland
The power of inland navigation
60
Possibilities with terminal connections for inland container navigation
Harlingen
Groningen
Heerenveen Meppel Kampen Amsterdam
This map contains a schematic representation of the terminal links for container transport via inland navigation. Due to the expansion of container terminals and scheduled services, the geographic reach of container transport via inland waterways is increasing. The network provides future possibilities for changing at terminals to other scheduled services, providing more opportunities for continental container transport.
Hengelo
Alphen a/d Rijn Rotterdam
Utrecht
Emmerich
Den Bosch
Maasvlakte Moerdijk
Nijmegen
Oss Veghel
Tilburg
Bergen op Zoom
Duisburg
Venlo
Krefeld
Antwerp
Neuss
Gent Meerhout
Willebroek
Born Cologne
Avelgem
Bonn
Source: BVB
Modal split development container transport on the Maasvlakte, the Netherlands
2010
Total 4.6 million TEU 1.8 million TEU 40%
2.2 million TEU 48%
3.0 million TEU
0.6 million TEU 12%
Total 15 million TEU
20% 7.0 million TEU
5.0 million TEU
45%
35%
Source: Port of Rotterdam Authority, NVB
61
Expectations are that container transport by land to and from the Dutch Maasvlakte, either by road, rail or inland navigation, will increase to 18 million TEU in 2035. Changing the modal split (relatively more water transport and rail transport and relatively less road transport) is necessary in order to be able to handle the increasing flow of containers. The aim is to lift the share of inland navigation to 45% by 2035.
European waterways and their transhipment locations
Delfzijl Leeuwarden Groningen pr. Ma rgr iet ka na al
Harlingen Veendam Heerenveen
Alkmaar
Meppel Lelystad Kampen
Zaandam
Harderwijk Alphen Utrecht a/d Rijn
Rotterdam Europoort
Twente Rijn
Lek Waal
Bremerhaven
Oss
Nijmegen
Moerdijk Waalwijk Oosterhout Tilburg
Bremen
Wanssum
We se
r
Helmond
lle Wi
id-
Venlo M
art
va
aa
s
ms
Terneuzen Antwerpen
Roermond
Maasbracht Born
Gent
Dunkerque
Gent
lde
Duisburg Düsseldorf Köln
e
Sch
Alb
Calais
ert
kan
aal
Rh
Namur
Liège
Maas
Le Havre
Dortmund
Bonn Andernach
ein
Brussel
Lille
Koblenz Rouen
Main
l
se
Mo
Se
ine
Frankfurt
Reims
B Aschaffenburg
Mannheim
u
na
Do
Heilbronn
n-
Neckar
ai
Germersheim
Metz
M
Seine
Würzburg
Mainz
Trier Paris
Nancy Karlsruhe Migennes
Strasbourg
Stuttgart
Nantes Mulhouse
al Can
du
au
ne-
Rhô
in -Rh
Basel
Chalon-s-Saône Bordeaux Lyon
Valence
Rh ôn e
The website of the Vereniging Regionale Overslag Centrales (Association of Regional Transhipment Hubs) www.rocnl.com provides an insight into the facilities and locations of its Dutch members.
The power of inland navigation
Hannover Mittellandkanaal
Emmerich
Maastricht
Although all the main transhipment sites are shown on the map, there are so many loading and unloading locations that it is impossible to include them all. The container transhipment terminals in the hinterland of the seaports situated on the North Sea are concentrated along the waterways, ensuring reliable just-in-time transport at attractive rates. If necessary, the terminals can provide storage facilities in the vicinity of the customer.
Hamburg
Oldenburg
Cuijk
Den Bosch Veghel Zu
Vlissingen
kanaal
Dortmund Ems kanaal
Den Haag
Kiel Hengelo
IJssel
A’dam
Elbe Seiten kanal
IJmuiden
Po
Avignon Arles Port-st-Louis du-Rhone
62
Fos-s-Mer
The Blue Road Map Your waterway explorer
www.blueroadmap.nl
This website, www.blueroadmap.nl,
Elb
e
combines the transport and transhipment possibilities into a sophisticated planning tool. The various types of vessels and cargo capacities are also included. The Blue Road Map advises the best route for your cargo. Check out your options today!
