1-A Comparative Study of Inland Transportation Modes WITH

A COMPARATIVE STUDY OF

INLAND TRANSPORTATION

MODES WITH PARTICULAR

REFERENCE TO INLAND

WATER TRANSPORTATION

October 13, 2009 1Dr. Adel Banawan

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Introduction

Transportation substantially shapes the growth and

development of countries.

A policy must be adopted to ensure that the

transportation system takes full account and

consideration of safety, conservation of energy, and

environmental quality as well as taking advantage

of any new and emerging transportation technologies.


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Each mode having its own advantages and suitability;

Aeroplanes: are most suitable for transportation of

personnel (small deadweights at very high speed).

Trucks : have the ability to provide door to door

service (medium deadweight on medium speed).

Inland water way barges: are most suitable for bulk

commodities and containers (large deadweight at

slow speed).

Trains : are suitable for a variety of commodities

(large deadweight at medium speed).


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Consideration of inter-modal systems is very

important, and this requires the coordination of more

than one mode e.g. (barges trucks), (rail truck),

..etc.


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It should be clearly noted that the environmentalists

rights are:

Clean Air.

Clean Water

Clean Soil

Clean and beautiful view

Less Noise


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Therefore, when deciding upon any mode of

transportation, its impact on the environment should

be very closely considered.

Also, consideration should be given to the mode

which does not contribute to the unnecessary increase

in:

Fuel use, exhaust emissions, accidents, spill

accidents, and congestion of traffic.


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Comparisons between various

transportation modes

i. Size and length:


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ii. Cost of transportation:

The relative running cost (fuel economy) of

transportation can be measured either using the

energy efficiency or the energy intensity;


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a) Energy efficiency

The energy efficiency is defined as the number of

miles one ton can be carried per gallon of fuel [miles /

ton. gallon].


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59

202

514

0

100

200

300

400

500

600

Trucks Rail Barges

Fig. 2(a)

Mil

es/t

on

.gal.

Energy Eff.


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b) Energy intensity

The energy intensity is defined as the number of

BTUs or gallons of fuel required to move one ton one

mile [gallons or BTUs / ton. mile].


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270 - 350

650 - 750

2400

Trucks Rail Barges

Fig. 2(b)

BT

Us

/to

n m

ile

Energy Intensity


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iii. Safety:

According to statistics; water transport has the

fewest number of accidents, fatalities, and injuries

than any other surface mode.


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Highway trucks are intermixed with ordinary

automobiles traffic, and in urban areas with

pedestrians as well.

Rail wagons are susceptible to accidents which are

usually fatal as it involves a large number of massive

units traveling at relatively high speeds on a single

line.


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A waterway environment has few crossing junctions,

if any, and is relatively remote from populated areas,

which tends to reduce both the number and severity

incidents.


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iv. Congestion:

Traffic congestion is often caused by the growth of

traffic which outstrips any increase in the

infrastructure.

Congestion results leading to delays, environmental,

and safety problems.


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Traffic congestion has a number of negative

impacts;

- It curtains the movement of personnel and goods.

- Wastes valuable energy resources.

- Increase the trip time.

- Impairs productivity.

- Creates social tension.

- Damages the environment (noise / air pollution).


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Water transport has few congestion problems and

seldom causes them for other modes. The only

possible congestion is within locks when the capacity

of the lock is less than the flow rate of the traffic.


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Like water ways, rail transport has no congestion

problems of its own, simply because it operates on a

dedicated right of way system. However,

increased rail traffic, because of its sheer volume, can

cause congestion problems for other modes.


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Congestion is much more of a problem for truck

traffic mainly because it does not operate on a

dedicated right of way.


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v. Noise / Air Pollution:

Transportation activity is considered to be the major

source of noise, with the road traffic being the main

offender, even more so than aircraft noise. The least

source of noise comes from water transportation

particularly because barges operate remotely from

densely populated area.


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Several studies in the USA concluded that inland

water transportation has a relatively minor effect on

the quality of air. The air pollution resulting from

water transport is far less than trucks, and is

comparable to, or less than rail.


