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MANUAL

ON D A N U B E N AV I G AT I O N
MANUAL ON D A N U B E N AV I G AT I O N
Imprint

Published by:
via donau – Österreichische Wasserstraßen-Gesellschaft mbH
1220 Vienna, Donau-City-Strasse 1, Austria
office@via-donau.org
www.via-donau.org

Responsible for content: Manfred Seitz

Co-ordination: Eva Michlits

Project Assistance: Hélène Gilkarov

Editors:
Christoph Amlacher, Andreas Bäck, Gerhard Gussmagg, Thomas Hartl,
Alfred Heiserer, Martin Kaipel, Mario Christoph Kaufmann, Gert-Jan
Muilerman, Markus Schedlbauer, Gerhard Schilk, Christian Schramm,
Josef Schwanzer, Mario Sattler, Petra Seiwerth, Stefan Simon, Markus
Simoner, Rudolf Stefanich, Jürgen Trögl, Hans-Peter Wegscheider,
Marketa Zednicek

Layout: Claudia Bahn – Grafik & Illustration

Print: Druckerei Bösmüller

Vienna, January 2007

ISBN 978-3-9502226-2-3

© via donau
PREFACE

Inland waterway transport, together with road and rail, plays a key part in
transporting cargo in Europe. Reflecting this, EU transport policies have
accorded inland waterway transport special significance as an economic,
safe, energy-saving and environment-friendly mode of transport.

Flanked by rail and short-distance maritime navigation, inland waterway


transport assumes an important role in successfully managing the con-
stantly growing flow of traffic and achieving a more balanced use of all
modes of transport. Unlike road and rail, inland waterway transport avails
itself of a largely natural network of waterways which hold a great deal of
untapped potential.

The enlargement of the European Union has made inland waterway trans-
port more important than ever. With the addition of the new Member
States in Central and Eastern Europe, the Danube, together with the Rhine,
is fast becoming one of Europe’s main axes of transport that span over
Fotis Karamitsos 4,000 km from the North Sea to the Black Sea, linking a total of 11 coun-
tries.
Directorate G – Logistics, innovation,
co-modality & maritime transport Existing infrastructural bottlenecks and weaknesses in the network of
European Commission, Directorate General
waterways must first be eliminated in order for inland waterway transport
Energy and Transport
to unlock its irrefutable potential. The EU is lending its support in this end-
eavour by making the Rhine/Meuse-Main-Danube corridor a priority within
the trans-European transport network.

Introducing harmonised, modern information and communication services


on waterways throughout the EU will not only boost safety and efficiency
in navigation, but also make inland waterway transport more competitive
and reliable, promoting its integration into logistics chains where intermo-
dal transport plays a predominant role.

The first edition of the “Manual on Danube Navigation” in English contrib-


utes significantly to raising awareness of how inland waterway transport
functions and what advantages it brings. It is an indispensable information
tool for all inland navigation stakeholders, users and anyone interested in
inland waterway transport.
INFORMATION PROVIDES NEW IMPETUS
FOR DANUBE NAVIGATION

An efficient transport system is an important factor for Austria’s economy


and for its inhabitants. People are becoming increasingly mobile, making it
incumbent on transport policies to take actions aimed at meeting the eco-
nomic, ecological and social demands of a modern society. For this rea-
son, one of the strategic priorities of Austria’s new Government Policy is to
promote Danube navigation as an undisputedly safe and eco-friendly
transport mode. The objective of my ministry is to more effectively tap the
potential offered by the Danube waterway. This is especially important in
view of Bulgaria’s and Romania’s accession to the EU, which strengthens
the role of the Danube as an inland waterway of the European Union.
Boosting the competitive position of inland waterway transport requires
an improved framework, new logistics approaches and innovative technol-
ogy solutions to allow for its integration into intermodal supply chains. For
that purpose, the European Commission launched an ambitious European
Action Programme for Inland Waterway Transport, the NAIADES pro-
gramme, which found the support of the Council of the European Union
Werner Faymann and the European Parliament in the course of 2006.

Federal Minister for Transport, To ensure that words are followed by actions, it is of utmost importance to
Innovation and Technology
reach out to the business community and educate them on the logistical
opportunities Danube navigation offers. In publishing the second edition of
its “Handbuch der Donauschifffahrt”, via donau has made an important
contribution to disseminating information and expanding knowledge about
inland waterway transport. The vast success enjoyed by earlier publica-
tions like the “Manual on Danube Ports” illustrated the great need for
systematic knowledge of Danube navigation. via donau has responded to
the existing demand for more information by publishing its manual for the
first time in English, offering readers a host of updated information reflect-
ing modern economic and transport policy trends in inland waterway
transport in the Danube region. I consider it especially important that the
“Manual on Danube Navigation” also covers the most recent initiatives in
Austrian and European navigation policies.

With these improvements, the “Manual on Danube Navigation” has


evolved from its original purpose as a small guide to the basics of inland
waterway transport to become a comprehensive and up-to-date reference
for experts, practitioners and learners alike. The manual explains how
Danube navigation works and what its potential is for the Austrian eco-
nomy in a way that is reader-friendly and provides a well-structured over-
view of the material. I would like to take the opportunity to express my
appreciation to the manual’s editors. Putting key information on the advan-
tages of Danube navigation at the disposal of potential users in such a pro-
fessional way is a key first step to promoting the increased use of the
waterway as a transport mode.
TRANSPORTING MORE CARGO ON THE
DANUBE WATERWAY

The Danube connects Austria to new economic growth regions in Europe.


This upswing in trade means an enormous leap in the amount of traffic
flowing through the Danube corridor. Forecasts predict an increase in
transport from 54 million tons in 2000 to just under 100 million in 2015. For
this reason, the Austrian Federal Government has made it a key transport
policy objective to make inland waterway transport a more attractive and
competitive option. The waterway must play its due part in taking on some
of the burden of cargo transport in the Danube region. It has enough avail-
able capacity to do so, and with the implementation of specific measures
to develop this mode of transport could be used to transport some 30 mil-
lion tons by 2015.

In this vein, the Federal Ministry for Transport, Innovation and Technology
developed a comprehensive strategy aimed at promoting Danube naviga-
tion and, together with its subsidiary via donau, has taken key measures to
strengthen Danube navigation. I would like to highlight in particular the
State Secretary Christa Kranzl National Action Plan Danube Navigation (NAP), which is modelled on the
European Commission’s Action Programme NAIADES. The NAP repre-
Federal Ministry for Transport, Innovation sents the work programme for a comprehensive Austrian inland navigation
and Technology
policy until 2015, including such crucial projects like the navigation infor-
mation system DoRIS or the improvement of the fairway conditions on the
Danube to the east of Vienna. This is in line with the objectives of Austria’s
Government Policy to create an intelligent Danube transport corridor.

For Danube navigation to play a key role in absorbing some of the antici-
pated increase in traffic it must be closely integrated in industrial logistics
chains. To achieve this, it will be necessary to modernise the nautical-
technical conditions of inland waterway transport on the Danube, as well
as to increase efforts to educate the public about its potential. The
“Manual on Danube Navigation” is an excellent tool for filling the informa-
tion gap by putting a wide array of facts and figures at the fingertips of the
logistics sector. It is also a valuable source of information for modern
logistics training curricula.

Only by knowing more about the advantages of inland waterway transport


on the Danube can Austrian businesses increasingly avail themselves of
this cost-saving and environment-friendly transport mode. I would like to
express my thanks and appreciation to via donau for its success in pre-
senting Danube navigation in such a well-structured, easy-to-use
manner.
PROMOTING THE DANUBE AS A WATERWAY OF
COOPERATION AND PEACE
The political and economic transition that has been taking place in East
and Southeast Europe over the last 15 years has generated new economic
growth areas and trade ties along the Danube axis. The fall of the Iron
Curtain has made it possible for the Danube to begin to realise its full
potential.

The waterway connects 10 countries and forms the backbone of Europe’s


most dynamic growth region, a region which is home to some 100 million
inhabitants. The international community’s efforts are aimed at revitalising
and modernising Danube navigation by drawing on innovative technolo-
gies to fulfil the obligations laid down in the Convention on the Protection
of the Danube signed by the Danube countries ten years ago.

Peace has finally returned to the Balkans after the dramatic events of the
past decade which took a heavy toll on both Danube navigation and the
ecology of this waterway. Like a barometer, the amount of traffic on the
Danube has reflected the recent economic upswing and the increasingly
Erhard Busek stable political situation in the region. More and more vessels are travel-
ling back and forth between Regensburg and the Black Sea; efforts to priv-
Coordinator of the Stability Pact for atise state-run shipping companies are progressing. Re-establishing
Southeast Europe unrestricted, regular shipping in the Novi Sad area will certainly be
achieved in the very near future.

The most recent wave of enlargement has pushed the eastern border of
the European Union further down the Danube. The upcoming years will
see the entire Danube region become part of the Internal Market. Danube
navigation is already a cornerstone of European infrastructure and trans-
port policy, primarily in the development of a community transport network.
As a result, technical and structural modernisation has become a must for
Danube navigation; however, these efforts will only bear the most fruit if all
of the Danube countries are involved in the process together.

As Coordinator of the Stability Pact for Southeast Europe I would like to


highlight the humanitarian importance of the Danube as a waterway in
addition to its infrastructural and economic significance. By working
together in an atmosphere of cooperation and trust, Danube countries can
transform the frontier areas in the Danube region into zones of interregion-
al trade and intercultural cooperation. I would like to express my appreci-
ation to via donau for putting together this handbook as an instrument for
promoting the cross-border dissemination of information and the expan-
sion of knowledge about navigation on the Danube.
KNOWING MORE ABOUT THE DANUBE’S ADVANTAGES

With the first German edition of its manual in 2002 and its extended update
in 2004, via donau pioneered a comprehensive, fundamental reference
work highlighting Danube navigation as a mode of transport. The work was
very well received and in high demand, illustrating the need for technical
manuals such as this and underlining increasing interest on the part of
Austrian businesses in the Danube as a transport route. The new English
edition of the handbook meets the need for concise and well-researched
information on Danube navigation.

Written in the clear and straightforward style of the previous German edi-
tions, each chapter has been significantly expanded, and additional chap-
ters have been added in order to reflect the latest technical and economic
developments that have modernised the logistics and inland waterway
transport sectors. The handbook also includes recent trends in transport
policy, business management and law, as well as market developments,
technological innovations and environmental aspects.
Manfred Seitz
This publication represents a significant contribution on the part of via
Managing Director of via donau donau towards informing and educating the public about the potential
Navigation & Finance Danube navigation holds for high-quality logistics solutions. Numerous
requests from abroad encouraged us to print the handbook in English as
well. In addition, the information contained in this manual, along with a
host of other materials, has also been included in an e-learning platform
(www.ines.info). This new web-based tool for logistics training specifical-
ly in inland waterway transport was developed by via donau, together with
its European partners, in a project framework that was funded by the
European Union´s Marco Polo Programme.

I would like to thank all of those persons, companies and government insti-
tutions that contributed to making this publication possible. Particularly I
would like to thank Josef Schwanzer, a Danube specialist, for his extensive
and informative contributions which have assisted us in achieving the high
quality standards we set for this book.

I do hope that this first English edition of our guide will provide our readers
with insights and contribute to an increased use of the Danube waterway
as part of a cost-effective logistic chain at European level. Enjoy your
voyage!
I M P O R TA N T I N F O R M AT I O N

T HE M ANUAL ON D ANUBE N AVIGATION H AS S IX PARTS

A I NLAND N AVIGATION AS A S YSTEM

B T HE M ARKET FOR D ANUBE N AVIGATION

C I NFORMATION AND M ANAGEMENT S YSTEMS


FOR I NLAND N AVIGATION

D B USINESS M ANAGEMENT A SPECTS OF


D ANUBE N AVIGATION

E L EGAL F RAMEWORK

F A PPENDIX

S YMBOLS
These symbols will help you find information more quickly:

Reference

Practical example

Particularly important information

Diagramme

Link

Words printed in italics are explained in the glossary in Appendix F1.


SPONSORS
We would like to express our sincere gratitude to the
following companies for their support in preparing this
publication:

DSMS - Danube Shipping Management Service GmbH Vienna

North Star Shipping S.R.L.

TINA Vienna
Transport Strategies GmbH

Port of Rotterdam

Linz AG - Hafen Linz EHG Ennshafen GmbH Wiener Hafen Mierka


Donauhafen
Krems
TABLE OF C ONTENTS
A I NLAND N AVIGATION AS A S YSTEM

A1 Significance of Danube Navigation 3


A1.1 Inland Navigation Policy in Austria 3
A1.2 European Navigation Policies 6
A1.3 The Advantages of Danube Navigation 8
A1.4 Comparison of the Strengths and Weaknesses of Danube Navigation 11

A2 Transport Route 13
A2.1 Basic Parameters 13
A2.2 Waterway Systems in Europe 15
A2.3 Classification of Waterways 16
A2.4 The Danube Waterway 20
A2.4.1 Danube Riparian States 21
A2.4.2 Tributaries and Canals 22
A2.4.3 Key Figures and Nautical Characteristics 25
A2.4.4 Nautical Bottlenecks 29

A3 Improvement of the Fairway Conditions on the Danube 31


A3.1 Motivation 31
A3.2 Integrated River Engineering Project to the East of Vienna 32
A3.2.1 Planning Guidelines 33
A3.2.2 Impact 34
A3.2.3 Implementation 34
A3.2.4 A European Showcase Project 35

A4 Vessel Technology 37
A4.1 Dry Cargo Vessels 37
A4.2 Container Vessels 40
A4.3 Tanker Shipping 41
A4.4 Roll-On/Roll-Off Vessels 43
A4.5 Transporting Heavy Goods 44
A4.6 Vessel Formations 45
A4.7 Innovations in Vessel Technology 48

A5 Ports 51
A5.1 Ports on the Danube 53
A5.2 Transhipment Methods and Transhipment Equipment 57
A5.2.1 Cranes 58
A5.2.2 Ro/Ro Ramps 60
A5.2.3 Suction and Pumping Equipment: Transhipping Liquid Goods 60
A5.2.4 Covered Transhipment 61
A5.2.5 Transhipment of Heavy Goods 62
A5.2.6 Conveying and Lifting Machinery 63
A5.3 Types of Warehouses 65
A5.3.1 Examples for Special Warehousing in Austrian Ports 65

A6 Organisation of Inland Shipping Companies 67


A6.1 Carrying out a Transport Contract 69
A6.2 Crew and Work Processes 70
A6.3 Concomitant Services for the Vessel 71

A7 Initial and Further Training for Danube Navigation 73

B T HE M ARKET FOR D ANUBE N AVIGATION

B1 The Danube as a Regional Market of the Future 3


B1.1 Characteristics of this Regional Market 3
B1.2 Economic Development 5
B1.3 Development of Transport Volume 8

B2 Perspectives for Inland Waterway Transport in the Danube Region 9


B2.1 Transport Volume on the Austrian Danube 9
B2.2 General Potential of Danube Navigation 11
B2.3 Industry-Specific Potential for Danube Navigation 14
B2.3.1 Automotive Industry 14
B2.3.2 Paper Industry 15
B2.3.3 Chemical Industry 16
B2.3.4 Waste Transport 17
B2.3.5 Agriculture and Forestry 18
B2.3.6 Special Transports 19
B3 Examples for the Successful Use of Danube Navigation 21
B3.1 Liner Services 21
B3.2 Success Stories 23

B4 Public Funding 31
B4.1 European Union Subsidy Programmes 31
B4.1.1 The Seventh Framework Programme (FP7) 31
B4.1.2 Marco Polo II 32
B4.1.3 Cohesion Policy 33
B4.1.4 EU Programmes for Candidate Countries, Third Countries
and Other Countries 35
B4.2 Austrian Subsidy Programmes 36
B4.2.1 Programme for Promoting Combined Freight Transport
Road-Rail-Inland Navigation 36
B4.2.2 Aid Scheme for Intermodal Terminals 37
B4.2.3 Austrian Promotion Programme for Security Research 38
B4.2.4 Programme for an Environmentally-Friendly and Market-Oriented
Austrian Inland Navigation Fleet (Draft) 38
B4.2.5 Pilot Programme for Developing Intermodal Transport on the
Danube Waterway 39
B4.2.6 Programmes by Austria’s Federal Provinces 40

C I NFORMATION AND M ANAGEMENT S YSTEMS FOR I NLAND N AVIGATION

C1 River Information Services (RIS) 1

C2 River Information Services in Austria – DoRIS 3


C2.1 How DoRIS Works 3
C2.2 Benefits of DoRIS 6
C2.3 Introduction of DoRIS 8
C2.4 Equipment Programme within the Framework of DoRIS 9
C2.5 Research and Development in the Framework of DoRIS 10

C3 Intruducing RIS in Europe 11


C3.1 European Efforts in the Field of River Information Services 11
C3.2 The European Union’s RIS Directive 12
C3.3 The Harmonised Implementation of RIS in Europe 13
C3.4 Introducing RIS in the Danube Countries 13

C4 Integrated Logistics Management 17

C5 Electronic Navigational Charts – ECDIS 21

C6 Port Information and Management Services 23

D B USINESS M ANAGEMENT A SPECTS OF D ANUBE N AVIGATION

D1 Cost Calculations for Using the Inland Vessel on the Main Leg 2

D2 Performing the Calculations 5


D2.1 Draught 5
D2.2 Calculating Travel Time 9
D2.3 Share of Empty Voyages and Other Unproductive Periods 11
D2.4 Loading and Unloading Periods 12
D2.5 Standby Costs 12
D2.6 Operating Costs 14
D2.7 Inland Waterway Transport Dues 15
D2.8 Port Fees 16

D3 Calculation Examples 17
D3.1 General Section 17
D3.2 Calculation Examples 20
D3.3 Market Observations 25

D4 Managing Operative Costs 29


D4.1 Contribution Margin Accounting for Container Liner Services 30
D4.2 Eco-Costing 32

D5 Price Policies – Strategies for Setting Prices and


Segmenting the Market 34
D5.1 Price Differentiation 35
D5.2 Price Policy Measures 35
D5.3 Setting Prices – Provisions of the Bratislava Convention 36
D5.4 Reference Prices 36

E L EGAL F RAMEWORK

E1 Organisations and their Scope of Responsibility 1


E1.1 European Union 1
E1.2 Danube Commission 1
E1.3 National Institutions and Authorities 2
E1.3.1 Supreme Navigation Authority 2
E1.3.2 Navigation Surveillance 2

E2 National Legislation Governing Danube Navigation 3


E2.1 Navigation Act (SchG) 3
E2.2 Inland Waterway Regulation (WVO) 3
E2.3 Transport of Dangerous Goods Act (GGBG) 3
E2.4 Container Safety Act (CSG) 5

E3 Multilateral Agreements in the Danube Region 7


E3.1 Danube Convention 7
E3.2 Bratislava Agreements 7
E3.3 Memorandum of Understanding for Corridor VII 8

E4 Transport Rights 9

E5 Technical Regulations for Vessels 11


E5.1 Rhine Regime and the EU Directive 11
E5.2 Suitability of Danube Vessels for Transport on the Rhine 11

E6 Boatmaster’s Certificates 13

E7 Transport Infrastructure 15

E8 Environmental Law 17
E8.1 International Framework 17
E8.2 National Framework 19

E9 Average and Insurance 21


E9.1 Average 21
E9.2 Inland Waterway Transport Insurance 22

E10 Contract Law and Liability Regulations 23


E10.1 Right of Lien 23
E10.2 Strasbourg Convention – CLNI 23
E10.3 Budapest Convention – CMNI 24

E11 Contract Law and Practice 25


E11.1 Contracts of Carriage 25
E11.2 Charter Contract 27
E11.3 Dead Freight 28
E11.4 Multimodal Transport Operators 28

F A PPENDIX

F1 Glossary for Logistics, Inland Waterway Transport and Telematics 1

F2 Subject Index 13

F3 Abbreviations 21

F4 Inland Navigation in Austria: Contact Addresses 25

F5 Further Information 29

F6 Forms 33

F7 Clearance Height of Danube Bridges 49

F8 Frequently Asked Questions 51


F8.1 Danube Waterway 51
F8.2 Inland Waterway Transport 53
F8.3 Cargo Transports on the Danube 55

F9 Maps 57
A I NLAND N AVIGATION AS A S YSTEM

A1 Significance of Danube Navigation 3

A1.1 Inland Navigation Policy in Austria 3


A1.2 European Navigation Policies 6
A1.3 The Advantages of Danube Navigation 8
A1.4 Comparison of the Strengths and Weaknesses
of Danube Navigation 11

A2 Transport Route 13

A2.1 Basic Parameters 13


A2.2 Waterway Systems in Europe 15
A2.3 Classification of Waterways 16
A2.4 The Danube Waterway 20
A2.4.1 Danube Riparian States 21
A2.4.2 Tributaries and Canals 22
A2.4.3 Key Figures and Nautical Characteristics 25
A2.4.4 Nautical Bottlenecks 29

A3 Improvement of the Fairway Conditions on the Danube 31

A3.1 Motivation 31
A3.2 Integrated River Engineering Project to the East of Vienna 32
A3.2.1 Planning Guidelines 33
A3.2.2 Impact 34
A3.2.3 Implementation 34
A3.2.4 A European Showcase Project 35

A4 Vessel Technology 37

A4.1 Dry Cargo Vessels 37


A4.2 Container Vessels 40
A4.3 Tanker Shipping 41
A4.4 Roll-On/Roll-Off Vessels 43
A4.5 Transporting Heavy Goods 44
A4.6 Vessel Formations 45
A4.7 Innovations in Vessel Technology 48

A5 Ports 51

A5.1 Ports on the Danube 53


A5.2 Transhipment Methods and Transhipment Equipment 57
A5.2.1 Cranes 58
A5.2.2 Ro/Ro Ramps 60
A5.2.3 Suction and Pumping Equipment: Transhipping
Liquid Goods 60
A5.2.4 Covered Transhipment 61
A5.2.5 Transhipment of Heavy Goods 62
A5.2.6 Conveying and Lifting Machinery 63
A5.3 Types of Warehouses 65
A5.3.1 Examples for Special Warehousing in Austrian Ports 65

A6 Organisation of Inland Shipping Companies 67

A6.1 Carrying out a Transport Contract 69


A6.2 Crew and Work Processes 70
A6.3 Concomitant Services for the Vessel 71

A7 Initial and Further Training for Danube Navigation 73


a I N L A N D N AV I G AT I O N AS A SYSTEM

Inland navigation must be understood as a comprehensive system in


which each individual element is heavily interdependent on the others. The
waterway, the shipping companies and the ports make up the central ele-
ments. If these three elements work well together, the full potential of
inland navigation can be unlocked; however, one deficient element limits
all the others.

Inland navigation as a system


1

National and International Transport Policies

Shippers
Waterway

Competition
Cooperation
Railway Transport
Forwarding
Companies
Shipping Companies Ports Road Transport
Shipbuilding

Source: via donau

The key factor in the system is the quality, and therefore the capacity of the
waterway. The nautical conditions – in other words how suitable the
waterway is throughout the year and whether its draught is suited for com-
mercial transport – determine how much cargo the vessels can transport,
and subsequently, impact on the competitiveness of inland navigation vis-
à-vis railway or road transport.

The quality of the services the shipping company renders plays a key role
in incorporating inland navigation vessels in the economy’s logistics infra-
structure. Inexpensive and reliable transport options form the foundation
for the waterway to function efficiently as a main leg.

The inland ports form the third pillar of the inland navigation system. They
not only make it possible to link the inland navigation vessels, the railways
and trucks together as transport modes, but are also increasingly emerg-
ing as multi-functional service providers, aside from serving as interfaces
for transhipping goods from one mode of transport to another.

While railways and roads are direct competitors for inland waterways on
the main leg, they also serve as partners for waterway transport in the
pre- and end-haulage operations of the journey. This is where the
connecting tariffs charged by the railways and the trucking costs
incurred by roadway transport have a key impact on the integration of
inland navigation in the intermodal transport chain.
a
The knowledge the shippers and forwarders have of the capacity of inland
navigation plays an important role in how much this mode of transport is
actually used to transport goods. Disseminating information on inland
navigation to target recipients should help improve its image, and conse-
quently, its acceptance.

The quality of the vessels and shipbuilding itself also have an influence on
the competitiveness of inland navigation. Shipyards’ capacity to innovate
determines what possibilities shipping companies have to employ inex-
pensive and high-performance vessels.

By laying down the “rules of the game”, public transport policies create
the political framework, which in turn determines how each individual
mode of transport can operate on the market. In this way, duties and taxes
on one hand, and subsidies and government funding on the other, influ-
ence competition on the market.
A1 S IGNIFICANCE OF D ANUBE N AVIGATION

Since May 1, 2004 the European Union includes 25 members. The integra-
tion of Hungary and Slovakia, and the EU accession of Bulgaria and
Romania planned for 2007, are opening up new markets and new econom-
ic opportunities in the Danube region, placing Austria closer to the centre
of Europe.

One indicator for Europe’s deepening integration is the continual rise in


demand for high-quality transport services. The Danube region’s economic
potential is so high that traffic along the Danube corridor is expected to 3
increase far beyond EU average. Hence, the transport system will be con-
fronted with its economic and ecological limitations in many areas.

There is a great need for action in terms of public transport policies to


tackle these anticipated increases in an environmentally and socially com-
patible way. With increasing pressure stemming from capacity and ecolo-
gy problems – in particular with regard to road traffic – strengthening navi-
gation on the Danube needs to be top priority on the agenda.

The challenges to Danube navigation are therefore manifold: to take action


and adapt to these developments, as well as to take and maintain its pro-
per place in macro-economic structures in order to stay abreast of future
developments in the navigation and transport sectors.

A1.1 Inland Navigation Policy in Austria


The Federal Ministry for Transport, Innovation and Technology has drawn
up a detailed strategy and defined priority measures aimed at promoting
the Danube waterway. The main objectives of this comprehensive devel-
opment strategy were laid down in the Ten Point Programme to Promote
Danube Navigation.

Based on this programme, a National Action Plan for promoting Danube


navigation was designed at the end of 2005. The main concern behind this
initiative was to draw up a catalogue of measures in close cooperation
with all of the entities involved. This catalogue will be updated and adapt-
ed annually to reflect the current stages of implementation. The purpose of
this NAP is to define each of the identified activities to be carried out, the
initial situation, the proposed solution, implementation status, impact and
costs, as well as to set a time line, assign responsibilities and outline the
necessary budgets. An advisory body made up of political decision-
makers, relevant trade associations, interest groups and organisations
involved in Danube navigation will be set up for ongoing coordination pur-
poses.

This National Action Plan creates a stable foundation for planning and
decision-making in Austrian public navigation policy and offers a strategic
approach embracing the comprehensive consideration of all aspects of
navigation and its framework conditions. The measures as defined by navi-
gation policy are carried out by expert departments of the Federal Ministry
a
for Transport, Innovation and Technology and via donau – Österreichische
Wasserstraßen-Gesellschaft mbH.

via donau – Österreichische Wasserstraßen-Gesellschaft mbH was cre-


ated from the merger of the Österreichische Donau-Betriebs AG, the
Österreichische Donau-Technik GmbH, the Entwicklungsgesellschaft mbH
für Telematik und Donauschifffahrt and the semi-privatised Austrian
Waterway Authority. Its purpose is to meet the Austrian federal govern-
The Action Plan can be found at: ment’s responsibilities pertaining to waterways, and in particular to carry
www.donauschifffahrt.info/nap out the responsibilities of federal waterway administration. The new
organisation was established effective January 1, 2005.

Organigram via donau GmbH

Management
Management Assistant
Audit Unit Team Staff Function
Corporate Communications

Data Management Strategic Infrastructure Danube Flood Information & Transport Traffic
Planning Maintenance Control Agency Communication Management Management

East Property RIS


River Management Test Centre DoRIS
Hydrography Engineering Finance Operations
Centre Inland Navigation
Procurement
Technology Projects
Hydrology Integrated River West Human Resources Lock
Engineering Proj.
Transport Operations
Legal Affairs
Mobile Development
Services
Ecosystem IT Back Office Inland Navigation DoRIS
Archive Restoration Technical Policy Info Services
Services

D i v i s i o n Wa t e rw a y M a n a g e m e n t D i v i s i o n F in a n c e & I n l a n d N a v ig a t i o n

This restructuring is aimed at carrying out the Austrian federal govern-


ment’s responsibilities in terms of planning, assigning and monitoring work
on the river, collecting and administering fundamental data required by the
federal government for water management, complying with the adminis-
trative agenda of the Danube Flood Control Agency (DHK), as well as car-
rying out development projects for inland navigation. The Federal Ministry
for Transport, Innovation and Technology remains the competent authority
for strategic planning, monitoring and supervising federal waterway ad-
ministration.
via donau – Österreichische Wasserstraßen-Gesellschaft mbH has been
entrusted with carrying out the following responsibilities and rendering the
following services:

Responsibilities in Administering Federal Waterways

• Regulating, maintaining and expanding waterways


• Flood control
• Water pollution control
• Riverbank engineering
• Strategic planning, constructing and maintaining towpaths
• Constructing and maintaining federal ports and site stages
5
• Hydrography and measures aimed at creating favourable run-off
conditions
• Federal agendas pursuant to the Federal Act on Creating a Danube
Flood Control Agency (DHK)
• Meeting obligations for regulating and maintaining the waterways
• Administering public water
• Administering the moveable and immovable property of the Austrian
federal government
• Carrying out responsibilities outlined in the Act on Promoting River
Engineering Measures

Responsibilities in Developing Inland Navigation

• Developing and monitoring projects aimed at increasing the volume of


commercial and intermodal waterway traffic
• Developing and implementing new technologies and systems for
inland waterways
• Promoting transportation by inland navigation vessels, lobbying on
both the national and international levels and promoting strategic part-
www.via-donau.org
nerships
• Implementing pilot projects for developing axes of intermodal water-
way traffic
• Carrying out studies, experiments and research and management
responsibilities in the above mentioned areas for third parties and in
particular for the public sphere.

Operating the navigation information systems


(RIS-River Information Services)
Sovereign lock management duties
Sovereign weir management duties
Sovereign waterway management duties
a
A1.2 European Navigation Policies
A larger share of inland waterway transport in Europe is desirable from an
economic and environmental perspective. The need to boost inland water-
way transport was most recently confirmed in the mid-term review of the
European Commission’s Transport White Paper. More specifically, the
European Commission has laid down its policy vision regarding inland
navigation through the publication of the so-called NAIADES Action Pro-
gramme. NAIADES stands for “Navigation And Inland Waterway Action
and Development in Europe”.

The NAIADES programme contains a sound analysis of the current issues


that play a role in the future development of inland navigation. The main
action clusters addressed in the NAIADES programme are:

• Create favourable conditions for new services by fostering entrepre-


neurship;
• Stimulate fleet modernisation and innovation to improve logistics effi-
ciency, safety and environmental performance;
• Promote jobs and skills by investing in human capital;
• Improve image and co-operation by promoting inland waterway trans-
port as a successful partner in business; and
• Provide adequate infrastructure by improving the multi-modal network
and by implementing River Information Services.

The NAIADES programme is an important step forward to fully exploit the


market potential of inland navigation. Being a comprehensive programme,
it combines legislative, policy and funding instruments for the period be-
tween 2006 and 2013. It includes recommendations for action to be taken
ec.europa.eu/transport/iw/
by the European Community, Member States, River Commissions, as well
prospect/index_en.htm
as the European industry. NAIADES has been welcomed and supported by
the EU Member States as well as by the European Parliament.

Austrian public policies concerning inland navigation cannot reach their


full potential unless the other Danube countries also attach as much
importance to promoting the Danube waterway. The European Union has
defined this transport route as Pan-European Transport Corridor VII, in the
framework of the Trans-European Networks. This is as an expression of
the rising significance of the Danube waterway in public transport policy-
making.
The Pan-European Transport Corridor VII is the only Corridor containing
an inland waterway

Source: via donau

One further milestone towards establishing the Danube as prime transport


artery is the Memorandum of Understanding (MoU) signed in 2002 by the
EU Transport Commissioner Loyola de Palacio. This MoU creates a flexible
and efficient structure for taking specific steps and promoted initiatives for
developing the Danube corridor.

For more information, see the An important step in this direction is the revision of the European Union’s
official Internet site of the TEN guidelines which were elaborated in the so-called Van-Miert Report.
European Commission on the Based on this report, the European Parliament passed the new guidelines
TEN-T network: for the Trans-European Network in 2004, defining the improvement and the
ec.europa.eu/ten/ international harmonization of fairway conditions of the inland navigation
index_en.html axis “Rhine/Meuse-Main-Danube” as a high priority. On this basis, the ex-
isting infrastructure bottlenecks on the Danube in Germany (Straubing –
Vilshofen), Austria (Vienna –Bratislava), Hungary, Romania and Bulgaria
are to be eliminated by 2015.
a
A1.3 The Advantages of Danube Navigation

The inland navigation vessel offers a number of system-based advantages


as a mode of transport. Compared to other modes of transport, inland navi-
gation has the lowest specific energy consumption and the lowest
external costs, high transport capacity and, unlike roadway or railway
transport, requires little investment for maintaining and improving infra-
structure.

Coping with Traffic Volume in the Danube Corridor and


Increasing Popular Acceptance

Compared to other modes of transport, Danube navigation offers greater


transport capacity per transport unit. One pushed convoy with a load of
3,700 tons carries as much as 93 railway cars at 40 tons each or 148
trucks at 25 tons each. This many trucks would stretch over approximate-
ly 10 km. Increasing the transport of goods via waterways means less con-
gestion, noise, pollution and accidents on the road.

A comparison of transport capacity


Inland waterway transport relieves the burden on rail and roads.

2,000 nt 1,700 nt 148 trucks at 25 nt each

Pushed convoy: 3,700 net tons (nt)

93 railway cars at 40 nt each

Source: via donau


Minimum Use of Resources for the Benefit of Citizens
and the Environment

Regarding the consumption of energy and resources, Danube navigation is


also the most effective and environmentally-friendly mode of transport
with plenty of available capacity. By keeping external costs extremely low,
Danube navigation makes a key contribution toward reaching environmen-
tal goals like the Kyoto targets for reducing CO2 emissions. This optimises
the utilisation of Austria's transport infrastructure from a macro-economic
perspective.

Distances for transporting one ton of goods with equal energy con-
sumption. The inland navigation vessel is effective and environmentally-
friendly 9

370 km

300 km

100 km

Source: via donau

External costs: The inland navigation vessel entails the least accidents,
noise, pollution and climate costs
€ per 1,000 tkm

35 15 10

Source: European Commission, Proposal for a Regulation for Granting Community Financial
Assistance for Improving the Environmental Friendliness of the Transport Infrastructure,
2002, Brussels
a
Available Infrastructure, Little Need for Investment,
Economical Allocation of Budget Funding

Shifting the transport of goods to the Danube reduces the need for invest-
ment in transport infrastructure both directly and indirectly. Comparably
low investment in transit routes and the ports suffices to cope with a part
of the strong increase in the transport of goods along the Danube Corridor,
as existing capacity can be utilised to a large extent. A current study from
the Federal Ministry for Transport, Innovation and Technology compares
transport costs for various modes of transport in Austria:

Infrastructure costs for modes of transport in the Danube Corridor:


Compared to road or railway transport, the waterway requires the least
investment in infrastructure
€ per 1,000 tkm

17.5 62.7 9.5


Source: arealConsult and via donau

In order to achieve an equal transit output for each mode of transport, € 1


would have to be invested in the waterway, compared to € 1.83 in the road-
way and € 6.57 in the railway.

For more details on the comparison of transport costs in relation to


transit output for modes of transport in the Danube Corridor, please
refer to the study carried out by arealConsult:

Korridormanagement: Intermodaler Vergleich am Beispiel Donau-


korridor, Wien 2004
Boosting Competitiveness and Securing Jobs
Shifting a portion of the transport of goods to the Danube would benefit not
only inland navigation, but the entire Austrian economy. The increased util-
isation of inland navigation can save the manufacturing industry a total of
approximately € 30 million annually in transport costs. This would make
Austrian businesses more competitive and help them increase their mar-
ket share.

The transport of passenger vehicles on the Austria-Romania route is a


prime example for the beneficial cost structure Danube navigation offers:
In an intermodal comparison, inland navigation is clearly more cost-effect-
ive for long distances such as this, reveals a recent via donau study. In
Please refer to the transport time- spite of relatively longer transport time, inland navigation will enjoy in-
11
price comparison under creased acceptance in the future in competitive market segments, such as
section B2.2 in automobile distribution, as it keeps costs low and is very reliable.

A1.4 Comparison of the Strengths and Weaknesses


of Danube Navigation

The strengths of Danube navigation are primarily that it offers a highly reli-
able, safe and environmentally-friendly way to transport mass quantities of
goods, which translates into considerable advantages in terms of costs.

The weaknesses of this mode of transport lie in particular in the vessel’s


dependence on water levels, which in turn determines the target draughts
and capacity of the vessels used – and as a result the profitability of the
transports.

Danube navigation opportunities also include the large amount of availa-


ble capacity on the waterway. Currently, only approximately 15% of the
Danube’s total capacity are being utilised for inland navigation. Against the
backdrop of increasing transit volume as a consequence of the EU en-
largement and the concomitant bottlenecks on roadway and railways
transport, the Danube as a waterway becomes a viable transport alterna-
tive.

The key impediments to Danube navigation are the insufficient fairway


conditions in sections of the river. The large portion of the nautical weak
links on the Danube should gradually be eliminated by 2015 with the expan-
sion of the Trans-European Networks.
a
Strengths and weaknesses analysis of Danube navigation

Strengths Weaknesses

• Reliability • Dependent on water levels


• Safety and security • Low transport speed
• Environment-friendliness • Low network density and the
• Capacity for transporting mass necessary concomitant pre- and end-
volumes haulage
• Low specific energy consumption • Need for investment in new
• Vessels can be used for a wide variety democracies of Eastern Europe
of goods
• Ability to function as a floating
warehouse
• Operational readiness around-the-
clock

Opportunities Impediments
• Available waterway capacity • Minimum fairway depth cannot be
• Backbone for meeting increased trans- guaranteed in sections of the river
port needs due to EU enlargement and (nautical bottlenecks)
integration • Slow image transformation from mass
• Great potential for rationalisation volume transport route to high-quality
• New market segments, e.g. container logistics service provider
and roll-on/roll-off transports
• Co-operation with roads and railway
• Harmonized, cross-border river
information services

Source: via donau


A2 T RANSPORT R OUTE

A2.1 Basic Parameters


The key determinants for utilising waterways as transport routes are fair-
way parameters and bridge clearances as depicted in the following dia-
gramme.

Fairway parameters 13

Fairway width

Vessel width
Fairway depth

Dive depth
Draught (V-vessel
1 = 0)

Squat (V-vessel
2
> 0)

Underkeel clearance

1& 2 = V= velocity

Source: via donau

The fairway is the continuous, navigable section of the river depending on


the water levels. In level stretches of water in a canalised river or canals
between two locks, no fairway depth indicators are necessary due to the
depth of the water; however, in the underwater area of power plants, as
well as in free-flowing sections and in particular in winding areas fairway
depth indicators are needed.

The squat is influenced by the vessel’s speed in the water and by the ratio
of the cross-section of the waterway (depending on water levels) to the
vessel’s cross-section.

It is especially important to pay attention to the squat when travelling


upstream in free-flowing sections of the waterway with low water levels.
The squat in the German section of the Danube between Straubing and
Vilshofen in Bavaria, for example, which has a much lower cross-section
of the waterway than the cross-section in the Wachau (Lower Austria) or
downriver from Vienna, comes to as high as 0.3 m, compared to 0.1 to
0.2 m in the Austrian sections.
a
Underkeel clearance is the distance between the underside of a driving
vessel and the riverbed; with a gravel riverbed, underkeel clearance
should not go below 0.2 m, or 0.3 m for a rocky riverbed.

Key factors influencing the competitiveness of waterways are, in addition


to the parameters used for classification:

• Permissible transport speed


• Available fairway depth
(limited predictability of water level fluctuations)
• Fairway channel width
• Nautical bottlenecks, as well as
• Operating hours (e.g. locks)

The following diagramme schematically illustrates the parameters for


inland navigation for bridge clearance.

Parameters for bridge clearance

W HNWL W
LNWL

H=Bridge clearance height at the highest navigable water level


W=Bridge clearance width at the highest navigable water level
HNWL=Highest navigable water level
LNWL=Low navigable water level
Full definition LNWL=The LNWL is the water level that corresponds to a long-term average
water level reached or exceeded on all but 20 ice-free days per year (approximately between
5 and 6 percent of the ice-free period)

Source: via donau

Appendix F7 contains a table with all of the clearance heights for all of
the bridges on the Danube measured against the highest navigable
water level. In addition, the table also shows the clearance heights for
the average water level for Germany and Austria.
A2.2 Waterway Systems in Europe
The entire length of the inland waterways in Europe that are used for
freight transport comes to approximately 29,000 km. Some 14,000 km are
classified as waterway class IV or higher. In principle, commercial trans-
port is possible on these waterways.

The waterways consist of:

• Free-flowing sections (= without dammed sections)


• Sections regulated by dykes
• Canals
• Sections that flow through lakes 15

Aside from autonomous inland waterway systems in Italy, Spain, Portugal,


Finland, Great Britain, Ukraine and Russia, there are four waterways that
are of key importance for European inland navigation:

The Rhine with its Tributaries and Canals

The Rhine is the busiest inland waterway in the world in terms of commer-
cial navigation. The Rhine and its tributaries, the Moselle, the Neckar, the
Main, as well as the Wesel-Datteln and the Rhine-Herne canals link the
industrial areas surrounding Basel, Alsace and the regions surrounding
Stuttgart/Karlsruhe/Mannheim, as well as Cologne and the Ruhrgebiet
region to seaports in Belgium and the Netherlands

North-South Axis (Cross-Traffic to the Rhine in the Netherlands and


Belgium)

This transit axis comprises the areas around the IJsselmeer in the
northern Netherlands, the rivers Meuse and Schelde, as well as a host of
canals in Belgium, the Netherlands and northern France. Furthermore,
connecting the Seine with France’s north-west waterway network – also
referred to as “Seine-Nord” – has been defined as a top priority in the
framework of the revision of the Trans-European Networks (TEN-T).

East-West Axis

The Main transit routes for this transit area include the Mittelland canal,
the Dortmund-Ems canal, as well as the Elbe and the Weser rivers as con-
nectors to northern German sea ports.

South-East Axis

The Main river, the Rhine-Main-Danube Canal and the Danube river form
the South-East Axis. The opening of the Main-Danube Canal in 1992 cre-
ated a continuous and competitive waterway stretching from the North
Sea to the Black Sea.
a
A2.3 Classification of Waterways
Waterways are subject to a uniform and internationally valid classification
system. Economic importance for international traffic is attributed to
waterways ranging from class IV to class VII. This classification system
was established by the UN/ECE (United Nations Economic Commission for
Europe) and the CEMT (Conférence Européenne des Ministres des
Transports).

The key classification criteria depend on the basic dimensions of the ves-
sels used. The decisive variables are length, width and draught, tonnage
of the navigation vessels, as well as bridge clearances. The competitive-
ness of a waterway depends greatly on the prevailing fairway conditions
which in turn determine the capacity of the inland navigation vessels and
therefore their economic viability. The map on the next page shows the
valid waterway classification in accordance with UN/ECE regulations.
Waterway classification in the Rhine river region

17

In this region, about 90% of the entire European inland navigation transport volume are
achieved.

Source: Austrian Institute for Regional Studies and Spatial Planning; elaborated by via
donau
a
Classification of vessels and pushed convoys

Source: UN/ECE Resolution no. 30 from November 12, 1992 (TRANS/SC.3/131)


19

1 The first number reflects the current situation, while the second takes future developments as well as – in
some cases – the current situation into account.

2 Refers to the safety clearance of approximately 30 cm between the highest fixed point of the vessel or its
cargo and a bridge.

3 Refers to the dimensions of self-propelled vessels that are expected in roll-on/roll-off and container
transports. The given dimensions are approximate values.

4 Designed for transporting containers:


5.25 m for vessels carrying two layers of containers,
7.00 m for vessels carrying three layers of containers,
9.10 m for vessels carrying four layers of containers,
50% of the containers can be empty, otherwise ballasting is necessary.

5 Based on the longest permissible length of vessels and convoys, some waterways can be classified as
class IV, although their greatest width comes to 11.40 m and their greatest draught to 4.00 m.

6 Vessels that are used in the Oder region and on the waterways between the Oder and the Elbe.

7 The draught for certain inland waterways is to be set in accordance with local provisions.

8 On some sections of class VII waterways, pushed convoys with a larger number of lighters can be used. In
this case, the horizontal dimension may exceed those values listed in the table.
a
A2.4 The Danube Waterway
The Rhine-Main-Danube waterway connects 14 European countries. The
total length of the waterway from the Danube delta on the Black Sea and
where the Rhine empties into the North Sea comes to approximately 3,500
km. The Danube is linked to the Rhine-Main river area by the 171 km long
Rhine-Main-Danube canal which connects the Main with the Danube be-
tween Bamberg and Kelheim (at Danube kilometre 2,411). Vessels have to
pass through a total of 65 locks to travel from Rotterdam to Vienna.

Navigation on the Rhine-Main-Danube canal, as is the case on all other


national waterways in the Federal Republic of Germany, is subject to
duties. The amount of the duties depends on the goods being transported.
Inland waterway transport dues may not be collected on the Danube or the
Rhine, as they are international waterways.

