European Good Practices Report for Inland Waterway -

Inland Waterway Transport

Good Practices in

European Good Practices Report for Inland Waterway Transport

March 2011

PLATINA is funded by the European Union (DG-MOVE)

under the 7th Framework Programme for RTD

Transport Transport

PLATINA is funded by the European Union (DG-MOVE)

under the 7th Framework Programme for RTD

Authors of the document

Responsible organisation Principal author

ECORYS Johan Gille

Contributing organisation(s) Contributing author(s)

BDB Jörg Rusche, Katja Wenkel

BVB Henk van Laar, Monique Rook

Czech Ministry of Transport Evzen Vydra

DVS Cas Willems, Lea Kuiters

Directorate for Waterways, Republic of Serbia

Zoran Lukic

CRUP Renata Kadric

EAEMDR Veneta Popova

ECORYS Mariska van der Gun, Arwen Korteweg, Robert Ossevoort, Pieter Schonebaum, Wesley Willemse

EICB Ton Roos

FWA Antero Pulkkanen

ICPDR Alexander Zinke

Lehnkering Reederei Nikolaus Schellenberger

PBV Hilde Bollen, C. Kellens, Paul Lambrechts

RIA Andreea Nistor, Vasile Stancu, Mircea Marius Banias

RSOE Róbert Rafael

Slovak Ministry of Transport Matej Vaniček

STC Group Jaap Gebraad

via donau Simon Hartl, Vera Hofbauer, Andreas Bäck, Daniela Leopold-Sommer, Robert Tögel, Ralph Fromwald, Hélène Gilkarov, Juha Schweighofer, Sabine Gansterer, Markus Schedlbauer, Johannes Zeilinger; Hans Berger

VNF Philip Maugé, Pierre-Yves Bourven

DISCLAIMER PLATINA is funded by the Directorate General on Energy and Transport of the European Commission under the 7th Framework Programme for Research and Technological Development. The views expressed in the working papers, deliverables and reports are those of the project consortium partners. These views have not been adopted or approved by the Commission and should not be relied upon as a statement of the Commission's or its services' views. The European Commission does not guarantee the accuracy of the data included in the working papers and reports, nor does it accept responsibility for any use made thereof.

Contents

MATRIX of good practices 5

An overview of Good practices 6 Criteria of Good practices 6 Markets 7 Fleet 7 Jobs & Skills 7 Image 8 Infrastructure 8

How to Read a Data Sheet 9

Austria 10

Belgium 27

Bosnia and Herzegovina 42

Bulgaria 43

Croatia 50

Czech Republic 67

Finland 69

France 74

Germany 89

Hungary 107

Italy 116

Luxembourg 117

Netherlands 118

Poland 210

Portugal 211

Romania 212

Serbia 226

Slovakia 229

United Kingdom 233

European Union / International Level 235

Annex I: In-depth analyses 267 River Information Services (RIS) 267 Roll-on/Roll-off services (Ro-Ro) 272 Education in Inland Navigation (EDINNA) 275 Automatic Identification System (AIS) 279 Innovation in vessels for new markets 286

Annex II: Research method 290

MATRIX OF GOOD PRACTICES

Country

Mar

kets

Flee

t

Jobs

& S

kills

Imag

e

Infr

astr

uctu

re

Austria (p 10) X X X X X

Belgium (p 27) X X X X

Bosnia Herzegovina (p 42)

Bulgaria (p 43) X X X

Croatia (p 50) X X X X X

Czech Republic (p 67) X

Finland (p 69) X X X

France (p 74) X X X

Germany (p 89) X X X X X

Hungary (p 107) X X X

Italy (p 116)

Luxembourg (p 117)

Netherlands (p 118) X X X X X

Poland (p 210)

Portugal (p 211)

Romania (p 212) X X X X

Serbia (p 226) X

Slovakia (p 229) X X X X X

United Kingdom (p 233) X

European Union / International level (p 235) X X X X X

AN OVERVIEW OF GOOD PRACTICES

PLATINA promotes the inland waterway transport (IWT) sector in order to make it more competitive and to increase its market share. This good practices report presents cases from throughout Europe illustrating Inland waterway transport (IWT) performance and how developments are being implemented. The cases cover countries with a relevant inland waterway transport programme as well as all of the five themes of the European Commission’s NAIADES Action Programme: Markets, Fleet, Jobs & Skills, Image and Infrastructure

Criteria of Good practices

What is a good practice? Can this be defined objectively? Clearly what is a success story in one country may be daily practice in another country. Things that are efficient or effective in one area may be unfeasible in others. Furthermore, as the level of development of the IWT sector differs between countries, the types of good practices will similarly vary.

In order to structure this, criteria have been defined to select good practices:

1. Present examples of potential success stories. 2. Include innovative examples, not merely common practice stories 3. Be interesting not only for IWT companies, but also for shippers (clients) and the

broader audience 4. Be a means to raise the attention for and the visibility of the IWT sector 5. Include good practices from each of the five NAIADES themes (Markets, Fleet,

Jobs & Skills, Image and Infrastructure) 6. The good practice should be sustainable, e.g. be able to continue over time, be

ultimately independent of subsidy contributions 7. It should be possible to implement the case in other countries.

With regard to criterion 1, it is noted that sometimes examples can be potentially successful, but due to reasons beyond the control of the stakeholders involved, success has not materialised. Underlying factors of timing or market conditions may have been the cause. This has been indicated in the report where applicable.

Below, a brief overview is given for the developments within the different themes.

Markets

Under the Markets theme, good practices are presented which cover developments aimed at increasing the use of inland shipping: for example the start up of new services (e.g. container shipping on the Danube in Romania), the use of new vessel types to accommodate cargo otherwise not transported by IWT (e.g. construction logistics), or logistical concepts (e.g. Mokum Mariteam).

All in all the number of good practices under the market theme is quite high, with almost 30 cases presented in this report. Often initiatives are driven by innovative entrepreneurs who are seeking new niches for developing market services. Also research institutes and governmental support agencies are trying to support these trends, in order to contribute to wider policies such as modal shift and emission reductions.

Fleet

The good practices within the fleet theme can be categorised into vessel design, equipment and nautical aspects. As in other sectors, in IWT the focus is also more and more on mitigating the environmental impact of navigation. Good practices are found which deal with the development of new clean ships while others focus on improving the sustainability of existing vessels and introducing special catalysers on existing vessels. This clearly reflects the Europe wide trend of searching for way to modernise transport and improve the environmental performance of transport vehicles. Furthermore the use of aid schemes shows that fleet development often needs financial incentives to be realised.

Jobs & Skills

The Jobs & Skills theme aims both at ensuring the availability of sufficient labour force and at developing the skills level of the sector. Typically, aspects such as training on board, and educating skippers that already have years of experience are important in this theme. Furthermore, featured initiatives aim at modernising education means (internet based, accessible from the ship) and at integrating education levels and requirements throughout Europe. Another frequently occurring characteristic of the included examples is a combination of theoretical education and training-on-the-job. Jobs & Skills are becoming more important, as the number of new cases from the Netherlands, Germany and Europe-wide illustrate. One great success of the PLATINA project under this theme is the establishment of EDINNA, a network of inland waterway focussed education institutes around Europe, promoting cooperation and alignment of study programmes to ensure highly skilled workers in the sector.

Image

The image theme is the least covered of all themes. Still, quite some examples are known mainly aiming at the exchange of information and showing that much attention is given to the Danube region. Almost half of the good practices on this theme are related to the promotion of the Danube region. Anyhow, the sector appears to focus more on the other themes. An important contribution of PLATINA comes from the establishment of new promotion offices in countries where they did not exist before. The successful promotion activities in other countries are thus transferred to these new organisations. PLATINA also established Barge to Business, a trademark conference for inland waterway transport (IWT) on the European level that is capable of attracting a broad audience of potential customers, politicians, logistics service providers and the IWT sector.

Infrastructure

The infrastructure theme is widely covered and infrastructural developments are continuing across Europe. Besides physical works, a lot of attention is also given to the development of European River Information Services (RIS). Examples vary from deepening waterway sections that do not meet the required CEMT dimensions, bridge height clearances, to the introduction or modernisation of communication means. All aim at increasing the capacity or expanding the potential use of the capacity of IWT. It is interesting to see that those developments are already taking place in the EU member states that joined the EU latest.

HOW TO READ A DATA SHEET

Each good practice is presented using the same structure. The table below is a presentation of the data sheet applied, in which the components are presented on the left, and the detailed information is inserted on the right.

Title The name of the good practice concerned

Theme Indicates which of the five NAIADES themes (e.g. Markets, Fleet,

Jobs & Skills, Image, or Infrastructure) this good practice relates to

Description Text describing the good practice and its main features

Geographic area Name of place or region where the good practice takes place

Objective & targets Objective and (quantified) targets that the good practice aims at

(if any)

Time frame (years) The years in which the good practice was or is being carried out

Users and

stakeholders

The organisations involved in the good practice, and its potential

users

Key success

factors and

innovative aspects

What made this case a success story? Our opinion on the innovative

nature of the good practice

Contact The website address of the good practice (if any)

Costs and financing Budget of the good practice and contributing parties

Requirements for

implementation in

other member

states

What is needed to introduce this good practice in other countries?

What are the minimum needs (e.g. budget, government contribution,

leadership, etc).

AUSTRIA

Title National Action Plan Danube Navigation (NAP)

Theme Cross-thematic approach

Description

The long-term development of Danube navigation requires a strategic approach

embracing the comprehensive consideration of all aspects of navigation and its

framework conditions. This integrative approach is the most decisive factor for

the success of the National Action Plan Danube Navigation (NAP). This

dynamic planning and decision-making instrument will determine the Austrian

waterway transport policy up to 2015 and has been part of the Austrian

Government Programme since 2007.

The strategy set out in the NAP is based on a package of measures developed

by via donau on behalf of the Austrian Ministry of Transport, Innovation and

Technology in close co-operation with relevant stakeholders from the Austrian

inland navigation sector.


The National Action Plan Danube Navigation is much more than a national

policy instrument: it is Austria’s strategic tool for the implementation of the

objectives proposed by the NAIADES Action Programme. Its main aim is to

implement the targets of European inland navigation policy on a national level.

The NAP covers ten fields of action with 40 elaborated measures. Infrastructure

development forms the backbone of all activities.

Geographic area Austria (with references to foreseen international activities)

Objective & targets The National Action Plan Danube Navigation aims at

promoting inland navigation through an integrated policy approach

implementing European strategies on a national level

providing funding and support for innovation in IWT

Time frame (years) 2005 - 2015

Users and

stakeholders

Austrian Ministry of Transport, Innovation and Technology - Initiator

via donau – Österreichische Wasserstraßen-Gesellschaft mbH – Technical

Secretariat

IWT industry

freight forwarders

manufacturing and logistics industry

policy-makers

all other interested parties and the general public

Key success

factors and

innovative aspects

involvement of all relevant stakeholders in order to exploit existing potentials

and know-how

regular adjustment of policy objectives and integration of measures in order to

tackle new challenges (monitoring)

clear alignment between European and national inland navigation policy

stimulation of cross-sectoral policy actions

new way of policy implementation (innovation-driven integrated approach)

Contact Vera Hofbauer

via donau – Österreichische Wasserstraßen-Gesellschaft mbH

Phone: +43 50 4321 1602

Mail: [email protected]

Website: www.via-donau.org

Costs and

financing

-


Requirements for

implementation in

other member

states

The successful implementation of similar action plans in other European

countries requires a clear commitment from the political side, dedicated

financial resources to implement an integrated working programme and

creativity in developing strategies to access external funding. In order to involve

the relevant stakeholders from the sector, regular coordination meetings and

feedback are essential.

Title Promotion of business locations along the Austrian Danube

Theme Markets, Image

Description Within the framework of the National

Action Plan Danube Navigation (see

separate good practice form) the

public ports of Linz, Enns, Krems and

Vienna together with via donau and

the Austrian Institute for Regional

Studies and Spatial Planning

(subcontractor) have developed strategies to promote new business locations

along the Austrian Danube.

The activities of the project partners first and foremost aimed at collecting

relevant data and information needed in order to encourage companies to

establish business sites along the Austrian Danube and to make use of the

transport and logistics services provided in the Danube ports.

The survey included joint efforts

to localise existing business sites in the catchment area of inland ports and

transhipment sites which are active in branches that are especially relevant

for inland waterway transport (potential inland navigation users)

to identify strategic sites for future business locations in the vicinity of the

Austrian Danube ports (potential business sites) as well as

to formulate general recommendations for a sustainable development of the

Austrian port locations (development options)

The most important findings of the project were summarised in a

comprehensive lobbying paper which is used by the project partners to

strengthen the position of inland navigation in spatial and economic planning

policies on national, regional and municipal level.

Geographic area Austria

Objective & targets The project aimed at

surveying framework conditions for the development of business locations

along the Austrian Danube

Title Promotion of business locations along the Austrian Danube

supporting the business development efforts of the Austrian Danube ports by

identifying strategic development sites in the vicinity of existing inland ports

and promoting them jointly to private enterprises

developing a lobbying paper for an active promotion of business locations

along the Danube waterway

lobbying for an active consideration of port development in spatial planning

and transport policy

Time frame (years) 2008-2010

Users and

stakeholders

The target groups and stakeholders addressed by the project activities are:

public authorities responsible for economic and spatial planning policies on

national, regional and municipal level (municipalities with port locations)

the industry, forwarders and logistics companies

regional development and business development agencies

Key success

factors and

innovative aspects

organisation of joint working groups consisting of port operators, the national

waterway management company and spatial planning experts

development of a strategy for joint promotion of inland waterway transport and

port development

detailed overview of strategic sites available at all port locations as a basis for

joint marketing initiatives

Contact Simon Hartl


Phone: +43 50 4321 1614



Costs and financing The project was financed under the framework of the National Action Plan

Danube Navigation (NAP).

Requirements for

implementation in

other member

states

willingness of port operators to engage in joint promotion and lobbying

initiatives

integration of all relevant stakeholders on the basis of pre-defined win-win-

activities

integrative approach towards port development achieved by involvement of

inland waterway transport and spatial planning experts

Title Danube on tour – the floating exhibition

Theme Image

Description In 2007 via donau – Österreichische Wasserstraßen-Gesellschaft mbH

established the floating exhibition – donau on tour (danube on tour). The

exhibition is located on an inland vessel called “MS Negrelli”. The MS Negrelli

was formerly used to transport stones for the maintenance of the waterway.

After rebuilding it in 2005 an exhibition was installed in 2007. Since 2007 the

Negrelli has delivered information to the residents of communities along the

Danube.

Ranging from the latest technical developments in the field of inland navigation

and environmentally friendly river engineering projects to the fauna and flora of

the Danube riverbank, the exhibition displays information on various aspects of

the Danube waterway and its surrounds. Different multimedia-based areas

show the large diversity of the Danube. The MS Negrelli is also used as a

venue for specific events like project meetings, presentations and discussions

on inland waterway relevant topics.


Objective & targets The main target of this exhibition is to make young and old more aware of the


great opportunity that the Danube provides: The Danube is not only a cultural

landscape; it is also a significant factor in the European transport system. Inland

navigation has great potential – in the future, this transport mode will

increasingly relieve rail and road, making an important contribution to climate

protection. Most people around the Danube know very little about their habitat.

By using a floating exhibition it is possible to reach a wider audience and to

establish awareness for the sensible ecosystem of the Danube as well as the

importance of inland waterway transport for Austria.

In short, donau on tour aims at

facilitating the awareness of people of the Danube as a habitat

providing an understanding of the Danube as an ecosystem

increasing knowledge of the Danube as part of the European transport

system

giving an overview of the latest technical developments in the field of inland

navigation

The educational objectives of the exhibition are to

offer a new experience of gaining knowledge about the Danube and inland

waterway transport

show complex technological procedures simplified through interactive

elements

Time frame (years) Conception phase: 2007

Permanent exhibition: since 2008

Users and

stakeholders

donau on tour has a great variety of visitors, such as:

the general public

different types of schools (e.g. elementary, secondary schools), in the

surrounding area of the Danube

stakeholders of ports, the manufacturing industry, shipping companies,

waterway administration companies etc.

other groups (senior citizens, fishermen, communities etc)

Key success

factors and

innovative aspects

Innovative framework:

innovative approach to exhibitions – donau on tour is located on an inland

vessel

high mobility of exhibition

customised for different target groups and different locations


specific tour guide for the different areas of the vessel (e.g. skipper presenting

at the operator stand)

Educational aspects:

new experience of gaining knowledge about the Danube and inland waterway

transport

enable knowledge transfer into real life (by observation of the vessel itself)

special didactical approach for every target group

design of teaching units for students

initiation and support of networking meetings

Other aspects:

no entrance fee for the visitors

number of visitors per year approx. 15.000 (2008 – 2010)

Contact Daniela Leopold-Sommer


Phone: +43 50 4321 1407


Website: www.donau-on-tour.at (available in German only)

Costs and financing donau on tour is funded under the framework of the National Action Plan

Danube Navigation (see separate good practice form).

Requirements for

implementation in

other member

states

To set up an exhibition like Danube on tour, it takes a crew of professionals

equipped with profound knowledge on waterways and inland waterway

transport who are skilled in communicating this knowledge to a broad audience,

especially young visitors and children. Opening hours and trips can be

organised in accordance with the available budget.

Title Integrated River Engineering Project on the Danube East of Vienna

Theme Infrastructure

Description Currently, the free-flowing section of the

Danube between Vienna and the Austrian-

Slovak border is a major bottleneck for inland

navigation because of insufficient fairway

depths and strongly varying fairway

conditions. This places restraints on the

reliability and competitiveness of inland navigation. At the same time the

continued deepening of the river bed (erosion) has a sustainable negative

impact on the ecological balance of the Danube Floodplain National Park.

In order to tackle these unfavourable conditions the “Integrated River

Engineering Project on the Danube East of Vienna” was launched by the

Austrian Ministry of Transport, Innovation and Technology and via donau –

Österreichische Wasserstraßen-Gesellschaft mbH in 2002. The project aims at

improving fairway conditions on the Danube section east of Vienna whilst at the

same time taking into account the ecological requirements of the Danube

Floodplain National Park. In order to accomplish the project goals, a

combination of river engineering and ecological hydro-engineering measures

will be carried out at this section of the Danube.

After the conclusion of the two-tier Environmental Impact Assessment (EIA)

construction works will start. The foreseen engineering techniques are tested

within the frame of pilot projects on certain river stretches before full-scale

implementation will be achieved.


Objective & targets The Integrated River Engineering Project on the Danube East of Vienna aims at

securing adequate fairway conditions for inland navigation at low water levels

relocating certain sections of the existing navigation channel in order to use

deeper zones for navigation purposes

stabilising the river bed by granulometric river bed improvement

reinforcing the landscape-forming power of the river and enhancing the

ecological functionality of the whole region by restoring riverbanks and

connecting side arms to the main river


Time frame (years) Start of planning process: 2002 (implementation of an interdisciplinary steering

group)

Implementation phase: approx. 9 years, starting after the two-tier EIA

procedure

Users and

stakeholders

Austrian Ministry of Transport, Innovation and Technology


IWT industry

Danube Floodplain National Park

NGOs

interest groups

Key success

factors and

innovative aspects

From a process-oriented point of view

integrated approach towards river engineering creates a genuine win-win

situation between inland navigation and the environment thereby aligning

navigational and ecological interests

creation of an interdisciplinary steering group and planning team

involvement of relevant stakeholders and interest groups via a moderation

process during the phase of project planning

From a technical point of view

river bed stabilisation by granulometric improvement

innovative means of low water regulation measures

riverbank restoration

reconnection of side arms to the main river

Contact Dieter Pejrimovsky


Phone: +43 50 4321 2620

Website: www.donau.bmvit.gv.at

Costs and financing Financed by national and European (TEN-T) funds

before after


Requirements for

implementation in

other member

states

Willingness to take a wider approach towards river engineering measures and

commitment to work in interdisciplinary teams on the basis of a mutual benefit.

Title Optimisation of lock maintenance operations at the Austrian Danube


Description From a technical point of view, the locks along the Austrian section of the

Danube have been operated without major interventions throughout the last

years and indeed decades. The simultaneous closure of both chambers of a

river lock has practically never occurred. But when traffic volumes increase in

summer, the closure of only one lock chamber can result in a total waiting time

of up to 500 hours per month, thereby causing economic damage for

companies as well as a loss of prestige for inland waterway transport as a

whole.

Consequently the National Action Plan Danube Navigation (see separate good

practice form) foresees the optimisation of lock maintenance and repair

operations as an important measure for enhancing the traffic flow. In order to

reach this objective, a working group developed a new lock maintenance

scheme which was put into practice in winter 2008/2009 and proved to be very

successful since then. The cornerstones of this new maintenance scheme are

a shift of maintenance works to the time slot between early November and

end of March, when traffic volumes on the river Danube are comparably lower

due to a reduced number of passenger vessels and

the implementation of organisational measures which allow for more efficient

maintenance and repair works (employment of more staff during critical times,

framework agreements for repair works, etc).



Objective & targets The project aims to

reduce lock maintenance and repair time in the main navigation period in

summer in order to minimise adverse effects for the inland navigation sector,

develop an organizational framework for an efficient management of lock

maintenance and repair works

Time frame (years) 2006-2007 Development of the lock maintenance scheme

2008-2011 Gradual shift of maintenance operations to the desirable time slot in

winter

Users and

stakeholders

Within the frame of this project a working group consisting of Austrian

Hydropower AG (AHP), the power plant operator responsible for the

maintenance and repair of locks, the Austrian Federal Ministry for Transport,

Innovation and Technology and via donau – Österreichische Wasserstraßen-

Gesellschaft mbH was initiated. The new lock maintenance scheme was sealed

by the conclusion of an agreement between the Ministry and Austrian

Hydropower AG.

Key success

factors and

innovative aspects

The project

raises awareness of hydro power plant operators in the interest of inland

navigation

improves the coordination of interests between power plant operators and the

inland navigation sector

creates an institutional framework for an intensified cooperation between lock

operators, navigation authority and waterway administration regarding lock

maintenance and repair works

aligns lock maintenance schedules with seasonal traffic volumes (shift to

winter months) and thereby demonstrates how lock maintenance and repair

works can be managed efficiently

Contact Reinhard Vorderwinkler

Head of the Department of Navigation, Nautical and Technical Affairs

Federal Ministry for Transport, Innovation and Technology

Phone: +43 1 711 62 65 – 5900

Mail : [email protected]

Website: www.bmvit.gv.at/verkehr/schifffahrt/binnen

Costs and financing Project costs: The project was funded under the framework of the National

Action Plan Danube Navigation (NAP).


Lock operation and maintenance costs: Austrian Hydropower AG bears the

costs with the federal government contributing a certain amount as contractually

arranged. An additional agreement describes the measures necessary for

improving lock maintenance operations and exempts AHP from any additional

costs which exclusively benefit inland navigation.

Requirements for

implementation in

other member

states

commitment of lock operators and waterway authorities to come to a mutually

binding agreement

budget to cover additional costs which benefit inland navigation

Title Electronic Lock Management System (LMS)


Description The LMS was conceptualized and implemented within the successful

implementation of RIS in Austria and was officially launched on 1 January 2009

following several months of sophisticated performance tests and a parallel

operation with the original handwritten lock diary on all nine Austrian locks.

Among the main tasks of the LMS are the standardised documentation of all

operational lock processes and the data registration of all completed lock

operations including detailed information, such as vessel data, locking data (e.g.

entrance time, exit time) or the groupings of the vessels, on each and every lock

operation.

A close system-connection to other RIS systems like the Vessel Tracking and

Tracing System as well as the automatic vessel identification via voice radio

supports the lock operators in the planning and execution of the lock operations.

A data exchange between neighbouring locks along with a graphic display of

the current traffic situation at the upstream and downstream section of the

waterway further provides detailed information like vessel characteristics on the

approaching convoys and (single) vessels.

A new update release, implemented in late summer of 2010, completes the

information exchange between the locks about certain information from the

voyage plan of the ship master, such as, for instance, the resting time of a

convoy. The new version also includes, amongst other things, an update in the

procedures for determining the waiting time of convoys or extended information


about the current lock conditions. This information will be used in the future for

specific RIS services intended for transport and logistics users as being pilot

implemented in RIS projects co-funded by the European Commission.


Objective & targets The objective of the Austrian Lock Management System is to assist and support

the lock operators in their daily procedures for planning, execution and

documentation of pending lock operations and for recording the entire lock

processes. The LMS further aims at improving the service levels to the users of

the waterway, for example by means of providing real-time operational

information to RIS users, increasing the smoothness of traffic and decreasing

the waiting times on the locks. Actual lock information as well as statistics will

be used for new RIS services in order to support the integration of this

information into the planning, monitoring and execution processes of

commercial operators in the IWT sector.

Time frame (years) 2006 – present

Users and

stakeholders

Supreme Navigation Authority – RIS authority in Austria

via donau – Österreichische Wasserstraßen-Gesellschaft mbH – RIS provider

in AT

Statistics Austria - former Austrian Central Statistical Office

VERBUND-Austrian Hydro Power AG – Operator of hydropower plants on the

Danube

fleet operators and skippers

other RIS users

Key success

factors and

innovative aspects

From a process-oriented point of view

simplified and reduced data input for lock operators by means of automatic

vessel identification and notification based on available RIS information

advanced graphical user interface adapted to the needs of the lock operators

reduction of administrative procedures and costs, for example by enabling the

compilation of extensive statistics and reports

provision of earlier and more precise information about the passage of a lock

to the skipper (supports voyage planning on board, decrease waiting times at

locks)

From a technical point of view

automatic vessel identification and notification using various systems and


technologies (Inland AIS from VTT System, ATIS announcement from marine

phone, XML messages from previous locks)

existing or prepared interconnection to other RIS systems like the Electronic

Ship Reporting System or Hull Database Management System

provision of real-time information about the status of chambers and locks over

various interfaces (e.g. on website, via XML web services)

provision of historical data, as for instance average passage times, used by

other RIS services

supports lock optimisation by algorithms and definable check routines

Contact Ralph Fromwald


Phone: +43 50 4321 1616


Website: www.doris.bmvit.gv.at provides information on operational status of

chambers and locks out of LMS

Costs and financing The LMS was part of the Austrian implementation of River Information Services

and was therefore co-financed in the framework of the TEN-T Programme of the

European Union.

Requirements for

implementation in

other member

states

In order to ensure harmonisation across RIS systems the requirements of the

EU RIS Directive should be followed during the implementation process. An

international exchange of expertise will help to avoid common problems and

malfunctioning.

Reference is made to the international section which presents several cases that also refer to Austria.

BELGIUM

Title Optimisation of transhipment techniques for palletised goods

Theme Markets

Description During the period 2007-2009, more than 50,000 tonnes of palletised goods

were transported by barges in Belgium (mainly Flanders) in optimisation tests

for transhipment of palletised building materials. The outcomes were two

techniques with which pallets can be handled very economically: A mobile

crane with forks for three pallets processes up to 180 tonnes per hour, and

forklift manipulation which processes more than 200 tonnes per hour. This last

technique made it possible to transport palletised goods via the inland

waterways in an econcomical way and is now being commercially exploited by

market parties. The outcome is even broader than foreseen: all goods which

can be handled on an industrial way with forklifts can now, under certain

conditions, be transported by barge.

Title Optimisation of transhipment techniques for palletised goods

Geographic area Belgium

Objective & targets The objective was to bring the transhipment rate above 150 tonnes per hour

and the transhipment cost to substantially less than 1 EUR per tonne.

Time frame (years) 2007 – 2009 for the tests, operationally since 2009

Users and

stakeholders

Nv De Scheepvaart/VOKA, producers of construction materials in Belgium

Key success

factors and

innovative aspects

The very practical approach, the use of very standard techniques (forklifts,

cranes) and easily available barges. The fact that the investment cost was not

very high made the tests very accessible for the supporting parties.

Contact Filip Verbeke, nv De Scheepvaart,


Website: www.descheepvaart.be

Costs and financing 75,000 EUR were invested by 7 parties

Requirements for

implementation in

other member

states

This technique is easily applicable without many costs in every member state.

Title Transport experts for Flanders

Theme Markets

Description From 2005 on, an initiative was taken by the Flemish government: the Flemish

waterway managers for the inland waterways in Flanders (Waterwegen en

Zeekanaal nv and nv De Scheepvaart) and the Flemish chambers of commerce

VOKA and Unizo (the professional organisation for the Self-Employed and

SMEs) signed an agreement under which they hired several experienced

independent transport experts to analyse material flows and advise companies

in Flanders on how to integrate inland navigation in their supply chains.

Implementation of these changes is also part of their assignment. Since 2006,

four transport experts are working in Flanders, giving substantial results in

terms of new material flows, innovation and creation of awareness.

Geographic area Flanders

Objective & targets move new material flows from road to water and facilitate innovations

create awareness and positive thinking about inland navigation

Time frame (years) Since 2005

Users and

stakeholders

users: all companies in the Flanders region

stakeholders: nv De Scheepvaart, WENZ, VOKA, Unizo

Key success

factors and

innovative aspects

more than 2,000,000 tonnes were moved towards inland navigation

the most specific result is that palletised transport is beginning.

Contact Mail:

WENZ: [email protected], [email protected],

[email protected]

De Scheepvaart: [email protected]

Costs and financing 500,000 EUR

Requirements for

implementation in

other member

states

no specific requirements

just the budget is needed

Title Decoupling construction site logistics

Theme Markets

Description Based on the possibility of cheap forklift handling of construction materials into

barges, a new logistical concept was successfully tested: the use of a

temporary waterbound repository close to big construction sites. Big volumes of

construction materials such as palletised bricks, concrete elements, etc. can be

transported economically and without stress to such ‘depots’ at the waterside

and can be called off to the construction site itself on a just-in-time basis.

Congestion problems no longer disturb the construction activities, logistics

administration is reduced to almost zero, costs are lower and environmental

impact is reduced by at least 50%. This was tested with companies like De

Bonte (railway sleepers for France), Omnibeton and Eurodal. Additionally the

removal of big volumes of bulk material is facilitated.


Geographic area Belgium (Flanders), France

Objective & targets reduction of costs

reduction of stress and environmental impact of big construction sites

Time frame (years) 2009 – 2010

Users and

stakeholders

producers of diverse construction materials

a shipping company supported by nv De Scheepvaart’s Transport Expert


Key success

factors and

innovative aspects

manipulation and transhipment into barges was made possible by using

forklifts

opening towards new business opportunities

Contact Filip Verbeke, Transportexpert nv De Scheepvaart,


Website : www.descheepvaart.be

Costs and financing -

Requirements for

implementation in

other member

states

willingness of construction companies to change their habits

Title Estuarial vessels Deseo/Tripoli and Ambères

Theme Fleet

Description Large inland container vessels (240 to 400 TEU) providing shuttle services in

the Scheldt estuary to connect the port of Zeebrugge with its hinterland.

Geographic area Belgium (Flanders) and Germany

Objective & targets The objective is to provide regular container liner services to large shipping

companies and terminal operators:

Three estuarine barges connect the Port of Zeebrugge with Antwerp

Container terminals as well as several Flemish inland terminals.

Two estuarine vessels, carrying 400 TEU, or 5,000 tonnes, are active

between Zeebrugge and the Antwerp region.

One estuarine vessel with a capacity of 240 TEU sails between Zeebrugge

and the WTC-terminal on the Albertcanal in Meerhout three times a week.

In total six estuarine barges are planned.

The target is to ship 790,000 TEU yearly to the Flemish hinterland and Rhine

region (= 500,000 trucks or 9,000 traditional barges passing the historic city of

Bruges).

Since September 2010 PortConnect nv has provided an estuary connection

from Zeebrugge to Neuss and Duisburg.


Users and

stakeholders

University of Ghent (technical)

PortConnect Zeebrugge

WTC Meerhout

Flanders regional government

inland navigation entrepreneur

Key success

factors and

innovative aspects

kick off support during the first three years of exploitation of the Flemish

government

supportive administrative framework for this new type of vessel (building

requirements and regulations, customs)

inland barge adapted and rebuilt to meet coastal and estuarine (maritime)

safety requirements

from the concept phase a very good technical and commercial co-operation

has been established between all stakeholders

Title Estuarial vessels Deseo/Tripoli and Ambères

Estuarine vessels are inland barges adapted to sea conditions (extra hatches,

higher bow, cellular hold, maritime safety requirements, etc.

Contact PortConnect NV

Doverlaan 7

8380 Zeebrugge

Belgium

Phone: +32 50 55 24 00

Fax: +32 50 55 13 11


Website : www.portconnect.be

Euroports Containers Meerhout NV

Nikelaan 1, 2450 Meerhout, Belgium

Phone: +32 13 67 01 30


Website: www.euroports.com

Costs and financing Budget: Initial investment of 6 million EUR, partial contribution by Flanders

regional government.

Requirements for

implementation in

other member

states

existence of seaports, with estuary hinterland connections

technical knowledge on adapting inland barges to sea conditions

Title Flexible training opportunities

Theme Jobs & Skills

Description Qualified inland navigation personnel are becoming scarce. To mitigate this,

forces are joined with employment offices in order to attract more people. The

Flemish regional employment office VDAB organises specific 4-months

conversion trainings for 15 job seekers at the same time twice a year, in

cooperation with the inland waterway sector. This training comprises theory

lectures and traineeships before the final practical examination for which the

success rate lies around 95%. The first traineeship at the start of the course

consists of 2/3 "get-a-feel" days on a vessel, with a 1 month fully participating

traineeship on board of an inland vessel on the Rhine or another river taking

place after successful theoretical examinations. This course is paid for by VDAB

if the trainee is unemployed.

To date 226 people have taken the VDAB course, of which 160 have finished

the course successfully. 60% of them have found a job within the sector.

Geographic area Belgium (Flanders)

Objective & targets help unemployed people to get work

reduction of the shortage of staff in inland navigation

Time frame (years) Since 2007 (ongoing)

Users and

stakeholders

flemish employment office and training centres

inland navigation entrepreneurs

unemployed people

Key success

factors and

innovative aspects

one person, the inland shipping coordinator, takes care of all non-educational

student and employer issues

training for newcomers – re-employment

the get-a-feel days for the candidates

excellent co-operation between the regional employment office, the barge

owners and the inland shipping coordinator

individual guidance of trainees and inland navigation employer

after a 4-months training and a successful examination one can become a

“matroos” (sailor)

Contact VDAB en T&O Antwerpen

Somersstraat 22

2018 Antwerpen


Website:

http://cobra.vdab.be/cobra/Cobra?event=algemeneFiche&clusterBeroep=176

(Dutch only)

www.binnenvaart.be provides limited information (heading Training & Jobs)

Costs and financing Social Fund + 50,000 EUR/year of the ministry of work for personnel and

project costs

Requirements for

implementation in

other member

states

presence of shortage in shipping personnel and unemployment in the

navigable area

subsidies from the government, i.e. the Ministry of Work, or the Ministry of

Transport

cooperation of (an) employment office(s) and inland navigation entrepreneurs

Title LeNA

Theme Jobs & Skills

Description LeNa

Leren Navigeren

Learn to Navigate

Leçons de Navigation

Lernen zu Navigieren

Navigation simulator for inland waterway vessels


Objective & targets The objective is to enhance inland navigation training by introducing a simulator

where students and trainees can practice to maneuver and navigate within a

large scale of different inland waterway vessels in different virtual environments

of existing waterways and canals.


Users and

stakeholders

Promotion inland navigation Flanders (PBV)

Hydraulic Laboratories Flanders

Title LeNA

social partners IWT sector

all institutes providing IWT educational programmes in Flanders:

KTA Cenflumarin

SYNTRA

Levanto

VDAB

Key success

factors and

innovative aspects

Although the concept has been available for a long-time in other sectors (flight

simulators, maritime simulators, driving simulators, crane/handling equipment

simulators a.s.o) there were no inland navigation simulators in Flanders and

very few in Europe.

For the practical training in maneuvring and navigating inland waterway vessels

a simulator provides an equal and sometimes better alternative for the training

on board of school or internship vessels, due to the possibility of repeatedly

training situations and of training in a virtual world without real danger for crew

or vessel.

LeNa is part of a project directed to teach the clearly and precise determined

job skills of the different IWT professions in a complete, practical and cognitive

based educational programme.

Contact C. Kellens – P. Lambrechts

Promotie Binnenvaart Vlaanderen

Armand Hertzstraat 23

B-3500 Hasselt

Belgium

Phone: + 32 (011) 230606


Website: www.binnenvaart.be

Costs and financing Investment: 600,000 EUR

Operation/maintenance: 100,000 EUR/year

Requirements for

implementation in

other member

states

Implementing inland navigation simulators in the training and education of IWT

professions throughout Europe requires EU or CCR legislation of the standards

required for such simulators and the modalities to integrate this type of training

in IWT educational programmes and required sailing time regulations.

Title Quay subsidisation programme


Description To increase inland navigation, the Flemish

regional government is supporting the

construction of quays along inland

waterways, the so-called “Kaaimuur

programma” (quay wall construction

programme). Private companies contribute

20% to the construction costs; the remainder

is paid by the government. The quay wall remains under the ownership of the

government, who is contributing to the investment under the condition that the

company guarantees certain volumes of cargo for a period of 10 years. If these

guarantees are not met, the company pays a fine.

To date more than 156 construction projects have been approved.

In total, about 77 quays have been built using the subsidy programme. At the

end of 2009, almost 4 million truck movements have been saved because of

this programme.


Objective & targets To encourage a modal shift to inland navigation

Time frame (years) Since 1998 (on going)

Users and

stakeholders

several companies have applied for subsidies

Flanders waterways managers

Key success

factors and

innovative aspects

The construction of quays throughout Flanders along waterways substantially

increases the accessibility of inland navigation in Belgium. (Every 4 kilometres a

new transhipment facility will be created).

Since the start, the inland shipping sector has moved 2.5 million road trips away

from Flanders’ roads; in 2008 this was almost 700,000 trips and about 640,000

trips in 2009.

offering subsidies to the construction of quays along waterways everywhere in

Flanders

investment under condition of modal split

Contact Afdeling Coördinatie van Waterwegen en Zeekanaal NV

Phone: +32 25 53 77 80

Website: www.binnenvaart.be (Dutch only)

Title Quay subsidisation programme

Costs and financing Average investment 850,000 EUR/quay

Requirements for

implementation in

other member

states

largest share of investment from the government (70-90%)

initiative, commitment and share in the investment in inland navigation

entrepreneurs

See also Romania for the ILDE project

See also France for DIPCITY

BOSNIA AND HERZEGOVINA

Good practices concerning Bosnia and Herzegovina exclusively have not been identified.

