European Inland Waterway Navigation Conference
10-12 September, 2014, Budapest, Hungary
EIWN 2014 Conference Preliminary Programme
10th September, 2014., Wednesday
9:00 – 10:00 Registration Coffee
Opening Session
10:00 – 10:30 dr. Zsolt Becsey - Deputy State Secretary, Ministry of National Development NFM Petar Margic - Secretariat of Danube Commission / Co-Patron of the Conference
Morning Session Chairman: Botond Szalma
10:30 – 11:00 Activities of the Danube Commission Petar Margic - Secretariat of Danube Commission
11:00 – 11:20 Water resource management in Hungary Márton Pesel - OVF
11:20 – 11:40 Sustainable waterway planning on the Hungarian section of the Danube István Íjjas – Budapest University of Technology and Economics
11:40 – 12:00 How to tailor a riverside weather monitoring system for the needs of a certain inland waterway reach? – a methodological study Szilárd Sárközi - Meteorology expert, member of the EU RIS NtS Expert Group
12:00 – 12:20 Harmonization of IWT qualifications from Hungarian point of view Csaba Bellyei – National Transport Authority, Hungary
12:20 – 12:40 Danube School Ship and Danube Navigation Simulator Concepts in HINT project Csaba L. Hargitai - Budapest University of Technology and Economics
12:40 – 14:00 Lunch
Afternoon Session Chairman: Győző Simongáti Dr.
at 14.00 Hans van der Werf - Central Committee of Navigation on the Rhine / Co-Patron of the Conference (welcome speech)
14:00 – 14:20 Potential of using IWT for the distribution of new passenger cars in Europe Heimo Pascher - Fraunhofer Austria Research GmbH
14:20 – 14:40 Promising hydrodynamic improvements for inland vessels Karola van der Meij – Maritime Research Institute Netherlands (MARIN)
14:40 – 15:00 Further optimization of inland ships: review of state-of-the-art design methods Erik Rotteveel - Delft University of Technology - 3mE Faculty
15:00 – 15:20 Development of inland navigation activities go with better vessels Jean-Michel Chatelier - BV MARINE BELGIUM & LUXEMBOURG N.V.
15:20 – 15:40 Coffee Break
15:40 – 16:00 Education, Scientific Research, Practical Shipbuilding Milorad Motok – University of Belgrade, Faculty of Mechanical Engineering
16:00 – 16:20 A Proposal for Standard Manoeuvres and Parameters for the evaluation of Inland Ship Manoeuvrability Jialun Liu – TU Delft
16:20 – 16:40 Simulation model of Danube pusher maneuverability in deep and shallow waterways Evgeni Milanov - Bulgarian Ship Hydrodynamics Centre
16:40 – 17:00 E-Type self-propelled vessel: a novel concept for the Danube Igor Backalov - University of Belgrade, Faculty of Mechanical Engineering
17:00 – 17:20 Contribution of channel lighting to the safety of navigation Dick ten Hove - Maritime Research Institute Netherlands (MARIN)
Evening program
18:30 – 19:45 Sightseeing tour in Budapest by bus (Departure from the hotel)
20:00 – Dinner at the hotel
European Inland Waterway Navigation Conference
10-12 September, 2014, Budapest, Hungary
EIWN 2014 Conference Preliminary Programme
11th September, 2014., Thursday
Morning Session Chairman: Béla Szalma
9:00 – 9:20 LNG Masterplan - Creating a new LNG artery for Europe Ruxandra Florescu - Pro Danube Management GmbH
9:20 – 9:40 Use of Natural Gas as Marine Fuel on the Danube Dr. Bruce Hall – SeaOne Holdings, LLC
9:40 – 10:00 Opportunities and challenges in splitting to the LNG fuel in the EU IWWs Henrik Domanovszky – president of MGKKE
10:00 – 10:20 DUNAPROMO experiences in HINT project Gergely Mező - RSOE
10:20 – 10:40 CoVadem: cooperative data solutions for IWT Meeuwis van Wirdum - Maritime Research Institute Netherlands (MARIN)
10:40 – 11:00 Coffee Break
11:00 – 11:20 NEWADA DUO - Transnational cooperation for the danube navigation Barbara Kéri - via donau -Österreichische Wasserstrassen-Gesellschaft mbH
11:20 – 11:40 Implementation of a Harmonised Danube Ship Waste System Hans Berger - via donau -Österreichische Wasserstrassen-Gesellschaft mbH
11:40 – 12:00 Research project “The Innovative Danube Vessel” Thomas Guesnet - DST Duisburg
12:00 – 12:20 Stimulating Innovation in Inland Waterway Navigation - The Ecorace-Challenge Project Noesjka Ceuppens - KU Leuven - GROUP T
12:20 – 12:40 tRHINEco: from logistic chain to design considerations for an inland container vessel Wytze de Boer - Maritime Research Institute Netherlands (MARIN)
12:40 – 13:00 Eco-friendly Danubian multifunction ship for touristic applications Sanja Zoric Bandula - Marina studio d.o.o.
