The power of inland navigation 2016-2017

2016-2017

The power of inland navigationThe future of freight transport and inland navigation in Europe

3Preface 5

Chapter 1The value of transport 6

Chapter 2The best of all transport modes 14

Chapter 3The value of waterways 24

Chapter 4The versatile fleet 36

Chapter 5The footprint of a sustainable transporter 44

Chapter 6Sustainable transport thanks to the Blue Road 56

Glossary 68

Organizations 69

Table of contents

Source: INE / MigalskiMigalski

5Logistics 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 VriesDutch Inland Navigation Information Agency

Preface

1Th

e va

lue

of t

rans

port

Source: Annemarie van Oers

7Rotterdam 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 todays 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 worlds 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.

1 The value of transport

The power of inland navigation 8

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.

Shanghai Ningbo + Zhoushan

BusanQingdao Tianjin

Dalian Nagoya

KaohsiungHongkong Shenzhen

Guangzhou

SingaporePort Klang

Rotterdam Antwerp

Los Angeles

Long Beach

Hamburg Bremen

Dubai Ports

Tangshan

Qinhuangdao Yingkou

Rizhao

Port Hedland

South Louisiana

Tanjung Pelepas

Xiamen

13Waardevol Transport12

1990 1995 2000 2005 2006 2007 2008 2009 2010 2011 2012 2013

Containers 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

Oil and gas 234 371 598 969 1,076 1,193 1,249 1,127 1,280 1,393 1,445 1,524

Total 4,008 4,651 5,984 7,109 7,700 8,034 8,229 7,858 8,409 8,785 9,197 9,548

Development of maritime transport by types of goods

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.

Unit: Loaded weight x 1 million tonnesSource: UNCTAD

Scheduled sea service

Sea and/or container ports

0

2,000

4,000

6,000

8,000

10,000

9Shanghai

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

0 200 400 600 800 1,000

Ningbo & Zhoushan*

Shanghai*

Singapore

Tianjin*

Tangshan*

Guangzhou*

Qingdao*

Rotterdam

Dalian*

Port Hedland

Largest ports in the world: transhipment of goods

Largest container ports in the world: transhipment

Unit: Number of containers x 1,000 TEU*Including inland navigation

Source: Port of Rotterdam

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.

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.

Unit: Gross weight x 1 million tonnes*Including domestic transport and inland navigation


2012 2013 2014

2012 2013 2014


0 3.5 3.6 3.83.7 3.9 4.1 4.24.0 4.3

Germany

Netherlands

Belgium

UK

Singapore

Sweden

Norway

Luxembourg

USA

Japan

4.12

4.05

4.04

4.01

4.00

3.96

3.96

3.96

3.92

3.91

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 countrys 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.

Logistics Performance Index 2014

Unit: Gross weight x 1 million tonnesSource: Eurostat

Main Extra EU maritime transport flows of EU-27, 2011

Source: World Bank

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 EUs most important mode of long-distance transport

(in terms of tonnage). The depicted eight main goods flows are incoming flows.

China 62.5Egypt 78.1

Brazil101.9

Turkey 58.3

Norway93

USA - East Coast83.2

RussiaBlack Sea region

62.9

Russia - Baltic sea region 119.2

11

0

500

1,000

1,500

2,000

2005 2006 2007 2008 2009 2010 2011 2012 2013

0

100

200

300

400

500

600

The Net

herland

s UK Spain Italy Turk

eyGer

many

FranceBelg

iumNor

waySwe

den GreecePort

ugal

Unit: Weight x 1 million tonnesSource: Eurostat

Source: Eurostat Unit: Weight x 1 million tonnes

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.

European short sea transport goods distribution

Deep sea and short sea transport from and to European countries, 2013

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 Europes main short sea ports were Rotterdam, Antwerp, Hamburg, Amsterdam, Marseille, Algeciras, Le Havre, Immingham, Bremerhaven and Valencia.

Short sea Deep sea

Liquid bulk Dry bulk Large containers Ro-ro Other goods & unknown


0 100 200 300 400 500

Rotterdam

Antwerp

Hamburg

Novorossiysk1)

Amsterdam

Algeciras

Marseille

Bremerhaven

Ust-Luga

Valencia

Algeciras

Valencia

Barcelona

Marseille

Le Havre

Dunkerque

London

Grimsby/Immingham

Antwerp

AmsterdamBremerhaven

Hamburg

Rotterdam

Genua

Trieste

Constanta

Ust-LugaSt. Petersburg

Primorsk

Novorossiysk

200 million tonnes Rotterdam

Antwerp

Hamburg, Novorossiysk

Barcelona, Dunkerque, London

150 - 200 million tonnes



50 million tonnes

Genua, Constanta, Trieste, St. Petersburg, Grimsby/Immingham, Ust-Luga, Primorsk, Valencia, Le Havre, Bremerhaven, Marseille, Algeciras en Amsterdam

Main cargo seaports of Europe


1) Including the Caspian Pipeline Consortium Marine TerminalUnit: Gross weight x 1 million tonnes


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 sea-going vessels and with

its geographical location the goods can easily be

transported far into Europe via the river Rhine and connecting waterways.