The reader is referred to good practices presented under Croatia, which also concern Bosnia

and Herzegovina.

BULGARIA

Title Elaboration of master plan for Port Complex Ruse J.S.Co

Theme Markets

Description A master plan is being developed for the river port of Ruse along the Danube in

Bulgaria. Within the master plan provision is made for analysis of the quality of

air and water in the area, production capacities and trainings, infrastructure,

substructure, qualification of the personnel, transhipment traffic and full analysis

for the economic activity of Port Complex Ruse. The master plan gives the main

direction for the development and future activities of Port Complex Ruse until

2020, taking into account the above mentioned issues.

Photo: Port of Ruse (Website)


Photo: Port of Ruse (Website)

Geographic area Bulgaria (Port Complex Ruse J.S.Co)

Objective & targets The objective of the elaboration of the master plan is to establish positive and

negative aspects of the development and activities of the company and thus

take the corrective measures necessary.


Users and

stakeholders

Ministry of Transport

Port Complex Ruse J.S.Co

“Alexander Gibb”

Transproject Sofia

Municipality of Ruse

port authorities and port users

Key success

factors and

innovative aspects

Transition from a centrally planned economy to a market economy and the

need for redefining the development priorities of the company.

In the elaboration of the master plan there are some new aspects that have

not been used until now.

Contact Website: www.port-ruse-bg.com



Requirements for

implementation in

other member

states

-

Title Design, construction, delivery and preparation for the operation of a vessel “Mirage” pusher/tugboat with capacity of the main engines 2х578 KW.

Theme Fleet

Description Designing, constructing, delivering and preparing for operation of a vessel

“Mirage” pusher/tugboat with capacity of the main engines 2х578 KW.

Basic dimensions: length – 23 m, width - 11.90 m. It is mainly designed for the

maneuvering of vessels without crew by pushing and tugging. The vessel is

equipped with a fire-extinguisher for the purposes of accidents in difficult

conditions in the area of the Ruse Port and during ice periods.

Geographic area Bulgaria (Port of Ruse), Lower Danube

Objective & targets fast and safe maneuvering of vessels without crew in the water area of Port of

Ruse


Users and

stakeholders


Port Complex Ruse J.S.Co

Executive Agency for Exploration and Maintenance of the Danube River

The Shipyard of Ruse,

Executive Agency Maritime Administration

Title Design, construction, delivery and preparation for the operation of a vessel “Mirage” pusher/tugboat with capacity of the main engines 2х578 KW.

Bulgarian Ports Infrastructure Company

port users

Key success

factors and

innovative aspects

need for investment

support of the Ministry of Transport and the Shipyard of Burgas

aid from EC

It sets up conditions for renewing the fleet of the port with modern vessels,

which will promote the basic port activities.

Contact Website: www.port-ruse-bg.com

Costs and financing Phare programme: 1.2 million EUR

Requirements for

implementation in

other member

states

-

Title Construction of a winter camp for winter pass of 39 vessels navigating the Danube river


Description The winter camp is a modern facility to facilitate the winter pass of 39 river

vessels with measures 12/71 m and tonnage up to 900 tonnes and 20 yachts. It

is located in the water area of the Ruse river port at km 491 on the Danube

river. The total area of the winter camp is 70,000 m2. It is connected to the

urban road network of Ruse and has a close connection to the railway network

and a direct connection to the water transport on the Danube using the existing

quay wall or the East port of Ruse.

All navigating river vessels have the possibility of using various services

including: stay and winter pass, shelter during unfavourable navigation

conditions, electricity, water, telephone, diver and ship maneuver services,

current repairs and means for cleaning oily-born waters.

The complete project comprises 3 Stages. Stages I and II are completed. Stage

III is in process of implementation.

Geographic area Bulgaria (Port of Ruse)

Objective & targets improvement of the navigation safety on the Danube river

reduction of the number of emergencies with river vessels for both Bulgaria

and Romania

expansion of the transport infrastructure of the region as there is no similar

winter camp in the trans-boundary region

improvement of the services provided for vessels

improvement of the water quality and micro environment of the region

decrease in unemployment within the region

development of the economy of the border regions by enhancing trade and

economic co-operation

encouraging the development of corresponding transport links on both sides

of the Bulgarian-Romanian border

Time frame (years) Construction works since 2001

Expected end of construction works is 2010

Users and

stakeholders

fleet operators

ship owners

inland navigation industry

Title Construction of a winter camp for winter pass of 39 vessels navigating the Danube river

Executive Agency for Exploration and Maintenance of the Danube River

(EAEMDR)

other interest groups

Key success

factors and

innovative aspects

the existing Bezimen-island and the erected bulkhead structure between the

island and the riverside, that constitutes a natural non-arranged winter camp

consideration and approval of the project by a technical expert and Economic

Council at the Ministry of Transport

trained and experienced staff

coordination of the construction of the project with competent Romanian

authorities as well as with all competent authorities on the Bulgarian part

funding

No similar structures exist in the whole Danube area between the city of

Budapest in Hungary and the Black sea.

Contact Website: www.appd-bg.org

Costs and financing Total project cost – 14.9 million EUR: EC aid through the Phare programme (Stage I and II ), The Republic of Bulgaria

national budget (Stage III)

Requirements for

implementation in

other member

states

-

The reader is also referred to good practices presented under Romania, where additional

information on Bulgaria can be found.

CROATIA

Title Dunavska Plovidba - New Croatian Shipbuilding company

Theme Markets

Description As it is very hard to start a shipping business in Croatia, due to high entry

thresholds and no governmental subsidies and incentives, every newcomer in

the inland navigation sector is welcome.The company Dunavska Plovidba was

founded in 2007 by using the Croatian Bank for Reconstruction and

Development’s Loan Programme for Incentives to Start-up Small Enterprises. It

is the first newcomer in the field in this century.

Since 2007 the company has acquired two ships with a capacity of 1.300 and

1.750 tonnes and employs 12 people. The company operates on Croatian and

international inland waterways (Rhine, Danube, Drava, Sava).

Geographic area Croatia, Danube

Objective & targets The objective is to show that entrepreneurship in inland navigation is possible

even without strong support from the government.


Users and

stakeholders

Shipping company Dunavska Plovidba

Key success

factors and

innovative aspects

Entrepreneurial spirit and good knowledge of the inland navigation sector are

the success factors which made it possible for the company to find its place in

the Croatian and European inland navigation sector.

This practice is innovative for Croatia because this is the first sign of

entrepreneurial spirit in inland navigation in Croatia. Until now there were

several attempts to start the shipping business in Croatia which were not

successful due to the fact that banks are reluctant to give loans for the purchase

of vessels. If they do so they ask for mortgage on real estates and offer leasing

options which are more expensive than normal credit loans. This company used

the loan options which were not exclusively dedicated to support inland

navigation, but to any small enterprise with a good business idea.

Contact No website of the company so far

Costs and financing Actual investment is unknown. The company did receive a loan from the

Title Dunavska Plovidba - New Croatian Shipbuilding company

Croatian Bank for Reconstruction and Development which covered up to 50% of

the whole investment.

Requirements for

implementation in

other member

states

strong entrepreneurial spirit and loan options for the start-up of small

enterprises

Title De Minimis State Aid for the Support of Inland Waterway Transport

Theme Fleet, Jobs & Skills

Description The Croatian Ministry of the Sea, Transport and Infrastructure introduced the

De Minimis State Aid Programme for the support of inland waterway transport

for the following components:

harmonization of a vessel’s technical requirements in accordance with the

regulations of the European Commission

implementation of technologies and equipment with reduced harmful

emissions on vessels

De Minimis State Aid is a type of subsidy regulated by Commission Regulation

(EC) No69/2001. These subsidies are called De Minimis because the amount

given is relatively small. According to this regulation the user can get a

maximum of 200,000 EUR over the period of three years. This is the first De

Minimis Programme for inland navigation in Croatia.

This programme is aimed at vessels used for commercial transport and

includes:

renovation of ships through efficiency enhancement, adjustment to market

demands on the basis of modernisation of cargo area and modification of

hydraulics on existing ships

upgrading of safety levels through equipping existing tanks with double shells

modernisation of engines in terms of ecological acceptability through the

purchase and installation of means to reduce engine emissions, especially the

installation of devices for the reduction of fuel consumption and reduction of

NOx and CO2 emissions

costs of purchase and installation of ecologically acceptable and safer ship

equipment, especially equipment for ship’s waste disposal

upgrading of safety and efficiency through installation of devices, equipment

and radars on the ship, such as: TRESCO, ECDIS, AIS transponders, VHS

stations, communication devices on the vessel for internet access

The Croatian Ministry of the Sea, Transport and Infrastructure introduced the

De Minimis State Aid Programme for the support of inland waterway transport

by means of training employees for shipping professions on inland waterway

vessels.

As there is no specialised secondary school for inland navigation in Croatia, this


programme provides an opportunity for shipping companies to educate their

trainees within their companies. According to the regulations on occupations

and professional qualifications in inland navigation, trainees have to have a

primary or secondary school degree (depending on the particular occupation) in

order to be able to qualify for an inland shipping occupation. With the support of

this programme trainees will have an opportunity to earn their professional

qualification while already working on the ship and will continue to work for the

shipping company which was granted the state aid.

There are three components in this programme for which Croatian shippers can

apply:

harmonisation of vessel's technical requirements in accordance with

regulations of the European Commission

implementation of technologies and equipment with reduced harmful

emissions on vessels

employment of trainees for shipping professions on inland waterway vessels

In 2007 the only user of the programme was the shipping company Dunavski

Lloyd which received funds for the upgrade of 6 ships. In 2008 the users of the

programme were the shipping companies Dunavski Lloyd and Dunavska

Plovidba. Dunavski Lloyd received funds for the upgrade of 5 ships and

Dunavska Plovidba for the upgrade of 2 ships.

Unfortunately, due to the economic crisis in Croatia and lack of funds for inland

navigation, this programme was temporary cancelled and there was no call for

De Minimis State Aid in 2009.

The third component of the programme “Employment of trainees for shipping

professions on inland waterway vessels” did not prove to be very successful.

Shipping companies Dunavski Lloyd and Dunavska Plovidba did show interest

in applying for this component of the programme but found that the terms of the

call were too strict and not favourable for the employment of trainees. The result

is that no people have been trained with the support of the government. It is

expected that this component of the call will be changed to some extent in order

to create conditions to attract new personnel in the sector.

Geographic area Croatia

Objective & targets The objective is the implementation of measures of the European Action

Programme for Inland Waterway Transport (NAIADES), on the basis of which

the Development Strategy for Inland Waterway Transport in Republic Croatia


2008 – 2018 was adopted, which contains basic guidelines for development of

inland waterway transport in Croatia. This programme contributes to the

environmental protection in accordance with the Kyoto Protocol and European

White Paper.


Users and

stakeholders

companies registered for one of the services in inland waterway transport

Key success

factors and

innovative aspects

This is the first De Minimis State Aid Programme in Croatia intended particularly

for inland navigation. The fact that it is published for a second year in a row

means that it can be expected to become a regular direct state support for

Croatian shipping companies.

Contact Inland Navigation Directorate of the Ministry of the Sea, Infrastructure and

Transport

Phone: +38 516 169 062

Website: www.mmpi.hr/default.aspx?id=887

Costs and financing The maximum amount of aid which can be granted to a particular user is

200,000 EUR over three years.

The total budget depends on the available budget of the Ministry of Transport.

Requirements for

implementation in

other member

states

initiative from the government to support and enhance inland navigation

Title First inland navigation school in Croatia

Theme Job & Skills

Description Until recently Croatian shipping companies faced difficulties regarding the

finding of qualified personnel as there were no existing IWT schools in Croatia.

For that reason most of the personnel on board were either former seamen or

foreigners. In spite of numerous initiatives over the years to start such a school

there were no results.

The Shipping company Dunavski Lloyd solved this problem by establishing its

own training system within the company. In 2009, Dunavski Lloyd applied and

was approved by the Ministry of the Sea, Transport and Infrastructure to

perform training for acquirement of certificates for IWT nautical professions.

Dunavski Lloyd also started an initiative together with the Vocational school in

Sisak to form one class of 14 pupils for the profession of inland navigation

nautical technician. This programme was approved in June 2009 by the Ministry

of Education, just in time for the registration process for the new school year

(2009-2010). The first school year started in September 2009: This programme

will last 4 years and the school plans to keep attracting new pupils each year.

Until the new generation of educated inland navigation professionals enters the

work force, Dunavski Lloyd will continue with its practice of internal training but

also plans to provide opportunities for practical work for the pupils of the inland

navigation school.

In 2009 the Ministry of the Sea, Transport and Infrastructure introduced

scholarships for inland navigation school students and plans to continue with

this practice on a yearly basis.


Objective & targets The objective of this practice is the implementation of measures of the

European Action Programme for Inland Waterway Transport (NAIADES), on the

basis of which the Development Strategy for Inland Waterway Transport in the

Republic of Croatia 2008 – 2018 was adopted, which contains basic guidelines

for development of inland waterway transport in Croatia and stresses the

importance of finding a solution for better training of future employees in inland

navigation and attracting the new work force.

Time frame (years) 2009

Users and Vocational school Sisak

Title First inland navigation school in Croatia

stakeholders Dunavski Lloyd

Ministry of Education

Ministry of the Sea, Transport and Infrastructure

Key success

factors and

innovative aspects

strong lobbying from the biggest Croatian shipping company

understanding and support from the government

interest for the inland navigation profession

first official educational institution for inland navigation in Croatia

Contact Website(s):

www.dunavski-lloyd.hr

www.ss-obrtnicka-sk.skole.hr

Costs and financing The budget for the start-up of the inland navigation class in the Vocational

school in Sisak was given by the Ministry of Education and is not available for

ongoing financing. The budget for the scholarships given by the Ministry of the

Sea, Transport and Infrastructure in 2009 was 140,000 kuna (around 20,000

EUR).

Requirements for

implementation in

other member

states

Governmental support and contribution

Title POWA (Ports and Waterways) Conference

Theme Image

Description POWA (Ports and Waterways) is an international scientific conference

dedicated to the sea and inland ports and waterways in Croatia and Europe

which is held every year in Croatia.

The objectives of this conference are to discuss the management, operation

and planning of ports and waterways, with special emphasis on new areas of

research. The conference promotes the incorporation of new technologies into a

better concept of port and waterway development and management in order to

improve their competitiveness.

POWA is largely supported by the Croatian academic, economic and port

communities and provides a forum for discussion and exchange of ideas,

methods, and knowledge between managers, operators, designers and the

scientific and academic communities.

The authors of contributions are experts and practitioners from faculties,

institutes, colleges and transport studies, from transport economy, from the port

authorities, municipal authorities for traffic, logistics operators and business

people.

The papers and presentations are focused on port management, intermodal

transport systems, safety and security, intelligent transportation systems, legal

Title POWA (Ports and Waterways) Conference

issues and port logistics and Short Sea Shipping.

The POWA is an annual conference. On 10 and 11 September 2009 the

conference was held in Zagreb. It was dedicated to short-sea-shipping. In 2009,

the conference gathered around 30 presenters from all over Europe.

Geographic area Croatia and Europe

Objective & targets Promotion of sea and inland navigation and cooperation between stakeholders


Users and

stakeholders

scientific community

economic community involved in sea and inland navigation

Key success

factors and

innovative aspects

POWA is an excellent opportunity for all the stakeholders in inland and sea

navigation to come together once a year and exchange ideas and

experiences in order to enhance the industry’s performance.

This conference has a unique approach which stimulates cooperation

between the maritime and inland navigation sector.

Contact Website: www.fpz.hr/powa2008/indexEn.asp

Costs and financing The conference is financially supported by

the Ministry of the Sea, Transport and Infrastructure

transport faculties (University of Zagreb and University of Dubrovnik)

sea and inland port authorities (Vukovar, Slavonski Brod, Osijek, Sisak,

Dubrovnik, Ploče, Rijeka) and

private companies (CRUP)

Requirements for

implementation in

other member

states

This conference could be applied to other countries which have both maritime

transport and inland navigation. An initiative from both communities to share

their experiences and ideas.

Title Rehabilitation of the Port of Vukovar


Description The Port of Vukovar is the biggest Croatian inland port and the only port on the

Croatian stretch of the Danube river. The port is situated on the 1335th km of the

river Danube, on the right bank. In the 1970s and 80s the port of Vukovar was

the leading port in former Yugoslavia in terms of transhipment volume with 1.2

to 1.3 million tonnes per year.

During recent war times in former Yugoslavia (1991 – 1995) the devastation of

the city of Vukovar and of the port itself was enormous. Consequently, port

activities ceased until the peaceful reintegration of the city in the legislature of

the Republic of Croatia. The port was out of operation until 1997 when Croatian

government invested approximately 5.5 million EUR in order to enable basic

recovery of the port facilities. The port also received a significant donation from

the Government of the Kingdom of Belgium in the form of two renewed portal

cranes worth 650,000 EUR. The port has been able to regain its former position

due to successful rehabilitation works, both in terms of port infrastructure and

superstructure, as well as organisational improvements.

In 2004 Port Authority Vukovar with the support of Croatian Ministry of

Transport ordered a detailed Master Plan for the port development concept

which was established by international consortium led by Duisport – Duisburger

Hafen AG. In 2005, a Feasibility Study for the New Port of Vukovar was made

by Dohr Capital and international consortium.


At the end of 2007 the port purchased a fourth crane which increased the total

capacity for transhipment to 1.5 million a year. Almost 80% of the cargo handled

in the port is intended for the market of Bosnia and Herzegovina because of the

developed mining industry, but in the last couple of years there has been an

increased interest from Croatian companies wanting to use inland navigation as

a means of transporting their goods. The structure of the transhipped cargo is:

62% iron ore, 11% grains, oilseeds and sugar, and smaller quantities of

concrete iron, sheet metal and other specialised cargo. Unfortunately there was

a significant drop in the volumes handled in 2008 and 2009 due to the economic

crisis.

Geographic area Croatia (Eastern Slavonia)

Objective & targets The goal of the Port Authority of Vukovar and the Port of Vukovar, with the

support of Croatian government, is to establish a stable and strong inland port

in Croatia which will be an example and the stimulation for further development

and investments in inland navigation.

Time frame (years) -

Users and

stakeholders

Port Authority Vukovar – public institution for management and development

of the port and terminals on the Danube river – under direct authority of

Ministry of the Sea, Transport and Development

Port of Vukovar

Concessionaires of the port area Vukovar

Key success

factors and

innovative aspects

The Croatian government recognized the potential and importance of the port

and is stimulating further rehabilitation and development.

Key to the rehabilitation of the port after the war was the commitment of

authorities to reinvest and of shippers to shift back to IWT.

This case certainly has an innovative aspect for Croatian inland waterway

transport sector considering that the Port of Vukovar was the first inland port

in Croatia where significant funds were invested that start to pay off.

It shows that investment in inland navigation in Croatia is feasible.

Contact Website(s):

www.port-authority-vukovar.hr

www.luka-vukovar.hr

Costs and financing already invested: 5.5 million EUR by the Croatian government, 650,000 EUR

by the Belgian government


planned future investments: between 20 – 40 million EUR

Requirements for

implementation in

other member

states

strong support from the government

Title CRORIS (Croatian River Information Services)


Description Development of inland navigation infrastructure in Croatia (ports and

waterways) has been very slow over the past 10 years. Nevertheless one

aspect of infrastructure, where Croatia is in line with other European countries,

is development of River Information Services. Croatia participated at the Pan-

European conference on inland waterway transport in Rotterdam and signed

the Declaration which obliged all signatories to develop and implement RIS by

2005.

The CRORIS project officially started in 2003 when the contract was signed

between the Ministry of the Sea, Transport and Infrastructure, as beneficiary,

and CRUP (Inland Navigation Development Centre) as the RIS coordinator for

Croatia responsible for development, implementation and maintenance of the

system. The CRORIS project was implemented on a governmental level

(Ministry of the Sea, Transport and Infrastructure, Ministry of Internal Affairs,

customs, port authorities etc.) and commercial level (port operators, shippers

etc.) The first RIS centre was opened in Vukovar in January 2006.

Today, 100% of the Croatian part of Danube and the commercial part of the

Drava are covered with the AIS signal. CRUP is also working closely with the

Sava Commission to implement the RIS system on the Sava river in the near

future. The experience and expertise gained in 7 years of RIS development has

enabled CRUP to participate in the development and implementation of the

system in other countries (Slovakia, Serbia, France and Bulgaria).


Photo 1: CRORIS network

Photo 2: CRORIS ship list


Photo 3: Google Earth 3D view of Danube


Objective & targets The main objective is to ensure safe, efficient and environmentally friendly

transport on Croatian inland waterways. During the development of RIS in

Croatia three main targets were defined:

Upgrading of

navigation and traffic

inland waterways

fleet

cargo transport

ports and terminals

supporting services

Protection of

vessels and the crew

environment

infrastructure

Adoption of


transport regulations

environmental law

regulations on statistical data


Users and

stakeholders

Stakeholders:


Agency for Inland Waterways

Inland navigation Development Centre (CRUP)

Governmental users:


Port authorities Vukovar, Osijek, Sisak, Slavonski Brod

Harbour master’s offices Vukovar, Osijek, Sisak, Slavonski Brod

Customs authority of the Ministry of Finance

Border police of the Ministry of Interior

National Protection and Rescue Directorate

Regional RIS centers in Vukovar and Osijek

Commercial users:

port and terminal operators

boat masters

fleet managers

cargo shippers

freight brokers

Key success

factors and

innovative aspects

The project CRORIS is a good practice case because it shows how the

development and implementation of a relatively new information system in a

country which does not have a long inland navigation tradition can be

successful when all the interested parties realise the benefit of this project.

The main thing that made this project successful was the support from all the

relevant governmental stakeholders but also the interest of commercial

parties for innovation in inland navigation.

Contact Ministry of the Sea, Transport and Infrastructure

Krunoslav Sopček

Phone: +38 516 169 061


Miroslav Ištuk, Agency for Inland Waterways

Phone: +38 532 450 613



Damir Obad, Inland Navigation Development Centre (CRUP)

Phone: +38 516 314 445


Costs and financing The overall budget for the CRORIS project so far is estimated at around 2

million EUR. The project is funded by the Croatian government and the owner

of the system and all the equipment is from the Croatian Agency for Inland

Waterways.

Requirements for

implementation in

other member

states

This good practice is already implemented or is in the process of being

implemented in other European countries. CRUP participated in the

development and implementation of RIS in Slovakia, Serbia, France and

currently in Bulgaria.

The main requirement for the implementation of this good practice is the

strong political and financial support from the government as well as the

support from the inland navigation sector.

Reference is made to the international section which presents a good practice on the Sava

River.

CZECH REPUBLIC

Title Aid scheme for commercial enterprises for the modernisation of inland

waterway transport vessels

Theme Fleet

Description The Ministry of Transport of the Czech Republic has decided to improve the

level of technical equipment of the inland navigation fleet in the Czech Republic

and set up the programme “Modernisation of the inland freight vessels”.

By using the ERDF funds and state budget of the Czech Republic, state aid is

offered to the operators and ship-owners that fulfill the stated criteria.

The aid scheme was approved by the European Commission in 2008 and

contains:

aid for the purchase of low-emission engines, which will provide an incentive

for operators to upgrade to ships following the latest EU standards (main and

auxiliary engines)

aid for investment in transhipment equipment, which will make vessels more

competitive and operationally flexible, so as to support intermodal

transportation (lightweight hatchcovers, increased coamings, frame for

cars/vehicles)

aid for investment into appliances to increase navigation safety and improve

manoeuvrability (bow-thrusters, outer plating, steel bottom instead of wooden

ones, radar, autopilot)

The programme is ongoing since 2008 (First Call), 22 successful applications

have been approved. The Second Call was announced in 2009/2010

(December 2009 - February 2010), 24 applications were recommended for

finance.

Geographic area Czech Republic

Objective & targets higher level of environmental protection (acquisition of low-emission diesel

engines)

support of integration of inland navigation into the intermodal logistic chains

support for safety of inland navigation


Users and

stakeholders

operators and owners of inland navigation vessels registered in the Czech

Republic irrespective of their nationality

Title Aid scheme for commercial enterprises for the modernisation of inland waterway transport vessels

Key success

factors and

innovative aspects

enhancement of transport capacity of waterborne transport in modal split in

the Czech Republic by fulfilment of all the factors mentioned in the part

“Objective & Targets”.

Since 1990 this is the first programme of fleet modernisation and innovation in

the field of the inland navigation sector in the Czech Republic.

Contact Evzen Vydra, Ministry of Transport of the Czech Republic, Navigation

Department

Phone: +420 225 131 343


Website(s):

http://www.mdcr.cz

http://www.opd.cz

Costs and financing the state aid amounts to a maximum of 49% in total (85% ERDF funds, 15%

national budget of the Czech Republic)

51% financial sources of the applicant

Requirements for

implementation in

other member

states

-

FINLAND

Title Paper rolls transport on Finnish lakes

Theme Markets

Description In the lake district in Eastern Finland, paper production is an important

economic activity. Paper rolls are produced for both domestic and – more

important – international markets. In the past, paper was exported by road and

rail to e.g. Russia and Western Europe.

For the last few years, waterway transport has been used as the main mode of

exporting paper rolls. Sea-river vessels of companies such as Wagenborg

Shipping are sailing up the lakes and the Finnish/Russian Saimaa Canal, which

connects lake Saimaa to the Baltic sea through the Gulf of Finland and which

has a capacity of up to 2,500 tonnes. The sea-river vessels can cross the Baltic

sea to Szczecin in Poland and navigate to Berlin, or even to the Netherlands

and the Ruhr area in western Germany.

Currently around 100,000 tonnes of paper per year are being transported by

waterways.

Geographic area Finland

Objective & targets The shift to waterways had two objectives:

use of more environmentally friendly transport modes

cost savings due to less handling (direct delivery between production site and

clients, without the need of terminal handling or truck transport)

Time frame (years) Starting in 2004

Users and

stakeholders

several shipping companies (among which Wagenborg, but also e.g. Russian

companies)

paper factories

Key success

factors and

innovative aspects

The success is attributed to the fact that cost savings of 5 up to 10 EUR/ton

could be realized, compared to traditional road transport, as well as the

environmental gains which helped the image of the paper industry.

As such, the paper transport chain does not contain technological

advantages. However it is rather unique in its unimodal transport chain from

almost door to door.

Challenges for Finland to further develop inland waterway transports are to

deal with winter season problems, i.e. due to ice the services can only be

Title Paper rolls transport on Finnish lakes

delivered in summer, while rail or road need to be involved in winter.

Contact Website: www.fma.fi


Requirements for

implementation in

other member

states

water accessibility of clients for the door-to-door advantage

in other countries conditions may even be better because of the non-

existence of a winter season with ice on the waterways

Title Canal and fleet development

Theme Fleet and Infrastructure

Description The Keitele Canal was built in 1993 with the aim of realising an 8 m water depth

and sufficient height to allow feasible transport of timber and other wood

products. For several reasons, at that time, the project was not completed. One

issue was the fact that the waterway was only accessible in the summer

season.

Today the sector is still affected by this uncompleted canal, not only because of

the increased demand for environmentally friendly transport, and especially of

the export of bio fuel produced in Finland, but also by the cruise industry, for

which only a few vessels could enter the canal, while only minor investments

were the barrier.

Source: Biolaivat Ky


The infrastructure component of the project concerns:

elimination of traffic obstructions on the route of the Keitele canal

foundation and provision of working order of 10-12 terminals in the Keitele-

Päijänne region

The target area of each terminal is 10-15 hectars with the shore line length of

minimum 200 m. The preliminary plan is that the terminals will be subordinated

to the Coastal and Inland Water Traffic Association which will lease them out to

local chip plants and bioenergy companies. The representation in the

Association will be extended by local communities entering it.

An essential part of the project is also the construction of a new vessel in a

domestic shipyard in order to provide all-year transportations. The vessel is

privately financed through a newly established company named Biolaivat Ky.

Source: Biolaivat Ky

The vessel will be ultra light to allow ice-going, it will be energy-efficient and use

the relatively environmental friendly LNG as fuel. Some of its features are:

length: 110 m, width: 14 m, height: 10,4 m

SOLAS 2002 17 F regulations to be used

draught min. 0.5 m, ship’s own weight approx. 1,000 tonnes


draught max. 2.4 m, total weight of vessel and cargo 3,400 tonne

maximum capacity approx. 2,400 tonne (dwt)

maximum capacity of ballasttanks 2000 m3 which can also be partly used for

ballast

4 x propulsion thrusters, 2 in both ends

Geographic area Finland

Objective & targets The objectives are threefold:

to complete the canal started in 1993

to establish terminals for (bio fuel and other) cargoes to be handled

to construct vessels that allow year-round sailing

The project is macro-economically profitable. The realisation of the project

supports the regional and local economy strongly. The long-term effect on

environment, industry’s business preconditions and population’s life conditions

is indisputably positive and its significance will increase.

Time frame (years) The project has been running since 2007 with the first new vessels planned to

be completed by 2015.

Users and

stakeholders

Finnish Waterway Authority (FWA)

Biolaivat Ky (vessel design & construction)

exporters of biofuel (clients)

Key success

factors and

innovative aspects

New ship design that allows year-round sailing, including dealing with ice.

Contact Website: www.fma.fi


Requirements for

implementation in

other member

states

large infrastructure investment by the government

FRANCE

Title 45 feet curtain sided containers for combined transport

Theme Markets

Description This good practice concerns the use of intermodal containers equivalent to

tautliner semi trailer that can be used by different transport modes:

external dimensions = 45' x 8.4' x 9.6' - 13.716 m x 2.55 m x 2.896 m

internal dimensions : 13.4 m x 2.5 m x 2.49 m

can fit 33 Euro pallets when usually 40’ can only fit 24 pallets inside and can

be equipped with curtain sides so as to help discharging from the side.

The containers can be fully wide opened by pulling the curtains on the side.

This allows safe loading in the standing or rolling position of long sized

packages, pallets, bales, drums, etc.

The containers can also be easily unloaded by the rear doors should the

receiver's quay allow it.

The use of these containers gives flexibility at each chain end by multi modal

enhancements: they can be taken with 40' spreaders as 45' or by piggy pack

system clamps. They can be stacked in 5 layers loaded.

Geographic area France, Europe

Objective & targets save time and money in the transport of goods

gives same loading capacity and discharging facility as regular tautliner semi

trailer

Time frame (years) Starting from 2008

Title 45 feet curtain sided containers for combined transport

Users and

stakeholders

retailers and logistic operators with warehouses close to river platforms

Key success

factors and

innovative aspects

regular and balanced traffic

intermodal transport unit can transport the equivalent of semi trailers and can

be stacked 3 containers high, even loaded

Contact Website: www.fluviofeeder.com

Costs and financing Possibility of subsidies from VNF for new French river traffics

Requirements for

implementation in

other member

states

relevant for areas with multiple users

relevant for odd-size cargoes

Title DIPCITY: Waste transport Liège, Brussels, Paris, Lille

Theme Markets

Description DIPCITY (Development of Inland Ports as Sustainable Tools for the CITY)

entails the communication on good practices with waste transport by IWT in four

cities, two in Belgium and two in France:

Lille: waste production of up to 1,300 tonnes per day. Since September 2007

two valorisation plants are linked by barges, transporting a volume of

approximately 220,000 tonnes per year

Liège: the intercommuncal agency INTRADEL ships household refuse over a

20 km distance to an incinerator, using barges of 1,350 tonnes.

Paris is leading the themes on multimodality and the role of ports in urban

distribution

Brussels: the port is leading the actions on the integration of ports into cities

and the attractiveness of port areas

DIPCITY is part of INTERREG IIIB/IVb – an EC funded initiative for knowledge

sharing.

Geographic area Belgium and France

Objective & targets The project partners cooperate in five actual themes, the general objective is to

strengthen the link between city and port, the themes are:

transport of waste and recyclables on inland waterways

increase the attractiveness of port zones and city-port relations

development of multimodal transport

role of ports in the distribution towards the city

Port safety, security and environmental aspects

Title DIPCITY: Waste transport Liège, Brussels, Paris, Lille

Time frame (years) Starting from 2001, project ended on 31December 2008

Users and

stakeholders

EFIP – European Federation of Inland Ports

INE – Inland Navigation Europe

city councils of the four cities

European Commission through the INTERREG programme

Key success

factors and

innovative aspects

good cooperation and exchange of good practices among the cities

coordination between municipal governments and waste collecting companies

Contact Website(s):

www.inlandnavigation.org

www.opvn.be

www.nweurope.org/page/projet.php?p=&id=609

Costs and financing 16 million EUR, EC grant 2.1million EUR

Requirements for

implementation in

other member

states

-

Title River dating meetings

Theme Markets

Description The aim of this business convention is to bring suppliers of transport solutions /

logistic operators and shippers and other potential IWT users face to face. The

meeting lasted two days.

The operators participating to the meeting were chosen in advance according to

their projects in inland waterway transport and the type of service they offered

(logistic providers, carriers, handling companies, inland ports, and institutions).

Shippers were chosen according to their potential to create modal shifts in

favour of inland waterway transport. For the first event, 85 shippers and 65

operators were invited.

The business appointments were organised according to shippers’ transport

needs and to services offered by operators on the basis of mutual consent.

1,478 appointments were made.

Each participant received an appointment planner and operators received

potential shippers at their dedicated stand.

At the same time conferences involving renowned professionals and

stakeholders of inland waterway transport were organized, informing on good

practices on themes related to the sector.

Geographic area France (Paris)

Objective & targets create business meetings dedicated to inland waterway transport

Title River dating meetings

give logistical suppliers of the sector a maximal and well targeted exposure

create organisational logistical projects involving inland waterway transport

Time frame (years) 2008 and to be continued next years

Users and

stakeholders

Voies navigables de France (VNF)

consultants

shippers

operators

inland ports

Suppliers

Professional organisations

Key success

factors and

innovative aspects

meeting dedicated to inland waterway transport

visible exposure of inland waterway transport

inland waterway transport capacities and possibilities were entirely made

available to potential shippers

pre-arranged meetings between shippers and operators for a maximum

efficiency of these 2 days

first meeting in France that was entirely dedicated to inland waterway logistic

Contact Website: www.vnf-meetings.com

Costs and financing The budget depends on the size of the event. It depends on the will of the

organiser to offer a major commercial tool for logistic operators. VNF has also

decided to organise conferences, so this increased the cost of the event. VNF

financed two thirds of the event and the other third was financed by operators’

stand rental. The stand costs are kept to a minimum so as to make a profitable

event for the operators who can meet up to 10 customers per day.

Requirements for

implementation in

other member

states

-

Title Unique information call number

Theme Markets

Description VNF, the French waterways operator, has implemented an information call-line

platform for all the waterway users in 2009. This number: 0 800 863 000 gives a

direct access to VNF’s headquarters.

This line gives direct access to all kinds of information related to navigation

such as: opening times, itineraries, long and short obstruction times, the state of

the network, navigating licences.

It is also possible, when navigating on some waterways, to be in contact with

the service operating lock crossings programming in order to indicate an arrival.

The line can be used to declare incidents on waterways and to give direct

access to the local competent authorities. The service is available from 7 am

until 7 pm, with a voice message at nights and weekends directing the caller

toward local administrations. The calls are free from fixed phones.

Geographic area France

Objective & targets The objective of this unique call number is to facilitate the information process

for all the waterway users.


Users and

stakeholders

all waterway users

Key success

factors and

innovative aspects

all the waterway users can call this number

quick service with efficient redirection toward the correct assistance

this is the first time in France that all kind of informations can be accessible

with a unique phone number

the service is easy to use and to implement.

Contact Website: www.vnf.fr


Requirements for

implementation in

other member

states

-

Title Inland navigation route calculation

Theme Markets/Fleet

Description ItinéO is a route calculation software available online for waterway users.

The users fills in on the Internet:

boat’s characteristics: length, width, air and water draft

information on the navigation: date and departure time, itinerary parameters

Then the itinerary indicates:

the fastest route or the shortest route according to the given parameters

intermediary stops

services offered at the stops

ItinéO takes into account the following constraints:

waterways and infrastructure classes

navigation schedules (closing days, modalities, users category)

Notices to Skippers (stops, restrictions)

Information release is made under the following forms:

printable route sheet

a map with moving and zooming possibilities


Objective & targets to prepare an itinerary

to consult navigation schedules

Title Inland navigation route calculation

to localise infrastructure


Users and

stakeholders

partners

waterway professionals

waterway users (shipping and recreation users)

potential users (market prospecting)

internet users

Key success

factors and

innovative aspects

free access for all users on VNF’s internet website

user friendly and easy navigation

first route calculation software in France

Contact Website: http://www.vnf.fr

Costs and financing ItinéO is a free service. The implementation cost for VNF was 200,000 EUR.

Requirements for

implementation in

other member

states

-

Title Airbus transport with Ro-Ro motor barge

Theme Fleet

Description A special motor-barge designed for the transport of Airbus aircraft body parts

using Ro-Ro technologies, combined with a secure monitoring of this boat due

to GPS positioning linked with navigation maps to ensure safe transport during

transit under the narrow and low stone bridge of Bordeaux.

Photo: Airbus

Geographic area Bordeaux, France

Objective & targets To avoid wide and heavy load trucks on the road to the plant


Users and

stakeholders

river transport operators

industrials producing over gauge cargo

Airbus

Key success

factors and

innovative aspects

efficient technologies applied in the ship‘s construction

commitment of Airbus

short motor barge with front wheel house and operational positioning

equipment based on ECDIS

Contact Website: www.socatra.com


Requirements for -

Title Airbus transport with Ro-Ro motor barge

implementation in

other member

states

Title Spits designed for short distance travel

Theme Fleet

Description Dedicated motor barge of 38 m length and 5 m width, built for gravel transport

operated by a one man crew equipped with bow thrusters and automatic

ballasts, loading capacity : 280 tonnes at 2 m

Main Engine 180HP, generator set 8 KVA.

engine room at the rear (ain propulsion and generator)

the wheel house is located in the bow in order to have less noise for the

boatman

ballast is included on both sides of the hold so as to be able to sail under low

bridges,

this motor barge has been authorised for one man crewing on French canals


Presently used in canal des Vosges in France near Epinal but can be used in all

Freycinet/spits canals in Europe

Objective & targets short range operation and working on day shift with one man on board

each boat man lives in a flat close to the sector of operation of these spits as

the motor barge is not fitted for living on board

Time frame (years) Built in year 2005 in the French shipyard: Chantiers de la haute Seine, Paris

Title Spits designed for short distance travel

region

Users and

stakeholders

river transport operators

shippers

Key success

factors and

innovative aspects

simplified operations enabling one man handling with maximum security

represents the equivalent of 10 trucks with a fuel consumption of only one

with regards to design of the ship: front wheel house, integrated automatic

ballasts, simplified piloting with bowthruster to allow one man piloting and low

noise levels in living quarters.

