jan willem - importancia de las vias navegables y puertos interiores en el commercio exterior

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Importancia de las vias navegables y puertos interiores en el commercio exteriorBy Jan Willem Koeman

Pharos Port Consultancy

The Netherlands

In Cooperation with the Royal Dutch Embassy and theRotterdam Maritime Group

2Contents

• What is IWT?– What is it for?– How does it work?– Why would you choose for IWT?

• How important is an IWT system for the national economy?

• How could an IWT system be developed?

3Set-up

• I will refer quite frequently to the Dutch situation• Because, though we might not have invented IWT, we

have perfected it subtantially• We have the feeling that something can be learned from

our approach• Nevertheless, where and if possible,I will present results

for IWT systems in other countries• In the end I will demonstrate the requirements for the

development of an IWT system for a situation in Colombia

4

What is IWT?

5What is IWT?

• A network system consisting of:– Waterways;– Seaports;– Inland ports;– A fleet of inland vessels and– A sophisticated interaction between these

components• It is not just the infrastructure that makes things work!

6Waterway network

• Western Europe: 26.400 km of inland waterways

7Waterway world network

8Sea ports network

• 9 ports of the Hamburg-Le Havre range• Total throughput 1,065 billion tons

9Inland Ports Network

• Biggest European inland port Duisburg (Germany) 40 million tons

• Second Liège (Belgium) 14 million tons

• Netherlands: 389 inland ports, total throughput 380 million tons

10Fleet of vessels

• Western Europe: 15.000 vessels• Netherlands: 6.500 vessels

11Fleet of vessels

• Standardised fleet for standardised waterways

12Highly specialized vessels

13What is being transported?

• If Inland Waterway Transport wouldn’t have existed, it would have been invented for dry bulk cargoes (ore, coal, building materials, grains etc.):– Relatively low value cargoes – With modest speed requirements

• Same applies to liquid bulk cargoes (fuels, chemicals etc.).

• But surprisingly enough the major growth in IWT in Western Europe takes place in the container trade– High value cargoes – With relatively high speed requirements

14What is being transported?

• As a consequence the following commodities are transported by IWT:– Coal– Ore– Petroleum– Iron & Steel– Project cargoes– Grain– Chemicals– Aggregates– Intermodal containers

15Rotterdam Development of IWT

• Rotterdam forecasts reflect the growing importance of the container trade:

0

50

100

150

200

250

300

350

2005 2010 2015 2020 2025 2030 2035 2040

mln

to

ns General cargo/Roro

Containers

Liquid bulk

Dry bulk

16Why would you choose for IWT?

• Cost• Reliability• Safety• Sustainability

17Cost

• Cost comparison for a simple base case

• Container transport from a port to a hinter-land destination:

– 100 km end-haulage• Conclusion:

– It is definitely cheaper in the long run

0

50

100

150

200

250

300

350

400

50 100 150 200 250 300

distance (km)

tran

spo

rt c

ost

(€/

bo

x)

truck

rail

barge

18Reliability

• The capacity of most of the inland waterways is more or less limitless

• No congestion and, as a consequence, reliable schedules

• It may be more slowly, but always on time!

19Safety

• American research showed that for each barge transportation fatality there are:– 22 fatalities related to rail and– 155 truck related fatalities

1

22

15

5

20Sustainability #1

• Shift to IWT will ease the capacity demand on rail and road:

One 15-barge tow

216 wagons + 6 locomotives

1,050 tractor-trailers

21Sustainability #2

• In terms of CO2 produced per ton of cargo, inland barges have a significant advantage over trains and trucks

22IWT market position Netherlands

• IWT market leader in:– International transport– Bulk transport

• Road is still market leader in container transport, however IWT is gaining impact

• IWT is competitive for distances from– 20-40 km without pre- or end-haulage– 60-100 km with pre- or end- haulage– 180-220 with both pre- and end-haulage

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How important is IWT?

24How important is the sector?

• IWT is essential for:– Hinterland transport of the maritime cargo of the

seaports and– Continental transport that has nothing to do with the

maritime cargo of the seaports

25Barge share in hinterland transport

• In 2010 the share of barge transport in the total hinterland transport of the Port of Rotterdam was as follows:

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

Dry bulk Liquid bulk General cargo/Roro Containers

bar

ge

shar

e in

hin

terl

and

tra

nsp

ort

26IWT impact on seaports

• The main reason Rotterdam could expand to become the biggest port in Europe is their location at the mouth of the river Rhine and all it’s tributaries

• Barge hinterland traffic is the port’s major asset• New Maasvlakte 2 project (biggest port expansion

outside China) will attract 20 million TEU of additional container cargo

27IWT impact on seaports

• If the impact of IWT would not increase the truck volume would quadruple in the next three decades. Unacceptable from a societal point of view!