13:00 – 14:20 Lunch
Afternoon Session – Final Event of MoVe IT! project Chairman: Meeuwis van Wirdum
14:20 – 14:40 Intro of MoVe IT! project Meeuwis van Wirdum - Maritime Research Institute Netherlands (MARIN)
14:40 – 15:00 WP1 – Performance Measurements of European Inland Ships Karola van der Meij, Milinko Godjevac – MARIN, TU Delft
15:00 – 15:20 WP3 – EconomyPlanner optimal use of inland waterways Arno Bons - Maritime Research Institute Netherlands (MARIN)
15:20 – 15:40 WP5 – Development of novel structures for the retrofit of inland navigation vessels Lars Molter - Center of Maritime Technologies e.V.
15:40 – 16:00 Coffee Break
16:00 – 16:20 WP6 – Extending the life of a ship by extending her length: Technical and economic assessment of lengthening of inland vessels Igor Backalov - University of Belgrade, Faculty of Mechanical Engineering
16:20 – 16:40 WP7-1 – Retrofit solutions for inland ships: the MoVe IT! approach Robert Hekkenberg, Cornel Thill – TU Delft, DST
16:40 – 17:00 WP7-2, WP7-3 – Environmental and economic analysis of the five MoVe IT! Vessels Juha Schweighofer, Johan Gille – via donau, Ecorys
17.00 – 17.20 Guidelines on Modernisation of Inland Ships Cornel Thill - DST
20:00 Official Conference Dinner
European Inland Waterway Navigation Conference
10-12 September, 2014, Budapest, Hungary
EIWN 2014 Conference Preliminary Programme
12th September, 2014., Friday
Morning Session Chairman: Róbert Rafael
9:00 – 9:20 Vessel Traffic Management Centres of the Future, a TEN-T RIS-project Paul Penders - Ministry of Infrastructure and the Environment, Rijkswaterstaat, WVL
9:20 – 9:40 Corridor management on Inland Waterways in Europe Anneke Bosma - Rijkswaterstaat
9:40 – 10:00 Definitions and Characteristics of Synchromodal Transport: A Literature Review Andreas Pell - University of Applied Sciences Upper Austria
10:00 – 10:20 Inland Waterway Transport in Logistics Education in Europe Lisa-Maria Putz - University of Applied Sciences Upper Austria
10:20 – 10:40 Introducing “TRIUMPH II”: Concept of an Intelligent Communication Hub for Multimodal Transport Chains Oliver Schauer - University of Applied Sciences Upper Austria
10:40 – 11:00 Coffee break
11:00 – 11:20 Parameter of transport efficiency as a criterion for choosing the optimal size of convoy of barges for the work of the push boat Ivan Shkiljaica - Faculty of Technical Sciences, Novi Sad
11:20 – 11:40 New pusher concept in the actual context of Danube Alexandru Chirica - SHIP DESIGN GROUP Galati
11:40 – 12:00 A building cost estimation method for inland ships Robert Hekkenberg - Delft University of Technology
12:00 – 12:20 IWT Innovation Lab Khalid Tachi - EICB
12:20 – 12:40 Assessment tool waterway transportation of passengers in the Amazon region Hito Moraes - Federal University of Para
12:40 – 13:00 Studying Nexus between Green Technology Fuelling and Inland Waterways : Upshoots in Diminuting Carbon emissions and conserving Non Renewable fuels Garima Sharma, Shantanu - Indian Maritime University
13:00 – 13:20 Development of shallow water maneuvering mathematical model of a large tanker using steady RANS solver Om Prakash Sha - IIT Kharagpur
13:20 – 13:40 Closing ceremony
13:40 – Lunch
European Inland Waterway Navigation Conference
10-12 September, 2014, Budapest, Hungary
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Potential of using IWT for the distribution of new passenger
cars in Europe
Sandra STEIN Vienna University of Technology, Institute of Management Science,
Theresianumgasse 27, 1040 Vienna, Austria
Heimo PASCHER Fraunhofer Austria Research GmbH, Theresianumgasse 7, 1040 Vienna, Austria
Giuseppe MASCOLO Polytechnic of Bari, Department of Mathematics, Mechanics and Management,
Viale Japigia 182, Bari 70126, Italy
Wilfried SIHN Fraunhofer Austria Research GmbH, Theresianumgasse 7, 1040 Vienna, Austria
ABSTRACT
The aim of this paper is to illustrate the potential of using inland waterway transport
(IWT) for the distribution of new passenger cars in adequate operation areas in Europe.