For more information, please refer


to section D2.7
A2.4.1 Danube Riparian States
The Danube has its source in Germany and flows through a total of ten
countries. Romania claims the largest portion of the Danube measured in
kilometres with 1,079 km, of which approximately 470 km form part of its
border with Bulgaria. At the other end of the spectrum, the country with
the smallest portion of the Danube is Moldova with just less than
1 kilometre.

Danube riparian states

River km 2,411 21
Germany Germany

River km 2,223.2 River km 2,201.7

Austria Austria

River km 1,880.2
River km 1,872.7
Slovakia Slovakia

River km 1,850.2
River km 1,705.2

Hungary Hungary

River km 1,433
Croatia River km 1,433
Right bank

Left bank
River km 1,290 Serbia

Serbia River km 1,079

River km 845.6

Bulgaria Romania

River km 374.1

Romania

Moldova River km 134.1

Ukraine River km 133

Source: via donau


a
A2.4.2. Tributaries and Canals
Several dozen rivers flow into the Danube; however, not all of them have
enough water to be relevant for inland navigation. The most important trib-
utaries of the Danube are:

• Right bank: Isar, Inn, Traun, Enns, Ybbs, Traisen, Leitha, Raab, Sió,
Please refer to the illustration Drava, Sava, Morava, Timok, Isker, Jantra
on page 28 • Left bank: Altmühl, Naab, Regen, Kamp, March, Váh, Nitra, Hron, Ipoly,
Tisza, Tamis, Jiul, Olt, Vedea, Arges, Jalomitza,
‚ Seret, Prut

In Croatia and Serbia a number of tributaries of the Danube are used for
inland navigation. These include the Drava with its port Osijek, the Sava
and the Tisza. After the Danube, the Tisza is the second most important
waterway connection between Serbia and Hungary.

On the Croatian section of the Drava, relevant commercial transports take


place exclusively between the port of Osijek and where the Drava empties
into the Danube. The Sava, which flows into the Danube in Belgrade, has
a strongly meandering course and numerous shallow sections in its upper
reaches.

The Tisza (Tisa in Serbian and Croatian, Theiß in German) has relatively
favourable nautical conditions in the middle and lower sections in Serbia.
It has a slight incline of about 40 mm/km. The navigation season operates
approximately 320 days on average on the Serbian section of the Tisza.

Northern Serbia has a relatively dense network stretching for 600 km of


smaller canals and rivers of regional importance. This network is called
the Danube-Tisza-Danube-navigation and irrigation system. The most
important canals in the system are the Bogojevo-Becej ˇ canal and the
ˇ canal, both of which connect the Danube and the Tisza via
Palanka-Becej
the Danube-Tisza-Danube canal. The Novi Sad-Savino Selo canal with its
estuary at the port of Novi Sad and the Begejˇ river are worthy of mention
as navigable waterways in the region. Maintenance of the northern
Serbian canal and river network has worsened over the last 10 years;
however, it still plays a rather important role in regional commercial trans-
port. This waterway network could be used in the future for targeted in-
dustrial development by connecting it to other waterways.
The canal and river network in northern Serbia

H U N G A RY

RO M A NI A

23

SE RB I A

C R O AT IA

Belgrade
BOSNIA
AND
HERZEGOVINA

1 Danube 7 Novi Sad-Savino Selo Canal 13 Kikindski Canal Waterway class VIc
2 Tisza 8 Begej 14 Backi Petrovac-Karavukovo Canal Waterway class Va
3 Sava 9 Plovni Begej 15 Kosancic-Mali Stapar Waterway class IV
4 Drava 10 Odzacj-Sombor Canal Waterway class III
5 Becej -Bogojevo Canal 11 Vrbas-Bezdan Canal
Waterway class I, II
6 Banatska Palanka-Novi Becej Canal 12 Prigrevica-Bezdan Canal
Cities

Source: DST – Development Centre for Vessel Technology and Transport Systems;
diagramme: via donau

In the Danube delta area on the Black Sea, the Cernavoda Canal connects
Romania’s Black Sea port of Constanta with the Danube.

The following table presents the technical data of the Danube’s navigable
tributaries and canals shown above; the waterways have been numbered
according to how they are situated in relation to the Danube (river kilome-
tre of where it empties into the Danube).
a
The Danube’s navigable tributaries and canals

Danube Waterway
No. Name estuary Section Classifi- Length Width1 Draught Height Number of
[river-km] cation [km] [m] [m] [m]2 Locks

1 Drava 1,382.5
right bank km 198–km 68 II 130 6.6 1.4 3.0 0

km 68–Osijek III 46 8.2 1.9 4.0 0


Osijek–Danube IV 22 11.4 2.5 5.3 0

2 Bogojevo– 1,363.4 Bogojevo–


–Becej–
ˇ left bank Becej
ˇ III 3 90 11.0 2.15 6.2 3
Canal

3 Novi Sad– 1,253.5


–Savino– left bank Savino-Selo– IV 39 11.4 2.5 12 1
Selo Canal –Novi Sad

4 Tisza 1,214.5 Vasarosnameny–


left bank –Tisazalök II 177 7.0 2.5 0

Tisazalök– IV 519 9.5 2.5 3


–Danube

5 Bega Tisza Tisza–km 35 III 3 35 11.4 2.15 5.6 1


estuary
at km 10
right bank

km 35–km 64 III 29 9.5 2.0 5.4 2


6 Sava 1,170
right bank ˇ
Sisak–Samac III 281 8.2 2.0 4.0 0

ˇ
Samac–Belgrade Va 306 11.4 2.5 0

7 Palanka– 1,076.5
Becej–Canal
ˇ left bank Palanka–Becej
ˇ III 3 147 11.0 2.15 5.6 3

8 Cernavoda– 299.5 Cernavoda–


Canal right bank –Constanta VIc 60 22.8 5.5 17.0 2

Source: Weska 2003 – Europäischer Schifffahrts- und Hafenkalender;


diagramme: via donau

1
Permissible width of vessel or pushed convoy
2
Minimum air clearance of bridges
3
Due to draught limitations, only waterway class III;
the remaining parameters meet the requirements for waterway class IV
A2.4.3 Key Figures and Nautical Characteristics

Key figures

Length: 2,888 km, or 2,845 km from the merging of the


headstreams Brege and Brigach near Donau-
Eschingen
Navigable length: 2,411 km (Sulina – Kelheim)
Danube watershed: approx. 820,000 km2 (6 % right bank, 34 % left
bank)
Northernmost point: Regensburg (D), at river km 2,376-2,381 25
Southernmost point: Svistov
ˇ (BG), at river km 554
Stationing in kilometres: from the estuary of the middle delta arm, 0 km
mark near Sulina

Navigable sections of the Danube

Upper Danube Middle Danube Lower Danube


river km river km river km
2,411–1,791 1,790–931 930–0
(Kelheim–Gönyü) (Gönyü–Iron Gate) (Iron Gate–Sulina)

Section length 621 km 860 km 930 km


Incline 0.20–0.45 ‰ 0.06 ‰ 1
0.05–0.01 ‰
Height of fall ~ 250 m ~ 70 m ~ 35 m
Flow speed Kelheim/Passau:
2.6–8.4 km/h 1.5–10.2 km/h 0.5–8.0 km/h
Passau/Gönyü:
0.4–13.7 km/h
upstream: upstream: upstream:
Vessel speed 9–13 km/h 9–13 km/h 11–15 km/h

downstream: downstream: downstream:


16–18 km/h 18–20 km/h 18–20 km/h

1
with the exception of the Iron Gate

Source: via donau


a
Locks on the Danube

Lock River km Dimensions of Number of


Lock Chambers Lock Chambers
length x width (m)

Bad Abbach 2,397.17 190 x 12 1


Regensburg 2,379.68 190 x 12 1
Geisling 2,354.29 230 x 24 1
Straubing 2,324.13 230 x 24 1
Kachlet 2,230.60 230 x 24 2
Jochenstein 2,203.33 230 x 24 2
Aschach 2,162.67 230 x 24 2
Ottensheim 2,146.82 230 x 24 2
Abwinden 2,119.54 230 x 24 2
Wallsee 2,095.06 230 x 24 2
Persenbeug 2,060.42 230 x 24 2
Melk 2,038.06 230 x 24 2
Altenwörth 1,980.11 230 x 24 2
Greifenstein 1,949.20 230 x 24 2
Freudenau 1,921.05 275 x 24 2
Gabcikovo
ˇ 1,819.15 280 x 34 2
Iron Gate I 942.95 310 x 34 2
Iron Gate II 863.70 310 x 34 2

Source: via donau

Locks on the Danube-Black Sea Canal

Lock Black Sea Canal (km) Dimensions of Number of


Lock Chambers Lock Chambers
length x width (m)

Cernavoda 59.30 (Danube km) 310 x 25 2


Agigea (Constanta)
‚ 1.90 310 x 25 2
(Black Sea Canal km)

Source: via donau


Water flow near Vienna

Danube Danube Canal Total

Low Navigable
Water Level 830 m 3/s 70 m 3/s 900 m 3/s

Average Water Level 1,700 m 3/s 190 m 3/s 1,890 m 3/s

Highest Navigable
Water Level 5,070 m 3/s 200 m 3/s 5,270 m 3/s

Flood of the
Century – – 10,400 m 3/s 27

Source: via donau

Observing the distribution of the water flow over an entire year, one can
identify the characteristic differences in the three sections of the Danube
depending on geological and climatic conditions, as well as tributaries. In
general the highest water levels occur in the upper reaches of the Danube
between May and August, and the lowest water levels between October
and March. On the middle and lower sections of the Danube, water levels
are at their lowest from August to October, while the highest water levels
are registered from April to May.

The following illustration shows the structure of the average water dis-
charge on the Danube, depicted for the entire length of the river from its
source region to where it empties into the Black Sea near Sulina.
a
Development of the average water discharge on the Danube from its
source to its estuary

River kilometre

2,848

non-navigable section
of the Danube

2,411

2,000 Vienna
1,921 m /s Vah, Nitra

2,462 m /s
Sio

1,500 Drava

Tisza
Sava Belgrade Tamis
v

5,350 m /s

1,000 Jiu

Iskar

Olt

Yantra
500 5,862 m /s Arges

Ialomita
,
Siret
Prut
6,300 m /s

0
Water Discharge

0 1,000 2,000 m /s

Source: Komoly: Danubius – Ister – Donau. Versuch einer Monographie;


diagramme: via donau
A2.4.4 Nautical Bottlenecks
The Danube is the only navigable river in Europe whose upper reaches are
not completely extended by dammed sections. Barrages between
Straubing and Vilshofen in Bavaria, in Austria’s Wachau region, down-
stream Vienna and near Nagymáros were never realised. As a consequen-
ce, the low-water periods cause considerable problems at times for both
navigation and eco-systems along the river alike. For that reason, innova-
tive solutions have been developed over the last few years without the use
An example for an innovative of barrages which take hydro-engineering, ecological and nautical
approach is presented in the follo- requirements into account equally.
wing chapter with the “Integrated
River Engineering Project on the Additionally, albeit less problematic and spatially limited low-water areas
Danube to the East of Vienna”. exist on the Danube in Hungary in certain sections on the 120 km-long
29
ˇ
stretch between the discharge canal of the Slovak power plant Gabcikovo
and Budapest.

Unlike the upper Danube, water flow on the middle Danube between
Budapest and the Iron Gate is considerably more even, allowing shipping
companies to better exploit their vessels’ capacity due to more calculable
fairway depths. The approximately 200 km stretch in the transition from the
middle Danube to the lower Danube (Bazias to Iron Gate II, river km 1,072
– 863) has stable fairway conditions for navigation due to the locks Iron
Gate I and II. Although the lock themselves are in need of renovation, they
present no impediment to inland navigation.

Downstream Iron Gate I and II, the Danube is free-flowing, i.e. not regulat-
ed by dykes. The key bottlenecks are the island of Belene (river km 576 –
560) on the Bulgarian-Romanian border section, the Batin stretch (river km
531 - 521) and the Caragheorge sandbar on the Romanian Bala arm (river
km 345 – 343).
a
Nautical bottlenecks on the Danube

Strategic bottleneck Strategic bottleneck


referring to river stretches, can referring to river stretches
only be eliminated by barrage To be eliminated with river engineering
dykes in combination with river Local bottleneck measures and/or maintenance works
engineering measures and/or single fords
maintenance works

Source: via donau


A3 I MPROVEMENT OF THE F AIRWAY C ONDITIONS
ON THE D ANUBE

A3.1 Motivation
Since the fall of the Iron Curtain, Europe has seen a dramatic increase in
economic interdependency. Over the last few years, the opening of the
borders to the east has led to a considerable rise in trade between the
Danube countries in South-East Europe and the EU with an annual growth
rate of 4-6%. This intensification of trade goes hand in hand with a rapid 31
increase in traffic volume. Freight transport in the Danube Corridor soared
by 85% between 1994 and 2002. Roadway transport recorded the largest
increase of 119%.

As a result of the eastern enlargement of the EU in 2004, as well as the


accession of additional Danube countries to the EU anticipated in 2007,
commercial transport volume is set to grow even more in the Danube
region. Annual GDP growth rates of 3-4% are forecast for the new EU
Member States and the accession candidates. Consequently, the eastern
enlargement of the European Union will only accelerate the increase in
traffic volume.

Of the enormous increase in traffic along the Danube corridor, the Danube
waterway has been able to take on only a small part. One of the main rea-
sons for this are the insufficient fairway conditions on the free-flowing
sections of the Danube outlined in chapter 2.4.4. The section of the Danube
between Vienna and the Slovak border represents the most significant
weak link on Austrian territory for a competitive East-West transport axis.

Fairway depths that are too low and fluctuate widely throughout the year
strongly limit inland navigation’s reliability and competitiveness. The risk of
disruptions due to low water levels, together with long waiting periods,
lightering and the decision to opt for other means of transport, reduce
Danube navigation’s market potential to specific goods and transport rela-
tions.

Shippers are often forced to struggle with insufficient fairway depths


between Bratislava and Vienna, severely limiting the ability to plan trans-
port quantities, and therefore the economic viability of the transports
themselves. The inland navigation vessel’s image as a mode of transport
suffers due to decreased reliability and price fluctuations subject to pre-
vailing fairway conditions.

As a result of a series of power stations situated on the Danube between


Regensburg and Vienna, the free-flowing section to the east of Vienna is
affected by an erosion of the riverbed of up to 3.5 cm annually. This has
a negative impact on the ecology of the region. Less and less water flows
into the adjacent floodplains of the Danube Floodplains National Park, en-
dangering indigenous flora and fauna, as well as the area’s ecological
balance. In the long-term, the floodplains are in danger of drying out and
the areas along the riverbanks risk becoming less dynamic.
a
A3.2 Integrated River Engineering Project to
the East of Vienna
Eliminating the bottleneck on the Danube to the east of Vienna is therefore
a cornerstone in Austria’s transport policies and was included in Austria’s
General Transport Plan as a key measure for promoting navigation in 2002.
Within the implementation of its current General Transport Plan for
Austria, the Federal Ministry for Transport, Innovation and Technology,
together with the Austrian Waterways Authority, has launched its In-
tegrated River Engineering Project on the Danube to the East of Vienna
aimed at improving the nautical and ecological conditions on the section
of the Danube between the Freudenau power station and the Austrian-
Slovak border (river km 1,921 –1,872.70). This project represents a key con-
tribution for creating and ensuring an environmentally and socially
compatible transport system in Austria.

Project area

BR AT IS L AVA

V I E NNA
P R OJEC T AR EA

DANU RK
B E F L O O D P L A I N N AT I O N A L PA

Source: via donau

The Integrated River Engineering Project was designed to be an integrat-


ed comprehensive concept, striking a balance between the interests of
inland navigation and the possibilities in hydro-engineering afforded by
technology on one hand, and the environmental needs of the Danube
Floodplains National Park on the other.

In the context of the pre-project phase for the Environmental Integrity


Declaration, an interdisciplinary steering committee consisting of well-
known experts from the fields of inland navigation, hydro-engineering,
ecology and regional economy analysed a total of 11 different options for
developing the section of the Danube to the east of Vienna.
The following criteria were considered:

• the methods for stabilising the riverbed, optimisation of current condi-


tions, normal bed load supply, granulometric improvement of the
riverbed (granulometry), i.e. adding coarse gravel,
• fairway depths of 25 dm, 27 dm and 32 dm respectively, and
• the hydro-engineering approach, a combination of possibilities, includ-
ing river regulation structures and modifications to the riverbed.

As a result the committee members adopted a unanimous decision in April


2004. Eight planning guidelines for the general project design proposal for
the Environmental Integrity Declaration have been agreed on.

33
A3.2.1 Planning Guidelines

The planning guidelines describe a package of coordinated measures to


counteract the drying out of the Danube Floodplain National Parks and to
sustainably improve fairway depths.

The planning guidelines roughly stipulate that:

• a granulometric riverbed improvement, referred to in short as granulo-


metry, will be used to halt the erosion of the riverbed by adding coarse
gravel 4 to 7 cm in diameter to the riverbed. An adaptive approach is to
be carried out, first adding granulometry to scour deeper sections. This
method will only be applied to the remaining sections if it is determined
that riverbed erosion remains on-going.

• concerning the planning guideline governing fairway parameters, a


minimum fairway depth of 26 dm is required for a fairway width of 120
meters during periods with low navigable water levels. In the central
fairway channel area for a width of 100 meters the minimum fairway
depth is 27 dm. For sections where the riverbed is to be improved gran-
ulometrically, an additional decimetre must be calculated due to the
increased risk of rock damage to ships’ propellers. This tailored agree-
ment decreases the demands placed on river regulation structures,
such as groynes and draining walls, and minimises the negative
impact they have on waterway ecology.

• the minimum fairway depth during periods with low navigable water
levels is to be improved as efficiently as possible by adapting the river-
bed, i.e. by dredging and extensively reintegrating the dredged materi-
al in deeper areas. This will allow the Danube to maintain its own fluvi-
al morphological dynamics.

• draining walls are to be designed in an integrative manner, i.e. taking


into account hydraulic, morphological and ecological criteria.

• the potential for taking ecological supporting measures, such as river-


bank renaturation and waterway linkage, is to be exploited as much
as possible in order to ensure the sustainability of the Danube
Floodplain National Park’s landscape.
a
A3.2.2 Impact
These planning guidelines represent an important step in halting riverbed
erosion in the section between the Freudenau power station and the
Austrian-Slovak border and sustainably improving inland navigation and
the ecological functionality of the Danube Floodplain National Park.

Optimal fairway conditions mean improved capacity for shipping fleets and
reduced incalculable cost fluctuations. Increasing the reliability of inland
navigation and reducing transport costs are the result, making inland navi-
gation a viable alternative to roadway transport and contributing to allevi-
ating the strain of roadway traffic.

Implementing the Integrated River Engineering Project to the East of


Vienna is of prime importance to inland navigation, the Danube Floodplain
National Park and the Austrian economy. However, the anticipated bene-
fits can only be reaped if the strategic and local bottlenecks on neighbou-
ring Danube countries are also eliminated and supplemented by measures
in logistics and telematics.

Benefits for inland navigation and the Austrian economy:


• Boost the competitiveness of inland navigation and increase the
amount of waterway traffic on the Danube from currently 12 million tons
annually to up to 30 million tons by 2015 by improving the fairway condi-
tions, in addition to taking additional steps in the fields of logistics and
telematics.
• Shift traffic from the roadways to the Danube, with potential savings of
up to 1 million truck journeys in the Danube corridor annually.
• Increase traffic safety by preventing approximately 120 truck accidents,
and as a result roughly 10 fatalities and 60 serious injuries per year.
• Reduce emissions, noise, pollutants and surface area usage by pre-
venting the emission of approximately 150,000 tons of CO2 annually in
Austria as an effective contribution to achieving the goals set forth in
the Kyoto Protocol.
• Promote the competitiveness of the domestic economy by offering
potential savings in transport costs of up to € 30 million annually.

Benefits for the Danube Floodplain National Park:


• Link together waterways by activating abandoned channels and distrib-
utaries and/or increased interconnection aimed at improving the hydro-
network and increasing flow frequency.
• Remove stone protection along certain riverbanks, thereby improving
the flooding dynamics and increasing sediment transhipment, making
the Danube Floodplain National Park more dynamic.
• Stabilise the ground water conditions with a view to improving the
water balance and curbing tendencies of areas to dry out.
• Ensure the continued existence of indigenous flora and fauna.

A3.2.3 Implementation

A detailed general design proposal for the environmental integrity decla-


ration was drawn up on the basis of these eight project planning guide-
lines in 2005. Thereby the cooperation between experts from the fields of
hydro-engineering, ecology, inland navigation and regional economy was
pursued further. In addition, a concomitant ecological, waterway-morpho-
logical and hydraulic monitoring and verification program, in cooperation
with the Danube Floodplain National Park and ecologists, was developed.

The impact of the granulometric riverbed stabilisation, the riverbank


renaturation and waterway linkage and new forms of ecological groyne
structures are also being tested contingent on model and field experi-
ments. The Environmental Integrity Declaration is the basis for the subse-
quent Environmental Impact Assessment. The Environmental Impact
Assessment will last about one year. The implementation of the planned
measures is expected to be carried out gradually until 2010.

The materials for stabilising the riverbed will be put in place by means of a
special ship, a so-called split-hopper barge, eliminating the need for a
construction site operation in the traditional sense. 35

A3.2.4 A European Showcase Project


Promoting the inland navigation axis Rhine-Main-Danube is among the 30
top-priority plans of action contained in the revision of the Trans-European
Networks (TEN) passed by the European Parliament in April 2004.
Classified as priority, the TEN project entails a considerable subsidy for the
planning stages and the pilot experiment as well as the costs for the engi-
neering work. The costs for all measures will amount to approx .€ 200 mil-
lion.

For more detailed information on The Integrated River Engineering Project’s interdisciplinary and integrative
the Integrated River Engineering approach, conjoining both economic and environmental interests, sets a
Project: prime example for future projects.
www.donau.bmvit.gv.at
a
N OTES
A4 V ESSEL T ECHNOLOGY

A4.1 Dry Cargo Vessels


Vessels transporting dry goods are used for transporting a wide variety of
goods, such as log wood, coils, grain and ore. These vessels can be used
for nearly everything, reducing the number of empty voyages.

In the Danube region, there are approximately 100 dry cargo vessels that
travel on international transport routes. This category can carry between
1,000 -2,000 tons, has a stronger motor than the Rhine vessels and is used 37
almost exclusively in pushed convoys and coupled formations.

Dry cargo vessel types

GUSTAV KOENIGS CLASS

Length 67 m
Width 8.2 m
Draught 2.5 m
tdwat 900 t
Hold volume approx. 1,400 m 3

Vessel type „Johann Welker“ (lengthened)


EUROPASCHIFF CLASS

Length 85 m
Width 9.5 m
Draught 2.5 m
tdwat 1,350 t
Hold volume approx. 1,900 m 3

LARGE MOTOR VESSEL CLASS (large Rhine vessel)

Length 95 m 110 m
Width 11.4 m 11.4 m
Draught 2.7 m 3.5 m
tdwat 2,000 t 3,000 t
Hold volume 2,500 m 3 3,800 m 3

Source: VNF – Voies navigables de France


a
The most important designations and dimensions are depicted here with
the example of a “DDSG-Steinklasse” motorised cargo vessel.

Motorised cargo vessel “DDSG-STEINKLASSE”

Key figures

Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95 m
tdwat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2,000 t
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.4 m
Hatch length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69.5 m
Hatch width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.8 m
Side height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.2 m
Draught . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.7 m
Fuel tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 m3
Fixed point above base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5 m
Potable water tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 m3
Ballast tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .380 m3

F Freeboard B Width
H Side height LH Hold height
T Draught LB Hold width
1 Anchor windlass 8 Double bottom 15 Rear collision bulkhead 22 Gangboard
2 Stern anchor 9 Pushing shoulder 16 Radar 23 Draught marking
3 Bow anchor 10 Bow thruster 17 Signal mast 24 Draught scales
4 Wheel house on bridge (can be lowered) 11 Roll-away hatch cover 18 Ballast tanks 25 Vessel name
5 Engine room 12 Bollard 19 Fuel tanks 26 Home port
6 Motor, shaft, propeller, tunnel or nozzle 13 Lashing windlass 20 Trimming tank 27 Home country flag
7 Rudder, rudder machine 14 Front collision bulkhead 21 Dinghy 28 Host country flag

Source: DDSG-cargo
39
a
A4.2 Container Vessels

According to the Central Commission for Navigation on the Rhine (CCNR),


over one million TEU are transported annually on the Rhine river area to
the sea ports using the river for pre- and end-haulage, whereby vessels
constructed for this purpose are predominantly used for transporting con-
tainers. Container transport on the Danube will gain in importance in the
future. In the Danube region, container pushed convoys with four pushed
lighters with a total space capacity of up to 576 TEU are considered an
ideal way to increase capacity. This means that 144 TEU could be
Detailed statistics of the traffic of transported per lighter; in other words, three layers at 48 TEU, per layer
goods on the Rhine: four 20’containers arranged latitudinally and 12 longitudinally. For com-
www.ccr-zkr.org parison: the largest Rhine container vessel “JOWI” can transport a total of
470 TEU.

JOWI class container vessel

Length 135 m
Width 17 m
Draught 3.7 m
tdwat 470 TEU

Source: VNF – Voies navigables de France

The JOWI next to a “small” container vessel

Source: via donau


A4.3 Tanker Shipping

Special tankers transport various kinds of goods in liquid form, including:

• Mineral oil and its derivates – petrol, diesel, heavy and light heating oils,
etc.
• Chemical products – acids, bases, benzene, styrene, methanol, etc.
See section E • Liquid gases

The majority of the goods mentioned above are dangerous goods which
are transported using special tanker vessel units with the appropriate
safety features. European regulations and recommendations, such as
ADN, ADN-R and ADN-D, as well as national laws governing the transport 41
of dangerous goods, are especially relevant in this context.

For more detailed statistics on Modern vessels have a double hull which prevents the cargo from leaking
commercial transport on the out should the outer hull be damaged. Often, the cargo hold is divided into
Rhine: several individual tanks which can be separated into individual areas. This
www.ccr-zkr.org means that the loading and extinguishing systems, such as gas return
lines, residual material lines and residual material tanks are separate from
each other. These systems are necessary to keep poisonous residual
gases and liquids from coming into contact with the environment.

Stainless steel tanks or holds with a special coating are used in order to
prevent the transported goods from reacting with the surface of the tank.
Heaters and valves are used to transport goods that freeze easily in win-
ter, and sprinkler systems on deck protect the tanks from the summer heat.
Transporting liquid goods requires cutting-edge technology. The “Ursula
Valentin” from the German shipping company Jaegers GmbH transports
products at a constant temperature of 220°C like in a thermos.
www.reederei-jaegers.de
Liquid gasses are transported under pressure and in a cooled state using
special containers. Gas, however, is very rarely transported on the
Danube.

Most tankers have pumps on board which can load and unload the goods
directly from or into the tanks in ports that do not carry this kind of special
loading systems. Tankers on the Danube that do not have pumps directly
installed on the vessel are gradually being retro-fitted. Usually a vessel will
have two pumps; principally each pump may only be used for one particu-
lar product.
a
The large inland tankers from the Rhine river area measure 135 m in length,
11.45 m in width, have a draught of up to 3 m and a capacity of up to ap-
proximately 3,000 tons. Units used on the Danube have an average capac-
ity of approximately 2,000 tons. Like in the shipping of dry goods, pushed
convoys are predominant for shipping liquid goods on the Danube as well.

RHINE TANKER

Length 110 m
Width 11.4 m
Draught 3.5 m
tdwat 3,000 t

Source: VNF – Voies navigables de France

Loading of a tanker in the Oil Port Vienna-Lobau

Source: via donau

A tank lighter awaits use in the Oil Port Vienna-Lobau

Source: via donau


A4.4 Roll-On/Roll-Off Vessels
The term roll-on/roll-off means that objects are transported that are loaded
and unloaded via port or vessel ramps. The most important types of goods
that are transported in this way are:

• Tractor-trailers and semi-trailers (“floating motorway”)


• Passenger vehicles
• Construction machinery, farm machinery, motor tractors
• Heavy cargo and over-sized goods

CAR TRANSPORTER 43

Length 105 m
Width 9.5 m
Draught 1.4 m

Source: VNF – Voies navigables de France

Most roll-on/roll-off transports are carried out using specially constructed


vessels. Catamarans deserve special mention. Catamarans are vessels
made up of a double hull held together by a single deck which forms a
large loading surface. Two types of catamarans are used for truck trans-
ports on the Danube. One type is built in Germany, the other in Serbia. Both
types differ in their construction, the number of crew members and – if
only slightly – in the height of the sides. The German-built catamarans
have what is called a semi-catamaran construction. This means that only
the bow is split in two. The vessels are 144 m in length, 22.8 m in with and
3 m in height with a maximum draught of 1.65 m. The crew is made up of 12
persons.

The Serb-built vessels are catamarans in the true meaning of the words or
full catamarans. The vessel’s hull is split in two all the way through. They
are 114 m in length, 22.8 m in width, 3.3 m in height and have a maximum
draught of 1.65 m. They require a crew of 16. The loading or deck surface
for trucks measures 2,500 m2 and can hold up to 49 vehicles.

The international forwarding company Willi Betz GmbH & Co KG has taken
over four catamarans from the Bulgarian state shipping company SOMAT
and set up a scheduled roll-on/roll-of service on the Danube. The compa-
www.willibetz.de ny has two semi-catamarans and two full catamarans.
a
Catamaran with trucks on board

Source: Franz Dosch

A4.5 Transporting Heavy Goods


Due to the dimensions of the cargo hold and the capacity (tdwat) of inland
navigation vessels, the market segment features a broad spectrum of suit-
able vessels. Practically, every dry cargo vessel is suited for transporting
over-sized cargo. However, for particularly heavy goods, only vessels that
have the appropriate technical equipment can be used, such as a rein-
forced vessel floor and ballast tanks.

Specially designed roll-on/roll-of vessels are used to transport heavy


goods. Over-sized and heavy goods on low-shippers are rolled onto the
vessel together with the vehicle via a ramp. The trucks are not unloaded
until they reach their destination.

Lighters with a stowable stern (e.g. lighter type 18000) can be loaded more
simply by using a ramp as well.

Transhipment of transformers from an inland navigation vessel to a sea-


going vessel in the port of Antwerp

www.vatech-hydro.at
Source: VA Tech Hydro GmbH & Co KG
A4.6 Vessel Formations
Convoys predominate on the Danube. Some 90% of all transports are car-
ried out using convoys and only 10% using individual motorised cargo ves-
sels. In the Rhine river area this ratio of convoys to motorised vessels fol-
lows a diametrically opposed pattern. A convoy consists of a motorised
cargo vessel (vessel with its own cargo hold) or a pushboat and one or
more non-motorised lighters which are securely attached to the motor-
ised cargo vessel or push boat.

Pushed convoy with four lighters

45

Danube Rhine

Length 193 m 193 m


Width 22 m 22.8 m
Draught 2.7 m 3.7 m Danube pushed convoy Large Rhine pushed convoy
tdwat 7,000 t 11,000 t

Source: VNF – Voies navigables de France

The basic rule in putting together convoys is: Vessel units in pushed con-
voy formations are to be grouped so as to reduce water resistance when
in motion as much as possible. In order to lessen the resistance from the
wave extending out from the bow, the lighters are placed in a staggered
arrangement towards the rear.

Convoy units – if the technical features of the units so allow – are not
attached to one another rigidly, but rather with flexible connectors to ena-
ble the unit to negotiate curves in areas with particularly narrow river cur-
vature radii. It is also possible to control the degree of bend between the
pushed convoy units when manoeuvring through the river bend. A bow
thruster can also increase the manoeuvrability of the lighters. Passive
rudders are additionally used to increase the convoy unit’s track stability.

The lighters in the convoy are arranged according to the direction of the
final destination, i.e. upstream or downstream. For an upstream arrange-
ment, the convoy should have as small a cross-sectional area as possible
(in order to minimise fuel consumption), which is why the lighters are
arranged behind one another in a so-called cigar or asparagus formation.
In contrast, the lighters are arranged next to each together when travel-
ling downstream to facilitate the manoeuvrability of the convoy, and prima-
rily its ability to come to a stand still.

The maximum number of lighters per convoy varies depending on the sec-
tion of the Danube it is travelling. The Danube between the port of Passau
in Germany and the Hungarian-Slovak border can be easily navigated by
convoys with up to four lighters in normal fairway conditions. In the lower
reaches of the Danube, a convoy may consist of up to 16 lighters.
a
Arrangement of vessel formations on the Danube

Upstream Downstream

MCV MCV

PL MCPV MCPV

PL
PL
PL PL PMV PMV

PL

Downstream from the Vienna-Freudenau lock

PL MCPV MCPV PL

PL
PL

PL PL
PMV PMV
PL

PL

Motorised Cargo Push Vessel = MCPV Pushed Lighter = PL Pushing Motor Vessel = PMV
Motorised Cargo Vessel = MCV

Source: via donau


Coupled formation on the Danube

47

Pushed convoy on the Danube

Source: via donau


a
A4.7 Innovations in Vessel Technology
Technological innovations in inland navigation in general and in Danube
navigation in particular are aimed at increasing economic viability of this
mode of transport and its compatibility with the environment. As the
following illustration shows, these innovations are in both shipbuilding and
mechanics, as well as in navigation technology and logistical processes.
Specifically, research and testing is going in the following directions:

• Reducing fuel consumption and, as a result, emissions


• Increasing inland navigation safety
• Increasing intermodality and thereby reducing indirect costs
• Reducing the need for personnel, thereby reducing direct costs

Areas of innovation in vessel technology

Innovations in Vessel Technology

Navigation, Logistics,
Shipbuilding Vessel Propulsion
Operational Form

Vessel construction Propulsion systems Navigation and


information systems,
e.g. RIS

Materials Fuels
Automation and use of
electronics on board

Vessel hydrodynamics Motors


Functional flexibility
vs. vessel specialisation

Source: Germanischer Lloyd (1998), DONUM report of the Federal Ministry for Transport,
Innovation and Technology (2003), via donau
The fairway parameters, such as water depth and width impact greatly
on how a vessel handles in the water, generally elevating a vessel’s
hydrodynamic resistance in shallow waters. This in turn has a direct
effect on fuel consumption. Based on experience gathered over the cen-
turies, Danube navigation has adapted to the prevailing water conditions.
In order to exploit the present potential in the field of shipbuilding to the full
hydrodynamic parameters, such as shape, propulsion and manoeuvra-
bility are being optimised on a continual basis.

Hydrodynamic resistance can be reduced by adapting the vessel’s hull,


e.g. the shape of the bow and the stern. Optimising the propulsion and
steering elements reduces fuel consumption and increases safety.

The hull determines the identity of the vessel as a carrier, or the kind of 49
cargo that can be transported, as well as the conditions for transporting
that kind of cargo. The use of lighter materials, such as aluminium, to re-
duce hull weight has not proven to be a sensible approach to date. The
new construction shapes, so-called sandwich systems, are, on the other
hand, more promising. Possible uses depend on the shape and the division
of the vessel’s cargo hold that are specially adapted for transporting cer-
tain goods, reducing or even eliminating loading waste.

The increasing scarcity of fossil fuels, coupled with the growing strain on
the environment caused by burning these fuels, has led to seeking alterna-
tive sources of energy and propulsion for inland navigation as well. This
applies primarily to diesel motors, but also to transmission and propeller
technology. Basically there are three different groups of approaches to
developing vessel propulsion: the optimisation of existing motor technolo-
gy, moving away from conventional motor technologies to renewable
energy sources and a change-over to basically new kinds of propulsion
systems in navigation.

The last few years have seen various developments in propulsion tech-
nology. For example contra-rotation propellers or twin propellers have
been manufactured, primarily aimed at improving propeller efficiency.

TWIN PROPELLER

The twin propeller from Schottel


can increase propulsion
efficiency, in particular in
mid-range speeds, by up to 20%.

Source: Schottel GmbH & Co. KG


a
The combustion cell is a promising energy source for generating electrici-
ty on board. It allows electricity to be produced by fusing hydrogen and
oxygen. Work on a “zero emissions” combustion cell is, however, still in
the experimental phase.

Developments in the field of information and communication technology


have led to considerable new innovations in navigation. On a nautical
level, these new technologies enable the creation of adapted processes,
e.g. electronic waterway maps, thereby improving navigational safety
(safer navigation, fewer accidents), boosting transport reliability and
For more on vessel propulsion extending the length of use of the vessels (longer journeys). Likewise,
technology, see: innovative technologies also automate and rationalize the processes
www.schottel.de directly on board the vessel. Intelligent systems control the flow of infor-
www.rolls-royce.com mation and perform routine processes, relieving the crew of some of its
nautical and administrative tasks. The trend is toward reducing personnel
so that the vessel can be run by a single person.

One of the most promising innovations for inland navigation are the River
Information Services, outlined in detail in chapter C.

The multi-functional vessels used In terms of logistics, the goal is to network processes and actors in order
for the liner services of the to improve the link between inland navigation and other modes of trans-
German shipping company port in intermodal logistics chains. Transport via inland navigation is now
Gebrüder Väth are presented in seen as a key service for businesses whose quality is determined by the
section B3.1. competitiveness of the transport modes. New logistics ideas will open up
new market niches for inland navigation, such as in functional flexibility, or
the specific specialisation of vessels for transporting particular types of
goods, e.g. for passenger vehicles.

The European Union’s ambition is to provide inland navigation with a com-


mon basis for technological research and development. The SPIN
For further information on the (Strategy to Promote Inland Navigation) network is aimed, for example, at
SPIN network and the CREATING drawing up a pan-European strategy to make inland navigation more com-
project: petitive. CREATING, an EU technology project launched in 2004, deals with
www.spin-network.org developing concepts and ideas to increase environmental compatibility
www.creating.nu and competitiveness in inland navigation with technological innovations.
A5 P ORTS

Along with waterways and inland navigation vessels, ports play a key role,
forming the third pillar of the inland navigation system. In addition to their
basic functions of transhipment and storage of goods, they also perform a
host of value-added services for customers, such as packaging, container
stuffing and stripping, sanitary and quality checks, etc. This advances
ports as logistics platforms and impetus sources for locating companies
and boosting the economy. As intermodal logistics junctures, they act as
central interface between the various modes of transport.
51
In the Austrian Navigation Act passed in 1998, the term “port” refers to a
transhipment point that has at least one port basin. Transhipment points
lacking a port basin are termed transhipment sites.

Port Transhipment site

Port infrastructure (quay walls, fixed surfaces, railway tracks) and port
suprastructure (cranes, warehouses, and offices) are either privately
owned – as it is the case for a port belonging to industrial production – or
are publicly owned by the federal, provincial or municipal government.
Either public or private operators can be responsible for running the port,
in other words for providing transhipment, warehousing and other servi-
ces.

The term public port has two different meanings. On one hand it is used
to describe a port as mentioned above for identifying a particular owner.
On the other hand, the term also refers to the port’s accessibility to all ves-
sel owners under equal conditions.

If a port handles only one kind of product, such as mineral oil, we use the
term specialised port. In contrast, ports that tranship various goods,
such as general or bulk cargo, are called multi-purpose ports.
a
One important indicator for the capacity of a port is the quantity of goods
transhipped between the modes of transport. Transhipments do not take
place just between the inland navigation vessel, railway cars and road
transport, but also between two non-water modes of transport, such as
rail to rail, or road to rail.

Each port has a three part structure:

• Waterside – where the vessels are moored


For further information on
Austrian ports: • Internal port – surfaces and infrastructure for transhipping goods
www.hafen.co.at • Landside – connection to road and railway routes

The following diagramme illustrates how an inland port functions.

The inland port as a multimodal logistics interface

Transhipment

buffering/
unloading interim loading
warehousing
cross-docking

unloading, processing, distributing


buffering finishing

Processing and Finishing

unloading, loading,
sorting, buffering, sorting,
transhipping, interim consigning,
conveying warehousing packaging

Logistics Service Provider


(e.g. assembling, finishing)

Source: via donau


A5.1 Ports on the Danube
As illustrated in the following diagramme, there are over 70 ports and
transhipment sites on the Danube between Kelheim and the Black Sea.
According to the definition laid down by the AGN (European Agreement on
Main Inland Waterways of International Importance – ECE/TRANS/120), 40
ports are considered E-ports, or inland ports of international significance.
The average distance between these ports on the Danube is approximate-
ly 60 km, compared to Western Europe where it is only 20 km (Rhine river
area, 150 E-ports).

Important ports and transhipment sites on the Danube

Kelheim 53

Germany Germany

Austria Tisza Austria


Vienna-Lobau

Vienna-Freudenau
Vienna-Albern
Slovakia Slovakia
Komárno

Hungary 1,722 Sturovo Hungary

Dunaföldvar 1,563

Croatia
Right bank

Serbia
Serbia Left bank
Belgrade

Romania

Bulgaria

Romania

133 Giurgiulesti Moldova


Ukraine

Black Sea *located in the Kilia arm


Source: via donau
(see network map in Section D1)
Port River km Transhipment Special Quays
and Terminals
Storage
a

Winter Port
Quayside Railway
Available Space for Business Sites
Number of Port Basins
Quay Length (m)
Gantry Cranes 1 (No./Max. Output)
Other Cranes 2 (No./Max. Output)
Bulk Goods
General Cargo
Liquid Cargo
Ro/Ro
Containers
Grain
Ore/Coal
Liquid Cargo
Covered Transhipment
Grain
Feed
Fertilisers
Cement
Liquid Cargo
Conveyor Belt
Pneumatic Transhipment
Equipment
Unloading Area for Containers
Container Stuffing & Stripping
Quality Control
Customs
Waste Disposal
Electrical Supply on the Quay
Potable Water Supply on the Quay

Linz
Commercial Port 2,130.80 x x x 3 5,020 1/32 t 5/15 t x x - x x - - - - x - - - - - - x x - x x x x
Tank Port – Oil harbour 2,128.19 x x x 3 4,284 - - - - x - - - - x - - - - - x - - - - - - x x x

voestalpine 2,127.16 - x - 1 2,440 4/50 t 3/20 t x x x - - - x - x4 - - - - x - - - - - - - x x


Industrial Port 4/36 t 3

Enns 2,111.82 x x x 2 1,750 2/40 t 3/20 t x x x x x x x x5 - x x - x - x x x x - x x x x

Krems 1,998.00 x x x 2 1,200 3/50 t 1/5 t x x x - x x - x - x x x - - x - x x x x x x x

Vienna
Freudenau 1,920.26 x x x 1 6,250 2/40 t 4/31.2 t x x - x x - - - x x x x x - - - x x x x x x x
Albern 1,918.52 x x x 1 1,850 - - x x6 - - - - - - - x x - x - - x - - - - x x x
Lobau 1,916.59 x x x 1 4,620 - - - - x - - - - x - - - - - x - - - - - - x x x

Bratislava 1,867.30 x x x 3 2,540 21/300 t 2/28 t x x x x x - - - x - - - - - x - x x - x x x x

Budapest 1,639.74 x x x 2 5,600 6/30 t 9/30 t x x x x x - - - x x - - - x x x x x x x - x x


Service matrix for selected Danube ports

1) The Manual of Danube Ports published by via donau contains a


The maximum output shows the lifting capacity of the strongest crane.
2) more detailed description of the infrastructure, transhipment
Other cranes include primarily luffing and slewing cranes and mobile cranes.
3) equipment and services provided by 78 Danube ports. To order,
Magnetic cranes in the hall of Industrie Logistik Linz GmbH.
4)
please go to:
Facility at the Industrie Logistik Linz GmbH, for live pictures, see www.ill.co.at/logistiklive.html www.via-donau.org/en/knowledge/publications/handbook
5)
Gas transhipment installation.
6)
Heavy goods platform.
Waterborne transhipment at Danube ports in 2005

Goods Classification Total Vienna1) Linz 2) Krems Enns- voestalpine 3) Other 4)


According to NSTR Ennsdorf Industr.Port

Total turnover in t

Agricultural and forestry products


& living animals 697,209 42,229 2,810 22,936 471,532 0 157,702

Other aliment & fodder 432,693 34,061 6,683 29,379 228,187 0 134,383

Solid mineral fuels (coal) 160,657 13,577 0 0 22,978 87,210 36,892

Petroleum & products 55


out of mineral oil 2,050,262 1,251,983 564,762 0 0 216,219 17,298

Ores & scrap metals 3,040,995 4,911 8,968 0 10,183 3,013,992 2,941

Iron, steel & non-ferrous metals 512,277 51,630 9,319 168,349 73,912 201,152 7,915

Stones, soil & construction materials 696,079 127,309 4,574 282,325 163,278 117,652 941

Fertiliser 784,124 3,754 528,759 93,732 6,961 693 150,225

Chemicals 39,135 6,120 1,201 6,977 23,423 0 1,414

Machines, transport devices,


semi-finished & finished goods 20,389 7,577 3,934 2,967 1,842 0 4,069

Total 2005 8,433,820 1,543,151 1,131,010 606,665 1,002,296 3,636,918 513,780

2004 8,089,592 1,230,022 1,380,226 483,312 878,801 3,457,597 659,634


2003 8,632,750 1,283,797 1,438,667 698,028 856,876 3,227,892 1,127,490
2002 8,988,168 1,456,803 1,647,150 525,755 785,677 3,803,068 769,710
2001 9,276,009 1,303,048 1,284,003 607,789 1,007,799 3,865,564 1,207,807
2000 8,933,333 1,408,213 1,282,353 588,519 803,559 3,710,701 1,139,988
1999 7,982,822 1,471,027 1,313,677 503,467 573,951 3,267,333 853,367
1998 8,160,516 1,786,603 1,013,457 557,707 486,369 3,450,830 865,551

1)
The transhipment figures for Vienna comprise the three ports of Freudenau, Albern and Lobau.
2)
The data for Linz sum up the commercial port and the oil port.
3)
Waterborne traffic in the hall of the Industrie Logistik Linz GmbH included.
4)
The figures contain mainly the private port Ybbs as well as the transhipment sites Pischelsdorf, Aschach and Pöchlarn.