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.

Largest seaports of Europe

2012 2013 2014

13

Liquid bulkHamburg

BremerhavenWilhelmshaven

AmsterdamRotterdam

Zeeland SeaportsAntwerp

GhentZeebruggeDunkerque

Le Havre

Dry bulk

Mixed cargoContainers

0 3,000 6,000 9,000 12,000 15,000

Rotterdam

Hamburg

Antwerp

Bremerhaven

Algeciras

Valencia

Felixtowe*

Piraeus

Ambarli/Istanbul*

Gioia Tauro

Shares of ports by transhipment of goods in the Hamburg-Le Havre region, 2014

Main container seaports of Europe

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.

Unit: Gross weightSource: Port of Rotterdam

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 figuresUnit: Source: Number x 1,000 TEUs (Twenty-Feet Equivalent Units)


2012 2013 2014

2Th

e be

st o

f al

l tra

nspo

rt m

odes

15

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 Hamburgs 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.

2 The best of all transport modes


0

20%

40%

60%

80%

10%

30%

50%

70%

90%

100%

* 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.

Belgium

Bulgaria

Croatia

Germ

any

Fran

ce

Hung

ary

Luxembourg

Neth

erland

s

Austria

Rom

ania

Slov

akia

EU28total

02000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012*

500

1,000

1,500

2,000

Base: transport performance in tonne-kilometresSource: Eurostat

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.

Modal split per EU country (transport performance), 2012

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.

Unit: Quantity x 1 billion tonne-kilometres

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

EU-28 transport performance per mode

Road1 Rail Inland Navigation2 Sea transport3

Inland navigation*** Rail transport** Road transport*

17

450

400

350

300

250

200

150

100

50

0

Goo

ds

inco

nta

iner

s

Coa

l fo

r pow

erst

atio

ns

Ste

el indust

ry

Pet

role

um

and

chem

ical

s

Agri

bulk

Build

ing

mat

eria

ls

Tota

l

2007 = 100

2020 (min)

2040 (max)

2020 (max)

2040 (min)

0

50

100

150

200

250

300

350

400

450

500

0%

1%

2%

3%

4%

5%

6%

7%

1995 2000 2005 2010 2015 2020 2025 2030 2035 2040

billion tonnes / km

Mod

al s

plit

inla

nd n

avig

atio

n

billion tkms 1995-2010

billion tkms low scenario

billion tkms medium scenario

billion tkms high scenario

% Modal split 1995-2010

% Modal split IWT low scenario

% Modal split IWT medium scenario

% Modal split IWT high scenario

IWT = Inland Waterway Transport

Source: Medium and long term perspectives of IWT in the EU - NEA et al

Average forecast for freight transport per types of goods

Regarding product groups, the expected growth for inland waterway transport is the largest for the container transport product group.

Source: NEA

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.

Modal split inland navigation on European level and forecast up to 2040


Inland navigationRail transport

Road transport

Rotterdam

11%

54%

35%

Hamburg

39%

59%

2%

Antwerp

7%

57%

36%

Bremerhaven

47%50%

3%

Road transport*

Rail transport** 37143

44

19

44

249

126247

1112,810

2960

363

252104

104470

3732

Belgium

Inland navigation

Road transport*

Rail transport

Germany

Inland navigation

Road transport*

Rail transport

France

Inland navigation

Road transport*

Rail transport

Netherlands

Inland navigation

17255

431,954

Modal split for hinterland container transport of EU seaports, 2013

Unit: Shares on the basis of quantities in TEUsSource: Port of Rotterdam, Port of Hamburg, Port of Antwerp, The Ports of Bremen

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.

Unit: Quantity x 1 million tonnes

* International road transport bilateral. ** Belgian rail transport: figures dating from 2011

Source: Eurostat

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.

European goods transport by mode and destination, 2013

Domestic International

19

Figures for 2013 Figures for January-November 2014 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