In this context, the advantages of the currently developed car-carrier “NEWS” including
a calculation of external costs are evaluated.
The European Union (EU) is endowed with a navigable inland waterway network of
approximately 36,000 km. The share of freight transport is insignificant compared to
other transport modes like road or rail. Opportunities to promote the modal shift
favoring IWT can be found in markets that are rarely exploited by IWT - such as the
transport of new passenger cars. Starting with the location of the assembly plants in the
EU and the identification of car types assembled in each plant, the study defines the
transport flows from the respective assembly plants to selected European countries. For
the calculation of the potential, a methodology has been developed.
To increase the competitiveness of IWT, a car-carrier called “NEWS” is being
developed. Its significant features beyond the state-of-the-art are an active ballast tank
enabling adaptable draught and an adaptable LNG-electric energy- and propulsion
system increasing resource efficiency (up to 30%), and decreasing harmful exhaust
emissions. Moreover, the capacity of the ship is more than 50% higher compared to
other car-carriers on rivers such as Danube. A transport scenario of a specific transport
route has been developed including the calculation of external costs such as greenhouse
gas emissions and air pollution to show the advantages of IWT and NEWS.
Keywords: Potential modal shift, Car-Carrier, RoRo-Transport, External costs, NEWS
European Inland Waterway Navigation Conference
10-12 September, 2014, Budapest, Hungary
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1. INTRODUCTION
Freight transport on European inland waterways is an environmentally-friendly and
cost-efficient way of transport. Nevertheless, the market share of IWT in Europe is only
about 6,7% [Eurostat, 2012]. The waterway system offers a large and untapped potential
to manage increasing transport flows and to decrease congestion of road and railways.
According to the Blue Book (2012) 29,172 km of European inland waterways in total
have been earmarked by EU governments as waterways with international importance
(“E waterways”), whereby Russia, Ukraine and Belarus have no direct access to the rest
of the European waterway network. The most important European inland waterways are
located in the North-South corridor, the Rhine corridor, the South-East corridor as well
as in the East-West corridor (see Figure 1).
Figure 1: Overview of European inland waterways [Schweighofer, 2014]
Options to promote a modal shift can be identified in branches that are rarely exploited
by inland waterway transport (IWT) - such as the transport of new passenger cars. The
European automotive industry with an annual production of more than 17 million
passenger cars contributes to the high transport volume in Europe. Passenger cars are
assembled in more than hundred production plants [ACEA, 2014], and many of them
are located in one of the above-mentioned corridors.
In the following chapters, continental transport flows from production plants to target
markets within the Rhine, and South-East corridors are investigated. Exports to non-
European countries are not part of this research. Additionally, a comparison is made
between direct transport by truck and multimodal transport by ship regarding external
costs.
European Inland Waterway Navigation Conference
10-12 September, 2014, Budapest, Hungary
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2. Transport flows of new passenger cars in the defined research region
Ten different countries, which are marked in green in Figure 2, are connected by
navigable inland waterways within the Rhine and South-East corridors. In this
catchment area, freight transports on inland waterways with class IV or higher are
realizable.
Figure 2: Potential countries for the distribution of passenger cars [own map]
Production plants for passenger cars are located in seven out of those ten countries.
Vessels as car-carriers could be used for main haulage to deliver cars from the
production plants to the distribution centres within the target markets.