Source: Statistics Austria


a
Outlook for Developing the Danube Ports
In the upcoming years, enormous growth in transport volume is expected
on the Danube. Commercial transport volume on the Austrian Danube may
even more than double until 2015. However, targeted measures have to be
Section B2.2 contains a detailed taken, e.g. improving fairway conditions and introducing river information
illustration of the growth potential services.
for Danube navigation.
As transhipment volume in ports develops parallel to transport volume, the
ports will also see a significant rise in transhipment quantities.

The extent to which existing Danube ports develop, or even which new
ports and transhipment sites are established depends on the following fac-
tors:

Location and Equipment A location conducive to carrying out transport services and corre-
sponding infrastructure in the port itself must allow for interconnec-
tivity between various modes of transport.

Available Services The range of services at the port, as well as quality and price must be
attractive for shippers and forwarders. Cooperation with other ports or
specialising in specific areas can create synergies and boost compet-
itiveness, especially if a great deal of investment in infrastructure and
suprastructure is required.

Potentials for Establishing Valuable quay space must be reserved for companies with high trans-
Industries port volumes and “affinity with the water”. Investment in or a location
to a port requires transparent ownership structures and legal security.

Using Intermodal Transport Danube ports can become important hubs for hinterland transport
for the Constanta and Izmail seaports in the long term. These Black Sea
ports anticipate continual growth in container transports in the long
term stemming from investment by deep sea shipping companies,
which will also stimulate more and more hinterland transport along the
Danube. In order to ready the Danube for these increases, reliable
navigation services in the form of liner services are needed. In the fu-
ture these container liner services will only serve those ports that are
equipped with bridge cranes and spreaders, offer value-added ser-
vices, such as container depots and repairs, or even stuffing/strip-
ping and are suitable as a stop on the scheduled route.

Quality of Information The future scenario depicts the inland port as an information hub. The
Systems in the Port increased dependence on information technology in logistics and the
development of information systems for navigation in Europe have
given rise to new requirements for quickly and efficiently passing on
logistical information to ports. These requirements can only be met by
using modern hardware and software, as well as trained and flexible
staff.
A5.2 Transhipment Methods and Transhipment Equipment
In the transport sector there are a host of different types of classification
of goods. Usually, goods are classified according to sector and industry,
the processing stage of the goods or according to their aggregate status.

The two-dimensional classification of goods depicted here is based on one


hand on transhipment methods and on the other on the composition of the
cargo, whereby a differentiation is made between general cargo and
bulk cargo.

Transhipment methods according to cargo type

57
Cargo Type

General Cargo Bulk Cargo

Heterogeneous Breakbulk incl. paper Bulk Cargo – Liquid Cargo – incl.


Cargo rolls and containers incl. coals, ores fuels, derivates
and grain and chemicals

Ro/Ro Hooks, grabbers, spreaders Ro/Ro Grabbers Suction equipment Pumps

Transhipment

Output of port transhipment equipment

Luffing and slewing crane, Luffing and slewing crane, Gantry crane (bridge),
up to 15 t up to 30 t up to 40 t

Grab operation 1 120 t/h 160 t/h 200 t/h


Hook operation 80 t/h 100 t/h 120 t/h
General cargo 40 t/h 50 t/h 60 t/h
Spreader 15 Container/h 25 Container/h

1)
Up to 800 t/h for bulk cargo for the steel industry (coal, ores, etc.)
a
A5.2.1 Cranes

GANTRY CRANE

Gantry cranes are primarily used to tranship containers, but can also be
used for other goods, such as metals and coils. Capacity comes to approx-
imately 25 containers an hour. The crane can reach full capacity when
handling containers by using a spreader.

Gantry crane at the Port of Krems

Source: Mierka Donauhafen Krems


LUFFING AND SLEWING CRANE

A luffing and slewing crane is a universally used transhipment crane and


is suited for transhipping goods with hooks or grabbers. Procurement
costs are significantly less than those of a bridge crane.

Luffing and slewing crane at the Port of Enns

59

Source: EHG Ennshafen GmbH

MOBILE CRANE

Mounted on rubber tyres, mobile cranes can be moved easily in the port
area; they are flexible and can be used to tranship different cargo.
Performance lays below that of specialised cranes.

Mobile crane at the Passau-Racklau Port

Source: Liebherr-Werk Nenzing


a
A5.2.2 Ro/Ro Ramps
Transhipping roll-on/roll-off units requires the ports to have ramp equip-
ment. Numerous Danube ports are equipped with Ro/Ro ramps, including
the Austrian ports Vienna-Freudenau, Enns and the commercial port in
Linz.

Ro/Ro ramp at Vienna-Freudenau

Source: via donau

A5.2.3 Suction and Pumping Equipment: Transhipping


Liquid Goods
Special suction and pumping equipment is used for transhipping liquid
goods. This equipment, so-called fillers, are docked onto the tanker ship
using a swinging arm and the cargo is pumped directly into storage tanks
or waiting railway cars or trucks, and vice versa, tankers are filled from the
warehouse. Since the majority of liquid goods are classified as dangerous
goods, tank loading areas are subject to stringent safety standards.
Transhipment station for liquid goods at the company of ETLG – Erdöl- und
Tanklager GesmbH at the Vienna-Lobau Oil Port

61

Source: via donau

A5.2.4 Covered Transhipment


Transhipping goods in a covered building or a building that is cantilevered
over the water and protected along the sides from the rain allows wet-
ness-sensitive goods, such as magnesite, steel cylinders or fertilisers, to
be manoeuvred regardless of the weather. Ideally the vessel can enter the
building completely. The company Industrie Logistik Linz GmbH operates
such a facility at the voestalpine plant port.

Covered transhipment at the ILL facility

Transhipments in the ILL building


can be seen live via a webcam on
the company’s website:
www.ill.co.at/logistiklive.html

Source: via donau


a
A5.2.5 Transhipment of Heavy Goods
Special port infrastructure, the appropriate logistics and transhipment
equipment, such as pallets for heavy goods and special cranes, are re-
quired for transhipping heavy goods.

The Felbermayer group in Linz operates a port on the grounds of the voest-
alpine plant primarily specializing in transhipping heavy goods. The port is
located near the estuary of the Traun river. The port basin, 100 m in length
and 17 m in width, can be used by all of the vessels used for transporting
goods on the Danube. The portal cranes can lift up to 450 tons. The port
has over 125,000 m2 of free space and heavy goods buildings with 45,000 m2
of space for industrial use or interim warehousing.

Portal crane at the Felbermayr Heavy Goods Port

www.felbermayr.cc

Source: Felbermayr Transport & Hebetechnik GmbH & Co KG

Transhipping heavy goods weighing up to 300 tons each is also possible in


Bratislava using a portal crane for heavy goods. In open sea ports, trans-
shipments from inland navigation vessels to sea-going vessels and vice-
versa are often carried out using a floating crane.
Portal crane for transhipping heavy goods at the Port of Bratislava

63

www.spap.sk/transhipment/
english

Source: via donau

A5.2.6 Conveying and Lifting Machinery

Continuous conveyors and conveyor belts are also used in the tranship-
ment of cargo, for example for loading and unloading inland navigation
vessels with grain.

Reach stacker at the Port of Vienna

www.wienerhafen.com

Source: WienCont Containergesellschaft mbH


a
The company Liebherr constructed a new reach stacker with a curved,
extendable arm at the beginning of 2004. With this construction, containers
can be loaded and unloaded directly from the inland navigation vessel.

Reach stacker LRS 645 from Liebherr’s new product line

www.liebherr.com
Source: Liebherr-Werk Nenzing

Forklifts are also used for manoeuvring containers laterally, in addition to


reach stackers.

For a host of products, such as log wood, paper cylinders, coils, etc. spe-
cial equipment, such as clamps or grippers, is required to ensure the effi-
cient and damage-free transhipment of cargo.

Paper loading at the company Danubia Speicherei, at the Port of Enns

www.ennshafen.at
Source: EHG Ennshafen GmbH
A5.3 Types of Warehouses
Warehouses are taking on increased importance as a consequence of the
modernisation of commercial logistics, for example as a distribution ware-
house offering more added value thanks to supplemental services, such as
assembling.

Depending on the intended purpose, there are three different kinds of


warehouses: storage warehouses, transhipment warehouses and distri-
bution warehouses. As regards construction, there are open storage facil-
ities, covered storage facilities and special-purpose storage facilities.

Types of storage facilities


65
Function Storage Transhipment Distribution
Warehouse Warehouse Warehouse
Construction

Open Storage for bulk Ore Warehouses for


cargo, gravel bulk cargo and container yards
Covered Sulphur, salt Paper cylinders Car tyres
Special function Silo for grain Bentonite Car silo

A5.3.1 Examples for Special Warehousing in Austrian


Ports
Facility for Oversized Goods at the Port of Vienna-Freudenau

In June 2004 the Vienna-Freudenau port began operations in two facilities


for oversized cargo. Here, primarily parts for underground trains are being
stored. Thanks to its tent-like construction, the storage facilities can be set
up and modified as needed very quickly.

Outside view Inside view

Source: via donau


a
Storing Bulk Goods

A few inland ports – in Austria: Vienna and Krems – have modern storage
facilities and boxes for bulk goods. These boxes have a special roof con-
struction with a wide opening, enabling the cargo to be unloaded directly
from the vessel to the storage facility by crane.

Raw materials facilities such as these represent key pieces of equipment


for bulk cargo logistics at the Port of Krems. Raw materials are stored in 13
boxes with a total volume of 18,000 m3 for industry and commercial compa-
nies. The goods are delivered as an entire vessel’s load and transhipped
directly into the boxes using bridge cranes with grabbers. Landside, the
storage facility features a tiltable ramp for trucks that transport the raw
materials to the customers. Each box contains one type of raw material,
ensuring that many different kinds of cargo can be stored here thus ex-
panding the services provided by the port.

As of September 2004 the Port of Vienna-Freudenau has a similar storage


facility for bulk goods. Feed, grain, salt, artificial fertilisers or construction
materials can be temporarily stored here in six boxes with a volume of
1,800 tons maximum each. With a total capacity of six vessels´ cargoes,
this facility is one of the largest and most modern in the greater Vienna
area and opens up a new and interesting market segment for the port.

The bulk goods storage facility was opened at the Port of Vienna-
Freudenau in September 2004

Source: via donau


A6 O RGANISATION OF I NLAND S HIPPING C OMPANIES

The organisation of an inland shipping company can take many different


forms. Ideally – as illustrated by the following diagramme – the company
has a sales unit that answers directly to management, an operative unit
responsible for carrying out the transports and an administrative unit. The
sales unit is not only divided according to sector, but also according to
areas of expertise.

Landside operations of a shipping company usually have the following


shipping departments: 67

Department Responsibilities

Vessel Management Operating and monitoring the company’s vessels (selecting the
crew, setting destinations, etc.)

Transport Department (Assignment) Assigning, carrying-out and managing transport contracts in con-
junction with Vessel Management, and communicating with the
customers

Nautics Recording, analysing and administering data from information about


the waterway (e.g. water levels, fairway channel impediments, navi-
gation interruptions), drawing up water level forecasts

Engineering Ongoing maintenance, repairs and upgrading of vessels, communi-


cating with external testing agencies, carrying out matters relating
to the vessel’s register

Personnel Scheduling vessel crews, further training of personnel, checking


and evaluating the qualifications of the crew members (especially
the captains), supplying the vessel crews with legal provisions

Insurance and Average Ensuring proper insurance coverage, dealing with instances of
damage; maintaining average files
a
Organisational chart for an inland shipping company

Secretary
Management Strategic Planning
(Personal Assistant)

Auditing

Legal Department

Sales Operations Administration

General Bulk
Liquid Cargo Containers
Cargo Cargo Vessel
Management Accounting

Transport Area I
Transport Finance and
Department Controlling

Human
Nautics
Transport Area II Resources

Other
Insurance
Administration

Engineering

Average

Source: via donau


A6.1 Carrying out a Transport Contract
A customer’s request for transport is first processed by the Transport
Department which checks with Vessel Management regarding the availa-
bility of a suitable vessel. Vessel Management decides whether a compa-
ny vessel or a vessel belonging to another company is to be used. The
Transport Department then draws up and submits an offer to the customer
in conjunction with the Accounting Department.

If the company takes an order, the Transport Department creates a trans-


port file. The Transport Department and Personnel Planning take over the
coordination of the vessel and crew.

The crew is required to report its progress to Vessel Management on a


69
constant basis. This concerns the beginning of the journey, the entrance
into the loading port, the loading, the condition of the goods, etc. The
Transport Department takes the customer’s specifications and provides
information on the progress of the transport to the customer. The control-
ler tells the customer that the vessel has arrived and is unloading.

After the end of the transport, Invoicing sends the customer the bill. Within
the shipping company, Controlling analyzes the profitability of the contract
and communicates this to Vessel Management and the Transport
Department.
a
A6.2 Crew and Work Processes
The minimum number of crew members and the composition of the crew
depend on the size and class of the vessel and its operating structure.

Each vessel is managed by a competent person. This person is considered


suitable if s/he has a licence for the class of vessel in question and the
route to be travelled.

Crew Members Responsibilities

Captain, Boatmaster Sole person responsible on the vessel in matters of expertise and
staff; the holder of a captain’s certificate is entitled to operate a ves-
sel on the sections of the waterway indicated in the certificate

Pilot Entitled to navigate the vessel and instruct the captain on board in
specific, nautically difficult sections

Helmsman First assistant to the boatmaster and also required to obtain the corre-
sponding certificate

Deck Crew Complete crew with the exception of the engineering staff; carries out
various assistant tasks during the journey, such as monitoring the
cargo or maintaining the vessel

Boatswain Foreman and master on board, slightly superior


member of the deck crew

Crewman Inferior member of the deck crew

Deckman On the Rhine: unskilled beginner, ordinary seaman


On the Danube: skilled, underage ship´s boy

Ship´s Boy Member of the crew still undergoing training


(Ordinary Seaman)

Engine-Minder Monitors and maintains the propulsion motor (main engine) and the
necessary concomitant systems
A6.3 Concomitant Services for the Vessel
A host of services is provided, not just by the shipping company, but also
by specialised service providers.

Service Functions

Bunker Services Supplying the vessels with fuels (bunkering) using a landside bunk-
er station or bunker boats supplying the vessels with lubricants or
71
other supplies, such as lifejackets, fire extinguishers, ropes, paint,
detergents, flags, etc., recycling used oil and oily waste

Shipyards Construction and rebuilding of vessel, carrying out comprehensive


repairs, such as sealing leaks, repairing collision and other forms of
damage

Stowage Storage of goods by experts, in particular when loading and unload-


ing containers, general cargo, construction parts and heavy goods;
check of the cargo on board (unit numbers, mass, labelling and out-
ward appearance)
a
N OTES
A7 I NITIAL AND F URTHER T RAINING
FOR D ANUBE N AVIGATION

In 2000 the apprenticeship “inland navigation” was introduced in order to


adapt vocational training in inland navigation to meet modern require-
ments.
The Ordinance Adapting Training
in Inland Navigation was pub- The apprenticeship takes three years to complete and is made up of theo-
lished in Federal Official Gazette retical and practical training. The programme consists of a total of 1,500
no. II/183/2000. hours of instruction over the three school years, whereby, in addition to
general subjects (such as political science, German and communication,
accounting and correspondence, a foreign language and applied comput- 73
er science), special subjects, such as hydrology, vessel technology, sci-
ence and navigation management are also taught. This is the first appren-
ticeship to include a computer skills certificate in its training course.

Instruction covers a broad range of general and technical subjects in the


following areas:

• Inland waters and inland waterways


• Handling navigation tools, such as radar, sonar, equipment for satellite
navigation and systems for sending information
• Shipbuilding, vessel propulsion and vessel equipment
• Handling of necessary tools, machinery, devices and materials
• Basic skills in metal and wood working

Vocational school training is carried out en bloc, consists of 12 weeks per


apprenticeship year from the end of October to the beginning of February
and is held at the Vocational School for Metal and Glass Technology in
Vienna. The apprentices receive their practical training directly from the
shipping company.

After finishing their vocational training, the apprentices should be able to


carry out basic activities of inland navigation correctly and in a self-suffi-
cient and independent manner. These include:

• Helping to steer self-propelled or non-self-propelled vessels on water-


ways and in ports
• Preparing the vessel for transport
• Operating machinery, systems and equipment on board
• Carrying out manoeuvres and coupling procedures
• Carrying out loading and unloading procedures
• Carrying out other kinds of nautical activities
• Maintaining and repairing vessels, their machines, systems and equipment
• Monitoring the cargo on board the vessel
• Recognising external influences, situations and unforeseen dangers,
and reacting appropriately
• Carrying out rescue and safety measures
• Dealing with customers and public authorities
a
The training programme to become an inland boatsman is concluded after
the apprentices take a theoretical and practical examination. The theoret-
ical exam covers general navigation, knowledge of inland routes and ap-
plied mathematics and is taken in writing. While in general navigation,
questions on knowledge of shipbuilding, maintenance and repairs are
asked, apprentices must also demonstrate knowledge of inland route con-
cerning the description of specific fairway sections, including tributaries,
ports, bridges, etc. In applied mathematics, apprentices must be able to
calculate speed and travel time, as well as convert currencies.

The practical exam consists of a hands-on part and an interview. In the


first part, correct boatsman behaviour, such as anchor manoeuvres and
operation of a vessel’s motor are tested, while the interview focuses on
describing navigational problems using the appropriate technical vocabu-
lary.

Graduates are entitled to be employed as inland navigation crewmen. With


the appropriate additional training, graduates may subsequently earn their
captain’s certificate.

Currently the DDSG Blue Danube Schifffahrt GmbH, the Donau-Tankschiff-


fahrt GmbH (DTSG) and the Brandner Schifffahrt GmbH train apprentices.
The DDSG Blue Danube takes five apprentices annually, DTSG takes two
to three and Brander takes one to two. Thanks to positive experience with
this new vocation, it is anticipated that more apprentices will be taken in
the upcoming years.

In addition to the extensive training in the vocational programme de-


scribed above, basics of inland navigation are also taught at various com-
mercial vocational schools in Austria, higher-level secondary schools as
well as Fachhochschulen and universities, but do not cover the subject
exhaustively.

Hence, via donau deems it important to systematise knowledge of inland


navigation in this Manual on Danube Navigation and in the Manual on
Danube Ports, and provides new impetus for training in this field.

For further information on the vocation “inland navigation”, please


contact the Austrian Federal Chamber of Commerce/Association for
Navigation.

Tel. +43/1/50105/3758
e-mail: ahoi@schifffahrt.at
www.schifffahrt.at
B T HE M ARKET FOR D ANUBE N AVIGATION

B1 The Danube as a Regional Market of the Future 3

B1.1 Characteristics of this Regional Market 3


B1.2 Economic Development 5
B1.3 Development of Transport Volume 8

B2 Perspectives for Inland Waterway Transport


in the Danube Region 9

B2.1 Transport Volume on the Austrian Danube 9


B2.2 General Potential of Danube Navigation 11
B2.3 Industry-Specific Potential for Danube Navigation 14
B2.3.1 Automotive Industry 14
B2.3.2 Paper Industry 15
B2.3.3 Chemical Industry 16
B2.3.4 Waste Transport 17
B2.3.5 Agriculture and Forestry 18
B2.3.6 Special Transports 19

B3 Examples for the Successful Use of Danube Navigation 21

B3.1 Liner Services 21


B3.2 Success Stories 23

B4 Public Funding 31

B4.1 European Union Subsidy Programmes 31


B4.1.1 The Seventh Framework Programme (FP7) 31
B4.1.2 Marco Polo II 32
B4.1.3 Cohesion Policy 33
B4.1.4 EU Programmes for Candidate Countries, Third Countries
and Other Countries 35
B4.2 Austrian Subsidy Programmes 36
B4.2.1 Programme for Promoting Combined Freight
Transport Road-Rail-Inland Navigation 36
B4.2.2 Aid Scheme for Intermodal Terminals 37
B4.2.3 Austrian Promotion Programme for Security
Research 38
B4.2.4 Programme for an Environmentally-Friendly and
Market-Oriented Austrian Inland Navigation
Fleet (Draft) 38
B4.2.5 Pilot Programme for Developing Intermodal
Transport on the Danube Waterway 39
B4.2.6 Programmes by Austria’s Federal Provinces 40
b THE MARKET FOR D A N U B E N AV I G AT I O N

Chapter A described inland waterway transport as a system, outlining its


most important components and processes. The focus there was on the
nautical and technical aspects of inland waterway transport.

Chapter B concentrates on the market for inland waterway transport in the


Danube region. In this section the focus is on the regional transport mar-
ket and the transport potential that is influenced by specific framework
conditions and results from the interplay between supply and demand.

An important component of the transport market is its players. The follow-


ing actors are typical for the inland waterway transport market:

Shipping companies operate ships commercially for inland navigation


and short sea trade. They organise and carry out transports for profit with 1
their own vessels or with vessels owned by third parties. Their responsibi-
lities are to manage their numerous vessels and prepare the transports
from their land-based operation.

In addition to shipping companies, independent shippers – referred to as


private ship owners – also operate on the Austrian market. They come
primarily from EU Member States, chiefly from Germany, Belgium and the
Netherlands. Most private ship owners only have one single motorised
cargo vessel; only a few operate up to three vessels. As a rule, private ship
owners also act as boatmasters, and most of them do not have any com-
mercial offices on land. Many are organised in the form of membership
cooperatives.

Shipping companies and private ship owners often avail themselves of so-
called freighting companies selling shipping companies’ services to cus-
tomers. These companies broker cargo space on vessels and specialise in
inland waterway transport.

Specialised forwarders or specialised business units in forwarding com-


panies also work in inland waterway transport.

Furthermore, agencies are also active in the inland waterway transport


market, often operating at their own expense, and are primarily involved in
brokering vessel transports. They also act as a liaison between shippers
and shipping companies.

For contact addresses in inland


waterway transport in Austria,
please refer to appendix F4.
b
N OTES
B1 T HE D ANUBE AS A R EGIONAL M ARKET
OF THE F UTURE

~
Since the end of the Milosevic´ era in former Yugoslavia and the implemen-
tation of the Stability Pact for the Balkans in 2000, integrating the Danube
region into the European Union has become a political and economic
priority of the highest order. The Danube Region Cooperation Process was
initiated in 2002 and is impressive evidence of the international commit-
ment to this goal. The process involves all countries in the Danube’s catch-
ment area: Austria, Bosnia and Herzegovina, Bulgaria, Croatia, the Czech
Republic, Germany, Hungary, Moldova, Romania, Serbia, Montenegro,
Slovakia, Slovenia and Ukraine. This process has been given a further
boost through the enlargement of the European Union in recent years.
Issues concerning the economic prospects for this extensive region are
now of growing importance for all of Europe.

3
B1.1 Characteristics of this Regional Market
With nearly 90 million inhabitants, the Danube region is of particular eco-
nomic interest due to its sheer size alone. The gross domestic product
(GDP) generated by the Danube countries – without Germany and Ukraine
– comes to more than € 450 billion. This impressive volume is bound to
draw the attention of economists and primarily of companies.

The Danube region has an enormous, albeit heterogeneous market. Large


differences in economic structure and individual development separate
countries of this region. This economic and political heterogeneity is linked
to a dynamic development unparalleled anywhere else in Europe. While
the Danube countries have been hit by the global economic downturn of
the last few years, their growth rates, however – with the exception of
Germany and Austria – rose significantly above the European average.
This trend will continue in the upcoming years.
b
The “Danube Belt”- an axis of development

Development scenarios for the


Danube region up to 2010:
Regions which should be looked at

the most sensitive areas:


-----
----- green lines – rural areas
-----
▼ red triangles – areas where industrial
concentration is delayed

important cities in the Danube region:


metropolis
new capitals

cities in the Danube region:


large cities
cities of medium size
selected important cities within the
western periphery of the Danube
region
.......
.......
....... red dots – Danube Belt
2,500 m
1,000 m height

Source: Austrian Institute for Regional Studies and Spatial Planning

The capital cities of the Danube countries – Vienna, Bratislava, Budapest,


Belgrade, Sofia and Bucharest – form the main axis of this economic de-
velopment. The “Danube Space Study” carried out by the Austrian
Institute for Regional Studies and Spatial Planning (ÖIR) in 2000 refers to
this axis as the Danube Belt. It represents the strongest cohesive force in
the Danube region. The further development of the ties between these
capital regions on a political, economic and entrepreneurial level will be
the key to achieving future prosperity in this region.

One of the most striking characteristics of the Danube region is the sub-
stantial discrepancy in national income and in macro-economic producti-
vity. The income and price levels, measured in exchange rate parity of
per-capita GDP range from approximately € 24,500 in Austria to some
€ 700 in Ukraine, which is equivalent, incredibly, to a ratio of 35:1. A com-
parison of GDP in terms of purchasing power parity narrows the gap
considerably. Still, all new EU Member States and accession candidate
countries are far below the average of the previous 15 EU countries.
Hungary is at the upper end of the spectrum with 50% of the EU-15 aver-
age, while Ukraine comes to only 16%.
Per capita GDP purchasing power parity for 2003 in €

Ukraine 5,150
Romania 6,730
Bulgaria 6,830
Croatia 9,890
Slovakia 11,730
Czech Republic 15,400
Hungary 13,680
Germany 24,113
Austria 26,917

Source: wiiw / November 2004

Considering annual GDP growth rates figures, a forecast of average eco-


nomic expansion per year is expected to reach 4% for the south-eastern 5
Danube countries (ÖIR, based on forecasts from the Federal Ministry for
Transport, Innovation and Technology, the European Commission and the
Vienna Institute for International Economic Studies – wiiw, 2003). In com-
parison, annual GDP growth in western European countries is estimated to
come to a mere 2%.

B1.2 Economic Development


The economic transformation in the former Communist countries of
Central and Eastern Europe is aimed at introducing free-market mecha-
nisms throughout the region that are necessary for guiding the decisions
made by the economic key players. In every case, this transformation is
supported by three different and interdependent elements:

• Deregulating access to the market,

• Privatising rights of disposition and economic decisions which is key for


boosting investment, and

• Deregulating the market.

Although economic policies in most of the emerging markets of Central


and Eastern Europe have a similar basic approach, they have met with
varying degrees of success, as the individual measures and instruments
have been and still are significantly influenced by the structures specific
to each country.
b
Foreign Trade
The first step in this transformation was to deregulate foreign trade. The
outcome was an astoundingly rapid and profound reorientation in the flow
of foreign trade. The collapse of traditional demand of the planned econo-
my and the shock-like confrontation with competition on the global mar-
kets resulted in underemployment and the closure of numerous large
enterprises. This gravely affected the heavy industry and those sectors
that manufactured mass-market consumer goods for the Eastern
European markets.

At the same time, many old and new companies succeeded in positioning
themselves quickly and competitively in the EU regions thanks to relative
advantages in (wage) costs.

Today the countries of the Danube region – except for Ukraine and
Moldova – have established intensive economic ties with the EU. Export
intensity (exports calculated as a percentage of GDP) in the smaller coun-
tries reaches 60%-70%, while in the remaining countries export intensity
equals 40%-45%. In comparison, foreign trade between the countries that
are not yet EU Member States is underdeveloped. Some progress, how-
ever, has been made since the EU opened its markets to the countries of
the Stability and Association Process.

Exports and imports of selected Danube countries in 2004

Bulgaria Serbia Croatia Romania Slovakia Ukraine Hungaria


(incl. Montenegro)
BG RS/ME HR RO SK UA HU

Export quota
(exports in
% of GDP) 41.1 15.2 23.9 32.1 67.5 51.6 55.8

Top-3- DE 14.6 n.a. IT 17.0 IT 17.2 DE 23.8 RU 40.7 DE 29.3


export partners RU 12.7 n.a. DE 15.6 DE 14.9 CZ 13.2 DE 9.4 AT 8.2
(in %) IT 9.8 n.a. RU 4.8 FR 7.1 RU 9.4 TM 6.7 RU 5.7

Top-3- IT 13.1 n.a. IT 22.9 IT 21.2 DE 28.7 RU 18.0 DE 31.6


import partners DE 10.2 n.a. BA 14.4 DE 15.0 CZ 13.3 DE 5.8 AT 7.3
(in %) GR 9.9 n.a. DE 11.2 FR 8.5 AT 7.9 TR 5.7 UK/FR 5.6

Share of imports
from the EU-25
countries
in 2004 (in %) 54.1 54.3 69.5 64.9 73.6 32.6 71.7

Share of exports
to the EU-25
countries
in 2004 (in %) 58.3 52.1 64.6 72.9 85.2 29.9 79.5

Comment: Import & export from the Danube states’ point of view AT Austria IT Italy
BA Bosnia and Herzegovina RU Russian Federation
Source: wiiw Statistical Handbook for Central and Eastern Europe,
CZ Czech Republic TM Turkmenistan
2005
DE Germany TR Turkey
FR France UK United Kingdom
GR Greece
Direct Foreign Investment

Deregulating foreign trade triggered a significant influx of direct foreign


investment. The main target countries for foreign capital were Hungary,
followed by Slovakia and Romania. Slowly, but with great long-term poten-
tial, foreign capital is beginning to flow into the other countries in the
Danube region.

Cumulated direct foreign investment (in billion €)

Source: Austrian Institute for Regional Studies and Spatial Planning, based on information
from Statistics Austria and the wiiw
b
B1.3 Development of Transport Volume
The increase in foreign trade in the Danube region denotes an intensifica-
tion of economic ties between the Central and Eastern European countries
(CEECs) and Western Europe. The natural result of the growing economic
interdependencies between these countries is a rise in transport volume
in the Danube region.

Development of transport volume between Austria and the CEECs


(in 1,000 t)

Source: Austrian Institute for Regional Studies and Spatial Planning, on the basis of infor-
mation from Statistics Austria and the wiiw

The most dramatic growth rate in absolute terms for foreign trade between
Austria and the CEECs is in bilateral trade with Hungary, followed by
Slovakia and Ukraine, which also have managed to record impressive
growth rates. Transport volume for the remaining Danube countries is cur-
rently rather moderate; however, a sharp rise is anticipated in the medium-
term, based on the favourable economic development in these countries.
B2 P ERSPECTIVES FOR I NLAND W ATERWAY T RANSPORT
IN THE D ANUBE R EGION

B2.1 Transport Volume on the Austrian Danube

Transport volume on the Austrian Danube has seen an upward trend over
the last decade. The Main-Danube Canal connected the Rhine with the
Danube in 1992, creating a 3,500 km-long, continuous waterway between
the North Sea and the Black Sea and bringing increased transport volume
to Western Europe.

On the other hand, political instability in the 1990s in the Balkans caused
the transport flux on the lower Danube to stagnate or even completely col-
lapse. The destruction of three bridges in Novi Sad in 1999 led to a stop-
page of navigation in this section. By 2005, all these bridges had been
rebuilt and the last of these bridges was re-opened in October the same 9
year.

The eastern enlargement of the EU to date and the stabilisation of the polit-
ical environment both provide a favourable setting for the increased utili-
sation of the Danube to transport cargo in the future. The drop in transport
volume in 2003 - the first time this had happened since 1999 (-15% com-
pared to the previous year) - can be attributed to the unusually long peri-
od of low water levels in the summer and fall of the same year. Thus, the
2003 decrease can not be taken into account in the overall growth trend in
transport volume over the past few years. Unfavourable water conditions
similar to those in 2003 occur statistically speaking approximately every 10
years. This demonstrates the need to take action in public transport policy
to remedy the nautical bottlenecks.

Traditional bulk cargo (grain, ore and coal) and liquid cargo (primarily
mineral oil) account for the lion’s share of the cargo transports on the
Austrian Danube. There are great expectations, however, for the develop-
ment of container and roll-on/roll-off traffic. In the long term it will be pos-
sible to boost their share of the total volume from currently less than 1% to
approximately 7%, matching that on the Rhine. Compared to 2004, the
transport volume in 2005 remained static, due to low water level.

The main reason for the above-mentioned boost is the intensification of


trade with the southeastern European Danube region and the Black Sea
region since the EU’s eastern enlargement. At the beginning of 2004 a spe-
cial container terminal was opened in the Port of Constanta, making this
port of particular significance as a transhipment site for intermodal trans-
port and as a link between inland waterway transport and deep sea ship-
ping.
See section B3.1
Thanks to its considerable length, the Danube waterway also has excel-
lent potential for intra-continental transports; however, such a develop-
ment would require new and more competitive services.
b
Development of transport volume on the Austrian Danube 1992-2005

14,000,000

12,000,000

10,000,000
Transport Volumes in Tons

8,000,000

6,000,000

4,000,000

2,000,000

2005

Total excluding gravel Import Export Transit Inland excluding gravel

Source: Statistics Austria; diagramme: via donau

Goods traffic on the Austrian section of the Danube in tons

Western Relations Eastern Relations Transit Inland

6
Year Import Export Import Export Upstream Downstream „Regular” Gravel Total Total.
excl. gravel
1992 1 634,818 158,953 3,392,944 684,000 963,825 260,644 609,680 0 6,704,864 6,704,864
1993 1
878,922 475,812 3,009,694 261,502 1,044,361 341,449 530,042 0 6,541,782 6,541,782
1994 1
942,837 574,966 3,524,509 59,596 1,529,312 641,470 433,176 0 7,705,866 7,705,866
1995 1
1,153,757 680,166 3,446,388 109,057 2,266,854 612,597 521,641 0 8,790,460 8,790,460
1996 2 1,166,783 589,412 4,123,453 223,005 1,982,645 678,094 539,439 0 9,302,831 9,302,831
1997 1,176,607 544,138 3,890,652 235,872 1,843,077 814,853 698,926 0 9,204,125 9,204,125
1998 1,180,122 765,109 4,128,857 157,552 2,079,764 960,646 964,437 115,723 10,236,487 10,120,764
1999 3
1,526,466 935,417 3,646,013 327,581 1,949,177 828,175 773,673 205,375 9,986,502 9,781,127
2000 1,792,841 911,641 3,657,055 279,229 2,153,874 1,038,980 1,146,284 504,842 10,979,904 10,475,062
2001 1,728,336 817,360 3,878,654 440,207 2,211,669 1,351,721 1,205,726 680,898 11,633,673 10,952,775
2002 1,846,620 848,552 4,465,216 706,282 2,594,140 1,294,894 560,747 134,777 12,316,451 12,181,674
2003 4
1,703,758 880,674 3,521,366 686,588 2,031,435 993,352 920,181 572,011 10,737,355 10,165,343
2004 5 2,213,205 726,020 3,858,441 909,134 2,517,852 1,258,926 191,396 0 11,648,196 11,648,196
2005 5 2,275,418 809,917 3,794,125 846,071 2,697,545 1,348,772 244,695 110,936 11,580,000 11,469,064

1 Yugoslavian crisis 92/95 Source: Statistics Austria; diagramme: via donau


2 End of the Yugoslavian crisis fall 1995
3 Begin of the 2nd Yugoslavian crisis (impediments due to destroyed bridges in Novi Sad)
4 Impairment losses of total revenue due to extreme low water periods in the second half of the year
5 Calculation of transit based on the reported transport volume at lock “Jochenstein”
6 Local gravel transports
B2.2 General Potential of Danube Navigation
Danube navigation’s great potential has by far not yet been fully tapped.
The following measures are aimed at helping boost this mode of transport
in a sustainable manner:

a) Developing attractive services on the Danube, including combined


transports (especially with innovative liner services).
b) Modernisation through navigation information services, termed River
Information Services (RIS) – and
c) Eliminating nautical bottlenecks (e.g. by implementing the Integrated
River Engineering Project on the Danube to the East of Vienna) in
order to guarantee minimum fairway depths all year round.

The gradual implementation of these three measures has already begun in


Austria. As a result, Danube navigation will be capable of handling future
transport volumes efficiently. Excellent logistic services on the waterway
are aimed at giving Austrian businesses access to a fair share of South-
eastern Europe’s robust potential for market growth. 11
The Austrian Institute for Regional Studies and Spatial Planning drew up a
detailed prognosis for cargo transport on the Austrian Danube in 2004.
Under ideal conditions transport volume could triple by 2015. Depending on
which measures are considered for improvement, the following growth
potential (basis year 2000 = 100%) can be forecast for Danube navigation
by 2015, provided that the overall economic trend remains favourable:

Infrastructure
Transport Volume
(2000=100%)
unchanged improved

Logistics and unchanged 142 % 236 %


River Information
Services improved 208 % 278 %

Source: Development of Cargo Transport in Corridors, 2004 (Austrian Institute for Regional
Studies and Spatial Planning), as well as the EUDET-Evaluation of the Danube Waterway as
a Key European Transport Resource, 1996-1999

The detailed results of the above-mentioned forecast are outlined in the


following chart depicting current and anticipated transport volume on the
Austrian Danube broken down according to transport relations and cate-
gories of goods. The basis for the assignment of categories of goods is the
standard goods nomenclature for transport statistics NSTR (Nomenclature
uniforme des merchandises pour les Statistiques de Transport, Revisée).
The ten original categories of goods were consolidated into the following
three categories, A, B and C:
b
Category A Category B Category C
= higher-value cargo = medium-value cargo = traditional bulk cargo
(chemical products, machinery, (agricultural and forestry goods, (foodstuffs and feed, solid fuels,
vehicles, processed goods and metal products, mineral raw mater- crude oil products, ores and metal
special transport cargo) ials and construction materials) waste, fertilisers)

In terms of transport relations, the Danube is divided up into the sections Upper Danube (Germany – Hungary) and
Lower Danube (Croatia – Black Sea confluence).
Development of transport volumes according to categories and transport
routes by 2015 (in 1,000 tons)

Relation Category of Goods Status Quo Basic Scenario Optimised


Scenario
2000 2015 2015
Internal Danube A 97 286 1,700
B 1,493 2,621 4,001
C 4,224 5,862 7,804
total 5,814 8,769 13,505
Rhine – Upper Danube A 173 249 2,685
B 2,258 2,942 5,178
C 1,560 1,800 3,339
total 3,991 4,991 11,202
Rhine – Lower Danube A 4 18 1,551
B 18 247 981
C 0 58 131
total 22 323 2,663
All Routes A 274 453 5,936
B 3,769 5,810 10,160
C 5,814 7,720 11,274
all routes 9,827 14,083 27,370

Source: Development of Cargo Transport in Corridors, 2004 (Austrian Institute for Regional
Studies and Spatial Planning)

This table shows two scenarios. The basic scenario contains no signifi-
cant measures for improving navigation. The cross-border transport vol-
ume, in other words not including inland traffic, on the Austrian Danube
would increase from 9.8 million tons in 2000 to a mere 14 million tons by
2015. The optimised scenario on the other hand presumes that modern
logistics and telematics technologies, such as River Information Services
and an improvement in fairway infrastructure, will be implemented by 2015.
In this scenario, transport volume would nearly triple, coming to nearly 27.4
million tons, tantamount to an average annual growth rate of about 7%.

A detailed look at the figures shows that enormous growth rates are fore-
cast primarily for higher-value cargo (category A). With the afore-men-
tioned measures, the percentage of category A goods in the total transport
volume could even jump from currently 3% to over 20% by 2015.

Danube navigation’s edge over road and rail becomes clear when compar-
ing transport time and prices. The following three transport scenarios
compare representative market segments. Navigation is primarily an inter-
esting alternative, as it more than compensates for the longer total trans-
port time (door-to-door) by offering significant price advantages.
Transport time-price comparison (inland waterway transport, rail, road –
selected transport scenarios)

Container Bulgaria – Germany


(incl. pre- and end-haulage by truck < 50 km)

Danube navigation will achieve 100%


significant market shares in

Price (Index = truck = 100)


container transport only through 80%
the establishment of efficient liner
services. 60%

40%

20%

1 2 3 4 5 6 7 8 9 10 11
Door-to-door time (days) 13

Car-Transport Austria – Romania


(incl. pre- and end-haulage by truck < 50 km)

With a carrying capacity of 500 100%


passenger cars, a 2-unit coupled
Price (Index = truck = 100)

formation combines massive 80%

economies of scale with


acceptable lead times. 60%

40%

20%

1 2 3 4 5 6 7 8 9 10 11
Door-to-door time (days)

Dangerous Goods The Netherlands – Austria


(incl. pre- and end-haulage by truck < 50 km)

For East-West traffic, the land- 100%


bridge concept (rail and inland
Price (Index = truck = 100)

waterway transport) provides an 80%


interesting option to by-pass the
Main-Danube Canal. 60%

40%

20%

1 2 3 4 5 6 7 8 9 10 11
Door-to-door time (days)

Inland waterway Rail Road Main leg by inland navigation,


transport part of the journey by rail

Source: via donau


b
B2.3 Industry-Specific Potential for Danube Navigation

B2.3.1 Automotive Industry

The automotive industry places great demands on transport logistics.


Logistics for the following three partial divisions are organised parallel to
the phases in the production process or life cycle of the vehicles:

1. Production Supplying the parts for the automotive industry


2. Distribution of new vehicles to the consolidation centre/
dealer/importer
3. Recycling Transporting vehicles no longer in use

Inland waterway transport may well play a key role in the future, chiefly in
distributing new vehicles, as the automotive industry will continue its
strong expansion to Southeastern Europe. One example of this develop-
ment is the new Renault plant in Pitesti, Romania, which started produc-
¸
tion of the ‘Dacia Logan’ in 2005.

The PSA Group (Citroën/Peugeot) and Toyota manufacture some 300,000


vehicles annually (Citroën C1, Peugeot 107, Toyota Aygo) at a joint venture
plant in Kolin in the Czech Republic since 2005. The PSA Group is current-
ly building yet another plant in Trnava, Slovakia, which is also expected to
have a production capacity of 300,000 vehicles. Zilina,
ˇ Slovkia, is to be-
come the home of a Hyundai-KIA plant starting in 2006 creating more de-
mand for transport services.

According to many experts in the automotive industry, the Danube region


is gaining in importance in Europe for car manufacturers, meaning also
that using the Danube waterway as a transport route would also be a
smart move. The attractive advantages in terms of vehicle logistics are the
waterway’s capacity to transport mass volumes of up to 500 passenger
vehicles in a 2-unit pushed convoy, as well as the high levels of safety and
security offered by inland waterway transport. In addition to cars, farm
equipment, such as tractors, combine harvesters and tumbrels also hold
potential for being transported via waterway.
Automotive production sites in the Danube region
DE
Inland Ports Production sites
with corresponding 1 Mlada Boleslav (CZ) – Skoda
equipment 2 Kolin (CZ) – Toyota + PSA*
1
Enns (AT) 3 Graz (AT) – Magna Steyr
2
Vienna (AT) 4 Devinska N. Mes (SK) – VW
CZ Bratislava (SK) 5 Trnava (SK) – PSA*
6 Györ (HU) 6 Zilina (SK) – Hyundai*, KIA
Esztergom, Budapest (HU) 7 Györ (HU) – Audi
5
SK Belgrade (RS) 8 Esztergom (HU) – Suzuki
4 Vidin (BG) 9 Sarajevo (BA) – VW
8 Orsova, Giurgiu (RO) 10 Kragujevac (RS) – Zastava
7
Constanta (RO) 11 Craiova (RO) – Daewoo
AT 12 Pitesti (RO) – Dacia/Renault
3
HU MD
* Start of production in 2006

RO
HR 15
12
11

BA 9 10
RS
IT ME BG

MK
Source: via donau

B2.3.2 Paper Industry


Inland vessels with their ability to transport mass volumes are also well
suited for carrying cargo for the paper industry. The low transport costs
per tons, its ideal suitability for long distances and its ability to be very well
integrated into the intermodal logistics chain make inland waterway trans-
port especially attractive. Paper industry cargo includes finished and
semi-finished products (paper, cartons and cardboard), as well as raw
materials, additives and auxiliaries (wood, paper for recycling, fillers and
pigments).

This industry also represents a key market: Austria is one of Europe’s most
important paper producers with currently just under 10,000 persons
employed in this sector. Total transport volume in 2003 came to approxi-
mately 15.5 million tons. Raw materials, auxiliaries and operating supply
items accounted for 10.2 million tons, with paper, folding cartons, card-
board, chemical pulp and mechanical wood pulp making up some 5.3 mil-
lion tons. Nearly half, 46.1% to be exact, of the current transport volume is
shipped via rail. In 2003 a total of 520,000 tons were imported and over
1 million tons were exported to Europe via deep sea ports. Austria’s
Mur/Mürz furrow alone sends 300,000 tons annually to Antwerp via the
Rhine-Main-Danube route.
b
Transhipment of paper at the Port of Enns

Source: EHG Ennshafen GmbH

As more and more external costs are calculated into the overall transport
prices, e.g. road pricing, the inland waterway transport vessel becomes an
increasingly interesting alternative for this sector and the enormous
amounts of cargo it needs to transport.

B2.3.3 Chemical Industry


Chemical products have continually accounted for about 1% of the total
transport volume on the Austrian Danube over the last decade, or in other
words some 100,000 tons (according to the standard goods nomenclature
for transport statistics NSTR). As a result, chemical products at present
play a less substantial role than crude oil and mineral oil products (20% of
total transport volume).

