J.M.A. Quaegebeur
Neckar-Rhine container shipping between Stuttgart and Rotterdam.
Masters thesis,
Report 97.3.LT.4863, Transport Technology, Logistic Engineering.
The contents of this report represents a study on logistic concepts to
transport containers between Rotterdam and the Stuttgart region. The focus
is on the inland shipping modality via the Neckar and the Rhine and the
mono-modal direct trucking alternative. From a logistic, operational and
economic point of view, the Neckar-Rhine system and the existing shipping
concept are analyzed. The strongest comparative characteristics of inland
waterway systems are:
- Transportation performance;
- External costs (environmental issues);
- Free capacity;
- Overall logistic costs;
- Future developments.
Based on realized and predicted statistics of container throughput on the
relevant section, some alternative navigation concepts have been worked out
and measured according to examined criteria and logistic requirements.
Market research, carried out by the 'Industrie und Handelskammer
Stuttgart', has revealed a potential transportation market of 40000 TEU
import and 70000 TEU export between the Stuttgarter Container Terminal
(SCT) and the ARA-ports (Amsterdam, Rotterdam and Antwerp).
Besides this, the waterways Neckar and Rhine, are described by several
corresponding and several individual conditions and parameters, such as
maximum vessel dimensions and maximum load capacity prescribed by law and
infrastructure. Regulation by law and the presence of locks and low
bridges have their influence on the performance of the logistic
system.
A container transportation service from Stuttgart was started in September
1996 with two large Rhine vessels of 72 and 96 TEU (2 layers of
containers). The round-trip time of a vessel is exactly one week, so that
SCT offers two non-stop sailings per week between Stuttgart and
Rotterdam/Antwerp. On the Neckar, it is not possible to create further
economies of scale. In contrast, the recently applied conventional
navigation concept does not yet make use of possible economies of scale on
the Rhine. Despite that, it is permitted to operate larger vessels on
determined sections of the Rhine (chapter 5), resulting in higher
transport capacity.
Some alternative navigation concepts; push-convoys, are worked out in order
to integrate the Neckar container shipping in the larger Rhine container
shipping system. The report makes a distinction between the direct
push-convoy and the 'normal' push-convoy concept which integrates a Rhine
transshipment terminal, where the exchange and the bundling of barges take
place. The next step is to transport them in large convoys between the
terminal concerned and Rotterdam and in a small convoy to Stuttgart and
back.
The direct push-convoy consists of one stop in Mannheim to connect or
disconnect a number of barges to the same push-boat. This concept shows
the most similarities to the conventional concept.
Based on a general transportation network and a transportation chain
theory, it is determined how the 'Grenzleistungen' (maximum performance
capacity) of the relevant infrastructure, equipment, fleet configuration
and logistic requirements can be optimally exploited. This has to be
achieved against a minimum consumption of resources, as time, energy and
infrastructure. The performance of the barge push-convoy concept is
examined on the following criteria, in view of increasing container
through-put scenarios and is compared to the conventional shipping
concept.
- Logistic equipment requirements (fleet, terminal stack and crane
capacity);
- Organization and co-operation (between SCT and Rhine terminal
and barge operators);
- Navigation cost performance (ratio of total navigation costs and transport
performance).
On the one hand, the push-convoy concept is based on the 'gray barge'
principle, which implies the key-issue of 'barge sharing' by different
operators, in order to offer a more complete service to the client and to
increase the load capacity utilization of the fleet. On the other hand, the
push-convoy concept is built upon the 'floating stack' principle. The barge
of the push-convoy concept holds a certain degree of stack functionality
during the period that it is at the terminal to be (un)loaded. Since a
barge stays 24 to 48 hours at the terminal, this might create
opportunities to optimize the loading procedure, the stacking strategy and
the container supply and delivery process by truck. The report does not
quantify the practical implication of this floating stack functionality of
a barge, but it gives the starting points and a way of approaching the
creation of additional stacking volume at an inland terminal, such as
SCT.
In conclusion, the Stuttgarter Container Terminal is not yet equipped to
expand operations, exceeding a total container through-put over 20000 TEU
per year. The stack capacity is the largest bottleneck in this expansion
process. The crane capacity forms an obstacle, if the throughput goes
beyond 70000 TEU per year. In relation to the first point, the push-convoy
concept could, partly and temporarily, solve the stacking problem of the
SCT terminal, considering the explained 'floating stack' principle. The
latter is a practical performance value and can be taken as a given
fact.
From a co-operation and navigation cost performance point of
view, the 2-barge direct push-convoy realizes the best navigation cost
performance (Ks-factor) on the Stuttgart to Rotterdam track and requires a
limited degree of dependency and commitment of the joining partners in
practice, regarding the need of just 2-barges.
The 4:1 proportion of the market charter price and the 3:1 proportion of the
maximum transportation performance of a large and a small push-boat, explains
the considerable difference in the navigation cost performance of the
alternative concepts. All small push-convoys achieve a lower navigation
cost performance per TEU than the large convoys. The savings on
navigation, compared to the conventional concept, could be used to finance
the costs, involved in the change of concept, start-up problems and
additional transshipment expenses at the terminals.
Reports on Logistic Engineering (in Dutch)
Modified: 2000.04.16;
logistics@3mE.tudelft.nl
, TU Delft
/ 3mE
/ TT
/ LT.