Country Number of
Production Plants
Brands
Belgium 2 VW, Ford
Germany 24 BMW, Daimler, Ford, General Motors, VW
Austria 1 Magna
Slovakia 3 VW, PSA, Hyundai
Hungary 3 Suzuki, VW, Daimler
Serbia 1 Fiat
Romania 2 Renault, Ford Table 1: Production plants in the catchment area [ACEA 2014]
An analysis of the origin of the assembled cars and the number of car registrations in
each country in 2013 showed that more than two million cars have been assembled and
also sold in the specified catchment area (see Figure 3).
European Inland Waterway Navigation Conference
10-12 September, 2014, Budapest, Hungary
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Figure 3: Origin of the sold cars in the catchment area [own figure; several data]
To answer the question how many cars could reasonably be distributed on inland
waterways to target markets in the catchment area, a comparison between the costs for
direct transport and multimodal transport has been made for the production plants in
Hungary and Slovakia in chapter three.
3. Potential of using IWT for the distribution of passenger cars – Case study: Hungary and Slovakia
Through the higher complexity and organizational effort, potential shippers and
forwarders would only use multimodal transport due to cost benefits. A rough cost
estimation has been carried out in order to determine for which transport routes
multimodal transport could be cheaper than direct transport. The design of the transport
chain for the direct and multimodal transport is showed in Figure 4.
Figure 4: Transport chain of direct and multimodal transport [own figure]
Due to the fact that there are no relevant current scientific publications regarding the
cost calculation of Roll on – Roll off transports for passenger cars on car-carrier vessels,
parameters of the cost calculation of container transport have been used for the cost
calculation. For that reason, the calculation has been realized under the assumption that
if multimodal container transport for a specific transport route is cheaper than direct
transport by truck, such cost savings would also apply for Roll on – Roll off transports.
In correspondence to the cost calculations of container transport [Deutsch, 2013], the
following parameters and assumptions have been selected:
118.280
1.552.066
26.667
201.285 129.576
27.476 107.563
0
200.000
400.000
600.000
800.000
1.000.000
1.200.000
1.400.000
1.600.000
1.800.000
Belgium Germany Austria Slovakia Hungary Serbia Romania
Nu
mb
er
of
sold
car
s in
th
e c
atch
me
nt
are
a
Origin of the sold cars in the catchment area
European Inland Waterway Navigation Conference
10-12 September, 2014, Budapest, Hungary
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Direct Transport Multimodal Transport Costs per Truck and personnel per
day: 500 euros
Daily usage: 10 hours (only 9
hours of driving)
Average driving speed: 65 km/h
Loading time: 0.5 hours
Unloading time: 0.5 hours
TEU per Truck: 2
Pre haulage: Cost calculation like direct transport by
truck but with an empty return transport from the port
to the plant
Handling costs in the port: 25 euros / TEU
Main haulage vessel: 0.1368 euros per TEU/km
Post haulage: Cost calculation like direct transport by
truck but with an empty return transport from the
distribution centre to the port
Distance from the port to the distribution centre: 25 km
Table 2: Parameters for the cost calculation [Deutsch, 2013]
The results regarding the cost calculation are presented in the figure below. If
multimodal transport could be cost efficient on a specified transport route, it is marked
in green; otherwise it is marked in red.
Table 3: Costs comparison between direct and multimodal transport [own table]
To be cost efficient, the distance of the main haulage of multimodal transport must
exceed a certain value. This value is different on every transport route and depends on
the costs for the moves in the ports and the additional distances of the pre- and post-
haulage. For example on the transport route from Suzuki Esztergom (HU) to Linz (AT),
the distance of 407 km is sufficient to cover these costs.
In the case of the production plants in Hungary and Slovakia, target markets like
Belgium, Netherlands, Romania and Bulgaria are far enough away to use multimodal
transport. The cost efficient multimodal transport to target markets which are located
closer like Germany, Austria, Serbia and Croatia is possible in some cases only.
