2016 July Presentation Rev 2
2016 July Presentation Rev 2
2016 July Presentation Rev 2
In general, inland navigation is a slow mode that has its strength in the high payloads
of vessels. Thus, IWT is suitable for all kinds of mass goods, both liquid and dry bulk.
Another main feature is the relatively low network forming capacity. The backbone of
IWT is represented by natural navigable rivers, supplemented by man-made canals
connecting the most important rivers with each other.
Operational costs per tonne-kilometre are low compared to other surface transport
modes. According to the UN, IWT costs are as low as one sixth of road costs and between
one third and a half of rail costs.
The total cost advantage of IWT depends much on the length of transport on
waterways and the distance of the consignee to or from the transhipment point. Last but not
least there are different types of transhipment, closely related to the commodity as well as to
port facilities and these result in different costs. In unfavourable situations the costs of
transhipment are double the waterway transport costs.
On the other hand, many examples show that intermodal transport with inland
navigation is efficient. Thus, even with additional costs in intermodal transport, as compared
to direct road transport, the very low costs of IWT more than compensate the additional costs
of transhipment and road haulage if the main leg is long enough.
With regard to flexibility, IWT is at a disadvantage because its most common ship type,
the self-propelled vessel, is built for certain commodity types. In addition, IWT is clearly less
flexible than road, rail and maritime transport: in case of problems along the route, the vessel
can rarely be re-routed.
Transport distance
There is no minimum or critical distance in IWT. If the loading and unloading sites are
close to the water, even a short distance is cost-effective and cheaper than other modes.
Transhipment does imply higher costs; especially where the transhipment of heavy goods is
followed by increasing transport costs for pre haul and end haul.
Conclusions
It can be summarised that the important advantage of IWT is its large capacity and
therefore the ability to carry all sorts of bulk goods at minimum transportation costs per t-km.
This is also the case for large numbers of containers covering general cargo.
The main shortcoming of IWT is its limited geographic scope, which causes additional
costs of transhipment and further road or rail haulage to link the waterways to shippers or
freight storage sites. Furthermore, on some inland waterways there are weather
dependencies, which may have an impact on its reliability.
To compensate the lack of network forming in inland navigation requires a better
degree of organisation of the transport chain. IWT must be more integrated in logistic
processes. There are many chances to compete with single road transport by forming
intermodal transport chains with suitable loading units but this requires first of all the
willingness of shippers and forwarders to change their well working single mode concepts.
Characteristics
Inland
Waterway
Rail
Raod
Air
EU15: 156000
km
EU15: 51000 km
Motorway +
270000 km
Highways
Myanmar: 6915
km
Myanmar: 5844
km
Myanmar:
129000 km
Motorway +
19500 km
Highways
Commodity
type; mode of
appearance
all except
perishables,
container, swap
bodies
all
all except
dangerous goods
Shipment size
large, depending
on waterway
class and ship
configuration
train loads,
wagon loads,
depending on
train length
up to carry 28
tonnes
small
Commercial
speed
Slowest mode
Medium mode
Fast
overnight for
most relations
Punctuality
sporadic
congestion
problems only
predominantly
night traffic,
scheduled
services
guaranteed
delivery time
overnight
transport,
guaranteed
delivery time
Reliability
(problems)
major
meteorological
Climate: high, low
congestion,
problems, labour
water levels
accidents, labour
conflicts
conflict problems
minor
meteorological
problems, labour
conflicts
Safety
high
Medium mode
major problem
limited
Energy
consumption/
emissions
lowest / lowest
(difference
between and
downstream and
upstream)
medium/
emissions
depending on
type of traction
high / high
high / high
EU15: 30000 km
Network size
FLEET
The technical and organisational parameters of the ships in operation are decisive
factors concerning the competitiveness of inland navigation. They refer to both intermodal and
intra-modal competition. Above all, competition is determined by the costs, which are
influenced by various parameters like those listed in the following:
1) size and ships capacity utilisation ratio
2) draught or draught restrictions, respectively
3) ship technology, equipment, age and condition of the ship
4) flag, i.e. registration of the ship
5) operator structure (independent ship owner or shipping line)
6) operation modus, e.g. operation time of 14, 18 or 24 hours
7) crew structure (number, qualification of the crewmembers)
Power Vessels
Non-Powered Vessels
Passenger / Cargo
118
24
Oil Barge
Ptug
17
Poontoons
30
Pilot tug
17
Miscellaeous
Cargo Barge
126
Dimension (L x B)
1.50 m 2.00 m 2.50 m 2.80 m 3.50 m
110.00 m x 11.40 m
Europe ship
85.00 m x 9.50 m
570 t
930 t 1350 t
Johann Welker
80.00 m x 9.50 m
600 t
940 t 1280 t
80.00 m x 8.20 m
500 t
800 t 1100 t
Gustav Koenigs
67.00 m x 8.20 m
420 t
670 t 1000 t
Kempenaar
50.00 m x 6.60 m
400 t
600 t
Peniche
38.50 m x 5.00 m
250 t
300 t 400 t *
BM-500
56.50 m x 7.60 m
*) with a maximum draught of 2.20 m.
