EUROPEAN INLAND WATERWAYS
International Propeller Club of the
United States
Louisville, Oct 17, 2014
Waterways of international
importance
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European Inland Waterways
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European Inland Waterways
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European IWW Classification
Classifica
tion
I
II
Tonnage (t)
Length (m)
Breadth (m)
Draught (m)
Air Draft (m)
Notes
250–400
400–650
38.5
50.0–55.0
5.05
6.6
1.80–2.20
2.5
III
650–1,000
67.0–80.0
8.2
2.5
4.7 "Gustav Koenigs"
IV
1,000–1,500
80.0–85.0
9.5
2.5
4.50; 6.70 "Johann Welker"
Va
1,500–3,000
95.0–110.0
11.4
2.50–4.50 4.95; 6.70; 8.80 "Large Rhine"
Vb
3,200–6,000
172.0–185.0
11.4
2.50–4.50 4.95; 6,70; 8,80 1×2 convoy
VIa
VIb
3,200–6,000
6,400–12,000
9,600–18,000
9,600–18,000
14,500–27,000
95.0–110.0
185.0–195.0
270–280
195–200
285
22.8
22.8
22.8
33.00–34.20
33.00–34.20
VIc
VII
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2.50–4.50
2.50–4.50
2.50–4.50
2.50–4.50
2.50–4.50
3.7 "Péniche"
3.70–4.70 Euro-barge
6.70; 8.80 2×1 convoy
6.70; 8.80 2×2 convoy
8.8 2×3 convoy
8.8 3×2 convoy
8.8 3×3 convoy
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European Fleet
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European Fleet
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Fleet Details
• Spits: L 38,50 m / Beam 5,05 m /draft 2,20 m / 350 T
• Kempenaar: L 63 m / Beam 6,60 m /draft 2,50 m / 550 T
• Dortmunder: L 67 m / Beam 8,20 m /draft 2,50 m / 900 T
• Ro-Ro schip: L 110 m / Beam 11,40 m /draft 2,50 m
• Tankship: L 110 m / Beam 11,40 m /draft 3,50 m / 3 000 t
• Car Carrier: L 110 m / Beam 11,40 m /draft 2,20 m / 600 t
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European Fleet Details
• Neo Kemp: L 63 m / Beam 7 m /draft 2,50 m / 32 TEU*
• Containerschip: L 110 m / Beam 11,40 m / draft 3 m /200 TEU
• Containerschip Jowi-Class: L 135 m /Beam 17 m / draft 3 m /
470 TEU
• Convoy 4 barges: L 193 m / Beam 22,80 m / draft 2,50/3,70 m
/ 11 000 T
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Trump cards of inland navigation
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Vast network of inland waterways
Accessibility
Environmentally friendly
Inexpensive
Versatile
Speed and on-time
Safety
High tech
Innovation and increase of scale
The skipper: a professional
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Facts and Figures
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Navigable Waterways:
Fleet total:
Total Fleet Capacity:
Total T/Km Entire Fleet:
Transport Market share:
Countries interconnected
Companies:
FTE Employed
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30 000 km
1200 Ships
11 million MT
125 000 000
7%
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7 000
23 000
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Challenges
Main challenges are
• The modal share of IWT is decreasing as opportunities are not
exploited in new markets and the integration of IWT in doorto-door logistics.
• The environmental performance, opportunities for reducing
air pollutant and GHG emissions from transport operations
are currently not being exploited.
Short and medium term problem areas, like
• recovery from the impacts of the financial and economic crisis
and the present
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Policy Actions to improve
Modal Share
• Eliminate inland waterway bottlenecks and support
development plans and construction of missing links in
European waterway network (e.g. Seine – Schelde, RhineRhone, Sava River, Straubing- Vilshofen, other critical sections
on the Danube, Elbe)
• Develop high quality network of inland ports including
waterside logistics sites: funding for ports and transshipment
sites
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Policy Actions to improve
Modal Share
• Provide support for development and implementation
transport logistics information services (RIS and its integration
into eFreight; moving towards paperless transport and
integration with eMaritime Single Window concept)
• Provide neutral logistics advice to potential IWT customers to
raise knowledge level and awareness on opportunities of IWT
• Support cooperation between IWT operators and cooperation
of IWT operators with operators using other modes
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Summary of problems related to
performance on modal share
Markets & Awareness
• Lack of consolidation and cooperation within the sector, lack
of one-stop-shop approach for door-to-door logistics, limited
overview of available services and opportunities to use IWT,
lack of visibility of IWT for shippers, limited co-operation with
other modes, limited reinvestment and innovation capacity.