Compared to the Rhine, relatively few chemical plants are located along
the Danube. Consequently, transporting chemical products via the Danube
waterway from or to the manufacturing plant usually means that pre- and
end-haulage becomes part of the picture. Transporting chemical products
on the Danube requires compliance in particular with the Transport of
Dangerous Goods Act (Gefahrgutbeförderungsgesetz-GGBG) and the ADN
See also section E2.3 governing the transport of dangerous goods via inland vessel.

Entire tankers with a capacity of up to 2,000 tons or variously sized tank


containers (20’, 24’ and 30’ up to 41,000 litres) can be used to haul liquid
cargo.

The plants themselves rarely have a storage volume for raw materials or
for manufactured goods that takes up the entire capacity of a vessel. For
that reason innovative solutions must be found to ensure that the plants
are supplied as efficiently as possible.
Against the backdrop of rather expensive tank storage facilities, combined
freight transport is an interesting possibility for integrating the inland
waterway transport vessel into the logistics chain of the chemical industry
and for responding flexibly to the product quantities required or produced
by chemical plants.

Establishing scheduled container transport services planned for along the


Danube, coupled with the necessary telematics systems for tracking raw
materials and products represents an interesting transport alternative for
the chemical industry.

The latest model of a tank container for transporting chemicals

17

www.lugmair.com Source: Lugmair Handels- und Transport GmbH

B2.3.4 Waste Transport


Sustainable methods for shipping and recycling waste are key aspects in
protecting the environment. In order to combat the effects of our consum-
erist society and its potential for pollution, European law requires all waste
to be treated prior to dumping. Furthermore, the EU also requires an
increase in the utilisation quota, primarily through recycling and re-
introducing the materials to the industrial cycle. To date the implementa-
tion of these laws has varied throughout Europe. Pursuing these two envi-
ronmental goals will continue to increase considerably the transport of
waste, and paradoxically to increase the strain on the environment, since
waste is currently shipped via roadways.

In contrast, using inland vessels to transport household waste, excavation


waste and soil, scrap metals, glass, plastics, paper and dangerous waste,
whether in bulk or in containers, seems to present a promising solution.
The increased integration of the inland vessel can contribute significantly
to reducing the strain on roadway infrastructure, air pollution and noise,
while at the same time making the transports safer and more secure.
b
An inland vessel with waste containers in the Port of Lille

Source: Port de Lille

Successful programmes in France, Germany, the Netherlands and England


where inland waterways are used to transport waste only underscore the
Danube’s potential. These examples illustrate that the chief motive for initi-
ating these projects most often is to reduce truck traffic in large urban
centres and to demonstrate the economic potential of waterway trans-
ports over very short distances. For example, household waste from the
French city of Lille is shipped to the Blaringhem waste facility 60 km away
via waterway. Total volume comes to about 120,000 tons waste per year,
www.portdelille.com relieving the roadways of an equivalent of at least 10,000 trucks annually.

B2.3.5 Agriculture and Forestry


Agricultural and forestry products make up about 10%, or around 1 million
tons, of the total transport volume on average on the Austrian Danube (cf.
Austrian Federal Economic Chamber, Cargo Transport on the Austrian
Danube from 2001 to 2003). The cargo transported in the largest quantities
as well as the most often is grain, although other agricultural bulk goods
also represent considerable potential for inland waterway transport. Proof
of this are the plans of the AGRANA Zucker GmbH sugar company to grad-
ually increase its use of inland vessels to transport its sugar beets from
Upper Austria. In 2003, AGRANA carried out its first shipments of sugar
www.agrana.com beets, a total of about 50,000 tons, via the Austrian Danube.

The opening of Eastern Europe and further waves of EU eastern enlarge-


ment have and will increase the importance of the farming sector in
Southeastern Europe. In 2002, Hungary produced some 11 million tons of
grain (cf. Eurostat press release, New EU-25 as compared to the EU-15,
March 11, 2004), while Romania’s farmland is approximately the size of
Austria´s total surface area (cf. European Commission, Situation and
Outlook for Agriculture in the Central and Eastern-European Countries).

These future growth markets are lined to central and western European
centres by the Danube, placing the waterway at the centre of plans to
transport agricultural products.

Loading sugar beets onto an inland vessel at the Port of Enns

19

Source: via donau

Taking the demands of the manufacturing industry regarding the logistics


services in a transport chain into consideration will make inland waterway
transport even more attractive for transporting agricultural and forestry
products. Flexible and customer-oriented service characterised by door-
to-door transports, quick processing and predictable delivery schedules
will improve inland waterway transport’s market position and boost the
appeal of the inland waterway transport system.

B2.3.6 Special Transports


Special transports, i.e., the shipment of heavy or outsized cargo, represent
great potential for taking advantage of the inland vessel. The waterway
has a decisive edge over road transport, as no adaptations of the transport
route are required, e.g. removing traffic lights and road signs, protective
covering for plants or exact calculations for the load-bearing capacity of
bridges.

At present, between 100,000 and 150,000 tons of heavy and special cargo
are shipped on the Danube annually (estimation based on information from
Statistics Austria and expert interviews, March 2002). The most common
heavy cargo transported via inland waterway are products made by the
machinery, steel construction and systems engineering industries, ranging
from transformers, brewing vats, tanks, windmills and entire bridge abut-
ments. Energy systems, primarily transformers and generators, are the
b
most important cargo, accounting for 30%. For example, the leading
Austrian energy equipment manufacturer VA Tech-Hydro GmbH & Co KG
ships over 90% of its transformers via the Danube.

Generally speaking, the focus on exports in Austria´s machinery, systems


engineering and steel construction industries translates into large trans-
port volumes for Danube navigation. According to the Association of the
Austrian Machinery and Metalware Industries (FMWI), the export quota
for 2003 came to just under 70%. Germany is the largest buyer at 27%,
while 19% are exported to Eastern Europe, chiefly Hungary, and 13% to
Asia – via the ports in the North and Baltic Seas. Exports to Eastern Europe
show two-digit growth rates, unlike other destination regions.
Furthermore, the Middle East, primarily the oil producing countries, is also
a relevant export market. Two thirds of the companies in the Austrian
machine, steel construction and systems engineering industries are locat-
ed in Upper Austria, placing them in the proximate catchment area of the
Danube.

The chief concerns when transporting heavy cargo, which may entail high
delivery penalties, are prompt delivery, safety and security and the great
cargo-carrying capacity or cargo hold dimensions of the mode of transport
in question. According to manufacturing and shipping companies, the
potential for increased utilisation of inland vessels to ship heavy cargo lies
primarily in the growth markets of the central and eastern European
Danube region. For example, as of June 30, 2003, the European Bank for
www.vatech-hydro.at
Reconstruction and Development (EBRD) had invested considerable sums
www.fms.at in modernizing the energy sector in Romania (€ 175 million), in Ukraine
www.ebrd.com (€ 150 million) and in Slovakia (€ 90 million).

Transhipment of a turbine casing onto an inland vessel

Source: Multinaut Donaulogistik Gesellschaft mbH


B3 E XAMPLES FOR THE S UCCESSFUL U SE
OF D ANUBE N AVIGATION

Inland waterway transport in the classic sense represents the shipment of


bulk cargo, such as coal, ore or mineral oil products. In the last few years
its close cooperation with the manufacturing industry and forwarders has
expanded its uses to include higher-value general cargo, such as paletted
goods in containers. This strategic reorientation is also accelerated by the
general modernisation trend in inland waterway transport owing to inno-
vative logistics and telematics solutions.

B3.1 Liner Services


Traditionally, shipping via inland waterway is done according to supply and
demand either as a contract shipment, i.e. several journeys on the basis
of a contract for a specific period, or on the spot market, i.e. on the basis 21
of a short-term agreement for individual shiploads. These shipments have
the following features:

• Transport of complete cargos of approximately 1,000 to 4,000 tons


using motorised vessels or pushed convoys
• Generous time frames regarding departures and arrivals
• Transport of the goods between ports of loading and ports of
discharge
• Involvement of one consigner and one consignee

However, more complex demands are placed on modern logistics systems.


In the light of falling consignment quantities and increasing numbers of
suppliers and buyers, a high degree of punctuality and reliability in depar-
ture and arrival times is expected. Traditional inland waterway transport
cannot adequately meet this requirement.

New possibilities, such as intermodal liner services, offer a solution. Like


passenger ships, cargo vessels of a liner service travel according to a
fixed schedule, stopping in certain ports where the cargo is transhipped to
road or rail for further transport. Intermodal liner services form the main
leg in modern logistics chains on the waterway (the “long leg of the jour-
ney”) between the supply and demand markets. The “first mile” from the
consigner to the loading port or the “last mile” from the unloading port to
the consignee is completed by road or rail transport depending on the
given infrastructural and economic possibilities.

Liner services on the waterway offer the customer key advantages:

• Regulated departure and arrival times according to schedule,


• Maintenance of services even despite nautical impediments, e.g. with
substitute transport by road or rail,
• Regular service from at least three ports,
• Operation all-year-round and
• Broad access for interested companies.
b
The design of the vessels and the methods for loading pushed convoys
allow various goods to be transported at the same time (conventional
cargo, containers or roll-on/roll-off goods) and help to even out dispara-
te traffic on the travelled routes.

A transport chain with the inland vessel performing the main leg requires
at least two transhipments (in the loading and again in the unloading port),
as well as pre- and end-haulage either to or from the transhipment points.
Planning and carrying out these supplemental activities can be facilitated
considerably by using comprehensive databases accessed by web-based
portals.

In the first half of 2004 the German shipping and port operating company of
Gebrüder Väth Reederei und Hafenbetriebe KG in Würzburg set up a liner
www.vaeth-kg.de service between Nuremberg (Germany) and Ruse (Bulgaria) operating two
identical vessels of a completely new type. The company offers weekly
departures with stops in Kelheim, Straubing, Linz and/or Enns, Belgrade,
Turnu Severin, Giurgiu and Ruse. The vessels used on this scheduled route
are capable of transporting dangerous cargo, dangerous goods containers
and reefer containers. The cargo hold has capacity for containers and
swap bodies or bulk cargo in closed lots starting from 250 tons each. To
guarantee the highest degree of flexibility, the vessels are equipped with a
load-bearing hatch cover for loading up to 900 tons deck cargo, which can
be made up of swap bodies or containers, or even general cargo lots start-
ing from 20 tons, heavy cargo up to nine metres wide and 80 metres long,
as well as other types of machinery. The liner service offers in any case a
less expensive and more secure alternative to land transport.

MS Inn, one of the special vessels operated by the shipping company


Gebrüder Väth and used on the liner service route Nuremberg – Ruse

Source: Gebrüder Väth


The international forwarding company Willi Betz GmbH & Co. KG from
Reutlingen, Germany, operates a liner service for self-rolling cargo, such
as semi-trailers, motor tractors and other vehicles, with four of its own
www.willibetz.de catamarans and two roll-on/roll-off lighters between Passau in Germany
and Vidin in Bulgaria. Stops in ports can be arranged according to cargo
volume; departures may sometimes take place several times a week. The
liner service run by Willi Betz is like a “floating motorway”, making it
possible to circumvent the at times poorly maintained transport roadways
in Southeastern Europe and thereby considerably boosting transport
safety and security.

B3.2 Success Stories

This section describes seven transport case studies in which the demands
of the manufacturing industry were perfectly met by inland waterway
transport. 23

Case 1: Steel Coils

Logistics service providers: ILL – Industrie Logistik Linz GmbH, Mierka Donauhafen Krems GmbH &
Co KG, Logserv Logistik Service GmbH (a company of voestalpine AG)

Inland waterway Multinaut Donaulogistik Gesellschaft mbH (Krems – Linz), MSG


transport companies: Mainschiffahrts-Genossenschaft eG (Linz – Antwerpen)

Time period and frequency


of transports: At least twice a week since May 2003

Route: Krems – Linz – Antwerp

Cargo: Steel coils

Within the context of the EU technology project ALSO Danube, the integra-
tion of the Danube waterway in modern door-to-door logistics chains was
analysed and tested by using innovative information technologies. Two
just-in-time logistics chains were set up to demonstrate the project
results. Steel coils from the production site in Linz (Upper Austria) were
shipped to Krems (Lower Austria) and Antwerp on the Danube with great
success. Since the conclusion of the project in May 2003, both transport
routes have been operated commercially on a regular basis.

Information is the absolute key to this success story. As the door-to-door


logistics chain Linz – Antwerp involves several different companies, the
competent Belgian forwarding company transintra/Sealift n.v. is faced
with considerable coordination duties. A logistics database makes it pos-
www.ill.co.at sible to network the traffic management systems of all of the participants
www.mierka.com and to synchronise the processes along the entire intermodal logistics
www.sealift.be chain. Managing and being able to continually trace the flow of informa-
www.msgeg.de tion is but one aspect; switching cargo and mode of transport, necessary
www.voestalpine.com/stahl under certain circumstances, between the Port of Linz and the deep sea
www.voestalpine.com/logserv Port of Antwerp is another key factor.
b
Pre-arrangements for transhipping steel coils to the inland vessel at the
transhipment facilities of Industrie Logistik Linz GmbH

Source: via donau

Case 2: Dusty Goods

Logistics service provider: Gebrüder Väth Reederei und Hafenbetriebe KG

Inland waterway Gebrüder Väth Reederei und Hafenbetriebe KG


transport company:

Time period and frequency


of transports: Approx. once a week since 1998

Route: ARA ports – Danube ports – Romanian, Russian and Turkish ports
on the Black Sea

Cargo: Fly ash, bauxite, sodium bicarbonate

The German company Gebrüder Väth Reederei und Hafenbetriebe KG has


been transporting large quantities of raw materials and dusty cargo, such
as fly ash, on the Rhine-Main-Danube waterway between the ARA ports
and the Black Sea on a regular basis since 1998. Stops are made at the
inland ports along the Rhine, Main and Danube, as well as in Romanian,
Russian and Turkish deep sea ports on the Black Sea in cooperation with
partners from deep sea and short sea shipping.

Four vessels were fitted with special equipment, such as silos and suction
equipment, for transporting dusty cargo. The dusty cargo is blown into the
vessel’s cargo hold under pressure. This transhipment method prevents
dust from building up, minimising the potential damage to the crew and the
environment. The cargo is also protected against moisture and can also be
transhipped in the event of rain. If necessary, the cargo can also be trans-
shipped trouble-free to rail cars for further transport from the unloading
port.

Special vessel for dusty cargo

www.vaeth-kg.de

25

Source: Gebrüder Väth

Case 3: Wind Power Stations

Logistics service providers: Haeger & Schmidt International GmbH, Wiener Hafen Lager- und
Umschlagsbetriebe Gesellschaft m.b.H., Prangl GmbH

Inland waterway Haeger & Schmidt International GmbH (a company of the Belgian rail-
transport company: way company SNCB – Société Nationale des Chemins de Fer Belge)

Time period and frequency


of transports: May to June 2003, 20 inland vessels for one transport contract

Route: Magdeburg – Vienna

Cargo: Wind power stations

The enormous dimensions and weight of wind power stations make them
especially suited for transport via inland vessels. In 2003, some 30 wind
power stations were transported from Germany to Austria destined for the
wind farm in Zurndorf, in the province of the Burgenland. Large construc-
tion parts for the wind power stations – tower sections and generators –
were transported from Magdeburg via the Elbe-Havel canal, the Mittelland
canal and the Danube to Vienna in 14 days and unloaded in the port of
Freudenau. The Austrian forwarder Prangl GmbH was responsible for the
b
end-haulage via the road and assembling the wind power stations for
which it also provided special cranes.

The unit weight of the cargo came to between 30 and 65 tons, the diame-
ter to 4.2 m and the length 98 m. One inland vessel can carry three com-
plete wind power stations. A total of 20 mid-sized vessels able to pass
through the German canals were used for this transport.

www.haegerundschmidt.de Transporting this cargo by inland vessel causes less damage to the high-
www.b-rail.be quality structures, and the anticipated transport time can be better kept, as
www.wienerhafen.com waterways have no transport impediments as a rule. Speed is less of a
www.prangl.at decisive factor for this kind of transport than reliability and the safety and
www.bewag.at/ security of the valuable freight. Inland waterway transport is fully capable
c_unternehmen/untern_056.htm of meeting these specific requirements.

Transhipment of the tower sections of wind power stations onto the


inland vessel in the Port of Magdeburg

Source: Haeger & Schmidt


Case 4: Factory-New Passenger Vehicles

Logistics service provider: E.H. Harms Auto-Terminal Kelheim GmbH & Co. KG (charterer)

Inland waterway
transport companies: The German private ship owner Trödel, Lehnkering GmbH

Time period and frequency


of transports: Approx. once a month since 1998

Route: Kelheim – Vienna – Budapest

Cargo: Factory-new passenger vehicles

Even higher-value goods – in this case factory-new passenger vehicles –


can be shipped using inland vessels and innovative logistics solutions. 27
Since 1998 new cars from Mitsubishi, Ford and Renault can be transported
from Kelheim and Vienna to Budapest on the Danube. This helps eliminate
empty voyages and increases the cost efficiency of inland waterway
transports. The schedule is drawn up according to production, i.e. on an
irregular basis throughout the year. Adding or cancelling transports on
short notice is possible in order to respond quickly and flexibly to the fluc-
tuations in demand specific to the automobile industry.

The liner service is geared toward the use of the motorised cargo vessel
“Heilbronn”. The vessel has three decks with mesh floors made for vehi-
cles weighing up to 2,000 kg each. Depending on the specific make, the
“Heilbronn” can carry from 205 to 270 cars. The cargo is transhipped to
and from the vessel via a bow ramp on top of the concrete roll-on/roll-off
ramp in the port.

Cars ready for transport in the cargo hold

www.wienerhafen.com
www.ehharms.de
www.lehnkering.com
Source: via donau
b
Case 5: Paper Products

Logistics service provider: Rauch Recycling GmbH & Co KG Altpapier

Inland waterway
transport companies: UDP – Ukrainian Danube navigation company, Rubiships Ltd. (BG)

Time period and frequency


of transports: At least once a week since June 2003

Route: Enns – several southeastern European destinations

Cargo: Recyclable paper in bales, chemical pulp and recently made paper

Rauch Recycling GmbH from Enns (Upper Austria) has taken advantage of
the recent jump in trade along the Danube to expand its shipments for the
paper and wood industries to South-Eastern Europe. Chemical pulp and
recyclable paper have been transported using the inland vessel for the
main leg since June of 2003. Shipping finished products via the waterway
is currently in preparation. The company stores and tranships the products
in the Port of Enns. Stops are made at ports in Hungary, Croatia, Serbia and
www.rauch-recycling.com Bulgaria. Pushed lighters from Bulgaria and Ukraine are used for these
www.rubiships.com shipments.

Case 6: Steel Scrap – Non-Ferrous Metals

Logistics service provider: Schaufler GmbH

Inland waterway
transport companies: Private ship owners

Time period and frequency


of transports: 15 vessels a year since 1996

Route: Ybbs – various destinations on the Rhine

Cargo: Steel scrap

While transit regulations and toll charges are being implemented on


Europe’s roads, Schaufler Metall- und Stahlhandel relies on one of the
most traditional and oldest trade routes, the Danube. Since the company
owns its own port on the Danube in Ybbs (Lower Austria), inland waterway
transport is a fixed component in the company’s transport and logistics
solutions. Steel scrap– cut scrap processed for loading – is shipped regu-
larly via privately owned and operated vessels from Ybbs to Western
Europe. Some 25,000 tons per year are transported via inland vessel to
Duisburg and the ARA ports. Schaufler also uses inland waterway trans-
port to transport processed non-ferrous metals, such as aluminium,
copper and stainless steel. In addition, the company is also contracted by
the manufacturing industry to ship coke, building materials and containers
via inland waterway transport.
Crane transhipment in the Port of Ybbs

29

www.schaufler-metalle.com

Source: Schaufler Metalle

Case 7: Containerised Goods

Logistics service providers: Mierka Befrachtungsgesellschaft m.b.H.

Time period and frequency Number of transports varies according to the market situation
of transports: and freight quantities, several partial cargos per year since 2000.

Route: Krems – ARA ports

Cargo: Escalators

Complete escalators are being shipped via the Port of Krems (Lower
Austria) over inland waterway transport in containers for the past four
years already. One 40’-container is required per escalator, whereby a spe-
cial loading process was created in Krems for stuffing. According to the
Port of Krems, these goods are transported via the waterway starting from
a contract size of 10 to 15 containers. The vessels require about 9 to 10
days for delivery to the ARA ports via the Danube, the Main-Danube Canal,
the Main and the Rhine. Subsequently, the escalators continue their jour-
ney overseas, for instance to Japan.
b
Loading an escalator into a container

www.mierka.com
Source: Mierka Donauhafen Krems
B4 P UBLIC F UNDING

Inland waterway transport is seen by Austrian and European transport


policies as a key element to achieve a sustainable European transport
system. The subsidy programmes run by the European Union and individu-
al Member States take this mode of transport into account when consid-
ering how to tackle current and forecast transport volumes in an environ-
mentally and socially sound manner.

B4.1 European Union Subsidy Programmes


An important objective in European transport policies is to curb the rise in
road traffic, while at the same time increasingly promoting more environ-
mentally-friendly transport modes, such as inland navigation, rail and short
sea shipping. The European Union runs numerous public funding pro-
grammes to achieve these transport policy goals. 31

B4.1.1 The Seventh Framework Programme (FP7)


(2007-2013)
The Framework Programme is the European Union’s main instrument for
funding research and development. The FP is proposed by the European
Commission and adopted by the Council and the European Parliament fol-
lowing a co-decision procedure. Framework Programmes have been
implemented since 1984 and cover a period of several years. The last FP
was FP6, which was running up to the end of 2006.

FP7 will run from 2007 until 2013. It will be organised in four programmes
corresponding to four basic components of European research:

1. Co-operation: Support will be given to the whole range of research ac-


tivities carried out in trans-national co-operation, from collaborative pro-
jects and networks to the co-ordination of national programmes.

2. Ideas: This programme will enhance the dynamics, creativity and excel-
lence of European research at the frontier of knowledge in all scientific
and technological fields, including engineering, socio-economic sciences
and the humanities.

3. People: Quantitative and qualitative strengthening of human resources


in research and technology in Europe by putting into place a coherent set
of so-called “Marie Curie actions”.

4. Capacities: The objective of this action is to support research infrastruc-


tures, research for the benefit of small and medium-sized enterprises
(SMEs) and the research potential of European regions.
b
The themes identified for the programme “co-operation” correspond to
major fields in the progress of knowledge and technology, where research
must be supported and strengthened to address European social, econom-
ic, environmental and industrial challenges. The 10 high level themes pro-
posed for EU action are the following:

1. Health
2. Food, Agriculture and Fisheries, Biotechnology
3. Information and Communication Technologies (ICT)
4. Nanosciences, Nanotechnologies, Materials and New Production
Technologies
5. Energy
6. Environment and Climate Change
7. Transport and Aeronautics
8. Socio-Economic Sciences and the Humanities
9. Space
10. Security

For further information please go The first call for proposals in Theme 7 (Transport) of the FP7 is expected in
to: cordis.europa.eu/fp7 the first quarter of 2007.

B4.1.2 Marco Polo II (2007-2013)


The current Marco Polo programme (2003-2006) lays the foundation for the
new Marco Polo programme (2007-2013), as the new programme contin-
ues to address the issue of constraining international road freight trans-
port through effective short-term intervention (mainly 3-4 years project
support duration, with lasting effects) by the use of practical logistics ser-
vices projects. The nature of the programme, providing risk-reducing sub-
sidies to market-driven services, making the programme a typical Public
Private Partnership, will remain.

Relying on the proven mechanisms of the current programme, the


Commission proposes two new types of action: Motorways of the Sea and
Traffic Avoidance actions. They should actually lead to a reduction in inter-
national road freight, much desired by our citizens and industrial transport
users alike. Marco Polo II also enlarges the scope of the programme to all
neighbours of the European Union.

The Marco Polo II programme will cover five types of measures:

1. Modal shift actions are aimed at shifting as much road transport as pos-
sible to short sea shipping, road and inland waterway transport at cur-
rent market conditions.
2. Catalyst actions are to offer highly innovative concepts for overcoming
structural impediments on the European cargo transport market.
3. Common learning actions are to increase the level of knowledge in the
logistics industry and promote advanced methods and procedures for
co-operation in the cargo transport market.
4. Motorways of the Sea are actions that shift freight from road to short
sea shipping, rail, inland waterways or a combination of modes of trans-
port, including the creation of the necessary infrastructure, to rapidly
implement a very large volume, high frequency intermodal transport
service.
5. Traffic avoidance actions are concepts for integrating production into
transport logistics, including production infrastructure and equipment.

The first call for proposals in Marco Polo II is expected for the first half of
2007.

B4.1.3 Cohesion Policy (2007-2013)


ec.europa.eu/transport/
marcopolo/2/index_en.htm For the 2007-2013 time period, the Commission proposes to concentrate its
priorities; the strategy and resources of cohesion policy will be grouped
into three new priority objectives for structural actions.

1. Convergence (Objective 1) will stimulate growth and employment in the


less-developed regions (principally the new Member States) which will
continue to benefit from the Cohesion Fund.

The Convergence objective, which shall be aimed at speeding up the con-


vergence of the least-developed Member States and regions by improving 33
conditions for growth and employment through the increasing and im-
provement of the quality of investment in physical and human capital, the
development of innovation and of the knowledge society, adaptability to
economic and social changes, the protection and improvement of the envi-
ronment, and administrative efficiency. This objective shall constitute the
priority of the funds.

This shall be achieved primarily through the following priorities:


• Research and technological development (RTD)
• Information society including electronic communication
• Environment including water supply and waste-water management
• Transport investments, including improvement of Trans-European
Networks and links to the TEN-T network; integrated strategies for
clean transport which contribute to improving access and quality of
passenger and goods services, to achieving a more balanced modal
split, to promoting intermodal systems and to reducing environmental
impacts
• And other priorities

2. Competitiveness (Objective 2) will anticipate changes in the rest of EU


(Member States who are not focused by objective 1 – principally old
Member States). This will include a regional component, for which each
Member State will select the beneficiary zones, and a national component
based on the European employment strategy.

The Regional competitiveness and employment objective, which shall, out-


side the least-developed regions, be aimed at strengthening regions´com-
petitiveness and attractiveness as well as employment by anticipating
economic and social changes, including those linked to the opening of
trade, through the increasing and improvement of the quality of investment
in human capital, innovation and the promotion of the knowledge society,
entrepreneurship, the protection and improvement of the environment, and
the improvement of accessibility, adaptability of workers and businesses
as well as the development of inclusive job markets.
b
This shall be achieved primarily through the following priorities:
• Innovation and the knowledge economy
• Environment and risk prevention
• Access to transport and telecommunication services of general eco-
nomic interest, and in particular:
- Strengthening secondary transport networks by improving links to
TEN-T networks, regional railway hubs, airports and ports or multimo-
dal platforms, providing radial links to main railway lines and promot-
ing regional and local inland waterways and short sea shipping.
- Promoting access to and efficient use of Information and Com-
munication Technologies (ICT) by small and medium-sized enterprises
(SMEs)

3. Co-operation (Objective 3) will draw on the experience acquired within


the framework of the INTERREG Programme to encourage harmonious
development within the EU.

The European territorial co-operation objective, which shall be aimed at


strengthening cross-border co-operation through joint local and regional
initiatives, strengthening transnational co-operation by means of actions
conducive to integrated territorial development linked to the Community
priorities, and strengthening interregional co-operation and exchange of
experience at the appropriate territorial level.

This shall be achieved primarily through the following priorities:


• The development of cross-border economic, social and environmental
activities
- Reducing isolation through the improved access to transport, informa-
tion and communication networks and services, and cross-border
water, waste and energy systems and facilities
- Encouraging and improving the joint protection and management of
natural and cultural resources
- And other priorities
• The establishment and development of transnational co-operation,
including bilateral co-operation between maritime regions
- Innovation: Actions may include: The establishment of networks be-
tween education and research institutions and SMEs, etc.
- Environment: Actions may include: Protection and management of
river basins, coastal zones, marine resources, water services, drought
and flood prevention, the promotion of maritime security, etc.
- Accessibility: Actions may include: Investments in cross-border sec-
tions of trans-European networks, improved local and regional access
to national and transnational networks, enhanced interoperability of
national and regional systems, etc.
- Sustainable urban development: Actions may include: Creation and
improvement of urban networks and urban-rural links, etc.
• Reinforcement of the effectiveness of regional policy by promoting:
- Interregional co-operation focusing on innovation and the knowledge
economy and environment
- Exchange of experiences concerning identification, transfer and dis-
semination of best practice
- Actions involving studies, data collection, etc.

ec.europa.eu/regional_policy/ The first call for proposals in cohesion policy programmes is expected for
index_en.htm the first half of 2007.
B4.1.4 EU Programmes for Candidate Countries,
Third Countries and Other Countries (2007-2013)

Instrument for Pre-Accession Assistance (IPA)

Drawing on the main lessons from the current accession process, the
European Union (EU) wants to rationalise the pre-accession aid it provides
to potential members of the EU. The Commission is therefore proposing a
Regulation aimed at streamlining pre-accession assistance by enhancing
co-ordination between the different components, through the creation of a
single framework for assistance: the Instrument for Pre-Accession
Assistance. This framework incorporates the PHARE, ISPA and SAPARD
systems along with “structural funds” and “rural development funds”
components. The objective is to better prepare the candidate countries for
the implementation of structural and rural development funds after acces-
sion.

Potential candidate countries (Albania, Bosnia and Herzegovina, Mon-


tenegro, Serbia, including Kosovo) will continue to receive assistance 35
along the lines currently laid down in the CARDS Regulation:

• Institution building and democratisation;


• Economic and social development;
• Regional and cross-border cooperation;
• Partial alignment with the acquis communautaire, in particular where
this is in the mutual interest of the EU and the beneficiary country.

Candidate countries (Croatia, Turkey, the former Yugoslav Republic of


Macedonia) will receive the same kind of assistance, and will additionally
europa.eu/scadplus/leg/en/ receive assistance in the preparation for the implementation of structural
lvb/e50020.htm and rural development funds after accession, as well as concerning the
full implementation of the acquis communautaire.

The first call for proposals in IPA is expected within 2007.

European Neighbourhood and Partnership Instrument (ENPI)

From 2007 onwards, as part of the reform of EC (European Commission)


assistance instruments, the MEDA and TACIS programmes will be re-
placed by a single instrument – the European Neighbourhood and Part-
nership Instrument (ENPI). This will be a much more flexible, policy-driven
instrument. It will be designed to target sustainable development and
approximation to EU policies and standards, supporting the agreed priori-
ties in the ENP Action Plans (as well as the Strategic Partnership with
Russia, which was previously also covered by the TACIS programme). The
ENPI will also markedly improve cross-border co-operation along the EU’s
external land and maritime borders with these countries.

The European Neighbourhood Policy covers the EU’s neighbours to the


East and along the southern and eastern shores of the Mediterranean, i.e.
Algeria, Armenia, Azerbaijan, Belarus, Egypt, Georgia, Israel, Jordan,
Lebanon, Libya, Moldova, Morocco, the Palestinian Authority, Syria,
Tunisia and Ukraine.
b
New forms of technical assistance are being extended to these partner
countries. Legislative approximation, regulatory convergence and institu-
tion-building will be supported through mechanisms which proved suc-
cessful in transition countries that are now EU Member States, i.e. target-
ed expert assistance (Technical Assistance and Information Exchange –
TAIEX), long-term twinning arrangements with EU Member States’ admin-
istrations – national, regional or local – and participation in Community
programmes and agencies. Under both the current and future instruments,
EC assistance priorities will be identified, together with the country and
other relevant actors, in general Country Strategy Papers (CSPs) which
cover 7 year periods, more detailed National Indicative Programmes
(NIPs) which cover 3 years and detailed annual programs. The priorities
identified in the Action Plans, agreed with the authorities of the country,
are also useful in guiding the programming of assistance programmes –
including for other donors and International Financing Institutions (IFIs).
Tenders under EC assistance programmes are open to companies from the
25 EU Member States, from the acceding (Bulgaria, Romania), candidate
(Croatia, Turkey and the former Yugoslav Republic of Macedonia) and
potential candidate countries (Albania, Bosnia and Herzegovina,
Montenegro, Serbia, including Kosovo) and from the neighbourhood coun-
ec.europa.eu/world/enp/ tries themselves and are awarded in line with standard EC procurement
funding_en.htm rules.

The first call for proposals in ENPI is expected within 2007.

B4.2 Austrian Subsidy Programmes


One of the declared goals of national transport and infrastructure policies
is to create an efficient and environmentally-friendly transport system in
Austria. For this, an important objective is to evenly distribute the flow of
Detailed information on goods across the various modes of transport. The Federal Ministry for
national subsidy programmes Transport, Innovation and Technology (bmvit) has created several subsidy
can be found at: instruments for stimulating and supporting the transportation of goods on
www.donauschifffahrt.info/en/ the Danube waterway. via donau will assist any interested parties in pre-
oeffentlichkeit/foerderungen paring a proposal.

B4.2.1 Programme for Promoting Combined Freight


Transport Road-Rail-Inland Navigation (2003 – 2008)
(„Programm für die Förderung des Kombinierten Güterverkehrs Straße-
Schiene-Schiff“)

Combined transport can achieve a better distribution among the modes of


transport by combining the specific advantages of each individual carrier
– road (punctuality) and rail and waterway (cost-efficiency/environmental-
ly-friendly) – in one type of transport. As a result, combined transport can
contribute greatly to achieving environmentally and socially compatible
mobility.
Actions to be supported:
• Investments in innovative technologies and systems in order to improve
the supply side of combined/intermodal transport services (particularly
innovative transhipment technologies, multi-modal information and
communication systems, etc.). Funding rate: max. 30%.
• Investments in transport facilities for combined/intermodal transport
(new type of container for bulk cargo, adaptation of inland vessel for
use in container or RoRo transport). Funding rate: max. 30%.
• Feasibility studies (incl. preparatory work for international co-opera-
tions in the field of combined/intermodal transport, e.g. Marco Polo).
Funding rate: max. 50%.
• Specialised training in the field of combined transport (e.g. training for
new IT Systems, specific language courses, etc.). Funding rate: max.
50%.

www.bmvit.gv.at/verkehr/ The programme is valid until the end of 2008. Usually there are two calls for
gesamtverkehr/kombiverkehr/ proposals per year.
foerderung_kv.html
Contact point: 37
ERP-Fonds, Ungargasse 37, 1031 Vienna
www.erp-fonds.at/pdfs/ Phone: +43 1 501 75 415
richtlinien/ Fax: +43 1 501 75 492
foerderproamm_kvk_2004.pdf E-Mail: m.hutter@erp-fonds.at

B4.2.2 Aid Scheme for Intermodal Terminals (2006-2012)


(„Programm für die Unterstützung von Umschlagsanlagen im Intermodalen
Verkehr Straße-Schiene-Schiff”)

The aid scheme supports the modernisation of intermodal terminals in


order to encourage the development of combined transport. Therefore the
programme foresees subsidies for investments in the construction, exten-
sion and modernisation of transhipment systems in combined transport
(road-rail-inland waterways). The planned measures shall help to achieve
the Kyoto target. The scheme will be accessible to all EU transport under-
takings operating in Austria.

Actions to be supported:
• Connection to rail and road system (rail tracks, circulation and tranship-
ment areas, link roads). Funding rate: max. 20-50%.
• Building construction (halls, offices and social buildings). Funding rate:
max. 10-25%.
• Transhipment equipment (rail mounted cranes, mobile transhipment
device). Funding rate: max. 30%.
• Inland navigation facilities (bank protection, mooring piles). Funding
rate: max. 25%.
• Terminal equipment (energy, electricity and light supply). Funding rate:
max. 30%.
• Measures to protect the environment and the surroundings (flood de-
tention basin, noise protection, floating oil barrier). Funding rate: max.
25%.
b
Contact point:
Federal Ministry of Transport, Innovation and Technology (bmvit),
Department II/GV, Radetzkystrasse 2, 1031 Vienna
www.bmvit.gv.at/verkehr/ E-Mail: II-gv@bmvit.gv.at
gesamtverkehr/kombiverkehr/
foerderung_kv.html
B4.2.3 Austrian Promotion Programme for Security
Research (2005-2013)
(„Österreichisches Sicherheitsforschungsförderprogramm – KIRAS“)

The Austrian promotion programme for security research (short “KIRAS


programme”) supports national research projects whose results contri-
bute to increase security as a means of permanent guarantee of a high
standard of living and opportunities for development for all members of a
society. In the KIRAS programme the term security research is defined in
a multidimensional, long-term, multidisciplinary and integrative way. At the
beginning a thematic focus on the promotion of projects concerning pro-
tection of critical infrastructure will be set.

Actions to be supported:
• Programme line 1: “Networking” for bundling national resources and
know how leading also to feasibility-study projects Funding rate: max.
50-65%
• Programme line 2: “Cooperative R&D projects” shall benefit from this
bundling and implement new knowledge in applied research and tech-
nological development Funding rate: to be defined
• Programme line 3: “Cooperative development of components and
demonstrations” Funding rate: to be defined
• Programme line 4: “Supporting measures” supporting programme line 1
to 3 Funding rate: max. 95%

The programme will run from 2005 until 2013, whereas the timeframe from
2005 until 2007 will be considered as preparation work. Calls for projects
will be published regularly.

www.kiras.at/wDeutsch/ Contact points:


programm/grundlagen- Federal Ministry of Transport, Innovation and Technology (bmvit), Section
kiras.php?navid=8 III – Telecommunication and Innovation, Administrative Department for
Technology Transfer and Security Research, Rennweg 5, 1010 Vienna
www.kiras.at/wDeutsch/ Phone: +43 1 53464 3206
service/downloads.php?navid=18 E-Mail: Bernhard.Wenning@bmvit.gv.at

B4.2.4 Programme for an Environmentally-Friendly and


Market-Oriented Austrian Inland Navigation Fleet (Draft)
(2007-2009)
(„Programm für die Förderung einer umwelt- und marktgerechten österrei-
chischen Flotte – ENTWURF”)

The programme is confined to freight transport and seeks to supply the


modernisation of the Danube fleet. Inland navigation should be able to
develop new markets and thus Austria as a location for industry will be
strengthened. The programme will also contribute to increased traffic
safety and to a reduction of the negative environmental effects of trans-
port.

Actions to be supported:
• Improvement of competitiveness through reconstruction of vessels (e.g.
adoption for the transportation of new cargo types, improvement of
hydrodynamics)
• Modernisation of engines
• Investment in double hulls
• Development and construction of prototypes
• Investment in fleet-related IT and training
• Feasibility studies; funding rate: max. 50%

For all kinds of investments the funding rate amounts to max. 30%, for
SMEs it is: 40%. The aid scheme is under evaluation by national authori-
ties in order to be submitted to the European Commission for notification.
It is expected to become operative in 2007.
39
Contact point:
via donau – Österreichische Wasserstraßen-Gesellschaft mbH
Donau-City-Straße 1, 1220 Vienna
Phone: +43 50 4321 1000
www.donauschifffahrt.info/en/ Fax: +43 50 4321 1050
oeffentlichkeit/foerderungen E-Mail: juha.schweighofer@via-donau.org

B4.2.5 Pilot Programme for Developing Intermodal


Transport on the Danube Waterway (2001-2005)
(„Pilotprogramm zur Entwicklung von intermodalen Verkehren und zur För-
derung von Projekten im Kombinierten Verkehr auf der Wasserstraße
Donau”)

The programme aims at increasing transport volumes on the Danube


waterway by shifting transports of higher-value goods from road to inland
navigation. The aid should reduce the economic risk of setting up new ser-
vices on the Danube and also the disadvantage of inland navigation due to
the lacking consideration of external costs of road transport.

Actions to be supported:
• Set-up and extension of innovative liner services on the Danube for
containers and/or swap bodies. Amount of funding is based upon the
number of transported units.
www.donauschifffahrt.info/ • Feasibility studies and concepts which are preparing the introduction of
oeffentlichkeit/foerderungen/ intermodal transports on the Danube.
national
The programme ended in 2005. A prolongation and an adaptation of the
www.bmvit.gv.at/ content are under decision by national authorities.
innovation/verkehrstechnologie/
downloads/verkehr_zuschuss_ Contact point:
donau.pdf via donau – Österreichische Wasserstraßen-Gesellschaft mbH
Donau-City-Straße 1, 1220 Vienna
Phone: +43 50 4321 1000
Fax: +43 50 4321 1050
E-Mail: gerhard.gussmagg@via-donau.org
b
B4.2.6 Programmes by Austria’s Federal Provinces
Austria has several institutions on the provincial level that offer advice and
subsidies for the development of infrastructure. The focus of these institu-
tions ranges from traditional research and development projects to tech-
For further information nology projects as well as structural and site improvements (e.g. business
please go to: locations and business location development). Regarding the development
of transport on the Danube waterway – these regional development and
Oberösterreichische Technologie- subsidy agencies might offer valuable support, although there are no spe-
und Marketinggesellschaft m.b.H. cific programmes yet.
(TMG):
www.tmg.at/index_eng.php The support measures refer to establishing and developing new logistics
centres located in close proximity to water-bound modes of transport,
Business Agency of Lower Austria such as the logistics centre in the Port of Enns. They also refer to specific
(ecoplus): projects in the areas of transport and logistics, as well as in information
www.ecoplus.at/ecoplus/e/ and communication technologies.
default.asp

Vienna Business Agency (WWFF):


www.wwff.gv.at
C I NFORMATION AND M ANAGEMENT S YSTEMS
FOR I NLAND N AVIGATION

C1 River Information Services (RIS) 1

C2 River Information Services in Austria – DoRIS 3

C2.1 How DoRIS Works 3


C2.2 Benefits of DoRIS 6
C2.3 Introduction of DoRIS 8
C2.4 Equipment Programme within the Framework of DoRIS 9
C2.5 Research and Development in the Framework of DoRIS 10

C3 Introducing RIS in Europe 11

C3.1 European Efforts in the Field of River Information Services 11


C3.2 The European Union’s RIS Directive 12
C3.3 The Harmonised Implementation of RIS in Europe 13
C3.4 Introducing RIS in the Danube Countries 13

C4 Integrated Logistics Management 17

C5 Electronic Navigational Charts – ECDIS 21

C6 Port Information and Management Services 23


c I N F O R M AT I O N A N D M A N A G E M E N T S Y S T E M S
F O R I N L A N D N AV I G AT I O N

C1 R IVER I NFORMATION S ERVICES (RIS)

Managing traffic and transport processes places constantly growing


demands on all those participants that make up the logistics chain.
Continually updating and electronically processing information has be-
come an important factor in ensuring the success of these processes.
Information and management services tailored to meet the demands of
inland waterway transport have been developed in Europe in order to ena-
ble this sector to tackle the growing challenges, to make cargo transport
on inland waterways more efficient and to increase transport safety and
security. These so-called River Information Services (RIS) are currently
being introduced and will be implemented in all major European water-
ways in the upcoming years.

River Information Services are customized information services for inland


waterway transport. They form an important backbone for efficient trans-
port management, providing all of the participants in the logistics chain
with comprehensive information, for instance on the current traffic situa-
tion. This is the basis on which RIS enable the ongoing coordination of 1
logistics and transport processes in real time. This way, delays can be
anticipated and logistical processes synchronised more efficiently.

The available data offers a pool of information that is especially suited for
supporting traffic- and transport-related processes. Public authorities, as
well as commercial companies, can avail themselves of the information
and services provided and use them for their own purposes.
c
N OTES
C2 R IVER I NFORMATION S ERVICES IN A USTRIA - D O RIS

The Austrian project aimed at implementing River Information Services on


the Austrian Danube, DoRIS – Donau [Danube] River Information Ser-
vices, is presently the most comprehensive system of its kind. In conjunc-
tion with the Supreme Navigation Authority (OSB) via donau developed the
system, which has been implemented by an Austrian systems provider
which won the EU-wide call for tenders.

via donau monitors the operation of DoRIS and coordinates Austrian RIS
research activities on the European level. DoRIS is a key instrument for
modernising Danube navigation, increasing safety and security in water-
way traffic and making transports more profitable and predictable.

C2.1 How DoRIS Works

Basically, DoRIS’s main function is to locate and display vessels on an


electronic navigational chart. The chart visualises the most important nau-
tical information on the fairway, as well as the traffic regulation. These
charts (Inland ECDIS) are updated on a regular basis and are available 3
free of charge on the DoRIS website. A tactical traffic image allows ves-
sels to be displayed on the electronic chart in real-time. This function
forms the foundation for DoRIS from which all additional services stem.
DoRIS records data, such as vessel name, dimensions and position, and
provides its users with an image of the current traffic situation.

Example of a tactical traffic image

Source: via donau


c
The main components of DoRIS are AIS transponders. AIS stands for
“Automatic Identification System” and makes it possible to locate the cur-
rent position of a vessel using satellite positioning technology. AIS also
provides information on a vessel´s position, as well as its name, id, speed
and other data via radio data transmission. This kind of communication
For more detailed information on can be used worldwide and is also free of charge. Transponders have also
AIS technology, go to: proven their worth in supporting navigation on the high seas; they are part
www.imo.org of the required equipment for vessels weighing more than 300 gross regis-
ter tons (GRT) since 2002.

Each vessel, or convoy, is required to be equipped with a transponder


system that is either permanently installed or placed on board in a carry-
ing case. A laptop or a computer with a monitor is connected to the trans-
ponder allowing to display the tactical traffic image and to enter informa-
tion concerning the vessel into the system. For navigation purposes, the
tactical traffic image can also be linked up to the radar system. This pro-
cedure is called radar map matching and expands the existing radar
system to include additional information on the waterway and other traffic
participants, as well as information within the radar image itself.

