Role and means of river transportation in Europe
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Andrii Shkliar, Centre for Transport Strategies (Ukraine)
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Role and means of river transportation in Europe
- 1. MAY 2015 28-30May 2015 AndriiShkliar INLANDWATERWAYS Role and means of river transportation in Europe
- 2. MAY 2015 INLAND WATERWAYS IN EU 2 INLANDWATERWAYTRANSPORT PLAYS AN IMPORTANT ROLE FORTHETRANSPORT OF GOODS IN EUROPE. MORETHAN 37,000 KILOMETRES OFWATERWAYS CONNECT HUNDREDS OF CITIES AND INDUSTRIAL REGIONS Source:Eurostat.EuropeanFederationof Inland Ports,IVR * -members of European Federation of Inland Ports 13 countries >11,5 thndvessels ≈7% market share of transport modes approx. 200 main river ports* 528 mln.t of cargoes in 2013
- 3. MAY 2015 INLAND WATERWAYS IN EU 3 ROLE OF INLAND WATERWAYSTRANSPORT IN EU Source: Baker Tilly, Eurostat MODAL SPLIT OF INLAND FREIGHT TRANSPORT MODESINTHE EU, % 33% 27% 18% 13% 8% 5,5% 5% 4% 4% 3% 3% 1% Netherlands Romania Belgium Germany Croatia Hungary Austria France Bulgaria Luxembourg Slovakia Ukraine 75,4 75,5 77 75,7 75 74,5 6,3 6,3 6,1 6,9 6,3 6,9 18,3 18,2 16,9 17,4 18,7 18,6 2007 2008 2009 2010 2011 2012 Rail IWT Road SHARE OF IWT BY COUNTRIES IN EU, %
- 4. MAY 2015 INLAND WATERWAYS IN EU 4 NETHERLANDS & BELGIUM HAVETHE HIGHEST DENSITY OF INLANDWATERWAYS IN EU Source: Baker Tilly Ukraine 4France 9,4 Poland 11,7 Italy 5,2 Finland 23,6 Germany 21,2 Romania 7,5 CZ 8,6 UK 4,3 Netherlands 147,0 HU17,1 LT 6,9 LV0,2 AT 4,2 Belgium 49,7 DENSITY OF EUROPEAN INLAND NAVIGABLE WATERWAYS IN 2013, KM/1000KM2 Netherlands 147,0 Belgium 49,7 Germany 21,2 Romania 7,5 Ukraine 4 Country Density
- 5. MAY 2015 INLAND WATERWAYS IN EU 5 THE LARGESTVOLUME OFTRAFFIC IN EUROPE IS REGISTERED AS FLOWING FROMTHE NORTH SEA MARITIME PORTS BOUND FOR GERMANY AND SWITZERLAND, LARGELY GENERATED ALONGTHE RHINE AXIS Source:Eurostat,IVR * - the same cargo volumes may be accounted by several countries(mostly transit) Netherlands 356,1 48,6 5 851 Germany 226,9 60,1 2 454 Belgium 187,4 10,4 1 581 France 68,7 9,21 1 557 Romania 26 ,9 5,37 n/a Country Volume*, mln.t Vessels, units Turnover, bln. tkm
- 6. MAY 2015 INLAND WATERWAYS IN EU 6 RHINE ISTHE MAIN RIVER BY SHARE INTRANSPORTATION Source:NEA,Eurostat SHARE INTOTALTRANSPORT PERFORMANCE IN EU Rhine 68% North- South 16% East-West 2% Danube 14% Metal ores 23,5% Coke and refined petroleum products 15,7% Coaland crude petroleum 12,3% Products ofagriculture 11,7% Chemicals, rubberand plastic, nuclear fuel 10,2% Basic metals;fabricated metal products 5,4% Secondary raw materials and wastes 3,8% Foodproducts, beveragesandtobaco 3,8% Other 13,5% EU-28TRANSPORT PERFORMANCE BY MAINTYPE OF GOODS IN 2013 - % IN TKM East-West – Mittellandkanal-Elbe-Odra North-South – Seine-Schelde
- 7. MAY 2015 INLAND WATERWAYS IN EU 7 SOME RIVER PORTS PROVIDE RIVERSIDETRANSSHIPMENTS ONLY,WHILE SOME ARE UNIVERSAL Source: Inland navigation in Europe -Market observation2014 INLAND PORTSTRANSSHIPMENTS IN EUROPEAN UNION Duisburg 49,4 Liege-13,2 Cologne - 11,7 Paris 20,8 Mannheim - 8,7 Strasbourg–8,0 Neuss 7,6 Ludwigshafen am Rhein - 7,6 Basel 6,8 Brussels- 6,6 EU PORTSWITH SEAPORT AND RIVERSIDE PORT TRANSSHIPMENTS IN 2013, MLN.T 200 ROTTERDAM 94,3ANTWERP 33,5 AMSTERDAM 10,8 HAMBURG - seaport traffic - inlandnavigation traffic 440,5 190,8 139,0 95,7 TOP10 EU RIVER PORTSWITH RIVERSIDE PORT TRANSSHIPMENTS –IN 2013, MLN.T