• So a tremendous modal shift from road to rail and especially to IWT is required as a license to operate the new port expansion

BARGE

20%

35%35%

2010 2035

RAIL

39,7% 45%

12,2% 20%

ROAD

35%

48,1% 35%

28IWT Continental Transport

• It is not only seaport related activities that contribute to the importance of the IWT sector– Total throughput in the 389 Dutch inland ports is 380

million tons– Hinterland transport related to the seaports accounts

for 200 million tons– Continental transport accounts for 180 million tons

29US research on IWT impact

• If cargo going through St. Louis by barge were shifted from the river system to the city’s already crowded Interstates– Highway costs over 10 years would increase

from $345 million to over $721 million– Truck traffic on St. Louis Interstates would

increase by 200%– Traffic delays would increase by almost 500%– Maintenance costs would increase 80% to 93%

30Inland ports #1

• Inland ports can be classified as follows:– Multifunctional port– Industry port– Agro port– Builiding material port– Container port

31Inland Ports #2

• Multifunctional ports have an important national and regional function in the development of economic centres of industry and logistics

• Industry and agricultural ports are essential nodes in the transport of raw materials and finished products. Scale and cost benefits of IWT contribute to the success of the industries

• The construction sector is largely dependent on the facilities of the inland ports classified as Builiding material port

• Container ports offer excellent possibilities for the transport of finished products and the distribution of consumer goods

32Total IWT impact on Dutch economy

• Recent study showed that IWT related activities in the Netherlands provide:– Direct employment opportunities of over 66.000 jobs– Direct added value of 5,7 billion Euro– Indirect backwards added value of 8,9 billion Euro

• With respect to the impact on the national economy the inland ports are as important as the seaports in the Netherlands, accounting for some 7% of GDP

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How to develop IWT?

34Development of IWT

• Developing an IWT system requires the development of a network system consisting of:– Waterways;– Ports;– Fleet of inland vessels and– Sophisticated interaction between these components

35Development of waterways

• Most striking example in NW Europe– Canal Seine Nord– Connection between Seine and Rhine/Scheldt

estuaries– Total investment 4,2 billion Euro

36Development of ports#1

• The inland port of Alphen (some 40 km from Rotterdam) was in decline. Diminishing throughput should be counteracted by revitalisation

• Research showed a potential market of 100.000 TEU. Two sailings/day to Rotterdam/Antwerp

• Combined investments of public and private parties led to opening in 2010 and succesfull operation this year

37Development of fleet

• New vessel types are being developed to cope with changing market conditions

• Apart from the obvious scale enlargement the market also asks for scale diminishment: to be competitive on the smaller destinations a type of small container barge has been developed and is succesfully operational since 5 years

38Development of interaction #1

• Essential in the development of IWT is the development of the interaction between all elements of the IWT network to arrive at an optimal chain performance

• A succesfull example is the Barge Programme set up by the Port of Rotterdam to achieve the modal shift required for the succesful operation of the new Maasvlakte 2 project

39Development of interaction #2

40Development of interaction #3

• MV will be the largest containercomplex outside Asia• Handling 33 million TEU• Generating 20 million TEU of hinterland containers• Will that work?

Growth of hinterland volume

(x 1 mio TEU containers)

200920092009 2035203520350,0

2,0

4,0

6,0

8,0

10,0

weg barge rail

x3

x5

x6

41Development of interaction #4

• We will provide all facilities within our port

42Development of interaction #5

• But who will create 9 million TEU inland port capacity?• And if so, it is not only infrastructure that will make things

run• Logistics determine the operational efficiency of the

system• How can we get a grip on logistics?• We did set up a barge programme, together with the

market

43Development of interaction #6

• A co-operation has been set-up between:– National and provincial governments (investments in

and maintenance of inland waterways, locks and traffic management systems)

– Port authorities (port development and operation of seaports and inland ports)

– Terminal operators (development and operation of terminal facilities)

– Barge operators (development and operation of barge fleets)

– Shippers (defining chain requirements)

44Development of interaction #7

• Four fields of interest:

Portshift (market share) Modal shift (barge share)

45Development of interaction #8

• Four fields of interest:

Better planning Cleaner vessels

46Development of interaction #9

• The aim is to synchronize the investments of all parties and to tune these to the requirements of the transport chain

• Parties have to fundamentally change their roles: – the Port of Rotterdam will invest in hinterland

terminals– Terminal operators will invest in barge connections

• Traditional thinking will not help us to meet these tremendous challenges

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Possibilities in Colombia

48Possibilities and Chances Colombia

• Colombia has one major River: The Magdalena

• The river connects the sea ports with major cities through the road network

• Opportunities for transport:– Bulk (Coal, Oil)– Containers

49Work Already Executed Colombia

• Numerous Studies• Canal del Dique (connection

Magdalena – Cartagena)• Inland berths improvements

50IWT Improvements Colombia #1

• There appears to be sufficient study material

• Commodities are suited for IWT

• What is required as a start is setting up a River Development Master Plan

• In this Master Plan the different development elements will have to be elaborated and tuned:

– Waterway

– Port

– Fleet and

– (Institutional) interaction

51IWT Improvements Colombia #2

• The River Development Master Plan will result in Development Plans covering the following activities:– Institutional– Dredging > create and maintain larger water depths– Nautical aspects– Construction barges / pushers– Intergrated logistics – Access roads cities - river– Development of Inland ports

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Conclusion

53Conclusion

• IWT is essential for the efficient and sustainable functioning of the transport sector in any country that has the potential to develop IWT

• In this way IWT contributes to a significnt extent to the country’s economy and the external trade

• The Dutch approach proves to be succesfull in developing new IWT markets

• We think that this combined approach (development of interaction) can be copied in other countries with the same results

• If this sounds like an IWT promotion so be it. I only wanted to convince you of some of my deeply felt convictions