Transponder mounted on a vessel

Source: via donau


Base stations are situated along the riverbank to allow information on the
current traffic situation to be displayed on land as well. These base sta-
tions are also equipped with transponders which receive data from the
vessels and disseminate these data within the DoRIS system. This enables,
for example, locks to have a better picture of the current traffic situation
on the waterway and are therefore better equipped to plan their opera-
tions.

These base stations transmit the data from the vessels to so-called re-
gional control centres located in the locks, and subsequently to the
national control centre. There, the data are stored in a central database
where they can be accessed if so required, for example for reconstructing
accidents or for statistical purposes. In addition to the public authorities,
authorised users, such as ports or ship owners, also have access to qua-
lified vessel data. Access is authorised by the owner of the data (ship
owner) and is possible via a Web interface.

The DoRIS system and how it works

External user

5
Regional National control centre
control centre 1

Base station Regional


control centre 2

Base station
Vessel equipment
Base station
Vessel equipment
Transponder

Greifenstein lock

Freudenau lock

Source: via donau


c
In addition to the tactical traffic image, DoRIS also provides additional ser-
vices to support vessel operators in carrying out their daily activities. The
most important nautical services are the notices to skippers, providing
information on fairway conditions, water levels or any impediments to
navigation.

Information on the estimated time of arrival – ETA is especially impor-


tant in facilitating inland waterway transport. This service enables the
continued monitoring of transport processes and helps in planning resour-
ces more efficiently. Furthermore, DoRIS simplifies the exchange of trans-
port-relevant data with public authorities, making it possible to communi-
cate crew lists, customs declarations and inland waterway bills of lading
electronically to the proper authorities. Comprehensive information pro-
vided in advance accelerates the necessary monitoring of processes.

Transferring data via DoRIS

Public authorities Commercial users

National control centre

Source: via donau

C2.2 Benefits of DoRIS

DoRIS supports vessel operators, fleet managers, port operators, logistics


service providers, lock operators, emergency teams and public authorities
by providing them with key services and information.
User Benefits

Vessel operators DoRIS provides vessel operators with important nautical information
supported by electronic navigational charts. DoRIS can display the cur-
rent traffic situation with greater range and offers a better overview than
is achieved with radar. This helps assist vessel operators in making nau-
tical decisions and offers a key contribution to increasing transport
safety.

Fleet managers With DoRIS, information concerning transport times can be specified
more exactly, enabling shipping companies to calculate their transports
more precisely and recognize fluctuations in advance using an automat-
ic deviation management system.

Port operators Continually updating arrival times of vessels, thereby making them more
reliable, makes it possible for ports to achieve optimal capacity in the
use of their transhipment facilities, berth locations and cranes.

Logistics service providers Logistics service providers can combine freight data with the traffic data 7
provided by DoRIS. This makes it possible for all participants in the logis-
tics chain to track the transported cargo in real-time. In addition to such
applications that are relevant to the transport sector, DoRIS also pro-
vides viable statistical information for planning purposes.

Lock operators DoRIS opens up new possibilities for lock operators:


The tactical traffic image gives them an exact overview of the traffic
situation within the lock area. These real-time data help the lock staff to
optimise the planning of their locking operations in advance. Plans are
underway to introduce additional software to process these data elec-
tronically. In the future, this will provide vessels with even more exact
information on times of lockage.

Emergency teams DoRIS’s ability to electronically process all of this information makes it
easier to monitor transports of dangerous goods, as well as to coordi-
nate emergency teams in the event of an accident. As a result, the scope
of the damage to the population or the environment either on the water
or along the river shore can be contained.

Public authorities One example of how cooperation between inland waterway transport
and public authorities can be simplified are national border clearance
procedures. Electronically reporting freight and crew data ahead of time
and the online tracking of cross-border transports facilitate and accel-
erate border clearance.
c
C2.3 Introduction of DoRIS

When Austria made the decision to develop DoRIS in 2000, European RIS
standards were still in their infancy. Hence, the decision was made to
implement DoRIS in two stages.

First of all, a test centre was set up in order to test the newly developed
system. The DoRIS test centre began operations in September 2002 and
has been operational on the section of the Danube between the locks
Freudenau and Greifenstein ever since.

Scope of the DoRIS test centre Vienna

Stockerau Test centre


DANUBE Korneuburg

Tulln Klosterneuburg Base stations

Purkersdorf Vienna

DANUBE
Hainburg
Schwechat a. d. Donau

Vienna International Airport

Source: via donau

Five vessels were equipped with transponders and ECDIS displays for
presenting the tactical traffic image within an approximately 30 km long
test section.

An intensive testing phase was a mandatory prerequisite for implementing


the system throughout the Austrian section of the Danube, a step which
was authorised by the Federal Ministry for Transport, Innovation and
Technology in May 2004. DoRIS became fully operational within the first
quarter of 2006. Traffic management is where DoRIS offers its most impor-
tant services. This means that very precise dGPS services have been
made available from the very beginning, and that in conjunction with the
AIS network, the system provides a high-performance tactical traffic
image, making it possible to track vessels throughout the Austrian section
of the Danube. This tactical traffic image uses Inland ECDIS electronic
navigational charts which are already available for the entire Austrian
waterway free of charge. Notices to skippers and data on current water
levels available on the DoRIS website make it easier for the vessel opera-
tors to plan transports and avoid dangerous situations.

In addition to services which are ensuring safety and security in inland


waterway transport, DoRIS also has features that support the transports
themselves, such as electronically communicating the estimated time of
arrival (ETA), and an interface for further processing positional data for
logistical purposes.
After extending the system all over Austria, via donau will continue to op-
erate the test centre in Vienna. The test centre not only serves to further
develop the technology within the DoRIS system, but is also an internation-
For more detailed information on al reference system for future RIS users and operators. via donau is cur-
DoRIS, go to: rently working on joint projects on an international level to extend the
www.doris.bmvit.gv.at system to other Danube countries and many others, such as the US and
China. Ever since it was established, the test centre has generated a great
deal of international attention and is regularly visited by delegations from
Europe, North America and Asia.

Tracking the current traffic situation on the test section of the Danube in
the DoRIS test centre

Source: via donau

C2.4 Equipment Programme within the


Framework of DoRIS

DoRIS offers a variety of different services to various users. In order to


assure that the system records all vessels comprehensively, the Austrian
Federal Ministry for Transport, Innovation and Technology and via donau
have created the proper framework and incentives for equipping as many
vessels as possible operating on the Danube with AIS transponders.

On the one hand, a special programme supports the equipment of vessels


with AIS transponders, on the other hand, the Supreme Navigation Au-
thority intends to make the carrying and operation of AIS transponders on
commercial vessels mandatory starting in 2007. Since the operational start
of DoRIS in the first quarter of 2006, via donau has been gradually equip-
ping vessels with AIS transponders. The transponders are provided by via
donau and installed and maintained by service partners. Companies inter-
ested have to prove that they have regularly travelled the Danube in the
past or plan to do so in the future. The user agreement stipulates the legal
and organizational framework conditions for the proper operation of the
transponders on board the vessels. The transponders remain the property
of via donau; however, shipping companies may acquire them at their
residual value price when the user agreement expires.
c
C2.5 Research and Development in the Framework
of DoRIS

One of the key responsibilities of RIS is communicating information on ves-


sel positioning. This forms the basis for a host of downstream services in
transport and traffic management. Special applications that are vital to the
safety and security of inland waterway transport require positioning infor-
mation to be of high quality. The tactical traffic image requires precision
positioning to within ± 3 m and a high degree of satellite signal integrity.
Since conventional systems, such as NAVSTAR-GPS and GLONASS, do
not offer comparably high quality services, other solutions for raising qual-
ity standards in RIS applications will have to be found.

The existing European civil navigation service programmes GALILEO and


EGNOS – European Geostationary Navigation Overlay Service – are pio-
neers in European satellite navigation. EGNOS acts as a supplement to
both the US NAVSTAR-GPS global positioning system and the Russian
GLONASS. Three EGNOS satellites are located in a geostationary orbit
above the Earth, blanketing Europe with integrity signals and correction
data and improving the precision of the services currently offered by NAV-
STAR-GPS und GLONASS to within less than a 3 m range. This makes
EGNOS a precursor to the European GALILEO system. One of its main fea-
tures is to increase precision and reliability vis-à-vis existing systems.

New service quality, such as integrity information, increased accuracy


and improved availability of EGNOS und GALILEO are key to implementing
RIS throughout Europe. The operative implementation of Galileo in inland
waterway transport is planned for approximately 2010. Thanks to via
donau’s work in several technology projects concerning GALILEO, Austria
is already preparing for the upcoming technology upgrade and the conco-
mitant expanded RIS applications.

Communicating vessel positions, in addition to locating vessels, has been


an additional key factor in the success of DoRIS. Proven AIS technology
provides an inexpensive and reliable platform for exchanging data in deep
sea shipping, and is also seen as a feasible solution in inland waterway
transport as well. However, conditions on the high seas are very different
to those on inland waterways. For this reason it was recognised very early
on that AIS’s current functionality will have to be expanded to meet the
requirements of inland waterway transport.

Specifications for the so-called Inland AIS are currently being defined by
a European group of tracking and tracing experts. One condition for stand-
ardisation is full compatibility with the maritime AIS system, while expand-
ing information content to meet the needs of inland waterway transport.
via donau is actively participating in these efforts and is using the DoRIS
test centre to try out the system. The Inland AIS standard was adopted by
For current information on the CCNR in June 2006.
European developments, go to:
ec.europa.eu/ DoRIS is a multi-facet platform not only working on developing new tech-
dgs/energy-transport/ nologies. In the upcoming years a series of RIS developments is planned,
galileo/index_en.htm beginning with the introduction of an electronic lock journal for Austrian
www.esa.int locks. Also in the works is a project to transmit information on the water
www.via-donau.org levels directly to the vessels and to introduce electronic lock management.
C3 I NTRODUCING RIS IN E UROPE

C3.1 European Efforts in the Field


of River Information Services

The recommendation for the implementation of River Information Services


in the EU´s “White Paper on European Transport Policy for 2010: Time to
Decide” testifies to the high political priority given to technological mod-
The White Paper on European
ernisation efforts in European inland waterway transport. The use of River
Transport Policy for 2010 can be
Information Services was also included in the proposal issued by the
found under:
European Commission for the new Guidelines for the Trans-European
ec.europa.eu/transport/
Transport Networks. This proposal provided the basis for the revised
white_paper/index_en.htm
Guidelines for the Trans-European Transport Networks (TEN-T) passed by
the Council of Ministers and the European Parliament in April 2004.

The initial impetus for developing River Information Services came out of
the 4th EU Framework Programme for Research, Technological
Development and Demonstration. The EU technology project INDRIS –
For more detailed description on
Inland Navigation Demonstrator for River Information Services showed
the INDRIS project, go to: 11
how new concepts could be successfully used in data exchange, and
cordis.europa.eu/transport/
demonstrated additional services that can be offered that build on this
src/indris.htm
basic function. In addition, technical and substantive standardisation of
RIS on the European level was started. The INDRIS project was succes-
sively completed in 2002.

The EU project COMPRIS – Consortium Operational Management Platform


River Information Services which was scheduled to run from 2002 to the
end of 2005 was a continuation of the work done on the INDRIS project.
www.euro-compris.org
COMPRIS dealt with technical, organisational and functional detailed
questions and was seen as a pilot project for developing RIS throughout
Europe. The aim was to develop and expand the relevant international
standards on the basis of the experiences gained on a national level.
National efforts are continuously being coordinated on the European level
with the help of COMPRIS.

The PINE – Prospects of Inland Navigation within the Enlarged Europe


study, commissioned by the European Commission, took stock of the cur-
rent situation in inland waterway transport in Europe and analysed the
For further information on
short-term and medium-term potential for development in 2004. Demand
PINE, go to:
for the quick implementation of modern information and communication
ec.europa.eu/transport/
technologies in inland waterway transport was a high priority. The study
iw/index_en.htm
dedicates a separate chapter to the development and the use of RIS.

A European RIS Platform (ERISP) has been set up to coordinate the na-
tional authorities of the EU Member States responsible and actively in-
volved in the development and implementation of RIS. The goal of this plat-
form is to promote the harmonised implementation of River Information
Services on the basis of European standards. The European RIS platform
also formed the basis for the European Union’s RIS Directive.
c
C3.2 The European Union’s RIS Directive

Drawing up a RIS Directive (2005/44/EC) in the European Union represents


the most important step toward creating common understanding of the
content and scope of River Information Services in Europe. In addition to
binding provisions concerning vessel equipment and electronic data
exchange, this directive defines minimum requirements in terms of RIS
implementation. The aim is to avoid the creation of an incoherent conglom-
erate of differing RIS applications, which would be detrimental to further
development both on the European policy level, as well as for the inland
waterway transport sector.

These applications must be compatible on the national and on the


European level in order to enable the smooth operation of cross-border
transports and remove technical impediments. Correspondingly, data
exchange and communication must also be harmonised on a European
level in order to facilitate the interoperability of the entire system in
terms of applications and technologies, etc.

Users, as well as manufacturers of hardware and software demand that


the services and the equipment they are to either buy or produce feature
a certain degree of security. The self-regulating approach that the EU
Member States have taken to date is no longer sufficient, necessitating
the creation of a European framework.

The resolutions taken by the river commissions (the Central Commission


for Navigation on the Rhine and the Danube Commission) are either non-
binding or only regionally applicable, creating an additional impediment.
This means that the European Union is the only institution capable of lay-
ing down the framework, in particular the technical criteria, for succes-
sively introducing RIS throughout Europe.

The RIS Directive addresses all EU Member States and requires the com-
petent national authorities to set up River Information Services as follows:

• Electronic navigational charts (Inland ECDIS) must be made available


for all class Va inland waterways in Europe,
• Systems for receiving information on dangerous cargo electronically
(transport and freight data) are to be implemented,
• Notices to skippers must be made public electronically and in a lan-
guage-independent form,
• RIS centres are to be set up in accordance with regional requirements,
and
• The Basel Convention is to be implemented.

These services may only be developed in accordance with the guidelines


and standards as stipulated by the RIS Directive.

For further information on the RIS The RIS Directive was passed by the European Council and the European
Directive, go to: Parliament in February 2005 and entered into force in October 2005. It is
ec.europa.eu/transport/iw/ binding for all EU Member States and mandates a 30-month deadline for
legislation/explained/ris_en.htm implementing the so-called minimum requirements.
C3.3 The Harmonised Implementation of RIS in Europe

The International Navigation Association (PIANC) and the Central Com-


mission for Navigation on the Rhine (CCNR) have been working on drawing
up organisational and technical RIS standards since 2002. For example, a
Guidelines and Recommendations
group of experts from the Inland Navigation Association drew up the RIS
for River Information Services,
Guidelines which were adopted and published by the CCNR in 2004. These
Edition 2.0, Feb. 5, 2004:
guidelines outline the principles and general requirements for planning,
www.ccr-zkr.org or
introducing and operating River Information Services and are aimed at
www.pianc.at
contributing to the comprehensive and cross-border use of these new
services.

In spring 2006, work was concluded on the “Master Plan for the
Implementation of River Information Services in Europe” based on an initi-
ative put forward by Austria and the Netherlands. This project was pro-
moted by the European Union within the framework of the TEN-T pro-
gramme. IRIS, short for “Implementation of River Information Services in
Europe”, is to guarantee RIS implementation throughout Europe, as well as
to allocate the necessary funding from the European Union. The joint
objective of all participating countries is the fast and harmonised imple-
mentation of the RIS Directive, including additional services in accordance
with the RIS Guidelines.

13
C3.4 Introducing RIS in the Danube Countries

In addition to Austria, all of the Danube countries are working to develop


and implement River Information Services. The Federal Ministry for
Transport, Innovation and Technology and via donau support partner or-
ganisations in the Danube region in carrying out their RIS activities by
pursuing joint projects and exchanging relevant information.

In 2006 and 2007, several governments (Austria, Slovakia, Hungary, The


Nertherlands, Belgium and France) will implement RIS in a joint project
(IRIS Europe) with financial support from the European Union. This project
For further information on
focuses on services to enhance inland navigation across borders.
IRIS Europe go to:
Information services providing traffic and transport data exchange and
www.iris-europe.net
calamity abatement support will be validated by means of interlinked pilot
installations. In the Danube countries IRIS Europe will bring information
services for inland navigation a major step forward.

RIS contacts in the various Danube countries are:

Slovakia
• Ministry of Transport, Posts and Telecommunications:
www.telecom.gov.sk
ˇ
• SPS – Státna Plavebná Správa: www.sps.sk
• SVP – Slovensky‘ Vodohospodársky Podnik, s.p.OZ
ˇ Bratislava:
www.svp.sk
• VUD – Transport Research Institute: www.vud.sk

Hungary
• Ministry of Economy and Transport: www.gkm.hu
• RSOE – National Association of Radio Distress-Signalling and
Infocommunications: www.rsoe.hu
c
• General Inspectorate of Transport: www.kff.hu
• VITUKI Rt.: www.vituki.hu

Croatia
• Ministry of the Sea, Tourism, Transport and Development:
www.mmtpr.hr
• CRUP (Inland Navigation Development Centre): www.crup.hr

Serbia
• Ministry of Capital Investment: www.mki.sr.gov.yu
• Plovput (Inland Waterways Maintance and Development Agency):
www.plovput.co.yu

Bulgaria
• Ministry of Transport: www.mt.government.bg

Romania
• RNA – Romanian Naval Authority: www.rna.ro

Ukraine
• The state enterprise “Delta-pilot”: www.delta-pilot.ua
• OMNA – Odessa National Maritime Academy:
www.ma.odessa.ua

The very first cross-border RIS test operations on the Danube are being
set up in the context of the COMPRIS project’s Operational Test Plat-
form (OTP). Starting in 2005, the following services will be offered in the
Please refer to section C3.1 testing phase between the Ports of Enns and Belgrade:

• Notices to skippers
• Fairway information
• Traffic management
• Electronic information on dangerous goods/accident prevention
• Voyage planning
The focus of the OTP is the use of uniform technologies and standards, as
well as the cross-border exchange of information among national authori-
ties.

It can be assumed that the scope of services stipulated in the RIS Directive
will become available on the Danube in the next two to three years.
Additionally, it has already become clear that the Danube countries, like
Austria, will also opt for AIS transponder systems.

RIS test platform on the upper and mid-section of the Danube within the
framework of COMPRIS

VIENNA

GYÖR
15

PORTS

BELGRADE

Source: via donau


c
N OTES
C4 I NTEGRATED L OGISTICS M ANAGEMENT

European transport policies are focused on developing inland waterway


transport as an alternative to long-distance road transport. Inland water-
way transport’s great potential lies primarily in the considerable amount of
free capacity on inland waterways and in inland waterway fleets which
offer clear advantages, such as large transport capacity, environmental
compatibility, low infrastructure costs and a high level of transport safety
and security. The drawback to the inland waterway transport is mainly the
fact that integrating this mode of transport in modern, intermodal logistics
chains is difficult due to current infrastructure bottlenecks, the lack of
scheduled transport services and insufficient transparency in logistical
information processes. It is therefore necessary to integrate the inland
vessel in modern concepts and systems of logistics chain management,
mainly to boost the acceptance of inland waterway transport, in particular
in the Danube region.

Logistics chain management refers to the management of the relation-


ships between all of the participants in a value-added chain, from the sup-
plier to the cargo consignees, not to mention the logistics service provider.
It represents a method of continually monitoring and controlling the deliv- 17
ery chain in every stage of the value-added process, from raw materials,
to production, all the way to the final consumer. The goal is to get the cargo
to the right place, at the right time, in the correct quantity and in the re-
quired quality.

Information technologies have become a necessary part of logistics chain


management. This is mainly due to the fact that the smooth flow of goods
between the supplier and the recipient necessitates the continual ex-
change of information between the participants in the logistics chain. This
information triggers the flow of goods in the first place, providing any sup-
plementary information during the transport process and acting as confir-
mation after the fact. In this way logistics processes are applicable for
both the physical flow of goods, as well as the corresponding and concom-
itant flow of information.

The basic idea for an information system behind logistics chain manage-
ment is to create an interactive network between the participants in the
chain itself in order to provide the tools for making the planning, monitor-
ing and management of information processes in multimodal logistics
chains more efficient. In the wake of the European technology project en-
titled ALSO DANUBE – Advanced Logistics Solution for Danube Waterway
stemming from the European Union’s 5th Framework Programme for
Research and Technological Development – the key points for a concept
aimed at integrating the inland vessel as the main mode of transport in the
logistics chain were developed and successfully demonstrated.
c
The flow of information in a logistics database

Logistic Chain Management

Customer Logistics Service Provider Carrier Supplier

Order Transport Pre- End-


Demand Process- Plan- Shipping Transport Delivery
Haulage Haulage
ing ning

Processing of Orders Transport Chain


Planning the logistics chain
Awarding the contract

Planning the transport

Concluding the contract

Source: ALSO DANUBE


ALSO DANUBE’s concept is structured around a self-developed logistics
database called the Common Source Logistics Database (CSL.DB). The
CSL.DB acts as an interface for exchanging information between all of the
participants in a logistics chain.

The CSL.DB supports decision-makers in planning, monitoring and super-


vising the logistics chain, as well as in allocating transport and logistics
contracts for all the participants. This tool allows participants to allocate
resources and access status information, thereby enabling critical delays
to be recognized in advance and corrective measures to be taken if neces-
sary. Status information on transports via inland waterway can be ac-
cessed directly from traffic management systems within the RIS context.
Using the CSL.DB, the River Information Services transmit traffic-related
data that is linked to the cargo data that has been entered into the system
either manually or automatically. This was the first technological develop-
ment for linking traffic management systems with logistics information for
inland waterway transport. Its use was demonstrated in actual logistics
chains by the ALSO DANUBE project.

There is a host of logistics management applications for this logistics data-


base which can be adapted to meet the requirements of various users
looking to combine the functionalities of traffic and transport management.
River Information Services, originally conceived as technology for sup-
porting public authorities in the field of inland waterway transport – for 19
example assisting national shipping authorities in monitoring traffic – have
outgrown their purely governmental applications and offer target groups
For more detailed information on with commercial interests (e.g., transport companies, shipping companies,
the ALSO DANUBE project, go to: forwarders and shippers, not to mention ports), a myriad of additional
www.alsodanube.at benefits.
c
N OTES
C5 E LECTRONIC N AVIGATIONAL C HARTS – ECDIS

In 1996, the standard for ECDIS – Electronic Chart Display and Information
System – was developed for deep sea shipping which standardised the
production of digital, vectorized navigation charts. These charts have to
be drawn up in accordance with the so-called S-57 standard issued by the
International Hydrographic Organization (IHO) which defines the format for
exchanging information, the object catalogue and the product specifica-
tion, etc. In addition, the IHO also published the so-called S-52 standard for
standardizing how vessels, bridges, locks, signalling systems, waterway
signs and other objects are displayed on the charts. This global standard
places digital charts on a level with paper charts in terms of equipment
duties.

The electronic chart stores graphic data in a vector format allowing a de-
tailed and correct display independent of resolution. In case geographic
data is modified, only the relevant changes are saved in an update file.
Hence, these files are small and can be easily updated aboard the vessels,
e.g. via wireless communication.

Depending on individual requirements and the size of the chart sections 21


selected, it is possible to include or suppress various elements of the visu-
al display. In general, there are three display categories:

1. Display base
(Includes safety and security information relevant to inland waterway
transport)

2. Display standard
(Includes additional objects relevant to inland waterway transport)

3. Display others
(Includes additional information beyond the specific needs of inland
waterway transport)

One important advantage Inland ECDIS charts offer is the possibility of


entering or accessing additional information on these objects only with a
mouse-click. For example these charts can provide information on contact
coordinates, opening hours, capacity, or even images and films of a lock in
the required language. This makes the system easily “language-independ-
ent”, an important factor for its success in Europe.
c
There are two key operation modes depending on how the Inland ECDIS
charts are used:

1. Information mode: Here the Inland ECDIS charts are used as an elec-
tronic atlas. The charts allow the user to get his or her bearings on the
waterway, but are not intended for use in steering the ship.
Additionally, a positioning device (GPS) can also be hooked up to shift
the chart image automatically as the vessel proceeds along the river,
maintaining the current position in the centre.

2. Navigation mode: The Inland ECDIS charts can also be connected to a


radar device. This means that the charts are underlayed by a radar
image and adjusted on the basis of numerous automatic calculations. It
then becomes possible to connect this inland ECDIS application to a
The use of transponders in inland transponder in the course of implementing River Information Services.
waterway transport is explained The positions of as well as information on other vessels within signal
in detail in section C2. range will also be displayed on the chart.

Inland ECDIS chart in information mode Inland ECDIS chart in navigation mode

Source: via donau

In 2004, Germany and Austria became the first countries to publish official
For more detailed information on Inland ECDIS charts. Meanwhile also a series of other countries followed.
electronic navigational charts, While Germany works together with private companies and the charts can
go to: be purchased commercially, the remaining authorities have made their
www.doris.bmvit.gv.at data available for downloading on the Internet free of charge.

For more detailed information on Further projects, for example D4D – Data Warehouse for Danube Water-
the D4D and DANewBE Data way, or DANewBE Data, have been supporting and promoting inter-
project, go to: national chart production especially in the Danube countries in order to
www.gis-forum.org achieve full coverage of the Danube.
C6 P ORT I NFORMATION AND M ANAGEMENT S ERVICES

The increasing importance of inland waterway transport in Europe has had


an impact on the future role of inland ports. Ports must meet the demands
of modern transports chains for they represent key junctures within the
logistics system. A modern and customer-oriented port must be able to
offer more than just the classic core services of transhipment and ware-
housing. Value-added services and information services are the key to
providing a cost-efficient and flexible service portfolio.

Inland ports are important junctures, not just for the physical flow of
goods, but also for the comprehensive flow of information through multi-
modal transport chains. The multitude of participants in these transport
chains creates a variety of interfaces for exchanging data. As a rule, ports
work together with inland waterway shipping companies, in other words
with private ship owners and shipping companies, forwarders, public and
private railway companies, trucking companies, transhipment companies,
local residents, public authorities, customers and cargo consignees.

Unlike seaports, such as Rotterdam or larger Rhine ports, such as


Duisburg, so-called teleport systems (still) have little relevance for ports 23
along the Danube. These systems are aimed at developing a universal
interface and networking the existing (and different kinds of) data process-
ing systems of the individual companies. The ports along the Danube, on
the other hand, focus more on modernising internal IT solutions. The rea-
son for this is that the existing contract processing systems are often char-
acterised by proprietary programming, scattered partial applications and a
lack of standardised interfaces and are often dependent on those who
have developed the systems. The limited and inflexible ability to process
information, however, will limit these ports’ ability to remain competitive in
the future.

The most important components of a software application for Danube


ports are illustrated in the following diagramme:
c
Software services for inland ports

Port-Specific Applications
Private ship
owners
Warehouse and storage Transhipment
facility management Road-Rail-Vessel
Master data: cranes, warehouses, staff, infrastructure, etc.

Shipping
companies
Container services
Port operations
Storage, repairs, etc. Shippers

Consignees
Property management Value-added services
Forwarders
Interfaces
Road

Additional Applications Rail

Public
authorities
Customer service Invoicing

RIS

Financial accounting Other ports


Controlling
Cost accounting

Source: via donau

The functional scope of the IT applications depends on whether the port


offers transhipment and warehousing services, or infrastructure only. In
any case, port operations – in other words the statistical management of
incoming vessels, as well as calculating pierage and demurrage – remain
a key component of the system.
Connecting an inland port to River Information Services entails a host of
advantages. In the initial phase, the port gains access to precise position-
ing data and the travel times of incoming vessels. This means that the port
management can plan its resources more efficiently, including tranship-
ment facilities, storage space and the scheduling of staff. This takes on
particular importance in the case of direct transhipment, in other words in
direct connection with either the pre-haulage or end-haulage modes of
transportation. With better planning, unproductive waiting times (a vessel
waiting for a crane) or supplement charges (a truck waiting for a vessel)
can be avoided most of the time. An internal link can be set up with the
cargo data, usually transmitted by conventional means such as fax or e-
mail, as early as the first stage of getting the River Information Services off
the ground. This allows the port to match up information, such as the kind
of cargo, quantity or consignee to the corresponding vessel.

Further stages of RIS implementation entail electronically transmitting


information on the transport of dangerous goods to waterway and port
authorities as well as specific information to vessels regarding the
estimated time of arrival (ETA), the recommended time of arrival (RTA), the
exact berth location or even the time frame for transhipment. Finally, the
implementation of a transport management application can ensure the
automatic linking of vessel and cargo data in a database. This means that
electronic freight documents would replace existing documents in paper
form. There is also potential for developing additional applications for cal- 25
culating and charging port fees, as well as in comprehensive port-to-
vessel communication via electronic waterway navigational charts.
D B USINESS M ANAGEMENT A SPECTS
OF D ANUBE N AVIGATION

D1 Cost Calculations for Using the Inland Vessel 2


on the Main Leg

D2 Performing the Calculations 5

D2.1 Draught 5
D2.2 Calculating Travel Time 9
D2.3 Share of Empty Voyages and Other Unproductive Periods 11
D2.4 Loading and Unloading Periods 12
D2.5 Standby Costs 12
D2.6 Operating Costs 14
D2.7 Inland Waterway Transport Dues 15
D2.8 Port Fees 16

D3 Calculation Examples 17

D3.1 General Section 17


D3.2 Calculation Examples 20
D3.3 Market Observations 25

D4 Managing Operative Costs 29

D4.1 Contribution Margin Accounting


for Container Liner Services 30
D4.2 Eco-Costing 32

D5 Price Policies – Strategies for Setting Prices


and Segmenting the Market 34

D5.1 Price Differentiation 35


D5.2 Price Policy Measures 35
D5.3 Setting Prices – Provisions of the Bratislava Convention 36
D5.4 Reference Prices 36
d BUSINESS MANAGEMENT ASPECTS
O F D A N U B E N AV I G AT I O N

Shippers and logistics service providers make their decisions based


on the price-performance ratio when selecting a mode of transport for a
specific transport. Service components include structure and planning,
reliability, duration of transport, handling of damages that occur during the
transport, etc.

This chapter is aimed at supporting logistics decision-makers by providing


them with the data necessary for making cargo-specific calculations and
by giving them the opportunity to consider integrating inland waterway
transport in their logistics decisions.

The following aspects are particularly important in this context:

• Elements for calculating the costs of transporting cargo via an inland


vessel:
See sections D1 and D2 The most important waterways in Europe require varied approaches.
See section A2.2 Routes specific to Austria were selected for the calculations listed in
the Manual on Danube Navigation. These are:
• So-called “Western transports” to North Sea ports, to the western
German canal network, as well as to the Rhine and its tributaries,
and
1
• Transports in the Danube region stretching from the mouth of the
Danube to Kelheim.
See section D3.1 • Tips for making calculations
See section D3.2 and appendix F1 • Calculation and in-depth examples
See section D3.3 • Market observation
See section D5 • Price policies

The quantities used in the calculations are valid for current conditions and
are based on current practice. They are to be viewed as averages that may
deviate up or down for any given transport situation.
d
D1 C OST C ALCULATIONS FOR U SING
THE I NLAND V ESSEL ON THE M AIN L EG

The following diagramme illustrates the components necessary for calcu-


lating the cost of a transport using an inland vessel between the loading
and unloading sites, not including transhipment costs and costs for pre-
and end-haulage.

Procedure of cost calculation

• Effective transport time


• Share of empty voyages, other required time
• Time required for loading and unloading

➡ ➡
Required time

Calculating the costs of using an inland vessel


• Standby costs (fixed costs)
• Operating costs (variable costs)

Costs of carrier (inland waterway shipping company)


Customer costs (costs in transit if a carrier is hired)
• Inland waterway transport dues
• Port fees (pierage)

Costs of using an inland vessel

Defining the Kinds of Costs

Standby costs
Costs incurred for maintaining a vessel ready for use, such as crew
costs, amortisation and insurance, not taking into account operating costs.

Operating costs
Costs incurred depending on the number of kilometres or hours travelled
by vessel, such as fuel and lubricants costs, commissions for brokering the
contract, inland waterway transport dues, etc.
Rhin
e 50
1 km
Dammed sections
Ghent
Amsterdam Free-flowing sections with good water flow during low water level periods
Antwerp
MD- Free-flowing sections with poor water flow during low water level periods

a
C

Se
171 anal
km

rth
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ube
771
km

Mid
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e 77
7

t
km

en
av

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Gh
isl

tw
o

rat

An
B
ov
Low

a/

Source: via donau


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ube

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863

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lco

2,3 1 Ke
tI

1,8
0B

Pa
4
lan

10
1,6
rp

1,8
a

we
Se

Po
ck

s
Bla

ac
h
Waterway Classes

5Mo
,44
1
ade
lgr
Be
3
1,15

3
d
Parameters for the main routes, Danube-Western Europe

Ghent

Antwerp

Rhine
Cologne

Moselle
Danube

Nuremberg
river-km

MD-Canal

Strassbourg
Rhine

Danube 2411 km

Vienna
MCV MCV Pushed Convoy Pushed Convoy
Section Direction 1,350 t 2,000 t MCPV + PL PMV + 4PL
v [km/h] v [km/h] v [km/h] v [km/h]
upstream
Rhine: Duisburg−Rotterdam
downstream
upstream
Lower Elbe to Hamburg
downstream
upstream
Rhine: Karlsruhe−Duisburg
downstream
upstream
Rhine: Basel−Karlsruhe
downstream
Main, Moselle, Saar, Neckar, upstream
Mid-Weser downstream
Canals to class V (Main-Danube both Belgrade
-Canal, Canals in Germany) directions
Danube: Kelheim−Bratislava upstream
except Bottleneck A upstream
except Bottleneck B upstream
except Bottleneck C upstream
Danube: Kelheim−Bratislava downstream
except Bottleneck A downstream
upstream
Danube: Bratislava−Belgrade
downstream
upstream
Danube: Belgrade−Sulina
downstream
Canals Class VI,
both
Amsterdam, Anwerp
directions
Black Sea canal

Waterway Classes Bottlenecks

Vienna/National border
14 ocks
Lock canal Gabcikovo/
Budapest

Source: via donau


D2 P ERFORMING THE C ALCULATIONS

D2.1 Draught

The Rhine-Main-Danube waterway has four sections in the upper Danube


stretching from Kelheim to Budapest that are not dammed. Fairway
depths in these so-called free-flowing sections are low due to frequent
periods of low water levels. This significantly limits vessels’ possible
draught and therefore full use of their capacity.

On the western route, the draught is currently limited to 2.5 m, as the


project to expand the Main is not yet completed. For measuring current
draught the water gauge at Pfelling is used as the benchmark water
gauge, as it represents the weakest section on the Western route between
Straubing and Vilshofen in Bavaria. Fairway depth during low navigable
water levels (LNWL) comes to 2.0 m, the lowest level on the entire western
route. For the eastern route from Austria to the Black Sea, the water
gauge at Wildungsmauer is used as the benchmark. When transporting
light cargo, it must be checked as well whether the available cargo hold
volume is sufficient for handling the desired cargo.

5
d
Changes in water level at the Pfelling water gauge throughout the
course of the year

Water levels at Pfelling in 1997

Source: Waterway and Navigation Authority Regensburg

Water levels at Pfelling in 2000

Source: Waterway and Navigation Authority Regensburg

The following applies to the Pfelling water gauge:


Draught (T) in cm = Pfelling water gauge – 140 cm
Changes in water level at the Wildungsmauer water gauge throughout
the course of the year

Water levels at Wildungsmauer in 1997

Source: Austrian Waterway Authority/modified representation

Water levels at Wildungsmauer in 2000


7

Source: Austrian Waterway Authority/modified representation

On January 22, 2004 the zero gauge was lowered by 1 m. The current
benchmark for the Wildungsmauer water gauge is as follows:

Draught (T) in cm = Wildungsmauer water gauge


d
On both routes supplemental leeway for safety reasons is frequently re-
quired when travelling upstream, i.e. from the seaports to Austria and in
transit through Austria. This is because water levels are difficult to fore-
cast when travelling time takes five to ten days. This leeway is based on
past experience gathered by shipping companies.

Relationship between tons deadweight all told (tdwat) and draught

Vessel Type MCV 1 MCV MCV MCV PL2


tdwat [t] 1,000 1,350 1,630 2,000 1,720
of which supplies [t] max. 40 50 65 80 –
(fuel, drinking water etc.)
Length [m] 67.0 85.0 95.0 95.0 76.5
Width [m] 8.2 9.5 9.5 11.4 11.0
Draught [m] 2.5 2.5 2.7 2.7 2.7
Average decrease in tdwat [t]
per dm less draught 50 75 85 102 82

1
MCV = Motorised Cargo Vessel
2
PL = Pushed lighter
The cargo hold volume [m3] of the vessels comes to approximately 1.2 x
tdwat [t]. A number of vessels specialise in light cargo (1.5 x tdwat [t]),
even larger cargo holds are offered on an individual basis.

900 t log wood + 30 t supplies (fuel, drinking water etc.) = 930 t

Austria ARA

Water gauge at Pfelling of 360 corresponds to draught D = 2.20 m


MCV 1,000 t at D = 2.20 / 1,000 – 3 x 50 = 850 t (too small)
MCV 1,350 t at D = 2.20 / 1,350 – 3 x 75 = 1,125 t (too large)
Ø MCV 1,100 t at D = 2.20 / 1,100 – 3 x 75 = 875 t
900 t log wood (700 kg/m 3 or 1.43 x measuring = 1,290 m 3)
Minimum size MCV 1,100 t; V = 1,320 m 3

ARA Austria
Draught D = 2.20
– 0.30 safety supplement
1.90
MCV 1,400 t for D = 1.90 / 1,400 – 6 x 77 = 938 t
Minimum size 1,400 t; V = 1,680 m 3

In accordance with the above information, an MCV must have a tdwat of


at least 1,100 tons when travelling to an ARA port, and at least 1,400 tons
tdwat when travelling from an ARA port. In both cases, traditional methods
to measure cargo hold size are sufficient.
D2.2 Calculating Travel Time

Table of travel times from/to Linz

Travel Time in Hours Travel Time in Hours

Number of locks
4-unit pushed

2-unit pushed

2-unit pushed

4-unit pushed
Distance km
Port
MCV 2,000 t

MCV 1,350 t

MCV 1,350 t

MCV 2,000 t
convoy

convoy

convoy

convoy
174 161 172 1,440 Ghent 62 159 149 165
170 157 168 1,419 Antwerp 61 155 145 161
163 151 160 1,325 Amsterdam 61 149 140 154
163 151 161 1,336 Rotterdam 58 147 138 152
145 135 142 1,119 Duisburg 58 135 127 141
119 113 113 835 Mainz 58 119 111 125
115 109 109 808 Frankfurt 56 116 108 122
43 41 41 380 Nuremberg 17 55 47 55
26 25 25 280 Kelheim 8 39 31 39
23 22 22 242 Regensburg 6 33 26 34
14 13 13 153 Deggendorf 4 21 17 21
0 LINZ 0
2 2 2 2 19 Enns 1 3 2 3 3
9
7 6 6 6 73 Ybbs 3 10 8 10 11
13 10 10 10 133 Krems 4 17 14 17 19
20 17 17 17 211 Vienna 7 27 22 27 30
26 22 22 22 263 Bratislava 7 36 30 37 41
42 37 37 37 491 Budapest 8 60 51 61 70
51 45 45 45 652 Baja 8 75 63 76 88
61 54 54 54 798 Vukovar 8 90 76 91 106
67 60 60 60 878 Novi Sad 8 99 85 100 117
73 65 65 65 961 Belgrade 8 109 93 110 128
98 88 88 88 1,340 Vidin 10 142 120 140 164
115 103 103 103 1,639 Giurgiu 10 167 140 163 191
135 121 121 121 2,007 Réni 10 197 164 192 224
142 128 128 128 2,131 Sulina 10 208 173 201 236
133 120 119 120 1,891 Constanta 1 12 190 159 185 216
,
139 125 125 125 2,074 Ismail 10 203 169 197 231
141 127 127 127 2,120 Kilia 10 207 172 200 235

Main Route Rotterdam–Sulina Direction


Further seaport routes (furcations)

1
In case of low water levels via Borcea arm “100 km detour route”
d
The travel times include waiting times at borders and times required for
locking. The time required for locking comes to 45 minutes upstream of
Vienna and 1.5 hours downstream from Vienna. The table of travel times
from and to Linz has been calculated for typical vessel or convoy catego-
ries using the travel times for the most important routes including times of
lockage and waiting times at borders in the Danube Corridor. The illustra-
tions of page 4 and 11 include additional port locations, making it possible
to calculate travel times between important routes based on distance and
vessel speed.

Calculating travel times for the Bremen-Ybbs route for a 1,350 t MCV

Travel time Distance

From network

Bremen-Mittellandkanal (11 km/h) 15.00 h 165 km


Locks 8 x 0.75 hours
per locking 6.00 h
Weser-Duisburg (11 km/h) 21.64 h 238 km
Locks 6 x 0.75 hours
per locking 4.50 h

Based on the table of travel times

Duisburg-Linz 142.00 h 1,119 km


Linz-Ybbs 6.00 h 73 km

Calculated travel time 195.14 h


Total distance 1,595 km
Parameters of the northern Rhine-Main-waterway network

Ghent

Antwerp

Rhine

118

Cologne
Source: via donau

D2.3 Share of Empty Voyages and Other Unproductive


Periods
Empty voyages occur primarily with disparate traffic, in other words
transports that are carried out in only one direction, either upstream or
11
downstream. A good example of this is on routes from Austria to Eastern
Europe. The volume of cargo transported downstream is less than one
tenth of the volume transported upstream. Another key reason for empty
voyages is the fact that loading and unloading ports for subsequent trans-
ports are frequently located at a large distance from each other.

Other unproductive periods occur due to unplanned waiting caused by


lightering or when waterway transports are prohibited due to ice or high
water levels.

Extra leeway added to the travel time can be assumed based on practical
experience and regardless of route and operating form (shipping com-
pany or private ship owner).

Average surcharge for empty voyages

River Section Operating Form Supplement Rate

Private ship owner 15%


Main-Danube Canal
(= western route)
Shipping company 10%

Danube Region
all operating forms generally 25%
(= eastern route)

Source: via donau


d
D2.4 Loading and Unloading Periods

Loading and unloading periods vary greatly from situation to situation.


They depend on the transhipment facilities present in the port in question,
as well as their current availability. A waiting period of one notification
day per transport is normal.

Reference values for loading and unloading procedures

Type of Cargo Transhipment Method Procedure Reference Value

Bulk Cargo Grabber, Suction Loading 150 t/h ± 50 %


Equipment, Chute Unloading 100 t/h ± 50 %
General Cargo Hook Load/Unl. 60 t/h ± 50 %
Containers Bridge Load/Unl. 16 cont./h ± 25 %

Calculating port time for 900 t of wheat

Loading 900 t / 150 t per hour 6h 0.250 d


Unloading 900 t / 100 t per hour 9h 0.375 d
Notification day 1.000 d

Calculated port time 1.625 d

D2.5 Standby Costs

The most frequent classes of vessel are:

Westward:

• The privately owned and operated vessel with 800–1,700 tons in


operating form A (14 hours/day)
• The privately owned and operated vessel with 1,500 tons–2,000 tons in
operating form C (24 hours/day)
• 2-unit pushed convoy (MCPV + PL) operated by a shipping company,
operating form C (24 hours/day)

In the Danube region:

• Privately owned and operated vessels – see above


• 4-unit pushed convoys downstream from Passau (can be used without
interruption)
• Large pushed convoys downstream from Bratislava with more than four
pushed lighters in varying configurations depending on the section of
the river and water flow; standby costs cannot be depicted here be-
cause they are so manifold.
The following data are to be seen as average values. Newly constructed
vessels, such as large motor vessels with a tdwat of 2,000 tons have a
higher current value and are unable to realise their full potential in sec-
tions with shallower fairway depths. For this reason they are only compet-
itive in terms of their price-performance ratio in special cases.