Contact -

Costs and financing Costs per unit: 450,000 EUR; these new builds have obtained subsidies from

VNF for the study and the first prototype

Requirements for

implementation in

other member

states

-

Title Electronic navigational chart


Description Inland ECDIS contributes to the safety and the efficiency of inland shipping and

thereby to the protection of the environment. Inland ECDIS reduces the

navigational workload from traditional navigation and traditional information

methods.

VNF makes the maps and provides them to all the private retailers of inland

navigation equipment.

ECDIS means Electronic Chart Display Information System. Those maps are

generally called inland ECDIS.


The Garonne and the Marne rivers are already covered with the ECDIS maps.

Objective & targets improve navigation of the vessels

improve the security of navigation

Time frame (years) 2004 for the Garonne map and 2006 for the Marne map.

Users and

stakeholders

private transport companies such as SOCATRA or waste shippers

inland navigation equipment retailers

Key success

factors and

innovative aspects

quality of the data collection

efficient retail system

ECDIS charts are also available in many European countries but the one in

Title Electronic navigational chart

the Garonne river was especially done for the transport of the Airbus barges

which was really relevant because the barges have to drive under the bridges

in Bordeaux where the room for manoeuvre is very tight.

Contact Website: www.vnf.fr

Costs and financing 13,000 EUR per 10 km to make ECDIS maps

Requirements for

implementation in

other member

states

-

GERMANY

Title Calculator for combined transport with CO2 emissions - IMTIS Software

Theme Markets

Description Contargo specialises in trimodal container logistics. Since 1996 they have used

an “Intermodal Tariff Information System” (IMTIS) which helps clients with

evaluating the best transport mode and route. The system is permanently being

updated and by now possesses knowledge of more than 115,000 destinations

in Europe.

In 2007, the calculator was extended by a new factor: the CO2- emissions of

each mode of transport. The system is easy to handle as you only need to enter

the name of the seaport and the destination in the hinterland: the programme

will suggest a route by means of combined transport, also including CO2

emissions. Thus, a comparison of the environmental friendliness of barge, train

and truck is possible.

IMTIS acknowledges a variety of factors in its calculations, i.e. if a ship travels

up- or downstream, if the carriers need to travel with an empty container, the

consumption relating to loading and unloading in the terminals and many more.

Transporting a container between Bruchsal (near Karlsruhe) and Antwerp by

truck produces 476 kg CO2- emissions. Using a barge and truck would reduce

the emissions by more than a half, which illustrates the advantages of IWT.

The Software can be downloaded for free after registration under

www.contargo.net/services.

Geographic area Developed in Germany, applied all over Europe

Objective & targets increase transparency of transport costs in money and environmental impact


Users and

stakeholders

Contargo and clients (also open to public)

Key success

factors and

innovative aspects

software is available free of charge at [email protected] or can be

downloaded from website

CO2 emissions of all modes of transport are included in the calculator

Contact Contargo GmbH & Co. KG

Address: Shellstrasse 5, 67065 Ludwigshafen, Germany

Title Calculator for combined transport with CO2 emissions - IMTIS Software


Website: www.contargo.net


Requirements for

implementation in

other member

states

develop, buy or translate software

Title Economic and ecological operation of inland barges with flow meters

Theme Fleet

Description The LEHNKERING fleet is or will be equipped with flow meters in the fuel

system and a display in the wheel house. The display shows the fuel flow in

litres per hour. As a result, the master directly sees the relationship between the

speed of the ship and its fuel consumption. If the engine is operated at a slightly

lower speed, the fuel consumption will be reduced remarkably without a big loss

to the speed of the ship. This can be related to the effect of shallow water on

fuel consumption.

The master, in cooperation with the freighting department, will quickly learn to

operate the ship in an economic and environmentally friendly way, because the

exhaust emissions depend on the fuel consumption.

Geographic area Germany

Vessels operate in ARA-area, River Rhine and connected channels (in the

Netherlands, Belgium, Germany, Switzerland)

Objective & targets reduction of fuel consumption and conservation of the environment


Users and

stakeholders

LEHNKERING Reederei GmbH

LEHNKERING Rhein-Fracht GmbH

Key success

factors and

innovative aspects

fuel consumption is displayed and monitored real-time

the ability and willingness of people to learn and to improve

worth the money, easy, and fast realisable method to save fuel and conserve

the environment

Contact Website: www.lehnkering.com

Costs and financing 5,000 EUR – 15,000 EUR

Requirements for

implementation in

other member

states

-

Title ABI e.V.- Ausbildungsinitiative Binnenschiffahrt e.V,

Theme Jobs and Skills

Description Due to a lack of qualified personnel, the educative initiative ABI was created in

order to support SMEs with the education of young boatmen. ABI cooperates

with various inland shipping operators that cannot unilaterally undertake the

education of young inland shipping trainees due to financial or administrative

reasons. ABI is the contract partner for the sailors and organizes the business

partners and work schedules for the 3 year training in the dual education

system (school and work). ABI assists in applying for funding by dealing with

administrative issues or by answering questions related to the organisation.

Since its foundation ABI has employed and educated nearly 100 boatmen.

Photo: Schiffer-Berufskolleg RHEIN

Geographic area Germany, ABI is situated in Duisburg and cooperates with IWT operators

throughout the country.

Objective & targets increase IWT personnel

make IWT education and training more attractive for SMEs


Users and

stakeholders

IWT industry

Employers‘ Association of Inland Barge Operators Germany (AdB)

Title ABI e.V.- Ausbildungsinitiative Binnenschiffahrt e.V,

individual shippers

Key success

factors and

innovative aspects

ABI takes the administrative workload from IWT operators

ABI maintains the contact between students and partners

ABI acts as the communication platform for other organisations, i.e. Chamber

of Commerce, IWT authorities

ABI is a full service provider

network of operators and trainees

operators can “share“ a trainee if they do not wish to engage in an education

programme for the full duration of 3 years

platform to promote education in IWT

Contact Website: www.schulschiff-rhein.de

Costs and financing ABI is financed through fees paid by the operators employing trainee sailors

Requirements for

implementation in

other member

states

depending on the national educational system, partners must be willing to

cooperate.

one partner must take the administrative responsibility and management of

the cooperation network.

Title Funding for German Inland Navigation personnel


Description Germany has decided to make the interest generated from the German share of

the European Reserve Funds available to the sector for advanced learning

purposes and integrated this into the regulatory statutes dealing with the Fund.

With this money, administered by the Federal Ministry of Transport, Building

and Urban Affairs, two types of direct grants are given:

training related to the operation of inland navigation vessels is supported with

60% of the course fee

training related to business management or IT is supported with 90% of the

course fee


Objective & targets support life long learning of inland navigation personnel

provision of incentives for more general skills such as entrepreneurship


Users and

stakeholders

Federal Ministry of Transport, Building and Urban Affairs

German inland navigation personnel

German inland navigation employers

educational institutes

Key success

factors and

innovative aspects

pro-active approach to expected lack of personnel

incentive for personnel to engage in further learning

incentive for employers to send employees to further training courses

industry benefits from the use of industry money from the Reserve Fund

financial incentive to make life long learning more attractive

Contact Website(s):

http://www.elwis.de/Verkehrswirtschaft/binnenschifffahrtsfondsgesetz/index.html

www.schulschiff-rhein.de - Weiterbildung/Förderung

Costs and financing In 2007 roughly 80,000 EUR was spent on such funding measures. Each

applicant has limited access to 2,000 EUR funding per year (per person)

Requirements for

implementation in

other member

states

adequate training facilities are needed that offer interesting and relevant life

long learning courses for IWT personnel

an administrative procedure needs to be established that will deal with the

applications

means for financial support are needed

Title Federal Aid for the education of boatmen


Description The German government provides subsidies for a total of 2.5 million EUR to

enterprises participating in the education of boatmen. The dual education for

boatmen in Germany (at school and on board of a ship) lasts 3 years. Each

applicant is supported with a maximum of 25.000 EUR for the duration of the

education period which equals a maximum of 50% of the overall training costs.

Photo: Schulschiff RHEIN


Objective & targets reduction in youth unemployment

investment in human capital for the IWT sector

Time frame (years) Since 1999 775 trainees were officially supported with state subsidies (as at the

end of 2008).

Users and

stakeholders

Federal Ministry of Transport, Building and Urban Affairs

inland shipping operators

future boatmen

Key success

factors and

easy to access

support for SMEs to get involved in education and training in IWT

Title Federal Aid for the education of boatmen

innovative aspects financial incentive for SMEs to boost education

Contact Wasser- und Schifffahrtsdirektion West (WSD West)

Phone: +49 251 27 08 368


Website :

http://www.elwis.de/Verkehrswirtschaft/azubi_foerd/index.html

www.schulschiff-rhein.de > Ausbildung > Förderung

Costs and financing Some 2.5 million EUR per year

Requirements for

implementation in

other member

states

financial means

administrative procedures

promotion of the availability of the programme

Title Onboard education programmes for primary school pupils and their teachers

Theme Jobs and Skills, Image

Description The water administration for Southern Germany in Würzburg has developed a

learning and training concept for young pupils aged between 8 and 11 years at

primary school. The aim of the “water and navigation school” (WNS) is the

education and information of the public on river-related topics and navigation

and their influence on climate and economics. Children and young pupils will

rediscover the river habitats and learn about environmental friendly transport by

inland waterways.

The concept includes lesson materials for teachers dealing with the subjects

“water as a fascinating element”, “the water cycle”, “the river habitat”,

“waterways”, “inland waterway transport” as well as “climate”. Interactive

learning materials for teachers as well as work books for students have been

developed.

The concept also entails suggestions for project weeks and practical training

units on board a real vessel in order to promote environmental-friendly transport

on inland waterways, games as well as experiments round up the water

experience for youngsters.


In the summer of 2009 pupils were

taken on board state-owned vessels for

field trips on the Main, Main-Danube

Canal and Danube in order to learn

about inland navigation, locks and ports.

The concept of WNS was developed in

close cooperation between schools,

relevant authorities and ministries of

education in various states.

In addition, an online platform has been

established where project-related documents can be downloaded.

It is envisaged to extend this learning and training concept to older pupils and

other types of schools and to other geographical areas.

The concept was selected by the Jury of the National UN-Decade “Education

for sustainable development” as an official Decade project for 2009/2010.

Geographic area Germany (Bavaria, Hessen) -> a further extension to other states is planned

Objective & targets education and information on rivers as waterways and navigation and their

interdependencies with nature and environment


Users and

stakeholders

water administrations as concept developer and organisers

school classes, teachers and parents of pupils as users

Key success

factors and

innovative aspects

the topics of waterways and inland navigation are addressed at an early stage

the concept offers a well balanced, objective collection of materials for

teachers

the field trips provide incentives for exciting and cost effective learning places

apart from the class room

the full service concept including the large variety of topics addressed in

connection with different modes of conveying learning contents is very

attractive to users and can be downloaded for free from the above mentioned

website

the instructions for teachers are well prepared and enable a unique teaching

unit


Contact Wasser- und Schifffahrtsdirektion Süd, Wörthstr. 19, 97082 Würzburg

Phone: +49 931 410 50


Website :

www.schiffahrtsschule.wsv.de

http://www.schifffahrtsschule.wsv.de/wir_ueber_uns/index.html


Requirements for

implementation in

other member

states

adaptation of learning concept to national educational systems and national

IWT related topics.

time of experts and money needed for development / adaptation / translation

of the concept

Title ELWIS-Notices to Skippers = ELWIS-Abo


Description The German Waterways and Shipping Administration (WSV,

Wasserstraßenverwaltung) has a very extensive website - Electronic Waterway

Information System (www.elwis.de) where different types of services are being

offered, inter alia the “Notices to Skippers”.

The information, provided free of charge, contains fairway and traffic related

messages, water level related messages with a 4 days forecast for the river

Rhine and messages about the ice-situation.

The WSV has designed an inventory for the harmonised description of all

available mooring facilities across all national waterways, which is part of the

‘Notices to Skippers’. The inventory aims at providing a full coverage of all

waterways. The new inventory allows access to the following information:

exact description of location (km of waterway, left or right bank, exact

description of banks, fairway, port…)

waterway owned by

contact details of competent authority for this part of waterway

vessel category

mooring facility for dangerous goods

restrictions at mooring facility (no land energy, no car parking facility)

connections (transhipment facilities, nearest shopping location, coordinates of

drive-through)

infrastructure of mooring facility (car park, lightning, energy, waste disposal…)

This Inventory will be made available to all users in the beginning of 2011.

Since winter 2009/2010 ELWIS provides a new information tool on current ice-

developments on national waterways. With an easy to use search machine an

exact status of ice development on specific waterway stretches can be obtained

online. This tool also allows a prognosis for the coming days and enables an

overview on how long the ice situation has already been lasting for. In addition,

it can be seen which Ice-Breaker is working in which regional areas and when a

breaking of ice can be expected. It is an easy system using pictogrammes in

order to improve client-service.

It is possible to register for specific regional waterways. Elwis-Abo is an

automatic notice with selected information that is sent regularly or event-driven


by e-mail to a free selecting e-mail address. Elwis-Abo also informs the skippers

on blockings of waterways, locks or on accidents which facilitates the planning

of the journey. Over 40 % of the German inland navigation fleet have

subscribed to Elwis-Abo.

Geographic area All of the German inland waterways are covered.

Objective & targets comply with European RIS regulation and CCNR standards on Notices to

Skippers

provide user-friendly harmonised information, consolidate existing information

in an easy to access way

increase service to inland navigation shippers

allow shippers to make a more precise planning of the transport-process


Users and

stakeholders

German Waterways and Shipping Administration

all subscribers

Key success

factors and

innovative aspects

user-friendly and free of charge

services can be tailored according to needs; 4 days forecast for other

stretches of the river Rhine and/or other rivers might facilitate effective voyage

planning

consolidation of up-to-date data across all regional boundaries.

could easily be applied in other regions

Contact Website: http://www.elwis.de/abo/abo_start.php.html



Requirements for

implementation in

other member

states

already exists in other countries as part of RIS

time and effort to collect data

Title Integrated planning law


Description A revised infrastructure planning acceleration law

(Infrastrukturplanungsbeschleunigungsgesetz) enables faster infrastructure

investments (in average a decrease of 2 years per infrastructure planning project

is expected) and decreases administrative burdens as follows:

The Federal Administrative Court is competent as the only instance for explicitly

mentioned transport projects including seaport hinterland connections and

enumerated waterway infrastructure projects (shortening of legal process for

faster decisions) on the following waterways:

Mittellandkanal/Elbe-Havel-Kanal/Untere Have/Berliner Wasserstraßen

Havel-Oder Wasserstraße/Hohensaaten-Friedrichsthaler Wasserstraße

Dortmund-Ems-Kanal

Main-Donau-Wasserstraße

Unter-und Außenelbe

Unter-und Außenweser

Nature and Environmental interest groups have the right to participate in planning

projects but only within a limited time frame of 2 weeks after the end of the public

consultation process; they are not informed separately anymore but included in

the general hearing process.


Objective & targets decrease planning duration for infrastructure projects and increase planning

stability for future investments

prompt enforcement of planning approval procedure for waterway infrastructure

projects

consolidated examination of different aspects such as for example strategic

environmental assessment

Time frame (years) Law is in force since end of 2006

Users and

stakeholders

It is hard to define who are the real users and stakeholders of laws that are

enforced by national governments.

Key success factors

and innovative

aspects

bundling of revision levels of jurisdiction

consolidation of examinations to be carried out

simplification of public consultation process

Contact -

Title Integrated planning law


Requirements for

implementation in

other member

states

Due to different legal systems in countries it is hard to state what the

requirements are for such a law.

Title KLIWAS: interdisciplinary research programme on climate change


Description KLIWAS (Klima, Wasser, Schifffahrt) is a research programme comprised of

more than 17 different research disciplines bundling more than 100 scientists in

more than 30 independent projects of the German Ministry of Transport

(BMVBS) which deals with the consequences of the climate change on waterway

and inland navigation in Germany.

Since 2009 adaptation strategies have been developed which should help the

inland navigation sector to adjust to the changes of the natural circumstances

caused by climate change.

This research programme should protect the efficiency of inland navigation as

well as the natural conditions of water and fauna.

This project also acts as an advisory element for the Federal Government

concerning the department "inland navigation/waterways". Beyond, KLIWAS is

likewise important for the agriculture and the energy sector because these are

major partners of inland navigation.

Geographic area Germany, Central Europe

Objective & targets analyse and mitigate the consequences of climate change for inland waterways


Users and

stakeholders

The German Weather Service (DWD), Federal authority for maritime studies and

hydrography (BSH), Federal Institute of Hydrology (BfG) Federal Waterways

Engineering and Research Institute (BAW) have joined forces to contribute

research results to policy makers, industry representatives, different ministeries,

waterway users and other stakeholders.

Key success factors

and innovative

aspects

It is a broad and fundamental study which proves itself by the fact that this study

makes it possible to arrive at future-proof decisions.

Contact Kliwas Geschäftsstelle

c/o Bundesanstalt für Gewässerkunde

Address: Am Mainzer Tor 1, D-56068 Koblenz


Website: www.kliwas.de


Title KLIWAS: interdisciplinary research programme on climate change

Requirements for

implementation in

other member

states

networking and cooperation between various existing and/or future research

initiatives to contribute and exchange knowledge

one larger coordination point keeping the overview on ongoing initiatives

regular stakeholder workshops guarantee the success of the project and

universal acceptance

HUNGARY

Title RIS training programme


Description The elaboration of this programme is in progress. The users and future users of

the RIS system will be trained on the main RIS services through different

modules - defined according to the different services - and they will be also

introduced to the fundamentals of IT. The proposal has been reconciled with

MAHOSZ (Hungarian Shippers’ Association) and with the National Transport

Authority and it received positive feedback. The target audience of the

programme is Hungarian and foreign skippers, logistics service providers and

other stakeholders interested in the topic. The training will be held on board a

vessel provided by MAHOSZ.

Geographic area Hungary

Objective & targets To familiarise the skippers with river information services, to enable them to

understand its operation and the related law as well as the usage of the

provided services.

Time frame (years) Concept is under elaboration

Users and

stakeholders

skippers

fleet operators


National Transport Authority

MAHOSZ - Hungarian Shippers’ Association

RSOE

Key success

factors and

innovative aspects

In Austria carrying and operating an AIS transponder, a key element regarding

the usage of RIS, is already mandatory and similar regulation is expected in

Hungary. Since not all of the skippers have experience in these kinds of

applications, it is recommended they be supported with adequate training.

Consequently the trainings should enable them to observe the rules and to take

advantage of the services.

This is the first training programme concept in Hungary on RIS.

Contact Website: http://www.pannonris.hu

Costs and financing The proposed concept foresees joint financing by MAHOSZ and RSOE (through

Title RIS training programme

projects e.g. NELI). The equipment will be provided by RSOE, while the training

room is operated by MAHOSZ.

Requirements for

implementation in

other member

states

-

Title Improvement of navigability of Danube


Description On the Hungarian stretch of the Danube improvement of navigability conditions

and elimination of bottlenecks hindering navigation became an urgent matter. A

supporting study was elaborated on between 2005 and 2007 in this respect in

the framework of the TEN-T project ’Improvement of the navigability of the

Danube’. A proposal on how to ensure a reliable 2.5 m depth on the Hungarian

section of the Danube alongside a goal to carry out studies on transports,

hydraulic and regulatory aspects was elaborated in this study. The works have

been turned to the second phase including physical works.


Objective & targets Provide predictable and stable circumstances for inland navigation.


The project on the elaboration of the study for the improvement of the

navigability has been successfully closed. Currently the technical studies for the

interventions are under elaborations. This project is to be finalised in 2011.

Users and

stakeholders


Ministry of National Development

Ministry of Rural Development

Title Improvement of navigability of Danube

VITUKI Nonprofit Kft. (Hungarian Water Resources Research Centre)

Key success

factors and

innovative aspects

the Hungarian Danube-stretch is located half way down the River Danube

the European Union pays special attention to inland navigation and to the

River Danube

co-operation with the environmental activists, however it should be

strengthened continuously

methodology of the surveys

usage of the state-of-the-art technologies

Contact Website: http://www.dunahajozhatosag.hu

Costs and financing The study works are financed in the framework of the TEN-T Programme of the

European Union.

Requirements for

implementation in

other member

states

-

Title Development of national public ports


Description National public ports are the selected biggest ports on the River Danube in

Hungary that are supported by the Government to be developed into intermodal

logistic centres. The Government is developing the basic conditions that could

make commercial stakeholders establish their premises in the territory of a

national public port. These ports are:

Gyor-Gonyu

Budapest

Baja

Planned developments:

modernisation of the infrastructure

intermodality

public services (water, electricity etc.)

Realized actions at the Port of Győr-Gönyű e.g.:

railway connection to the port

Geographic area Hungary/Danube River

Objective & targets The objective of this development approach is to provide an opportunity for an

intermodal logistic facility (road-rail-IWT) by means of establishing the

circumstances for the commercial parties to start their business inside a

national public port. The biggest ports in this group are the Port of Győr, Port of

Budapest and Port of Baja

Time frame (years) Development of national public ports is implemented on a yearly basis.

Title Development of national public ports

Users and

stakeholders

ports, port operators


logistics stakeholders


Key success

factors and

innovative aspects

governmental engagement

commercial engagement

Hungary’s central position on the River Danube

participation in the network (e.g. )

state aid

PPP construction

Contact Website:

http://www.pannonris.hu

Port of Győr: http://www.portofgyor.hu

Port of Budapest:: http://www.portofbudapest.hu

Port of Baja: http://www.portofbaja.hu

Costs and financing The financing for the development of the national public ports is allocated in the

yearly state budget and PPP solutions are also applied.

Requirements for

implementation in

other member

states

-

Title RSOE NAVINFO Dispatcher Centre


Description Since 1996 the radio-based system and the RSOE dispatcher centre

(NAVINFO) have enhanced the safety of navigation on the whole Danube. This

system has been further developed in the framework of projects COMPRIS and

DaTraM. The emergency and informational station call signal "NAVINFO

Budapest" is a part of the Danube-Main-Rhine Emergency and Information

System. The supply is ensured by RSOE personnel in a 24/7 operation.

Through navigational channels VHF 16 and 22 NAVINFO is the official centre

for information requests (notices to skippers, water level etc.) and emergency

calls. The NAVINFO Centre is also the centre for the Hungarian river

information services by means of information exchange, vessel tracking and

tracing etc.


River Danube, River Tisza, Lake Balaton, Lake Velencei


Objective & targets To enhance the safety of inland waterway navigation by supporting the

stakeholders as the RIS Centre in Hungary.


Users and

stakeholders

Main governmental users / stakeholders:


National Transport Authority

Danube Water Police Captaincy

National Directorate General for Disaster Management

Commercial users / stakeholders:

skippers

fleet operators

ports

Key success

factors and

innovative aspects

proactive activities of RSOE since 1996

demand from industry

demand from governmental stakeholders

key personnel of the service who have a wide knowledge of navigation on the

Danube and other inland waterways

trained personnel who can train others

combination of the latest technologies

involvement in the standardisation and development processes

Contact Website: http://www.pannonris.hu


Costs and financing The operation of the RSOE NAVINFO Dispatcher Centre is financed by the

National Transport Authority based on a contract signed after public

procurement for the provision of RIS with a total amount of approximately

40,000 EUR/month.

Requirements for

implementation in

other member

states

-

Reference is made to the international section which presents several cases that also refer to

Hungary.

ITALY

No good practices in Italy have been identified.

LUXEMBOURG

No good practices in Luxembourg have been identified.

NETHERLANDS

Title Small Business Innovation Research Programme

Theme Markets, Fleet, Infrastructure

Description The Dutch government is experimenting with a small scale Small Business

Innovation Research (SBIR) pilot programme inspired by the US SBIR

programme.

The SBIR regulation is a broad programme of all Ministries to stimulate SMEs

with innovative products and concepts that contribute to society. Facing a

shrinking number of small vessels but increasing demand, the SBIR for inland

waterways asks inland waterway operators and shippers to come up with

promising ideas to stimulate and strengthen IWT on the smaller waterways.

SMEs are challenged to come with innovative solutions that can tackle the

problems in the field of the small waterways dedicated to new and alternative

concepts in fleet management, freight services, transhipment options, increased

ship life cycles, spatial planning, financing.

In the SBIR programme a division between different phases is made:

Phase 1: Feasibility study (max. 4 projects)

Phase 2: Research and development prototype

Phase 3: Commercialisation

The best ideas selected and being studied in 2008 were:

Small Ships on Small Trajects (SSST)

Hub for transhipment cargo board/board from big to small vessels

Small inland waterway vessels

Economic and social feasibility of building 25 small vessels

Guarantee fund for small vessels

Barge Truck

Supplying inner cities with clean push vessels

In 2009 two ideas were selected for phase 2 (research and development

prototype):

Small inland waterway vessel

Barge Truck

These ideas are further investigated and inserted as good practices themselves

later on in the handbook.

Title Small Business Innovation Research Programme

In the meanwhile phase 2 has been finished and both concepts will get a

commercial application. Over the next 10 years about 25 small inland

waterways vessels will be built, while the barge truck concept will also be further

explored.

Geographic area The Netherlands

Objective & targets The goal of the Dutch government with the SBIR programme is threefold:

solving public questions and concerns

stimulating innovation among SMEs

use of public knowledge

SBIR will stimulate and strengthen inland waterway transport on the smaller

waterways.

Time frame (years) Start 2007-2010

Users and

stakeholders

The SBIR programme is being promoted by the Ministry of Transport, Public

Works and Water Management, SenterNovem and the IWT sector.

Contacts for project ideas:

Inland terminal Veghel

Aqualtiel Consulting & Services

Mercurius Scheepvaart B.V.

Dutch Logistic Development and EVO

Key success

factors and

innovative aspects

Innovative aspects: Stimulating SMEs with innovative concepts for IWT

Selection of projects and financing 2 stages to support SMEs in elaborating

ideas.

Contact Website: www.senternovem.nl/sbir/projecten/index.asp

Costs and financing Total Costs: 900,000 EUR

Phase 1: Feasibility study (max. 4 projects): total 150,000 EUR

Phase 2: Research and development prototype (max. 2 projects):

total 750,000 EUR

Phase 3: Market (no financial support)

Requirements for

implementation in

other member

states

Government budget

Innovative companies that take the lead in developments

Title Beer boat Utrecht

Theme Markets

Description Since 1996 a small ship has been deployed by the City Council of Utrecht that

supplies the shops, restaurants and bars located on the canal banks of the city

centre. The ship is an alternative for road traffic that has to work under

constraints like traffic jams, weight and length restrictions, supply times and

environmental zones. The choice was made for a ship in order to prevent

damage on historical wharf basements and bridges caused by road traffic. The

current vessel is an altered open- top, pram-shaped barge driven by a diesel

engine.

Since the beer boat also ships cooled and frozen products, the capacity of the

first ship has been reached. Therefore a new vessel has been taken into service

in January 2010. This is an all electric ship; propulsion and transhipment

facilities. This has made transport over water even more sustainable. This new

boat will take over the activities of the first boat, which will be used to explore

the possibilities of expanding the market of the beer boat. If successful, a

second all electric boat could be built in the future.

Geographic area The Netherlands.(City of Utrecht)

Objective & targets Creating a better alternative for the supply of the shops, restaurants and bars

that are located on the canal banks of the city centre in order to prevent

damages of historical wharf basements and bridges.

Time frame (years) The project started in 1996 and is still running satisfactorily.

Users and

stakeholders

Users are transport companies. The organiser and owner of the beer boat is the

Port of Utrecht.

Key success

factors and

innovative aspects

Innovative logistical system with following advantages:

available every week from Monday until Friday from 9 am – 4 pm

no restrictions for supply times

always on time

Title Beer boat Utrecht

environmentally friendly

special transhipment places for large trucks

supply in wheeled containers

delivery below at the wharfs, but also on top of the wharfs

suited for large and small deliveries

also available for rent by daily period or per hour.

The new ship saves 16.5 tonnes of CO2 emission per year when used instead

of road transport, according to the City Council of Utrecht.

Contact Website: www.utrecht.nl/smartsite.dws?id=316811 (Dutch)

For further information:

www.vuykrotterdam.com/uploads/VT34/09_All_electric_supply_vessel.pdf

Costs and financing The existing ship is fully cost-effective with regular market prices.

The new ship is cost intensive because of the special requirements for the

environmental friendly aspects. This project receives Dutch and European

government fundings that cover a part of the total project costs.

Requirements for

implementation in

other member

states

location for collection of goods to be transported on water which also is the

point of departure for the ship

a ship with a crane on board to be able to load and unload without quayside

facilities.

Title Mokum Mariteam

Theme Markets

Description The main reason for the creation of the canal system in Amsterdam was to

facilitate transport. Over the past century city distribution shifted from water to

road and nowadays trucks and delivery vans determine the street scene. The

roads in the city centre, and especially alongside the canals, are becoming

increasingly congested due to the exponential growth of road transport.

Mokum Mariteam is an efficient, smart and environmentally-friendly transport

system for the city centre of Amsterdam that uses the existing infrastructure: the

canals. Mokum Mariteam ships are driven by quiet and clean electric motors.

Mokum Mariteam offers new possibilities for city distribution. The concept has

been developed on the basis that organisations have a need for clean (no

emissions), smart (over water, combination of goods, return freight) and quiet

transport (no noise pollution). The ship can carry the load of four full compact

trucks (85 m3).

The ship is equipped with the most modern techniques of electric power. The

onboard hydraulic crane, which is used for transhipments, is also powered by

the batteries. For the transport from the quay to the customer (up to 150

meters) an electric powered hand truck is available. For longer distances the

combination with a freight bicycle or electric city truck could be made.

Geographic area The Netherlands (Amsterdam)

Objective & targets The aim is to deliver (parcel) goods through fine structured distribution and

collection services over the canals of Amsterdam with smart and quiet ships in a

environment-friendly, customer orientated and sustainable way.

Time frame (years) The first ship started its services mid September 2010.

Users and

stakeholders

Mokum Mariteam has been set up by commercial parties:

Icova, established 30 years ago as a purchasing combination for waste

material


Koninklijke Saan, a Dutch company specialized in horizontal and vertical

transport

Rederij ‘t Smidtje, offers round trips over water for small and large groups

Rederij de Nederlanden, offers round trips of the canals in Amsterdam and is

market leader in electric sailing in Amsterdam

Canal Company: offers round trips of the canals in Amsterdam and has clean

and quiet ships at its desposal

Partners within the concept are:

The Food Center Amsterdam (FCA), the wholesale market in food in- and for

the region Amsterdam. Mokum Mariteam and FCA are working together to

create a sustainable and environment-friendly distribution centre on the FCA

premises, taking into account that optimal usage will be made of electric

powered transport for the delivery of goods and reversed logistics, for

transport over water as well as transport over the road.

Material services of the Municipality of Amsterdam, which has made a

strategically cooperation with Mokum Mariteam. It has been decided that

Mokum Mariteam can use the premises of this Municipality service for the

transhipment of goods onto the ship. In the future Mokum Mariteam will ship

materials for this Municipality service to the city centre.

Early adopters of Mokum Mariteam are:

Intercontinental Amstel Hotel

Amsterdam RAI

BBN Bouwmaterialen (contstruction materials)

Theatre Carré

Stichting Vriendelijke Keukens (organization related to a food event)

Key success

factors and

innovative aspects

The benefits of this distribution concept are:

sustainable and environment-friendly

combination of goods (also reversed logistics)

decreasing traffic movements in the city

just-in-time deliveries at customers

reduction of noise pollution

decreasing traffic jams alongside the canals

multi-modal system – possible link with all kinds of distribution systems

development of new environment-friendly techniques

exemplary function for the Netherlands and Europe


Contact Projectleader: Jasper Moolhuijsen


Website: www.mokummariteam.nl (Dutch)

Costs and financing Three to four years before the actual start of the logistic solution, the five parties

started the initiative. After the first two to three years of planning and creation of

the service idea, the five companies gave a financial contribution to the project.

Together with two subsidies (Government and Province) the first ship could be

built. The main reason for the need of the subsidies were the extra substantial

costs for the batteries, crane and generators, which are vital for this

environment-friendly concept. Mokum Mariteam should be able to maintain itself

commercially. To cover the overhead costs, the ambition exists to expand the

fleet to four or five ships in total in the future.

Requirements for

implementation in

other member

states

To create such a logistical solution it is vital to have knowledge about:

logistics

nautics

contacts with potential shippers / users

The infrastructure should give enough possibilities to reach a sufficient number

of customers. The potential customers need to be settled within a short range of

the waterway. All in all the commercial potential must be high enough. It is

important to have good contacts with the municipality/government. If there are a

lot of civil servants involved in issuing rules about water transport, it could be

very helpful if there is one contact person that acts pro-actively as an

intermediary.

Title LIVRA: Logistics Chain Information on the Fairway from Rotterdam to

Antwerp

Theme Markets, infrastructure

Description The fairway between the seaports of Rotterdam and Antwerp is one of the

busiest inland shipping routes in Europe. Unlike the Rhine river from Rotterdam

to the Ruhr area, this north- south corridor consists of several locks. While the

fairway itself is not a capacity bottleneck, the locks sometimes cause delays

and queues. The LIVRA project aims to achieve more reliable sailing times on

the Rotterdam - Antwerp route in order to optimise the logistic chain and to

optimise lock capacity. This objective will be fulfilled by providing more and

better information to shipping companies and individual ships.

The LIVRA pilot project consists of three pilots:

Situation: through a website shipping companies and individual ships can get

access to a ‘map’ of the lock situation. This is provided real-time and shows

the current situation at the lock (e.g. ships entering/exiting or locking through),

and the number and size of ships in the locks. Also the direction is shown

(locking to the north or to the south). Furthermore the user can see the

number of ships that are waiting at the lock, and the number of ships that

have announced their arrival. This information gives the shipping companies

and ships an indication of what will be their waiting time, and whether they

thus should adjust their navigation scheme (e.g. increase or decrease speed,

Title LIVRA: Logistics Chain Information on the Fairway from Rotterdam to Antwerp

other activities on his route).

Forecast: the second phase is to develop a forecast of lock cycle times. If the

number of ships that are waiting or arriving soon is known, the logical lock

allocation can be calculated in advance (of course respecting the lock

assignment rules). Also based on historical data the average time required for

ships entering/leaving the lock and for the locking itself can be calculated.

This allows forecasting when the next lock cycle will start, and what will be the

usage level of that cycle. For skippers this can be useful information as they

can see if it makes sense to speed up or slow down, and as they can also

readjust their overall trip planning knowing the likely locking cycle that they

will be part of. Integration: the third phase In this phase the time – route diagrams of the

individual ships are forecast. The forecast is based on the voyage planning of

ships with actual data and forecast of lock cycles from the first two phases.

After each lockcycle or change the voyage planning can be adjusted based

on the actual lock passage time and the then available forecast for the next

lock. This allows the shipping company to continuously update its voyage

planning, and eventually also the terminal planning.


It is important to note that within this pilot, the rules of lock service are not

changed. For example the rule of first come first served is always obeyed, and

no confidential information of individual ships is made public. Furthermore, the

fairway authority only provides information, and all choices on navigation,

planning, etc. are the domain of the skipper.

In the pilot, no new technologies are developed, but use is made of data that is

available from AIS, Mis-Cobiva position information, electronic reporting (BICS)

and the Dutch Shipping Information System (IVS90). Also data exchange

means (website) are kept simple as to minimise pilot costs. If successful,

Rijkswaterstaat will consider other means for integrating in its current fairway

management equipment.

Geographic area The Netherlands (Rhine – Scheldt corridor)

Objective & targets to optimise the logistics chain of shipping companies by providing more and

better information on the situation at locks

to optimise the locking process

to come to a more reliable passage time for the route Rotterdam-Antwerp


Users and

stakeholders

The pilot is set up in joint cooperation between:

Rijkswaterstaat, the fairway authority

MIS Cobiva, a private cooperation of 5 major container shipping lines


(Alcotrans, Bulcontrans, Contargo, Danser container Lines, Rhine container).

Participation in the pilots is open for all inland shipping companies.

Inland skippers can subscribe for participation through the website and after

authorisation they will get access to more detailed info.

Key success

factors and

innovative aspects

Openness: data that was already available is now shared with all

stakeholders

Commitment of major shipping companies: they can be ambassadors of the

concept. If they can benefit from the pilot and promote this, it will encourage

other skippers to participate as well.

Sticking to the rules: generally agreed fairway rules (such as the first come

first serve principle at locks) are respected.The skipper is at the wheel: the

fairway authority only provides information and skippers decide how to use

this.

All stakeholders keep their own responsibility: the skipper or inland shipping

company for the voyage planning and navigation, the lock operator for the

lock process and lock planning.

Low cost level of the pilot, combining data of fairway authority and private

companies for better trip planning.

Contact Rijkswaterstaat, DVS

Lea Kuiters (projectmanager LIVRA)


Website: www.rws-livra.org

Costs and financing The project is partly financed by Rijkswaterstaat and partly by the private

companies through MIS Cobiva. The main costs relate to the application

integration and the development of additional functions and displays.

Requirements for

implementation in

other member

states

The concept can be applied on corridors where locks or other infrastructure

barriers play a role. In Belgium, similar ideas are being developed on the Albert

Canal.

Title Neutral IWT oriented logistic advice

Theme Markets and Image

Description Growth of IWT (in terms amount of cargo shipped via waterways) can either

come from expanding existing clients or from potential new users. The latter

usually have limited knowledge about IWT. In fact, it is not uncommon that they

are even unaware of its existence. For this category of shippers neutral IWT-

oriented logistic advice is highly beneficial. This good practice shows that taking

the entire supply chain of this potential customer as a vantage point and

analyzing it on its sensitivity to IWT solutions delivers concrete results i.e. a shift

of cargo from road to water. This good practice offers a comprehensive

marketing approach, including promotion tours as a means of identification of

shippers with inland navigation sensitive supply chains. A supply chain

redesign process follows the initial approach, naturally in close cooperation with

the logistic management of the potential user, presentations and where

applicable, an introduction to IWT service providers.