Germany

Aschaffenburg

Berlin

Braunschweig

Duisburg1

Emmerich

Frankfurt

Halle/Saale

Hannover2

Karlsruhe

Kehl

Krefeld

Ludwigshafen1

Mannheim

Minden

Nurnberg1

Regensburg und Passau

Rheincargo1

Stuttgart

Weil am Rhein

Wrth4

Switzerland

Basel2

France

Lille1

Lttich4

Mulhouse Ottmarsheim

Paris Terminal SA4

Strasbourg

Austria

Enns

Linz/Donau1

Vienna3

TotalRail transport

TEU

Road transport

TEU

16,439

29,823

7,505

1,469,000

no data

no data

19,593

0

no data

63,483

91,279

no data

no data

79,642

443,861

102,760

616,000

no data

4,579

no data

no data

17,858

no data

43,681

265,423

230,027

137,216

111,967

238,395

46.9%

25.7%

12.5%

48.7%

no data

no data

32.9%

0.0%

no data

68.7%

62.3%

no data

no data

59.8%

62.5%

50.0%

50.9%

no data

11.5%

no data

no data

26.2%

no data

55.7%

65.7%

55.6%

48.3%

57.0%

50.0%

13,877

86,279

11,002

1,092,000

20,053

38,991

39,893

20,589

no data

1,167

35,750

no data

no data

35,007

266,386

102,760

314,000

51,774

1,227

22,129

17,379

0

no data

3,740

9,838

66,060

146,287

84,333

238,395

39.6%

74.3%

18.3%

36.2%

14.8%

47.0%

67.1%

28.4%

no data

1.3%

24.4%

no data

no data

26.3%

37.5%

50.0%

26.0%

60.5%

3.1%

16.4%

15.3%

0.0%

no data

4.8%

2.4%

16.0%

51.5%

42.9%

50.0%

4,761

24

41,771

455,000

115,583

44,030

0

51,834

26,763

27,749

19,593

83,360

140,823

18,509

0

no data

280,000

33,839

33,995

112,427

96,251

50,199

24,813

31,059

128,440

117,480

348

280

333

13.6%

0.0%

69.3%

15.1%

85.2%

53.0%

0.0%

71.6%

100.0%

30.0%

13.4%

100.0%

100.0%

13.9%

0.0%

no data

23.1%

39.5%

85.4%

83.6%

84.7%

73.8%

100.0%

39.6%

31.8%

28.4%

0.1%

0.1%

0.1%

35,077

116,126

60,278

3,016,000

135,636

83,021

59,486

72,423

26,763

92,399

146,622

83,360

140,823

133,158

710,247

205,520

1,210,000

85,613

39,801

134,556

113,630

68,057

24,813

78,480

403,701

413,567

283,851

196,580

477,123

Inland navigation

TEU

Source: Schiffahrt, Hafen, Bahn und Technik and VITO

Modal split for container terminals in the hinterland, 2014

On average, inland navigation has a large share of the container terminal transport in the hinterland of the seaports.


0

500

1,000

1,500

2,000

Belgium Germany France Netherlands EU-28 total

2009 2010 2011 2012 2013

10,000200720062005 2008 2009 2010 2011 2012 2013

20,000

30,000

40,000

50,000

Source: Eurostat Unit: Quantity x 1 million TEU-km

Transport performance of inland container transport to countries, EU-28

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.

Unit: Weight x 1,000 tonnesSource: Eurostat

Short sea transport of containers in EU countries

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. Belgiums 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.

BelgiumSpain

ItalyGermany

NetherlandsUK

21

0

10,000

20,000

30,000

40,000

50,000

60,000

70,000

80,000

Road transport** Inland navigation* Rail transport*

2009 2010 2011 2012 2013

2004: 1,639 million tonnes2013: 1,701 million tonnes (+4%)

incoming by sea and air 352 407

+16%

outgoing by land344 340

-1%

outgoing by sea and air

113 174+54%

incoming by land

175 159-9%

transit

80 98+23%

domestic

575 524-9%

Source: Eurostat

* Transport over Dutch territory** Domestic and bilateral transport by Dutch companies

Unit: Quantity x 1 million tonne-km

The transport performance of modes can be compared on the basis of the cargo tonne-kilometre perfor-mance, which takes not only the weight but also the transported distance into account. The signifi-cance 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 trans-port over Dutch territory by foreign transporters should be added and the foreign share of the bilateral trans-port should be deducted.

Cargo tonne-kilometre performance in the Netherlands

Source: KiM Unit: Weight x 1 million tonnes

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.

Goods transport: transport flows from, to and in the Netherlands


0

2,000

4,000

6,000

8,000

10,000

12,000

10%

2007 2008 2009 2010 2011 2012 20132007 2008 2009 2010 2011 2012 2013

20%

30%

40%

50%

Sea-sea Inland navigation Road Rail

0

100

200

300

400

500

600

Road transport* Inland navigation Rail transport

2009 2010 2011 2012 2013 2014

Unit: Number of movements x 1,000 TEU Base: number of movements x 1,000 TEU


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.

Multimodal hinterland transport of containers from Rotterdam

Source: Eurostat, Statistics Netherlands, edited by BVB

* Road figures for 2014 unknown

Unit: Quantity x 1 million tonnes

The road, inland navigation and rail modes are usually compared on the basis of

the transported weight (tonnage). In 2013 the

road transports 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.