Fleet
• Lack of funding for innovations, long lifetime of vessels, small
research and innovation in vessel technology and
transshipment techniques, shortage of smaller vessels,
decreasing environmental performance versus other modes
making IWT unattractive for shippers.
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Summary of problems related to
performance on modal share
Employment & Education
• Lack of qualified human resources, resulting in higher
labor costs, IWT knowledge in transport logistics education,
lack of logistics education in IWT courses, lack of 'door-todoor' thinking and awareness among IWT operators and skills
to provide 'one-stop-shop' solutions
Infrastructure
• Limited transshipment facilities, missing links in the
network, poor fairway conditions and lack of appropriate
maintenance, large impacts due to calamities, problems at
local level regarding transshipment facilities and industries
along waterways (inland ports). Draft – air draft.
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Summary of problems related to
performance on modal share
River Information Services (RIS)
• No integration with logistics, very limited RIS deployment
resulting in sub- optimal efficiency of transport (higher costs)
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Conclusions
• One of the prerequisites to raise the modal share of IWT is to
integrate IWT better into the European logistics market.
• Considering that IWT cannot offer competitive services for
many origin-destination pairs in Europe, new IWT
• Infrastructure or the expansion of existing IWT infrastructure
needs to be taken into consideration.
• This includes the need for multimodal cargo handling areas
and industrial zones with direct access to waterways.
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BACKUP SLIDES
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Strenghts – Internal – Supply side
• Sufficient fleet capacity, in particular large vessels
• Much spare capacity on waterways to foster a growth of
traffic
• High amount of flexible entrepreneurs in the market
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Weaknesses – Internal – Supply side
• Long life-time of inland vessels and engines, resulting in high
air pollutant emissions
• Ageing human resources, lack of influx, shortage of qualified
staff
• Low co-operation and lack of ability to integrate IWT in doorto-door chains
• Missing infrastructure links, limited fairway conditions and
lack of transshipment areas and multimodal connectivity
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Opportunities – External – Supply side
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Funding programs for funding of infrastructure
Stimulating policies to strengthen supply side of IWT
Internalizing external costs:
pricing of competing modes: road transport and rail
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Threats – External – Supply side
• Growing pressure on spatial planning (e.g. housing projects
conflicting transshipment functions for IWT)
• Conflicts with ecology (nature reserve)
• Internalization of infrastructure costs for IWT
• Possible impact of climate change on water levels on long
term
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Strenghts – Internal – Demand side
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Low freight rates
Reliable transport operation
Low carbon footprint
Available transport capacity (vessels)
Available infrastructure capacity;
growth potential
High market share in traditional sectors (captive markets for
IWT such as coal, ore, oil)
• Comparatively high safety levels; in particular external safety
(risks for population or the environment)
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Weaknesses – Internal – Demand side
• Not all origins and destinations are located in the proximity
and necessitating the use of transshipment and other modes
• High volumes needed (consolidation), dependence on a
limited number of large customers and consolidation
• Low operational speeds
• Lack of visibility and poor image at potential clients
• Varying water levels on certain corridors causing a low
predictability of service levels and changing freight rates
• High or low a water levels and accidents can block critical
parts of the waterway network
• Low level of awareness in IWT of broader supply chain
developments (door-to-door) and limited knowledge of
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marketing and supply chain management
Opportunities – External – Demand
side
• Infrastructure expansion (e.g. Seine- Schelde, Rhine-Rhone)
• Commercial co-operation and increase of scale in
(multimodal) logistics
• Growth of world trade resulting in steep growth of maritime
container market
• Congestion on motorways and lack of capacity in rail transport
• Growing demand for low carbon transport solutions
• Attracting new markets such as waste transport, bio fuels,
LNG, pallets, continental containers
• Increased awareness of safety and security problems
• Growing number and position ofinland container terminals
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Threats – External – Demand side
• Limited political support and funding resulting in poor
condition of many waterways and inland ports
• Loss of markets due to energy policy (e.g. coal and fossil fuel
transports)
• Impact of high-oil prices on various industries that are
customers of IWT
• Further liberalization, efficiency and
• interoperability of rail transport markets
• Possible introduction of Long and Heavy Vehicles for road
haulage (e.g. 3 TEU truck)
• Increased restriction of banks for investment as a
consequence of the crisis
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