Inland waterway transport (IWT) stands out as one of the most sustainable modes of freight transport for port-hinterland connections. However, the full potential of IWT remains underutilized in Europe due to logistical inefficiencies. Specifically, the low loading factors of vessels and containers result in the need for more services to transport the same level of cargo, leading to increased costs and travel time, thereby diminishing market competitiveness. The aim of this paper is to develop a spatial-economic assessment of a cargo consolidation strategy for IWT, leveraging a discrete event simulation model that accounts for network characteristics, modal competition with road and rail services, travel time, and costs. It employs an evaluation framework that focuses on cost savings per TEU of different implementation scenarios. A case study on container flows in the Rhine-Alpine Corridor was conducted, evaluating three strategic locations for deploying a container freight station. Compared to the baseline scenario, only one implementation location resulted in positive cost savings, contingent on the annual proportion of less-than-container-load units eligible for consolidation. The study offers insights for infrastructure planning decision-making by identifying a convenient location for the container freight station and determining the necessary conditions of container flows that would enable the policy to be beneficial.

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Within the maritime transport sector, data and information have the potential to change the way we work for the betterness. Increasingly shipping companies are generating, storing and reporting data, on their position, their engines, their products and their emissions. As a result, data is sometimes referred to as the new gold and people often protect it in the same way. However, unlike gold, data has actually more value when it is shared and used in collaboration with others. [...]@en

Container transport via inland waterways currently faces several challenges affecting its competitiveness with other modes. These challenges include the high waiting time experienced by container barges and the low priority given to container barges in deepsea ports. To mitigate these challenges, a new concept known as the Modular Mobile Terminal (MMT) is introduced to create a dedicated floating barge handling and consolidation space for containers in deepsea ports. Based on this, the present study proposes an assessment methodology examining the feasibility of the MMT from a logistical and economic perspective. In doing this, a time optimization model was developed to determine the number of MMTs leading to the most time savings for container barges. It also helps target a market by finding the hinterland flows that can be positively linked to the MMTs. Afterward, an economic evaluation is conducted to determine the cost savings for the actors and determine under which conditions the actors would benefit from using the MMT system. The proposed methodology is then applied in a case study for the ports of Antwerp and Rotterdam to derive insights into the efficiency and profitability of the MMTs. Results revealed that the MMTs would be most suitable for vessels transporting small cargo volumes below 60 Twenty Foot Equivalent Units (TEUs). Furthermore, the analysis suggests that two MMTs would be optimal for the port of Antwerp, and four for the port of Rotterdam, to achieve an overall net benefit for all the actors. Thus, it can be concluded that the MMTs are most suitable for handling and consolidating cargoes from container barges with small call sizes.

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In synchromodal transport, a freight forwarder usually serves multiple shippers with heterogeneous and vague preferences, such as low-cost, fast, or reliable transport. Ignoring shippers’ preferences will negatively impact the satisfaction of shippers and lead to the loss of them in the longer run. In order to incorporate these preferences, a Synchromodal Transport Planning Problem with Heterogeneous and Vague Preferences (STPP-HVP) is proposed and formulated as a mathematical model. Heterogeneous and Vague Preferences (HVP) are modeled through Multiple Attribute Decision Making approaches that integrate fuzzy set theory. The proposed model has two objectives, i.e., maximizing the number of served requests and minimizing the transportation cost. Preferences of shippers are set as constraints such that the freight forwarder needs to satisfy the preferred levels for each attribute. A heuristic algorithm (Adaptive Large Neighborhood Search) is proposed to find (near) optimal solutions. The case study in the European Rhine–Alpine corridor demonstrates that the proposed model can provide more attractive solutions to shippers compared with optimization which ignores preferences. Under various scenarios, the attributes, such as cost, time, emissions, reliability, and risk of damage, are analyzed and the (near) optimal modes and routes are suggested according to HVP. Moreover, the results show that the conflicts among attributes, conflicts among shippers, and conflicts between the freight forwarder and shippers are resolved by making one actor more satisfied without compromising any other actor's preferences.