Transported weight in the Netherlands

23

Metal ores and mining productsCoke and refined petroleum products

Agricultural products, meat & fishFood, beverages and tobacco

Coal and crude oilChemicals, rubber and plastic

Metals & metal productsSecondary raw products and waste

Other goods EU-28

30%

16%

7%4%

9%

8%

4%

3%

19%

RoadRail

Inland navigationPipeline 2%

52%

40%

6%

Unit: Percentage based on transported weight

Estimates based on provisional figures.

Source: CBS

Source: Eurostat Unit: Percentage based on transported weight

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.

Transport of hazardous substances by mode in the Netherlands, 2010-2013

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.

Types of goods transported via inland navigation, 2013

Source: INE / Migalski

3Th

e va

lue

of w

ater

way

s

25

In the spring of 2015 the city of s-Hertogenbosch in the southern Netherlands celebrated the opening of the brand new Mxima Canal. A mass of people congregated, huge balloons were released, there was cannon fire and a large choir of school children sang for Queen Mxima a song specially composed for the occasion. The Dutch Queen opened the canal that is named after her.

The Mxima 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, Rhne 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 Chinas 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.

3 The value of waterways


Top 5 longest navigable rivers

Russia102,000 km

China110,000 km

EU-27 Member States53,384 km

Brazil50,000 km

United States41,009 km

Source: CIA

Length of navigable rivers, canals and lakes around the world

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 Europes inland navigation

know-how.

European Union53,000 km

United States 41,000 km

Brazil50,000 km

27

Top 5 longest navigable rivers

Russia102,000 km

China110,000 km

EU-27 Member States53,384 km

Brazil50,000 km

United States41,009 km

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.

European Union53,000 km

China 110,000 km

Russia102,000 km


Transport flows in Northwest Europe 2010

Milan

Transport flows (sum of all land modes)

50 tot 100 million tonnes < 50 million tonnes

London

Amsterdam

Brussels

Rotterdam

Hamburg

MnchenParis

Bordeaux

Lyon

Prague

Lubljana

Vienna

Madrid

Barcelona

MarseilleToulouse

Napels

Basel

Geneva

> 100 million tonnes

Luxemburg

Berlin

Frankfurt

Milan

Transport flows (sum of all land modes)

50 tot 100 million tonnes < 50 million tonnes

London

Amsterdam

Brussels

Rotterdam

Hamburg

MnchenParis

Bordeaux

Lyon

Prague

Lubljana

Vienna

Madrid

Barcelona

MarseilleToulouse

Napels

Basel

Geneva

> 100 million tonnes

Luxemburg

Berlin

Frankfurt

Source: Panteia

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.

29

Main waterways network and planned expansions

Planned

To be improved

Venezia

Namur Lige

Duisburg

Paris Reims

Le Havre

Bordeaux

Fos-s-MerPort-st-Louis du-Rhone

Valence

Avignon

Nantes

KlnBonn

Koblenz

Mainz

Frankfurt

Regensburg

Passau

Wrzburg

Linz

Enns

Stuttgart

Mannheim

Trier

Strasbourg

Basel

Lyon

MigennesKarlsruhe

Nancy

Metz

Bremen

Hannover

Kiel

Berlin

Szcezcin

Dresden

in

Praha

Hamburg

Dunkerque

CalaisBrussel

Emmerich

Gent

D

Source: BVB, TENtec GIS System - European Commission

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.


Dokkum

Veendam

Winschoten

Drachten

Heerenveen

Sneek

FranekerHarlingen

Schagen

Alkmaar

Zaandam

The Hague

NO

RT

H S

EA

WAD

DEN

SEA

IJmuiden

Purmerend

Nijkerk

Meppel Hoogeveen

Emmen

Coevorden

Almelo

HengeloDeventer

Zutphen

Doetinchem

GeldermalsenGorinchem

Oosterhout

Zevenbergen

Roosendaal

Terneuzen

Goes

Best

Helmond

Nederweert

Lemmer

Markermeer

Stein

Sittard-Geleen, Born

Maashouw

Leudal

Meerlo-Wanssum

Veghel

Gennep

Cuijk

Geertruidenberg

Oss

Tiel

Wageningen

Loenen

Harderwijk

Lochem

Texel

Eemsmond

Kampen

Vlissingen

Zwijndrecht

Roermond

Delfzijl

Seaports bulk transhipment > 10 million tonnes

Bulk transhipment between 3 and 10 million tonnes


Bulk transhipment up to 2 million tonnes

Dokkum

Veendam

Winschoten

Drachten

Heerenveen

Sneek

FranekerHarlingen

Schagen

Alkmaar

Zaandam

The Hague

NO

RT

H S

EA

WAD

DEN

SEA

IJmuiden

Purmerend

Nijkerk

Meppel Hoogeveen

Emmen

Coevorden

Almelo

HengeloDeventer

Zutphen

Doetinchem

GeldermalsenGorinchem

Oosterhout

Zevenbergen

Roosendaal

Terneuzen

Goes

Best

Helmond

Nederweert

Lemmer

Markermeer

Stein


Maashouw

Leudal

Meerlo-Wanssum

Veghel

Gennep

Cuijk

Geertruidenberg

Oss

Tiel

Wageningen

Loenen

Harderwijk

Lochem

Texel

Eemsmond

Kampen

Vlissingen

Zwijndrecht

Roermond

Delfzijl

Seaports bulk transhipment > 10 million tonnes



Bulk transhipment up to 2 million tonnes

Navigable waterways and main inland ports in the Netherlands, 2010

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

s-Hertogenbosch (120,000 TEUs). Unfortunately, it

was not possible to obtain more recent transhipment

and employment data in ports and terminals.