Immediate insight into the transport options for your cargo.
Szcezcin Oder
Berlin Elbe Havelkanaal
Eisenhüttenstad
Magdeburg
Elb
Halle
e
Oder
Dresden
Děčin Gliwice
Bamberg
Praha
Main container terminals
u
Nürnberg Regensburg l
na
ka
Main transhipment ports
Passau
Linz
u
na
Do
Enns
Wien Bratislava Budapest
Baja
Constanza
Venezia
o
Ruse
63
The largest navigable waterways in Europe are the Rivers Rhine and Danube. Inland navigation can cover a large part of Europe via the network of canals and rivers. Historically, major industries have chosen a location in the vicinity of a waterway and that is where the industrial centres will remain well into the future.
Types of vessels
ECMT Category
I
14X
Spits Length 38.50 m - width 5.05 m draught 2.20 m - cargo capacity 350 t
22X
Campine vessel
II Length 55 m - width 6,60 m draught 2,59 m- cargo capacity 655 t
40X
Dortmund-Eems canal vessel
III Length 67 m - width 8.20 m draught 2.50 m - cargo capacity 1,000 t
Rhine-Herne canal vessel (Europe vessel)
54X
IV Length 85 m - width 9.50 m draught 2.50 m - cargo capacity 1,350 t
120X
Large Rhine vessel
Va Length 110 m - width 11.40 m draught 3.00 m - cargo capacity 2,750 t
160X
Extended large Rhine vessel
Va Length 135 m - width 11.40 m draught 3.5 m - cargo capacity 4,000 t
220X
Two lighter pushing unit
Vb Length 172 m - width 11.40 m draught 4.00 m - cargo capacity 5,500 t
VIb VIc Va
440/660X
Four or six lighter pushing unit
Length 193 m - width 22.80 / 34.20 m draught 4.00 m - cargo capacity 11,000 / 16,500 t
120X
Standard tank vessel Length 110 m - width 11.40 m draught 3.50 m - cargo capacity 3,000 t
The power of inland navigation
64
ECMT Category
120 xx 160 160 14 54 120 14xxxxxx 220 220 22 22xx 40 40 54 54 xxx x 160 120 440 440xxx 160 220 220 xx 120 22 22xxx 40 40xx 54 xxxxxx 54 160 120 120 120 120 220 x 440 440 220 xxx 160 380X 40 x 40 x 54 54xxxxx 440 160 160 120 120 120 xxx 120 220 440 380 380x x 220 x 54 54xx 120 x 440 120 160 120 160 220 220 xxxxx 440 x 380 380 6060x xxx 60X 120 x 120 120 160 160 440 440 x xxxx 380 x 220 x 220 120 380xx 60xxxx 60 16 16 160 x 160 120 120xxx 440 xxxx 440 220 220 380 60 x 380 60 xx 16 16 xx x 100 100 16X 220 220 120 440 120xxxx 440 380 380x x 60 16 xx 16 x x 60 100 100 440 xxxx 440 120 120 250 250 xx 380 380 60 60 x xxx 16 xx 100 120 120 100 x xxx 100X 16 72 72 xx 250 250 380 380xxx 60 60xxxx 1616 100 x 100 250 380 380x xx 250 72 72 240 240 x xxxx 60 60xx 16 xx x 16 100 100 x 250X 72 250 72 x x 60 60 240 240 xxxxx 250 16 16 240 240 x xxxxx 100 100 250 250 72 240 xx x 240 xxxx 72 16 16 100 100 240 240 xx xx 72 72 x 250 250xxx 72X 240 x 240 x x xx 100 100 240 240 x 250 72 xxx xx 72 240 240 x250
Large tank vessel
Vb Length 135 m - width 21.80 m draught 4.40 m - cargo capacity 9,500 t
Car vessel
Va Length 110 m - width 11.40 m draught 2.00 m - cargo capacity 530 cars
Container vessel (Campine class)
III
Length 63 m - width 7 m draught 2.50 m - cargo capacity 32 TEU
Standard container vessel
Va Length 110 m - width 11.40 m draught 3.00 m - cargo capacity 200 TEU
Large container vessel
Vb Length 135 m - width 17 m draught 3.50 m - cargo capacity 500 TEU
Ro-ro vessel
Va Length 110 m - width 11.40 m draught 2.50 m
Coupled formation (vessel with pushed lighter)
VIb
Average length 185 m - width 11.40 m draught 3.50 m - cargo capacity 6,000 t
240 x 240250 x xx 250 72 72xx 240 240xx 240X240 240x x 72 72xx 240 240xx 240 240xx 240 240xx