SUZUKI AUDI DAIMLER AG VOLKSWAGEN PSA HYUNDAI
Hungary Hungary Hungary Slovakia Slovakia Slovakia
Esztergom Györ Kecskemet Bratislava Trnava Zilina
Belgium
Port: Antwerp Multimodal Multimodal Multimodal Multimodal Multimodal Multimodal
Netherlands
Port: Rotterdam Multimodal Multimodal Multimodal Multimodal Multimodal Multimodal
Germany west
Port: Duisburg Multimodal Multimodal Multimodal Multimodal Multimodal Multimodal
Germany south
Port: Kehlheim Multimodal Multimodal Multimodal Multimodal Direct Direct
Austria
Port: Linz Multimodal Direct Multimodal Direct Direct Direct
Slovakia
Port: Bratislava Direct Direct Direct Direct Direct Direct
Hungary
Port: Budapest Direct Direct Direct Direct Direct Direct
Serbia
Port: Belgrade Multimodal Multimodal Direct Multimodal Multimodal Multimodal
Croatia
Port: Vukovar Direct Direct Direct Multimodal Direct Direct
Romania
Port: Giurgiu Freeport Multimodal Multimodal Multimodal Multimodal Multimodal Multimodal
Bulgaria
Port: Giurgiu Freeport Multimodal Multimodal Multimodal Multimodal Multimodal Multimodal
Targ
et
Mar
kets
Production Plants
To/From
European Inland Waterway Navigation Conference
10-12 September, 2014, Budapest, Hungary
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Table 4: Potential of using IWT for the production plants in Hungary and Slovakia [own table; several
data]
The car transport flows (see Table 4) have been made due to the analysis of the number
of car registrations of new passenger cars in the catchment area (year 2013). If one type
of car is assembled in more than one production plant (e.g. PSA - Peugeot 208, Györ –
Audi A3, Kecskemet – Mercedes B-Class), the number of registered cars has been
divided by the number of plants that are assembling the same car type. In order to get a
realistic picture about the possible transport flows to Germany, which is the most
important market in Europe, the number of car registrations has been broken down into
three subsections (Germany south, west and east). Altogether, approx. 215,000 cars,
produced in Hungary or Slovakia, could be transported by vessel (main haulage) every
year to target markets via the Rhine- and South-East corridors.
With 81,924 cars per year, the production plant of Volkswagen in Bratislava possesses
the highest potential of the production plants in Hungary and Slovakia. Assuming a
transport capacity of 10 cars by truck and 360 cars on an inland vessel such as NEWS
(see chapter 4), 8,192 trucks could be replaced by 228 inland vessels in the main
haulage.
4. Newly developed Car-carrier “NEWS”
Having started in March 2013, an innovative inland vessel is being developed in the
course of the FP7-funded project “NEWS”. In general, NEWS‘ most decisive technical
and logistical features beyond the state-of-the-art are:
SUZUKI AUDI DAIMLER AG VOLKSWAGEN PSA HYUNDAI
Hungary Hungary Hungary Slovakia Slovakia Slovakia
Esztergom Györ Kecskemet Bratislava Trnava Zilina
Belgium
Port: Antwerp 3856 3941 4259 3564 5768 9769
Netherlands: Port
Rotterdam 6578 2832 2141 23039 3601 6622
Germany west
Port: Duisburg 6914 11250 10923 26528 2625 11533
Germany south
Port: Kehlheim 6914 11250 10923 26528 0 0
Austria
Port: Linz 4104 0 1421 0 0 0
Slovakia
Port: Bratislava 0 0 0 0 0 0
Hungary
Port: Budapest 0 0 0 0 0 0
Serbia
Port: Belgrade 482 58 0 234 24 711
Croatia
Port: Vukovar 0 0 0 629 0 0
Romania
Port: Giurgiu Freeport 1130 101 146 993 302 768
Bulgaria
Port: Giurgiu Freeport 80 68 0 409 107 1064
Re
sult
s
Total Number of Cars 30.059 29.499 29.812 81.924 12.426 30.467
Targ
et
Mar
kets
Production Plants
To/From
European Inland Waterway Navigation Conference
10-12 September, 2014, Budapest, Hungary
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Re-design of vessel’s hull → increase of transport efficiency
Adaptable draught and therefore enabling a crossing of low bridges and reacting
to altering water-levels due to a ballast tank → increase days of navigability
Adjustable LNG-electric energy- and propulsion system → increase resource
efficiency (up to 30%), decrease of harmful exhaust emissions
Adapted logistics-system for the respective demands of targeted markets
Possibility to adapt the container vessel NEWS for multi-purpose use such as
river-sea going vessel or car carrier
Based on the concept of “NEWS”, an easy to load/unload car-carrier will be developed,
enabling up to two more decks to carry passenger cars and increasing its carrying
capacity by 30 to 50 %. Its technical feasibility and the development of a principle
system with height-adjustable decks still have to be verified.