Source: NVB, Ecorys, edited by BVB

31

0

1,000

2,000

3,000

4,000

5,000

6,000

s-He

rtoge

nbos

ch

Utre

cht

Maa

stric

ht Oss

Venlo

Heng

elo Tiel

Nijm

egen

Pape

ndre

cht

Delfz

ijl

Stein

Genn

ep

Mep

pel

Diem

enCu

ijk

0

50

100

150

200

Berg

en o

p Zo

om

Alph

en aan

de Ri

jn

Venr

ay

Utec

htBo

rnVe

nlo

Heng

elo

Den

Bosc

h

Gron

inge

n-Wes

terb

roek

Nijm

egen

Kam

pen

Tilb

urg

Mep

pel

Vegh

el

Leeu

ward

en

Unit: Quantity x 1,000 TEUSource: Panteia, RWS

Container transhipment in Dutch inland ports per municipality, 2014

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.

Transhipment from or to inland navigation in Dutch inland ports, 2014

Based on the ship passage data of Rijkswaterstaat (the Dutch Directorate-General 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 tonnesSource: Panteia, RWS

Containers Dry bulk Liquid bulk


Amount of inland navigation vessel traffic per lock in the Netherlands

Counting point

Zeesluis Farnsum

Oostersluis

Gaarkeukensluis

Prinses Margrietsluis

Tsjerk Hiddessluis

Sluis Eefde

Spooldersluis

Sluis Driel

Sluis Hagestein

Sluis Weurt

Henriettesluis

Sluis 15

Sluis Panheel

Kreekraksluizen

Sluis Terneuzen

Sluis Vlissingen

Sluis Hansweert

Volkeraksluizen

Krammersluizen

Sluis Belfeld

Sluis Sambeek

Sluis Grave

Prinses Maximasluizen

Sluis Born

Sluis Maasbracht

Sluis Heel

Algerasluis

Julianasluis

Prinses Irenesluis

Prins Bernardsluis

Prinses Beatrixsluis

Houtribsluizen

Oranjesluizen

Krabbergatsluizen

Lorentzsluizen

Stevinsluis

Lobith (CBS)

Waterway

Eemskanaal

Van Starkenborghkanaal

Van Starkenborghkanaal

Prinses Margrietkanaal

Van Harinxmakanaal

Twenthekanaal

Ramsdiep

Nederrijn

Lek

Maas-Waalkanaal

Gekanaliseerde Dieze

Zuid-Willemsvaart

Kanaal Wessem-Nederweert

Schelde-Rijnverbinding

Kanaal Gent-Terneuzen

Kanaal door Walcheren

Kanaal door Zuid-Beveland



Gekanaliseerde Maas

Gekanaliseerde Maas

Gekanaliseerde Maas

Maas

Julianakanaal

Julianakanaal

Lateraalkanaal

Sluis te Krimpen a/d IJssel

Gouwekanaal

Amsterdam-Rijnkanaal

Amsterdam-Rijnkanaal

Lekkanaal

IJsselmeer

Binnen-IJ

IJsselmeer

IJsselmeer

IJsselmeer

Boven-Rijn

2011

11,716

13,799

14,293

17,696

3,956

13,801

5,966

8,528

7,752

34,157

13,212

2,723

6,834

72,412

58,169

6,107

43,661

114,412

41,636

23,330

29,244

15,677

17,990

23,474

24,814

21,379

119

7,744

38,083

22,879

50,610

32,581

44,142

5,961

2,708

2,015

124,774

2012

10,970

13,289

13,577

18,166

3,961

10,661

5,176

8,060

7,453

30,320

13,962

2,544

5,072

68,234

55,668

5,562

43,559

110,331

42,211

21,692

27,049

13,931

16,099

21,335

22,363

18,667

118

7,913

35,131

32,220

48,984

31,055

41,318

4,566

2,578

2,298

no data

Source: RWS, DVS

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.