Coupled formation (vessel with pushed vessel)
240X 240 x 240 x
VIb
240 240xx Average length 185 m - width 11.40 m draught 3.50 m - cargo capacity 6,000 t Designer: ŠStephan le Sage
65
Cost price development index for inland navigation in the Netherlands Inland navigation cost price development 150
140
130 Index (2004=100)
120
110
100
2015 (estimate)
2014
2013
2012
2011
2010
2009
2008
2007
2006
2005
90 2004
Transport via inland navigation was more economical in 2014 than in 2013. This is due to two main reasons: the drop in fuel prices and the drop in the cost of capital (interest). The biggest cost decrease was found to be in capital intensive vessels and vessels that counted many sailing hours (continuous navigation) whose fuel costs account for a significant portion of the total sailing costs. The expected drop in operating costs for 2015 is mainly attributed to the sharply decreasing fuel prices. However, as this component is highly unpredictable, it is advisable to keep an eye on the actual development of the gas oil price.
Consumer price index
Source: Panteia
Cost per hour of dry bulk transport by inland navigation (price level 2014)
This cost price table compiled by research institute Panteia provides an indication of the costs per hour of an inland navigation vessel. The effect of the drop in fuel costs can be seen in this cost price table: there is not as much difference between sailing hours and idle hours as there was a few years ago.
Waiting for chartering idle hour (in €)
Hour sailed with cargo (in €)
Hour sailed without cargo (in €)
370
43.21
40.44
30.53
26.71
540
51.63
49.33
34.05
29.68 32.02
730
65.94
58.08
36.45
900
70.15
64.87
40.18
35.82
1,150
87.68
79.35
49.18
44.18
1,360
101.87
95.54
61.31
55.85
1,910
145.77
119.63
80.79
74.42
2,700
203.69
170.79
102.58
95.82
3,900
254.29
189.38
111.22
102.33
5,500
313.41
233.41
150.27
140.83
Source: Panteia
The power of inland navigation
General waiting, loading/unloading idle hour (in €)
Cargo capacity (in tonnes)
66
Examples of cost price calculations Palletised cargo
45 ft Palletwide containers
Every week 30 lorries with 28 block pallets of 1,000 kg each are transported from Namur to Meppel; 840 pallets per week. These pallets can also be transported by inland navigation. A European vessel can carry 1,500 pallets in one shipment. The pallets only need to be transported to and from the port by lorry.
Every week ten 45ft containers are shipped from Lohmar (DE) to England, via Rotterdam RST, loaded with 25 tonnes of cargo. The empty containers are picked up by lorry in Rotterdam and then returned again filled with cargo. This can easily be done by inland navigation via the terminal at Bonn.
Shipping costs per pallet
Shipping costs per container
€ 203.30
€ 7.04 Transhipment costs per container*
Transhipment costs per pallet
€ 80.00
€ 3.03 Pre- and post-transport per container
Pre- and post-transport costs per pallet Total supply chain costs per pallet
€ 6.70
Total cost per container
€ 150.00 € 433.30
€ 16.77 * Excluding handling charges in Rotterdam
Bulk cargo
40 ft Containers
The transport of dry cargo from the port of Rotterdam to a recipient in the port of Mannheim (DE). The weekly transport quantity is 2,500 tonnes. The decision is to opt for a Class V vessel (110 x 11.40 metres) sailing 18 hours per day.