Regarding technical and logistical aspects to be considered whilst developing such a
vessel, some framework conditions need to be mentioned: Hence, limitations of draught
and air draught on the Danube and most of the European inland waterways have to be
followed (e.g. 2.5 m). At the same time, a sufficient ballast water capacity and adequate
side height to reduce the air draught when necessary have to be guaranteed to react
flexible on changing water levels. Of course, sufficient longitudinal strength as a
structural design requirement has to be provided.
Whereas conventional car-carriers operating on the Danube at the moment (e.g. “MS
Heilbronn” and “MS Kelheim”) are able to load 230 cars with a length of 4 meters,
NEWS will be able to carry approximately 360, leading to a significant increase of
transport efficiency of 56%. The NEWS car-carrier shall be able to be operated within
the above-mentioned waterway corridors in Europe and therefore be able to enlarge the
European waterway system for efficient and ecological multimodal car transport.
NEWS can be considered as one innovative transport mode for the distribution of
passenger cars in Europe regarding some operational costs for the transport (complete
calculation of all costs not yet available).
Nevertheless, there is a possibility to calculate how external costs can be reduced
making use of NEWS as transport mean.
5. REDUCTION OF EXTERNAL COSTS WITH NEWS
Congestion, air pollution, climate change, accidents, noise and infrastructure wear and
tear are examples of effects related to the transport activities that generate costs not
fully borne by the transport users. Without policy intervention these costs, called
external costs, are not taken into account for the selection of the appropriate freight
transport mode.
The White Paper 2011 (the first one is dated 2001), “Roadmap to a Single European
Transport Area – Towards a competitive and resource efficient transport system," is
issued by the European Commission. It is constituted by 40 initiatives to be actuated
until the 2020 in the European Union and one of these is called “Smart pricing and
taxation." This initiative is divided into two phases:
European Inland Waterway Navigation Conference
10-12 September, 2014, Budapest, Hungary
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the first one (up to 2016), especially, expects to phase in a mandatory
infrastructure charge for HDVs (Heavy-Duty-Vehicles) and to proceed with the
internalisation of external costs for all modes of transport;
the second one (from 2016 until 2020) especially expects to implement a full
and mandatory internalisation of external costs (including noise, local pollution
and congestion on top of the mandatory recovery of wear and tear costs) for road
and rail transport. It will examine a mandatory application of internalisation
charges on all European inland waterways.
For the purposes of this paper, the Marco Polo Calculator 2013 has been considered to
calculate the external costs of freight transport. The European Union’s Marco Polo
Programme aims to shift or avoid freight transport off the road to other more
environmentally friendly transport modes. This programme runs by yearly calls for
proposals, and one of the parameters to select for financial support the proposals
received is the level of the environmental and social benefits expected. The Calculator
covers road, rail, inland waterway and short sea shipping providing external costs for
environmental impacts (air quality, noise, climate change) and socio-economic impacts
(accidents and congestion) per tonne-kilometre [Marco Polo Calculator 2013]. Table 5
shows the external costs values used in this paper.
Table 5: External costs monetary values [Marco Polo Calculator 2013]
It has been chosen to make a comparison regarding external costs between the main
haulage by truck and the main haulage by ship (using the NEWS vessel). For the
following use case a transport route starting from the Port of Bratislava to the Port of
Rotterdam has been chosen (see Figure 5). Altogether, according to our calculation,
more than 26 thousand cars (equivalent to more than 23 thousand tonnes: see Table 6)
have been transported from VW Bratislava to the target markets Netherlands and
Belgium in year 2013.
Externality
[€/t·km]
Road
(motorways)
IWT (Freight
Capacity: >3000
[t]; Fuel: LNG)
air pollution 0,00858 0,0021
climate change 0,00392 0,0012
noise 0,00193 x
accidents 0,00064 x
congestion 0,00343 x
Total 0,0185 0,0033
European Inland Waterway Navigation Conference
10-12 September, 2014, Budapest, Hungary
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Figure 5: Selected route for the case study [NEWS 2014]
Table 6: Weight of the passenger cars transported [own table]
Table 7: External costs comparison [own table]
Table 7 shows the results of the external costs calculation considering the total external
costs and the climate change costs. Using NEWS, it has been highlighted a total
external costs reduction of around 78% and around 69% considering only the climate
change costs.