33

Alkmaar

Harlingen

< 10,000 TEU

10,000 - 100,000 TEU

100,0000-1,000,000 TEU

> 1,000,000 TEU

Terminal

Planned terminal

GroningenDelfzijl

Veendam

Meppel

KampenLelystad

Harderwijk

Utrecht

Hengelo

Velsen

Amsterdam

Alphen a/d Rijn

The Hague

Europoort

Moerdijk

Oosterhout

Tilburg

WaalwijkDen Bosch

Nijmegen

Wanssum

Venlo

Born

Veghel

Oss

HelmondVlissingen

Gent

Terneuzen186,500 Antwerp

1,329,500

1,671,500

611,000

152,500

648,500

57,500

16,000

35,000

86,000

36,50064,500

93,000

9,500

151,000

255,000

121,500

19,500

100,800

219,000

1,727,500

Zaandam

Rotterdam

Cuijk

Medel

Ridderkerk

Source: RWS, DVS

The Netherlands has a good network for transporting containers by water. The map shows the distribution of the inland container na-vigation 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.

Container transport via the Dutch inland waterways 2012


No container transhipment

< 20,000

20,000 - 40,000

40,000 - 80,000

80,000 - 200,000

>200,000

Dokkum

Veendam

Winschoten

Drachten

Heerenveen

Sneek

Franeker

Harlingen

Schagen

Alkmaar

Zaandam

Purmerend

Nijkerk

MeppelHoogeveen

Emmen

Coevorden

Almelo

HengeloDeventer

Zutphen

Doetinchem

Geldermalse

Oosterhout

Zevenbergen

Roosendaal

Terneuzen

GoesBest

Helmond

Nederweert

Lemmer

Stein


Maasgouw

Roermond

Leudal

Veghel

GennepCuijk

Geertruidenberg

Oss

Tiel

Wageningen

Loenen

Harderwijk

Lochem

Texel

Delfzijl

Kampen

Vlissingen

Zwijndrecht

Meerlo-Wanssum

Gorinchem

Seaports with international hub function

Terminals with national trimodal function

Terminals with container transfer point function

Terminals with national function

Terminals with regional function

Function of inland container navigation terminals in 2020

The Hague

Source: Bckman et al (2010)

Bckman (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.

Impression of Dutch inland container navigation terminals in 2020

35

Country I II III IV V VI VII Total

Belgium

France

Germany

Netherlands

Luxembourg

Austria

Switzerland

Poland

533

6,692

1,012

240

110

484

580

395

1,567

1,761

127

149

388

306

1,905

6,936

194

2,989

1,197

275

792

2,891

4,396

1,581

37

17

591

200

3,292

1,337

360

5

151

9,463

10,902

12,472

6,228

37

360

22

4,202

196

Length(m)

Width(m)

Draught(m)

Height(m)

Formationpush convoy

Tonnage(tonnes)

Type of motorized vessel

Category Tonnage(tonnes)

- - -0 < 250Leisure ---

- 5.05 4I250

- 400

Spits1.8

-2.2

38.5-

1,250-

1,4508.2

4.0 -

5.0III

650 -

1,000

Dortmund-Eems canalvessel

2.567

- 80

-

- 6.64.0

-5.0

II400

- 650

Campine vessel

2.550-

55 -

1,600-

3,000 9.5 5.25 / 7 IV

1,000 -

1,500

RhineHerne canalvessel

2.5 -

2.8

80 - 85

3,200 -

6,00011.4 5.25 / 7 Va

1,500 -

3,000

LargeRhine vessel

2.5-

2.8

95 -

110

3,200 -

6,00011.4 9.1Vb -Push convoy(2 barges)

2.5 -

4.5

172 -

185

Vla -Push convoy(2 barges)

6,400 -

12,00022.8

7.1 -

9.1Vlb -Push convoy(4 barges)

2.5 -

4.5

185-

195

9,600 -

18,00022.8 9.1Vlc -Push convoy(6 barges)

2.5 -

4.5

270 -

280

9,600 -

18,000

33 -

34.29.1Vlc -Push convoy(6 barges)

2.5 -

4.5

193 -

200

Unit: KilometersSource: NEA

Standard push barge dimensions: 76.5 m x 11.40 m*European Conference of Ministers of TransportSource: ECMT

Length of waterways per country by ECMT category, 2011

Categories of European waterways (ECMT)*

The table shows the length of the waterways in the Rhine, east-west and north-south 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.

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.

4Th

e ve

rsat

ile fl

eet


4 The versatile fleet

37

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 barges 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.


4%

20%

12% 59%

5%

Dry Cargo fleetLiquid cargo fleetPush boats and towboatsPassenger shipsOther

Belgium*

21%**

4% 68%

7%

France

26%

4%

14%

45%

11%

Germany***

16%

9%

36%

40%

Luxembourg

11%

7%

11%58%

12%

Netherlands

57%

7%

24%

9%

3%

Switzerland

1,696 vessels 2,003 vessels 3,840 vessels

45 vessels 10,252 vessels 209 vessels

Country Cargo capacity x 1,000 tonnes Share

1

2

2

3

3

4

4

5

5

6

6

Luxembourg 50 0%

Switzerland 171 1%

France 982 6%

Germany1 2,691 18%

Netherlands 9,414 62%

Belgium 1,898 12%

TOTAL 15,206 100%

Flag Shares of Western European inland navigation, April 2015

* Source: FOD Mobiliteit & Vervoer** Source: France*** Source: ZBBDSource: IVR

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.