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Objective: This study investigates the implementation of the waterborne platooning transport concept in two of the largest European inland navigation corridors, the Rhine and the Danube region. Each region has different geo-economic and environmental features. These features are compared, and their effects on implementing a waterborne platooning transport concept are studied. The waterborne platooning concept, referred to as the Vessel Train, aims to reduce crew cost by automating the navigation tasks and moving the navigational responsibility to the leading vessel of the platoon, which is fully manned. Methods: The implementation of the Vessel Train is assessed by making use of a developed model, which allows the assessment of the concept's viability by comparing the annual cost per transported ton of a reference vessel that sails individually to a vessel that sails as a part of a VT on the same route. Results: The results conclude that the application of waterborne platooning on the Rhine is more promising than on the Danube. The low wages hamper the implementation of the concept on the Danube in the region, the low traffic density on the waterway, and the common use of large push tows instead of self-propelled vessels. Implications for research: As determined in the analysis for the Rhine case, a reduction in transport cost would make waterborne transport more attractive. However, other factors, such as the further integration of the VT in the overall supply chain, play a role in the successful implementation of this IWT transport concept. Applying the VT concept in the Danube case requires more potential cargo flows, which can be obtained by adding push convoys into the vessel train. This way of transport is more numerous on the Danube than self-propelled vessels. Both of these aspects should be studied further.

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In this paper, the possibility of adding the North Sea Route (NSR) route to the Belt and Road Initiative (BRI) is researched whereby the main aim is to determine if it is possible to set up a container service via the NSR route that could attract cargo from the existing maritime routes via Suez and the land route. In order to make the analysis, a model which is able to calculate the total generalised chain cost for a supply chain is used and updated. This analysis shows that it is possible to set up such a competitive service compared to the land bridge and the Suez Canal Route (SCR) for cargo that has a high value of time. For these specific cargo types, it is possible to attract cargo for the NSR from the SCR at equal costs, but with an average time saving of 10%. Comparing the BRI or land bridge to the SCR, there is a cost increase of 20% and a time decrease of almost 65%. Considering the rather strict limitation in capacity, it should be noted that a single NSR service of eight 5,400 TEU vessels already offers around half the capacity of the land bridge. The uncertainty in arrival times, however, would remain an issue in the NSR service, but with ice diminishing, this risk will decrease as well.

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The objective of this paper is to discuss the successful application of a complex serious game to teach maritime economic concepts to non-maritime economic students (i.e. Naval Architects and Marine Engineers) and to teach maritime technology aspects to non-naval architects (transport and logistics students). A complex serious management game was developed in a joint effort by the University of Delft's Marine Technology and the University of Antwerp's Maritime Economics programme over the past decade. It has proven to be a highly appreciated and effective way to teach students of both fields. The paper discusses the course design and history, demonstrates its success based on evaluations and continued expansion of the user base, and explains the success of the design by linking it to educational theories such as the use of scaffolding, direct instruction, assessment for learning, the role of feedback and the importance of context. The final discussion/reflection focuses on the impact of online and distant learning on achieving the learning goals, based on five courses at five different institutions given in the period September 2020-January 2021.

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The use of containers in the freight transport system has increased dramatically over the years. This is as a result of the interplay between macro-- and microeconomic factors and the liberalization of markets, thereby enhancing the development of international logistics services within transportation systems. The physical distribution of cargo in this system involves an integrated logistics chain process to transport the containerized goods from the production location to the consumption location. Different logistics chain models have been used to examine the flow of the containerized goods from origin to destination, however, these models mostly capture a specific module of the chain. To address this, the paper examines the whole logistics chain by linking the interaction between the logistics cost, time, mode choice and assignment to the network, while connecting with the different innovations that could make container IWT more competitive. In doing this, a conceptual logistics model is developed which includes the logistics cost, time, and mode choice sub-models. The two first sub-models are developed at a disaggregated level to examine the logistics decisions for the individual cargoes. The logistics decisions are derived from the minimization of transport-related costs and time and form the input of the mode choice and assignment sub-models.@en