Objective & targets Modal shift

Time frame (years) Partly a continuous and partly a campaign driven effort

Users and

stakeholders

BVB, funded by National Government, port authorities and the IWT industry

Key success

factors and

innovative aspects

personal approach and direct contact with potential clients

individual analysis of supply chains and customized solutions

result driven process, measurable and highly visible

extending network of the industry

contributing directly to present political goals with regard to IWT

use of modern communication tools

Contact C.J. de Vries and Henk van Laar (BVB)

Address: Vasteland 12E, PO Box 23005, 3001 KA Rotterdam, the Netherlands

Phone: +31 10 412 91 51

Costs and financing Annual budgets range from 50,000 EUR to 200,000 EUR depending on size of

campaign and deployment of personnel capacity

Requirements for

implementation in

other member

IWT promotion organisation, with the image of an objective knowledge

provider

general interest of shippers for IWT, or cooperation to analyse and discuss

Title Neutral IWT oriented logistic advice

states their supply chain

logistics experts, able to analyse the supply chain and give neutral IWT

oriented logistic advice

funds to finance the project.

Title M-factor franchise idea for the inland waterway sector

Theme Markets, Fleet, Jobs & Skills

Description This initiative started with a request from the Dutch innovation platform

SenterNovem for innovative ideas for inland shipping on small waterways. This

idea was selected in 2007 and further developed in the years thereafter, and is

being financed and executed by Mercurius Scheepvaart starting from the

beginning of 2010.

The concept consists of three elements:

Adjustment of the national inland shipping education for shipping personnel. A

lobby for a shorter and more attractive education programme was started and

cooperation with schools was started. The time needed for becoming a

recognised crew member was shortened from four to two years.

Development of a small, green and self-loading ship. Together with the TU

Delft a basic and sustainable ship is being developed that can be used for

different purposes: containers, dry and liquid bulk, light or heavy weight.

Creation of long-lasting collaboration with inland shipping customers, ports

and shippers for a direct role of Mercurius in the entire Logistical chain

(franchise model). Different business models are developed, and markets are

investigated to create an economic base for the execution of the project.

The project is currently in phase 2 and the first vessel will be launched in May or

June 2011. It will have a capacity of 1,500 tonnes (hold of 61.5 x 8 m), which is

considered small in today’s market, but practice has shown that weakening

economic times can be positive for smaller sized vessels. Several shippers

have already expressed that they are interested in smaller sized vessels

because of their consignment sizes, desired service frequencies and/or limited

storage space. The smaller vessel size thus offers them savings on land rental,

interest and logistics costs.


Objective & targets The main objective is to have 25 newly built green ships operational in the

upcoming years. This objective is split up in the 3 above mentioned categories:

have sufficient, well educated personnel

technical and sustainable development of 25 identical ships.

find sufficient markets and business, and create a franchise for the capacity of

Title M-factor franchise idea for the inland waterway sector

25 ships in different areas in the Netherlands

Time frame (years) Phase 1 (feasibility study): 2007 - July 2008

Phase 2 (execution ideas): 2008 - 2009

Phase 3 (building and operation): 2010 onwards

Users and

stakeholders

Mercurius Scheepvaart

STC Groups

Stichting Projecten Binnenvaart

Technische Universiteit Delft (TUD)

Hogeschool Rotterdam

Port of Amsterdam

Port of Rotterdam

Key success

factors and

innovative aspects

economies of scale by building 25 exactly identical ships

role of ship builder as professional intermediate between shippers and inland

shipping customers

use of an onboard crane in some of the 25 ships for self-loading

The coordination role of Mercurius in the entire process is unique. The

individual culture within the inland shipping sector in the Netherlands is in this

way bundled and professionalised.

The documentation of the uniform construction of the ships is an innovative

aspect.

Contact Website(s):

www.mercurius-group.nl

www.senternovem.nl/sbir/projecten/de_kleine_binnenvaart.asp

Costs and financing Phase 1 (attainability study): 50,000 EUR (governmental subsidy)

Phase 2 (execution ideas): 375,000 EUR (governmental subsidy)

Phase 3 ( building and operation): not yet known (Mercurius investments)

Requirements for

implementation in

other member

states

sufficient market potential for building many new ships

a company that takes the lead.

Title Barge Truck

Theme Markets, Fleet

Description MARIN cooperates with interested business partners on the Barge Truck (BT)

concept. The BT concept comprises a combination of push barges and push

boats. The smallest unit, a single barge in combination with a small pushing

boat, will be applied in the smallest navigable waterways and may even reach

inner cities. This innovation will enable transport of goods such as construction

materials, waste, sand and gravel without increasing traffic congestion. The

concept includes the use of containers.

These BTs will be powered with a small pump jet so they are able to pass a lock

on their own power or overhaul themselves for loading and unloading purposes.

The units can be coupled to such combinations that the fairways are used up to

the maximum allowed dimensions.

The concept aims at minimising the waiting time of the pushing boats and has a

minimal environmental impact due to the hydronamical sound design.

After extensive economic feasibility studies with positive results the technical

optimisations process went on during 2009 and were finalised in the middle of

2010. Shippers, Transporters and Inland Terminals play an important role

during the execution of the project.

Geographic area The Netherlands (North-Holland and Brabant region)

Objective & targets This concept has started with the SBIR objective to intensify the usage of small

Title Barge Truck

waterways. Herewith the objective was twofold:

design an energy-efficient ship that fits into these small waterways and

find markets and interested parties in the area surrounding this water and

develop business opportunities together with them

Time frame (years) Idea development: 2006

Feasibility study: 2007

Concept development: 2008-2010

First Barge Truck operational: mid-2011

Users and

stakeholders

Concept developers:

Dutch Logistics Development (DLD) (now part of MARIN)

Gaastmeer engineering

MARIN

DST

Marine Service Noord

Market stakeholders:

EVO

HVC & MCS

Hendrix UTD

Inland Terminal Veghel

Governmental institutes:

SenterNovem (SBIR)

Key success

factors and

innovative aspects

Flexible loading and unloading: a shipper can decide for himself when to load or

unload the push barge, without having a boat and crew waiting. By choosing a

specific amount of barges to use with only one pushing boat, the concept can

optimise a company’s current logistical planning.

Besides that, a pushing boat is able to sail with a flexible amount of barges,

dependant on the capacity of the water way. Services on regular routes may be

combined easily and quickly so transportation costs and emissions can be

minimised as sailing time and carriage of pushing boat could be optimised. The

tug and its barges will be newly developed, with the most up to date techniques,

tested by the Dutch Marine Research Institute (MARIN).

Contact Website:

www.informatie.binnenvaart.nl/uitgelicht/224-barge-truck-sbir-project.html

Costs and financing Subisidy for concept development: 50,000 EUR (Phase 1) and 375,000 EUR

Title Barge Truck

(Phase 2)

Building costs “Barge Truck”:

Pushboat: 0.8 – 1.0 million EUR

Pushbarge: 0.25 – 0.30 million EUR

Requirements for

implementation in

other member

states

existence of small waterways

shippers that have different origins or destinations: connecting and

disconnecting specific barges reduces transportation cost and emissions in

the supply chain

cargo that requires long unloading times: the concept is most profitable in the

case of long waiting times for vessels

Title Ro-Ro Trial Rotterdam-Tiel-Zaandam-Hoorn

Theme Markets

Description In April 2009, a trial was set up to test the technical and logistical feasibility of

setting up a Ro-Ro service line between Rotterdam-Tiel-Zaandam-Hoorn for the

transportation of trailers, triggered by the developments related to the

construction industry. In the province of North-Holland, the construction projects

are expected to increase (building of new houses, infrastructure projects),

resulting in an increasing flow of construction-related goods. Because of the

already congested roads in this area, this trial was set up. In this trial, not only

construction related parties were invited to join, but also parties with other large

freight flows between Rotterdam and Germany and between Rotterdam and

North-Holland.

Photo: Unloading of a trailer

During the trial, a truck could deliver its trailer at one of the four handling points

where the trailer was transhipped and transported to the next handling point.

The Ro-Ro ship used was equipped with a flexible loading ramp, making it

possible to bridge up to 3 meters in height and making the loading and

unloading process as easy as possible.

At the handling point, another truck was ready to transport the freight to its final


destination. A total of 11 companies (with a total of 28 trailers) were involved in

the trial. Although there is room for improvements, the trial results were positive.

In the next phase a permanent service line between Tiel and Rotterdam has

been set up. At the moment, the service line operates twice a week. From 2011

on, a daily service is foreseen. At a later stage the ambition is to set up service

lines from Tiel to Utrecht up to Zaandam and Hoorn. When this will be realised,

is mainly depending on market conditions.

Geographic area The Netherlands (Rotterdam-Tiel-Zaandam–Hoorn)

Objective & targets The objective of the Ro-Ro trial was to conduct a feasibility study regarding

shifting the transport of Ro-Ro cargo from roads to inland waterways in order to

relieve the road network. It was tested whether the Ro-Ro concept would fit into

the internal logistic processes of the participating companies.

Time frame (years) Start: April 2009

Evaluation: September 2009

Operation: from 2010 on

Users and

stakeholders

Dutch Ministry of Transport, Public Works and Water Management

(department North-Holland) – facilitator of the trial

DHV- Consultancy & Engineering firm, assisting the trail

Tielse Loswal Combinatie (TLC) - Participating transhipment company

Westfriese Container Terminal (WCT) - Participating transhipment company

Rhine Ro-Ro services - Shipping Agent

Ooms Avenhorn - Participating construction company

MEO - Participating logistics company

DHL -Participating logistics company

P&O Ferries - Participating logistics company

Key success

factors and

innovative aspects

easily accessible service (there are no additional investments needed at the

land-side)

most trailers are suitable for this concept

sustainable mode of transport

o reduction of truck trips

o emission reductions

o noise reductions

equal cost level compared to road transport

concept fits into the current logistical chain, since the inland waterway


transport takes place at night

the use of a Ro-Ro ship for trailers at short distances is a new logistical

concept

Contact Mr. Arne Baruch (Dutch Ministry of Transport, Public Works and Water

Management (department North-Holland)


Costs and financing The trial was facilitated by the Dutch Ministry of Transport, Public Works and

Water Management (department North-Holland). The execution of the trial has

been financed by the participating companies.

Requirements for

implementation in

other member

states

Little is needed, since no additional investments at the land side are necessary.

A Ro-Ro ship with a flexible loading ramp is a requirement. Bundling of cargo is

not a requirement but can make a service more feasible. A pull wagon to get the

trailers on/off the ship is also needed. Furthermore a terminal operator leading

the set-up of a trial is an important asset for success.

Title Project Waterslag and INLANAV – Innovative Inland Navigation

Theme Markets, Fleet

Description This new transport concept increases the shipping capacity of small waterways

by coupling pushed barges to existing vessels. The pushed barges, which are

developed within this project, have a bow thruster and can pass locks

independently. The project partners want to upgrade the smaller waterways in

Flanders and the South Netherlands through an optimal usage of these

waterways.

During the project, a Kempenaar and a pushed barge of about 50 m length are

both used in Flanders. This combination is the most attractive, because it can

realise the largest radius and create a sufficiently large cargo capacity at the

same time.

The transport of cargo over smaller waterways results in gains for mobility,

economy and environment. Waterway transport is still the most environment-

friendly transport mode, with regard to fuel usage, CO2 -emission and sound

pollution. Smaller waterways can be used in an optimal way because of the

Waterslag project. Additionally they are upgraded as a location for industry.

Furthermore, project Waterslag strengthens the connections between large

ports and the hinterland.

The project contains the following seven project phases:

1) compile information on canals and waterways in the southern Netherlands

and Flanders, including technical characteristics, bridges and locks

2) investigate market potential

3) develop an inland shipping concept

4) investigate regional economic added value

5) modify one or two existing pushed barges by fitting them with bow thrusters

and automatic cable drums so the barges can travel and pass through locks

separately with the least possible amount of manoeuvring

6) test runs

7) formulate a business plan based on the results of the test runs and previous

stages and communicate and publicize the results


After finishing the Waterslag project, the INLANAV (Innovative Inland

Navigation) project has been set up. INLANAV aims to demonstrate that the

Waterslag-barges cover the freight market to the full extent, including palletized

cargo and big bags. Therefore INLANAV will equip coupled barges with a small

crane. This makes it possible to autonomously load and unload the vessel. In

the current situation this cargo is transported with trucks. By equipping inland

vessels with a small crane the transport capacity doubles, but also the shipment

costs reduce significantly. INLANAV is divided into a total of three

workpackages, all with their own specific focus:

implementation of vessels with a small crane for the transport of standardised

cargo

develop a new generation of coupled barges using innovative techniques

harmonise the crew requirements and exploitation rules within North West

Europe

Geographic area Northwest Europe (Belgium, the Netherlands, France)

Objective & targets The Waterslag project aims to fulfil the following objectives:

make the best possible use of the capacity of small waterways

encourage a modal shift to inland shipping

reduce congestion in main ports

enhance the value of small waterways as sites for industrial activities

strengthen connections between main ports and interior regions


promote innovation in transport and logistics

The INLANAV project has three main objectives:

Demonstrate the use of Waterslag-units for the transport of unitised (non-

container) cargo such as big bags and pallets on small waterways and

thereby expanding market coverage. This concept entails using small coupled

barges equipped with an onboard crane so that transport users do not need to

invest in own transhipment equipment. Moreover, equipping a small barge

with a crane requires a limited investment. A demonstration will facilitate the

market take up.

Developing second generation Waterslag-barges using the latest

technological and logistics knowhow. Three INLANAV partners (University of

Antwerp, Research Small Barges (Q-Barge) and Schipco) are developing

innovative concepts, but these have not been built so far. The next-generation

Waterslag-barges will contribute to a more sustainable and cost efficient

inland fleet, for example by designing ships without a living space, resulting in

more cargo capacity. In this situation the crew does not have to live onboard.

Harmonisation of manning requirements throughout Europe with a view of

facilitating trans-regional flows and an international exploitation of the

INLANAV vessels. Currently, the existing differences in application of

international rules hamper transnational transports on inland waterways within

the NWE region.

Time frame (years) Waterslag 1 January 2006 – 31 December 2008

This project is completed. The results of the project are promising. The activities

have continued after the project end date. Two of the companies involved in the

trials are still working with this concept. The project needs further

commercialization.

Furthermore we can mention that four new projects have evolved out of project

Waterslag. One of these projects is called INLANAV.

INLANAV January 2010 – June 2012

A first pilot (coupled barges with crane) is expected in the second half of 2011.


Users and

stakeholders

Incodelta Zuid-Nederland (www.incodelta.nl)

Waterwegen en Zeekanaal NV (www.wenz.be)

NV De Scheepvaart (www.descheepvaart.be)

Barge Terminal Tilburg (www.bttilburg.nl)

MCA ([email protected])

Mercurius Scheepvaart (www.mercurius-group.nl)

Pro-Log (www.pro-log.nl)

Interreg IIIB Noord-West Europa (www.nweurope.org)

Voies Navigables de France

University of Antwerp

Schipco BV

Research Small Barges BV

Key success

factors and

innovative aspects

The innovative aspects of this project can be found in the concept of coupling a

pushed barge and a vessel, which can both pass through locks independently.

In this way the capacity of smaller waterways can be doubled, without large and

cost intensive infrastructural changes. The result is a more optimal usage of

these smaller waterways.

Contact www.waterslag.org

Costs and financing In total the costs of this project amount to 999,095 EUR of which 48% was

supported by the European Union.

Requirements for

implementation in

other member

states

a formation of a vessel and a pushed barge provided with a bow thruster so

the barges can travel coupled and pass through locks independently

legislation which allows the Waterslag-combination to sail with two crewmen

modal shift potential in the region of smaller waterways

Title Excellence in Accessibility

Theme Markets

Description The project aims at a shift in cargo transport from road to inland shipping. A

daily scheduled connection is set up between industrial areas in the Provinces

Noord-Holland, Utrecht and Flevoland and the ports of Rotterdam and

Amsterdam. Hereby a significant amount of trucks will be replaced by inland

vessels.

One project developer needs to feel responsible for realising this objective. Next

to that new inland shipping container services will be promoted, and those new

services will be closely monitored. The aim is to provide information to potential

clients and persuade them to actually use this new service.

Implementing this project is done via different workpackages.

designing a masterplan with potential transhipment areas

start the legal and juridical procedures, among others request for permits and

subsidies

proposals of process integration and monitor reports

spread the knowledge, information campaign

Geographic area The Netherlands (Noordvleugel, Noord-Holland)

Objective & targets The main objective of the project is to improve the establishment climate in the

Noordvleugel by developing transhipment areas for innovative container

transport via inland shipping, which results in an improved accessibility of the

industrial areas.

Time frame (years) January 2008 till March 2011

Users and

stakeholders

Province Noord Holland

Province Flevoland

Province Utrecht

Amsterdam

Zaanstad

Haarlemmermeer

Almere

Lelystad

Utrecht

City region of Amsterdam

Port of Amsterdam

Development Organisation Flevoland

Title Excellence in Accessibility

Key success

factors and

innovative aspects

The programme allows shippers who would otherwise use road transport to

investigate the opportunities of IWT through governmental support. In the end

this may result in a permanent modal shift. The promotional element of the

programme is meant to ‘spread the word’ to gain spin-off of these cases.

Contact Website: www.bereikbaaroverwater.nl

Costs and financing The Dutch Ministry of Economic Affairs is financing part of the Excellence in the

Delta programme.

Requirements for

implementation in

other member

states

government budgets

committed shippers who participate in promoting the success of their freight

shift

Title Fresh Corridor

Theme Markets

Description The main purpose of the Fresh Corridor is

to stimulate multimodal transport of APF

(Potatoes, Vegetables and Fruit)

containers. Some of the reasons for the

introduction of this corridor are the

increasing congestion and the replacing of industry in the port of Rotterdam,

due to the development of the Maasvlakte 2.

One aim is to deliver a coherent network of waterways and terminals for the

transport of vegetables and fruit via inland shipping. Next to that it shall improve

the facilities for multimodal networks.

Fresh corridor itself consists of several sub-projects. In total there are 10 of

those sub-projects, all focusing on the development of a different aspect of the

fresh corridor. Among those projects there is the development of the ‘Coolport’.

The objective of the Coolport is to make the supply, storage and transhipment

of reefer containers more efficiently. In the end it will be a multi-modal hub,

connecting shortsea-, inland- and deepsea shipping with rail and road. Within

the Fresh Corridor this is the largest project, therefore the largest part of the

money will be invested in the Coolport.

Another part of the Fresh Corridor is the inland shipping connection between

the port of Rotterdam and an inland terminal near Venlo. In September 2009 the

first inland ships sailed on this route. A special feature is that this corridor works

with ‘fixed windows’. Such a window indicates a specific time frame for

(un)loading of the barge. To ensure a short turnaround time, it is important that

this window is linked to discharge of the sea vessel.

One of the Fresh Corridor projects focuses on the integrations of the different

planning and information systems that are used by the different parties. Next to

this there is an effort to improve the service between private companies and the

government.

Besides all those more practical projects, one of the Fresh Corridor projects

was entirely focusing on the communication with stakeholders. Those

stakeholders were informed during several road shows in the period from

October 2009 until April 2010.

Geographic area The Netherlands: Maasvlakte 2, Rotterdam; de Betuwe; Venlo; Vlissingen


Belgium: Antwerp

Objective & targets The main goal is to promote the transport of vegetables and fruits via inland

shipping from the Port in Rotterdam to Venlo, Vlissingen, Betuwe and Antwerp.

Time frame (years) Frugi Venta, the Dutch Vegetable and Fruit Trade Organisation, started the

development of the Fresh Corridor in 2007 and it finished in 2010.

Users and

stakeholders

Financiers:

Ministry of Economic Affairs

Province South-Holland

Port of Rotterdam

Frugi Venta

Other private companies

Key success

factors and

innovative aspects

Combining the transport of vegetables and fruit with other types of products can

increase the amount of freight transported via inland shipping. An increase in

inland shipping leads to a decrease in road transport and therefore results in

less air pollution. Next to that inland shipping is a very reliable mode of

transport; therefore a reduction in transport costs is likely to occur.

This concept uses inland shipping for the transport of goods over relative short

distances. For example there are shipments between the Port of Rotterdam and

Ridderkerk, a distance over water of about 20-25 km.

Contact Mail: [email protected]

Website: www.freshcorridor.nl

Costs and financing Total investment: 3 million EUR

Main investors were the parties already mention in the ‘users and stakeholders’-

section.

Requirements for

implementation in

other member

states

At first glance there can be concluded that there are no special requirements for

the implementation of this project in other member states. It actually is a normal

inland shipping connection that transports containers, in this case freezer

containers. However, this time, the focus is on the transport of perishable

goods, like fruit and vegetables. The demand for these kinds of products is not

as high on all transport. Therefore a first requirement is to make sure that there

is a sufficient transport demand on the specific route. In most European

countries a large share of the fruit and vegetables is important from South-

American countries, such as Brazil or Chile. Sea vessels are used to transport

the products to European mainports, like the port of Rotterdam. In such a


mainport different transport flows of vegetables and fruits can be combined, and

together form a large demand for transport. So, a second requirement is the

presence of a large port where fruits and vegetables arrive and can be

transhipped to inland vessels. The goods should be transported to different

hinterland locations. This can only be done via inland shipping if there is a

widespread waterway network from the mainport to the hinterland, which can be

indicated as the third requirement.

Title ECT Extended gate concept – European gateway services

Theme Markets / infrastructure

Description Europe Container Terminal (ECT) started to extend its network with inland

gates in 2009. These inland gates have a growth capacity of more than 200,000

TEU. They also have warehouses close to the terminals, that give the client the

opportunity to deliver or pick up containers at one of the inland terminals in

Amsterdam, Moerdijk, Venlo, Duisburg (Germany), Avelgem or Willebroek

(Belgium). ECT then transfers the container on to a vessel or a freight train and

transports it to the Port of Rotterdam.

This concept concerns the close cooperation of the main sea terminal with

several hinterland terminals located at relatively short distances from the

seaport as a means of bypassing congested roads in the port city, relieving the

terminal from larger volumes of containers and providing a cheaper storage

area for empty containers. As part of its European Gateway Services, ECT

supports the smooth flow of containers with a number of auxiliary services,

ranging from Premium Service and Paperless Service to Release Service.

In 2010 a co-operation between ECT and LCT (Liège Container Terminal)

further expanded the network of inland gates. This project was named

‘European Gateway Services’ and a scheduled shipping service between both

terminals was part of the agreement.


Geographic area The Netherlands: Rotterdam, Amsterdam, Venlo, Moerdijk

Belgium: Willebroek, Liège, Avelgem

Germany: Duisburg

Objective & targets This network of inland terminals is focused on reliable connections and services

(customs) by IWT, rail and road between Rotterdam and the European

hinterland thereby

saving costs

saving time

creating possibilities for ECT to grow

Time frame (years) Started in 2009

Users and

stakeholders

ECT

TCT Belgium

TCT Venlo

DeCeTe (Duisburg)

LCT (Liège)

Key success

factors and

innovative aspects

Despite the additional time and money that is required to transfer the container

two times (once at the inland terminal and once in the Port of Rotterdam) the

concept is faster and more reliable than road transport. Furthermore it not only

increases the capacity of ECT, but at the same time gives ECT the possibility to

be more flexible. Due to the fact that the inland terminals are close to the

market it is possible for customers to be more efficient in how they organise

their distribution. Final point, it gives ECT opportunities to introduce and offer

new services.

According to ECT the Extended Gateway concept is:


sustainable

document free

reliable

flexible

fast

Contact Website: www.ect.nl


Requirements for

implementation in

other member

states

This concept can only be introduced when there is a high quality network of

inland waterways, along which those inland terminals can be build. Next to that

it is important that the operator of this inland terminal concept constantly has a

sufficient high flow of cargo.

Title Expertise and Innovation Centre Barging (EICB)

Theme Markets

Description The EICB is an Innovation and Expertise

Center for the Inland shipping sector.

The center stimulates innovations in the

sector by funding and supporting

individual entrepreneurs. It also

stimulates and absorbs expertise which it

exploits for the use of the sector itself

and external parties in the private and/or the public domain.

The areas of knowledge and interest are: logistics, structure/governance,

technology, nautics, safety, security, infrastructure, harbors (blue ports),

sustainability, education and social aspects.


Objective & targets The first goal is to strengthen the ability to innovate in the inland shipping

industry. This will result in a stronger and more competitive industry which is

able to fully exploit the given potential. The second goal is the development of a

high ranking knowledge center by exploiting the knowledge within in the

organisation itself, the inland shipping organisations and the sector and of

external parties.

Time frame (years) The center started in 2008.

Users and

stakeholders

Users are the industry, public bodies (regional, national, European and

international) and ports.

Stakeholders: The EICB is a Public-Private Partnership

Key success

factors and

innovative aspects

a strong inland shipping cluster

thorough knowledge of internal and external developments and possibilities

Contact Nico Schoonen (director) and/or Ton Roos (senior policy advisor)

Phone: +31 10 798 98 30


Costs and financing This Center is governed by the inland shipping sector and financed primary by

the sector itself, but secondarily also via public funding, through several

innovation funds for the inland shipping sector. It is also (co-)financed via

projects.

Title Expertise and Innovation Centre Barging (EICB)

Requirements for

implementation in

other member

states

actual information on grant possibilities (in a wide perspective) for companies

within the IWT sector.

Title Transport of plants and flowers

Theme Markets

Description Plant and flower transport forms about

10% of the Dutch goods transported by

road. The transport flows are concentrated

around three centers in the congested area

called Randstad (urban agglomeration of

Western Holland) around the main ports

Rotterdam and Amsterdam and the airport

of Amsterdam - Schiphol.

To improve the accessibility of ports and business parks / industrial zones in

these areas and make the flower/plants transport considerably more

sustainable FloraHolland and Port of Amsterdam started a pilot project named

Plant Shuttle. It is an innovative and sustainable transport concept created for

shipper FloraHolland. This pilot runs within the project “Excellence in

Accessibility“ (supported by the Ministry of Economic Affairs through the

programme “Excellence in the Delta”). The pilot has been executed successfully

and delivered positive results.

For the purpose of this pilot several companies have formed a cooperation for

the first time to turn a regular supply chain into a sustainable one including sea-

and inland ports, a road conveyer, IWT operators, a shipper and container

terminals.

The pilot has shown that a part of the plant and

flower transport can be shifted from road to water.

A so called ‘Circle Line 1’ (barge shuttle

Amsterdam – Lelystad – Kampen – Amsterdam)

has been created as a part of a national hub and

spoke system which consists of three types of

circle lines that also connect the main ports. The

axis Amsterdam – Rotterdam functions as carrier

and the hub Amsterdam as cargo exchange

centre. Source: FloraHolland

In the near future (2010) the concept will be marketed definitively. Pullers will be

the participants of the pilot.

Geographic area Amsterdam, Lelystad, Kampen, The Netherlands

Title Transport of plants and flowers

Objective & targets FloraHolland and the Port of Amsterdam have the ambition of improving the

accessibility of ports and business parks/industrial zones in the “Randstad” and

simultaneously making the flower/plants transport considerably more

sustainable. Goal: A large-scale and permanent transport solution.

Time frame (years) Start: April 2010

Users and

stakeholders

FloraHolland, Port of Amsterdam, Kwekerij A. Baas, Coöp. Bloemen Expres

NOP, Van der Slot, ACT, CTVrede Steinweg, MCS, ROC Kampen, SCS

Multiport/Bulcontrans en MIS-Cobiva.

Key success

factors and

innovative aspects

The reliability of the transport chain turned out to be 98%.

The cargo did not suffer quality losses by shipment in containers on barges.

A supportive IT-system turned out to be essential to keep the partners

continuously posted about the functioning of the transporting system.

The Plant Shuttle shows that inland navigation is a clean, efficient, reliable

and sustainable transport alternative for floricultural products.

The pilot has shown that a partial shift of plant/flower transport from road to

water is feasible.

Contact Nico Schoonen. Project leader


Website: www.bereikbaaroverwater.nl

Costs and financing Plant shuttle has been executed as a part of the project “Excellence in

Accessibility” and is financed out of that budget.

Requirements for

implementation in

other member

states

sufficient knowledge of the complexity of multimodal transport

knowledge of complex forms of cooperation and business processes

strong independent / neutral direction

sufficient budget: During the pilot operation financial barriers can occur. The

available budget should be sufficient to lower these barriers to an acceptable

level.

IT-system to plan the transport and follow the cargo

Title Flour tanker (transporting powdery cargoes in bulk)

Theme Fleet

Description Until recently, powdery cargoes like flour could not be transported in bulk, but

needed to be packed in parcels (bags, boxes). Only specialised tank trucks

could transport the flour. A new state-of-the-art ship has enabled this, without

spreading the dusty cargo to the environment and without getting lumpy in the

ship’s hold. Furthermore, the self loading/unloading ship has reduced the

required shore based equipment.

Photo: Arie Jonkman

The ship has been employed to ship flour between a flour factory north of

Amsterdam and a processing plant in Nijmegen. The ship also works as a

functional storage, which was an advantage for the processing company.

Furthermore the reliability (just-in-time) and attractive price of transport caused

the operation to be beneficial to its clients.

The ship was designed by Mercurius Shipping. The ship measures 86m by

11.4m and has a volume of 2,750 m3, with a cargo hold of 1,450 tonnes. Its

main feature is the vibration installation on the floor of the fully covered hold.

This keeps the cargo in motion preventing clotting and sticking of the cargo. It is

unloaded by a blow system using ventilators and high pressure.

With slight adjustments, this design is also capable of carrying different types of

powdery loads.

Title Flour tanker (transporting powdery cargoes in bulk)

The ship replaced about 10,000 truck movements. After five years the service

had to stop as the client was relocated to a new site without water access.

Currently negotiations are being held with other clients to pursue a follow-up for

the use of this special vessel.


Objective & targets To reduce cost of flour transport by removing the need for small volume

packaging.

Time frame (years) 2002-2007. Follow-up being negotiated currently.

Users and

stakeholders

Mercurius Shipping (transport)

Meneba (flour factory)

Latestein (processing plant)

Key success

factors and

innovative aspects

The success was based on:

a shipper offering dedicated cargoes for a period of time sufficient to recover

the vessel reconstruction investment

transport cost and storage cost savings of the client

Contact Website: www.mercurius-group.nl

Costs and financing - (costs of reconstructing the tanker vessel)

Requirements for

implementation in

other member

states

The advanced and innovative technology that Mercurius uses may require big

shipping companies in the particular Member state, as companies should have

sufficient financial backing to be able to invest in innovation.

Title MIS-Cobiva (Management Information System Container IWT)

Theme Fleet, Infrastructure

Description The system is based on tracking and tracing of barges by GPS. Over sixty

vessels are equipped with it. The position of the vessel is sent to the MIS-

Cobiva-system on shore by GPRS. The owner/commissioner of the ship can

see using this application such information as the location of the ship, its

direction and what speed it travels at. Furthermore this information is linked to

other data on the MIS-Cobiva server, such as engagements and travel

information. MIS Cobiva can predict at what time the ship will be at its

destination, just like navigational equipment for road transport. It takes into

account bridges, locks and the rate of flow in rivers. The system works with real

time information; the oldest information is five minutes old at most when ships

are sailing outside port areas. When ships get near the seaports, the

information is one minute old at most.

By using these predictions and the reliability of the real-time information the

logistical chain can be planned more accurately. It also creates the possibility of

better anticipating possible interruptions elsewhere in the chain. Unnecessary

waiting times can be prevented.

Next to the real-time information on the level of vessels, a link is also realised to

the information on the level of cargo. By doing so the vessel is becoming an

integrated part of the back office of the barge operator. As a result the barge

operator, vessel and terminal have the same, reliable, information at their

disposal. In addition to the advantages for the logistical chain the system also


offers advantages for the safety and swiftness of inland navigation traffic and

law enforcement services. Because of the possibility to make estimations for

waiting times at permanent structures, skippers can travel at an optimal speed

and by doing so decrease CO2-emissions.

By means of this project container IWT is contributing to mitigating future

difficulties in the field of mobility, sustainability and efficiency of goods transport.

The project MIS-Cobiva is a large step forward to a professional, industrially

organised container IWT that is ready for the demands of the future.

Geographic area MIS-Cobiva is oriented towards the entire chain, from all container terminals in

the seaports of Rotterdam, Antwerp and Amsterdam up to the inland terminals

in the hinterland.

Objective & targets The development of a digital infrastructure for the container IWT, to improve the

entire logistical chain.

Time frame (years) Stichting MIS-Cobiva has been established in April 2008.

Users and

stakeholders

The initiators are the operators Alcotrans, Bulcontrans, Contargo, Danser en

Rhinecontainer, also known as ABCDR-combination, which together take care

of 40% of the container transport on the Rhine. MIS-Cobiva is however an

‘open’ application: everybody is free to participate. In the meantime H&S and

DPW Germersheim have joined. CBRB (The Central Bureau for Rhine and

Inland navigation) supports MIS-Cobiva.

Key success

factors and

innovative aspects

Already comparable systems have been tested, among others by VITO (Dutch

Association of Inland Terminals), but these were limited to one stevedore. MIS-

Cobiva is oriented towards the entire chain of inland navigation.

Contact Stichting MIS-Cobiva

p/a Alcotrans

Address: Scheepmakerij 160, 3331 MA Zwijndrecht

Phone: +31 78 750 1227


Website: www.miscobiva.nl (under construction)

Costs and financing Because the development of the innovative system takes a considerable

amount of money, subsidies have been asked and granted. The subsidy has

been granted based on the Dutch arrangement for innovations for inland

navigation (Ministry of Economic Affairs / Senter Novem). EICB (Expertise and


Innovation Centre Inland Shipping) has been called in for counselling of the

application for a subsidy. Also the Port of Rotterdam Authority has given

(limited) financial support.

The five initiators (the ABCDR-combination) have, however, financed the

largest part of the investments out of their own means.

Requirements for

implementation in

other member

states

“Essential” (barge) operators working together on logistic fields

vessels equipped with GPS and a station on shore to receive and process the

position of the vessels by GPRS

funds for financing the set up of the system

barge operators working together are able to set up this system, for the

benefit of themselves and their own operation

“Optional” participation of large shipping companies and/or stevedoring companies

and/of shippers

participation of port authorities, fairway authorities, customs authorities

However, if third parties such as the ones mentioned here (shipping or

stevedoring companies, authorities) participate; the system will work for the

benefit of the entire logistic chain.

Title IWT vessels JOWI and Amistade

Theme Fleet

Description An inland container ship, which due to its new design revolutionised IWT in the

Netherlands. Its size is nearly 400 TEU and its first voyage took place in 1998.

Shortly after a similar ship was put in place, the Amistade. JOWI enabled the

transport of large volumes of containers at competitive prices from Dutch

seaports into the hinterland. Nowadays there are more similar ships sailing.

Photos Arie Jonkman

The ship is able to transport about 400 TEU and its measures are:

length overall - 134m

width - 17m

draft - 3m

The ship is still in operation on the Rhine. Initially the ships were owned by Mr.

H. Wanders, however he sold both the JOWI and the Amistade in 2008.

Nowadays the names of the ships are respectively Nova and MCS Covano.

Those ships are owned by CONTARGO.


Objective & targets Serving an interesting and growing market (containers)

Time frame (years) First voyage in 1998, the ship is still sailing under a different name.

Users and

stakeholders

The ship owner Alca Rhenus

The ship builder: Breko shipbuilding and repair

CONTARGO B.V.

Key success

factors and

innovative aspects

The size of the ship, the application of a stacking system as used in maritime

transport and the fact that this does not affect other traffic through significant

wave height enables high capacity and efficient handling and sailing. The

Title IWT vessels JOWI and Amistade

advantage of these barges compared with barge convoys is also that they travel

faster and use less fuel

Contact Several websites available with articles, pictures, there is however no official

website


Requirements for

implementation in

other member

states

sufficient volume to be transported

terminal facilities to handle the containers

Title AMSbarge

Theme Fleet

Description The logistical concept AMSbarge (Amsterdam Barge Concept) is a

containership with a loading/unloading container crane on board, collection

points for containers in the region, services to shippers located along the water,

and a daily pendulum service. Cargoes offered are connected to onward

services by rail, air, inland waterways and sea in the port of Amsterdam.

Source: Arie Jonkman

The container ship involved, named Mercurius Amsterdam, is 86m long, 11.4m

wide and can carry 144 TEU (4 layers of containers). The crane has a lifting

capacity of 35 tonnes, a reach of 30m and can handle 18 containers per hour.

The ship can operate independently from cranes available on shore; the only

requirement is that the ship can be moored along a quay for loading/unloading.

The ship has a stability compensation capacity of 4 times 4.000 m3 per hour. It

has two engines of 820 HP each.

The success has led to the construction of a second ship, with larger crane

capacity, called Transferium. After several months however the service in the

Amsterdam region had to stop due to insufficient cargoes. The vessels were

redeployed in the Rotterdam port area, where they service various container

terminals and shippers. Although the name AMSbarge thus does not cover the

geographic region anymore, the concept is applied in the Rotterdam area in a

very similar way.

Title AMSbarge

Geographic area The Netherlands (Rotterdam region)

Objective & targets To shift container traffic from (congested) roads in the Amsterdam region to

waterways. By delivering containers from shippers to terminals, short distance

truck trips can be avoided.

Time frame (years) Started in January 2006

Users and

stakeholders

Mercurius Scheepvaart (inland shipping company, 100% owned by Mercurius

Group) is the key partner, operating the ship. The initiative was taken by

Mercurius together with the Port of Amsterdam and Damen Shipyards, who

designed the ship.

The stakeholders involved in establishing the services are the Port of

Amsterdam together with a group of shippers located in the region.

Key success

factors and

innovative aspects

The most important aspect of AMSbarge is that the ship can perform

loading/unloading at high speed with little equipment requirements. This makes

it feasible for use on short distances within the (now Rotterdam) region.

Secondly, the service takes over the need of shippers to deliver their containers

to the terminal themselves, so that they can focus on their core activities again.

The chartering broker's office takes over the organisation. The concept is

especially attractive for shippers that have small assignments that do not allow

for investing in quay-based handling equipment. The success in Amsterdam

has led to the introduction of similar services in Rotterdam as well.