Note: The sources of information provide

substantially differing data (see note on page 41).

1 Data as of 31 December 2013

Source: IVR, FOD Mobiliteit & Vervoer, France, ZBBD

Flag Shares of Western European inland navigation in percentages, April 2015

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.

Note: The data from various sources varies,

partly because of differences in definitions.

39

0

Belgium France Germany Luxembourg Netherlands Switzerland

20

11%

9%

47%

33%

7%

19%

62%

12%

12%

7%

46%

35%

9%

11%

44%

36%

19%

8%

43%

30%

1%2%

18%

79%

40

60

80

90

70

50

30

10

100

1880-1930 1931-1950 1951-1980 1981-2014

0

50

2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

100

150

200

250

300

Source: IVR

Inland navigation fleet per construction year per country

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.

Number of new vessels in Western European inland navigation

Source: IVR NOTE: Years of registration of import/construction are never definite.

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.

Belgium France Germany Luxembourg Netherlands Switzerland


4%

16%

28%

11%

41%

< 400 tonnes

400 - 1,000 tonnes

1,000 - 2,000 tonnes

2,000 - 2,500 tonnes

> 2,500 tonnes

Composition of the dry cargo fleet

3%

26%

17%

54%

Composition of the tanker fleet

Unit: Quantity in tonnesSource: IVR

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.

Average growth in tonnage of the Western European fleet

Source: STC-NESTRA, CCNR

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-Rotterdam-Antwerp). 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.

Composition of the European inland navigation fleet, 2013

500

01951-1960

1961-1970

1971-1980

1981-1990

1991-2000

2001-2010

2011-2015

1,000

1,500

2,000

2,500

3,000

Tanker fleet Dry cargo fleet

41

Mot

or c

argo

ves

sels

Push

ed b

arge

s

Tow

boa

ts

Push

boa

ts

Mot

or c

argo

tan

kers

Push

ed t

anke

rs

Western European Inland navigation fleet*, 2013

Germany

Belgium

France

Luxembourg

Netherlands

Switzerland

Poland (2010)

Czech Republic

Total

887

1,003

839

7

2,740

14

71

32

5,593

758

258

372

0

998

2

571

119

3,078

122

10

0

3

408

4

17

**

564

226

95

11

7

593

2

192

83

1,209

366

187

37

15

839

50

0

0

1,494

41

6

44

1

18

3

0

0

113

Dry cargo fleet of Danube states, 2013

Austria1

Slovakia

Hungary2

Romania2

Bulgaria

Moldova3

Croatia

Serbia

Ukraine

Total

6

31

72

103

55

17

13

97

35

423

54

141

285

1,131

161

26

119

408

341

2,612

0

2

49

64

13

10

30

94

5

267

10

39

23

163

42

1

10

65

71

414

1 Austria: data pertaining to 2010, source: CCNR 2 Hungary and Romania: data pertaining to 2012 3 Moldova: data pertaining to 2008

* The size of the Western European inland navigation fleet differs significantly between the various sources. ** Combined push boat and towboat data.

Mot

or c

argo

ves

sels

Push

ed b

arge

s

Tow

boa

ts

Push

boa

ts

Mot

or c

argo

tan

kers

Push

ed t

anke

rs

Western European Inland navigation fleet*, 2013

Germany

Belgium

France

Luxembourg

Netherlands

Switzerland

Poland (2010)

Czech Republic

Total

887

1,003

839

7

2,740

14

71

32

5,593

758

258

372

0

998

2

571

119

3,078

122

10

0

3

408

4

17

**

564

226

95

11

7

593

2

192

83

1,209

366

187

37

15

839

50

0

0

1,494

41

6

44

1

18

3

0

0

113

Dry cargo fleet of Danube states, 2013

Austria1

Slovakia

Hungary2

Romania2

Bulgaria

Moldova3

Croatia

Serbia

Ukraine

Total

6

31

72

103

55

17

13

97

35

423

54

141

285

1,131

161

26

119

408

341

2,612

0

2

49

64

13

10

30

94

5

267

10

39

23

163

42

1

10

65

71

414

1 Austria: data pertaining to 2010, source: CCNR 2 Hungary and Romania: data pertaining to 2012 3 Moldova: data pertaining to 2008

* The size of the Western European inland navigation fleet differs significantly between the various sources. ** Combined push boat and towboat data.

Inland navigation fleet data, 2013

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.

NOTE: In addition to the

CCNR, the IVR (International

Association for Inland Navigation

and Insurance in Europe) and Van

Hassel - University of Antwerp

also provide statistics on the

size of the Western European

fleet . The data these sources

publish differs substantially.