- 8. MAY 2015 INLAND WATERWAYS IN EU 8 GENERAL CARGO VESSELS DOMINATE IN WESTERN-EUROPEAN FLEET STRUCTURE Source: IVR (April 2013) GeneralCargoVessel Push Freight Barge TankVessel Total DWT: 7 284 thndt Other Total DWT: 551 thndt Total DWT: 3 454 thndt Total DWT: 4 068 thndt 6382 2696 1990 478 11,5TNHD VESSELS Western European fleet include vessels from Netherlands, Germany, Belgium, France, Switzerland & Luxembourg
- 9. MAY 2015 INLAND WATERWAYS IN EU 9 IWT ARE THE MOST COMPATIBLE ON DISTANCES OF 200-300 AND OVER 400 KM (RHINE CORRIDOR) Source: PLATINA SHARE PERTRANSPORT MODE BY DISTANCE CLASS (IN KM) ONTHE RHINE CORRIDOR 3,6% 6,5% 14% 24% 10% 20% 38% 53% 96% 93% 83% 72% 82% 70% 53% 34% 0,2% 0,7% 2,6% 4,1% 7,8% 10% 9% 13% <50km 50-100 km 100-200 km 200-300 km 300-400 km 400-600 km 600-800 km >800km Rail Road IWT
- 10. MAY 2015 INLAND WATERWAYS IN EU 10 ADVANTAGES OF IWT OVER AUTOTRANSPORT inthe case of high volume traffic flows, inland waterways provide a means of avoidingcongestion in port conurbations, on the corridors thatserve the hinterland and also in hinterland conurbations inlandwaterway transport has highfixed costs and low variablecosts, so costs per kilometre and perTEU become lower thehigherthe transport capacity and the containercapacityutilization ratio.Water transport is more energyefficientandhaslower costs per tonne-kilometre than eitherroad or rail it facilitates the repositioning of large numbers of empty containers at low cost it provides an alternative modeto the road, whose negative externalities are becomingincreasingly unacceptable, in response to environmental and societal pressures TRAFFIC FLOWS COSTS ALTERNATIVEREPOSITIONING Source: Antoine Frémont, Pierre Franc et Brian Slack: «Inland barge services and container transport: the case of the ports of Le Havre and Marseillein the European context»
- 11. MAY 2015 INLAND WATERWAYS IN EU 11 NECESSARY CONDITIONSFORTHEDEVELOPMENTOFINLANDWATERWAYTRANSPORT Infrastructure The existenceof an inlandwaterway network whichpermits servicesto the hinterland, particularly the largest cities.The greater that network’s density andinterconnectivity with other basins, the greater the possibilities of serving a large hinterland EFFICIENT INLAND WATERWAY TRANSPORT Volumes and distance The greater the volumesat the seaport or the final destination, the more advantageous it becomes to use inland waterway services. Inaddition, the more distant the markets from the port the greater the opportunities to exploit waterway transport. Reliability and frequency It is necessaryfor inlandwaterway servicesto be reliable and frequent and offer a transit time which is acceptable in comparison with road and rail.There must be a network of inland waterway terminalsor inland hubs, where traffic flows are concentratedand broken up in order to be routed to their final destinations. End-haulroad transport Terminal handling costs in the barge terminal should not be too great to threaten the competitiveness of the combined waterway-road services in compared to allroad transport. Full chain control There is a need to provide the shipper with an integrated end-to-endservice between the maritime terminal and the final destination. This requires actors that are able to coordinate the inlandchain. Source: Antoine Frémont, PierreFranc et Brian Slack: «Inland barge services and container transport: the case of the ports of Le Havre and MarseilleintheEuropean context»(Konings,Notteboom,Panayides etal., Vander HorstetDeLangen)
- 12. MAY 2015 Thank You for Attention! Andrii Shkliar Head of Advisory, Ph.D. andrii.shkliar@cfts.org.ua Office Kyiv, 01032 Vetrova st 11, off.39 tel.: +38 044 235 84 34 http://cfts-consulting.com/ Serhiy Vovk Director serhiy.vovk@cfts.org.ua