ModelCurb (or kerb)
weight [t]Belgium Netherlands
Volkswagen UP! 0,859 1799 13899
Skoda Citigo 0,860 589 2601
Seat Mii 0,858 325 3121
Volkswagen Touareg 2,149 389 208
Audi Q7 2,272 509 202
Total 3611 20032
Total weight in 2013 [t]
Total weight
of passenger
cars
transported in
2013 [t]
Road [km] River [km]
Road
Transport
Total External
Costs [€]
IWT Total
External
Costs [€]
Road Transport
Climate Change
Costs [€]
IWT Climate
Change Costs [€]
Bratislava-->Rotterdam 23.643 1.282 1.569 560.657 122.427 118.799 36.367
%Reduction= 78% %Reduction= 69%
European Inland Waterway Navigation Conference
10-12 September, 2014, Budapest, Hungary
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6. Conclusion
Shifting freight transport from road to other modes such as railway or inland waterway -
and thus encourage intermodal transport – is not only a (political) aim followed in
Europe. (For example, EU Strategy for the Danube Region is to increase the cargo
transport on the Danube by 20% by 2020 compared to 2010). It is also followed in
developing countries such as China, India and Brazil [NEA (n.y.)].
Regarding the type of cargo for a potential modal shift, usually some of the following
goods are considered as suitable for IWT:
Automotive components and cars
Chemical products
Waste and recycling products
Construction material
Empty containers
Renewable resources
High and heavy cargo
Machinery
Paper and pulp
It is always necessary to take a detailed look at the goods to be shifted and consider the
whole supply chain, beginning from order to delivery, when trying to identify potential
goods for IWT.
This paper aims to illustrate the potential of using inland waterway transport (IWT) for
the distribution of new passenger cars in adequate operation areas in Europe, in that
case for Hungary and Slovakia. It could be revealed that the six production plants in
Hungary and Slovakia could distribute new passenger cars on inland waterways within
Europe. Altogether, approximately 215,000 cars which are produced in Hungary or
Slovakia could be transported by vessel in the main haulage to target markets via the
Rhine- and South-East corridors. Assuming a transport capacity of 10 cars by truck and
360 cars on an inland vessel such as NEWS, 21,500 trucks could be replaced by 598
inland vessels in the main haulage.
A rough calculation of external costs on selected transport routes revealed that using
NEWS (IWT for main haulage) results in a reduction of around 78% for total external
costs and around 69% considering only the climate change costs.
As next steps, a specific supply chain analysis will be undertaken considering real-data
sets of the mentioned transport flows to get more detailed results.
European Inland Waterway Navigation Conference
10-12 September, 2014, Budapest, Hungary
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REFERENCES
ACEA 2014
European Automobile Manufacturer’s Association: Automobile Assembly & Engine
Production Plants in Europe by Country (April 2014)
http://www.acea.be/statistics/tag/category/european-production-plants-map
Blue Book 2012 UNECE: Inventory of Main Standards and Parameters of the E Waterway Network -
“Blue Book”, 2012
http://www.unece.org/transport/resources/publications/inland-water-transport-
publications.html
Deutsch 2013
Deutsch, Andreas: Verlagerungseffekte im containerbasierten Hinterlandverkehr:
Analyse, Bewertung, Strategieentwicklung; University of Bamberg Press, Bamberg,
2013
Eurostat 2012
Eurostat: Modal split of freight transport, 2012
http://appsso.eurostat.ec.europa.eu/nui/submitViewTableAction.do;jsessionid=9ea7d07
d30e7333fbb307e854b309fbaa349735187a2.e34MbxeSaxaSc40LbNiMbxeNbhyLe0
Marco Polo Calculator 2013
External cost calculator for Marco Polo freight transport project proposals, 2013
http://ftp.jrc.es/EURdoc/JRC82783.pdf
NEA (n.y.)
Increasing the Use of Inland Waterways in the modal share - in China, India and Brazil
http://www.ppiaf.org/freighttoolkit/sites/default/files/casestudies/Inland-Waterways-
China-India-Brazil.pdf
NEWS 2014
Project Deliverables, 2014
http://www.news-fp7.eu/
Schweighofer 2014 Schweighofer Juha: The impact of extreme weather and climate change on inland
waterway transport, 2014
White Paper 2011
Roadmap to a single European Transport Area – Towards a competitive and resource-
efficent transport system, 2011
http://ec.europa.eu/transport/themes/strategies/doc/2011_white_paper/white-paper-
illustrated-brochure_en.pdf