role and means of river transportation in europe
TRANSCRIPT
MAY 2015
28-30 May 2015Andrii Shkliar
INLAND WATERWAYS
Role and means of river transportation in Europe
MAY 2015
INLAND WATERWAYS IN EU 2
INLAND WATERWAY TRANSPORT PLAYS AN IMPORTANT ROLE FOR THE TRANSPORT OF GOODS IN EUROPE.
MORE THAN 37,000 KILOMETRES OF WATERWAYS CONNECT HUNDREDS OF CITIES AND INDUSTRIAL REGIONS
Source: Eurostat. European Federation of Inland Ports, IVR* - members of European Federation of Inland Ports
13 countries
>11,5 thnd vessels
≈7% market share of transport modes
approx. 200 main river ports*
528 mln.t of cargoes
in 2013
MAY 2015
INLAND WATERWAYS IN EU 3
ROLE OF INLAND WATERWAYS TRANSPORT IN EU
Source: Baker Tilly, Eurostat
MODAL SPLIT OF INLAND FREIGHT TRANSPORT MODES IN THE 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 2012Rail IWT Road
SHARE OF IWT BY COUNTRIES IN EU, %
MAY 2015
INLAND WATERWAYS IN EU 4
NETHERLANDS & BELGIUM HAVE THE HIGHEST DENSITY OF INLAND WATERWAYS IN EU
Source: Baker Tilly
Ukraine4France
9,4
Poland11,7
Italy5,2
Finland23,6
Germany21,2
Romania7,5
CZ8,6
UK4,3
Netherlands147,0
HU17,1
LT6,9
LV 0,2
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
MAY 2015
INLAND WATERWAYS IN EU 5
THE LARGEST VOLUME OF TRAFFIC IN EUROPE IS REGISTERED AS FLOWING FROM THE NORTH SEA MARITIME PORTS BOUND FOR GERMANY AND SWITZERLAND, LARGELY GENERATED ALONG THE 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
MAY 2015
INLAND WATERWAYS IN EU 6
RHINE IS THE MAIN RIVER BY SHARE IN TRANSPORTATION
Source: NEA, Eurostat
SHARE IN TOTAL TRANSPORT PERFORMANCE IN EU
Rhine68%
North-South16%
East-West2%
Danube 14% Metal ores
23,5%
Coke and refined petroleum products
15,7%
Coal and crude petroleum
12,3%
Products of agriculture11,7%
Chemicals, rubber and plastic, nuclear fuel
10,2%
Basic metals; fabricated metal products
5,4%
Secondary raw materials and wastes
3,8%
Food products, beverages and tobaco
3,8%
Other13,5%
EU-28 TRANSPORT PERFORMANCE BY MAIN TYPE OF GOODS IN 2013 - % IN TKM
East-West – Mittellandkanal-Elbe-OdraNorth-South – Seine-Schelde
MAY 2015
INLAND WATERWAYS IN EU 7
SOME RIVER PORTS PROVIDE RIVERSIDE TRANSSHIPMENTS ONLY, WHILE SOME ARE UNIVERSAL
Source: Inland navigation in Europe - Market observation 2014
INLAND PORTS TRANSSHIPMENTS IN EUROPEAN UNION
Duisburg 49,4
Liege - 13,2
Cologne - 11,7
Paris20,8
Mannheim - 8,7 Strasbourg – 8,0
Neuss7,6
Ludwigshafen am Rhein - 7,6 Basel
6,8Brussels - 6,6
EU PORTS WITH SEAPORT AND RIVERSIDE PORT TRANSSHIPMENTS IN 2013, MLN.T
200
ROTTERDAM 94,3ANTWERP
33,5AMSTERDAM
10,8
HAMBURG
- seaport traffic- inland navigation traffic
440,5 190,8
139,0
95,7
TOP10 EU RIVER PORTS WITH RIVERSIDE PORT TRANSSHIPMENTS –IN 2013, MLN.T
MAY 2015
INLAND WATERWAYS IN EU 8
GENERAL CARGO VESSELS DOMINATE IN WESTERN-EUROPEAN FLEET STRUCTURE
Source: IVR (April 2013)
General Cargo VesselPush Freight Barge
Tank Vessel
Total DWT: 7 284 thnd t
OtherTotal DWT: 551 thnd t
Total DWT: 3 454 thnd t
Total DWT: 4 068 thnd t6382
2696
1990
478
11,5 TNHDVESSELS
Western European fleet include vessels from Netherlands,
Germany, Belgium, France,Switzerland & Luxembourg
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 PER TRANSPORT MODE BY DISTANCE CLASS (IN KM) ON THE 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%
<50 km 50-100 km 100-200 km 200-300 km 300-400 km 400-600 km 600-800 km >800 km
Rail Road IWT
MAY 2015
INLAND WATERWAYS IN EU 10
ADVANTAGES OF IWT OVER AUTO TRANSPORT
in the case of high volume traffic flows,
inland waterways provide a means of
avoiding congestion in port conurbations, on the
corridors that serve the hinterland and also in
hinterland conurbations
inland waterway transport has high fixed costs and low variable costs, so costs per
kilometre and per TEU become lower the higher the
transport capacity and the container capacity utilization ratio. Water transport is more energy efficient and has lower
costs per tonne-kilometrethan either road or rail
it facilitates the repositioning of large
numbers of empty containers at low cost
it provides an alternative mode to the road, whose negative externalities are
becoming increasingly 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 Marseille in the European context»
MAY 2015
INLAND WATERWAYS IN EU 11
NECESSARY CONDITIONS FOR THE DEVELOPMENT OF INLAND WATERWAY TRANSPORT
InfrastructureThe existence of an inland waterway network which permits services to the hinterland, particularly the largest cities. The greater that network’s density and interconnectivity with other basins, the greater the possibilities of serving a large hinterland
EFFICIENT INLAND
WATERWAY TRANSPORT
Volumes and distance
The greater the volumes at the seaport or the final destination, the more advantageous it becomes to use inland waterway services. In addition, the more distant the markets from the port the greater the opportunities to exploit waterway transport.
Reliability and frequency
It is necessary for inland waterway services to 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 terminals or inland hubs, where traffic flows are concentrated and broken up in order to be routed to their final destinations.
End-haul road 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 allroadtransport.
Full chain control
There is a need to provide the shipper with an integrated end-to-end service between the maritime terminal and the final destination. This requires actors that are able to coordinate the inland chain.
Source: Antoine Frémont, Pierre Franc et Brian Slack: «Inland barge services and container transport: the case of the ports of Le Havre and Marseille in the European context» (Konings, Notteboom, Panayides et al., Van der Horst et De Langen)
MAY 2015
Thank You for Attention!
Andrii Shkliar Head of Advisory, [email protected]
Office Kyiv, 01032 Vetrova st 11, off.39tel.: +38 044 235 84 34 http://cfts-consulting.com/
Serhiy Vovk [email protected]