Standby costs and daily rates

Operating Mode A 14 h/d C 24 h/d C 24 h/d C 24 h/d

Vessel category MCV MCV MCPV PL Push boat


(Danube)
Current value € 500,000 1,000,000 1,150,000 290,000 1,900,000
Operator Private Private Company Company Company
tdwat/Drive power 1,350 t 2,000 t 2,000 t 1,700 t 2,200 kW
Days in use/year 320 320 330 330 330
Costs in €/year
Crew 112,000 173,000 184,000 - 207,000
Repairs 25,000 30,500 32,500 9,000 50,000
Insurance 15,000 23,000 23,000 7,300 39,000
Miscellaneous 20,000 23,000 11,000 - 14,500
Amortisation/Depreciation1 40,000 80,000 92,000 23,200 152,000 13
Interest2 15,000 30,000 34,500 8,700 57,000
Overhead shipping company (30 %) - - 113,000 14,500 155,700
Total costs 227,000 359,500 490,000 62,700 674,700
Daily costs 709 1,123 1,485 190 2,045
1
Assumed remaining period of use 12.5 years
2
6% of 50% of the current value

The standby costs represent the average costs for the vessel types listed
in the table in their customary operating mode. The figures for various
vessel sizes can be calculated by applying a differential cost factor in rela-
tion to the tdwat. This means that even with varying vessel sizes certain
types of costs remain constant (e.g. crew), while other types of costs fluc-
tuate in relation to vessel size.
d
Differential cost factor

Category MCV MCV MCPV PL


Vessel type 1,350 t 2,000 t 2,000 t 1,700 t
Operating form Private A Private C Company C Company
Costs in €/t tdwat per year 168 180 245 37
Differential cost factor 0.6 0.6 0.6 1
tdwat range up to 1,700 t 1,500 – 2,000 t 1,500 – 2,000 t up to 2,200 t

Examples for calculating standby costs and/or daily rates

Formation MCV 1,100 t MCV 1,950 t MCPV 1,900 t + PL 1,700 t


Operating form Private A Private C Company C
[a] tdwat (t) 1,100 1,950 1,900 1,700
[b] Days of use per year 320 320 330 330
Vessel Type (comparison)
[c] tdwat (t) MCV 1,350 t MCV 2,000 t MCPV 2,000 t PL 1,700 t
[d] Standby costs in €/year 227,000 359,500 490,000 62,700
[e] €/t tdwat and year 168 180 245 37
[f] Differential cost factor 0.6 0.6 0.6 1
[g] Differential cost factor (€/year) =
= (a – c) x e x f - 25,200 -5,400 -14,700 0
[h] Standby costs (€/year) =
=d+g 201,800 354,100 475,300 62,700

Daily rate (€/day) =


= h/b 631 1,106 1,440 + 190

D2.6 Operating Costs


Average fuel consumption depends on three factors: utilisation of the ves-
sels (due to loading restrictions), the parity of traffic (empty voyages) and
the prevailing fairway depths (shallow water resistance).

Nautical conditions (dammed sections, free-flowing sections, characteris-


tic current speeds) also have a significant impact on fuel consumption in
each individual case. Looking at it from a global (macroscopic) perspec-
tive, averages can be calculated in kg/1,000 tkm. Alternatively, the opera-
tor of a particular vessel can also provide average rates of fuel consump-
tion in litres/hour.
Average consumption in kg/1,000 tkm

Western Route Eastern Route


Vessel category kg/1,000 tkm kg/1,000 tkm
MCV 10.0 10.5
MCPV + PL 8.5 9.5
4-unit pushed convoy - 8.5

D2.7 Inland Waterway Transport Dues

Navigation on international waterways, such as the Rhine and the Danube,


is not subject to inland waterway transport dues, as opposed to nation-
al waterways, such as the Main-Danube-Canal and the Main. Vessels with
empty cargo holds are exempt. The amount of the dues depends on the
class of cargo, the actual cargo tons and the section travelled on the
waterway in question.

For example, the rates for transport on the Main and the Main-Danube
Canal are set by the German Waterway and Navigation Authority
Directorate Southwest and, calibrated to reflect €-cents/tkm, come to (the
rule that longer journeys should not be less expensive than shorter):

Inland waterway transport dues in €-Cent/tkm (as of 23.8.2006)

Cargo class up to 180 km 181 – 384 km over 384 km 15


I/II (Sugar, petrol, vehicles, ...) 1.012 0.716 0.585
III/IV (Grain, soy beans, iron/steel, ...) 0.844 0.585 0.488
V (Animal feed, fertiliser, heating oil, cement, ...) 0.741 0.488 0.391
VI (Ore, solid mineral fuels, scrap, ...) 0.506 0.391 0.291

The total distance comes to 555 km, of which 384 km are on the Main and
171 on the Main-Danube Canal.
d
Special rates for benefited types of cargo (selection)

€/t or €/Container

from the Rhine to the Danube Ore, potash products 0.566


Magnesite 0.683
Soy grist, calcium phosphate, sheet metals,
plaster bricks, plaster products 0.849
Rape seed, sun flower seeds, soy beans,
wheat, kaolin, loam, clay, scrap 1.138
Coal 1.360
Diesel fuel, gas-oil/petroleum 1.987
Petrol 2.708
from the Danube to the Rhine Iron, steel, metallurgical dust 0.566
Coke 0.849
Animal feed, grain, rape seed,
sun flower seeds, scrap 1.138
Trunk wood, wood chips 0.993
Fertiliser 1.360
Sugar 1.615
Cement 0.683
Petrol, petrol-benzol mixture 2.708
Container, bulky and heavy cargo Containers up to 20’ 13.875
(transit traffic in both directions)
Containers over 20’ 27.750
Empty containers duty-free
Bulky and heavy cargo 0.567

D2.8 Port Fees


Port fees are charged for the use of the port basin, but also frequently for
waste disposal, connection to a power outlet and drinking water supply,
and calculated according to the volume of transhipped cargo. On average,
port fees in Austria come to € 0.38/ton.
D3 C ALCULATION E XAMPLES

D3.1 General Section


The following example shows a formula for calculating a transport via
inland waterway, taking into consideration all cost factors. For demonstra-
tion purposes, the route from Düsseldorf to Vienna was chosen.

See section D3.2 Calculation Scheme

Route
Type of cargo
A Quantity ................ t
Volume ................ m3
Selection of vessel space 1

Size and/or formation


Operating form ■ Private ■ Company
■ A (14 hours/day) ■ B (18 hours/day) ■ C (24 hours/day)
B Distance2 ................ km
C Calculated travel time2 ................ h
Surcharge for empty voyages ................ h
D Calculative transport time 2
................ d 17
E Calculated port time
(transhipment and waiting)2 ................ d
F Cost effective time required D+E ................ d
G Daily rate ................ €
H Standby costs GxF ................ €
I Transport performance AxB ................ tkm
J Specific fuel consumption ................ kg/1,000 tkm
K Effective fuel consumption I x J/1,000 ................ t
L Current fuel price ................ €/t
M Fuel costs KxL ................ €
N 5% Lubricant surcharge ................ €
O Operating costs M+N ................ €
P Transport costs main leg H+O ................ €
R Transport costs per ton P/A ................ €/t
S Inland waterway transport dues ................ €/t
T Port fees ................ €/t

Total costs for transport R + S + T ................ €/t

1
and 2 see calculation assistants
d
Calculation Assistant 1

Selecting the Vessel’s Cargo Space

Selection criterion 1: The water levels (benchmark water gauge at Pfelling or Wildungsmauer)
According to tdwat while taking are key for selecting the vessel’s cargo space. When making this decision,
into account the prevailing it is important to forecast any possible changes in the water levels that
fairway depth may occur when travelling through the critical section.

Selection criterion 2: Cargo hold volume depends on the type and/or the specific weight of the
According to cargo hold volume cargo for transport.
while taking into account the
stowage factor

Example Transport
Benchmark Benchmark
water gauge water gauge
at Pfelling at Pfelling
350 cm 380 cm

Correction value - 140 cm cm


Current draught 210 cm cm
Water level forecast - 30 cm cm
Forecast draught 180 cm cm
Vessel category MCV (PL)
Max. tdwat 1,350 t t t
of which supplies 30 t t t
a) Loading capacity 1,320 t t t
max. draugh 250 cm cm cm
b) Draught difference 70 cm cm cm
c) Specific tdwat 1
7.5 t/cm t/cm t/cm
d) tdwat loss = b x c 525 t t t
possible load = a – d 795 t t t
e) Actual load 780 t t
specific weight 0.55 t/m3 t/m3
f) Stowage factor 1.82 m3/t m3/t
required cargo hold volume = e x f 1,420 m3 m3

1
See the example under section D 2.1
Calculation Assistant 2

Distance – Port Time – Cost Effective Time Required

Vessel size/formation
from to
Distance Travel Time

From the travel time table (incl. time of lockage)


from to km h
from to km h

From the network


from to km: km/h km h
from to km: km/h km h
from to km: km/h km h

Number of locks, only from the above network sections


x 0.75 hours per locking h
a) Total distance, calculated travel time km h
b) Surcharge for empty voyages in % h
c) Cost effective transport time (a + b) h
d) Operating form: ■ A (14 h) ■ B (18 h) ■ C (24 h)
19
e) Calculated transport time (c / d) d
f) Calculated port time d
g) Cost effective time required (e + f) d

Calculated port time


See example under section D2.4
d
D3.2 Calculation Examples

Calculation Example
Düsseldorf–Vienna

The order is to transport 2,300 t of ore waste from the Port of Düsseldorf
to the Port of Vienna–Freudenau.

Unloading Time Frame:


End of July 2000

Water Level Forecast:


July 20, 2000 – water gauge Pfelling 380 cm
Safety supplement: - 30 cm (forecast uncertainty)

Selecting the Vessel’s Cargo Space:


MCPV 1,850 t + PL 1,720 t according to calculation assistant 1 under sec-
tion D3.1. If the actual load is greater or significantly less than the possible
load, the calculation must be repeated.

The minimum cargo hold volume of the pushed convoy comes to:
(1,850 t + 1,720 t) x 1.2 = 4,284 m3

The required cargo hold volume according to calculation assistant 1


comes to 1,045 m3. If the required cargo hold volume exceeds the minimum
cargo hold volume, information on the actual cargo hold of the vessel must
be requested and, if necessary, a larger vessel must be selected.

Calculating the Effective Remaining Time:


According to calculation assistant 2, the effective remaining time comes to
158.5 hours, corresponding to 6.5 days for 24-hour operation.

Port Time
The transhipment equipment in Düsseldorf (150 t/h for loading) and Vienna
See example under section D2.4 (100 t/h for unloading) works in two shifts (here, example estimates).

Loading 2,300 t : 150 t/h = 15.33 h = 15.33 h


Unloading 2,300 t : 100 t/h = 23.00 h = 1d 7.00 h
1 Notification day 1d
Calculated port time1 2d 22.33 h
or
approx. 2.9 d 1
1
See calculation assistant 2
See example under section D2.5 Daily Rate

Cost Type Type of Vessel Calculation Annual Rate

Standby costs MCPV 2,000 t 490,000 €/year


PL 1,700 t 62,700 €/year
Difference costs MCPV 1,850 t (a-c) x e x f
(1,850 – 2,000) x 245 x 0.6 = – 22,050 €/year
Difference costs PL 1,720 t (a – c) x e x f
(1,720 – 1,700) x 37 x 1.0 = +740 €/year

Standby costs MCPV 1,850 t + PL 1,720 t:


490,000 €/year – 22,050 €/year + 62,700 €/year + 740 €/year =
531,390 €/year
Daily costs (for 330 days of use) = 531,390/330 = 1,610 €

Inland Waterway Transport Dues


Scrap 0.205 €-cents/tkm x 555 km = 113.8 €-cents/t = 1.138 €/t
See example under section D2.7 (Enter into the calculation table – S)

Port Fees:
2 x 0.38 €/t = 0.76 €/t
(Enter into the calculation table – S)
See example under section D2.8 (0.36/t for both Düsseldorf and Vienna assumed) 21

The transport costs come to € 9.90/t, not including navigation dues and
port fees. It would also be possible to use two privately owned and operat-
ed vessels (14-hour operation) with 1,450 t tdwat each, which would result
in transport costs of € 11.65/t.
d
Calculation Scheme

Route Düsseldorf-Vienna
Type of cargo Scrap metal
A Quantity 2,300 t
Volume 1,045 m3
Selection of vessel space1
MCPV 1,850 t + PL 1,720 t
Size and/or formation
Operating form ■ Private ■
x Company
■ A (14 hours/day) ■ B (18 hours/day) ■
x C (24 hours/day)
B Distance2 1,293 km
C Calculated travel time2 158.5 h
Surcharge for empty voyages 10 % 15.9 h
D Calculative transport time 2
7.3 d
E Calculated port time
(transhipment and waiting)2 2.9 d

F Cost effective time required D+E 10.2 d


G Daily rate 1,610 €
H Standby costs GxF 16,422 €
I Transport performance AxB 2,973,900 tkm
J Specific fuel consumption 8.5 kg/1,000 tkm
K Effective fuel consumption I x J / 1,000 25,278 t
L Current fuel price 240 €/t
M Fuel costs KxL 6,067 €
N 5% Lubricant surcharge 303 €
O Operating costs M+N 6,370 €
P Transport costs main leg H+O 22,792 €
R Transport costs per ton P/A 9.9 €/t
S Inland waterway transport dues 1.138 €/t
T Port fees 0.74 €/t

Total costs for transport R + S + T 11.778 €/t

1
and 2 see calculation assistants
Example Transport
Benchmark Benchmark
water gauge water gauge
Pfelling 350 cm Pfelling 380 cm

Correction value - 140 cm -140 cm


Current draught 210 cm 240 cm
Water level forecast - 30 cm -30 cm
Forecast draught 180 cm 210 cm
Vessel category MCV (PL) MCPV 1,850 t PL 1,720 t
Max. tdwat 1,350 t 1,850 t 1,720 t
of which supplies 30 t 50 t – t
a) Loading capacity 1,320 t 1,800 t 1,720 cm
Max. draught 250 cm 270 cm 270 cm
b) Draught difference 70 cm 60 cm 60 cm
c) Specific tdwat1 7.5 t/cm 10.2 t/cm 8.2 t/cm
d) tdwat loss = b x c 525 t 612 t 492 t
possible load = a – d 795 t 1,188 t 1,228 t
e) Actual load 780 t 2,300 t
specific weight 0.55 t/m3 2.2 t/m3
f) Stowage factor 1.82 m3/t 0.454 m3/t
required cargo 23
hold volume = e x f 1,420 m3 1,045 m3

1
See example under section D2.1
d
Calculation Assistant 2

Distance - Port Time - Cost Effective Time Required

Vessel size/formation MCPV 1,850 t + PL 1,720 t


from Düsseldorf to Vienna
Distance Travel Time

From the travel time table (incl time of lockage)


from Duisburg to Linz 1,119 km 145 h
from Linz to Vienna 211 km 17 h

From the network


from Duisburg to Düsseldorf km: -37 km/h 11 -37 km -3.4 h
from to km: km/h km h
from to km: km/h km h

Number of locks, only from the above network sections


0 x 0.75 hours per locking 0h
a) Total distance, calculated travel time 1,293 km 158.5 h
b) Surcharge for empty voyages in % 10 15.9 h
c) Cost effective transport time (a + b) 174.4 h
d) Operating form: ■ A (14 h) ■ B (18 h ) ■
x C (24 h)
e) Calculated transport time (c / d) 7.3 d
f) Calculated port time 2.9 d
g) Cost effective time required (e + f) 10.2 d
D3.3 Market Observations
The predominant amount of the cargo transported on the Danube to date
comes from just a few large-scale shippers. Long-term framework con-
tracts are characteristic and usually run for one year. The contract con-
tains provisions on planned quantities and set freight rates. These are
defined in relation to the average cost situation for the vessel capacity in
the contract. The shipper accepts that the vessel’s capacity will be insuf-
ficient in the case of bad nautical conditions and that the planned quanti-
ties as stipulated by the yearly contract cannot be transported. The con-
tract also stipulates that delivery may be subject to dramatic fluctuations
over the course of the year. No further connections can be observed in this
market segment, aside from the degree of utilisation as compared to fair-
way depth.

Observing the market also reveals additional findings if the impact of


changing framework conditions can be assessed immediately. In principle,
fluctuations in transport volume, subject to seasonal market conditions,
can lead to significant reactions on the market. This also affects problems
caused by low water levels, less utilisation of the vessels or higher specif-
ic transport costs.

For this reason a market segment has been examined that is influenced by
framework contracts as little as possible and allows for comparisons to be
made between a cargo route and the utilisation of the vessels’ cargo hold.
This applies to transports along the ARA ports and loading sites in
Austria/Hungary by Dutch and Belgian private ship owners.

The motorised cargo vessel with slightly less than 1,300 tons tdwat in oper- 25
ating form A (14-hour operation) is typical for this market. Freight rates can
be considerably higher or lower than the rates contained in the yearly con-
tracts in the case of smaller quantities or individual journeys and can
therefore fluctuate considerably throughout the year.

The key factors are:

• The nautical conditions, primarily fairway depth and the vessels’


utilisation potential,
• The parity of the flow of cargo,
• The cost structure – in other words standby and operating costs – of
the transport service providers,
• The attitude of the customer or his willingness to purchase and
• The behaviour of the transport service providers.
d
Water level at Pfelling in 1997

The following diagrammes show


the connection between the pre-
vailing fairway depth and the car-
rying out of the transport via
inland waterway.

The water gauge at Pfelling in


1997 was used as an example, as
extreme levels were recorded in
that year that clearly illustrate the
impact of the fluctuations.

Source: Waterway and Navigation


Authority Regensburg
70,000 t

60,000 t

Transport volume per month 50,000 t

40,000 t

downstream 30,000 t

upstream 20,000 t

10,000 t

0t

Average monthly utilisation

downstream
upstream

Number of loaded transports

downstream
upstream

Costs €/t
(downstream) – freight rates

downstream to Austria
downstream to Budapest
downstream freight rates to Budapest
downstream freight rates to Austria

Costs €/t
(upstream) – freight rates

upstream from Austria


upstream from Budapest
upstream freight rates from Budapest
upstream freight rates from Austria

January February March April May June July August September October November December

Source: via donau


The following section illustrates the interdependency of the different fac-
tors, using 1997 as an example. It must be mentioned that transports on the
ec.europa.eu/transport/iw/ Main-Danube Canal was largely prohibited in January of 1997 due to ice
observatory/index_en.htm and was permitted only gradually starting on January 25. 1997 was also
marked by extreme periods of low water levels in the fall, causing markets
to react even more significantly than in years with above-average water
levels.

In January 1997 and in January 2006 navigation was prohibited due to ice
for several days. These are the only serious instances of ice limiting navi-
gation on the canal since the opening of the Main-Danube Canal in the fall
of 1992.

• There are almost no empty voyages in the main transport route from
Rotterdam. Empty voyages can be largely avoided in the opposite direction
by taking into account smaller lots of goods; however, a surplus number of
vessels in Austria are forced to accept empty voyages when they travel to
pick up cargo in Hungary. A significant overall backlog for cargo hold can
only be seen in June and July.

• On the main transport route, freight rates and expenses are adjusted
accordingly, with the one restriction that cost increases in the case of
massive problems due to low water levels can only be passed on to the
market after somewhat of a delay. As for the return direction, costs most
often come to more than the freight rates. In this market segment it should
be noted that on the Budapest-Rotterdam route, costs are quoted usually
too low due to the above average number of empty voyages (for loading to
Budapest). On the Austria-Rotterdam route, however, costs are quoted too
high. Here, the share of empty voyages is clearly below the average of 27
15%.

• It is clear that in the case of favourable water levels, as is the case from
March to July, transport quantities and the number of utilised vessels are
very high, and, at the same time a positive margin between freight rates
and costs is feasible.

• Vessel size and cargo quantity cannot always be perfectly coordinated


in this market segment. When excluding the problems caused by low
water levels, utilisation on this main route could come to at least 75%. This
would have been possible in March, e.g., when the maximum draught of
2.5 m could have been fully exploited. Looking back, a draught of 2.5 m
would also have been possible in July; however, the decision had been
influenced by forecast uncertainties (a 68% utilisation rate was achieved).
The rest of the year, average utilisation came to just under 51%.

• When periods of low water levels occur, shipping companies have to


face lower earnings in absolute terms as well as in comparison to the
costs. In some cases the vessels are used in other sections of the river.
This results in a new ratio of freight rates to costs, which leads to a signif-
icant drop in transport quantities, in particular on the main transport route.

• On the European Union level the mechanism for observing the entire
European market is currently being expanded and perfected in the wake of
the liberalization of the inland waterway transport market and the restruc-
turing of inland waterway fleets. The objective is to track developments in
d
the flow of cargo and to enable mid- to short-term transport forecasts to
be made. This instrument was developed by the European Commission
with the support of the Central Commission for Navigation on the Rhine
and trade associations for all important inland waterway transport corri-
dors. The European market observation system for inland waterway trans-
port is based on the current systems prevailing in the individual EU mem-
ber states. The goal is to record data, such as freight costs and tariffs, the
development of cargo volumes, travelling times and waiting periods,
vessel utilisation and sectoral, microeconomic analyses.
D4 M ANAGING O PERATIVE C OSTS

In inland waterway transport, full-costing systems for calculating the daily


standby costs of the vessels are traditionally widely used. In addition, all
individual costs for the period in question and burden costs, e.g. costs for
the crew, amortisation, depreciation and insurance, are also registered,
added up and divided by the number of operating days in the given period.
These figures are termed daily standby costs and are average values
and/or fixed costs that are incurred independent of any given contract.

In addition, operating costs per hour travelled are charged for specific
routes and vessel types. These are variable costs that can be calculated
into each individual contract.

Variable vessel costs include:


• Fuel and lubricant costs
• Costs for non-permanently employed crew members, e.g. temporary
or leased staff
• Costs that vary depending on the route, e.g. pilot costs
• Commissions for brokering the transport contract
• Levies and dues, e.g. inland waterway transport dues, port fees, etc.
• Costs for cleaning the vessel

Basically, a transport contract is accepted when the standby costs and the 29
operating costs, in other words both fixed and variable costs, are covered
and a profit can be generated over and above this amount.

If no such contract is to be had for a vessel within a given period of time,


a transport price that is more than the variable but less than the fixed costs
can be deemed acceptable. This means that some of the fixed costs can
be covered with a contribution margin. If the transport price is lower
than the variable costs, any commercial activity will only increase the
losses incurred.

The contribution margin is calculated using the following formula:

Contribution Margin = Revenue – Variable Costs

Over the last few years the inland waterway transport sector has been
introduced to an increasing number of new cost accounting methods, in
particular for cost considerations related specifically to the contract and
certain time periods. Modern cost accounting mechanisms have been
gaining ground mainly due to market liberalization and deregulation.

The evaluation of profitable alternatives is included more and more fre-


quently in direct costing, e.g. in the form of contribution margin account-
ing. Furthermore, inland waterway transport has redoubled its efforts to
raise the relative share of variable costs in the total costs in order to be
able to adapt cost structures more flexibly to meet the demands of the
market. One example of this development is the use of leased crew mem-
bers, instead of crew members having a permanent salaried employment
contract.
d
D4.1 Contribution Margin Accounting for Container
Liner Services
A liner service for transporting containers offers transport services
including pre- and end-haulage, in other words, door-to-door transports.
The vessel has a space capacity of 120 TEU, or 60 40’-containers and
was leased at a fixed price including crew and fuel.

The fixed costs for the liner service, or the vessel transport, come to the
following per 40’-container:

at 85% utilisation – € 400


at 100% utilisation – € 340

The variable costs for the liner service per 40’-container, including pre-
and end-haulage, transhipment, navigation dues, port fees and commis-
sions come to € 600.

Partial Utilisation
One day before departure 85% of the vessel’s space capacity is utilised.

The liner service operator knows that the shippers´ willingness to pay
varies. For that reason, the operator tries to transport additional containers
at prices that cover at least the variable costs, albeit only a portion of the
fixed costs. This makes the transport more profitable for the operator.

Full Utilisation
The container vessel is transporting to capacity with 60 40’-containers. An
additional customer is willing to pay € 1,100 per container for transport.
The liner service operator is subject to a € 100 penalty in case of failure
to transport the container cargo.

Comparison of costs to revenues per 40’-container

Partial utilisation Full utilisation

Full costs Contribution margin Full costs Contribution margin

Variable costs € 600 € 600 € 600 € 600


Penalty – – – € 100
Fixed costs € 400 € 200 € 340 € 340
incl. crew and fuel (for 85% utilisation) (depending on the (for 100% utilisation)
potentially attainable price)

Profit margin € 50 € 110 € 60


Transport price € 1,050 € 800 € 1,050 € 1,100
(minimum price € 600)
Evaluating the Results

Partial Utilisation
The offer of € 800 is € 200 higher than necessary to cover the variable
costs. Transporting the additional container generates additional profit, as
the fixed costs are completely covered at 85% utilisation. The offer is
acceptable.

Full Utilisation
With an offer of € 1,100, the penalty payment reduces the profit margin by
€ 50. The transport is not acceptable, not least due to a possible negative
impact on existing customer relations. The offer would have to be more
than € 1,150 for the liner service operator to make an additional profit.

As this example shows, calculating the contribution margin can facilitate


decision-making, primarily if the vessel is not transporting to full capacity,
in determining whether or not to take on a transport contract. Here, the
variable costs represent the short-term minimum price for evaluating the
profitability of a transport contract. If the vessel is not transporting to full
capacity, any potentially attainable price that is higher than the variable
costs boosts the profit margin.

31
d
D4.2 Eco-Costing
Eco-costing is a cost accounting method that takes into account ecologi-
cal factors, in addition to the various instruments of cost accounting. Eco-
criteria are not part of traditional cost accounting. Eco-costing uses
values, such as direct and indirect input and output (see the table after
next), integrating the principle of “those who cause the damage also pay
for the cleanup”, into cost accounting to a broader extent.

A producer is looking to transport organic wheat by vessels that run on


organic diesel.

The transport price for organic wheat comes to € 18 per ton; the price for
transporting regular wheat comes to € 15 per ton along the same route.
Looking to generate more revenue, a shipping company is willing to refit a
vessel to run on organic diesel. The transport contract runs for five years.
A total of 25 transports are carried out every year, with 3,500 tons of orga-
nic wheat being transported via convoy consisting of a motorised cargo
vessel and a lighter on each transport.

Additional Costs

Refitting the vessel


to run on organic diesel € 180,000

Amortisation and depreciation


over 15 years € 12,000/year

Calculative interest
(5% of 50% of the investment) € 4,500/year

Fuel
Organic diesel (30 t/transport) € 210 per ton
Gas-oil (25 t/transport) € 185 per ton
30 t x € 210/t x 25 transports = € 157,500/year
25 t x € 185/t x 25 transports = € 115,625/year

Additional costs of fuel/year € 41,875

Total additional costs/year € 58,375

Marketing costs in the first year only € 100,000

Additional revenues
Revenues for organic wheat
3,500 t x €18/t x 25 transports = € 1,575,000/year
Revenues for regular wheat
3,500 t x €15/t x 25 transports = € 1,312,500/year

Total additional revenue € 262,500/year


Additional revenues Additional costs Marketing costs Additional profit

1st year € 262,500 € 58,375 € 100,000 € 104,125

2nd – 5th year € 262,500 € 58,375 – € 204,125

Evaluation of the direct and indirect ecological inputs and outputs for estimating the advantages of undertaking
refitting measures:

Quantified
Yes No
Direct Input/Output Effects:
Direct input: additional costs of organic diesel per year € 41,875
Direct input: refitting costs
Amortisation and depreciation/year € 12,000
Calculative interest/year € 4,500
Direct input: marketing costs, one-time (1st year) € 100,000
Direct output: additional revenue per year € 262,500
Profit in 1st year € 104,125
Profit in 2nd-5th year € 204,125

Indirect Input/Output Effects: 33


Indirect input: pioneer image x
Indirect input: increased profits for organic diesel producer x
Indirect output: improved image/additional customers x
Indirect output: reduces CO2 emissions x

The recommendation is to make the investment, as the increased reve-


nues entail an economic benefit. The indirect inputs and outputs also bring
additional, albeit somewhat unquantifiable, advantages.
d
D5 P RICE P OLICIES – S TRATEGIES FOR S ETTING
P RICES AND S EGMENTING THE M ARKET

Price policies are a central factor for companies in the inland waterway
transport sector when making business decisions. When setting prices,
inland shipping companies must use cost prices as a guide.

Until just a few years ago, mandatory and state-controlled tariff systems
For more specific information, were also used in Western Europe, making it significantly more difficult to
see section D4.1 apply free-market business principles to the inland waterway transport
sector. Tariff models that used fixed freight rates or margin prices were
customary. In the case of fixed freight models, the price levels were pre-
determined, leaving no leeway for price competition. With margin prices,
only price corridors – meaning a maximum and a minimum price – were
set, within which the parties were free to agree on a suitable price. This
allowed limited competition in terms of quality and service. Since 1998, pri-
ces within the European Union have been fully liberalized.

Due to the increased focus on supply and demand, deregulated prices


have placed quality factors at the centre of the competitive market. The
qualitative characteristics of transport and logistics services express the
appropriateness of a particular price for a bundle of services as a price-
performance ratio.

The logistics effect is also increasingly felt in the prices in the inland
waterway transport sector, meaning the specific impact on a particular
mode of transport. They originate from logistics concepts and determine to
a significant extent shippers’ demands on the quality of the actual trans-
port services, reliability in meeting the transport schedule and a flexible
focus on logistics demands. These include communications services, such
as electronic information systems (in inland waterway transport River
Information Services). The scope of the logistics services offered increa-
singly influences the choice of one mode of transport over another.

Throughout the EU freight allocation has been abolished which was prac-
ticed in the Netherlands, Belgium and France until 1998 using a tour-de-
rôle method. Here, cargo was allocated to the individual vessels accord-
ing to the principle “first come, first served”. Today, Western European
shipping companies in the inland waterway transport sector are trying to
re-establish the use of this method on a voluntary basis, in spite of the
system’s built-in inefficiencies.
D5.1 Price Differentiation

If it is possible to segment the market, varying prices can be charged for


the same services carried out by a host of contractors in isolated markets.
Price differentiations are made according to space, quantitative, time
and objective criteria.

Space Price Differentiation


In markets that are geographically separate, price differentiations can be
made simply on the basis of this distance. Varying tariffs can be charged
for transporting cargo from the port of origin to various destination ports,
despite the fact that the distance remains unchanged.

Quantitative Price Differentiation


Different prices can be charged for transporting various quantities of the
same product depending on the quantities for transport. As a rule, higher
freight rates are charged for smaller quantities than for larger quantities.

Time Price Differentiation


Prices also vary due to time factors based on the time of the request for
transport. For example, transporting grain in the middle of the harvest peri-
od costs more than during the winter months. Transport prices for contain-
ers may vary according to vessel utilisation.

Objective Price Differentiation


Prices are also set based on the varying properties of the products them-
selves. For example, the specific weight must also be taken into account.
The lighter the cargo, the higher the transport price per weight unit.
Additional objective criteria for setting prices include surcharges for peri- 35
ods of low water levels, rising procurement costs for fuel or extended
waiting period in ports.

D5.2 Price Policy Measures

If an inland waterway shipping company is looking to maximise its reve-


nues and increase its market share, it has a multitude of price policy meas-
ures at its disposal.

Minimal price policies include setting prices which do not represent a total
price for logistics services, but rather supplements are charged for each
individual service, e.g. for cleaning the cargo hold, drawing up the con-
signment note, reporting the position of the vessel outside of business
hours, etc. For strategic reasons in the interest of increasing sales, some
services may be provided at no charge.

Prices in various market segments mean a varying degree of cost cover-


age. Prices in market segments where costs can be covered to a large
extent can also help cover costs in segments where prices cannot fully
cover costs.

If a new service in the inland waterway transport sector is offered at a


more favourable price-performance ratio, all current service providers
lower their prices. The price that is set according to the expected prices
of future competitor companies is called an “as-if price“.
d
During the initial phase, a new service provider sets prices for transport
and logistics services that are new on the market that cover only a portion
of the costs – most often the variable costs. The new shipping company’s
goal is to quickly gain in market share by offering lower prices that under-
cut prevailing market prices. This is called penetration price strategy.

D5.3 Setting Prices – Provisions of the Bratislava


Convention
The 48th Director’s Conference of the shipping companies of the Bratislava
Convention resolved to completely revise the tariffs in 2003. As of 2004,
only very generally worded principles regulate prices, replacing the pre-
viously applicable tariffs, also known as International Danube Cargo Tariffs
(IDCT). However, the prices are in any case to cover costs and allow for a
profit margin.

Freight surcharges for over-limit cargo (weight, volume and length) can be
charged. Surcharges may also be added for over-long waiting periods in
ports, fuel, navigation conditions and currency fluctuations. An internal
investigation is to be launched if unfair competition is suspected.

The prices contained in the Bratislava Convention are now listed in euros
instead of Swiss francs. The new price convention also applies to the navi-
gable tributaries of the Danube and the connected canals.

Freight prices are based on f.i.o.s. – free in and out stowed – or f.i.o.t. – free
in and out trimmed. In other words, the shipper bears either the costs of
loading, unloading and the storage in the vessel (f.i.o.s.), or the costs of
trimming (f.i.o.t.) as well.

D5.4 Reference Prices


Information services, such as Reuters, publish reference prices on a regu-
lar basis for selected routes, especially for the Rhine. The reference prices
appear in journals in the form of freight price tables and are aimed at pro-
viding the shippers with information on the prevailing market price situa-
tion. The reference price information are, however, somewhat unreliable,
as they apply to only a small number of transports, do not differentiate be-
tween groups of cargo and contain no information on coincidental market
constellations.
E L EGAL F RAMEWORK

E1 Organisations and their Scope of Responsibility 1

E1.1 European Union 1


E1.2 Danube Commission 1
E1.3 National Institutions and Authorities 2
E1.3.1 Supreme Navigation Authority 2
E1.3.2 Navigation Surveillance 2

E2 National Legislation Governing Danube Navigation 3

E2.1 Navigation Act (SchG) 3


E2.2 Inland Waterway Regulation (WVO) 3
E2.3 Transport of Dangerous Goods Act (GGBG) 3
E2.4 Container Safety Act (CSG) 5

E3 Multilateral Agreements in the Danube Region 7

E3.1 Danube Convention 7


E3.2 Bratislava Agreements 7
E3.3 Memorandum of Understanding for Corridor VII 8

E4 Transport Rights 9

E5 Technical Regulations for Vessels 11

E5.1 Rhine Regime and the EU Directive 11


E5.2 Suitability of Danube Vessels for Transport on the Rhine 11

E6 Boatmaster’s Certificates 13

E7 Transport Infrastructure 15

E8 Environmental Law 17

E8.1 International Framework 17


E8.2 National Framework 19

E9 Average and Insurance 21

E9.1 Average 21
E9.2 Inland Waterway Transport Insurance 22

E10 Contract Law and Liability Regulations 23

E10.1 Right of Lien 23


E10.2 Strasbourg Convention – CLNI 23
E10.3 Budapest Convention – CMNI 24

E11 Contract Law and Practice 25

E11.1 Contracts of Carriage 25


E11.2 Charter Contract 27
E11.3 Dead Freight 28
E11.4 Multimodal Transport Operators 28
e LEGAL FRAMEWORK

E1 O RGANISATIONS AND THEIR S COPE OF


R ESPONSIBILITY

E1.1 European Union

One of the main objectives of the European Community is to realise the


common market, i.e. an area devoid of interior borders guaranteeing the
free movement of goods, persons, services and capital.

The legal instruments the European Union has at its disposal are:

• Decisions on the general political goals of the EU,

• Directives, which as a rule are passed by the EU Council of Ministers


and the European Parliament and are obligatorily transposed into national
law by the Member States; approximations on a national level can be
taken into consideration,

• Regulations, which are passed by the Council or the European


Parliament or – in technical matters – by the European Commission;
Regulations do not need to be specially transposed into national law, as
they enter into force in the Member States directly.

The European Commission’s entire body of transport law – known as the


transport acquis – consists of a host of Decisions, Directives and
Regulations that also affect inland waterway transport. In addition to the
transport acquis, there are other EU legal provisions governing, for exam-
ple, competition regulations, social law and environmental protection, that
also have an impact on inland waterway transport.
1

E1.2 Danube Commission

The Danube Commission was created in 1948 as a body arising from the
Convention Regarding the Regime of Navigation on the Danube known as
the Belgrade Convention. This international organisation has had its head-
quarters in Budapest since 1954 and is currently made up of the following
11 countries: Austria, Bulgaria, Croatia, Germany, Hungary, Moldova,
Romania, Russia, Serbia, Slovakia and Ukraine.

The Danube Commission’s responsibilities go beyond implementing the


Belgrade Convention and include ensuring adequate conditions for inland
waterway transport on the Danube. Advisory meetings of experts are held
on a regular basis to discuss technical, legal and financial issues on the
basis of the working plan drawn up by the Danube Commission. Special
For further information on the attention is given to continually improving the technical and legal frame-
Danube Commission and its work for inland waterway transport, in particular to harmonising the legal
publications: norms of the Danube countries with legislation of the European Union and
www.danubecom-intern.org the Central Commission for Navigation on the Rhine (CCNR).

The Danube Commission’s decisions are recommendations and are aimed


at influencing the national laws of its member states.
e
E1.3 National Institutions and Authorities

E1.3.1 Supreme Navigation Authority


(“Oberste Schifffahrtsbehörde” – OSB)

The Supreme Navigation Authority is the competent body for general, legal
and international matters involving inland waterway transport in Austria,
provided that these matters concern the surveillance and technology of
inland waterway transport or nautical issues. In particular, this involves
shipping facilities, shipping licences, gauging of ships, ship’s certificates,
ship operations und navigation schools. The OSB is also responsible for
surveilling inland waterway transport on the waterways (regulating traffic,
setting up and operating navigation signal systems) and overseeing
traffic telematics systems (River Information Services – RIS). By law,
the OSB is also involved in waterway engineering, regulation and mainte-
nance.

E1.3.2 Navigation Surveillance

The Navigation Surveillance – termed Navigation Police until the end of


2004 – is an authority responsible for nautical matters. It ensures the uni-
form administration of the international waterway for the purpose of the
Danube Convention.

Its responsibilities primarily involve:

• Supervising compliance with all of the administrative provisions


regarding inland waterway transport,
• Issuing instructions to those using the waterway,
• Regulating inland waterway transport, including monitoring the
The Navigation Surveillance is fairway and the use of the locks on the Danube, as well as
subordinate to the Federal • Coming to the aid of damaged vessels.
Ministry for Transport, Innovation
and Technology: The very specific issues concerning inland waterway transport require
www.bmvit.gv.at this administrative body to be particularly specialised. The individual
heads of the branch offices of the Navigation Surveillance, so-called “river
masters” (Strommeister), have the required expertise and years of expe-
rience.
E2 N ATIONAL L EGISLATION G OVERNING
D ANUBE N AVIGATION

E2.1 Navigation Act (Schifffahrtsgesetz - SchG)

This law consists of 153 sections governing waterways, shipping facilities,


laws regulating shipping trade licences, ship’s certificates, ship operation
and navigation schools.

The provisions contained in section 68 (port fees for public ports) are of
particular importance for inland waterway transport: Port fees are re-
quired for the use of public ports. This includes the use of the following
facilities and services of the port:

• Port basins, including anchoring facilities,


• Waste and used oil collection points
• Sanitary facilities
• Use of drinking water for the crew of the vessel
• Keeping the port free of ice.

The tariffs are set on the basis of an ordinance. Payment of port fees may
also be required for the use of private ports.

Federal Law Gazette I, no. 87/1989, as amended by Federal Law Gazette


I, no. 102/2003

E2.2 Inland Waterway Regulation


(Wasserstraßenverkehrsordnung - WVO)

Austria’s Inland Waterway Regulation contains basic provisions for inland


3
waterway transport on the Danube and the other waterways in Austria.
These are general provisions, such as regulations governing the use of the
waterway, ship’s documents, waterway signs, general duty to take care,
vessel indicators and draught indicator, as well as ship gauging, vessel
designation, night time markings, daytime markings, markings when the
vessel is anchored, sound signals, navigation regulations and regulations
for moored vessels.

Federal Law Gazette I, no. 265/1993, as amended by Federal Law Gazette


II, no. 237/1999

E2.3 Transport of Dangerous Goods Act


(Gefahrgutbeförderungsgesetz - GGBG)

The Transport of Dangerous Goods Act is Austria´s general legal norm


governing the transport of dangerous goods by road, rail, deep sea ship-
ping, air and inland waterway transport. Furthermore, there are special
provisions regarding the transport of dangerous cargo as stipulated by
specific legal texts for the various modes of transport; for example the
European Agreement Concerning the International Carriage of Dangerous
e
Goods by Inland Waterways (ADN) governs inland waterway transport.
The GGBG regulates the obligations that the parties involved in the trans-
port process have to meet and stipulates which precautionary measures
are to be taken in order to reduce the risk of damage. The ADN was adopt-
ed on May 25, 2000, under the joint supervision of the UN/ECE and the
CCNR and has been signed by 10 countries as of November 2006. The
Agreement consists of a main legal text and annexed Regulations, which -
at the time of adoption of the Agreement - are the same as those applica-
ble on the Rhine (ADN-R, issued by the Central Commission for Navigation
on the Rhine). Harmonisation of the ADN, the ADN-R and the ADN-D
Recommendations (issued by the Danube Commission) is targeted at set-
ting up the same high level of safety on the entire European inland water-
way network. The structure of and many passages in the ADN are sub-
stantially modelled after the regulations for transporting dangerous goods
by rail (RID) and road (ADR).

The GGBG stipulates:

• Which dangerous goods cannot be transported by inland waterway


and
• Which specific provisions apply to dangerous goods that are not
excluded from inland waterway transport.

This concerns:

• The classification of goods, including classification criteria and review


procedures
• The use of packaging (including mixed packaging)
• The use of tanks, including the modalities for filling them
• Shipping procedures (marking the means of transport, labelling,
documents and remarks)
• Regulations for the construction, examination and registration of
packaging and tanks
• The use of means of transport, including loading, mixed loading
and unloading.

Mandatory marking of a dangerous goods container

Source: Mierka Donauhaufen Krems

Federal Law Gazette I, no. 145/1998, as amended by Federal Law Gazette


I, no. 86/2002
E2.4 Container Safety Act
(Containersicherheitsgesetz - CSG)

Under the Container Safety Act, containers may be transported by inland


waterway only if they have been certified. In addition, they must also be
labelled with a proper safety certification sign in a visible location. The
Federal Ministry for Transport, Innovation and Technology is responsible
for processing certification applications.

The law requires the owner to maintain its containers in a safe condition.
They may in no way pose a danger to persons, property or the environ-
ment. Defective containers may not be used. The Navigation Surveillance
monitors compliance with this provision. Violations are punishable by law.

Federal Law Gazette I, no. 385/1996

Legislative texts:
www.ris.bka.gv.at/bgbl

5
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E3 M ULTILATERAL A GREEMENTS IN THE D ANUBE R EGION

E3.1 Danube Convention

The Danube Convention – Convention Regarding the Regime of Navigation


on the Danube – was signed in 1948 in Belgrade by the Danube countries
that existed at that time: Bulgaria, Czechoslovakia, Hungary, Romania, the
USSR, Ukraine and Yugoslavia – with the exception of Austria and the
Federal Republic of Germany. The convention entered into force on 11 May
1949; Austria joined the convention in 1960. Over the years, the number of
member states increased with the addition of Germany, Croatia and
Moldova, boosting the importance of the Danube as an international
waterway.

The freedom of inland waterway transport on the Danube is realised in the


Danube Convention, in as much as transport along the Danube is not sub-
ject to duties, quotas or authorisation, with the exception of cabotage.
Transport between ports of one country for vessels sailing under a foreign
flag is authorised only according to the legal provisions of the Danube
country in question. With rights come obligations; the member states of
the Danube Convention are required to maintain their section of the
Danube in a navigable condition for river-going and seafaring vessels.

Federal Law Gazette no. 40/1960, as amended by Federal Law Gazette III,
no. 188/1999

The Danube Convention is currently being updated with the aim of harmo-
nising the existing text with the EU´s transport acquis and the existing
Rhine regime.

7
E3.2 Bratislava Agreements

The Bratislava Agreements of 1955 are a collection of contracts under


private law whose purpose is to regulate cooperation among the shipping
companies active on the Danube. Among these, the Agreement on General
Condition for the International Carriage of Goods on the River Danube is of
particular importance. This agreement regulates shippers’ and shipping
companies’ rights and obligations associated with the carriage of goods.
Although the agreement includes a prescribed formal customer order
sheet for transport, it, however, has little bearing on daily practice. The
substance of the agreement contains regulations for drawing up transport
documents, the accepting and handing over of the cargo to be transport-
ed, loading and unloading of vessels, calculating freight charges, liability,
impediments to contract performance, the exercise of rights of lien and
dealing with complaints.
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The following companies are parties to the Bratislava Agreements (as of
January 2005; in alphabetical order):

• BRP – Bulgarian River Shipping Co. (Bulgaria)


• CNF Giurgiu-NAV SA (Romania)
• CNFR NAVROM SA (Romania)
• JRB d.d. – Yugoslav River Shipping Co. (Serbia)
• DDSG Cargo GmbH (Austria and Germany)
• Dunavski Lloyd Sisak (Croatia)
• MAHART Hungarian Shipping Co. (Hungary)
• NFR-Drobeta SA (Romania)
• RBK – Recno Brodarstvo Krajina (Serbia)
• SPaP – Slovak Shipping and Ports JSC (Slovakia)
• UDP OAG (Ukraine)
• UKRRECHFLOT (Ukraine)

E3.3 Memorandum of Understanding for Corridor VII

The Memorandum of Understanding on the Development of the Pan-


European Transport Corridor VII (MoU) represents a further milestone in
www.tinavienna.at/service/ positioning the Danube as a European transport artery of prime impor-
upload/MoU.pdf tance. The MoU was signed on September 6, 2001, by all of the transport
ministers of the ten Danube countries: Austria, Bulgaria, Croatia, Germany,
Hungary, Moldova, Romania, Serbia (still Yugoslavia at the time of signing),
Slovakia and Ukraine. On February 27, 2002, the MoU was signed by Loyola
de Palacio, at that time the EU Commission’s Vice-President and Transport
A complete list of all legal and Energy Commissioner, in Brussels.
documents relevant for inland
navigation can be found at: The Memorandum of Understanding creates a flexible and efficient frame-
www.bmvit.gv.at/verkehr/ work for taking community action, promotes various initiatives for develop-
schifffahrt/binnen/downloads/ ing the Danube Corridor and serves as a discussion forum for joint pro-
binn_pdf.pdf jects.
E4 T RANSPORT R IGHTS

On the EU level, Council Regulations 3921/91/EEC and 1356/96/EC reserve


cabotage and international transport rights within the European Union for
vessels sailing under the EU flag. Ship operators must be located in an EU
Member State. The 2004 enlargement of the EU gave many Danube coun-
tries unrestricted access to the European waterway network, including
the Rhine.