In this example, the shipper opted to have his yearly 400 containers (40 ft) transported by scheduled inland navigation from Groningen to Rotterdam. The containers are supplied empty and then transported back loaded to Rotterdam.
Shipping costs per tonne
€ 8.80
Roundtrip shipping cost per container
Transhipment cost per tonne
€ 2.10
Transhipment costs per container *
Total cost per tonne by inland navigation
€ 10.90
Post-transport container
€ 240.00 € 80.00 € 120.00
Total cost of inland navigation per container
€ 440.00
* Excluding handling charges in Rotterdam
Hinterland transport by means of inland navigation for maritime transport chains
Maritime supply in a seaport
Transhipment to inland navigation
Import connection Export connection
inland navigation
Inland navigation operator
Inland navigation operator
Main transport: Inland navigation
Inland terminal
Main transport: Inland navigation
Shipper / Recipient
Pre / post transport by road
Designer: ©Stephan le Sage
67
Inland terminal
Shipper
Pre / post transport by
Glossary
Inland navigation vessel
PM10,PM 2.5: particulate matter
An inland navigation vessel is a non-seaworthy vessel
Particulate matter is a form of pollution that has an
for the transport of cargo on inland waters (such as
unfavorable effect on our health. Particulate matter
rivers, lakes and canals).
includes floating parts in the atmosphere that are smaller than 10 micrometres or 2.5 micrometres.
ECMT classification In order to align the dimensions of the West European
SO2: sulphur dioxide
waterways network, the inland navigation in Europe is
Sulphur dioxide is a combination of oxygen and sul-
divided into ECMT categories. Each category specifies
phur. Fossil fuels contain high quantities of sulphur.
the maximum dimensions of the ships. The classifica-
Combustion causes sulphur dioxide. It is harmful for
tion is determined by the members of the European
man, animal and nature.
Conference of Ministers of Transport. Synchromodal transport CO2: Carbon dioxide
Based on the customer’s needs, deciding at every
Carbon dioxide (CO2) is the most important green-
stage which modality can best be used at the specific
house gas. CO2 is part of a natural cycle. CO2 surplus
moment in time and depending on the actual situation.
occurs after combustion of fossil fuels such as oil, gas TEU
and stone coal.
TEU is the designation for the dimension of containers. Emission
The abbreviation stands for Twenty feet Equivalent
Emission means ‘substances discharged into the air’.
Unit. 1 TEU is a container measuring 20 feet long, 8
Polluted parts can penetrate the soil, water and air.
feet wide and 8 feet deep.
Emission relates to the discharge of carbon dioxide (CO2), nitrogen oxide (NOx), particulate matter (PM10)
the Blue Road
and/or sulphur dioxide (SO2).
The Blue Road stands for sustainable transport by water. It is the umbrella brand for the inland navi-
Inland terminal
gation sector. ‘Blue’ refers to the water and also
A location in the European hinterland where local
stands for innovation, efficiency, sustainability and
container flows come together and are subsequently
smart technology. The Blue Road is an initiative of the
transported onwards by train or inland vessel.
Bureau Voorlichting Binnenvaart (BVB/ Dutch Inland Navigation Information Agency).
Intermodal transport/co-modality Involves the transportation of freight in a container
Tonne-kilometre
or vehicle using multiple modes of transportation wit-
Unit of measure for goods transport which repre-
hout any handling of the freight itself when changing
sents the transport of one tonne of cargo over one
modes.
kilometre.
Modality
Tank to Wheel/Propeller (TTW)
A type of transportation for moving goods. Modes of
Emissions generated by a means of transportation.
transportation are lorries, trains and inland vessels.
When emission is generated by a vessel, it is referred to as Tank to Propeller.
Modal shift The shift of cargo flows from one modality to another.
Shipper A company or person who has cargo transported by
Modal split
a carrier.
The division of the shifts of goods over the modes of Well to Wheel / Propeller (WTW)
transport (modalities).