Technically The Mercurius Amsterdam is the first of its kind, capable of self

loading/unloading of containers. Its heavy crane and stability capacity are the

key innovations that make this possible. The stability equipment is considered

the most innovative aspect of the ship:

extra ballast capacity through increased space between hull and loading floor

(75cm instead of 25cm)

four pumps with 4,000 m3 capacity to shift ballast water from starboard to

larboard

75 tonne control weight on rail centrally on the ship

All stability equipment is computer controlled and operated while the crane is

(un)loading. Maximum slipway of the ship is only 3 degrees.

Organisationally From an organisational point of view, the AMSbarge is innovative as well, as it

allows container transport at places where there are no container terminals

Title AMSbarge

available. This implies that AMSbarge can serve small freight flows that are

usually being served by road.

The main advantage is that AMSbarge can arrive along the quay of shippers, so

that any pre/end haulage is prevented, and overall costs are lowered.

Contact Website(s):

www.mercurius-group.nl

www.amsbarge.com

Costs and financing 6.5 million EUR

Requirements for

implementation in

other member

states

The advanced and innovative technologies that Mercurius uses may require big

shipping companies in the particular Member State, as companies should have

sufficient financial means to be able to invest in innovation.

Title Particle matter filters and SCR catalysers on existing ship: ms Alm

Theme Fleet

Description The two main engines of the ms Alm (86 x 9.50

meter) are equipped with SCR-catalysers and PM

(soot) filters. Before the start of the project, one

of the two existing engines had no CCR-

certificate while the second engine was CCR-1

certified. The filter and catalyser were placed

within the framework of the Dutch project ‘the

clean engine of inland navigation’ and complied

with the highest standards on emission. After

installation of the filters and catalyser the ship

was cleaner than the cleanest truck (Euro 6). NOx and particle matter emission

are comparable, but the CO2-emission by ton kilometer was a lot lower. An

additional advantage was the decrease of noise of the motor on the rear deck

and in the wheel house that is clearly noticeable.

The Selective Catalytic Reduction (SCR) is a technique for efficient removal of

NOx emissions by means of injecting a reducing agent into the exhaust gas.

The system uses ammonia to reduce nitrogen monoxide and nitrogen dioxide to

nitrogen and water, which is injected as urea (32.5% solution, named AddBlue).

Advantages, in combination with motor management, are a better combustion

and a higher efficiency, resulting in less fuel consumption and therefore less

particle matter and CO2 emissions. The Particulate Mass Filter (PMF) reduces

the emission of particle matter of the engine. Low sulphur fuel (EN 590) is a

precondition for application of the particulate matter filter. A comparable project

has been done on the Dutch ms Wending.

Geographic area Ms Alm is a Dutch ship. The reconstruction took place in the Netherlands and

the ship mainly sails in the Netherlands.

Objective & targets A substantial decrease of the emissions of NOx, soot and particle matter. These

are the fields on which other modalities overhaul inland navigation.

Time frame (years) The reconstruction of a ship takes about three to four weeks.

The reconstruction of the Alm was finished at the end of August 2009.

Users and

stakeholders

The owners of the ms Alm, Mr and Mrs Romijn, Stichting Integraal Ondernemen

Drechtsteden (IOD) and Kantoor Binnenvaart. The PM (soot) filters and

catalysers were installed by Vink Diesel/Vitech Systems BV in Sliedrecht, the

Title Particle matter filters and SCR catalysers on existing ship: ms Alm

Netherlands. Several companies are involved in this project to disseminate the

new knowledge acquired by this project.

Key success

factors and

innovative aspects

The introduction of SCR-catalysers and PM (soot) filters in inland shipping is

still relatively recent. In the Netherlands it started with two pilot projects in

2003/2004.

Contact No website available

Costs and financing The project is partly realized with a fund of the Dutch government.

Requirements for

implementation in

other member

states

a barge with a high pressure diesel motor

provided low sulphur fuel (EN590) is available and the engine may run on this

fuel

availability of ureum (‘AdBlue’)

Title VoortVarend Besparen (“energetically saving”)

Theme Fleet and Jobs & skills

Description The Inland shipping sector should deliver its contribution to energy savings and

emission reduction. Although it is already one of the cleanest modes of

transport, more savings are possible. After the success of the “The New

Driving”, on stimulating a cleaner driving style of car drivers, The Dutch Ministry

of Transport launched “The new sailing” for the inland waterway sector.

SenterNovem, a government agency for energy and environment, manages the

programme.

The programme aims at influencing the behaviour of shipping crew, resulting in

more energy efficient sailing, through the following programme components:

• training and education: learn how to sail energy efficiently

• technical assistance tools: development and subsidisation of tools for fuel

monitoring

• BRANDSTOF BESPARINGS CO2MPETITIE (fuel savings competition)

In addition to this, a platform of (large) shipping companies is established,

through which communication to the sector is done, and games and

competitions are organised.

At the end of 2010, the programme will be transferred to EICB (European

Innovation Centre Inland shipping), who will continue the programme

afterwards. The Dutch Ministry of Transport is co-funding this organisation.


Objective & targets The programme aims at a reduction of the CO2 emissions by inland shipping by


5 percent as per 1 January 2011 compared to the 2007 level. The target group

therefore is the inland shipping sector (including ferries), both shipping

companies and individual crew. The idea of the programme is that the

behaviour of crew is influenced. They will be interested in fuel savings by

applying a more efficient sailing, as this will directly benefit their incomes. This

benefits the energy consumption and at the same time the environment, as less

fuel use directly results in less CO2 emissions.

Time frame (years) 2007-2011 (+ continuation afterwards)

Users and

stakeholders

SenterNovem, Ministry of Transport, CBRB, Kantoor Binnenvaart and several

shipping companies

Key success

factors and

innovative aspects

The programme started at the end of 2007 and is being monitored throughout

its active period.

Key success factors identified include:

a platform, ensuring a pro-active participation of shipping companies

fuel savings competition, increasing the willingness of individual crew

members to contribute and a special website allowing to monitor the position

in the ranking list (www.ikvaarzuinig.nl)

proactive involvement of interested individuals, by asking for their ideas on

how to save fuel: ideas were structured into TIPS, which are promoted

throughout the sector and can easily be learnt by heart.

The second monitoring report shows that it is very difficult to prove fuel savings,

as on the one hand market conditions are fluctuating and on the other hand

waterway conditions vary between the years. The report shows a net saving of

about 2 percent per tonne-km if corrected for empty trips. Furthermore a

concern is the response level to data requests, which make it difficult to obtain

reliable results. The third monitoring study is being prepared.

The idea of influencing the behaviour of vehicles is not new, but has never been

applied at this scale in the inland shipping sector. Due to commitments of

platform companies and the organisation of a fuel efficiency competition, the

participation of the sector is high.

Contact Website(s):

www.voortvarendbesparen.nl

www.ikvaarzuinig.nl

Costs and financing The programme as a whole has a government budget of 5 million EUR.


Requirements for

implementation in

other member

states

a developed inland navigation sector

government initiative and investment

a strong lobby for sustainability and environment in the particular country

Title SMART barge

Theme Fleet

Description The SMART barge concerns a new concept of container ships that may

become the standard for the future: a mid-sized container ship with

maximised loading capacity for all container sizes (incl. 45 ft high cubes)

minimised fuel use

state of the art balancing system

Source: Arie Jonkman

The SMART barge has a length of 86m, beam of 11.45m, draft of 3.20 and hull

of 3.75m. Loading capacity is around 2,100 tons and 172 TEU (if loaded at 4

layers; 126 TEU at 3 layers). This almost equals the loading capacity of a 110m

vessel.

The ship currently sails between the Dutch seaports and the IJsselmeer

(Kampen and Harlingen). Using its extra ballast capacity, the ship can lower its

height and sail the Amsterdam – Rijnkanaal in the Netherlands with 4 layers of

containers instead of three.

Overall a fuel consumption saving of 11-15% has been realised. The negative

consequence is that the residential area at the vessel is kept rather small,

reducing the comfort of the crew.

Geographic area The Netherlands (IJsselmeer area)

Objective & targets Maximise loading capacity while minimising fuel consumption

Title SMART barge

Time frame (years) The ship was launched in August 2008.

Users and

stakeholders

Mercurius Shipping has built the ship and operates it, while its subsidiary MCT

Lucassen is responsible for ship brokerage.

Key success

factors and

innovative aspects

Due to the increased ballast capacity (1,200 tonnes), the ship has the same

loading capacity as a container ship of 110m. Its small size give it the

advantage of:

less quay length required

faster round trip times

lower fuel costs

All together these factors result in lower sailing costs and higher margins,

benefiting both shippers and shipping operators.

The design of the ship is based on three objectives: fuel savings, speed and

loading capacity. The construction is based on light weight hull (combination of

regular Grade A steel and AH-35’ high tensile steel), optimised underwater

design (not aiming at maximum speed, but at optimal balance between

resistance and propulsion at average speed), container positions (extended by

positioning the engines as far at the back as possible, resulting in 15% more

container positions than a conventional ship of the same size).

Contact Website: www.mercurius-group.nl

Costs and financing Construction costs of the ship: 6.5 million EUR

Requirements for

implementation in

other member

states

sufficient cargo in the region

technical knowledge of the shipbuilding company

Title Training on board of special training vessels

Theme Jobs & Skills

Description As many of the IWT companies used to be family run, there was a natural influx

of young people starting to work in the industry, usually with their parents. With

dwindling numbers of family business and with larger vessels needing more

staff, newcomers will have to come from beyond the traditional scope. First-

hand sailing experience in an educational environment is therefore very

valuable. The Dutch education institutes for IWT (a.o. the – STC and the

Maritime Academy) have special training vessels available for on the-job

training of young people interested in working on board of the IWT fleet. These

vessels allow students to gain practical experience with working and living on

board over longer periods, navigating the actual rivers and canals as well as

with the maintenance and functioning of many technical on-board systems.

Photo: STC-group

The STC-Group from Rotterdam has

three special training vessels

available for on the-job training of

young people interested in working

on board of the IWT fleet. The

Prinses Beatrix and Prinses Christina

are two vessels for inland shipping.

These vessels allow students to gain

practical experience with working and living on board over longer periods,

navigating the actual rivers and canals as well as with the maintenance and

functions of many technical on-board systems. The vessels are used for the

Inland Shipping Programme at the educational levels pre-vocational secondary

education (VMBO) and secondary vocational education (MBO).


Photo: Maritieme Academie

The Maritime Academy and Maritime College also uses special training ships

for educating about inland navigation. The passenger ship ms. Prinses Maxima

and the tank lighter Prinses Amalia. Both the motor ship and the tank lighter

have a classroom on board. To practice on a dry cargo ship the ms. Emeli is

available. Students can practice navigation, transhipment and other regular

onboard activities.


Objective & targets educate young people on the job

assure a steady influx of new employees to the IWT industry

Time frame (years) Institutionalised for many years

Users and

stakeholders

STC

Maritime Academy & Maritime College

IWT operators

students / future deckhands, boatmen and boatmasters

Key success

factors and

innovative aspects

training situation close to everyday practice

high quality of training programme, crew, vessel and support organisation

very suitable for young people not coming from IWT

New means of attracting young people who do not originate from IWT families

themselves. The vessels are equipped with modern navigation and

communication systems.

Although this practise already exists in today’s environment with a shortage of

trained and qualified staff, these vessels offer state-of-the-art training. Nothing

is as motivating and inspiring for students as practical experience on the job.

This practice could be of interest all over Europe.


Contact Hans Boele, Manager of Inland Shipping Training at STC-Group

Mail: boele @stc-r.nl

Rob van Reem, Deputy Director STC B.V.


Website: www.stc-group.nl

Arjen Mintjes, Director Maritime Academy Harlingen


Website: www.maritieme-academie.com

Costs and financing STC-Group, Maritime Academy and Maritime College provide public financed

education. Part of the education programme is on-the-job training at the training

vessels.

Requirements for

implementation in

other member

states

training vessels;

skippers with training capacities

learning goals

Title ‘Nautische leerlijnen’ – aligning all nautical education regarding port an

waterways

Theme Jobs & Skills

Description In the Netherlands there are a number of waterway authorities (Rijkswaterstaat

for the main waterways, the provinces for the provincial waterways and the

municipalities for river ports). On some of the waterways near Amsterdam, for

example, there are up to four or five bridgemasters from different waterway

administrators working on the same route. All those waterway administrators

demand different skills, resulting in the need for different types of education and

certificates. The reasons behind these different needs include such things as

the differences in bridge structure or technology involved. Also different types of

labour forces (permanent or seasonal) are influencing the need for different

types of training.

This situation however hampers the labour mobility of people working in nautical

functions, because different education and certificates can be valued differently

by the different waterway administrators. Also the costs of education are rather

high. From an educational perspective, it would seem logical that someone who

operates a larger or more complex bridge will at least need the same skills as

someone who operates a small bridge, with some additional skills. It is noted

that the authorities employ about 550 VTS operators as well as some 3,000

other nautical services staff.

Therefore, in order to align the different educational programmes with the

waterway authorities’ requirements, the ‘Nautische leerlijnen’-project is set up

(aligning all nautical education). The initiative for this project came from the

different waterway authorities themselves. The main idea is that in the future

nautical services staff has followed certain education modules that are

approved and recognised by all waterway authorities. Those modules consist of

both theory and practice. The theoretical aspect is standard for everyone who

participates in that specific module, while the practical aspect may differ

between the participants, based on their working situation. Each authority can

define its own requirements for nautical functions, which always must be a

combination of modules from the nautical education package. Say, for a simple

bridge in city X, a bridge master needs to have certificates for modules A and B,

while for a more complex bridge elsewhere also module E is needed. When

switching jobs then only one extra module needs to be followed.

The Dutch VTS Training Foundation (NNVO) started in May 2010 to combine

Title ‘Nautische leerlijnen’ – aligning all nautical education regarding port an waterways

the existing education programmes with the demands from the port and

waterway authorities. In the future NNVO will coordinate the participation in

different modules for a certain period and the offered modules in that specific

period. The training itself will be given by authorised education institutes or

authorised individual trainers. This coordinating role from NNVO is in line with

the organisation’s vision that there should be high qualified education. By being

an intermediary NNVO can also contribute to making waterways safer, which is

part of the organisation’s mission statement.

In the second part of 2010 NNVO has contacted various educational institutes

to learn about their interests and possible contribution in setting up modules, as

well as their interest in teaching and examining these modules. Courses may be

given at these institutes or on site.

At the moment it is expected that a final set of about 50 to 60 different modules

will be developed. Those modules will cover different competence areas. Within

a competence area there are different modules on the same topic, all having a

different level of complexity. In the previous example of a bridge master,

someone who operates a small bridge might be required to have the fictitious

‘bridgemaster A’-module, while someone who operates a larger bridge with

more traffic involved also needs the fictitious ‘bridgemaster B’-module. All

modules try to learn and improve a certain skill or competence of someone. A

single module has on average a total load of about 20 – 40 hours that can be

spread out over a period of two to three months.

The foreseen target group for the modules is twofold. On the one hand courses

will be followed by people entering the labour market (say age 18-25 with a

background of intermediate vocational education). On the other hand people

already active (say in the age of 45-65) who may have had less (or little)

education, but who already have working experience in navigation. It is

expected that, in the beginning on a yearly basis, a maximum of 750 different

individuals will participate in one or more of the modules.



Objective & targets availability of high quality VTS and nautical services education

deliver education that is recognised and valued by all waterway administrators

professionalise port and waterway management

approachable education

create career opportunities for employees by improving labour mobility

reduce educational costs

Time frame (years) A first workgroup started working on this topic in 2006. Based on the

workgroup’s recommendations, the nautische leerlijnen programme started in

2010. The first modules of the programme should be ready early 2011. While

the planning is that all modules are finished by the end of 2011.

Users and

stakeholders

educational institutes

Ministry of Transport, Waterways and Public Works

regional and local port & waterway management / administrations

Royal Navy

all Dutch seaports

Vessel Traffic Service Organisations

Key success

factors and

innovative aspects

The nautische leerlijnen concept is the first project that tries to align existing

VTS education. One of the innovative aspects is the fact that the port and

waterway administrators initiated the nautische leerlijnen themselves. So, from

the beginning there is support for the concept. Another innovative aspect is that,

despite the fact that all modules focus on a certain competence area; still all

modules are linked with each other.

Contact Stichting NNVO

Mr. M.R.A. Renique

Address: De Admiraliteit, Admiraal Lucashof 7a, 3115 HM Schiedam


Phone: +31 10 40 900 40

Fax: +31 10 40 900 49


Website: www.nnvo.nl


Requirements for

implementation in

other member

states

presence of different educational programmes and institutes

omnipresence of multiple waterway authorities, with different requirements

a demand for more coherence between different educational programmes

To some extent there exists a similar project on the European level; this project

is from the International Association of Marine Aids to Navigation and

Lighthouse Authorities (IALA). IALA “develops and publishes models courses to

supplement the recommendation on training of VTS personnel“.

Title Acknowledgement of Obtained Competences Procedure

Theme Jobs & Skills

Description The IWT sector has difficulty in attracting good qualified personnel as ship crew.

An obvious target group for future personnel are pupils. There are however

other opportunities to decrease the personnel shortage. Regularly people from

other/related sectors show interest in inland navigation for job opportunities.

There is a possibility to speed up the access to the IWT labour market by

means of the so called EVC-Procedure. The abbreviation EVC stands for:

acknowledgement of obtained competences.

An EVC-procedure consists of the following successive sections:

information exchange

individual agreements: start up of a development plan

determination of competences: portfolio

valuing the competences: assessment

describing the results: EVC-report = Certificate of experiences

possibly a continuation of the EVC-procedure: elaboration of the development

plan

acknowledgement

By now four candidates have completed the EVC-procedure, of which two

candidates have received their diplomas. The other two have received an

advice on further education.

Geographic area The Netherlands (Noord Holland)

Objective & targets The objective of the procedure is to promote the lateral entry of (future)

personnel into the inland navigation sector.

An EVC-procedure gives an overview of the talents, knowledge and skills

(competences) of a candidate. He/she can have obtained these at school,

during work, at home or by practicing hobbies.

For people who want to enter the IWT labour market this procedure is a means

to obtain a diploma which entitles them to a boatmaster's licence (issued by the

Ministry of Housing, Spatial Planning and the Environment).


Users and

stakeholders

Education Centre Inland Navigation (Onderwijs centrum Binnenvaart) , Nova

College, Spaanse BV

Key success

factors and

The EVC-procedure is a possibility to receive acknowledgement for earlier

obtained competences for people who have been working over a longer period

Title Acknowledgement of Obtained Competences Procedure

innovative aspects of time in inland shipping, but don’t have a diploma or a boatmaster’s licence.

This procedure is also applicable to get an acknowledgement for experience

obtained elsewhere.

Contact Education Centre Inland Navigation (OnderwijsCentrum Binnenvaart)

Website: www.onderwijs-binnenvaart.nl

Costs and financing 2,500 EUR each candidate

Requirements for

implementation in

other member

states

It is possible to translate the experiences and procedures as developed in the

Netherlands to other Member States.

Title Bureau Voorlichting Binnenvaart (BVB)

(Inland Shipping Information Agency)

Theme Image

Description This foundation promotes inland shipping by:

organising meetings, visits, lectures, etc.

for a large group of (inter)national

stakeholders

conducting studies at the national and

European level

acting as a connecting node for

consignees, shippers, etc.

providing logistics advice to companies and

promoting inland shipping in any other way

imaginable

(Photo: BVB)


Objective & targets BVB promotes inland shipping with the aim of encouraging companies to shift to

this mode by fostering awareness of the possibilities and advantages of

waterborne shipping. No quantified targets are available.

Time frame (years) BVB was established in 1989

Users and

stakeholders


inland shipping companies

ports

other transport companies

manufacturing companies

Key success

factors and

innovative aspects

financial support from government institutions and other major stakeholders

technical innovation in industry eases promotion of IWT

wide variety of activities with a focus on transport chains

Similar initiatives have been established in other European countries as well;

BVB was one of the first of its kind and has proven its success.

Title Bureau Voorlichting Binnenvaart (BVB) (Inland Shipping Information Agency)

These types of promotion bodies are necessary as intermediates between

shipping companies and shippers & policy makers as the sector itself is

fragmented and not able to take up tasks of marketing & promotion. It should be

noted that promotion activities are meant to enhance the market.

Contact Website: www.inlandshipping.com

Costs and financing BVB is funded by:


Port of Rotterdam and Port of Amsterdam

several banks and inland shipping (related) companies

Requirements for

implementation in

other member

states

government initiative

cooperation of all stakeholders in the inland navigation sector

Title IWT infrastructure advisory council (Centraal Overleg Vaarwegen/COV)


Description A tri partite advisory council focused on supporting the Dutch Minister for

Infrastructure and Public Works with regard to investment programmes in IWT

infrastructure. The council is a co-operative initiative between three industry

trade associations, representing inland shipping, shippers of cargo and builders

of civil works. The COV produces an annual overview of bottlenecks in

infrastructure, delays in maintenance and other shortcomings in the waterway

network. Furthermore, it serves as a centre of expertise which is regularly

consulted by members of the Dutch parliament, at which the council on many

occasions directs its lobby efforts.

Recent positive results from this best practice include:

Rebuilding of the safety lock Zwartsluis to chamber lock: The construction will

cost 47 million EUR. Lobby activities of COV took 18 years;

Widening of the Meuse and expansion and renovation of locks and weirs is

the most cost intensive waterway project of the Ministry of Transport, Public

Works and Waterway management (more than 500 million EUR). The

activities are communicated through www.maaswerken.nl;

In 2010 the preparations will start for the project ‘De Zaan’. Within this project

a new lock will be build for the ‘Wilhelminasluis’, but also three bridges will be

widened.

In 2008 the State Secretary signed the decree for the re-routing of the

Zuid-Willemsvaart around Den Bosch. The re-routing links up with the already

widened part of the Zuid-Willemsvaart between Den Dungen and Veghel and

costs 469 million EUR.


Objective & targets Secure sufficient government funding for IWT infrastructure in general and

advise on allocation of funding to specific project in particular. Over the years

many extra millions of euros (by now running into the billions) have additionally

been dedicated to IWT infrastructure (for maintenance as well as the

construction of new infrastructure or enlargement of IWT infrastructure).

Time frame (years) Started in the year 1999, by now it is institutionalized

Users and stakeholders

Koninklijke Schuttevaer

EVO

VBKO

Title IWT infrastructure advisory council (Centraal Overleg Vaarwegen/COV)

Key success factors and innovative aspects

problem solving with dialogue as essential trait

centralised interest representation (one voice) by all stake holders involved

recognised and much sought after expertise

willingness to cooperate between all parties

up to date information on state of the infrastructure

Contact C.J. de Vries

Address: Vasteland 12E, PO Box 23005, 3001 KA Rotterdam, The Netherlands

Phone: +31 10 412 91 51

Costs and financing The stakeholders bear the costs of the Council and its meetings.

Requirements for implementation in other member states

COV can be regarded as a good practice because it has been delivering

measurable results and thus has become indispensable in securing proper

funding for IWT infrastructure in the Netherlands. The approach and set-up of

the council can serve as model to all other IWT countries.

To realise an effective organisation the requirements are:

cooperation among all interest groups / organisations that have the

knowledge about interests concerning waterway related infrastructure

skills needed for an effective lobby

COV disposes of an international department

Title MIRT Programme 2009 -2020 (Infrastructure, Space and Transport Multi-

Year Programme)


Description In the Netherlands the policy areas of the Ministries of Housing, Spatial

Planning & the Environment, Transport, Public Works & Water Management,

Economic Affairs and Agriculture as well as Nature and Food Quality form the

basis of the projects and programmes in the Infrastructure, Space and

Transport Multi-Year Programme (MIRT). Since 2008 the infrastructure (road,

water, rail etc.) projects are more part of the spatial planning and the progress

of the MIRT programme will be published annually.

The MIRT is a structural programme for an area-focused approach of

investments of the state in infrastructure and spatial projects. The Mobility

Policy Document, which is the national vision on the infrastructure network until

2020, specifies the contributions that the state wants to invest in, in order to

realise the national objectives. This vision is the basis for the MIRT.

The provinces and regions and the municipalities also specify their contributions

to realising the national objectives for 2020 based on the available resources

and instruments in the PVVPs, RVVPs and municipal policy.

Over the years, the state, provinces and regions conducted network analyses to

specify the relation between infrastructure and spatial planning. The network

analyses will focus on mobility-related investments. For each modality, the

resolving power and the social benefits as well as costs of individual packages

of measures will be reviewed.

State and regions tune the progress of the MIRT projects and the need for new

projects two times a year. Following the MIRT procedures, the state and regions

can come to an agreement on following the MIRT procedure through:

exploration phase: describe the need and analysis the problems and possible

solutions

plan study phase: if problem is urgent (phase 1), Cost-benefits can start in

phase 2. This phase will also specify the planned route (tracédefinition)

realisation phase

The implementation of the Multiannual Programme for Infrastructure, Space and

Transport (MIRT) will be in conformance with the OEI system (Overview of

Effects of Infrastructure).

Title MIRT Programme 2009 -2020 (Infrastructure, Space and Transport Multi-Year Programme)

Geographic area The Netherlands (focus per area on MIRT projects)

Five national parts in the Netherlands Randstad, West remaining, East, South,

North as basis for two-yearly consultation about infrastructural projects

Objective & targets The objective is to realise reliable travel times for inland shipping in 2020 with

priority for the main corridors. The state will eliminate maintenance backlogs on

the main waterways.

The target situation in 2020 is that the main waterways that link the most

important seaports with the hinterland (main transport corridors), will be suitable

for class VIb ships and four-layer container vessels, national through waterways

for class Va ships and four-layer container vessels and other main waterways

for class IV and three-layer container vessels.

For locks on the main waterways, the aim is to reduce structural waiting time to

a maximum of thirty minutes.

Time frame (years) Planning procedure 2008 - 2013: following the procedures

2014 - 2020: projects long term

Monitoring projects: annual

Progress: two-yearly consultation of the State with regions and provinces

Users and

stakeholders

Ministry of Transport, Public Works and Water management

Ministry of Economic Affairs

Title MIRT Programme 2009 -2020 (Infrastructure, Space and Transport Multi-Year Programme)

Ministry of Agriculture, Nature and Food Quality

Ministry of Housing, Spatial Planning and the Environment

Provinces (12), Regions (7)

Key success

factors and

innovative aspects

four ministries work together in the planning of programmes and projects

2020

area-focused approach with a strong relation between spatial planning and

infrastructure

procedures for infrastructure projects and annual monitoring method

two-year consultation state with regions (stimulate regional projects,

cooperation and financing)

Contact Ministry of Transport, Public Works and Water Management

Regional programme / contact managers of Ministry

Website: http://mirt2010.mirtprojectenboek.nl

Costs and financing MIRT

Total about 9 billion EUR per year

Total V&W about 7.5 billion EUR per year

Extra contribution of provinces, regions, municipalities

Inland waterway 2010-2015:

Main inland waterway network: maintenance and management: 2.5 billion

EUR

Main inland waterway network: construction and after plan study phase: 1.6

billion EUR

Main inland waterway network: exploration and plan study phase : 0.4 billion

EUR

Source: MIRT 2010

Requirements for

implementation in

other member

states

huge government investments

bundling of many governmental waterway infrastructure projects into one

adhesive mobility programme: This requires a very strong coordination of the

Ministry of Transport and cooperation with other ministries

Title Subsidy schemes for inland port and waterway development


Description The Dutch Government pursues a policy of replacing goods transport by road

as much as possible with intermodal and multimodal transport by rail and inland

waterways. Such a modal shift requires an efficient intermodal transport system

and transhipment facilities as an essential part of such a system.

Since 1996 the Dutch Government has designed three schemes to promote the

development and improvement of transhipment facilities for individual shippers.

In 2000 the scheme was adjusted to stimulate the use of terminals, which are

not accessible to all transport users at non-discriminatory conditions.

The Temporary Policy Regulation on Subsidies for Inland Waterway Links

(TBBV or Tijdelijke Beleidsregeling Bijdragen Vaarwegaansluitingen) scheme in

1996 was followed by the Subsidy Private Inland Waterway Connection (SBV or

Subsidieregeling Bedrijfsgebonden Vaarwegaansluitingen) scheme in 2000.

The Subsidy scheme for public inland terminals (SOIT or Subsidieregeling voor

openbare inland terminals) in 2000 aimed at promoting the construction and

expansion of publicly accessible terminals.

The schemes have proven to be successful: numerous facilities have been

established which are currently being used by shippers and shipping companies

(see Objective & targets).

In 2008 the Dutch Government started a new scheme, the so called ‘Quick

Wins inland ports’. In the period 2008 – 2009 the Dutch Government gave

subsidy to a total of 68 projects. One of the criteria was that all the projects

should be implemented before 2013. An important requirement was that the

government should own the quay and that it should be a public port. This to

prevent possible conflicts with state aid rules. A total subsidy of about 90 million

EUR was granted by Dutch Government and an equal amount of money was

subsidised by provinces and local municipalities.


Objective & targets Promoting the provision, extension and placing in service of private industrial

links with inland waterways in order to foster a modal transfer towards transport

by inland waterway.

Target: Modal Shift of 500,000 tonnes a year.

Results:


TBBV: 99 requests of which 81 are approved

Modal Shift: guarantees of 10 million tonnes, about 2 million tonnes modal shift

a year

Costs: 20 million EUR

Costs per 1 ton modal shift: 2 EUR

SBV: 50 requests of which 37 are approved

Modal Shift: about 3.6 million tonnes modal shift a year

Time frame (years) TBBV 1996 – 2000

SBV 2001 – 2003

SOIT 2000 – 2004

Quick wins 2008 - 2013

Users and

stakeholders

Issued by the Ministry of Transport, Public Works and Water Management and

the Ministry of Economic Affairs.

Beneficiaries are the shippers who are located close to the waterways and who

will invest in loading-unloading facilities in their own area (new inland waterway

links)

Beneficiaries of the SOIT scheme are transhipment companies. Transhipment

companies are natural or legal persons, whose activities totally or partially

consist of operating one or more transhipment terminals or having them

operated.

Key success

factors and

innovative aspects

Long term programme 1996-2004 to stimulate waterway transport to build and

extend the network.

Shipper should provide a five-year transport guarantee for receiving the subsidy

Contact Ministry of Transport, Public Works and Water Management

Website: www.verkeerenwaterstaat.nl

Costs and financing TBBV 1996 – 2000 + SBV 2001 – 2003: Total budget: 21 + 13 million EUR

SOIT 2000 – 2004: Total: 8.45 million EUR

Quick wins 2008 – 2013: Total 180 million EUR

Aid intensity SBV: 50 % of the eligible costs for the investments are intended for both infrastructure

as well as static and mobile installations needed for transhipping goods to and

from waterways.

The recipient must fund at least 50% of the total cost of the project. He must


provide a five-year transport guarantee whereby he will ensure to tranship at

least the declared quantity of goods by means of the private link to be

subsidised. In addition he must report annually on the quantity of goods

transhipped.

Requirements for

implementation in

other member

states

government budget

corporate initiative and budget

Title Zuid-Willemsvaart: diversion and improvement of inland waterway from

CEMT Class II to CEMT Class IV PPS: Governmental and financial agreement


Description Upgrading and improvement of the Zuid-Willemsvaart from CEMT Class II (400-

650 tons carrying capacity) to IV (1000-1500 tons carrying capacity) is,

according to the vision of Brabant Inland Waterways 2050 of the Province of

Noord-Brabant, one of the key projects. The Ministry of Transport and the

Province of Noord-Brabant will improve the accessibility of the region by water

(MIRT national project). The Ministry and region will invest in inland waterway

transport on the small canals of Brabant. The diversion of the Zuid-Willemsvaart

by ‘s-Hertogenbosch and upgrading of the Zuid-Willemsvaart to Class IV (by

replacing locks 4,5,6 and locks 10,11,12,13) will be worked on first.

To accelerate the process and work, the province, Ministry, cities, business and

regional partners agreed on Public Private Partnership in financing the

infrastructural works of the Zuid-Willemsvaart.

The process and financing of this work are examples of IWT improvement on

small waterways.

In the first quarter of 2010 there was a court case about the proposed route of

the Zuid-Willemsvaart. There was a dispute as to whether the canal should go

through the city of Den Bosch or make a detour around the city. The latter will

be the case. Already during the lawsuit the preparation works were started. In

September 2010 the Dutch Transport Minister symbolically started the

construction phase. When the project is finished, daily about 50 CEMT Class IV

vessels will use the canal. They replace about 5,000 trucks.

Geographic area The Netherlands, Zuid-Willemsvaart

Title Zuid-Willemsvaart: diversion and improvement of inland waterway from CEMT Class II to CEMT Class IV PPS: Governmental and financial agreement

Objective & targets Objective: Accessibility of business centre along the Zuid-Willemsvaart for

Class IV vessels (1,000-1,500 tonnes carrying capacity).

diversion and improvement of the Zuid-Willemsvaart

new canal around the city of ‘s-Hertogenbosch and two new locks

replacement of locks 4, 5 en 6 in the Zuid-Willemsvaart

Projects already finished

replacement of locks 11 and 13 in the Zuid-Willemsvaart (finished in 2003)

replacement of locks 10 and 12 in the Zuid-Willemsvaart (finished in 2007)

The locks are suitable for Class IV vessels.

Time frame (years) Planning procedure Route Note: 2007

Government Agreement 2007

Start work: 2009

Finish work canal: 2014

Users and

stakeholders

Partnership on diversion of Zuid-Willemsvaart:

Ministry of Transport, Public Works and Water managemen

Province of Noord-Brabant

Rijkswaterstaat

City of Sint-Michielsgestel

City of ’s-Hertogenbosch

Title Zuid-Willemsvaart: diversion and improvement of inland waterway from CEMT Class II to CEMT Class IV PPS: Governmental and financial agreement

District Water Board Aa en Maas

business partners.

Key success

factors and

innovative aspects

Example of Public Private Partnership in financing and stimulating of improving

inland waterway infrastructure (small waterways of CEMT Class II), including

regional public and private partners.

Innovative contracts for designing, construction, financing and maintenance

(PPP)

Businesses will pay when the work is finished in the form of a transhipment tax.

Contact Website:

http://www.rijkswaterstaat.nl/projecten/vaarwegen/zuid%5Fwillemsvaart/omleggi

ng%5Fzuid%5Fwillemsvaart/

Costs and financing Diversion of Zuid-Willemsvaart: 433 million EUR

Contribution third parties: 39 million EUR

Replacement of locks 4, 5 and 6 in the Zuid-Willemsvaart: 80 million EUR

Government (Ministry of Transport): 30 million EUR

Province of Noord-Brabant: 30 million EUR

In the contribution of the province is 1/3 part prefunding of business

contribution after 2015 (10 million EUR after works finished during 10 years)

Regional partners: 20 million EUR

Waterschap Aa en Maas (7 million EUR), Eindhoven (6 million EUR), ‘s-

Hertogenbosch (3 million EUR), Veghel (3 million EUR), Laarbeek (0.8 million

EUR), Son en Breugel (0.5 million EUR)

Replacement of locks 10,11,12,13 in the Zuid-Willemsvaart (finished in 2007):

60 million EUR

Contribution third parties: 1.6 million EUR

Source: MIRT 2009

Requirements for

implementation in

other member

states

government budget and initiative

private corporation and investment

existing “small” waterways

economic potential for larger cargo volumes

Title Regional Transhipment Centres (RTCs)


Description RTCs are part of a policy to improve the efficiency of integrated transport flows

by establishing transhipment centres throughout the country. Transport flows

are bundled and unbundled at these centres. RTCs focus on containers and

facilitate at least two modes, but often also three or four (some RTCs also cater

towards maritime transport). RTCs can be privately owned and accessible, but

must be accessible to third parties. The policy supporting RTCs aims at

establishing a national network connecting regions to the IWT network. In this

way, truck movements at trunk roads are reduced. By connecting every region

to the IWT network, the potential market for IWT increases.

The specific features of RTCs are that they

aim at serving non-containerised general cargo

also serve as a warehouse

Currently the association of Regional Transhipment Centres has 38 members

and 1 aspirant member in the Netherlands only. Transhipment centres that

meet the above mentioned requirements are able to join the association.

Geographic area The Netherlands (about 50 locations in the across the country- status 2010)

Source: www.rocnl.com

Objective & targets RTCs serve two goals, namely to strengthen regional and national economic

performance and to encourage the use of the most efficient mode of transport,


contributing to traffic reduction.

Time frame (years) RTCs are individual economic indicators, and will remain in business as long as

economically feasible

Users and

stakeholders


local and regional governments

shipping companies (multiple modes)

logistics service providers

shippers

Key success

factors and

innovative aspects

multi-modal access: support of seaports, support of central and local

governments

as for some RTCs: liaisons with specific seaports and shuttles contribute to

their success.

a database that provides a good overview and contains useful information

regarding numerous IWT-transhipment centres for potential businesses that

consider multimodal transport

Source: www.vdlindenroc.nl

Publicly accessible locations throughout the country, connected by different

modes

Contact Website: www.rocnl.com

Costs and financing Costs are borne by all stakeholders, national subsidies are available (SOIT)

Requirements for

implementation in

government promoting multimodal transport chains

government initiative for an association of Transhipment Centre association


other member

states

cooperation and existing network of Transhipment Centres

Title Vessel Traffic Services (VTS) in the Netherlands – focus on VTS Nijmegen


Description Vessel Traffic Services is common practice in sea ports and coastal areas. In

European inland waterways, only in the Netherlands on some stretches of the

important inland waterways are inland VTS in operation. These VTS operate in

accordance with the IALA VTS guidelines and the inland VTS guidelines of the

CCNR.

The VTS are implemented for safety reasons because of high traffic intensity

and/or complex traffic situations leading to vulnerability in the area.

There are several VTS centres along the inland waterways in the Netherlands;

the centres are mostly situated at crossing of rivers/canals with dense and

complex traffic flows where there is a need for traffic organisation and

“guidance” of the traffic to ensure traffic safety.