These disparities can partially

be explained by differences in

definition. It is as yet impossible

to know which source has the

best data.

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.

Source: Danube Commission Unit: Number of vessels

Source: Central Commission for the Navigation of the Rhine (CCNR), European Commission, Panteia - based on national sources


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.

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).

Transport by tankers

Dry cargo transport

14 to 160 x

120 to 380 x

43

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.

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

Container transport

220 to 660 x

16 to 250 x

Source of images: * Tanker and container vessel: Christian Westerink, www.scheepvaartinbeeld.nl* Push convoy: Leo de Heus

5Th

e fo

otpr

int

of a

sus

tain

able

tra

nspo

rter


45

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.

5 The footprint of a sustainable transporter


Roadtransport

Diesel

2009

2020

2009

2020

2009

2020

2009

2020

2009

2020

2009

2020

2009

2020

2009

2020

Elektric Rhine Hernecanal vessel

Pushing unit Tanker(90 - 5,000 t)

Tanker(5,000 -10,000 t)

Sea-goingvessel

Rail transport Inland navigation Sea transport

TTW*

WTW* TTW = Tank to Wheel (propellor) WTW = Well to Wheel (propellor)1.2

1

0.8

0.6

0.4

0.2

0

Roadtransport

Diesel

2009

2020

2009

2020

2009

2020

2009

2020

2009

2020

2009

2020

2009

2020

2009

2020



Tanker(5,000 -10,000 t)

Sea-goingvessel


TTW*

WTW* TTW = Tank to Wheel (propellor)

WTW = Well to Wheel (propellor)

80

70

60

50

40

30

20

10

0

NOX emissions cargo transport in 2009 and 2020 (average bulk and general cargo)

Unit: g/tonkm

NOx (nitrogen oxides) contributes, among other

things, to acid rain and smog. Inland vessels can

be equipped with SCR-catalysers, as a result of which NOx emissions can

be reduced by 85% to 90%. Read more about this on

page 52.Source: CE Delft

Unit: g/tonkmSource: CE Delft

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.

CO2 emissions cargo transport in 2009 and 2020 (average bulk and general cargo)

47

Roadtransport

Diesel

2009

2020

2009

2020

2009

2020

2009

2020

2009

2020

2009

2020

2009

2020

2009

2020



Tanker(5,000 -10,000 t)

Sea-goingvessel


TTW*

WTW

0.25

0.2

0.15

0.1

0.05

0

* TTW = Tank to Wheel (propellor) WTW = Well to Wheel (propellor)

Road transport

Diesel

2009

2020

2009

2020

2009

2020

2009

2020

2009

2020

2009

2020

2009

2020

2009

2020



Tanker(5,000 -10,000 t)

Sea-goingvessel


TTW*

WTW0.06

0.05

0.04

0.03

0.02

0.01

0

* TTW = Tank to Wheel (propellor) WTW = Well to Wheel (propellor)

SO2 emissions cargo transport in 2009 and 2020 (average bulk and general cargo)

Source: CE Delft Unit: g/tonkm

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.

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.

PM2,5 emissions cargo transport in 2009 and 2020 (average bulk and general cargo)

Unit: g/tonkmSource: CE Delft


Lorr

y(1

0-2

0 t

onnes

)

Lorr

y(>

20 t

onnes

)

Tru

ckTra

iler

Rhin

e H

erne

canal

ves

sel

Larg

eR

hin

e ve

ssel

Push

ing

unit

2x2

Die

sel

trai

n

Ele

ctri

ctr

ain

3

2.5

2

1.5

1

0.5

0

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.

CO2 savings as a result of transport by inland navigation

Source: CE Delft

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.

Energy consumption modalities, 2011

Bulk cargo Savings

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.

Truck Vessel

Kg CO2/tonne 17 8

Difference in CO2 emissions: 52%

Palletised cargo 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.

Truck Vessel

Kg CO2/tonne 19 13


40 ft Containers

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.

Truck Vessel

Kg CO2/container 687 355


45 ft Palletwide containers Savings

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.

Truck Vessel

Kg CO2/tonne 24 18


* Based on 26.4 tonnes per container.

49

Even more sustainable transportInland 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 environmen-

tally 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 trans-port. 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 naviga-

tion 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 par-ticles. 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 incre-

asingly more systems for environmentally friendly

transport. The EICB, Expertise and Innovation Centre Barging, encourages and supports inland navigation operators with respect to sustainability.

Sustainable techniques are diverse and can be classified by the locations where they can be im-plemented on a vessel. The illustration on the left

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!

6

3 3Engine room

Fuel tankEngine

Exhaust

1 2

54

1. Fuel 2. Engine 3. Pre- and post-treatment 4. Propulsion5. Vessel: drag reduction6. Use of the vessel


1. Sustainability via fuelFuel 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 -162C. 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

The power of inland navigation 2016-2017

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