Well-to-wheel emissions are all emissions combined for NO x: nitrogen oxide
the use of a mode of transportation. This means that
Nitrogen oxide is one of the substances that contribute
emissions generated by the means of transport itself
to the acidification of the environment. Nitrogen oxide
(Tank to Propeller in case of a vessel), as well as the
is released during any kind of combustion at high
emissions released during the extraction and refining
temperature.
process or the production of electricity (Well-to-Tank) are included.
The power of inland navigation
68
Organizations
Dutch Association for Inland
European Federation of
Navigation Inspection
Inland Ports
Algemeene Schippers Vereeniging
T: +31 10 798 98 88
T: +32 22 19 82 07
(General Skippers Association)
W: www.nbkb.nl
W: www.inlandports.eu
Dutch Federation of Inland Ports
Inland Navigation Europe
T: +31 10 798 98 40
T: +32 25 53 62 70
W: http://havens.binnenvaart.nl
W: www.inlandnavigation.eu
Dutch organizations
T: +31 10 414 85 85 W: www.algemeeneschippersvereeniging.nl Royal BLN - Schuttevaer T: +31 10 206 06 01 W: www.bln.nl
ROC Vereniging Nederland
Agency for Telematics in Inland
Transhipment Centres)
Waterborne Transport
W: www.rocnl.com
T: +31 10 206 06 06 W: www.binnenvaart.org
European promotion organizations
(Dutch Association of Regional
Promotion Office for Inland Navigation in Flanders
Rijkswaterstaat
T: +32 11 23 06 06
(Directorate-General for
W: www.binnenvaart.be
Dutch Inland Navigation Information Public Works and Water Management) Agency
T: 0800 80 02
T: +31 10 452 91 51
W: www.rijkswaterstaat.nl
W: www.bureauvoorlichtingbinnenvaart.nl
T: +31 10 798 98 98
Inland Navigation
W: www.sabni.nl
T: +31 10 798 98 00 W: www.cbrb.nl Expertise and Innovation Centre
T: +49 22 83 00 48 92 W: www.shortseashipping.de
SAB (Maritime Services Organization)
Central Bureau for Rhine and
de l‘Intermodalité
VITO (Association of Dutch Inland
T: +32 42 20 87 50
Terminal Operators)
W: http://voies-hydrauliques.wallonie.be
W: www.vito-nederland.nl
Via Donau - Österreichische Wasserstraßen GmbH
European Interest Groups
T: +43 50 43 210
W: www.eicb.nl IVR International Association for inland navigation and insurance in Europe
SPW - Direction de la Promotion des Voies Navigables et
Barging T: +31 10 798 98 30
SPC Multimodal Transport Solutions
W: www.via-donau.org
European Barge Union T: +31 10 411 60 70
Voies Navigable de France
www.ebu.uenf.org
T: +33 32 163 24 50
T: +31 10 411 60 70
European Skippers Organization
W: www.ivr.nl
T: +32 50 47 07 20 www.eso-oeb.org
69
W: www.vnf.fr
Colophon
A publication of Dutch Inland navigation Information Agency (BVB) T: +32 10 412 91 51 www.bureauvoorlichtingbinnenvaart.nl info@bureauvoorlichtingbinnenvaart.nl @BVBinnenvaart
Design and layout ZandBij, dtp and design studio
Printed by Veenman+
Development and coordination Dutch Inland navigation Information Agency (BVB): P.J. Figee, W.T.G.A. Volker Communications Consultancy Agency ROOK Communicatie
Text MG Redacties
Pictures Source photo short sea ship on cover: Samskip Source photo page 50: Flowers smell likeâ&#x20AC;Ś, by Juhan Sonin, CC BY 2.0 / https://creativecommons.org/licenses/by/2.0
Initiative Dutch Inland navigation Information Agency, C.J. de Vries The use of information or data mentioned in this publication is the responsibility of the user. Neither BVB nor ROOK Communicatie can in any way be held liable for the use or for the consequences of the use of information or data contained in this publication. The information in this publication may be reproduced provided the source is acknowledged. This publication can be downloaded from website www.bureauvoorlichtingbinnenvaart.nl. All rights reserved.
This publication was made possible by:
+ 450 inland navigation entrepreneurs The power of inland navigation
70
Take The Blue Road