The Principal basic functional equipment of VTS in the Netherlands consists of:

Tactical Traffic Image consisting of an integrated image of the whole VTS

coverage based on Radar with a tracking mechanism allowing the labelling of

vessels with their identification information. The radar information of different

sensors is merged by multi-sensor fusion into one complete image of the

area. The radar image is imposed on a geographical map, whereby more and

more ENCs (Electronic Navigation Charts) are employed. The tracking


mechanism is able to differentiate vessels in spite of the short passing

differences, the shading effects and multiple radar reflections in narrow

waters. AIS networks complete the tactical traffic imaging and improve the

reliability of the tracking mechanism as well as allow automatic labelling of

vessels.

CCTV systems: At special places in the fairway closed circuit, television is

used to monitor ship movements under special circumstances which provides

the possibility to monitor special traffic situations.

Communication system: The VTS operators have a VHF communication

system to interact with the traffic in order to inform ships on the evolving traffic

situation and to monitor the communication between vessels. They have a

complex set of VHF channels available for a. traffic information on dedicated channels

b. to interrupt on ship-ship communication channels and to interrupt on

locking-channels (if available)

c to collect reporting information on vessels, cargo and voyage characteristics

on dedicated VHF channels

Information management system IVS90 for identification of the vessels,

their cargo and their intended voyage. The system is also used in case of

calamities. The IVS90 is a national system used in traffic centres and locks. Recording facilities that record the traffic images and the voice

communication in case of incidents and accidents to be used in legal

procedures in court. VTS’s are in operation 24 hours a day, 7 days a week and manned with

operators which are certified according to the rules of IALA on education and

training. VTS operators have been extensively trained making use of special

VTS simulators.



Objective & targets The objectives of the VTS Nijmegen are:

safety of traffic in the areas Waalbochten, Waal near the city Nijmegen and at

the crossing with the Maas Waal Kanaal

guarantee efficient passing of the VTS area

safeguard the environment especially in a sensitive natural area East of

Nijmegen

In cases where VTS cannot not play a preventive role, it could play a curative


role in the sense that it can prevent escalation, it can restore traffic flows and it can activate and coordinate accident abatement.

Time frame (years) The VTS Nijmegen has been in operation for several decades. In the 1980s, the

VTS activities started in a restricted area to make sailing of push convoys with 6

barges possible and safe. In 1999, the VTS was extended by a sector called

“Waalbochten” towards the shared border with Germany. In 2003 the new VTS

centre was realised and new equipment was installed.

Users and

stakeholders


inland shipping companies

ports

other transport companies

manufacturing companies

Key success

factors and

innovative aspects

The VTS Nijmegen provides improvements in efficiency and increase in

capacity while safeguarding the high standards for safety and environmental

protection as set by the Dutch authorities in general.

The VTS have increased the safety on inland waterways and are essential for

the traffic organisation in inland navigation in the VTS area. The VTS are

developing towards a traffic management principle where they will have an

essential role in the improvement of the efficiency of the transport chain by

providing information for voyage planning while bearing responsibility for the

trajectory planning of locks and bridges

For inland navigation the Netherlands Vessel Traffic Service is unique in

Europe. Since the introduction of VTS in inland navigation, different tools have

been developed which are benefiting the special requirements of inland

navigation. The VTS in the Netherlands employ RIS information systems and

tools like Electronic Reporting and Information Management Systems like IVS90

and VHF communication, a concept dealing with rather complex communication

procedures in inland navigation. The radar tools with radar tracking are

designed for inland traffic with short passing distance, and fast manoeuvring

actions


Contact No special VTS-web site

Costs and financing Traffic Centre Nijmegen: 7.5 million EUR

Technology: 4.5 million EUR (mid life conversion at the traffic centre)

Attention: the costs are not the initial cost. In the cost are also not included the

costs for manning, training and maintenance.

Requirements for

implementation in

other member

states

budget

cooperation between authorities

Title Car / services jetty Gorinchem


Description The construction of a car / services jetty in Gorinchem in the Netherlands. This

is a pilot project for the construction of a mooring facility on the river (instead of

in an inland port or cove). The project is based on a cooperation between the

municipality Gorinchem and Rijkswaterstaat Zuid-Holland.

This double services jetty exists of two jetties of each 3.5 meters wide and 16

meters long. They can be used for letting personnel on or off or putting a car on

shore/on board. The jetty is especially meant for professional inland navigation

transport. It is explicitly not a berth and vessels may only stay for 30 minutes at

most. The jetty is accessible for all inland ships; spits to pushed convoys up to

220 meters length. When cars are put on shore they can drive off freely.

Koninklijke Schuttevaer, representing the users of the jetties, is very content

with the result of the project.

Geographic area Municipality Gorinchem, area ‘Buiten de Waterpoort’.

Objective & targets The main target is to create a jetty for letting personnel embark or disembark,

putting a car on shore/on board in line with the wishes of users. Another target

is creating a mooring facility in case of a catastrophe or for the purpose of small

repairs as well as to take in goods.

Time frame (years) The project was executed in 2008. The jetty was officially put into operation on:

20 October 2008.

Users and

stakeholders

Rijkswaterstaat (Water district Merwede and Maas, Dordrecht)

Municipality Gorinchem

Title Car / services jetty Gorinchem

Koninklijke Schuttevaer (departement Hardinxveld-Giessendam)

Inland waterway skippers: the project was presented to this group and they

gave input for the design of the jetty

Key success

factors and

innovative aspects

An innovative aspect of the jetty is the ladder above it to facilitate leaving a

ship without cargo in case of high water.

Choice of lighting: special (explosive-safe) lighting has been applied to

prevent skippers being blinded. The lighting of the jetty and the signs are

explosive-safe so ships with hazardous cargo can also moor at the jetty.

Contact -

Costs and financing Total costs amounted to 483,000 EUR excl VAT, of which 266,500 EUR are

financed by Rijkswaterstaat and 216,500 EUR by the municipality Gorinchem.

By constructing the piles out of segments of different thicknesses cost savings

were realised.

Requirements for

implementation in

other member

states

-cooperation of authorities, a.o. for permits, allowance of ships with hazardous

cargo, etc.

-funds to finance the project

-partnerships between the local government and the river authority

-consultations between local project parties and shippers to discuss about

wishes, necessities and possibilities

-consideration of specific (country related) requirements/standardisations for

instance flow velocities and maximum approaching when calculating

requirements for mooring piles and jetty construction

-adaptation of the construction to the local situation (for instance a slope of

erosion sensitive material).

Title Quayside electrical supply for modern IWT


Description To enhance the quality of the air, a two-year pilot study was started with new

and innovative quayside electrical supply in the Maashaven (= Meuse harbour,

the largest inland port in Rotterdam). The pilot started in May 2007 after

thorough preparations by the Port of Rotterdam Authority. This pilot has taken

place as a part of the Rotterdam Action programme Air (RAL). By realizing

quayside electrical supply in urban port areas, the emission of NOx, particulate

matter (and CO2) decreases locally. An additional advantage is the decrease of

noise pollution in residential areas. This pilot was such a success that the Port

of Rotterdam Authority decided at the end of 2008 to install new innovative

quayside electrical supply facilities for the other approximately 400 public berths

for barges (Maashaven: 150 berths).

In the area Drechtsteden (municipalities Alblasserdam, Dordrecht, Papendrecht,

Sliedrecht and Zwijndrecht) approximately 30 quayside electrical supply

facilities will be installed. Every free-standing quayside casing has multiple

sockets. The installation of these ‘’shore-to-ship connections places an

emphasis on user-friendliness. The number of electrical supply facilities in every

port will be tailored to the number of vessels that usually visit the port. The

distance between the electrical supply facilities depends on the kind of ships

that moor at the berth.

In general 400 V (with a maximum of 64 ampere) and 230 V are offered. 32 and

16 ampere are also possible. The electric current can be lowered by using an

adapter/plug. As of now, quayside electrical supply is meant for domestic use

only. There are no facilities for tankers that have to heat oil or for refrigerated/

container vessels.

It should be mentioned that, while the pilot results were positive, the support

from the side of skippers can be described as low. The main reasons for this

seems to be the high costs for onboard installations and the comparably high

price for the electricity.

The pilot took place in the Maashaven in Rotterdam. In 2008 it was decided to

roll-out to all other public berths for barges in the port of Rotterdam. The rollout

will take place in phases over the period 2010-2012, starting from the urban

area and proceeding in a westerly direction. In 2010, quayside electrical supply

facilities will also be installed in the area Drechtsteden: municipalities


Alblasserdam, Dordrecht, Papendrecht, Sliedrecht and Zwijndrecht.


Objective & targets The aim of the project is to offer quayside electrical supply as a standard

environmental friendly facility for all inland navigation in the Port of Rotterdam.

All relevant vessels should be using the quayside electrical supply instead of

their generators. By doing so, they contribute to a structural enhancement of the

(local) air quality and living conditions. A ban on the use of generators in the

Rotterdam port areas will come into force at the start of 2010.

Time frame (years) The pilot in the Maashaven started in May 2007 and lasted until May 2009. The

quayside electrical supply facilities have stayed in use as a part of the regular

management.

Users and

stakeholders

The Port of Rotterdam Authority, municipality Rotterdam, the inland navigation

sector and especially the ‘Werkgroep Binnenvaartbelangen Rotterdam’

(Koninklijke Schuttevaer, Kantoor Binnenvaart and CBRB), skippers and the

electricity supplier.

Key success

factors and

innovative aspects

There have been projects related to quayside electrical supply before. The pilot

in Rotterdam however is the first project where quayside electrical supply, as

regards supplied power, is suited for modern inland navigation. Moreover, the

combination of the so-called intelligent electricity meters (smart metering) with a

communications platform can be regarded as innovative.


The service based on Intelligent electricity meters feature, among other things,

a GSM modem which enables remote reading of consumer information. This

wireless connection additionally allows the meter to be connected and

disconnected remotely. A skipper connects the plug to the socket and calls the

communications platform, after which the supplier switches the electricity on. In

case the plug is being removed from the socket, the power is cut off and will

only be turned on again after notice/registration of the skipper by telephone to

prevent misuse. The locations of the quayside electrical supply facilities will

possibly be placed on digital waterway maps.

Contact Website: www.walstroom.nl

Costs and financing The pilot in the Maashaven was partly financed by the municipality of

Rotterdam. The rollout will be partly financed with European funding.

In the Netherlands the so called VAMIL-regulation creates ‘funding’ for the extra

costs that are needed on board of ships to make quayside electrical supply

possible and to prevent damages on the electric motors. Costs for these

adaptations are approximately 3,000 - 9,000 EUR, on average about 6,000

EUR, for on board connection to quayside electricity.

Requirements for

implementation in

other member

states

need for environmently friendly power supply of vessels in port areas or

berths

cooperation from the side of skippers

a large advantage would be a technical standardisation for Europe

information for skippers about the advantages

cooperation with an energy company could be an advantage

prices for quayside electricity should preferably be comparable to prices for

domestic or industrial use, but not higher

funding is necessary for the required installations onboard barges

Title Innovation in remote operation of locks and bridges


Description The MOBZ project (Modernisation of Asset Management in Zeeland) aims at

consolidating the operation of a series of locks.

Rijkswaterstaat envisages that managers of waterways will harmonise the

operation of locks and bridges in their respective networks. This is in order to

provide optimum service to the users of the waterways through safe and cost-

efficient (inland) navigation and transport management, and swift, electronic

data exchange as is the aim of RIS.

For Rijkswaterstaat, ideally, this means that for the management of (inland)

navigation the operation of locks and bridges, in a certain ‘network’ should be

done from one, central place, as a step towards integral (inland) navigation

management.

In the (Dutch) province of Zeeland, Rijkswaterstaat has started a pilot project for

the application of innovation in operation to ensure safe and reliable remote

operation by professional operators.

Instrumental in the project is the use of a simulator, not only for training

purposes but also for checking the efficiency of the positions of the cameras,

and the ‘stitching’ of the pictures thus provided.


In May 2008, on the Zandkreek Lock near Kats, a trial started on image

stitching. This is the first time such an effort has ben attempted in the

Netherlands. Image stitching is the process of combining multiple photographic

images with overlapping fields of view to produce a segmented panorama in

just a fraction of a second. Both stitching and the simulator are national pilot

projects.

The Project MOBZ has introduced ‘stitching’ in an attempt to create a better

overview by reducing the number of images on the operator’s screens.

Data from IVS-90 is used to optimise the lock chamber planning.

Geographic area The Netherlands (Province of Zeeland)


As of March 2009, four small locks and connected bridges (Bergsediep,

Roompot Zandkreek and Grevelingen have been remotely (centrally) operated

from Nautical Centre Neeltje Jans, on the storm surge barrier in the Eastern

Scheldt estuary. In the course of 2011 the Kreekrak and Krammer Locks and

the locks at Hansweert including the bridges across the Canal Through Zuid-

Beveland will follow. In the last phase of the project the locks and bridges at

Terneuzen and the bridges near Sluiskil and Sas van Gent will also be

remotely operated but from the Nautical Centre Terneuzen rather than Neeltje

Jans. This centre will be housed in the current Traffic Centre Terneuzen. An

important benefit of remote operation is that all locks and bridges will be

serviced 24 hours a day.

Objective & targets The purpose of Project MOBZ is to have a customer-friendly, efficient and

professional operation of locks and bridges and better and more modern traffic

management, to navigate quickly and safely from A to B.

Time frame (years) After preliminary research started in 2000, implementation was commissioned

in 2005. The third phase will be due in 2011.

Users and

stakeholders

Rijkswaterstaat (waterways/locks manager)

Shipping companies (users)

Regional governments

Key success

factors and

innovative aspects

Bundling of lock management offers efficiency gains for the responsible

authority, but also allows optimisation of traffic management delivering lower

waiting times/better service to ships passing the locks.

Contact Website: www.rijkswaterstaat.nl

Costs and financing Not known

Requirements for

implementation in

other member

states

The system can benefit waterway systems which are complex, e.g. multiple

waterways with series of locks involved. If they are managed by one authority,

the bundling of services may require some reorganisation. If they are managed

by multiple authorities, coordination and cooperation is necessary.

Similar projects are known in France (Rhône) and Finland. In Austria a more

basic system based on keeping lock logbooks is applied.

POLAND

No good practices for Poland were identified.

PORTUGAL

No good practices for Portugal were identified.

ROMANIA

Title Business support offices for Constanta port in the Danube countries

Theme Markets

Description Three representative offices are functioning now for Constanta port along the

Danube in Austria (Vienna), Serbia (Belgrade) and Hungary (Budapest).

The Constanta Port Authority (namely National Company “Maritime Ports

Administration” SA Constanta) opened the representative offices in the period

between 2000 and 2006.

The idea of opening such representative offices, acting as a “one stop shop” for

IWT users, was provided by the increasing importance of Danube transport for

the maritime traffic of Constanta port. In fact, Constanta port acts as a gateway

for the traffic of the Central European countries. The port of Constanta and its

connection to the Danube offers a generous link/solution for the cargoes coming

from the Far East and having the Central European countries as a destination.

Each year the port of Constanta organizes a special event named “Constanta

Port Day in Vienna”/ “Constanta Port Day in Krems” /“Constanta Port Day in

Belgrade”. Such events offer an opportunity to provide information on the latest

developments and facilities offered for the use of port of Constanta, as a nodal

point, via the Danube Black Sea Canal, towards the heart of Europe. It

provides significant information about the Danube transport and facilities.

Starting with 2009, the Serbian and Hungarian representatives started to

organise events specialised in topics such as: Grain day, Logistic day, Inland

transport passenger day etc.

The average number of visitors for each event is around 300 (representing the

IWT industry, importers, exporters, logistic companies, freight forwarders and

others)

Geographic area Romania, Danube region

Objective & targets promotion of Constanta port and its facilities to the Central Europe / promotion

of Danube navigation

attracting the cargo flows on this route

increase the awareness regarding the importance of the Danube as a part of

the inland waterway backbone of the transport system in Europe

Time frame (years) Starting in 2000 (Budapest)


Starting in 2005 (Vienna)

Starting in 2006 (Belgrade)

Users and

stakeholders

IWT users

freight forwarders

importers

exporters

authorities

governments

Key success

factors and

innovative aspects

The creation of such representative offices highlights the importance given to

inland waterway transport, helping IWT users with useful information and

possibly determining the choice of such a route. This is a way to attract market

users for the usage of a specific IWT segment.

Contact Vienna Office National Company Maritime Ports Administration S.A. Constanta Representative: NAVROM SA AG by Mr. Alexandru Capatu

Freudenauer Hafen Strasse 8-10, 1020 Wien/Osterreich

Budapest Office National Company Maritime Ports Administration S.A. Constanta

Representative: E-2000-CONSULT Kft by Mr. Laszlo Erdelyi

Zsokavar u.38.VII, HU-1157 Budapest/Hungary

Belgrade Office National Company Maritime Ports Administration S.A. Constanta Representative: "CHEM-CO" D.O.O.

Ul.Svetozara Markovica 50, Beograd

Please also see:

http://www.portofconstantza.com/apmc/portal/static.do?package_id=comunitate

&x=load&resource=com_apm_reprez_ro.htm


Requirements for

implementation in

other member

The representative offices are important tools for creating a better bound

between the identified market players and the authorities/administrations.

Authorities have to identify the targeted markets and set up such offices which


states help a better promotion.

Title Container services on the Danube

Theme Markets

Description 1) Mainrom Line (Constanta-Giurgiu Free zone-Constanta) The specialised services enable Mainrom Line to respond effectively and

professionally to any special transportation requirements via sea, land and air

transport from any origin around the globe.

Its barge service, which enables transportation of containers down the Danube

River, offers a new enhanced alternative to the road and rail transportation. It

consists of 2 barges (100 TEU capacity / barge), and a pusher boat with a

hydraulic wheelhouse.

Source: Mainrom Line

The line opened in 2006. Today there are 2-4 convoy transports each month.


2) BRP Rousse / NORD MARINE Constanta (Constanta-Ruse-Drobeta Turnu Severin-Pancevo-Belgrade) This international line started operation in 2005. The transport volume has

increased year by year:

2005: 342 containers

2006: 691 containers

2007: 1,526 containers



Source: MPAC

Nord Marine is the first company to start an international container service line

on the Danube. At present, the two barges alternatively perform regular

transport voyages on the route mentioned above, including roundtrip, 1-2

convoys per month.

3) Helogistics Holding-New container line between Constanta-Budapest –Constanta (HELO1)

With the operational start on 15 August 2010, the container line is now

operating weekly on the route Constanta –Budapest-Constanta.

Being owned by the Helogistic GMBH, the transport line offers:

- container barges with a capacity of 144 TEU

- containers transported in convoy with regular dry bulk

- drop on / drop off from and to any called port


Objective & targets Commercial container transport between Constanta and the landlocked

countries in Central Europe

Time frame (years) Mainromline - Starting 2006

BRP Rousse / Nord Marine - Starting 2005

HELO1 - Starting 2010

Users and

stakeholders

Shippers of container cargoes and port operators

Key success

factors and

innovative aspects

development of container services on the Danube

modal shift form road/rail to inland waterway


Contact Mainrom Line Bucharest - head office

Phone: (+40)-31-2244888

Fax: (+40)-31-2244999


Website: www.mainromline.com

Nord Marine Port of Constanta

Bursa Noua Building, First floor

Phone: +40341 710122

Fax: +40341 710123


Website: www.nordmarine.com

Helogistics Holding GmbH Handelskai 348, 1020 Vienna

Phone: +43 1 72500-0

Fax: +43 1 72500 9220


Website: www.helogistics.at


Requirements for

implementation in

other member

states

If potential for traffic is identified, bearing in mind the environmental, cost

effective, shorter transit time advantages and the market potential, private

and/or public initiative has to be involved in the set up of container lines on the

inland waterway.

Title Investment in new fleet for the Danube - TOUAX ROM

Theme Fleet

Description In 2009, new investments were made in a new fleet for the Danube transport.

Touax SA has launched 12 brand-new barges built in China

Touax Rom SA, subsidiary of Touax ScA Group , is an organisation registered

in Constanta (Romania) specialized in transport services for bulk cargo on

the river Danube. Nowadays the organisation operates 37 barges, and

additionally a total of 6 pushers belong to the Touax ScA Group.

The multipurpose barges recently acquired by Touax Rom have the following

characteristics:

-Barge’s dimensions : 88.5 x 11.45 x 4.5 m

-Cargo hold’s dimensions: 74.40 x 10.06 x 4.34 m


Objective & targets Improve river transport quality on the Danube


Users and

stakeholders

Danube stakeholders

importers

exporters

industry

Key success

factors and

innovative aspects

First multipurpose barge for the Danube that is able to transport 144 TEU each.

Title Investment in new fleet for the Danube - TOUAX ROM

Contact Website: www.touax-river-barges.com

Costs and financing Over 12 million EUR, private investment

Requirements for

implementation in

other member

states

To have the courage to invest in a new Danube Fleet, as the traffic on the

Danube represents a viable alternative to road and rail.

Title Setting up Romanian Intermodal Association (RIA)

Theme Image

Description

The Romanian Intermodal Association (RIA.) is a public

professional association which functions as an IWT promotion centre and a

one-stop-shop for the Marco Polo programme in Romania. It was set up

following the release of NAIADES in 2006. RIA’s mission is to support IWT

transport on the Danube, by increasing the awareness of its benefits and to

improve the link and communication between the IWT community and the

authorities, thus helping to improve the use of IWT in Romania and Europe.

During the last two years RIA has organised several events on IWT and several

workshops related to freight logistics and the transport infrastructure

development. Another main activity is the involvement in European projects of

research and promotion regarding inland waterway transport and the publication

of promotion material on IWT.

A permanent communication is maintained with IWT stakeholders. Newsletters

are published monthly bringing all the news related to funding sources at

national and European level as well as information on latest developments in

the sector and the implementation of infrastructure projects.

Geographic area Romania

Objective & targets To increase the awareness of the importance of the Danube and provide

support on the development of IWT.


Users and

stakeholders

IWT stakeholders

shipping companies

freight forwarders

authorities

government

Key success

factors and

innovative aspects

The setting up of such an association and the fact that the stakeholders are

funding RIA together on a common basis is an important step towards the

promotion of IWT.

Title Setting up Romanian Intermodal Association (RIA)

It is an innovative action for Romania, although maybe it does not bring any

innovative aspects as compared to the other IWT promotion and support

centres in Europe.

Contact www.ria.org.ro

Costs and financing RIA is funded by:

Romanian Ministry of Transport

Romanian Naval Authority

National Company “Maritime Ports Administration” Constanta

Administration of Navigable Canals

Association of the Romanian barge owners and operators - AAOPFR

Romanian Maritime Training Centre (CERONAV)

Annual budget – 20.000 Euro

Requirements for

implementation in

other member

states

The initiative of the States is required for the set up of such “one stop shops” for

IWT and short sea shipping. The set up of such a promotion centres can be

initiated by governmental, PPP or private efforts.

Title Barge terminal in Constanta port


Description Constanta port, the biggest port of the Black Sea, is a river and maritime port. It

is connected to the river Danube via the Danube- Black Sea Canal. The inland

traffic represents almost 20% of the total throughput of Constanta port. Given

this perspective, special infrastructure for the barges accommodation and

formation of the convoys was required.

Development of the Barge terminal Reasons for developing the terminal were:

the traffic forecast indicating an increase of the river traffic of Constanta port

and the necessity to assure proper conditions for the barge convoys and their

formation

the necessity of easing navigation in the river-maritime area of Constanta port

improvement of the river transport infrastructure inside the port being one of

major importance for Constanta port

The first stage of the development has been already completed:

quay for barges : 1,200 m with 7 m depth

quay for tugs and pushers : 300 m with 5 m depth

The construction work has been finished and the terminal is now in operation.

Title Barge terminal in Constanta port


Objective & targets streamlining navigation in the inland shipping sector of the port

improving IWT infrastructure in the port

providing proper conditions for barge convoys to call and to be assembled

Time frame (years) The investment was completed in August 2008. Further investment (second

stage of development) is planned depending on the availability of financing

resources. (no financing yet)

Users and

stakeholders

IWT users

Key success

factors and

innovative aspects

The fact that it welcomes the barge traffic inside the Port of Constanta and it

assures the proper infrastructure for the barges traffic.

Contact Website:

http://www.portofconstantza.com/apmc/portal/static.do?package_id=proiecte_p

ort&x=load

Costs and financing Total value of the project: 24 million EUR financed by

a loan from the European Bank of Reconstruction and Development (75%)

state budget and own resources (25%)

Requirements for

implementation in

other member

states

Such an investment depends on the geographical condition and structure of the

port. It could be implemented in the ports where, as in the case of Constanta,

the maritime port has an inland connection and there is a need to streamline the

traffic in that area.

Title Modern grain silos for the maritime&inland traffic in Constanta port

Theme Infrastructure and Markets

Description Even during the economic crisis, new grain silos were being built in Constanta

port to deal with the huge growth in the grain traffic transited through the port.

The terminals are going to serve inland and maritime traffic.

Construction was finished in autumn 2009.


Objective & targets The objective is to appropriately serve the traffic demand in this area.

Time frame (years) A new grain silo has been completed in 2009 and a new terminal is under way.

Users and

stakeholders

Private operators (grain)

Key success

factors and

innovative aspects

Even under the circumstances of the economic crisis, due to the increase in

demand for the grain traffic in Constanta port, the private operators have

decided to build new infrastructure which is suitable for the operation of both

maritime and river transport.

Contact Romanian Intermodal Association (RIA)

www.united.ro

www.nss.ro

Costs and financing United Shipping Agency – investment 30 million EUR (private investment)

North Star Shipping – around 20 million EUR (private investment) – work is

under progress

Requirements for

implementation in

other member

states

-

Reference is made to the international section which presents several cases that also refer to Romania.

SERBIA

Title Implementation of River Information Services (RIS) on the Serbian Danube


Description In Serbia, RIS has had a significant impact on fairway marking and the provision

of fairway related information to the skippers. Since the introduction of the pilot

system for tracking and tracing on the Serbian Danube in 2007, obtaining

information about ship routes at different water levels has been only a few

mouse clicks away. This information is very valuable as a feedback for fairway

planning and marking.

While placing the buoys on the fairway, marking vessels use position

information on Electronic Navigational Charts (ENCs) to properly position the

buoys. The position of the buoys is sent to headquarters, where ENCs are

produced on the basis of inputs from the field. The navigation related

information about the Serbian stretch of the Danube waterway is published

through a web portal. This information is harmonised and language

independent, and completely free of charge. This is different to the previous

practice of only publishing the marking plan in a single national language.

In line with the Directive 2005/44/EC, the overall programme for the introduction

of RIS on the Serbian Danube started in 2009 and will lead to a full scale

implementation of RIS in 2012.

Geographic area Serbia

Objective & targets The project aims to

improve the safety, environmental friendliness and efficiency of inland

waterway navigation on the Danube in order to increase the competitiveness

of IWT

improve the procedures of the waterway administration and other authorities

dealing with inland navigation

set up a comprehensive RIS implementation on the Serbian Danube

Time frame (years) 2002 Start of RIS activities in Serbia and integration in pan-European research

and standardisation activities

2004 Start of the production of Electronic Navigational Charts for all navigable

Serbian waterways

Title Implementation of River Information Services (RIS) on the Serbian Danube

2005 Opening of the test centre for River Information Services in Belgrade

2009 Start of full scale implementation

Users and

stakeholders

Skippers are offered up-to-date and complete overviews of traffic situations by

means of Electronic Navigational Charts (ENC), precise positioning data on

approaching vessels, and electronic information about fairway and weather

conditions.

Cargo shippers and freight brokers can obtain cargo and voyage data,

especially the estimated times of arrival (ETA) and use it for preparation of

their logistics processes.

Serbian authorities can streamline their processes, can reduce paperwork.

RIS also provides the possibility of monitoring the transport of dangerous

goods, monitor the navigation in the critical sections, etc.. This allows fast

response in the event of accidents and potential environmental calamities.

Key success

factors and

innovative aspects

The project

sets up an efficient cooperation among the Serbian authorities in charge of

supervising, maintaining and developing international waterways.

made use of the pan-European research and technology projects in order to

prepare for the full-scale implementation of River Information Services

according to the requirements of the EU RIS Directive 2005/44/EC with

financial support of the European Union.

Contact Zoran Lukic

Head of the RIS Department at Directorate for Waterways

Phone: +381 11 30 29 800

Website: www.plovput.rs

Costs and financing The pilot project was financed from the Serbian national budget. Full

implementation of RIS on the Serbian Danube is financed from funds of the

European Union (IPA 2007).

Requirements for

implementation in

other member

states

commitment of authorities related to inland navigation and the sector to

introduce River Information Services and to change the related processes

budget to cover additional implementation and operational costs for the

benefit of inland navigation

solution for international data exchange with non-EU member states should

be found

The reader is also referred to good practices presented under Croatia, which contain additional information on Serbia.

SLOVAKIA

Title Creation of two administrations for improvement of IWT management

Theme Cross-thematic approach (Infrastructure)

Description According to government decisions two administrations were established:

Verejné prístavy, a.s. / Public Ports a,s, in Slovakia (from 1 February 2008)

Agentúra pre rozvoj vodnej dopravy/Water Transport Development Agency as

a state organisation established by the Ministry of Transport, Post and

Telecommunications of the Slovak Republic (from 1 January 2011)

Geographic area Slovakia

Objective & targets The main goal is to create a more flexible management of the Slovak inland

waterway transport sector.

Public Ports a.s. is responsible for port management and was founded by the

Slovak state (shares owned by the state). The organisation was created from

the state enterprise, Slovak Danube Navigation, and parts of the State

Navigation Administration (SPS).

Its main tasks are the development of public ports including the preparation of short and long

term development concepts

to operate, maintain and repair buildings and facilities within the public ports

real estate leasing in public ports

charging for the use of public ports

creating favourable conditions for the development of combined transport,

including the handling of intermodal cargo units

property management and provision of basic services

The Water Transport Development Agency was created as a communication

bridge between the Ministry of Transport and the Ministry of Environment. The

Ministry of Environment is responsible for the maintenance of waterways in

Slovakia (by means of state enterprise SVP) whereas the Ministry of Transport

is responsible for navigation supervision and safety (by means of SPS – State

Navigation Administration).

The main tasks of the agency are

to prepare and build new waterways, to upgrade parts of waterways as well

as to build and upgrade other structures necessary for the operation,

Title Creation of two administrations for improvement of IWT management

management and maintenance of waterways

to carry out necessary steps for the implementation of the General

Programme for Waterborne Transport Development in the Slovak Republic in

accordance with EU supporting activities regarding IWT


Users and

stakeholders

Ministry of Transport, Post and Telecommunications of the Slovak Republic

Ministry of Environment of the Slovak Republic

State Navigation Administration

Slovenský vodohospodársky podnik š.p.

Slovenská plavba a prístavy a.s.

Vodohospodárska Výstavba, š.p.

Key success

factors and

innovative aspects

active involvement of the whole administration

co-operation on European level

improvement of management structures in inland waterway transport

administration

Contact Matej Vaniček

Slovak Ministry of Transport, Posts and Telecommunications

Phone: +421 (0)259494287


Website: www.telecom.gov.sk

Costs and financing The total expected budget is 13.35 million EUR for the period 2011-2013

Requirements for

implementation in

other member

states

-

Title General Programme for Waterborne Transport Development in the Slovak

Republic 2009 - 2013

Theme Cross-thematic approach

Description The General Programme for Waterborne Transport Development in the Slovak

Republic is based on the European Commission’s NAIADES Action Programme

and its five thematic fields: Markets, Fleet, Jobs & Skills, Image and

Infrastructure.

The main parts of the Slovak General Programme cover :

the strategic development of the inland waterways structure taking into

account the main bottlenecks and the institutional framework for inland

navigation

the development of River Information Services (RIS) and their value-added

services

calamity abatement

the environmental relation of ships, transport, waterway and nature

support action for the development of ports

a programme for education in the field of inland waterway transport

Geographic area Slovakia

Objective & targets The main goal is to implement the objectives of the European Commission’s

NAIADES Action Programme in order to increase the competitiveness of inland

waterway transport.


Users and

stakeholders

Ministry of Transport, Post and Telecommunications of the Slovak Republic

Ministry of Environment of the Slovak Republic

State Navigation Administration

Slovenský vodohospodársky podnik š.p.

Slovenská plavba a prístavy a.s.

Vodohospodárska Výstavba, š.p.

and other stakeholders

Key success

factors and

innovative aspects

active involvement of all relevant administrative bodies and stakeholders

co-operation on the European level

approaching the development of the whole inland waterway transport sector

in one plan

Contact Matej Vaniček

Title General Programme for Waterborne Transport Development in the Slovak Republic 2009 - 2013

Slovak Ministry of Transport, Posts and Telecommunications

Tel: +421 (0)259494287

Website: www.telecom.gov.sk

Costs and financing The total expected budget for the General Plan is 7,758,200 EUR for the period

2010-2013.

Requirements for

implementation in

other member

states

-

UNITED KINGDOM

Title Household waste transport in London

Theme Markets

Description Today, London’s waterways are primarily used as a leisure resource. However,

significant capacity on the Thames and canal system helps to put projects into

practice that revive canal freight, for which waste is an excellent example.

Cory Environmental, one of the UK’s leading recycling and waste management

companies, transports London’s waste on barges taking 400 heavy goods

vehicle movements off London’s crowded streets each day, amounting to

approximately 100,000 a year. In March, Cory Environmental was granted

planning permission to build a new state-of-the-art materials recycling facility

(MRF) at Wandsworth. This could handle 84,000 tonnes of recyclables,

including paper, cardboard, glass bottles, cans and plastics.

Another new state-of the art recycling centre has been built by Powerday plc in

West London. The centre will have the capacity to process 1.6 million tonnes of

waste each year, recycling 88% of materials. The combined road, rail and canal

access to the new recycling centre could mean a shift of over a million tonnes of

refuse off the roads each year, with the equivalent of 100,000 lorry journeys

replaced by only 25 barge movements a day. The aim is to create dozens of

waterside collection and distribution points to serve other non-time sensitive

cargoes such as construction materials, which do not need to be carried by

road.

Photo: Port of London Authority (through INE) Advantages of the shift to water transport were

Title Household waste transport in London

some 200,000 lorry journeys less on London’s roads

economic benefits of considerable fuel and congestion charge savings

environmental benefits of reduction in pollution, noise and vibration

Geographic area United Kingdom

Objective & targets save congestion costs & congestion charge payments

environmental benefits

Time frame (years) Started in 2005

Users and

stakeholders

Cory Environmental

British Waterways

Transport for London

Mayor of London

Powerday plc

Key success

factors and

innovative aspects

commitment of both transport and processing company

pressure of congestion charging scheme on costs

high share of recycling (88%)

Contact Richard Rutter

British Waterways London


Website: www.britishwaterways.co.uk

Lynne Cure, Cory Environmental



Requirements for

implementation in

other member

states

Large city with water access

Cooperation of waste management companies, city board and waterways

responsible

EUROPEAN UNION / INTERNATIONAL LEVEL

In this section, good practices are included that are relevant beyond the national level, either because they take place in multiple countries, or because they are internationally organised. Title Blue Pages of Transport and Forwarding Companies on the Danube

Theme Markets

Description The web platform of the Blue Pages is a bilingual (English / German) online

directory of transport and inland navigation companies on the Danube. The Blue

Pages present in a clear and concise manner the core services of international

shipping companies, freight forwarders and logistics suppliers operating on the

Danube.

By setting up this web platform, via donau hopes to stimulate business and to

offer new opportunities for Danube navigation and logistics. The Blue Pages

aim to help shipping companies in their search for business partners in the

Danube logistics community and to serve as an interface between demand and

supply. The online directory also represents an opportunity for the participating

companies to introduce their core services in a standardised, yet

Title Blue Pages of Transport and Forwarding Companies on the Danube

comprehensive manner. Data submission and accessibility are free of charge.

New companies active on the Danube waterway are invited to register on

www.blue-pages.at. Up to now, 36 companies appear in the directory. This

number is constantly growing.

The Blue Pages are also available for download in form of an E-Book which is

updated on a 24-hour basis.

Geographic area Danube region

Objective & targets The aim of the Blue Pages is to stimulate business and offer new opportunities

for Danube navigation and logistics. The Blue Pages serve as an interface

between supply and demand, supporting new partnership projects between the

inland navigation sector and the manufacturing industry.

Time frame (years) Launched in May 2009 – updated on a regular basis

Users and

stakeholders

shippers

forwarding companies

authorities

shipping companies

logistics companies

Key success

factors and

innovative aspects

Each company is listed in a standardised and concise manner, including

address, customer care, company profile, branch offices, additional services,

areas of operation, fleet, etc. The interactive map and search icons allow a

quick and cost-efficient search. The platform supports transparency for the

market of Danube navigation and generates new partnerships and businesses.

Contact Hélène Masliah-Gilkarov


Phone: +43 50 4321 1403


Website: www.blaue-seiten.at, www.blue-pages.at

Costs and financing Funded under the framework of the National Action Plan Danube Navigation.

Requirements for

implementation in

other member

states

The platform is free of charge and accessible to all companies active in the

Danube region.

Title WAste management for inland Navigation on the Danube (WANDA project)

Theme Market, Fleet

Description Inland navigation is an environmental-friendly mode of transport, however,

given the increasing transport volumes in the Danube Corridor the need has

arisen to develop concepts for handling possible negative side-effects.

The project WANDA (WAste management for inland Navigation on the DAnube) aims at establishing a sustainable, environmentally sound and

transnationally coordinated approach in ship waste management along the

Danube.

Within the project “Waste management for inland navigation on the Danube“

(WANDA) a transnational coordinated ship-waste management system will be

set up along the river Danube.

Dragonfly in Donau–Auen National Park Waste Collection Point at

Lock Persenbeug

(Photo: A.Schaffer) (Photo: A. Paltram)

Geographic area Danube region (Austria, Slovakia, Hungary, Romania, Bulgaria, Croatia and

Serbia)

Objective & targets WANDA aims at


the reduction of environmental risks related to

(illegal) ship waste discharges

establishing a cross-border approach in ship-

waste management along the Danube River

determination of future activities to be carried out

in the field of ship waste management

Skipper delivering waste (Photo: A.Paltram)

Time frame (years) 2009/2010

development of national ship waste management concepts

harmonisation of national activities on cross-border level

2011

implementation of pilot activities for the collection and treatment of ship

wastes

elaboration of a financing model for the collection of oily and greasy ship

wastes

2012

monitoring of pilot activities

determination of follow-up activities in a joint action plan

Users and

stakeholders

The partner consortium, which comprises nine partners out of seven countries,

is a well-balanced mix of ports and waterway administrations as well as

research institutes. External feedback is given by observers, namely the

Danube Commission, the International Commission for the Protection of the

Danube River, the Central Commission for the Navigation of the Rhine, the

International Sava River Basin Commission and the Water- and Shipping

Directorate South. A broad range of stakeholders benefit from the activities:

national authorities and stakeholders are provided with clear results for their

infrastructure development policies; a basis for both, national as well as

international follow-up activities is being laid. The IWT-sector is supported with

information about existing waste reception facilities, procedures to be followed

for delivery and upcoming developments.