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0.531.83

10.17

0

2

4

6

8

10

12

Inland Barges Rail Trucks

Nitrous oxide

lb

Emission

0.09

0.46

0.63

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7


Hydrocarbon

lb

Emission

0.2

0.84

1.9

0.0

0.5

1.0

1.5

2.0


Carbon monoxide

lb

Emission


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vi. Socio Economical impact:

Surface traffic, both road and rail, near residential

neighborhoods contributes to visual, physical, and

psychological barriers that can lead to the

fragmentation of neighborhoods. Reduced social

interaction, reduced access to other neighborhoods,

and increased traffic congestion and/or changes in

traffic patterns are often a result of increased surface

traffic. Traffic congestion can lead to serious

disruptions of police, fire, and medical services, as

well as the periodic isolation of parts of communities.


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Social Costs In Relation To Transport Modes (In %)

SOCIAL COST AIR RAIL INLAND WATERWAYS ROAD TOTAL

AIR

POLLUTION2 4 3 91 100

NOISE

POLLUTION26 10 0 64 100

LAND

COVERAGE1 7 1 91 100

CONSTRUCTIO

N /

MAINTENANC

E

2 37 5 56 100

ACCIDENTS /

CAUSALITIES1 1 0 98 100

October 13, 2009Dr. Adel Banawan

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Volume of inland water transportation in Egypt

Firstly, for comparison purposes, it was stated that

during the early 90s, it was estimated that per year,

more than 400 millions tons of cargo were

transported by water through Holland.


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64.10%

30.90%

5%

0%

10%

20%

30%

40%

50%

60%

70%

Water Road Rail

Holland 1990

Fig. 4

In 1980 the Egyptian Transport Authority, together

with Louis Berger Bureau (U.S.A), used a

mathematical model to predict the required future

traffic volume for the inland water, the railway, and

the road transport until 1985 (expected) in Egypt.


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Type Railway Road transport Inland Water Transport

Year 1975 1980 1985* 1975 1980 1985* 1975 1980 1985*

Ton 103 7803 10300 22900 58278 80704 94056 4248 6356 18105

% 11.1 10.6 17 82.9 82.9 69.6 6 6.5 13.4

Ton-km 106 2190 2781 12206 12206 16348 16842 1888 2336 5661

% 13.4 13 26 75 76.2 55.4 11.6 10.8 18.6


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Unfortunately these predictions did not

materialize and instead of increasing the share of

River transportation from 6% (1975) to 13.4%

(1985) hoping to reach the 20% at year 2000, the

situation was reversed as shown by the following

data recorded by the Ministry of Transport.


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Type Railway Road way transport Inland Water Transport

Year 1977 1988 1990 1977 1988 1990 1977 1988 1990

Ton 103 7800 9511 10400 73000 115600 192000 5300 4806 3950

% 9 7 5 84.6 89 93 6.1 4 2

Ton-km 106 2000 3029 3045 10700 16400 34478 1960 2600 1587

% 14 13.75 6 72 74.45 91 13.2 11.8 3


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4% 2%9% 7% 5%

84.60%89%

93%

6.1%

0%

20%

40%

60%

80%

100%

Egypt

Fig. 5(a)

To

n x

10

3 %

Inland water Railway Road

1977 1988 1990

A recent article (2002) by the late Engineer Hamdy

Elshaieb published by ELAHRAM Newspaper based

upon studies by the Institute of Transport, he gave the

following figures;


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Of the total transported goods in year 2001; trucks

contributed 94%, railways contributed 5.3%, and

inland water contributed just 0.7%!!!


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The cost of developing appropriately designed inland

water navigation channel Aswan - Cairo, Cairo

Alexandria, Cairo Domitta, with an approximate

length of 1500 km inclusive modernization of locks

and construction of new river harbours is

840,000,000 E.P. This means that every km cost is

560,000 E.P.


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To construct a dual carriage way of the same length,

i.e. 1500 km, and without any bridges or cost of

compensation for paying off the land is

3000,000,000. This means that every km cost is

2,000,000 E.P.


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To construct a railway of the same length, i.e. 1500

km, and not including cost of stations or bridges, is

6000,000,000 E.P. This means that every km cost is

4,000,000 E.P.


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The cost of maintaining the navigation channel of the

inland waterway is far less than the cost of

maintaining the dual carriageway, and/or the railway

systems.


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Documents

1-A Comparative Study of Inland Transportation Modes WITH