eiwn 2014 conference preliminary programme · eiwn 2014 conference preliminary programme 10th...

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




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)


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.


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




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



____________________________________________________________________________________

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



____________________________________________________________________________________

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.



____________________________________________________________________________________

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).



____________________________________________________________________________________

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



____________________________________________________________________________________

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



____________________________________________________________________________________

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



____________________________________________________________________________________

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:



____________________________________________________________________________________

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



____________________________________________________________________________________

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%



____________________________________________________________________________________

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.



____________________________________________________________________________________

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

http://www.acea.be/statistics/tag/category/european-production-plants-map

http://www.unece.org/transport/resources/publications/inland-water-transport-publications.html

http://www.unece.org/transport/resources/publications/inland-water-transport-publications.html

http://appsso.eurostat.ec.europa.eu/nui/submitViewTableAction.do;jsessionid=9ea7d07d30e7333fbb307e854b309fbaa349735187a2.e34MbxeSaxaSc40LbNiMbxeNbhyLe0

http://appsso.eurostat.ec.europa.eu/nui/submitViewTableAction.do;jsessionid=9ea7d07d30e7333fbb307e854b309fbaa349735187a2.e34MbxeSaxaSc40LbNiMbxeNbhyLe0

http://ftp.jrc.es/EURdoc/JRC82783.pdf

http://www.ppiaf.org/freighttoolkit/sites/default/files/casestudies/Inland-Waterways-China-India-Brazil.pdf

http://www.ppiaf.org/freighttoolkit/sites/default/files/casestudies/Inland-Waterways-China-India-Brazil.pdf

http://www.news-fp7.eu/

http://ec.europa.eu/transport/themes/strategies/doc/2011_white_paper/white-paper-illustrated-brochure_en.pdf

http://ec.europa.eu/transport/themes/strategies/doc/2011_white_paper/white-paper-illustrated-brochure_en.pdf

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