Key success

factors and

innovative aspects

The project

facilitates the development of concepts for the management of ship wastes on

national level

harmonises the national concepts on a superior, cross-border level, thereby

incorporates needs of the IWT sector (user-friendliness of waste disposal,


correspondence with legal requirements)

implements pilot activities for the collection of hazardous as well as non-

hazardous types of ship wastes

develops a financing model for oily and greasy ship wastes, based on the

polluters-pay principle, which

correspondences with legislation and strategies on European level

promotes cross-border communication and knowledge transfer

determines follow-up activities and thereby

contributes to the enhancement of the environmental performance of the IWT-

sector

Contact Harald Beutl, Project Coordinator


Phone: +43-(0)5 04321 1629


Website: www.wandaproject.eu

Costs and financing WANDA is co-financed by the South East Europe Transnational Cooperation

Programme with means of the European Regional Development Funds (ERDF).

The total budget of the project is 1,667,240 EUR, the funding rate is 85 %.

Requirements for

implementation in

other member

states

Cross-border harmonisation is characterized by a high grade of complexity.

Therefore a project facilitator, who has the power to handle the high time and

efforts required for a successful implementation is required.

Ship waste management is affected by the legal and administrative

framework in force for inland navigation, but also by regulations of other

subject areas, like waste and water management or environmental legislation.

Hence a high number of stakeholders are pertained by activities in this field.

This fact has to be taken into consideration, when forming the partner

consortium, which has to be able to deal with this multitude of different

approaches and interests.

Title The Cleanest Ship

Theme Fleet

Description Focused on emissions in the air, the

environmental performance of inland

navigation and means for improvement

were investigated in the EU project

CREATING (www.creating.nu).

CREATING was part of the Sixth

Framework Programme for research,

technological development and demonstration activities. The Cleanest Ship,

part of CREATING, applied the following solutions to improve the environmental

performance of inland navigation: an advisory cruise control, low sulphur fuel,

selective catalytic reduction and a particulate matter filter.

The project was carried out on the motor tank vessel ‘Victoria’, owned by BP

and managed by “Verenigde Tankrederij” (VT). The vessel, now on long term

charter to BP Marine Lubricants, is operating in the Port of Rotterdam and

Antwerp areas. The demonstration was launched in November 2007 and lasted

one year.

Geographic area Rotterdam and Antwerp area (The Netherlands, Belgium)

Objective & targets Demonstration of applicability of selective

catalytic reduction, particulate matter filters, low

sulphur fuel and advising cruise control for inland

navigation

Demonstration of ability of inland navigation to

comply with strictest emission standards (CCNR

III, EURO V, EURO VI proposed by EC) and to keep its superior position in

environmental performance when using the technologies mentioned above.

Time frame (years) Start of demonstration: November 2007

Conduction of demonstration: 2008

Users and

stakeholders

BP, being owner of the ship, director of the project and provider of clean fuel,

VT, as manager of the ship,

Technofysica for the delivery of the cruise control and related measurements,

Hug engineering for the delivery of the SCR and PM filter for the main engine,

Hanwel (also referred to as Codinoxor or Soottech) for the PM filters on the

generator sets and NOX and PM measurements,

Title The Cleanest Ship

Breko for all constructional aspects,

MTU for engine aspects,

Lloyds register for classification,

DLD for project coordination,

Yara for the delivery of the Ureum (…),

Bit factory, for the realization of the website,

via donau for techniques and public relation,

VNSI and SPB for PR,

SPB as co-ordinator of the project CREATING,

Moreover, there was a cooperation with

the Port of Rotterdam Authority on operational aspects and PR

Key success

factors and

innovative aspects

good cooperation between partners from different sectors

willingness of partners to contribute own funding to the project

The entire set of applications was implemented the first time in inland

navigation for transportation of cargo. It was demonstrated that the

technologies mentioned above can be implemented in inland vessels, and

that no particular obstacles with respect to operation may be expected.

Compliance with strictest emission regulations (CCNR III, EURO V and

proposed EURO VI) was achieved.

Contact Henk Blaauw

MARIN – Maritime Research Institute Netherlands

Phone: +31 (0) 317493502


Website: www.cleanestship.eu


Requirements for

implementation in

other member

states

The technologies implemented may be applied to the entire inland navigation

fleet, provided low sulphur fuel is available and engines may run on low sulphur

fuel, which is possible for the majority of the inland navigation fleet.

Using the technologies implemented, inland navigation can reduce its exhaust

emissions significantly, being associated with a reduction of fuel consumption.

Title Sustainability improvement of several ships by cooperation of IWT

(supplying) companies and shippers

Theme Fleet

Description Barges are known for providing good logistical performance while emitting low

quantities of CO2, NOx and PM. The engines CCR1 and CCR2 contribute to

that, although the CO2 emission slightly increases. Technologically it is possible

to decrease the emission of inland ships further by using a SCR-catalyser and a

particle matter filter (DPF). On top of that CCR1 and 2 engines can be set to

optimize fuel use.

Combining all these measures a significant reduction of emissions is possible:

CO2 reduction of 5 to 10%;

NOx reduction of min. 75%;

PM reduction of min. 95%.

Although emission reductions are attractive the investments for the

technological measures are substantive.

Project agency IOD Integraal Ondernemen Drechtsteden has formed a project

team of representatives of industry, government (Ministries), a research institute

and organisations of the IWT sector. Several organisations outside of the area

Drechtsteden have shown interest and have joined. Therefore this project now

has a nationwide coverage and international ambitions.

Within the project team shippers and IWT organisations are working together to

improve the sustainability of inland ships which distinguishes this project and

makes it promising. The project team tried to find solutions for the existing IWT

fleet, during which also interest appeared from the side of owners of newly built

ships (see photo).

The engine room of the Ms Anda. Red square: the particle matter filter and the

SCR catalyser.

Source: EVO Logistiek, February 2010

Title Sustainability improvement of several ships by cooperation of IWT (supplying) companies and shippers

The Dutch Ministry VROM (Ministry of Housing, Spatial Planning and the

Environment) has granted a funding for Particle Matter filters, which IOD

supervises.

Geographic area The initiative has been formed in the area Drechtsteden (Dordrecht and

surroundings). The project has grown to a national coverage with international

ambitions.

Objective & targets In 2008 IOD and the Ministry VROM agreed upon the ambition to have six

existing barges deployed with a SCR catalyser and a DPF particle matter filter

in the year 2010.

Time frame (years) In 2009 three ships have been equipped with a SCR catalyser and DPF particle

matter filter. On all three ships the emissions have been measured in practice.

In 2010 five (other) ships have been equipped with the technologies and

measurements have been executed.

Users and

stakeholders

Eight inland skippers have made the decision for investment, whose names are

not mentioned for privacy reasons.

The initiative has been realized by the efforts of the following organizations:

Integraal Ondernemen Drechtsteden (IOD), SootTech, Emitech, Testo, Kantoor

Binnenvaart, Ministry VROM, Agentschap NL, TNO, SGS, TOTAL, Pon Power,

Transport and Water Management Inspectorate (IVW).

Key success

factors and

innovative aspects

A common goal arose when the partners in the logistic chain (shipper,

charterer, skipper and supplier / installer) were all involved in the project.

Benefits and costs were analysed what led to a positive result.

Based on the initiative of IOD several Dutch skippers have made the decision to

equip their ship with at least a SCR catalyser and a DPF particle matter filter.

The result is a group of eight ships equipped with the mentioned technologies in

the end of 2010.

Skippers with a contract for several years have profited from this arrangement;

a break was made in their running logistical contracts, a supplement on the

shipping price was arranged and the contract was extended under the condition

that the barge was going to sail in a sustainable way. All five ships, transporting

for this shipper, will be equipped with the SCR and DPF installations in 2010.

The availability of the tax arrangement called VERS and the grant for the

particle matter filter have assisted to arrange the needed financial resources.

Title Sustainability improvement of several ships by cooperation of IWT (supplying) companies and shippers

Contact Integraal Ondernemen Drechtsteden

Address: Noordendijk 268, 3312 AM Dordrecht, The Netherlands, D.N.C.

Bronzwaer

Phone: +31 78 6132500,


Website: www.stichting-iod.nl


Requirements for

implementation in

other member

states

Several suppliers can deliver SCR catalysers and DPF filters.

Benefits are important to make such a project successful. Costs can be

compensated within the logistical chain.

Guidelines for building in and exploitation of these installations and optimisation

of the engine (fuel usage) are important. IOD suggests to expand the

knowledge and expertise and to offer this to all organisations involved and

interested people in the Netherlands and internationally.

Title EWITA – European Web platforms and training concepts for Intermodal

Inland Waterway Transport

Theme Jobs & Skills

Description

EWITA provided up-to-date training concepts and state-of-the-art e-learning

web platforms for intermodal IWT in Europe. EWITA was a follow-up on eWIT

(Web-based Intermodal Inland Waterway Transport Training for Europe),

funded under Marco Polo I, whose main results were a European Concept for

intermodal IWT training in Europe and an Inland Navigation eLearning System

(INeS) for the Danube region based on the concept.

Within EWITA, the European concept was substantially updated and extended

with respect to learning levels, content, tools and languages: The e-learning

platform for the Danube region (INeS Danube) was adapted accordingly and an

additional e-learning platform for the Rhine-Maas-Schelde corridor (INeS RMS)

was created. Both platforms have been available in several languages since

June 2010 (www.ines-danube.info, www.inesrms.info).

Potential users of EWITA were included in the project right from the start.

Members of an Industrial and of an Educational User Forum guaranteed proper

testing of the e-learning platforms in terms of their learnability and relevance for

Title EWITA – European Web platforms and training concepts for Intermodal Inland Waterway Transport

the defined target groups. Representatives of these groups stressed their

commitment to use the platforms after their finalization. These key players from

the industry and from the educational sector also helped to disseminate and

promote the results of the project on the European transport logistics market.

Geographic area Danube and Rhine-Maas-Schelde region

Objective & targets The main aim of EWITA was to update the e-learning platform for the Danube

region (INeS Danube) and the implementation of a new e-learning platform for

the Rhine-Maas-Schelde corridor (INeS RMS). Within EWITA a European

content repository for the data exchange has been established.


Users and

stakeholders

The partners were:

via donau – Österreichische Wasserstraßengesellschaft mbH (VIA) - Austria

Stichting Projecten Binnenvaart (SPB) – The Netherlands

European Intermodal Association (EIA) – Belgium

FH OÖ Forschungs- & Entwicklungs-GmbH, Campus Steyr – Austria

Imagination Computer Services GesmbH – Austria

Promotie Binnenvaart Vlaanderen VZW (PBV) – Belgium

CERONAV – Romanian Maritime Training Centre (CER) - Romania

Regionaal Opleidingen Centrum (ROC) Zeeland – The Netherlands

Schiffahrts-Verlag ”Hansa” C. Schroedter & Co. (GmbH & Co. KG) –

Germany

The target groups of the two INeS platforms are

experts such as shippers and freight forwarders

apprentices, pupils and students in learning facilities such as senior technical

colleges and universities with an emphasis on logistics.

Key success

factors and

innovative aspects

high participation of educational institutions and practitioners within the user

forums

update of INeS Danube with respect to learning levels, content, tools and

languages and creation of an additional e-learning platform for the Rhine-

Maas-Schelde corridor (INeS RMS)

design of a pan-European content repository to facilitate the exchange of

common learning objects between the two platforms

design of special courses for specific target users of the platforms

Title EWITA – European Web platforms and training concepts for Intermodal Inland Waterway Transport

multimedia elements and application of modern learning technologies (e.g.

animations, interactive elements, streaming video and sound)

Contact Sabine Gansterer, Daniela Leopold-Sommer


Phone: +43 50 4321 1405, +43 50 4321 1407


Website: www.ewita.info

Costs and financing 1.5 million EUR

Requirements for

implementation in

other member

states

The European Concept for intermodal IWT training in Europe is free upon

request at the project coordination. This concept should be the basis for an

implementation in other member states and includes a guideline which outlines

the aspects that have to be considered when implementing an eLearning

platform for Inland Waterway Transport.

At the moment, INeS platforms for Slovakia, Hungary, Croatia, Serbia and

Romania are developed within the framework of the NELI project, co-funded by

the European Union in the frame of the South East Europe Transnational

Cooperation Programme (SEE).

Title NELI – Cooperation–Network for logistics and nautical education focusing

on Inland Waterway Transport in the Danube corridor supported by innovative solutions

Theme Jobs & Skills

Description The NELI project establishes a cooperation

network between stakeholders from the Inland

Waterway Transport, research / education and

administrative sectors along the Danube corridor

in order to develop balanced capacities for transnational co-operations in the

field of logistics and nautical education and training including regional policy

support actions.

The project involves project

partners from

Austria

Slovakia

Hungary

Croatia

Serbia

Romania

Bulgaria

Ukraine.


Objective & targets NELI is committed to

establishing a cooperation network among the different organisations active in

the inland waterway navigation sector with a view to facilitating the exchange

and future cooperation regarding educational and training matters

designing and implementing eLearning services for inland navigation aimed at

reducing digital divide among the regions in the South East Europe

conceiving and implementing Information and Training Centres (at Galati in

Romania and at Ennshafen in Austria)

increasing public awareness about the role and importance of new innovative

teaching methods in the field of inland navigation in order to promote specific

activities among youngsters

Time frame (years) 2009-2012 (36 months)

Title NELI – Cooperation–Network for logistics and nautical education focusing on Inland Waterway Transport in the Danube corridor supported by innovative solutions

Users and

stakeholders

NELI Partners: CERONAV - Romanian Maritime Training Centre (RO)

via donau - Austrian Waterway Company (AT)

Ennshafen Oberösterreich GmbH (AT)

University of Applied Science Upper Austria Research & Development Ltd

(AT)

EAMA – Executive Agency “Maritime Administration” (BG)

Budapest University of Technology and Economics (HU)

National Association of Radio Distress-signalling and Info-communications

(HU)

University of Craiova, Faculty of Engineering and Management of

Technological Systems (RO)

Romanian Naval Authority (RO)

Technical University of Košice, Faculty of Manufacturing Technologies with a

seat in Prešov (SK)

University of Žilina, Department of Water Transport (SK)

Faculty of Transport and Traffic Sciences (HR)

Inland Navigation Development Centre Ltd. (HR)

School of shipping, shipbuilding and hydrobuilding (SR)

Odessa National Maritime Academy (UA)

Observers: Danube Commission

Federal Ministry for Transport, Innovation and Technology - Supreme

Navigation Authority (Austria)

Oberösterreich Wirtschaftsbund (Austria)

National Company Maritime Port Administration (Romania)

Ministry of Transport - General Directorate for Naval Transport (Romania)

Key success

factors and

innovative aspects

NELI Cooperation-Network offers a joint platform for transnational research,

training and innovation exchange

prepared action plans contribute to the realisation of EU (e.g. NAIADES) and

regional policies

elaborated eLearning material is open to the public free of charge thereby

diminishing the “digital-gap” in SEE-Danube regions

Title NELI – Cooperation–Network for logistics and nautical education focusing on Inland Waterway Transport in the Danube corridor supported by innovative solutions

Information and Training Centres for Inland Waterway Transport promote

future large-scale implementations and investments in SEE-regions

Contact Vasile Pipirigeanu

CERONAV – Romanian Maritime Training Centre

Phone: +40 241 639595


Website: www.neliproject.eu

Costs and financing Total project budget: 2.167.820 EUR

Accessed Funds: ERDF (1.624.646 EUR)

IPA (218.000,35 EUR)

ERDF 10% Flexibility Rule (15.000 EUR)

Requirements for

implementation in

other member

states

Close cooperation with the Education in Inland Navigation platform (EDINNA).

For further information www.edinna.eu

Title Danube Ports online

Theme Image

Description Danube Ports Online presents, in a concise form, relevant technical data and

economic information about Danube ports. This website further enhances the

promotion of commercial activity in these ports and is a reference tool for a wide

public, ranging from investors, transport and logistics companies to public

authorities and educational institutions.

The essential part of the platform is the profiles of the ports of the Danube

region, between Kelheim in Germany and the Danube mouth at the Black Sea.

A port profile contains general contact information as well as information on the

overall port operator, handling facilities and devices, storage facilities, terminal

operators and storage companies located at the port, as well as handling

statistics. Furthermore, the website contains essays on port relevant topics.

72 ports have accepted the invitation and provided their profiles so far. This

number keeps increasing as the platform enjoys increasing awareness. Danube

Ports online is available in English – completely free of charge.


Title Danube Ports online

Objective & targets Ports are constantly being expanded which makes them a complex of

commercial diversity. Port authorities today need to be aware of their function,

not only as administrators but also as promoters and initiators of economic

development.

Time frame (years) Launched in June 2008 – Updated on a yearly basis

Users and

stakeholders

Danube ports

investors, transport and logistics companies, public authorities and

educational institutions

general public interested in inland ports

Key success

factors and

innovative aspects

Danube Ports Online is the first internet tool presenting relevant technical and

economical data about the most important ports of the Danube Region and the

Black Sea. To provide current information and a regular content update, ports

have the possibility to update their port profile on their own. The platform

increases cooperation between Danube ports and supports their marketing and

dissemination efforts.

Contact Hélène Masliah-Gilkarov


Phone: +43 50 4321 1403


Website: www.danubeports.info

Costs and financing Funded under the framework of the National Action Plan Danube Navigation

(NAP)

Requirements for

implementation in

other member

states

Free of charge. Waterway administrations in Danube countries are strongly

encouraged to gather and validate data of their local ports.

Title Danube Summit

Theme Image

Description The Danube Summit first convened in June 2002 in

Constanta and was attended by delegates from

Austria, Netherlands, France, Belgium, Germany,

Slovak Republic, Hungary, Bulgaria, Romania and

Ukraine. Since then the Danube Summit has been

held in Belgrade, Budapest, again in Constanta and

finally in Linz/Enns (Austria). The Danube Summit is

now the region's primary Conference and Exhibition

for the Danube region - a dedicated platform,

bringing together all parties - in both the public and

private sectors - involved in the ongoing development of freight transport

logistics services and transport infrastructure along the Danube Corridor.


Objective & targets promote IWT and increase the awareness of its importance

highlight the latest developments and available facilities and services

networking event


Users and

stakeholders

All IWT stakeholders: authorities, governments, associations, companies

Key success

factors and

innovative aspects

The event usually gathers the most important/relevant stakeholders of the

industry, offering opportunities for business development and promotion of the

Danube as a reliable mode of transport

Contact EWP COMMUNICATIONS LIMITED

Address: Suite 27, Isabel House, 46 Victoria Road, Surbiton, KT6 4JL, UK

Phone: +44(0)20 8399 5088/5001

Costs and financing The event is financed through entrance fees and sponsorships

Requirements for

implementation in

other member

states

-

Title Joint Statement on Guiding Principles for the Development of Inland

Navigation and Environmental Protection in the Danube River Basin


Description Inland navigation can contribute to making transport more environmentally

sustainable, particularly where it substitutes for road transport. It can also have

significant influence on river ecosystems, jeopardizing the goals of the EU

Water Framework Directive, which aims for the “good ecological status” of all

waters by 2015.

Recognising this potential conflict, the International Commission for the

Protection of the Danube River (ICPDR) has linked up in 2007 with the Danube

Navigation Commission, and the International Commission for the Protection of

the Sava River Basin to initiate an intense, cross-sectoral discussion process,

which led to a “Joint Statement on Guiding Principles for the Development of

Inland Navigation and Environmental Protection in the Danube River Basin”.

The Joint Statement summarises principles and criteria for environmentally

sustainable inland navigation on the Danube and its tributaries, including the

maintenance of existing waterways and the development of future waterway

infrastructure. The Joint Statement is a guiding document

for the development of the “Programme of Measures” required by the EU

Water Framework Directive,

for the maintenance of the current inland navigation infrastructure,

for the planning and the investments in future IWT infrastructure

The principles of the Joint Statement shall be applied in all IWT projects in the

region.


Objective & targets The “Joint Statement” will be a guiding document for the maintenance of the

current inland navigation, as well as for the planning of and the investments in

future infrastructure projects.

Time frame (years) The Joint statement was launched 11 March 2008.

Users and

stakeholders

The interdisciplinary process to create the Joint Statement was led by the

International Commission for the Protection of the Danube River (ICPDR), the

Danube Commission on Navigation and the International Commission for the

Sava River Basin (a Danube sub-basin). Over 50 stakeholders, including 12

basin governments and 22 industry and environmental interest groups as well

as the European Commission participated in the one year process.

Title Joint Statement on Guiding Principles for the Development of Inland Navigation and Environmental Protection in the Danube River Basin

Key success

factors and

innovative aspects

A key success factor for agreeing on the Joint Statement was the organisation

of a joint dialogue (via 3 stakeholder workshops) of representatives and experts

from national and international navigation and water management bodies as

well as industry and NGOs, ending in a jointly formulated document and the

commitment to apply its recommendations. The document first presents the

legal, environment and navigation situations in the Danube basin, then indicates

how to balance these needs in a new planning philosophy and provides

concrete recommendations for future IWT activities (relevant measures and

IWT projects are annexed).

The Joint Statement is innovative as it was conducted as a serious joint

dialogue aiming at a written political commitment. It acknowledges the different

points of view but achieved a cross-sectoral consensus for a new planning

approach that streamlines the various development interests.

Contact

ICPDR Secretariat

Address: Vienna International Centre, Room D0412, Wagramer Strasse 5, A-

1220 Vienna, Austria

Phone: +431 260 60 5738

Fax: +431 260 60 5895


Website: www.icpdr.org

Costs and financing The Joint Statement was drafted in a multi-stakeholder discussion process

organised by ICPDR, Danube Commission and International Commission for

the Sava River Basin, who each contributed by allocating staff resources. As far

as understood no specific budget allocation has been made.

Requirements for

implementation in

other member

states

-

Title Implementation of River Information Services in Europe

(IRIS Europe I and IRIS Europe II)


Description

The IRIS Europe initiative focuses on the coordinated Implementation of RIS in

Europe. For that purpose the multi national projects IRIS Europe I (2006-08)

and its follow-up IRIS Europe II (2009-11) – co-funded by the European Union

within the TEN-T Programme – were initiated with the main objective of starting

and proceeding with the harmonised implementation of RIS on a European level

in order to enhance safety, efficiency, environmental-friendliness and thus the

attractiveness of inland navigation beyond individual country borders.

Geographic area The IRIS Europe I project, co-funded by the European Union in the framework

of the TEN-T programme, was commissioned and co-financed by the Ministries

of Transport of six EU Member States: Austria, Belgium, France, Hungary,

Slovakia and the Netherlands. Five additional cooperation partners – Bulgaria,

Croatia, Romania, Serbia and the Ukraine – expanded the scope of IRIS

Europe I to the European main rivers.

Nine EU Member States: Austria, Belgium, Bulgaria, France, Hungary,

Romania, Slovakia, the Czech Republic and the Netherlands and four additional

cooperation partners – Croatia, Germany, Serbia and the Ukraine participate in

IRIS Europe II.

Objective & targets IRIS Europe I was a multi-beneficiary Europe-wide project for the pilot

implementation and expansion of the functionality of River Information Services

(RIS) on the European waterway network. The project addressed the

elimination of existing bottlenecks in intelligent infrastructure on European

waterways and defined additional functionality for River Information Services in

the Danube and Rhine-Seine regions. The project focused specifically on cross-

border information services and the related data exchange and procedures.

Innovative River Information Services such as traffic and transport information

exchange, hull data exchange and calamity abatement were validated by

means of interconnected pilot installations. IRIS Europe I was successfully

closed by the end of 2008.

Its successor, the IRIS Europe II project focuses on further enhancement and

Title Implementation of River Information Services in Europe (IRIS Europe I and IRIS Europe II)

fine-tuning of RIS key technologies, services and applications based on the

results of IRIS Europe I as well as aiming on new topics. It addresses four main

thematic areas:

implementation and enhancement of existing Fairway Information Services in

order to provide relevant information such as water depth, water levels and

Notices to Skippers to the fairway users in a sophisticated and efficient way.

implementation of pilot infrastructure and enhancement of traffic and

transport-related River Information Services like calamity abatement and

electronic reporting in order to further increase safety and efficiency of inland

navigation.

enhancement of cross-border RIS data exchange through a pilot operation of

international exchange of traffic and transport information, as has been

specified and pilot implemented within IRIS Europe I. A further enhancement

on functional and geographical level is foreseen as well as the interconnection

of national infrastructures to European services like the European Hull

Database.

introduction, monitoring and management of ‘Quality of Information Services’

for RIS will benchmark the performance of systems and quality of data. This is

essential for the acceptance of RIS. Thus, IRIS Europe II also focuses on the

definition of minimum quality requirements towards selected technologies and

services on European level which will be the basis for further definitions of

quality levels on a wider scope within RIS.

Time frame (years) January 2006 - December 2011

Users and

stakeholders

Governmental and logistical RIS Users (e.g. lock operators and fleet managers)

Key success

factors and

innovative aspects

Key success factors include the broad cooperation at European level of

innovative aspects on further development of River Information Services. Major

focus is directed to bringing pilot systems and services (e.g. international RIS

data exchange, electronic reporting, etc.) into operation based on coordinated

defined quality standards as one of the major key success factors, and to

integrate governmental and logistical users. The usage and acceptance of the

systems by the users will prove the key success factors and their feedback will

provide valuable input for further enhancement of RIS.

Relevant authorities cooperate in further development of River Information

Title Implementation of River Information Services in Europe (IRIS Europe I and IRIS Europe II)

Services in order to maximise benefits for the logistics and governmental RIS

users and maximise synergies. This contributes to a harmonised RIS

deployment at European level.

Based on experiences from (pilot) implementations and operation of several

systems and services, several gaps were identified to be covered in order to

ensure the optimal benefits of RIS. Within IRIS Europe II some of these

identified gaps shall be closed (e.g. pilot implementation of a low-cost heading

device, implementation of national reference data management systems,

wireless access to RIS services, etc).

Due to the integration of project partners from 9 countries as well as of

cooperation partners from 4 other countries, efficient know-how exchange

ensures the coordinated consideration of innovative aspects.

Contact Mario Kaufmann


Phone: +43 50 4321-1611


Website: www.iris-europe.net

Costs and financing RIS Europe I: 4,146 million EUR and IRIS Europe II: 11.6 million EUR; 50 % co-

financing from EC TEN-T programme; 50 % national co-financing

Requirements for

implementation in

other member

states

-

Title Sava international cooperation initiative


Description The International Sava River Basin

Commission represents the Republic of

Slovenia, Republic of Croatia, Bosnia

and Herzegovina and Republic of

Serbia. It has been given international

legal capacity for making decisions in

the field of navigation and providing

recommendations on all other issues

such as the development of river infrastructure. As such, being an international

body, it can contribute to IWT development in the Sava Basin.

In 2007, the International Sava River Basin Commission initiated a study called

“Feasibility Study and Project Documentation for the Rehabilitation and

Development of Transport and Navigation on the Sava River Waterway”. The

final outcome of the study was a recommendation for the development of the

Sava river to Sava Commission Classification Class Va, for the section

Belgrade-Sisak. The results are described in detail in the final report (action

plan) with respect to (re)construction, operation, maintenance, and development

of waterway infrastructure, which:

provides guidelines for the Sava Commission regarding a short-term, mid-

term, and long-term policy for the development of the Sava river

sets the priorities concerning investments, operations and maintenance,

based on a cost benefit analysis

discusses access to international financial institutions as this will speed up the

process of (re)construction, maintenance and development of infrastructure

Hopefully, in the near future this study will be used as the basis for the actual

building works for the rehabilitation of the Sava river.

Geographic area Slovenia, Croatia, Bosnia and Herzegovina, Serbia

Objective & targets The main objective of the study was to propose a strategy and programmes for

the development of the Sava River Waterway and to provide an adequate

economic and organisational framework for the renewal of commercial activities

and the rehabilitation of navigation on the Sava river.

Time frame (years) 1 December 2007 to 31 July 2008

Users and International Sava River Basin Commission

Title Sava international cooperation initiative

stakeholders Governments of Slovenia, Croatia, Bosnia and Herzegovina and Serbia,

possible investors and international financial institutions

Key success

factors and

innovative aspects

A key success factor was that this study incorporated the entire stretch of the

Sava river waterway and concentrated on all four countries which provides an

excellent instrument for all Sava riparian countries to jointly cooperate on future

Sava related projects.

The whole approach of the Sava Commission and its activities is innovative,

especially the aspect that the Sava Commission has a decision making role in

the field of navigation which concerns all four Sava riparian countries. This

means that all the recommendations given by the Sava Commission should be

adopted by the governments of all four countries.

Contact Website: www.savacommission.org

Costs and financing The study showed that the total costs of upgrading the Sava River from

Belgrade to Sisak to Class IV equals 64 million EUR and 68 million EUR for

immediate upgrading of the waterway to Class V.

Requirements for

implementation in

other member

states

-

Title NEWADA - Network of Danube Waterway Administrations


Description The objective of NEWADA, the first project linking the waterway administrations

of all Danube countries, is to promote and support inland navigation by

improving the physical accessibility of waterway infrastructure, the quality and

accessibility to supporting information as well as mobilising stakeholders in the

field of inland navigation.

As the main activities of the project, the partners established a network in order

to harmonise their activities and action plans, exchange experiences and best-

practices on operations, pilot common

specific actions and prepare the basis

for projects financed on

other

budgets.

Geographic area Danube region (Austria, Slovakia, Hungary, Croatia, Serbia, Romania, Bulgaria,

Ukraine)

Objective & targets NEWADA (Network of Danube Waterway Administrations) aims at increasing

the efficiency of the Danube as a European transport corridor by intensifying

cooperation between waterway administrations to promote inland navigation as

a cost-effective and environmentally friendly mode of transport.

Cooperation on hydrological and hydrographical tasks will be intensified in

order to achieve a higher impact. The efficiency of daily work has to be

increased through the exchange of know-how among experts as well as

through the identification of best practise cases.

Physical accessibility of the waterway infrastructure will be improved. National

action plans, feasibility studies, bilateral projects and implementation

guidelines for improving waterway maintenance and river engineering will be

worked out in cooperation with other Danube countries.


Access to ICT (Information and Communication Technology) networks and

services will be enhanced in order to overcome shortcomings. Up-to-date

waterway related data will be provided to waterway administrations of

neighbouring countries, third parties and users.

Responsible stakeholders will be integrated and cooperation will be fostered.

The communication between waterway administrations, development

agencies and Ministries of Transport shall be enhanced. Waterway

administrations shall be transformed into service oriented organisations in

order to meet user demands.

Time frame (years) 2009-2012 (36 months)

Users and

stakeholders

waterway administrations themselves due to improved processes

ministries (pushing & using project results)

users of the Danube due to available ICT services

Key success

factors and

innovative aspects

For each country national action plans for waterway maintenance,

hydrography and hydrology will be prepared. They are the basis for pilots,

implementation guidelines and further bi- or multilateral projects.

The ICT network will be improved by setting up a web portal where waterway-

related data shall be available according to existing European standards.

Access will be made available on locks, harbours and berths.

The production process, exchange and optimisation of electronic navigational

charts shall be further optimised and harmonised based on the results of

previous projects (D4D, DANewBE Data) within the INTERREG III B

programme.

The elaboration of an organisational strategy for each country will foster

cooperation between waterway authorities.

All services which a modern waterway administration should offer will be

defined together with a common concept for the exchange of know-how,

trainees and experts.

Contact Markus Schedlbauer


Phone: +43 50 4321 1702



Costs and financing The project is co-financed in the framework of the South East Europe


Transnational Cooperation Programme of the EC.

The total NEWADA project budget is 2.864.546 EUR. The European Regional

Development Funds of the European Union contributes with 85% (2.224.960

EUR) to the implementation. The project partners provide 431.182 EUR as own

contribution. In the frames of IPA financing 208.404 EUR will be provided for the

non-EU member partners.

Requirements for

implementation in

other member

states

-

Title ILDE – Intermodal Links towards the Danube Estuary

Theme Markets

Description The ILDE-project examined the feasibility of the development of an efficient and

cost effective inland navigation connection between Flanders, Romania,

Bulgaria, Hungary and Serbia. These countries are the main CEEC transport

nodes for cargo that is shipped from and to Western Europe. To do this,

awareness has to be raised on the importance and possibilities of intermodal

waterway transport (IWT) on the Danube.

To overcome the infrastructural problems on the Rhine-Main-Danube corridor, a

short sea shipping (SSS) link between Flanders and the port of Constanta is

envisaged where the cargo will be transferred on barges and shipped to

Romanian, Bulgarian, Hungarian and Serbian inland ports.

The SSS-routing connects the Port of Ghent (Flanders) with the Port of

Constanta (Romania). From Constanta onwards, the transport can complete its

route to its final destination via inland navigation on the Danube. Waterwegen

and Zeekanaal NV from Belgium is joined in this project by NV De Scheepvaart,

the Port of Ghent, Agro Maas, Fast Lines Belgium, and a number of East-

European organisations such as the Port of Constanta, the port of Baja in

Hungary, and MainRom Line. Part of the financing for this project is supplied by

the Central and Eastern European Fund of the Flemish Ministry for Foreign

Policy.

Studies conducted by BCI (Buck Consultants International) have demonstrated

that the project generated considerable interest among parties active in the

transport markets. Expediting firms, transporters, shipping companies as well as

logistics operators see this project as a catalyst for international cargo

development. Following the identification of the market potential and of the

market parties interested in establishing the intermodal link, a route was

mapped out: from the Port of Ghent as the starting point, via short sea shipping

to the Black Sea Port of Constanta (Romania). ILDE offers in Constanta the

possibility of transferring freight to inland navigation in order to reach the inland

ports along the Danube. Several seminars and meetings convinced a number of

stakeholders active in the shipping industry, such as transport companies,

freight forwarders, terminal operators, and shipping companies to offer their

active cooperation.

All these actions have resulted in the birth of the ILDE-Line. ILDE-line will be

operated by “Fast Lines Belgium” in cooperation with “Agro Maas Belgium” and


“Mainrom Line”. The trial run of this new shipping line was foreseen end of

2008-beginning of 2009, but due to the economic crisis the opening of the line

did not take place.

A study related to the market potential has been drawn up and promoted;

creating a basic information tool for those companies interested in the future

line.

Source: www.ilde.biz

Geographic area Between the port of Ghent and the Black Sea port of Constanta, using IWT and

intermodal solutions.

Objective & targets To transfer 600,000 tons/year from road (mainly bulk and general cargo) to

inland waterway transport and intermodal solutions between port of Ghent and

port of Constanta

Time frame (years) -

Users and

stakeholders

IWT stakeholders, importers , exporters, freight forwarders, terminal operators,

shipping companies, authorities, end users

Key success

factors and

innovative aspects

The trial run will offer shippers and transporters an opportunity to experience

the immediate benefits of multimodal shipping. The multiple negative effects

associated with road transport, such as congestion, increasing fuel prices,

driving time restrictions, toll road charges, shortage of transport drivers, not to

mention the issue of harmful exhaust emissions, can be avoided thanks to the

alternative presented by the ILDE project. The ILDE-line will transport both bulk

and general cargo. Companies that engage in regular shipping business with


firms in Eastern Europe will unquestionably derive great advantages and

benefits from using this new service.

Contact Website: www.ilde.biz


Requirements for

implementation in

other member

states

-

ANNEX I: IN-DEPTH ANALYSES

Out of the list of good practices, we have selected some promising cases that clearly show international relevance. An in-depth analysis is done on these cases, based on additional literature reviews and interviews with responsible authorities, stakeholders or developers.

The cases presented in this report are:

River Information Services: RIS, a concept that is being implemented in almost all IWT countries, on the basis of several equipment components and aiming at introducing a series of services targeting all five NAIADES pillars.

Roll-on-Roll-off (Ro-Ro) by IWT, a concept used in several countries, where sharing of experience adds value

Education in Inland Navigation (EDINNA): the platform of education institutes set up in the past years and having now 20 member institutes in all major IWT countries

Automatic Identification System (AIS): an important component of RIS that receives attention in many IWT countries.

Innovation in vessels for new markets: covering developments aiming at alleviating congestion and developing city distribution methods as well as pilot projects and developments on small waterways.

River Information Services (RIS)

River Information Services (RIS) are services that enhance the data exchange among all actors concerned with inland waterway transport. This way, the communication between all parties involved in the transport on inland waterways can be simplified and made more effective and efficient.

The implementation of RIS across Europe can have multiple benefits for the inland waterway sector. In general, implementing RIS aims at1:

1. Enhancement of inland navigation safety in ports and rivers.

RIS will contribute to remedial measures. It will provide local and regional traffic information for safety monitoring on a tactical as well as a strategical level.

2. Enhancement of the efficiency of inland navigation. RIS will optimise the resource management of the waterborne transport chain by enabling information exchange between vessels, lock and bridges, terminals and ports.

3. Better use of the inland waterways by providing information on the status of fairways.

1 Soure: www.ris.eu

Environmental protection is optimised by providing traffic and transport information for an efficient calamity abatement process.

Given these objectives, the development of RIS can - together with cost-effective and environmentally friendly logistics operations - make inland waterway transport more attractive and more competitive. However, to be able to fully exploit the benefits of RIS in Europe, harmonisation is needed. The RIS Directive of the European Commission sets the framework for this harmonisation. The RIS Directive has provided rules on the requirements for data communication.

RIS Directive

In 2005, the RIS Directive2 entered into force and had to be transposed into national law of the Member States in October 2007 the latest. The Directive applies to all connected waterways of class IV and higher across the European Union and defines the principles and requirements for data communication and the RIS equipment, including the minimum level of RIS services. This way, it aims to provide an Europe-wide framework for the implementation of the RIS concept in order to ensure compatibility and interoperability between current and new RIS systems (by harmonizing data exchange and communication) and between the Member States. For the implementation of the RIS Directive, the European Commission issued the Directive 2007/414/EC with RIS Guidelines. These RIS Guidelines entered into force in 2007. The RIS Guidelines describe a systematic procedure to develop new guidelines, including the user groups to be consulted3.