Bilateral agreements primarily regulate the transport rights for national


cabotage and bilateral transports between EU members and third coun-
tries. Most bilateral agreements have been concluded between individual
eastern European countries and EU countries. The existing agreements
with the new EU Member States Poland, the Czech Republic, Slovakia and
Hungary were replaced by the transport acquis in mid-2004 and are no
longer legally valid. As no specific transitional regulations were agreed
upon for inland waterway transport during accession negotiations, vessels
from the new EU Member States were granted unrestricted access to the
European waterway network as of the accession date of May 1, 2004.

9
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E5 T ECHNICAL R EGULATIONS FOR V ESSELS

E5.1 Rhine Regime and the EU Directive

In Europe the Rhine Vessel Inspection Regulation (Rheinschiffsunter-


suchungsordnung - RheinSchUO) issued by the Central Commission for
Navigation on the Rhine (CCNR) is the benchmark as a rule. The
RheinSchUO defines the technical regulations for Rhine vessels, for
instance regarding the stability and sturdiness of their construction, their
manoeuvrability, safety provisions for the crew, etc.

The vessels are certified for transport on the Rhine on the basis of an
inspection certification issued by a ship inspection commission. This com-
mission includes an expert for shipbuilding and navigation and a public
official from the waterway transport administration. This certificate is
recognised throughout the EU’s waterway network. Vessels from non-
CCNR countries are prohibited from travelling on the Rhine without proper
certification. The RheinSchUO is updated on a regular basis to take tech-
nological advances into account.

The European Directive 82/714/EEC of 1982, which was based on the Rhine
Vessel Inspection Regulation prevailing at the time, has recently been up-
dated. The amendment to this directive, which will enable the Commission
to continuously adapt the technical annexes to the directive to technical
progress, was adopted in 2006.

E5.2 Suitability of Danube Vessels for Transport


on the Rhine
11
Vessels that usually carry out transports on the Danube must fulfil the pro-
visions of the RheinSchUO in order to travel on the Rhine. Cargo vessels
must first complete a test voyage before a ship inspection commission.
Cargo vessels and pushed convoys must be loaded as evenly as possible
and at least to 70 % capacity. The ship inspection commission test is not
mandatory if a class certificate or a certificate issued by a recognised
classification society which states that the vessel’s construction meets the
regulations in the RheinSchUO has been granted.

The regulations governing waterway transport on the Rhine mandate tech-


nical requirements that differ from the registration provisions for the
Danube, for example in the strength and minimum thickness of the bottom,
bilge and side plating.
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E6 B OATMASTER ´ S C ERTIFICATES

The Rhine Licensing Regulations (Rheinpatentverordnung) enshrined in


the national laws of the member states of the Central Commission for
Navigation on the Rhine outlines the requirements that must be met for
being granted one of the five different boatmaster´s certificates for navi-
gation on the Rhine. These include a comprehensive certificate (Großes
Patent) for all vessel types, a restricted certificate (Kleines Patent), a sport
certificate (Sportpatent) for sports boats smaller than 25 metres, a certifi-
cate for official vessels (Behördenpatent) and the certificate for the oper-
ation of a “Kanalpeniche” (a small cargo vessel with a maximum length of
38.5 and a maximum width of 5.05 m usually found on the Rhine-Rhône
canal) (Kanalpenichenpatent). Anyone submitting an application for a cer-
tificate must prove his/her physical and mental suitability by supplying a
medical certificate. The applicant must also prove knowledge of the
routes and nautical experience by presenting a shipping personnel’s book
of professional record (service book).

The EU´s Directive 91/672/EEC regulates the mutual recognition of boat-


master´s certificates between the Member States on the waterways of the
Community, with the exception of where the Rhine splits to form the Lek
and the Waal. The boatmaster´s certificates for navigation on the Rhine
are recognised by the EU as a certificate permitting the use of the entire
European waterway network. Each Member State may, however, require
foreign certificate holders to have the same route experience and knowl-
edge for nautically difficult areas that are required for receiving the
national boatmaster´s certificate in question. There is no one single EU
certificate; however, the European Commission is looking into taking steps
in this direction.

The member states of the Danube Commission recognise the boatmaster´s 13


certificates of other member states.
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E7 T RANSPORT I NFRASTRUCTURE

The European Agreement on Main Inland Waterways of International Im-


portance (AGN) was concluded under the aegis of the UN/ECE in 1996. The
AGN contains classifications for European waterways (E-waterways)
and ports (E-ports), in addition to recommendations for the technical and
operative characteristics of these waterways. For example, if these water-
ways are of international importance (waterway class IV or higher),
draught must be between 2.5 m and 4.5 m, and bridge clearance greater
than 5.25 m.

The Danube Commission’s recommendations for establishing fairway


parameters on the Danube are based on the decisions taken by the
Commission in 1960, respectively in the amended version dated 1962,
which takes into account Austria's accession to the Danube Convention in
1960. The objective for the section to the east of Vienna was a draught of
2.5 m at low navigable water levels and was modelled on the basis of the
dimensions of the vessel type “Johann Welker” already in use at that time.
This vessel has a length of 80 m, a width of 9.5 m and a draught of 2.5 m.

See section A4.1 Original decision taken at the 18th session of the Commission on January
25, 1960 (document CD/SES 18/22-1), or the amended document CD/SES
20/54 of 1962

The Danube Commission has taken no further decisions concerning fair-


way depth since 1962. However, given the consensus in Austria to refrain
from erecting any further dams along the national park section of the
Danube downstream Vienna and in the Wachau, the Danube Commission’s
ambitious objective is to be achieved solely by means of river engineering.
The “Integrated River Engineering Project on the Danube to the East of
Vienna” aims to achieve a minimum fairway depth of 2.7 m for river 15
stretches with fords and 2.8 m in the areas where the riverbed will be
granulometrically stabilised. This goes hand in hand with the Danube
Commission’s original objective, taking into account the specific ecologi-
cal characteristics in the project area.

See section A3 The importance of the Danube waterway as a component in the Trans-
European Transport Networks (TEN-T) is underscored by the fact that it
has been declared Pan-European Transport Corridor VII. The harmonious
improvement of the fairway conditions in the key sections was defined as
a top priority and is funded by the European Commission’s TEN - Multi-
Annual Indicative Programme (TEN-MIP).

Resolution taken by the European Parliament on the new Guidelines for


the Trans-European Networks, Brussels, April 21, 2004; Priority project no.
18: Inland waterway transport axis Rhine/Meuse – Main – Danube
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Austria´s current General Transport Plan 2002 stipulates investments of a
total of € 248.54 million to be earmarked for infrastructure improvements to
the Danube waterway by the year 2020. The list of infrastructure improve-
ments features the following projects:

• Engineering work on the Danube to the east of Vienna (project devel-


opment, government approval procedures, pilot project and com-
pletion of the engineering work): € 182.4 million.
• Engineering work on the Danube in the Wachau region (Lower Austria)
(project development, government approval procedures, elimination of
local shoals): € 66.14 million

Austria´s General Transport Plan 2002 – Fundamentals of Public Transport


Policy and Infrastructure Programme, Federal Ministry for Transport,
Innovation and Technology, January 2002

www.bmvit.gv.at/verkehr/
gesamtverkehr/
generalverkehrsplanung/
index.html
E8 E NVIRONMENTAL L AW

Inland waterways are complex ecosystems with a remarkable biodiver-


sity. This is especially true for several sections of the Danube waterway.
Legal regulations on a national and international level have been created
and associated programmes have been initiated to protect these eco-
systems. The key legal framework as pertains to environmental law – both
directly and indirectly relevant for the Danube – is presented here:

E8.1 International Framework

The Ramsar Convention – concluded in 1971 in Ramsar, Iran, amended in


1982 and 1987 – comprises 138 member states, among which the Danube
countries. The objectives of the convention are to preserve, establish and
sustainably use wetlands for the protection of birdlife. Local, regional and
national measures are implemented and international cooperation promot-
ed with a view to achieving these objectives.

The Danube River Protection Convention (DRPC) was signed in 1994 in


Sofia, Bulgaria, by all of the Danube countries, the Czech Republic and the
European Union. Its primary goal is to set up and practice sustainable
water management in the hydrological catchment area of the Danube,
including the preservation, improvement and the intelligent use of surface
and ground waters alike. Austria has already transposed the DRPC into
national law.

Federal Law Gazette III, no. 139/1998

The Danube Commission passed the Recommendations for the Prevention


of Water Pollution on the Danube by Inland Waterway Transport in 1986. 17
Taking into consideration the regulations governing waterway transport on
the Rhine – the Agreement on Collecting, Dumping and Accepting Waste
in Inland Waterway Transport and Rhine Navigation (1996) – these recom-
mendations were amended in 1997 and a proposal for their implementation
starting from January 1, 1998, was submitted. The objective of these
recommendations is to introduce uniform regulations for collecting and
dumping waste, thereby preventing the pollution of the Danube.

Document CD/SES 55/15 – Danube Commission, 1997

The European Union also passed the Flora, Fauna and Habitat Directive
(FFH Directive) for protecting natural habitats and biodiversity and the Bird
Directive for protecting bird species living in the wild. The European spe-
cial protection system Natura 2000 is based on these two directives. The
“Special Area of Conservation” (SAC) outlined in the FFH Directive and the
For more information on “Special Protected Area” (SPA) outlined in the Bird Directive jointly form
Natura 2000: Austria's legally binding environmental protection system, placing, in addi-
www.natura-2000.at tion, several areas near the Danube under protection.
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The FFH Directive can be found under Directive 92/43/EEC; the Birds
Directive under Directive 79/409/EEC

The Directive establishing a framework for Community action in the field of


water policy, in short the “Water Framework Directive”, forms the basis for
integrated and sustainable water policies in the European Union. It en-
tered into force in 2000 and was transposed into Austrian law in 2003 with
the passing of the amendment to the Water Law Act of 1959.

The Water Framework Directive was published as Directive 2000/60/EC,


Federal Law Gazette I, no. 82/2003

Going beyond the conventional perspectives, the Water Framework


Directive does not focus on the kind of water usage, but rather generical-
ly places all surface waters, groundwater and costal areas under protec-
tion according to ecological criteria. A strict implementation schedule was
also set: By 2015, a “favourable ecological and chemical status” should be
achieved for all waters. The natural condition specific to each specific
type of water is to be used as the basis of assessment. This means that the
objective will be to preserve or re-establish the habitats specific to the
type of water in question.

Less strict environmental goals apply to artificial and “significantly al-


tered” waterways (e.g. waterway transport, flood protection, energy pro-
duction) that could only be restored to a good ecological status by refrain-
ing from their use. In such cases, the highest ecological potential under
the existing circumstances is seen as the desired objective. Many sec-
tions of the Danube can be considered significantly altered.

Now that the objectives have been defined, the National Water
Management Plan is to be drawn up by 2009 as the operative instrument
for achieving them. A general stock-taking will shed light on the status of
the natural area and its stressors, and evaluate the impact of these stress-
ors. Subsequently, a monitoring system enabling comparisons on a
European level will be set up, and a corresponding catalogue of measures
developed. One main feature of the Water Framework Directive is the
inclusion of the public in the planning process.

For cross-border surface waters, the Directive stipulates that all measures
throughout the fluvial area are to be coordinated. This has a three-pronged
impact on Austria, as it is part of the catchment area of the Danube, the
Rhine and the Elbe. As regards the Danube, the International Commission
for the Protection of the Danube River (ICPDR) functions as a coordinating
platform for developing an international management plan for the entire
www.icpdr.org Danube catchment area.

In its full impact, the Water Framework Directive will create a uniform
framework throughout the EU for the protection of water, effectively
ending any distortions of competition and advantages of particular loca-
tions over others.
The Water Law Act of 1959 and the transposed regulations stipulated in the
Water Framework Directive represent a relevant legal framework for pro-
jects that are subject to an environmental impact assessment, such as the
“Integrated River Engineering Project to the East of Vienna”.

The European Union created the legal framework for waste management
with its Waste Management Directive. The Member States are compelled
to prevent the accumulation of waste as a priority and to promote the re-
use and recycling of waste. Furthermore, the Community has also passed
regulations on the cross-border transport of waste, in particular in the
Regulation No. 259/93/EEC for supervising and monitoring the transport of
waste within, into and out of the European Community. This Regulation
meets international requirements that apply to the Community as stipulat-
ed by the Basel Convention and the OECD Resolution.

Directive 75/442/EC, amended by Directive 91/156/EEC and the Decision


96/350/EC by the Commission

E8.2 National Framework

The creation of nature reserves is both the expression and the result of the
biodiversity on the Danube, and is aimed at preserving the existing flora
and fauna. On a local and regional level there are a multitude of initiatives
for conserving the Danube and its catchment area. The Water Law Act
regulates the use, purification and protection of the waters. There are
three additional key legal structures that govern the collection of waste
generated by inland waterway transport and their implementation by ship-
ping facilities in Austria.

Water Law Act, Federal Law Gazette no. 215/1959, as amended by the Law
on the Implementation of the Federal Budget Act 2001; relevant for waste
collection are the Waterway Transport Act, Federal Law Gazette no.
62/1997, as amended by Federal Law Gazette I, no. 102/2003, the Inland 19
Waterway Regulation, Federal Law Gazette no. 265/1993, as amended by
Federal Law Gazette II, no. 237/1999 and the Regulation on Shipping
Facilities, Federal Law Gazette no. 334/1991, as amended by Federal Law
Gazette II, no. 124/2004.
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E9 A VERAGE AND I NSURANCE

E9.1 Average

Average refers to damage to a vessel or its cargo sustained during trans-


port.

Particular Average

Particular average is the term used to describe incidental damage to a


vessel or its cargo (collisions, loss of cargo, motor break-down, etc). The
costs incurred due to particular average are borne by the injured party in
the amount of the specific damage.

General Average (gross average, avarie grosse)

General average refers to a special legal relationship between the ves-


sel, the interests of the shipping company and the interests of those to
whom the cargo belongs. General average is used to describe all damage
to a vessel and cargo, or both, done for the purposes of saving the whole
from a common danger and all the costs thereby incurred. General aver-
age is said to exist when an extraordinary sacrifice is made with intent and
with reason for the common salvage of both vessel and cargo.

Cases of general average include:

• Jettison of the cargo


• Lightering
• Intentional running aground to prevent the vessel from sinking
• Proceeding to an emergency port
• Ransoming vessel and cargo 21

The damage and costs are distributed, or dispatched, among the injured
parties according to the value of the vessel and cargo by a court-certified
expert, an average adjuster or dispatcher. Transactions involving damage
sustained as a result of general average are subject to various regulations
in the individual waterway transport regions, such as the Danube and the
Rhine.

Petty Average

Petty average does not refer to damage done to vessel or cargo, but rath-
er the elevated costs incurred, due to low water levels or pilot services for
example.
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E9.2 Inland Waterway Transport Insurance

Transport insurance in inland waterway transport refers to the insuran-


ce of cargo during transport on inland waters.

Complete Coverage
The insurer provides compensation for the loss and damage of the cargo
as a direct result of an insured risk. Insurance is available to cover every
risk with the exception of the following:
• War and armed conflicts,
• Strikes, political unrest and any associated acts of sabotage,
• Seizure by a higher authority,
• Nuclear energy and radioactive radiation,
• Risks for which the cargo is insured by other means, as well as
• The following risks:
- Natural spoilage, construction damage, usual loss, lack of
proper packaging for transport, damage caused by violations of
the law and
- Damage caused as a result of transporting the cargo in open
inland vessels or above deck, or alternatively as upper load on
inland vessels.

Limited Coverage
The insurer provides coverage in case of loss or damage as the direct
result of the following events:
• Stranding: The vessel transporting the cargo runs aground, capsizes,
sinks, collides with other vessels or it sustains ice damage.
• Shipwreck
• Jettison of the cargo
• Unloading, storing temporarily, loading cargo in an emergency port the
vessel was forced to enter as a result of the incidence of an insured
risk.

The various types of insurance include insurance of the means of trans-


port (brown water hull insurance, river hull insurance) and cargo insur-
ance.
E10 C ONTRACT L AW AND L IABILITY R EGULATIONS

E10.1 Right of Lien

On the basis of the contract of carriage, the carrier is given a right of lien
on the cargo when the cargo is entrusted to him for transport to ensure
that he is not left without some reimbursement for expenses (e.g. freight
revenues, port fees, demurrage, customs duties, etc.). This also applies
even after the carrier has successfully delivered the cargo if the right of
lien has been asserted in court within three days of delivery and the con-
signee is in possession of the cargo. The carrier may publicly auction off
the cargo in question only after the consignee has been successfully noti-
fied of the intended sale of the pledged property.

The subcarrier also holds a right of lien vis-à-vis the contracting carrier
(general carrier).

If the bill of lading stipulates that the carrier is to deliver the cargo freight
paid, this circumstance does not impede the carrier’s right of lien (due to
expenses incurred from the start of the transport) should any doubts arise.

If the carrier has assumed the obligation to deliver the cargo freight paid
or free carrier to the consignee, he may assert his right of lien vis-à-vis the
consignee only if this was specified in the contract of carriage.

The provisions governing the right of lien and retaining lien, which are
more favourable for the carrier and are considered to have legal validity,
can often be found in carriers’ general terms of business and transport.

E10.2 Strasbourg Convention – CLNI 23

The Strasbourg Convention on the Limitation of Liability for Inland


Navigation (CLNI Convention) was concluded between Belgium, France,
Germany, Luxembourg, the Netherlands and Switzerland on November 4,
1988. The Convention unifies the law of liability limitation in inland water-
way transport, in particular on the Rhine and the Moselle.

The limitation of liability is subject to the following claims, no matter on


what grounds liability is assumed:

• Claims on grounds of death, bodily harm or loss of or damage to


on-board cargo arising from the operation of the vessel or damage
caused by efforts to provide assistance (NB: damage to property
encompasses damage to port facilities, port basins, waterways, locks,
bridges and navigation aids),
• Claims for damage caused due to delays in the transporting of cargo,
passengers or their baggage,
• Claims for damage arising from the violation of rights not contractually
agreed and directly linked to the operation of the vessel or salvaging,
• Claims arising from the lifting or the removal, or similar, of a sunken or
damaged vessel,
e
• Claims arising from the removal of a ship’s cargo,
• Claims asserted by a party other than the party liable due to measures
taken to prevent damage from occurring.

There is no limitation on liability for the three last claims, provided that a
fee has been contractually agreed with the party liable. There is no limita-
tion on liability if it can be proven that the damage was caused with intent
or due to conscious negligence.

E10.3 Budapest Convention – CMNI

The Budapest Convention on the Contract for the Carriage of Goods by


Inland Waterway (Convention de Budapest relative au contrat de transport
de marchandises en navigation intérieure – CMNI) is an international con-
vention that unified the legal provisions governing contracts for the cross-
border transport of cargo on inland waterways for the first time in 2001.

In general, the Convention contains regulation relative to

• The liability of the carrier in case the cargo is lost or damaged,


as well as
• Circumstances or situations that allow for an exemption from liability.

The Convention applies to all contracts of carriage for transporting cargo


by inland waterway across borders. It regulates the general rights and
obligations of the contracting parties, primarily those of the carrier, the
consignor and the consignee.

The Budapest Convention was concluded on June 22, 2001, and entered
into force on 1 April 2005. To date it has been signed by 16 countries, and
ratified by Hungary, Croatia, the Czech Republic, Luxembourg, Romania,
the Netherlands and Switzerland (as of October 2006).
E11 C ONTRACT L AW AND P RACTICE

E11.1 Contracts of Carriage

The contract of carriage is a comprehensive agreement between a con-


signor and a carrier for the transport of cargo. For each contract of car-
riage, a consignment note is drawn up to document the transport.

Contracts of Carriage Include:

• Framework contracts of carriage, most often running for medium or


long terms
• Consecutive contracts of carriage, i.e. the contracting of several con-
secutive transports
• Single contracts of carriage

The key components of a contract of carriage are outlined below.

Contract duration
Long-term contracts, as a rule, run for several years; only the beginning
and the end of the contract is specified. Single contracts of carriage stipu-
late the exact date of departure and possibly also the date of arrival.
Contracts where the transport dates cannot be exactly specified stipulate
a time frame for the transport, e.g. loading time frame, the first quarter of
20XY.

Transport quantity and cargo


The transport quantity can be agreed on for the entire term of the contract
or in partial quantities per period (e.g. transport quantity per year, depend-
ing on the amount of crop harvested). Often maximum quantities per trans-
port are stipulated in weight, piece or vessel units. 25

A framework contract usually concerns the entire quantity to be transport-


ed, e.g. 200,000 tons of mineral oil products. In some circumstances the
share of the entire transport quantity of individual products is specified in
the contract only as minimum or maximum quantities, e.g. diesel, petrol or
kerosene.

Loading and unloading locations (routes), or alternative routes


The contract of carriage can contain exact details concerning the trans-
port route, e.g. from Vienna-Lobau to the Linz Tanker Port. When estab-
lishing the port for loading and unloading it is also customary to stipulate
an alternative port. The reason for this is that the economic conditions for
one of the contracting parties may change during the term of the contract.
For instance, a particular product is scheduled to be transported from
Krems (Lower Austria) to Rotterdam. Due to an increase in transhipment
costs in Rotterdam, the transport is re-routed from Krems to Constanta
instead.

Scope of performance
This clause determines which of the contracting parties is responsible for
performing which (additional) services, such as loading, securing the
cargo, etc.
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Transport price
The information regulating the transport price include the freight rates, as
well as provisions on costs incurred during transport: canal fees, port fees,
pierage, rearrangement and interim storage, additional costs for extreme
water conditions, ice surcharge, commissions, demurrage, etc.

The contract also specifies price fluctuation clauses in case of any


changes in the price of any factors that are key for determining the trans-
port price, such as gasoil, staff, etc.

Discharge of a transport obligation


Grounds of a nautical or administrative nature can also be stipulated
which discharge the carrier from his transport obligations, protecting the
carrier from any excessive economic disadvantages. The contract speci-
fies maximum and minimum values for individual reference water levels for
which the carrier is to be discharged from performing his transport obliga-
tions.

Loading and unloading norms, loading and unloading times


The contract also specifies minimum transhipment quantities per unit of
time – most often per hour or day – as well as loading and unloading times.
Examples for contractual agreements as to time are: weekdays, no loading
or unloading on legal holidays, Sundays or weekends, no loading or un-
loading between 8 p.m. and 6 a.m.

Notification
The customer is to be notified of the continued progression of the voyage
and the arrival of the transport vessel.

Invoicing, payment periods


This provision determines when the invoice(s) is (are) to be issued, e.g.
after loading, unloading, etc., when the invoice becomes due and payable
and which information the invoice is to contain to ensure that it can be
assigned to the correct contract.

Fluctuations in weight
Some loss of cargo occurs during loading and unloading, as well as during
the transport in the case of liquid cargo (evaporation). The quantity of
tolerable losses – usually based on customary experience – is stipulated
in the contract.

(Transport) Insurance
The contract specifies which party bears which insurance costs. It is
customary for the carrier to assume the costs of insuring against damage
to the vessel (carrier third party liability insurance including water pollu-
tion risk, hull insurance), while the consignor bears the costs for insuring
against any damage to the cargo.

Transferability of rights arising from the contract


This provision primarily governs the carrier’s right to contract out the
transport to a subcarrier, for example.

Provision on quality assurance


Often, contracts for carriage are only concluded with the carrier on the
condition that the quality assurance system requested by the shipper is
used (e.g. ISO 9000f., HACCP, etc.).
Terms and conditions of business
It is also important to verify whether the shipper’s general terms of busi-
ness or the shipping company’s general terms of transport are applicable
as stipulated in the contract. These are mainly geared toward the stronger
market participant.

Severability
In the event that one or more provisions of the contract are ruled legally
void by a court of law, the contract always contains a clause stating that
the other provisions shall retain their validity and a provision shall be
deemed stipulated that is as similar to the voided provision in economic
terms as possible.

Concluding provisions
Contracts usually contain formal legal agreements regarding the applica-
ble laws, the legal venue and agreements governing arbitration. This sec-
tion also specifies the language in which the original version of the con-
tract is to be written.

E11.2 Charter Contract

Charter refers to the leasing of a vessel. A differentiation is made be-


tween a time charter (lease for a specific period of time) and a voyage
charter (lease either for a single voyage or for consecutive voyages).
Unlike deep sea shipping, a charter for only a portion of the cargo hold is
extremely rare in inland waterway transport. Partial charters occur in
inland waterway tank transport, due to the fact that tank vessels have
several separate cargo compartments.

The parties to a charter contract are the shipping company and the
freighter. It is customary to charter a vessel together with the crew, fuel
and insurance. The ship’s documents, such as maintenance certificate,
classification certificate, etc. are handed over with the vessel. 27

The contract specifies the term of the agreement, provisions for extending
the agreement, or the premature termination of the charter contract, as
well as agreements regulating the failure to return the vessel on time.

The charter price stipulates remuneration for the vessel and its operation,
the crew (basic salary, per diems, expense allowances) and additional ser-
vices. The contract is calculated according to fixed daily rates and con-
tains a clause regulating price and currency fluctuations. Payment modal-
ities and (bank) guarantees to be submitted by the contracting parties are
also comprehensively laid down in the contract.

The obligations of the contracting parties are a central component of the


contract. For instance, the agreement specifies who is to bear the costs of
inland waterway transport dues, who is responsible for maintenance and
repair and whether an addition charter is possible. The lessor is obligated
to hand over a vessel that is free of technical defects and can be operated
safely. The lessee is obligated to clean the vessel either on a regular basis
or at least after the contract has ended, to disinfect (extermination of ver-
min) and repair the vessel. Often hatch covers are in need of repair.
e
The contract also contains ground for the temporary suspension of the
agreement, such as due to hidden defects, force majeure, etc.

The contracting parties usually agree on the type of indemnification if


there are any contract violations.

E11.3 Dead Freight

The carrier is entitled to compensation if the consignor fails to deliver the


cargo for loading or delivers only a part of the cargo, if the cargo must be
unloaded in the loading port, if the cargo is destroyed, sunk, seized, dam-
aged or otherwise rendered valueless during transport.

If the consignor has not delivered any cargo by the time the waiting peri-
od expires, the carrier is no longer bound by the contract and is entitled to
a payment of one third of the agreed freight amount as compensation by
the consignor. For general cargo, compensation is increased to amount to
half of the freight. In Germany this amount (dead freight) is considered by
law as compensation for the consignor’s non-performance of the contract
of carriage.

The Bratislava Agreements stipulate a penalty of 50% of the freight sum of


the entire cargo amount that was not made available to the carrier for
transport. The penalty is reduced by a third if the freighter notifies the car-
rier at least ten days prior to the agreed loading date that the cargo will not
be delivered.

The shipping company’s terms of loading and transport specify the amount
of the claims than can be asserted by the carrier if the consignor fails to
meet his obligations arising from the contract of carriage. In some condi-
tions, the penalty is equal to 100% of the agreed freight.

E11.4 Multimodal Transport Operators

The increased integration of Danube waterway transport into multimodal


logistics chains makes it more and more necessary to find solutions for
establishing a global document for international cargo transports that are
carried out by at least two different modes of transport, e.g. road and
inland waterway transport.

The terms international multimodal transport refer to the transport of


goods using at least two different means of transport, based on a multimo-
dal transport contract, and carried out from one country in which the
goods are accepted by a multimodal transport company to another coun-
try where delivery is to take place. Multimodal transport does not refer to
a succession of different modes of transport, but rather their consolidation
into a contractual unit stipulated by a transport contract.

In 1980, the United Nations Convention on International Multimodal


Transport of Goods (MT Convention) was concluded by the UNCTAD
(United Nations Conference on Trade and Development), a sub organisa-
tion of the United Nations. However, this convention has still not entered
into force. One key new element is the Multimodal Transport Operator’s
obligation to assume end-to-end liability for the entire transport route,
regardless of the mode of transport. Other liabilities pursuant to norms
For more details of the legal specific to modes of transport (CMR or CIM) are not applicable.
provisions governing multimodal
transport: The forwarding sector as a global freighter uses a through bill of lading
www.fiata.com for international multimodal transports. By issuing the FIATA bill of
www.unctad.org lading (FBL), the forwarder as global freighter assumes responsibility for
the cargo to be transported, as well as for the transport. The forwarder is
thereby not only responsible for handing over the cargo at the destination,
but also for his carriers and other involved parties.

If damage occurs and it can be proven where the damage occurred, the
liability depends of the scope of compensation corresponding to the kind
of transport used when the damage occurred.

When issuing an FBL, the forwarder must:

• Make sure that he has accepted all of the listed goods and as the
sole party is entitled to the rights of disposition of the cargo,
• Verify whether the goods are in visibly good condition,
• Check the information provided in the document against his transport
contract,
• Clarify the issue of transport insurance with the consignor and
• Expressly indicate whether one or several original copies were issued.

29
F A PPENDIX

F1 Glossary for Logistics, Inland Waterway 1


Transport and Telematics

F2 Subject Index 13

F3 Abbreviations 21

F4 Inland Navigation in Austria: Contact Addresses 25

F5 Further Information 29

F6 Forms 33

F7 Clearance Height of Danube Bridges 49

F8 Frequently Asked Questions 51

F8.1 Danube Waterway 51


F8.2 Inland Waterway Transport 53
F8.3 Cargo Transports on the Danube 55

F9 Maps 57
f APPENDIX

F1 G LOSSARY FOR L OGISTICS ,


I NLAND W ATERWAY T RANSPORT AND T ELEMATICS

Agency Organises inland waterway transports and serves as a broker between the
manufacturing industry and shipping companies

AIS Automatic Identification System; AIS is a broadcast system, exchanging


static, dynamic and voyage-related vessel data between equipped vessels
(e.g. position, identification, velocity, etc.) and between equipped vessels
and shore stations

AIS transponder a compact, easy to install, stand alone marine receiver that monitors chan-
nels assigned to the Automatic Identification System or AIS; this receiver
is used to decypher AIS data

Assembling Value-added level within the logistics chain consisting of assembly and
component finishing; offered in inland ports as an additional warehouse
logistics service

Average Damage sustained by a vessel or its cargo during transport

Ballasting Intaking ballast water to enable the (container) vessel to clear a bridge;
increasing the draught

Base station Stationary River Information Services facility located on shore alongside
the river in order to receive AIS data of equipped vessels (see AIS trans-
ponder) within the coverage area and forward this data to the National
RIS centre; transmits relevant information from shore to the equipped ves- 1
sels via VHF radio transmission

Berth Anchorage place for vessels in ports

Bill of lading Negotiable paper; through bill of lading: a single document covering the
entire transport route, whereby a change of carriers (i.e. mode of trans-
port) takes place

Biodiversity Biological diversity: natural habitats, diversity of species, genetic diversity


within the species

Bottleneck, nautical Section of a river that limits or even impedes inland waterway transport;
can have morphological (depth and width of the fairway), hydrological
(current speed, gradient) and transport-based (one-directional traffic,
oncoming traffic, vessel types) causes

Bottom, bilge and side plating Various segments of a vessel’s outer hull
f
Bow Front section of the vessel

Bow thruster Located in the front section of the vessel, provides active assistance in
steering the vessel

Bratislava Agreement Historical agreement concluded between the former state-run shipping
companies operating on the Danube; regulates, among other things, the
legal relationships between the carriers and their partners for the interna-
tional transport of cargo on the Danube; currently being updated

Bridge crane see Gantry crane

Bulk cargo Unpackaged cargo that is discharged via grabbers, diggers and similar
machinery (e.g. coal, ore and grain)

Bunker boat A vessel used to supply other vessels with fuel, operating supplies and
provisions (and sometimes for removing waste)

Bunkering Supplying a vessel with fuel, operating supply items and provisions from a
land-based bunker station or a bunker boat

Cabotage Transports between two ports of the same country (small cabotage) or be-
tween two ports in different countries that are situated on a coast or inland
waterway (large cabotage); often in conjunction with limitations for
foreign vessels (cabotage prohibitions)

Canal A largely artificially-made waterway with or without locks, hoisting equip-


ment or inclined planes for bridging differences in water levels between
the barrages

Carrier Carries out the transport of cargo at his own risk with his own vessels or
those owned by third parties

Charter Rental of vessels

Charter contract Contract of carriage in inland waterway transport pertaining to the entire
cargo hold of a vessel (full charter), individual, non-specified cargo areas
(partial charter) or specified cargo area (tonnage charter)

Chute Device for loading bulk vessels

Class certificate Certification from an authorised institution (= classification company) that


the vessel meets the technical requirements of a particular waterway

Clearance Vertical distance between the water level at HNWL (highest navigable
water level) and the lowest level of a bridge or other structure positioned
over the waterway

Coating Special lining of the tanks used for transporting aggressive substances

Coil A rolled up (coiled) sheet of steel, wide band, wire or steel pipe
Combined transport Intermodal transport where complete cargo units (e.g. containers, semi-
trailers or complete trucks) are transported by at least two different modes
of transport

Common market Agreement between two or more countries that permits the free move-
ment of capital and labour as well as goods and services

Connecting tariffs Tariff for cargo moving to and from ports

Consignment note Document stating the substance of the contract of carriage; to be drawn
up by the consignor (shipper)

Consolidation centre Interim placement area for factory-new passenger vehicle for collecting,
checking and preparing them for further distribution

Container Transport unit, e.g. having the following exterior dimensions according to
the international standard DIN-ISO 668: Length: 20 feet (6,058 mm), or 40
feet (12,192 mm); Width: 8 feet (2,438 mm); Height: 8 feet 6 inches (2,591
mm), or 9 feet 6 inches (2,895 mm)

Continuous conveyor Technical device for the continuous transport of goods (e.g. conveyor
belts)

Contract shipment A transport that is arranged by consecutive journeys on the basis of one
contract for a set period of time

Contribution margin Amount available for paying fixed costs

Coupled formation Vessel formation comprising a motor vessel and a non-motorised pushed
lighter

Curvature radius Radius of the curve of a fairway

Dam Embankments protecting the land from the water

Dammed section Section between two consecutive barrages of a river or canal


3
Dangerous goods/cargo Materials and objects that may create danger to persons, animals and the
environment if handled improperly or in the event of an accident during
transport

Dead freight Freight that the shipper has to pay to the ship owner when terminating the
contract and demanding cargo to be unloaded before the transport has
begun

dGPS service see GPS/dGPS service

Direct costs Costs that can be directly traced to producing specific services (see oper-
ating costs)

Disparate traffic Transports that are carried out in only one direction, either upstream or
downstream

Dive depth Sum of the draught and squat of a vessel (see Draught and Squat)
f
Door-to-door transport Transport between a point of delivery and a point of receipt without trans-
(or direct transport) shipping the cargo

DoRIS Donau (Danube) River Information Services; the Austrian information


system for inland navigation on the Austrian section of the Danube

Draining wall A water control dam directing the water flow to a certain direction or
place, erected parallel to the river’s water flow

Draught Distance between the lowest point on a stationary vessel and the level of
the surface of the water

Eastern routes As seen from Austria: all inland waterway transport on the Danube
towards the Black Sea

EGNOS European Geostationary Navigation Overlay Service; augmentation sys-


tem to GPS with three geostationary satellites providing correction signals
and integrity; preliminary stage to the European Galileo System

End-haulage See Pre- and end-haulage

E-ports UN/ECE classification for European ports of international importance (as


laid down in the AGN – European Agreement on Main Inland Waterways
of International Importance, ECE/TRANS/120)

Erosion (of the riverbed) Erosion caused by the motion of the bedload in free-flowing sections in the
tailwater downstream from a barrage power plant; in the medium to long
term, this causes a drop in groundwater levels

Estimated time of arrival – ETA Time when a vessel or other mean of transport is expected to arrive at a
certain place

European RIS Platform (ERISP) Platform of authorities which is responsible for planning and coordination
of harmonised RIS implementation throughout Europe

E-waterways UN/ECE classification for European waterways of international importance


(as laid down in the AGN – European Agreement on Main Inland Water-
ways of International Importance, ECE/TRANS/120)

Exchange rate parity The fixed rate of exchange between one currency and another

Export intensity Exports (incl. services) as a percentage of the GDP

External costs Costs or disadvantages incurred by a community where the party incurring
the costs does not cover them (e.g. air and water pollution); in transport
also referred to as “negative external effects” of transport

Fairway The section of the waterway that can be used for continuous waterway
transport depending on the prevailing water levels

Fairway channel The navigable cross-section of the fairway with the minimum width and
depth necessary for continuous navigation
Fairway conditions Condition of the fairway (length, width, depth, etc.)

Fairway parameters Key fairway parameters for inland waterway transport are the prevailing
fairway depth and width

Fillers Special suction and pumping equipment used for transhipping liquid goods

Fixed costs see Standby costs

Floating motorway Transporting loaded or empty road vehicles (articulated vehicles and
semi-trailers) using Ro/Ro vessels

Forwarder/Forwarding agent Company that organises and brokers transport (may also transport cargo
by own means)

Freight rate The price for transporting goods from A to B, in €/t or €/TEU

Freighting company Company that coordinates and books third-party cargo space on vessels

GALILEO European satellite navigation system planned for 2010

Gantry crane Crane affixed to a rail or railway used to ensure efficient loading and un-
loading; mounted over the vessel on the water and the road or railway on
land; the cargo can be moved lengthwise, widthwise and depthwise within
the crane’s portal

General average All damage to a vessel and its cargo sustained during the rescue of the
vessel and its cargo from a common danger

General cargo Cargo transported in packages (boxes, small containers, bags) or in pieces
(logs, machinery) as opposed to bulk cargo

GLONASS Satellite positioning system developed by the Russian military; full name:
Global'naya Navigatsionnaya Sputnikovaya Sistema

GPS/dGPS service American satellite positioning system; Global Positioning System; dGPS is
an enhancement to GPS providing differential corrections to increase 5
accuracy

Granulometry/Granulometric The adding of coarse gravel aimed at halting riverbed erosion


improvement of the riverbed

Groyne Water engineering structure used for river regulation; has one end in the
bank of a river and the other end projecting out into the water, thus
narrowing the riverbed and securing the water supply of the fairway
channel

Heavy lift Cargo weight exceeding capacity of standard cranes

Highest navigable water level The water level corresponding to a level existing for not less than one per-
(HNWL) cent of the navigation period
f
Hinterland (of a port) Catchment area of a port that is well connected to transport networks

Hinterland transport (of a port) Seaport: Connecting transport via an inland mode of transport: rail, road,
inland waterway; inland port: connecting transport via road or rail

Hub Central transhipment location for bundling and distributing cargo flows,
functions as a platform for coordinating various modes of transport

Hull insurance Insurance for the ship’s body

Hydrodynamic resistance Resistance met by a body when moving through water

Indirect costs see Standby costs

Inland AIS Extension of the scope of the maritime AIS standards to incorporate the
needs of inland waterway transport; (AIS = Automatic Identification
System)

Inland ECDIS Inland Electronic Chart Display and Information System; basic standard for
digitally displaying electronic navigational charts (ENC) and traffic infor-
mation (AIS data, see AIS transponder)

Inland waterway transport dues Public dues to be paid for using the waterway (usually canals)

Integrity (of information) Usability, reliability of a signal

Intermodality A system of transport in which two or more modes of transport are used to
transport the same loading unit in an integrated manner, without loading or
unloading, in a transport chain

Interoperability/Interoperable Compatibility of different types of systems

Labelling Marking on the cargo to be loaded which gives written information about
content, origin and destination

Large-scale shippers Shippers transporting large quantities of cargo (via inland waterways)

Lighter See Pushed lighter

Lightering Transhipping or unloading a vessel’s cargo (if the vessel is too low or has
run aground) on land or to another ship (primarily in the event of low water
levels)

Liner services Waterway transport based on fixed loading and unloading ports and fixed
arrival and departure times, which are announced to shippers regularly

Loading port (or loading location) Port or port area where the vessel takes cargo onboard

Lock Hydraulic system used for overcoming height differences (e.g. impound-
ment) along a waterway in which the vessels are raised or lowered by fill-
ing or emptying the lock chamber
Lock chamber A rectangular space between the lock gates in which a vessel is raised or
lowered to allow it to pass through the lock

Logistics chain management Closed cycle that functions as a system with available informational tech-
nologies for planning, organising and managing logistics processes

Logistics effect Impact from the implementation of logistical concepts on a particular


mode of transport

Logistics service provider Organises the entire logistics chain from the production site to the custom-
er’s warehouse; can also have transport resources at its disposal

Low navigable water level The water level that corresponds to a long-term average water level
(LNWL) reached or exceeded on all but 20 ice-free days per year (approximately
between 5 and 6 percent of the ice-free period)

Main leg The mode of transport in intermodal transport that clearly travels the long-
est leg of the journey

Maintaining To keep in a condition of good repair or efficiency

Manoeuvrability Ability of a vessel to follow steering impulses

Manoeuvre Measures taken on a vessel to direct a moving vessel in a particular direc-


tion (e.g. docking manoeuvre, coupling manoeuvre, etc.)

Margin price Price range within which a free agreement on prices is possible

Motorised cargo vessel (MCV) Self-propelled vessel with its own cargo hold for transporting dry cargo

Multimodal transport Transport of cargo using two or more different modes of transport

Multi-purpose port Port that is not specialised in transhipping specific cargo, but rather trans-
ships many different kinds of cargo, such as general and bulk cargo (as
opposed to a specialised port)

N 7

National control centre (RIS) Centre for collecting, storing and processing all data emanating – in case
of the Austrian DoRIS – from DoRIS, as well as for distributing it to autho-
rised users; central management, administration and monitoring of all
DoRIS system components

Nautical conditions How suitable the waterway is throughout the year and whether its draught
is suited for commercial navigation

Navigation Act Federal Austrian law that governs the commercial use of inland water-
ways in Austria; it regulates vessel licences, use of landside infrastruc-
ture, boatmaster´s certificates, access to the profession and the like

NAVSTAR-GPS Satellite positioning system developed by the American military; full name:
Navigation Signal Timing and Ranging Global Positioning System
f
Notices to skippers Standardised notices of restrictions and information for inland waterway
transport for a limited period of time; in Austria these notices can be found
under www.doris.bmvit.gv.at/nachrichten/nachrichtenabfrage/

Notification Information given to the consignor or consignee of the cargo on the ship’s
arrival for loading or discharging

Notification day The time for loading or discharging begins on the workday following the
notification day

Operating costs Variable costs incurred while movement of the vessel (number of kilome-
tres or hours travelled)

Operating mode Depends on how much time the vessel is used per day: A = 14 h/d; B = 18 h/d;
C = 24 h/d (continuous operation)

Operational Test Platform (OTP) Test platforms in Vienna, Oberwesel and Nijmegen; provide infrastructure
and services for testing current River Information Systems and new ad-
vancements

Parity of traffic Amount of traffic being about the same size both upstream and down-
stream a waterway within a certain time span

Particular average Damage accidentally caused to vessel and cargo (e.g. collision)

Passive rudder Rudder assisting in steering a vessel

Penalty Contractually stipulated payment for non-performance

Penetration price strategy Fixing a low price when introducing a new product on the market

Petty average Increased costs incurred by low water levels or pilot services, etc.

Pierage Special port fee for the use of the (loading) pier in a port (calculated ac-
cording to the weight of the transhipped cargo)

Pilot project (“Leitprojekt”) Comprehensive and innovative pilot project for telematics applications in
transport and traffic in Austria, funded by the Federal Ministry for Trans-
port, Innovation and Technology

Port fee Fees charged for the use of the port infrastructure

Port infrastructure Basins, quay walls, secured surfaces, railway facilities

Port operations The statistical administration of incoming vessel, as well as the calculation
of pierage and demurrage

Port suprastructure Port facilities, such as cranes, storage facilities or offices

Pre- and end-haulage The partial routes at the beginning and the end of a transport chain, con-
nected to the main leg
Price differentiation Fixing different prices for different market segments

Private ship owner Private ship owner with a maximum of three vessels without land-based
offices; often ship owner and boatmaster are one and the same person

Privately owned and operated Vessel that is owned and possibly operated by a private ship owner
vessel

Propulsion (technology) The action of driving a vessel (forward or astern)

Public port Port owned by a public authority; every shipping company is subject to the
same terms and conditions for using the port

Purchasing power parity A currency conversion rate which converts economic indicators ex-
pressed in a national currency into an artificial common currency that
equalises the purchasing power of different national currencies.