415 t
475 t
650 t
-
Dimension (L x B)
2.00 m
2.50 m
2.80 m
4.00 m
Europe Type I
70.00 m x 9.50 m
940 t
1240 t
Europe Type II
76.50 m x 11.40 m
1250 t
1660 t
1850 t
76.50 m x 11.40 m
1140 t
1530 t
1800 t
2800 t
76.50 m x 11.00 m
1100 t
1500 t
GSP-54
54.00 m x 11.00 m
900 t
SP-65
65.00 m x 8.20 m
900 t
SP-35
32.50 m x 8.20 m
415 t
LASH
18.70 m x 9.50 m
250 t
335 t
385 t
See-Bee
29.75 m x 10.70 m
490 t
640 t
730 t
Interlichter
38.25 m x 11.40 m
585 t
775 t
900 t
OBP-500
45.50 m x 9.60 m
480 t
Restrictions of:
1) length
2) breadth
3) height
4) draught
Additional equipment as for instance:
1) stern anchor
2) river radar
3) rate of turn indicator
4) navigation light as required by Flag
Increased manoeuvrability
Stop ability in downstream nabigation
Elevating wheelhouse
Longitudinal strength
Stability
Sea-keeping abilities
Freeboard
Tonnage measurement
Equipment and facilities as for instance:
1) life-saving equipment
2) nautical equipment
3) hospital on board
4) lashing equipment and fittings
5) spare parts stock on board
Folding masts
Prescribed noise level outside
Application of national rules and regulations
Volga 1
Volga 2
Rossiya
139.9
117.5
96.3
119.2
86.9
16.6
16.6
13.6
13.4
12.2
4.5
4.4
5.2
3.8
2.7
5500
4480
3730
3100
1230
2 x 970
2 x 970
n.a.
2 x 640
2 x 440
Speed (kn)
11
n.a.
n.a.
10.5
10.8
No of TEU
140
104
122
~ 100
54
Loa (m)
Bmax (m)
d (m)
DWT (tons)
Output (kW)
Sormovskiy
ST
Rhein
Weser
Elbe
Cargo-Liner
Eurocoaster
Loa (m)
87.9
88.45
82.5
79.9
81.4
Bmax (m)
12.9
11.35
11.35
9.5
5.5
4.94
4.79
2.99
3.1
12.6
12.6
9.3
4.6
4.5
DWT (tons)
3750
3000
2590
1360
1500
Output (kW)
1500
1125
1350
n.a.
700
Speed (knots)
11.7
11.5
12.8
n.a.
n.a.
TEU capacity
176
118
118
n.a.
75
Draught (m)
ii)
River Information Services (RIS) are expected to produce four types of strategic benefits
1)
2)
3)
4)
RECOMMENDATION
Market: integrate IWT into logistics chains
The success of the inland navigation system in new and more demanding markets
depends on its integration into and adaptation to the requirements of the entire door-to door
logistics chain. In this context, several measures are needed like the further development of
harmonised intermodal loading units (ILUs), incentives for shippers to apply modal shift in
combined transport.
Further co-operation with logistics service providers, between IWT and rail and road
operators as well as within the sector could also support this aim. The increased usage of
information- and communication technologies supported through the implementation of RIS
within all actors and their improved networking will contribute to the integration of IWT into
intermodal logistic chains.