RIS Services and Technology

The RIS Directive and the RIS Guidelines define the requirements for the specific RIS technology. For the RIS technology, the RIS Directive describes the rules for standardisation to secure the harmonisation, compatibility and interoperability between the various RIS applications and Member States. In the RIS Guidelines (Directive 2007/414/EC), the RIS services are described. The RIS Guidelines are "Commission Regulation (EC) No 414/2007".

To be able to use these RIS services in the most efficient way across Europe, technologies behind these services needed to be standardised and harmonised across Europe. The RIS Directive stipulated the publication of the technical specifications in addition to the RIS Guidelines.

1. Inland Electronic Chart Display and Information System (ECDIS): This is a system

which provides electronic inland navigation charts and additional information. The main purpose is both to enhance the safety and efficiency of inland navigation as

2 EU Directive 2005/44/EG

3 See also www.ris.eu

well as to protection of the environment. ECDIS provides the basis for identifying, tracking and tracing of vessel.

2. Vessel Tracking and Tracing (VTT): With this service, vessels can be tracked and traced on inland waterways. The use of Automatic Identification Systems (AIS) (see separate paragraph on AIS) is an important aspect for VTT.

3. Notice to Skippers (NtS): Users of inland waterways must be informed by fairway authorities about issues concerning the inland waterways. The Notice to Skippers standard provides a data format which can be used for publishing information on the internet or per e-mail.

4. Electronic Reporting: With electronic ship reporting, information on vessel and cargo can be shared easily without all the paperwork. The standards for electronic reporting describe the message, data items and codes to be used in the electronic ship reporting for the different services of RIS.

With these standards, the harmonisation, compatibility and interoperability between the various RIS applications and Member States is secured. For more detailed information on these standards, please check the Commission Regulation for the various RIS technologies.

In the next figure a summary of the RIS services and the supporting technologies is presented.

Figure 2: RIS Services and Technology

Applications

With the services and accompanying technologies described, applications are being developed offering these services and making use of the technologies. Within the PLATINA project, some good practices on the use of RIS are included. More detailed information on these good practises can be found in the next chapter of this good practices report.

Europe: IRIS Europe II is a European project about the expansion of the RIS functionality on the European inland waterways. It aims to enable an internationally coordinated implementation, provision and enhancement of services as defined in the RIS Directive.

Austria: In Austria, Donau River Information Services (DoRIS) offer both an

information system based on AIS (Automatic Identification System) technology (in operation since the beginning of 2006), as well as services for inland navigation which can be accessed via the DoRIS website (www.doris.bmvit.gv.at). In order to increase the acceptance for DoRIS, all vessels sailing on the Austrian Danube should be able to use the traffic information system. For this purpose, via donau and the Federal Ministry for Transport, Innovation and Technology (bmvit) worked together on a special programme to make sure that a large percentage of vessels sailing on the Austrian Danube were equipped with Inland AIS Transponders.

The Netherlands: Within the Netherlands there are several Vessel Tracking

System centres to be found along the major inland waterways. These centres are implemented for safety reasons because of high traffic intensity and/or complex traffic situations, vulnerability of the area. Within the VTS centres, the following functional equipment is used:

- Tactical Traffic Image, based on radar - CCTV systems - Communication systems - Information management system IVS90 - Recording facilities

In 2006, the Dutch government agreed on the use of Inland AIS with the inland navigation branch organisations. The Dutch administrations are setting up a support programme for 2009-2011. The purchase and installation cost of certified AIS transponders will be subsidised by the Dutch government, with an own contribution of skippers/vessel owners of 500 Euros per vessel. The programme is focused towards vessels longer than 20 metres that sail on the Dutch waterway network on a regular basis. There are no restrictions on the flag of the vessel. In total, approximately 8000 vessels are planned to be equipped. See the detailed description of this good practice in the next chapter. Projects like MOBZ in the Netherlands are examples of how RIS can be used as a supportive tool for improving traffic management. It aims at bundling and uniforming/standardising procedures and the equipment. Within the development of RIS, in the Netherlands a shift from the use of IVS-90 to VOS will be made. VOS stands for Verkeersmanagement ondersteunend systeem (Traffic management support system). The principles of this new system will also allow its application in other countries in Europe. The information on ships location/movements can then be applied for optimised traffic management by pre-estimating lock demand, congestion or incident and calamity abatement. In the long run it may result in trajectory planning to support the logistical processes of the private sector. This will be possible in optimal format once all waterway users participate in information sharing.

Hungary: The RIS system in Hungary is implemented in the framework of European Union projects and national developments. The PannonRIS system (http://www.pannonris.hu/) covers the Hungarian Danube section with Inland AIS shore infrastructure and other basic RIS services being developed. Hungary is partner to the IRIS Europe II TEN-T project where the procurement of Inland AIS on-board transponders has taken place. The roll-out of the project is co-ordinated by the Ministry of National Development. Additional RIS services are under planning and introduction as part of other projects and initiatives.

Romania: The implementation of the second phase of RIS started in 2008. This

entails the purchase of equipment ensuring full coverage with VHF and AIS on the Romanian sector of the Danube. Also, adjustments to the software will be made in order to update the services to the new European regulations in the RIS field. The updates will also add new services (e.g. reducing the effects of calamities) and will also facilitate data exchange between national RIS centres within Europe. During this second phase, RoRIS will be extended to the Danube – Black Sea Canal and Poarta Alba – Midia Navodari Canal. In September 2009, an open tender has been organized for the assignment of the contract related to the vessel traffic management information system on the Danube. The implementation is ongoing.

Croatia: Development and implementation in Croatia started in 2005 with the

project CRORIS (Croatian River Information Services). Croatia was the second country in Europe with full AIS coverage on the Danube and ready to use ENC charts. A RIS center was opened in 2006 in Vukovar on the Danube. Equipment of ships with AIS transponders started in 2008 and by the 1st January 2011 this has become a mandatory obligation in order to be allowed to navigate on the rivers Danube and Drava. The development of RIS on the Sava River was initiated in 2009 by the Sava Commission with the project “Detailed Design and Prototype for the River Information Services on the Sava River” and the full implementation of the RIS on Sava is expected by 2013. All the acitivities regarding implementation of the RIS system in Croatia are performed with the support of the Ministry of the Sea, Transport and Infrastructure and Agency for Inland Waterways. The Croatian RIS system fully meets the requirements and standards of the European Commission.

Serbia: The overall programme for the introduction of RIS on the Serbian

Danube started in 2009, in line with Directive 2005/44EC. This overall programme will lead to a full scale implementation of RIS by 2012. A first pilot system for tracking and tracing on the Serbian Danube was already introduced in 2007. Information from this system gives feedback that can be used for fairway planning and marking. All the information is published on a web portal. This service is free of charge.

Roll-on/Roll-off services (Ro-Ro) Traditionally, Ro-Ro ships transport any rolling cargo such as cars, agricultural and construction machinery or trailers which are loaded and unloaded via port or vessel ramps. In order to save transport and personnel costs Ro-Ro vessels are usually

used for long- distance transport. PLATINA collected good practices on Ro-Ro services which show innovative ways of using Ro-Ro ships for specific requirements.

Ro-Ro services on the Danube

With the help of an innovative logistics solution, high-value goods can be transported by inland waterway transport. Since 1998, new cars built by Mitsubishi, Ford and Renault have been carried on the Danube from Kelheim and Vienna to Budapest. On the way back, Suzuki cars are transported from Budapest to Kelheim. This strategy avoids empty runs and increases the cost-efficiency of water transport. Regular services are operated with the motor cargo vessel “Heilbronn” which has three decks with grid floors made for vehicles up to 2,000 kg each. The vessel can load 205 to 270 cars, depending on the type.

Trailers and Ro-Ro in Netherlands

This case shows that Ro-Ro ships can be efficiently used on short distances. In April 2009, a trial was set up to test the technical and logistical feasibility of setting up a Ro-Ro service line between Rotterdam-Tiel-Zaandam-Hoorn for the transportation of trailers, triggered by the developments related to construction industry. In the province of North-Holland, construction projects are expected to increase (building of new houses, infrastructure projects), resulting in an increasing flow of construction related goods. Because of the already congested roads in this area, this trial was set up. In this trial, not only construction related parties were invited to join, but also parties with other large freight flows between Rotterdam and Germany as well as Rotterdam and North-Holland.

During the trial, a truck could deliver its trailer at one of the four handling points where the trailer was transhipped and transported to the next handling point. The Ro-Ro ship used was equipped with a flexible loading ramp, making it possible to bridge up to 3 meters in height and making the on and off loading process as easy as possible. At the handling point, another truck transports the freight to its final destination. A total of 11 companies (with a total of 28 trailers) have been involved in the

trial. Although there is room for improvements, the trial results were positive.

In the next phase a permanent service line between Tiel and Rotterdam was set up; in a later stage this will be extended to Hoorn and Zaandam (depending on the market conditions).

The major advantages of the concept include: easy accessible service (there are no additional investments needed at the land-

side) most trailers are suitable for this concept sustainable mode of transport

- reduction of truck trips - emission reductions - noise reductions

equal cost level compared to road transport Because no additional investments on shore are needed (no cranes or other equipment) to use Ro-Ro ships there are possibilities elsewhere. The use of a Ro-Ro ship with a flexible loading ramp makes the possibilities even higher. This concept could also be suitable for other short distances services in the Netherlands. Especially during road maintenance, the transport of trailers by Ro-Ro ship can relieve the road network. During the construction of the Maasvlakte 2, problems are expected at the A15 freeway. Bringing into action a Ro-Ro service line during this period could be relieving for this freeway.

Other European countries have shown their interest, including Germany and France.

Aircraft body parts and Ro-Ro in France

In France, body parts of the Airbus 380 are transported by Ro-Ro ship to avoid abnormal load trucks on the road to the assembly plant.

The ship employed is a specially designed ship with a length of 75 meter and a width of 14 meter that sails on the River Garonne. On the ship, Ro-Ro technologies are used combined with a secure monitoring of this boat due to GPS positioning linked with navigation maps to ensure safe transport during transit under the narrow and low stone bridge of Bordeaux. Essential for the success of this kind of transport, is the commitment of a dedicated corporate partner, such as Airbus.

Conclusion

The examples show that Ro-Ro can be used for various kinds of transport. In most cases road congestion can be avoided and an emission reduction established. Moreover, the concept has proven to be compatible with the current logistical planning of the companies. In addition, the examples show that the use of Ro-Ro ships for the transport of heavy and special sized goods can be a good alternative for using trucks.

Education in Inland Navigation (EDINNA)

Background

Across Europe there are various institutes to be found that offer education and training for personnel in inland navigation. The curricula and course contents however, tend to vary between member states, partly due to the fact that rules differ on the different waterways and curricula are also based on national arrangements of the Ministry of Education.

The EU is considering an update of Directive 96/50 that only describes the boatmaster level. Together with the social partners the aim is to design job profiles valid throughout Europe. Until now this has not succeeded. Within the CCNR regulations job contents are more or less described for skippers, but, for example, not for a sailor.

However, in the EU Social Dialogue no education institutes were involved. It was therefore proposed to develop a network of schools that could take up this role, and that is EDINNA.

What is EDINNA?

EDINNA is the educational network of inland waterway (navigation) schools and training institutes and aims to improve the exchange of knowledge and resource on inland shipping training in order to harmonise and modernise this training in the EU Member States. EDINNA recognizes that all members use the same European waterway system and have a different background in various educational systems in Europe.

The network was founded in June 2008. In February 2009, the institutes involved formally signed the EDINNA Articles of Association. EDINNA consists of representatives from 24 institutes from Austria, Belgium, Bulgaria, Croatia, Czech Republic, France, Germany, Italy, the Netherlands, Poland, Romania, Serbia and Slovakia. EDINNA offers an educational platform not only to its members, but also to interested institutions and companies as associated members. Currently, EDINNA has 6 associated members from 5 countries.

Table 1: List of EDINNA members

No. Name of institute Place Country

1 Berufsschule für Metall- und Verpackungstechnik Vienna Austria

2 Ecole Polytechnique de Huy Huy Belgium

3 KTA Zwijndrecht Cenflumarin Antwerp Antwerp Belgium

4 High River Shipping School Russe Bulgaria

5 Faculty of Transport and Traffic Sciences Zagreb Croatia

6 High School of Ship Transport and Industrial Crafts Decin Czech

Republic

7 A.N.F.P.P.B. Le Tremblay sur Mauldre France

8 Association Regionale de Conservatoire National des Arts Mont Saint Aignan Cedex France

No. Name of institute Place Country

et Metiers de Haute Normandie

9 Emile Mathis Training College Strasbourg Schiltigheim (Strasbourg) France

10 Arbeitgeberverband der Deutschen Binnenschiffahrt E.V./

Schulschiff Rhein

Duisburg Germany

11 Berufsbildende Schulen Schönebeck des Salzlandkreises Schönebeck Germany

12 Schiffer-Berufskolleg Rhein Duisburg - Homberg Germany

13 Consorzio Formazione Logistica Intermodale Venezia Italy

14 Maritieme Academie Harlingen Harlingen Netherlands

15 Maritieme Academie Ijmuiden IJmuiden Netherlands

16 ROC Zeeland, cluster Maritiem Vlissingen Netherlands

17 STC-Group Rotterdam Netherlands

18 Zespól Szkól Zeglugi Sródladowej Naklo Nad Notecia Poland

19 CERONAV Constanta / Galati Romania

20 Colegiul Tehnic "Dierna" Orsova Orsova Romania

21 Grupul Scolar de Marina Galati Galati Romania

22 University of Craiova Craiova Romania

23 Secondary school of shipping, shipbuilding and

hydrobuilding

Belgrade Serbia

24 University of Zilina, Dept. of Water Transport Žilina Slovakia

Several other institutes have applied for membership. These are:

Hungarian Shipping Secondary School at Budapest, Hungary Naval, Maritime and River Navigation Academy –Varna, Bulgaria Kyiv State Maritime Academy, Kiev, Ukraine

Activities of EDINNA

Since the beginning of 2009, a joint working group has been set up to discuss the educational standards. The working group includes representatives from EBU, ESO and ETF, CCNR, DC and PLATINA.

In autumn 2010 a contract was signed between EDINNA and the European Commission. By signing this contract EDINNA became one of the members of the PLATINA consortium. For 2011 the working group is focussing on a first exchange of students and teachers. The general assembly of EDINNA decided to concentrate their future efforts on the following subjects: 1. Harmonisation of European Inland Navigation Education and Training 2. Training equipment and simulators 3. Exchange Programmes for students, teachers and management 4. Communication and Language Throughout the EU education and training for the IWT sector consists of professional qualifications on one hand and move-up qualifications on the other hand, based on national curricula which are very different in the various countries. This is the problem in a possible harmonisation process. It is the responsibility of the national

Ministries of Education to set the required qualifications. Edinna came up with a possible solution.

Existing situation Possible future situation

Standards of Training and Certification for personnel in Inland Navigation (STCIN)

EDINNA does not want to have a political or social/labour law related role. It wants to contribute by sharing knowledge and by providing educated employees and contributing to a safe working environment. Its first contribution is the drafting of a new document, the Standards of Training and Certification for personnel in Inland Navigation (STCIN). The STCIN concept focuses only on the professional competences leaving the national curricula untouched. The next step is to come to agreement on the standards. To reach this, the established Joint Working Group regularly meets to discuss various suggestions. On 29 November 2009 they came to an agreement on an accepted draft of the professional competences on the operational and management level of the STCIN, which is now considered as version 1.0.

Figure 3: the process of developing STCIN

Cul

ture

Politic

sLanguage

History

Tech

nics

Mathematics

STCIN follows the set-up of four elements: Competences: This describes the professional competences both at operational

and managerial level. A next step is to discuss which job categories are to be put under these headings. All stakeholders (EU, CCR, Danube Commission, UNECE, ETF and social partners.) have received this as a good idea.

Proficiency: The next step is to translate the competencies into an education portfolio: If competences are known: what do you need to do for these? What knowledge and skills does it include?

Methods for demonstration: How can students show that they have gained these knowledge and skills?

Evaluation: And also how to evaluate these. This should include practical tests, as until now certification is mainly based on theoretical tests.

Figure 4 Elements of STCIN

The information obtained fromnavigational charts and publications is relevant, interpreted correctly and

erly applied. All potential ational hazards are

accurately

ed method of fixing tion are appropriate

circumstances.

under allsafety.

he largest scale charts are used and

the latest information

Navigate on Europeaninland waterwaysincluding locks and lifts according to navigation agreements with agent

Competence Knowledge,understandingand proficiency

Methods for demonstratingcompetence

Criteria for evaluating competence

Plans a journey oninland and maritimewaterways and conduct navigation on European inland waterways. In service experience

Training ship experienceSimulator training

Laboratory equipmenttraining

The information obtained fromnavigational charts and publications is relevant, interpreted correctly and

erly applied. All potential ational hazards are

accurately

ed method of fixing tion are appropriate

circumstances.

under allsafety.

he largest scale charts are used and

the latest information

Navigate on Europeaninland waterwaysincluding locks and lifts according to navigation agreements with agent

Competence Knowledge,understandingand proficiency

Methods for demonstratingcompetence

Criteria for evaluating competence

Plans a journey oninland and maritimewaterways and conduct navigation on European inland waterways. In service experience

Training ship experienceSimulator training

Laboratory equipmenttraining

The education system in most Western European countries has a dual focus: for example both deck and engine room. In several Eastern European countries students are educated either for deck or for engine room tasks. To make sure that both systems can be maintained, the set-up the STCIN competences are in subjects and

applicable in both situations. Existing national systems (curricula) can be built around these modules. The agreements of the Joint Working Group are the input to higher decision levels within these organisations. It is their decision to decide on the education and training requirements. Although the standards are foreseen as the standards on which a sailing license can be issued they can also be added to requirements of competences and skills if the national IWT sector asks for this. Furthermore the job requirements should keep pace with the developments within the sector. One of the options could for example be to share simulation facilities. Modern education equipment is needed. Another future step could be the formal recognition of education and training institutes working according to the STCIN arrangements.

River Speak

A separate initiative is the development of River Speak, a sort of standardised language that can be used on all European waterways and can be helpful especially if there are situations of misunderstanding. EDINNA is thinking of: navigation terms, both ship-ship and ship-shore intra-ship (e.g. from nautical to social speak)

The International Maritime English Conference (IMEC) has already welcomed this initiative and a working group (subsidised under Leonardo da Vinci) is studying integrating this into the standard IWT education curricula.

Contact

The secretariat of EDINNA is managed by its secretary Mr. Rob van Reem c/o STC Group, Laan der Verenigde Naties 1, 3316 AK Dordrecht. Information can be found on the website of EDINNA: www.edinna.eu or by mail [email protected]

Automatic Identification System (AIS)

As part of the RIS Directive (see above), AIS is a standard technology enabling Vessel Tracking and Tracing (VTT). AIS enables the automatic exchange of nautical data between ships and between ships and shore installations. To be able to exchange information, a vessel must be equipped with an AIS transponder. AIS is now implemented in a number of countries. However, the use of AIS is not yet compulsory on all inland waterways. There are exceptions, such as the Austrian stretch of the river Danube. At some parts of this river, it is mandatory for skippers to use AIS. In the ports of Antwerp, Gendt and Zeebrugge it is planned to make AIS mandatory in 2011. In the Netherlands and Germany there are plans to make AIS mandatory in 2013. AIS was developed to improve communication between ships as well as between ‘ship and shore’. Efficiency and safety gains are the main (expected) positive impacts of the system.

Technology

As indicated above, as well as in the case on the RIS Directive (see above), AIS is part of the implementation of RIS. It is one of the technologies supporting the services provided under RIS.The figure below outlines the larger system of which AIS is part.

RIS Services

Fairway Information Services (FIS)

Traffic Information Services

Traffic Management

Calamity Abatement Services (CAS)

Information for Logistics/Management

Information for Law Enforcement

Statistics

Technology

Notice to Skippers (NtS)

Vessel Tracking & Tracing (VTT) and Automatic Identification Systems (AIS)

Inland ECDIS

Electronic Reporting

Waterway Charges and Port Dues

A vessel using AIS, automatically and regularly emits information regarding its

Identity Position using the Global Navigation Satellite System receiver Heading and speed Other relevant and specific information about the vessel, e.g. payload, length and

width

Shore-based receivers, e.g. in VTS centres, and other nearby AIS-carrying vessels receive this information. The information is then processed to create an overview of the traffic situation – complementing radar information when radar is available. Using AIS, ships and VTS centres are able to make better decisions regarding short and medium term navigation and traffic management. When AIS and radar are combined, situational awareness improves, ultimately contributing to the efficiency of traffic and enhancing safety. AIS uses Very High Frequency (VHF) waves to transmit its signals.

AIS originates from maritime transport, where the use is mandatory. The system used in inland water transport is compatible, but differs with some additional messages. Compatibility is, of course, crucial for ports – here inland vessels and maritime vessels are interacting with each other and the maritime IMO class A AIS will operate together with inland AIS, which is an enhanced IMO class A AIS.

AIS and RIS: An Expandable Combination

AIS is a supporting technology for a number of services and activities, with some similarities with AIS in maritime transport (as described above). In particular it concerns:

Traffic management

AIS provides for a better overview of traffic: potentially disturbing situations (in terms of safety or capacity/congestion) can be signalled before they become reality and preventative measures can be introduced. Thus the safety and efficiency of inland water transport can be improved.

Incident management

Incidents not only have a disturbing effect on the flow of traffic, but could also create potentially dangerous situations for approaching traffic. Situational awareness by means of AIS enables VTS centres and emergency services to respond adequately and prevent escalation of incidents.

Logistics

Knowing the location of a vessel, as well as its heading and speed enables terminals, skippers and logistics service providers to plan their processes accordingly. Examples are the availability of cranes and trucks to transport to goods from the terminal to the final destination, but also planning the use of locks and bridges.

Law enforcement

AIS emits information at regular and fairly short intervals. The information included, e.g. speed and heading, enables the relevant authorities to check whether skippers are complying with traffic regulations and act accordingly when applicable. In addition, in the case of accidents records can be used to establish if and who was at fault.

Statistics

Recorded AIS data enables more detailed research into the use of waterways, certain traffic patterns, violations and so on. Some of this data is currently not available or difficult to obtain.

Environmental benefits

More precise and accurate planning of voyages over longer and shorter distances enables skippers to optimise speeds and heading. This in turn can save fuel as the need to accelerate and decelerate is reduced. Fuel savings are not only a financial benefit to the skipper, but also contribute to solving the issue of climate change.

Waterway Charges and Harbour Dues

Based on the locations of a vessel provided by AIS canal charges for the use of the waterways can be automatically charged and for instance it will be easier to calculate Harbour Dues based on the realised time in the port rather than per day.

The uses above are not always implemented, let alone supported by all stakeholders. In the case of law enforcement for example, skippers could be unwilling to cooperate. However, as is explained below in some specific cases, support for the uptake of AIS was successful and there are sufficient benefits to balance concerns.

It is possible to use AIS in combination with other RIS technologies, such as Inland ECDIS (see (RIS directive case above) for more details). Examples could relate to logistics planning, multi-modal traffic management and a few other areas.

Expanding AIS

In the future, AIS will possibly also be used to include the status of light signals, provide more detailed information of individual barges and location specific hydro-meteo data. These extensions will contribute to a continued increase of safety at Europe’s waterways.

Benefits in General

Overall, using AIS has some benefits for skippers and shore based stakeholders, such as VTS centres. These respectively are:

More safety as a result of increased situational awareness: both skippers as well as VTS operators have a better overview of traffic in their area. Using AIS they are able to see where a particular vessel is heading, even if this vessel is not in sight e.g. due to a turn in the waterway. Consequently, potential incidents can be avoided.

A higher efficiency in the use of a waterway and facilities: An improved overview of traffic allows VTS officers to better manage traffic flows, avoiding e.g. conflicting trajectories. The capacity that is created as a result, allows for higher safety levels and/or more capacity. Logistics planning could increase the efficiency of for example terminals.

Specific Cases

AIS has been implemented in a number of countries/basins. AIS cases are often linked to RIS initiatives as will be clear when reading the case profiles below.

Austria initiated an AIS Transponder Programme The rationale behind the programme was primarily to prepare the sector for a mandatory requirement of installing AIS transponders. As such, Austria had a

worldwide premiere in supplying Inland-AIS to commercial vessels. The programme provided incentives to skippers to install AIS on their vessels and fleet operators/skippers were lent the equipment for a safety deposit of 500€. About 450 vessels were equipped when the programme ended in 2008. The transition to a situation with mandatory use of AIS transponders benefited from this programme.

The positive impacts after the conclusion of the programme are an improved traffic overview and traffic safety, optimised lock procedures and reduced fuel consumption. Especially the latter is interesting, as this provides a direct financial incentive to skippers to participate.

Hungary is to follow suit… Hungary has procured 150 Inland AIS transponders in the framework of the IRIS Europe II project as the result of a European open tender. The equipment has been delivered to Hungary and under the co-ordination of the Ministry of National Development and the National Transport Authority the support programme and its implementation are under elaboration. The terms defined in the Strategic Action Plan of the IRIS Europe II project will be followed.

… and will also train/is training skippers Not every skipper has the knowledge of how to operate RIS and related systems – including AIS, potentially countering the successful implementation of such applications. RSOE therefore proposes to provide them with adequate training.

Inland AIS Transponder

Germany and the Netherlands have developed a joint programme to support inland AIS implementation. The programme consists of 3 parts. The first part is a pilot for 1000 vessels, split in 3 sub-pilots with different objectives

The other 2 parts are the 2 funding programmes in the Netherlands and Germany. For this joint programme Germany and the Netherlands have received subsidy from the TEN-T programme.

Germany now also supports AIS implementation In 2009, Germany introduced a one year funding programme for the purchase and installation of AIS transponders aboard inland vessels. The German Ministry of

Transport, Building and Urban Development published a regulation which established a funding scheme for the purchase and installation of onboard AIS transponders. The programme was established in close cooperation with the Dutch government, their programme is elaborated below. During the programme more than 1.500 transponders were installed with applications coming also from the Czech Republic, Poland and France. The programme ended on 1 November 2010.

All inland vessels with a length of more than 20 metres which are registered in the German shipping register or are registered in another register in the European Union (excluding the Netherlands) and regularly navigate on German inland waterways could receive funding, regardless of their type of use.

Funding was provided in the form of a non-refundable direct grant of a maximum of € 2,100 per transponder. Applicants have to provide a minimum co-financing amount of € 500. The European Union co-finances 30 percent of the overall funding budget within the framework of the Trans-European Transport Networks (TEN-T), the co-financing rate for Germany is 20%.

The Netherlands initiated a similar programme In 2009 the Netherlands opened a subsidy for ship-owners to install AIS transponders on their vessels.

In the Netherlands the first inland AIS pilot is now used to optimise traffic flows across modes. Near The Hague AIS information is used to predict when a certain bridge will open and close for inland water vessels. This is combined with data from public transport to establish which ‘slots’ are most efficient.

The second pilot has been executed in cooperation with the Port of Rotterdam

The third pilot consists of introducing 895 transponders in inland navigation on the major traffic routes in the Netherlands in order to have a rapid introduction of larger numbers of transponders and test its compatibility.

© Michiel Minderhoud, adapted by ECORYS

Romania will also increasingly use AIS In Romania, during the first phase of implementation of Romanian RIS 4 AIS base-stations were installed. Within the second phase of RIS implementation, started in 2010, another 12 AIS base-stations will be added in order to provide full coverage for Romanian Danube sector.

In the frame of European Project IRIS 2, Low Danube River Administration will provide 300 AIS transponders to be installed on inland waterway vessels.

Use of AIS in Croatia Croatia initiated the equipment of ships with AIS transponders in 2008. It was a trial run which included 5 ships. After a successful test phase, the Croatian Ministry of the Sea, Transport and Infrastructure initiated a DeMinimis State Aid Programme aimed at commercial shippers in order to upgrade safety and efficiency of their vessels through installation of devices, equipment and radars such as: ECDIS, AIS transponders, VHS stations and communication devices for internet acces. By 1 January 2011 all the vessels navigating on Croatian international inland waterways (Danube and Drava rivers) were obliged to be equipped with AIS transponders.

Mandatory use of AIS in the Port of Antwerp Starting 1 March 2011 the Antwerp Port Authority barges have to use AIS throughout the port area. In this way, the port authorities will have a more comprehensive overview of traffic in the port area – in particular since maritime vessels are already carrying an AIS transponder. The objectives for the Port Authority are twofold; firstly

to increase safety and secondly to improve traffic efficiency and of related facilities, e.g. locks.

Inland water transport crosses borders. AIS benefits from international cooperation in terms of applications, services, etc. Within Europe the European Commission supports this ‘standardisation’. However, there are still differences between countries or river basins.

Innovation in vessels for new markets

In the second half of the 18th century and during the 19th century, large amounts of goods were mainly transported by water to the city centres (where possible). Near the end of the 19th century however, the combustion engine was invented, which made land transport much easier. In the decades that followed, the number of freight trucks increased rapidly, resulting in a decrease of market share for shipping services. Nowadays however the effects of an increase in passenger and freight road transport, become more and more problematic. These problems include:

• Congestion: an increasing number of countries and cities are dealing with congestion problems on both their main roads and within their city centres.

• Air quality; increasing number of trucks and increasing congestion are worsening (local) air quality.

Due to these problems there are new market opportunities for inland waterway shipping. The use of inland waterways –even on short distances and in the city centres- is increasing, which suggests a revival of the role of IWT in cities as it was in the 18th and 19th century times.

This development is the starting point for this in-depth case. In the following paragraphs the focus will be on the impact that the congestion and air quality problems have on city distribution by water. After that an update is given on the latest developments in IWT.

Congestion & city distribution Congestion is especially a problem in and around large cities and is contributing to the worsening of (local) air quality. A variety of measures are usually taken in order to reduce the congestion and its side effects. Most of these measures focus on reducing the land side demand for transport, rather than promoting alternative non-land side measures. Over the last years, however, several initiatives, public as well as private, were introduced and implemented in and around some of the larger cities in Europe, like Amsterdam, Brussels, London and Paris. Several of these relate to waste transport. In a number of cities waste is being transported from the city to a nearby waste processing facility. In other cities, with a dense city waterway network, vessels can be used to collect and distribute goods.

Waste transport

Waste can be considered as a very constant commodity flow. Especially in large cities optimising waste management is very important. In various cities across Europe, the number of waste truck movements has been minimised and has been replaced by ship movements. The most well known examples of waste transport in city networks can be found in London and in Liège, Brussels, Paris and Lille. The latter ones are all part of the DIPCITY project, Development of Inland Ports as Sustainable Tools for the City, and is partly supported through EU subsidies.

What those projects have in common is that there is a close cooperation between the local municipalities and the recycling and waste management companies. One of the drivers for the project to be successful was the proximity of a waste management or waste recycling facility. In Liège for example, the waste is transported over a distance of only 20km. Furthermore it is important that there is sufficient water access in or nearby the cities involved. This can be via the existence of canals and rivers in or close to the city. Of course, to be successful, the waste processing facilities also need to be located near the water.

In the London case up to 200,000 trucks trips are being replaced by vessel movements. This is equal to over a million tonnes of waste a year that are now shifted from road to IWT. In Lille and Liège the amounts are about 1,300 tonnes a year. Another explanation for the success of this concept in London is the fact that about five years ago a congestion charging systems was introduced, which has led to an increase in road transport costs.

The conclusion is that IWT can be an efficient mode to transport waste. On a yearly basis it can significantly reduce the number of truck trips and reduce the emission of air pollutants in cities. Next to those social benefits it also saves transportation costs.

City distribution in the Netherlands

Besides congestion and air quality, in the Netherlands, there are a number of other restrictions that companies have to take into account when they want to collect or supply goods in a city centre, such as:

weight and length restrictions of vehicles; limited time windows in which road transport in the inner city is allowed; the existence of special environmental zones, where only special types of vehicles

are allowed.

Those restrictions, combined with the omnipresence of canals in large cities such as Amsterdam and Utrecht have led to several ideas for city distribution over the water.

The first concept that proved to be successful was the beer boat in Utrecht. This boat has been deployed by the city council since 1996 and it is used to supply shops, restaurants and bars that are located along the canal in the city centre. This concept is partly funded by both national and European subsidies.

Recently the Mokum Mariteam concept was introduced in Amsterdam. The idea of the concept is similar to the concept of the beer boat in Utrecht, but it is set up by commercial parties.

Both concepts use electric powered vessels, which are very quiet and clean. They emit hardly any emissions. In Utrecht, for example, the ship saves about 16.5 tonnes

of CO2 per annum compared to the truck movements it replaces. In Amsterdam one vessel movement replaces about four full compact truck movements, equal to a total capacity of 85m3. Since there is no congestion on the canals, both concepts are always in time, allowing to offer just-in-time deliveries.

In order to operate such a city distribution service it is important that a widespread canal infrastructure is available. If the latter is the case, then the service can be very beneficial from both an environmental and an economic point of view. Pilots & developments A clear trend to be seen in the good practices gathered, is an intensifying focus on small waterways, for which new ideas are developed and pilots are planned or have been set up.

The main drivers behind these ideas include:

congestion problems; air quality problems; an increasing variety of cargo transported via inland waterways: until recently

some cargo was not suitable for transport via inland waterways. Developing new standards or new vessels could open up this opportunity for the waterways sector.

Within the good practices of PLATINA, there are several projects to be found that are based on one or more of the above drivers. Some of these projects are initiated by private companies and are now operational, others have been gathered in EU projects, bundling forces of innovators.

Waterslag and INLANAV

The most recent project on EU level is the INLANAV project. INLANAV stands for: Innovative Inland Navigation and the project is a spin off of the Waterslag (ECSWA) project. The ECSWA project demonstrated that it’s possible to increase the load capacity on small waterways while maintaining low per unit operating costs. Because of the success of the pilot in the project, INLANAV was set up to build on the ECSWA results and goes much further. The main goals of this project are:

Demonstrate the use of Waterslag-units for the transport of unitized (non-container) cargo such as big bags and pallets on small waterways and thereby expanding market coverage. This concept entails using small coupled barges equipped with an onboard crane so that transport users do not need to invest in own transhipment equipment. Moreover, equipping a small barge with a crane requires a limited investment. A demonstration will facilitate the market take up.

Harmonisation of manning requirements throughout Europe with a view towards facilitating trans-regional flows and an international exploitation of the INLANAV vessels. Currently, the existing differences in application of international rules hamper transnational transports on inland waterways within the North Western Europe region.

Developing second generation Waterslag-barges using the latest technological and logistics know-how. Three INLANAV partners (University of Antwerp, Research Small Barges (Q-Barge), and Schipco) are developing innovative concepts, each having a different focus, however, all will contribute to a more sustainable and cost efficient inland fleet, for example by designing ships without

a living space, resulting in more cargo capacity. In this situation the crew does not have to live onboard, which can make the sector more attractive for young people. o The University of Antwerp is focussing on developing a vessel that can

compete with road transport. The idea is to develop a two stage tug and barge concept, making it able to sail in a combination on large(r) waterways and to uncouple the barges when entering small waterways where the barge will continue autonomously.

o The main focus of Schipco BV is to develop barges with the lowest emission possible and maximum transport capacity. The barges will made out of composite and will be able to transport all kind of different cargoes at the same time, like all kind of fluids, bulk materials, refrigerated goods and pallets.

o Research Small Barges BV is developing the Q-barge, with focus on intermodal transport due to the used standards which are compatible with road and rail transport. Only a minimal crew is needed and it is aimed to use only “single trajectory skippers”. This means that a skipper is not living on his vessel, making the skipper profession more attractive.

Barge Truck

Another project that focuses on coupled barges, but is not related to the INLANAV project, is the Barge Truck. In this project, the vessel combination consists of several push barges and a push boat (depending on the fairway, there are multiple combi-nations possible). All push barges are equipped with small engines and can individually navigate on even the smallest waterways (like inner cities) and –like in the INLANAV project – will have low emission. The project has been part of the Dutch Small Business Innovation Research Programme.

Future developments

Lowering emissions will continue to be an important challenge for the transport sector as a whole. The number of initiatives taken by the inland waterway sector over the last years is promising. However, there is a long way between the first ideas and getting it into practise. It is expected that all projects will have had a pilot in 2014 latest. From then, further optimisation is possible, next to the development of new concepts.

ANNEX II: RESEARCH METHOD

Objective of Benchmarks and Good practices

The objective of Sub-Workpackage 1.3 ‘Markets – Benchmarks and good practices’ is:

to design and run information services providing good practices and success stories of innovative IWT services with the aim of stimulating innovative transport solutions and increasing the awareness of shippers and a broader audience of the efficiency of IWT. It should raise the awareness as well as the visibility of the IWT sector and the opportunities it offers. In the course of this horizontal activity good practices from the five different PLATINA coordination activities (Markets, Fleet, Jobs & Skills, Image and Infrastructure) will be collected and disseminated.

(Source: PLATINA Description of Work, 14-02-2008, p. 28)

SWP1.3 forms part of WP1 (Markets), but in practice it is considered a horizontal task, taking account of good practices in each of the five NAIADES themes. The structure of PLATINA and the position of SWP1.3 are indicated in figure 1.

Figure 1 PLATINA project structure

Source: PLATINA Description of Work (DoW)

Approach

Within the PLATINA project, for 3 years, good practices have been gathered. Every year a good practices report was compiled.

The first PLATINA Good Practices Report was published on 15 June 2009;

The second PLATINA Good Practices Report was published on 4 March 2010

This is the third and last report under the PLATINA project, in which information on good practices that were included in the second version was updated (new performance data, changes in the processes or outputs, or other information as far as this was available), and new good practices have been added, either on the basis of cases previously not selected which have further developed and therefore

qualified for this version, or fully new cases identified by the PLATINA consortium partners.

Furthermore, a detailed in-depth analysis of successful cases was carried out (see Annex I). For the selection of these cases the existence or possibility of implementation in many EU countries was an important criterion.

More data has been collected and analyses carried out regarding organisational matters, the roles of the stakeholders involved, communication aspects, etc. The objective is to learn more of selected good practices and to search for key factors in order to implement similar cases elsewhere.

Online version of this good practices report

This report is also available through the Internet. An online database of good practices can be found at www.naiades.info/good-practices.

European Good Practices Report for Inland Waterway -

Documents

Transcript of European Good Practices Report for Inland Waterway -