This inland waterway classes agreed on by the commission are referred to as CEMT Class I–VII. These classes refer to the dimensions of ships that should be able to use a canal. For their height, the clasification determines the minimum air draft of bridges on the waterway.[2] The dimensions of structures like bridges, locks and boat lifts relate very directly to the size of vessels. However, for the canals themselves, this relation depends on local circumstances.
The need to standardize the size of inland waterways is related to the later stages of industrialization. The development of the British canal system started in the mid-18th century. It led to canals and locks of many different sizes. This became a problem when businessmen wanted to use the canals for long distance transport.[3] On the other hand, there was some kind of standardization. The usual beam of boats fit for canals and rivers was 14 feet (4.27 metres). On most canals, it was 7 feet (2.13 metres).[4] Just before World War I, a government commission advised to upgrade and standardize the four principal waterways known as 'the cross'. It probably thought of 100 ton barges.[5]
In France, the Freycinet program was approved in 1879. It provided for:
the nationalization of most inland waterways;
their improvement and standardization; and
new canals of about 800 miles (1300 km) length.
It led to a big increase in inland navigation.[6] The 1879 law that established the Freycinet gauge, which shows similarities with how the CEMT worked in the 1950s. The law established that there were 30 main waterways (lignes principales) in France. These had to be 2m deep. Locks had to be 38.50m long and 5.20m wide. Air draft below bridges had to be at least 3.70m. The law would be executed as means became available.[7]
In Germany several types of barges developed based on the main waterways. The older types were based on the rivers. Near the Rhine there were e.g. the Mainschiff and Moselschiff. In the east, there were types like the Finow-Masskahn and the Breslauer Masskahn. Newer types could be found on the canals in the west of Germany. Here, the 'French' Peniche and the 'Belgian' Kempenaar appeared. The most important types the 600-770t type based on the Dortmund–Ems Canal and the 1350t type based on the Rhine–Herne Canal. Together, these canals connected north and central Germany to the Rhine.[8]
In the Netherlands the Zuid-Willemsvaart was the first very long canal. It was completed in 1826 and was 18m wide and 2.10m deep, allowing a draft of 1.88m. The locks were at least 50m long and 7m wide.[9] After becoming independent, Belgium built the Campine Canal which connected to the Zuid-Willemsvaart and formed the connection between the Scheldt and the Meuse. This canal and most of its branches also got locks with 7m wide gates and a useful length of between 50 and 56m. The canal itself was also 2.10m deep.[10] The Campine Barge (Kempenaar) was based on the dimnensions of these canals. The Albert Canal that opened in 1939 was much bigger.
Classification
Standardization of major cross-border inland navigation
In 1953, the Council of ministers drew up a list of twelve inland waterway projects that were of European interest. These projects should be studied and be standardized. In October 1954, the council then called for standardization of these canals based on the 1,350t Rhine–Herne Canal barge.[11]
It was of course important to agree on what this international standardization on a type of vessel meant. This is probably why in 1957, the council of ministers issued a table of five classes of European towed barges and four types of German self-propelled barges. These classes actually have an almost one on one relation with the later 1992 classification of inland waterways.[12]
Principal measurements of European types of towed barges and German self-propelled barges in 1957[12]
The official CEMT classification was issued in 1992.[1] Class I corresponds to the historical Freycinet gauge. The larger river classification sizes are focused on the carriage of intermodal containers in convoys of barges propelled by a push-tug. Most of the canals of the United Kingdom have smaller locks and would fall below the dimensions in the European classification system.
In 2015 the European Court of Auditors published a rather critical report about the progress of the improvement of the European system of inland waterways. It concluded that the member states were not doing enough to facilitate the modal shift from road to waterway transport. Part of this was due to a failure to focus on eliminating the bottlenecks in the inland navigation network.[15]
Working Party on Inland Water Transport (19 November 2004). "Resolution No.52"(PDF). European Recreational Inland Navigation Network. Geneva: Economic Commission for Europe Inland Transport Committee.
Publications including the full classification table
Waterway page including another table of the European classification and a 2017 version of the above map
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