Push boat Motorised vessel that transports no cargo of its own and is only used to
push lighters

Pushed convoy Convoy consisting of a motor vessel and one or more non-motorised push-
ed lighters which are affixed to the motor vessel for the duration of the
voyage and act as a single vessel

Pushed lighter Non-motorised vessel; constructed so that it can be pushed by a motor-


ised vessel or a push boat

Radar map matching Expansion of the real-time depiction of the traffic situation to include infor-
mation on the waterway and the surrounding vessels by connecting radar
and transponder data

Real-time Main benefit of some RIS services is to provide specific current informa-
tion with no delay (in real time) to relevant stakeholders

Regional control centre Regional traffic management centre (located at each of the nine locks
along the Austrian Danube) responsible for predefined areas
9
River Information Services (RIS) Telematics Systems and Information Services in order to increase the
safety and efficiency of inland waterway transport

Riverbank renaturation Restoration of the riverbank and removal of stone protection measures
(renaturation measures) from the turn of the century

Riverbed erosion see Erosion (of the riverbed)

Ro/Ro vessel (lighter) Ro/Ro = roll-on/roll-off; Motorised vessel or lighter used for transporting
rolling cargo (passenger vehicles, trucks, semi-trailers) which moves on
and off board on its own wheels

Sediment Solid material that settles at the bottom of a liquid (in this case water)

Segment/segmenting Subdivision into individual components


f
Shallow water resistance Hydrodynamic resistance in shallow water; depending on the ratio of the
water depth; generally, shallow water increases the resistance of a ship,
the smaller the distance between the bottom of the riverbed and the keel
of a ship, the more propulsion output is needed to maintain a constant
speed

Shipper Customer of transportation company

Shipping company Company operating vessels owned or chartered, with administration and
sales offices on land

Space capacity The highest possible number of spots for containers to be stored aboard a
vessel, expressed in TEU

Specialised port Port specializing in transhipping particular types of cargo, such as mineral
oil (unlike multi-purpose ports)

Specific energy consumption Energy consumption per unit of output

Specific weight Weight per unit volume

Spot market Charter market where vessels are employed on short notice for a specific
voyage or for a specific time period

Spreader Hoisting device in (portal) cranes; a telescope frame that can be adjusted
to the length of the container; the twostlocks on the spreader grab the
corner fittings of the container and are locked, allowing the container to be
lifted

Squat Technical term for the interaction between a moving ship and the riverbed
in shallow water, as the water passes under the ship it accelerates and its
pressure falls, the ship sinks deeper into the water and in extreme cases
can be sucked down until it touches the bottom; squat can cause difficul-
ty in manoeuvring and has been the cause of many accidents

Standby costs Costs incurred for providing a vessel; excluding operating costs

Stern Also referred to as the aft; the rear section of the vessel

Stowage factor Indicates the ratio weight; measurement (how many cubic metres per
metric ton)

Stuffing and stripping The loading of goods into containers and unloading of goods from con-
(of containers) tainers

Tactical traffic image The precise overview of the current traffic situation on a specific part of
the waterway displayed on an electronic navigational chart (see Inland
ECDIS), the TTI (tactical traffic image) contains information about the
equipped vessels within the specific area (e.g. position, identification,
dimensions, current speed, etc.), as well as information on the waterway
and infrastructure on shore
Telematics Integrated application of telecommunications, automation and information
technologies

Teleport systems Computerised networking of all port companies

Through bill of lading See Bill of lading

Time of lockage Time between entering and leaving the lock

Tonnage The cargo a vessel can carry

Tons deadweight all told (tdwat) The total weight in tons that a vessel carries including cargo, fuel, water in
tanks, supplies, passengers, baggage, crew and their effects, but exclud-
ing the water in the boilers; it is the difference in weight between a vessel
when it is fully loaded and when it is empty measured by the water it
displaces

Tour-de-rôle system Market regulation system in which cargo is allocated to the individual ves-
sels according to the principle “first come, first served”; this system was
officially abolished in 1998

Towed convoy Vessel formation consisting of one of more vessels, floating establish-
ments or floating material, towed by one or more motorised vessels being
part of that convoy

Tracking (and tracing) Electronic system for tracking and tracing of vessels for safety, efficiency
and logistics purposes; in Austria the tracking and tracing system ‘Inland
AIS’ (see AIS transponder and Inland AIS) is implemented

Traffic telematics systems Combination of telecommunications, automation and information technol-


ogies for managing specific traffic and transport situations

Transhipment site Designated location for the transfer of cargo between vessels

Transponder (Combination of the words “transmit” and “respond”), a wireless commu-


nication device able to receive and send specific data (see AIS transpon-
der)

Transponder system Devices connected to a transponder (such as a laptop or a PC) with a 11


monitor for displaying the received information as well as information
about the own vessel (see Tactical traffic image) and for entering ves-
sel-specific information to be transmitted

Transport acquis The sum total of European Union legislation governing transport; must be
adopted by new EU Member States

Transport insurance Insurance covering the mode of transport, the cargo and various second-
ary interests during transport, as well as the pre-transport, interim and
post-transport storage in connection with the transport

Transport potential Derived from those groups of cargo which, based on their properties and
other criteria, make economic sense to be transported by a certain mode
of transport

Trucking costs Costs of transporting cargo by truck


f
U

Underkeel clearance Distance between the underside of a vessel in the water and the riverbed

Underwater area Section of a waterway directly downstream from a barrage power station
(of power plants)

Unloading port Port or port area where the vessel discharges cargo
(or unloading location)

V/ W/ Z

Vectorized (navigation chart) Format to transform individual pixels into polygons

Water gauge An installation to measure the actual water level of overground waters

Western routes As seen from Austria: all inland waterway transport on the Danube
towards the Rhine river area (Germany, the Netherlands, etc.)

Zero gauge Height of the gauge staff; the point of reference is sea level; zero gauge for
Austria: the mean level at Trieste on the Adriatic Sea
F2 S UBJECT I NDEX

A Page

AIS C 4, C 8, C 10
AIS transponder C 4, C 9, C 15
ALSO DANUBE B 23, C 17-19
ARA ports B 24, B 28-29, D 8, D 25
Assembling A 52, A 65, B 26
Average A 67-68, E 21
Average water level (AWL) A 14, A 27, D 27

Ballasting A 19
Base station C 5, C 8
Basel Convention C 12, E 19
Berth C 7, C 25
Bill of lading E 23, E 29
Biodiversity E 17, E 19
Bird Directive E 17
Boatmaster A 70, B 1
Boatmaster’s certificate E 13
Bottleneck, nautical A 7, A 12, A 14, A 29-30, A 32, A 34, B 9, B 11, C 17, D 4
Bottom, bilge and side plating E 11
Bow A 43, A 45, A 49, B 27
Bow thrusters A 39, A 45
Bratislava Agreements E 7-8, E 28
Breakbulk cargo A 57
Bridge crane A 56, A 59, A 66
Budapest Convention on the Contract for the E 24
Carriage of Goods by Inland Waterway
(CMNI)
Bulk cargo/goods A 51, A 54, A 57, A 65-66, A 68, B 9, B 12, B 18, B 21-22, B 37, D 12
Bunker boat A 71
Bunkering A 71 13

Cabotage E 7, E 9
Canal A 13, A 15, A 22-24, A 26, A 29, E 26
Cargo hold A 44-45, A 49, B 20, B 22, B 24, B 27, D 5, D 8, D 15, D 18, D 20,
D 23, D 25, D 27, D 35
Cargo insurance E 22
Carrier B 36, C 18, D 2, E 23-26, E 28-29
Catamaran A 43-44, B 23
Catchment area (of a waterway) B 3, B 20, E 17-19
Central Commission for Navigation on the A 40, C 10, C 12-13, D 28, E 1, E 4, E 11, E 13
Rhine (CCNR)
Charter B 27, E 27
Charter contract E 27
Chute D 12
f
Class certificate E 11
Clearance A 13-14, A 16, A 19, A 24, E 15
Coating A 41
Coil A 37, A 58, A 64, B 23-24
Combined transport B 11, B 36-37
Common market E1
Common Source Logistics Database C 19
(CSL.DB)
COMPRIS C 11, C 14-15
Connecting tariffs A1
Consignee B 21, C 17, C 23-25, E 23-24
Consignment note D 35, E 25
Consignor E 24-26, E 28-29
Consolidation centre B 14
Container A 19, A 40-41, A 51, A 54, A 56-58, A 64-65, A 68, A 71, B 9, B 16-
18, B 21-22, B 28-30, B 37, B 39, C 24, D 12, D 16, D 30-31, D 35,
E 4-5
Container liner service A 56, B 17, D 30
Container Safety Act (CSG) E5
Container terminal B9
Container transport A 12, A 19, A 40, A 56, B 13
Container vessel A 40, D 30
Continuous conveyor A 63
Contract shipment B 21
Contribution margin D 29-31
Convoy (vessel formation) A 19, A 45, C 4, D 10, D 32
Coupled formation A 37, A 47, B 13
Curvature radius A 45

Dam E 15
Dammed sections A 15, A 29, D 3, D 5, D 14
Dangerous goods/cargo A 41, A 60, B 13, B 16, B 22, C 7, C 12, C 14, C 25, E 3-4
Dangerous goods container B 22, E 4
Danube Commission C 12, E 1, E 4, E 13, E 15, E 17
Danube Convention E 2, E 7, E 15
Danube River Protection Convention (DRPC) E 17
Dead freight E 28
(Deep) sea port A 23, A 40, A 56, A 62, B 15, B 23-24, C 23, D 1, D 9
Deep sea shipping B 9, C 10, C 21, E 3, E 27
Demurrage C 24, E 23, E 26
dGPS service C8
Direct costs A 48
Disparate traffic B 22, D 11
Dive depth A 13
Door-to-door transport (or direct transport) B 12-13, B 23, D 30
DoRIS A 4, C 3-10, C 22
Draining wall A 33
Draught A 1, A 11, A 13, A 16, A 19, A 24, A 37-40, A 42-43, A 45, D 5-8,
D 18, D 23, D 27, E 3, E 15
Dusty goods B 24
E

Eastern routes D 5, D 11, D 15


EGNOS C 10
Empty voyage A 37, B 27, D 2, D 11, D 14, D 17, D 19, D 22, D 24, D 27
End-haulage A 1, A 40, B 13, B 16, B 22, B 26, C 18, C 25, D 2, D 30
E-ports A 53, E 15
Erosion (of the riverbed) A 31, A 33-34
Estimated time of arrival – ETA C 6, C 8, C 25
European Agreement Concerning the A 41, B 16, E 3-4
International Carriage of Dangerous Goods
by Inland Waterways (ADN)
European Agreement on Main Inland A 53, E 15
Waterways of International Importance
(AGN)
European Conference of Ministers of A 16
Transport (CEMT)
European RIS Platform (ERISP) C 11
E-waterways E 15
Exchange rate parity B4
Export intensity B6
External costs A 8-9, B 16, B 39

Fairway A 13, A 74, B 12, C 3, C 14, E 2


Fairway channel A 14, A 33, A 67
Fairway conditions A 7, A 11, A 16, A 29, A 31, A 34, A 45, A 56, C 6, E 15
Fairway depth A 12-14, A 29, A 31, A 33, B 11, D 5, D 13-14, D 18, D 25-26, E 15
Fairway parameters A 13, A 33, A 49, E 15
Fairway width A 13, A 33
Fillers A 60
Fixed costs D 2, D 29-31
Floating crane A 62
Floating motorway A 43, B 23
Floating warehouse A 12
Flora, Fauna and Habitat Directive E 17
(FFH Directive)
Forwarder/Forwarding agent A 1-2, A 43, A 56, B 1, B 21, B 23, B 25, C 19, C 23-24, E 29 15
Four-unit pushed convoy D 9, D 12, D 15
Free-flowing section (of a river) A 13, A 15, A 29, A 31, D 3, D 5, D 14
Freight rate D 25-27, D 34-35, E 26
Freighting company B1
Fuel consumption A 45, A 48-49, D 14, D 17, D 22

GALILEO C 10
Gantry crane A 54, A 57-58
General average E 21
General cargo A 54, A 57, A 68, A 71, B 21-22, D 12, E 28
GLONASS C 10
GPS/dGPS service C 8, C 10, C 22
Granulometry/Granulometric improvement A 33, A 35, E 15
of the riverbed
Groyne A 33, A 35
f
H

Heavy cargo/goods A 43-44, A 54, A 62-63, A 71, B 19-20, B 22, D 16


Highest navigable water level (HNWL) A 14, A 27
Hinterland transport (of a port) A 56
Hub A 56, B 34
Hull A 41, A 43, A 49, B 39
Hull insurance E 22, E 26
Hydrodynamic resistance A 49

Indirect costs A 48
Inland AIS C 10
Inland ECDIS C 3, C 8, C 12, C 21-22
Inland waterway transport dues A 20, D 2, D 15, D 17, D 21-22, D 29, E 27
Inland vessel B 15-20, B 22, B 24-28, B 37, C 17, D 1-2, E 22
Inland Waterway Regulation (WVO) E 3, E 19
Integrity (of information) C 10
Intermodality/Intermodal transport A 1, A 5, A 11, A 48, A 50-51, A 56, B 9, B 15, B 21, B 23, B 32-33,
B 37, B 39, C 17
International Commission for the Protection E 18
of the Danube River (ICPDR)
International Danube Cargo Tariffs (IDCT) D 36
International Navigation Association (PIANC) C 13
Interoperability/interoperable B 34, C 12

Jettison (of the cargo) E 21-22

Labelling A 71, E 4-5


Large-scale shippers D 25
Lighter A 19, A 40, A 42, A 44-46, B 23, B 28, D 8, D 12, D 32
Lightering A 31, D 11, E 21
Liner services A 50, A 56, B 11, B 13, B 21-23, B 27, B 39, D 30-31
Liquid cargo/goods A 41-42, A 54, A 57, A 60-61, A 68, B 9, B 16, E 26
Loading port (or loading location) A 69, B 21, E 28
Lock A 4-5, A 13-14, A 20, A 24, A 26, A 29, A 46, B 10, C 5-8, C 10, C 21,
D 3-4, D 9-10, D 19, D 24, E 2, E 23
Lock chamber A 26
Lock journal C 10
Locking C 7, D 10, D 19, D 24
Logistics chain management C 17-19
Logistics effect D 34
Logistics service provider A 12, A 52, B 23-25, B 27-29, C 6-7, C 17-18, D 1
Low navigable water level (LNWL) A 14, A 27, A 33, D 5, E 15

Main leg A 1, B 13, B 21-22, B 28, D 2, D 17, D 22


Maintaining A 5, A 8, A 70, A 73, D 2
Manoeuvrability A 45, A 49, E 11
Manoeuvre A 61, A 73-74
Margin price D 34
Memorandum of Understanding for A 7, E 8
Corridor VII
Motor vessel A 37, D 13
Motorised cargo push vessel (MCPV) A 46
Motorised cargo vessel (MCV) A 38, A 45-46, B 1, B 27, D 4, D 8-10, D 13-15, D 18, D 23, D 25, D
32
Multimodal (transport) A 52, B 34, C 17, C 23, E 28-29
Multi-purpose port A 51

National control centre (RIS) C 5-6


Natura 2000 E 17
Nautical conditions A 1, A 22, D 14, D 25
Navigation Act (SchG) A 51, E 3
NAVSTAR-GPS C 10
Notices to skippers C 6, C 8, C 12, C 14
Notification E 26
Notification day D 12, D 20

Operating costs D 2, D 14, D 17, D 22, D 25, D 29


Operating mode D 13
Operational Test Platform (OTP) C 14
Oversized/outsized cargo A 65, B 19

Pan-European Transport Corridor VII A 6-7, E 8, E 15


Parity of traffic D 14, D 25
Particular average E 21
Passive rudder A 45
Penalty D 30-31, E 28
Penetration price strategy D 36
Petty average E 21
Pierage C 24, D 2, E 26 17
Pilot project (“Leitprojekt”) A 5, C 11, E 16
Port A 1, A 5, A 10, A 15, A 22, A 39, A 41-45, A 51-66, A 73-74, B 9,
B 16, B 18-29, B 34, B 40, C 5-7, C 14-15, C 19, C 23-25, D 9-10,
D 12, D 20, D 35-36, E 3, E 7-8, E 21-23, E 25
Port basin A 51, A 54, A 62, D 16, E 3, E 23
Port fee C 25, D 2, D 16-17, D 21-22, D 29-30, E 3, E 23, E 26
Port infrastructure A 51, A 62
Port operations C 24
Port suprastructure A 51, A 56
Port time D 12, D 17, D 19-20, D 22, D 24
Portal crane A 62-63
Pre- and end-haulage A 1, A 40, B 13, B 16, B 22, D 2, D 30
Price differentiation D 35
Price-performance ratio D 1, D 13, D 35
Private ship owner B 1, B 27-28, C 23-24, D 11, D 25
Privately owned and operated vessel B 28, D 12, D 21
f
Procurement costs A 59, D 35
Propeller A 33, A 39, A 49
Propulsion (technology) A 48-50, A 70, A 73
Prospects of Inland Navigation within the C 11
Enlarged Europe (PINE)
Public port A 51, E 3
Purchasing power parity B 4-5
Push boat A 45, D 13
Pushed convoy A 8, A 18-19, A 24, A 37, A 40, A 42, A 45, A 47, B 14, B 21-22, D 4,
D 9, D 12, D 15, D 20, E 11
Pushed lighter (PL) A 40, A 46, B 28, D 8, D 12
Pushing motor vessel (PMV) A 46

Radar map matching C4


Ramsar Convention E 17
Real-time C 3, C 7
Reefer container B 22
Reference price D 36
Regional control centre (RIS) C5
Rhine Licensing Regulations E 13
Rhine Vessel Inspection Regulation E 11
(RheinSchUO)
Right of lien E 23
River Information Services (RIS) A 5-6, A 12, A 50, A 56, B 11-12, C 1, C 3, C 11-13, C 19, C 22, C 25,
D 34, E 2
River kilometre A 23, A 28
Riverbank renaturation (renaturation A 33, A 35
measures)
Riverbed erosion A 33-34
Ro/Ro ramp A 60, B 27
Ro/Ro transports A 12, A 19, A 43, A 60, B 9, B 22
Ro/Ro vessel (lighter) A 43-44, A 60, B 23

Sediment A 34
Segment/segmenting A 11-12, A 44, A 66, B 12, D 25, D 27, D 34-35
Semi-trailer A 43, B 23
Shallow water resistance A 49, D 14
Shipbuilding A 1-2, A 48-49, A 73-74, E 11
Shipper A 1-2, A 11, A 31, A 44, A 56, B 1, C 19, C 24, D 1, D 25, D 30, D 34,
D 36, E 7, E 26-27
Shipping company A 1-2, A 29, A 41, A 43, A 50, A 56, A 67-69, A 71, A 73, B 1, B 20,
B 22, C 7, C 9, C 19, C 23-24, D 2, D 8, D 11-13, D 27, D 32, D 34-36,
E 7, E 21, E 27-28
Short sea shipping B 24, B 31-32, B 34
Space capacity A 40, D 30
Specialised port A 51
Specific energy consumption A 8, A 12
Specific weight D 18, D 23, D 35
Spot market B 21
Spreader A 56-58
Squat A 13
Standard Goods Nomenclature for Transport A 55, B 11, B 16
Statistics, Revised (NSTR)
Standby costs D 2, D 12-14, D 17, D 21-22, D 29
Stern A 39, A 44, A 49
Stowage (factor) A 71, D 18, D 23
Strasbourg Convention on the Limitation of E 23
Liability for Inland Navigation
(CLNI Convention)
Strategies to Promote Inland Navigation A 50
(SPIN)
Stuffing and stripping (of containers) A 51, A 54, A 56, B 29
Swap body B 22, B 39

Tactical traffic image C 3-4, C 6-8, C 10


Tank container B 16-17
Tank lighter A 42
Tanker (shipping/vessel) A 41-42, A 60, B 16, E 25, E 27
Tariffs A 1, D 28, D 34-36, E 3
Telematics A 34, B 12, B 17, B 21, E 2
Teleport systems C 23
Through bill of lading E 29
Time of lockage C 7, D 10, D 19, D 24
Ton-kilometre (tkm) A 9-10, D 14-15, D 17, D 21-22
Tonnage A 16
Tons deadweight all told (tdwat) A 37-38, A 40, A 42, A 44-45, D 8, D 13-14, D 18, D 21, D 23, D 25
Tour-de-rôle system D 34
Tracking (and tracing) B 17, C 7, C 9-10
Traffic telematics systems E2
Trans-European Transport Networks (TEN-T) A 7, A 15, B 33-34, C 11, C 13, E 15
Transhipment site A 51, A 53, A 55-56, B 9
Transponder C 4-5, C 8-9, C 15, C 22
Transponder system C 4, C 15
Transport acquis E 1, E 7, E 9
Transport insurance E 22, E 26, E 29
Transport of Dangerous Goods Act (GGBG) B 16, E 3
Transport potential B1
Transport price B 16, D 29-30, D 32, D 35, E 26 19
Transport route A 6, A 12-13, A 37, B 12, B 14, B 19, B 23, D 27, E 25, E 29
Trucking costs A1
Twenty foot equivalent unit (TEU) A 40, D 30
Two-unit pushed convoy B 14, D 9, D 12

Underkeel clearance A 13-14


Underwater area (of power plants) A 13
UN/ECE A 16, A 18, E 4, E 15
Unloading port (or unloading location) B 21-22, B 25, D 11, E 25

V/W/Z

Vectorized (navigation chart) C 21


Waste Management Directive E 19
f
Water discharge A 27-28
Water Framework Directive E 18-19
Water gauge D 5-8, D 18, D 23, D 26
Water level A 11-14, A 27, A 31, A 33, A 67, B 9, C 6, C 8, C 10, D 3, D 5-9, D 11,
D 18, D 20, D 23, D 25-27, D 35, E 15, E 21, E 26
Waterway class/classification A 15-17, A 23-24, D 3-4, E 15
Western routes D 5, D 11, D 15
Zero gauge D7
F3 A BBREVIATIONS

ADN Accord européen relative au transport international des marchandises


dangereuses par voies de navigation intérieures (European Agreement
Concerning the International Carriage of Dangerous Goods by Inland
Waterways)
ADN-D Régles relatives au transport de marchandises dangereuses sur le Danube
ADN-R Réglement pour le transport de matières dangereuses sur le Rhin
AGN Accord européen sur les grandes voies navigables d’importance interna-
tionale (European Agreement on Main Inland Waterways of International
Importance)
AIS Automatic Identification System
ALSO DANUBE Advanced Logistic Solutions for Danube Waterways
ARA The ports of Amsterdam, Rotterdam and Antwerp
AWL Average water level

bmi Bundesministerium für Inneres (Austrian Federal Ministry of the Interior)


bmvit Bundesministerium für Verkehr, Innovation und Technologie (Austrian
Federal Ministry of Transport, Innovation and Technology)

CCNR Central Commission for Navigation on the Rhine (Zentralkommission für


die Rheinschifffahrt)
CEMT Conférence Européenne des Ministres des Transports (European
Conference of Ministers of Transport)
cent/tkm Cents per ton-kilometre
CIM Computer Integrated Manufacturing
CLNI Convention de Strasbourg sur la limitation de la responsabilité en naviga-
tion intérieure (Strasbourg Convention on the Limitation of Liability in
Inland Navigation)
CMNI Convention de Budapest relative au contrat de transport de marchandises 21
en navigation intérieure (Budapest Convention on the Contract for the
Carriage of Goods by Inland Waterways)
CMR Convention relative au contrat de transport international de marchandises
par route (Convention on the Contract for the International Carriage of
Goods by Road)
COMPRIS Consortium Operational Management Platform River Information Services
CSG Containersicherheitsgesetz (Container Safety Act)
CSL.DB Common Source Logistics Database

D4D Data Warehouse for Danube Waterway


dGPS Differential Global Positioning System
DIN Deutsches Institut für Normung (German Institute for Standardization)
DoRIS Donau [Danube] River Information Services
DRPC Danube River Protection Convention
f
E

€/container Euros per container


€/t Euros per ton
€/year Euros per year
EC European Community
ECDIS Electronic Chart Display and Information System
EEC European Economic Community
EGNOS European Geostationary Navigation Overlay Service
ERISP European RIS Platform
ETA Estimated time of arrival

FBL FIATA bill of lading


FIATA Fédération Internationale des Associations de Transitaires et Assimiliés
(International Federation of Freight Forwarders Associations)

GALILEO European satellite navigation system


GDP Gross domestic product
GGBG Gefahrgutbeförderungsgesetz (Transport of Dangerous Goods Act)
GLONASS Globalnaya Navigatsionnaya Sputnikovaya Sistema (Global Navigation
Satellite System)
GPS Global Positioning System
GRT Gross register tons

HACCP Hazard Analysis and Critical Control Point


HNWL Highest navigable water level

ICPDR International Commission for the Protection of the Danube


IDCT International Danube Cargo Tariffs
IHO International Hydrographic Organisation
INDRIS Inland Navigation Demonstrator for River Information Services
Inland ECDIS See ECDIS
IRIS Implementation of River Information Services in Europe
ISO International Organization for Standardization

km/h Kilometres per hour

LNWL Low navigable water level

m3/s Cubic metres per second


m3/t Cubic metres per ton
MCPV Motorised cargo push vessel
MCV Motorised cargo vessel
mm/km Millimetres per kilometre
MTO Multimodal Transport Operator

NAVSTAR GPS Navigational Satellite Timing and Ranging Global Positioning System
NSTR Nomenclature uniforme des marchandises pour les statistiques de trans-
port, revisée (Standard Goods Nomenclature for Transport Statistics,
Revised)
Nt Net tons

OECD Organisation for Economic Cooperation and Development


OSB Oberste Schifffahrtsbehörde (Supreme Navigation Authority, Austria)
OTP Operational Test Platform

PIANC International Navigation Association (formerly: Permanent International


Association of Navigation Congress)
PINE Prospects of Inland Navigation within the Enlarged Europe
PL Pushed lighter
PMV Pushing motor vessel

RIS River Information Services


Ro/Ro Roll-on/roll-off
RTA Recommended time of arrival

SPIN Strategies to Promote Inland Navigation

T
23
t/cm Tons per centimetre
t/h Tons per hour
t/m3 Tons per cubic metre
tdwat Tons deadweight all told
TEN Trans-European Networks
TEN-MIP Multi-Annual Indicative Programme for TEN
TEN-T Trans-European Transport Networks
TEU Twenty foot equivalent unit
tkm Ton-kilometre

UN/ECE United Nations Economic Commission for Europe


UNCTAD United Nations Conference on Trade and Development
f
V

VHF Very high frequency

WVO Wasserstraßenverkehrsordnung (Inland Waterway Regulation)

ZKR See CCNR


F4 I NLAND N AVIGATION IN A USTRIA :
C ONTACT A DDRESSES

Shipping Companies STS Shipping Trading Service ILS Transport GmbH


Gesellschaft m.b.H. Handelskai 265
Bulgarische Flussschifffahrt Biberhaufenweg 101 A-1020 Vienna
Vertretung Wien A-1224 Vienna Phone: +43 1 728 14 15-0
Lassallestraße 14 Phone: +43 1 282 18 29-0 Fax: +43 1 728 13 99
A-1020 Vienna Fax: +43 1 282 18 29-20 Web: www.ils-logistik.at
Phone: +43 1 72 89 662 E-Mail: sts.vienna@netway.at
Fax: +43 1 72 89 662 Mierka Befrachtung GesmbH
E-Mail: brp.wien@surfeu.at UDP Ukrainische Donaureederei Karl Mierka Straße 7 – 9
Naaffgasse 73 A-3500 Krems
CNFR Navrom S.A. Galati – A-1180 Vienna Phone: +43 2732 73 571-0
Agentie Wien Phone: +43 1 478 80 46-0 Fax: +43 2732 72 557
Biberhaufenweg 101 Fax: +43 1 478 80 46-14 E-Mail: office@mierka.com
A-1220 Vienna E-Mail: udasco@nextra.at Web: www.mierka.com
Phone: +43 1 729 1300
Fax: +43 1 729 1300-20 Multinaut Donaulogistik GesmbH
Logistics- and Transport Handelskai Top 388/6
Danu Transport GmbH A-1020 Vienna
Companies, Agencies Phone: +43 1 729 5055-0
Gumpendorferstraße 83
A-1060 Vienna Fax: +43 1 729 5055-19
A. Billitz E-Mail: multinaut@aon.at
Phone: +43 1 596 47 55 Kärntnerring 14
Fax: +43 1 596 47 55-650 oder 660 1015 Vienna
Web: www.danu-transport.at REMAR Reedereivertretungen –
Phone: +43 505 37 91-0 Handel – Spedition Gesellschaft
Fax: +43 505 84 17 m.b.H.
DDSG-Cargo GmbH E-Mail: office@billitz.at
Handelskai 265 Kärntner Ring 14
Web: www.billitz.at A-1010 Vienna
A-1020 Vienna
Phone: +43 1 725 00 Phone: +43 1 505 48 76
DSMS – Danube Shipping Fax: +43 1 504 35 02
Fax: +43 1 725 00-702 Management Service GmbH
E-Mail: spedition@ddsg-cargo.at E-Mail: office@inode.at
Handelskai 388/ Top 832
Web: www.ddsg-cargo.at A-1020 Vienna Rhenus GmbH
Phone: +43 728 69 34-0 Heid-Werk-Straße 13/Obj. 116
Donau- Fax: +43 728 20 76
Tankschiffahrtsgesellschaft mbH A-2000 Stockerau 25
E-Mail: dsmsvienna@dsms.at Phone: +43 2266 62 765
(DTSG)
Handelskai 265 Fax: +43 2266 62 765-5
GEEST – PANTA RHEI E-Mail: office@rhenus-gmbh.at
A-1020 Vienna Befrachtungs- und Speditions
Phone: +43 1 727 10-0 GmbH
Fax: +43 1 727 10-420 Schenker & Co AG
Industriestraße B12 Hoher Markt 12
E-Mail: dtsg@dtsg.at A-2345 Brunn am Gebirge A-1010 Vienna
Phone: +43 2236 37 97 77 Phone: +43 5 7686-0
STETRAG Schifffahrts GmbH Fax: +43 2236 37 97 77-135
Praterstraße 62 – 64 E-Mail: zentrale@schenker.at
E-Mail: office@geest-pantarhei.at Web: www.schenker.at
A-1020 Vienna Web: www.geest-pantarhei.at
General management:
Bergstraße 17
3562 Schönberg am Kamp The Blue Pages - the English-German directory of transport ser-
Phone: +43 2733 8342 vice providers on the Danube - feature detailed company profiles
Fax: +43 2733 8342-710 of the most important shipping companies, freight forwarders and
E-Mail: stetrag.oe@aon.at agencies operating on the Danube. The Blue Pages can be or-
dered on via donau's website at www.via-donau.org
f
Transhipment Facilities in Austria

Transhipment Area P/T1 km Address

Aschach an der Donau T 2,162 GARANT Tiernahrung GmbH


Harrachstraße 4
A-4082 Aschach/Donau
Phone: +43 7273 6262
Fax: +43 7273 7102
E-Mail: mfw-aschach@garant.co.at
Web: www.garant.co.at

Linz–Handelshafen P 2,130 Linz Service GmbH


Regensburgerstraße 7
A-4020 Linz
Phone: +43 732 3400 6940
Fax: +43 732 3400 6903
E-Mail: hafen.linz@linzag.at
Web: www.linzag.at

Linz–Tankhafen P 2,128 Linz Service GmbH


Fichtenstraße 7
A-4021 Linz
Phone: +43 732 3400 6962
Fax: +43 732 3400 6904
E-Mail: hafen.linz@linzag.at
Web: www.linzag.at

Linz–voestalpine P 2,127 Logistik Service GmbH


Lunzerstraße 41
A-4031 Linz
Phone: +43 70 6598-2000
Fax: +43 70 6980-2000
E-Mail: office@logserv.at
Web: www.voestalpine.com/logserv

Linz – ILL P 2,127 Industrie-Logistik-Linz GmbH & Co KG


Stahlstraße 60
A-4031 Linz
Phone: +43 732 6936-0
Fax: +43 732 6936 8909
E-Mail: office@ill.co.at
Web: www.ill.co.at

1) P = Port, T = Transhipment Site


Linz – Heavy lift Port P 2,124 Felbermayr Transport- und Hebetechnik
GmbH & Co KG
Machstraße 7
A-4600 Wels
Phone: +43 7242 695-149
Fax: +43 7242 695-127
E-Mail: office@felbermayr.cc
Web: www.felbermayr.cc

Enns P 2,112 EHG Ennshafen Ges.m.b.H.


Donaustraße 3
A-4470 Enns
Phone: +43 7223 84 151
Fax: +43 7223 84 151-110
E-Mail: office@ennshafen.at
Web: www.ennshafen.at

Ybbs P 2,057 Schaufler GmbH


Am Donauspitz 4
A-3370 Ybbs an der Donau
Phone: +43 7412 52485-0
Fax: +43 7412 52485-20
E-Mail: office@schaufler-metalle.com
Web: www.hafen-ybbs.at

Pöchlarn T 2,044 GARANT Tiernahrung GmbH


Raiffeisenstraße 3
A-3380 Pöchlarn
Phone: +43 2757 2281-0
Fax: +43 2757 2281-150
E-Mail: office@garant.co.at
Web: www.garant.co.at

27
Krems an der Donau P 1,998 Mierka Donauhafen Krems
Gesellschaft m.b.H. & Co KG
Karl Mierka Straße 7 – 9
A-3500 Krems
Phone: +43 2732 73 571-0
Fax: +43 2732 72 557
E-Mail: office@mierka.com
Web: www.mierka.com

Pischelsdorf T 1,972 Donau Chemie AG


Industriegelände
A-3435 Pischelsdorf
Phone: +43 2277 2510-0
Fax: +43 2277 2510-284
E-Mail: pischelsdorf@donau-chemie.at
Web: www.donau-chemie.at
f
Korneuburg – MOL T 1,942 MOL Austria Handels GMBH
Gartenbaupromenade 2/6
A-1010 Vienna
Phone: +43 515 99-0
Fax: +43 515 99-1093
E-Mail: office@bik-vie.com
Web: www.mol-vie.com

Korneuburg – Agrar T 1,941 Agrar Speicher Betriebs-GMBH


Donaulände 18
A-2100 Korneuburg
Phone: +43 2262 73 616-0
Fax: +43 2262 73 616-19
E-Mail: asp-verwaltung@a1.net

Vienna – Freudenau P 1,920 Wiener Hafen, GmbH & Co KG


Seitenhafenstraße 15
A-1023 Vienna
Phone: +43 1 727 16-0
Fax: +43 1 727 16-200
E-Mail: office@wienerhafen.com
Web: www.wienerhafen.com

Vienna – Albern P 1,918 Wiener Hafen, GmbH & Co KG


Seitenhafenstraße 15
A-1023 Vienna
Phone: +43 1 727 16-0
Fax: +43 1 727 16-200
E-Mail: office@wienerhafen.com
Web: www.wienerhafen.com

Vienna – Lobau P 1,916 Wiener Hafen, GmbH & Co KG


Seitenhafenstraße 15
A-1023 Vienna
Phone: +43 1 727 16-0
Fax: +43 1 727 16-200
E-Mail: office@wienerhafen.com
Web: www.wienerhafen.com
F5 F URTHER I NFORMATION

• Binnenschiffahrtsverlag (2006): “Europäischer Schiffahrts- und


Hafenkalender“, Duisburg

• Bundesministerium für Öffentliche Wirtschaft und Verkehr (1992):


“Binnenschifffahrtsmemorandum”, Vienna

• Bundesministerium für Verkehr, Innovation und Technologie (2006):


“NAP – Nationaler Aktionsplan Donauschifffahrt”, Final Report, Vienna

• Central Commission for Navigation on the Rhine (2002): “Schiffe der


Zukunft”, Final Report, Strasbourg

• Central Commission for Navigation on the Rhine (2002): “Wirtschaftliche


Entwicklung der Rheinschifffahrt – Statistiken 2002“, Strasbourg

• Central Commission for Navigation on the Rhine (2004): “Richtlinien und


Empfehlungen für Binnenschifffahrtsinformationsdienste – RIS-
Richtlinien 2004“, Strasbourg

• Council of the European Union (2006): “Council Conclusions on the pro-


motion of inland waterway transport”, Brussels

• Danube Commission (2004): “Kilometeranzeiger der Donau”, Budapest

• ECORYS Transport and Partners (2003): “Market observation for the


inland waterway sector – Annual Report”, Rotterdam

• EFIN Group (2004): “A New Institutional Framework for the European


Inland Navigation”, Report

• EU 4th FP Project EUDET - Evaluation of the Danube Waterway as a Key


European Transport Resource (1999): “Final Report”, “Interim report”
(1997) and “Deliverables”, Vienna
29
• EU 4th FP Project IMMUNITY – Impacts of Increased and Multiple Use
of Inland Navigation and Identification of Tools to Reduce Impacts
(1998): “Interim report on the state-of-the-art of inland navigation in
Europe”, Rotterdam / Duisburg

• EU 4th FP Research Project INCARNATION: “Efficient Inland navigation


information system”, Jan. 1996 – Dec. 1997

• EU 4th FP Project INDRIS – Inland Navigation Demonstrator for River


Information Services (2001): “Policy Summary January 2001”, Rotter-
dam

• EU 4th FP Project SCENES - Scenarios for European Transport (2002):


„Modelling and Methodology for analysing the interrelationship be-
tween external developments and European transport”, Helsinki
f
• EU 4th FP Project SHIFTING CARGO – Shifting Cargo to Inland Navi-
gation (1998): “Final report”, „Interim report” (1996) and „Deliverables”,
Duisburg / Vienna

• EU 5th FP Project ALSO DANUBE – Advanced Logistic Solutions for


Danube Waterway (2003): “Technical Report on WP5500 – Impacts on
workforce and training requirements”, Vienna

• EU 5th FP Project INBAT – INnovative BArge Trains for effective


Transport on Inland Shallow Waters (2001): VBD Report “Schifffahrts-
relevante Parameter der Elbe”, Duisburg & PWR Report “Statistical
analysis of waterway depth variation in time on the Oder River”,
Duisburg

• EU 5th FP Project RECORDIT – REal COst Reduction of Door-to-door


Intermodal Transport (2002): „Deliverable 3”

• EU 5th FP Project SPIN – European Strategies to Promote Inland


Navigation (2004): “Final Strategy Document v4.0”, Vienna

• EU Interreg IIc Project INLATRANS – Integrating Inland Waterway


Transport Systems in the Baltic Sea Region (2001): “Integrating inland
waterway transport systems in the Baltic Sea region”, Final Report

• European Commission (2001): “White Paper European transport policy


for 2010: time to decide”, Brussels

• European Commission (2004): “Vorschlag für eine Richtlinie des


Europäischen Parlamentes und des Rates über harmonisierte
Binnenschifffahrtsinformationsdienste auf den Binnenwasserstraßen
der Gemeinschaft“, Brussels

• European Commission (2006): “‘NAIADES’: An Integrated European


Action Programme for Inland Waterway Transport”, Communication
from the Commission on the promotion of inland waterway transport,
Brussels

• European Economic and Social Committee (2003): “Towards a pan-


European system of inland waterway transport”, Brussels

• European Parliament (2006): “Report on the Promotion of Inland


Waterway Transport: NAIADES, an integrated European Action
Programme for Inland Waterway Transport”, Brussels

• European Reference Study PINE (2004): “Perspektiven für die Binnen-


schifffahrt im erweiterten Europa“

• IALA (2001): “Guidelines on AIS as a VTS tool“, St. Germain en Laye

• INE (2002): “Trans-European Waterways”, Brussels

• Kessel und Partner, Studiengesellschaft für den kombinierten Verkehr


(2002): “Bestimmung des Marktpotenzials für den Transport von stapel-
fähigen Wechselbehältern in der Binnenschifffahrt und Betriebs-
versuch“, Freiburg / Frankfurt
• LUB Consulting GmbH / Dornier SystemConsult GmbH (1997): “Hand-
buch Güterverkehr Binnenschifffahrt“, Dresden / Friedrichshafen

• NEA / PLANCO (1991): “Towards a European Policy to IWT industry”,


Rijswijk / Essen

• Pan-European Conference on Inland Waterway Transport (2001):


“Accelerating Pan-European Co-operation towards a Free and Strong
Inland Waterway Transport”, Declaration adopted by the Rotterdam
Conference

• Pan-European Conference on Inland Waterway Transport (2006):


“Inland Navigation: A Key Element of the Future Pan-European
Transport System”, Declaration adopted by the Bucharest Conference

• PIANC (2004): “Guidelines and Recommendations for River Information


Services”, Brussels

• Planco Consulting GmbH (2003): “Potenziale und Zukunft der deutschen


Binnenschifffahrt“, Final Report, Essen

• Röhling, W. (2002): “Perspektiven für die Binnenschifffahrt am Beginn


des 21. Jahrhunderts“

• UN/ECE (1996): “European Agreement on Main Inland Waterways”,


Geneva

• UN/ECE (1996): “White Paper on Trends in and Development of Inland


Navigation and its Infrastructure”, New York / Geneva

• UN/ECE (1998): CEVNI: “European code for inland waterways, revision


1”, New York / Geneva

• UN/ECE (2002): “Conclusions of the Seminar ‘The Inland Waterways of


Tomorrow on the European Continent’”

• UN/ECE (2003): “Inventory of most important bottlenecks and missing


links in the European waterway network – Resolution N°49”, New
York / Geneva 31

• UN/ECE, ECMT and EC (2001): “Terminology on Combined Transport“

• Van Miert, K. (2003): “High-Level Group on the Trans-European Trans-


port Network”, Report

• via donau – Entwicklungsgesellschaft mbH für Telematik und Donau-


schifffahrt (2003): “Manual on Danube Ports“, Vienna

• via donau – Österreichische Wasserstraßen-Gesellschaft mbH (2005):


“Handbuch der Donauschifffahrt“, 2nd edition, Vienna

• Willems, C.P.M. (2001): “From INDRIS to COMPRIS”, Rotterdam


f
N OTES
F6 F ORMS

Specimens of Cargo Forms

Since German is the language spoken in inland navigation on the Danube,


all cargo forms are written in German.

1 . . . . . . . . . . . . . .Waybill DDSG Cargo – Frachtbrief DDSG


2 . . . . . . . . . . . . . .Waybill DANU Transport – Frachtbrief DANU Transport
3 . . . . . . . . . . . . . .EBIS form – EBIS-Formblatt
4 . . . . . . . . . . . . . .Certificate of quality management –
Qualitätsmanagement-Zertifikat
5 . . . . . . . . . . . . . .Loadreport for tank – Tankladebericht
6 . . . . . . . . . . . . . .Transport inquiry – Transportanfrage
7 . . . . . . . . . . . . . .Transport protocol – Transportprotokoll
8 . . . . . . . . . . . . . .Customs document – Zollpapier
9 . . . . . . . . . . . . . .Customs inspection list – Zollrevisionsliste

Forms Pertaining to “Transport Contract”

10 . . . . . . . . . . . . . .Transport order – Transportauftrag


11 . . . . . . . . . . . . . .Calling forward – Abruf
12 . . . . . . . . . . . . . .Consignment note – Frachtbrief
13 . . . . . . . . . . . . . .Stowage plan – Ladeplan
14 . . . . . . . . . . . . . .Invoice – Rechnung
15 . . . . . . . . . . . . . .Transport protocol – Transportprotokoll

33
f
35
f
37
f
39
f
41
f
43
f
45
f
47
f
F7 C LEARANCE H EIGHT OF D ANUBE B RIDGES
AWL = Average Water Level, period 1961-1990
Clearance HNWL = Highest Navigable Water Level
Upstream/Downstream
in m
at at Bypass
# River Kilometre Bridge Name AWL HNWL Clearance in m Comment

1 2,414.25* Road bridge Kelheim - Maximiliansbrücke 7.52 5.19 17.00 *Danube section upstream
the mouth of the
Main-Danube Canal
2 2,412.72* Road bridge - Europabrücke 8.93 6.78 31.00
3 2,410.10 Road bridge Saal 8.88 7.00 64.00
4 2,400.42 Railway bridge Poikam 7.10 6.98 29.00
5 2,400.24 Wehrbrücke Bad Abbach 6.43 6.24 48.00
6 2,387.60 Motorway bridge Sinzing 41.77 40.90 50.00
7 2,386.71 Railway bridge Sinzing 11.25 10.51 48.00
8 2,385.68 Railway bridge Mariaort 9.22 8.72 32.00
9 2,381.11 Motorway bridge Pfaffenstein 6.71 6.63 39.00
10 2,380.17 Oberpfalzbrücke (Regensburg) 6.63 6.40 67.00
11 2,379.56 Protzenweiherbrücke (Regensburg) 8.43 5.94 12.00
12 2,378.39 Nibelungenbrücke (Regensburg) 8.82 6.28 50.00 is true for the Danube North-
and South sections
13 2,376.82 Railway bridge Schwabelweis 8.12 6.07 31.00
14 2,376.32 Road bridge Regensburg-Schwabelweis 10.55 8.71 115.00
15 2,369.65 Road bridge Donaustauf 9.40 8.83 102.00
16 2,358.27 Motorway bridge Wörth 8.25 7.74 140.00
17 2,353.33 Road bridge Pfatter 10.62 8.10 85.00
18 2,327.52 Road bridge Lock Straubing 10.72 7.93 25.00
19 2,325.70 Agnes Bernauer Brücke 11.05 8.20 100.00
20 2,316.98 Road bridge Reibersdorf 11.33 8.10 70.00
21 2,311.28 Railway bridge Bogen 7.22 4.60 44.00
22 2,308.40 Road bridge Bogen 10.77 8.30 75.00
23 2,290.12 Motorway bridge Metten 10.83 8.63 70.00
24 2,285.87 Railway bridge Deggendorf 6.89 4.40 40.00
25 2,285.50 Motorway bridge Fischerdorf 10.78 8.30 100.00
26 2,284.60 Road bridge Deggendorf - Maximiliansbrücke 10.68 7.00 100.00
27 2,282.50 Motorway bridge Deggenau 11.88 9.00 87.00
28 2,266.22 Donau Wald Brücke 11.01 9.80 62.00
29 2,249.16 Road bridge Vilshofen 9.27 7.80 90.00
30 2,234.26 Autobahnbrücke Schalding 35.85 35.00 100.00
31 2,230.43 RMD Lock bridge Kachlet 12.01 9,40 27.00
32 2,230.28 Railway bridge Steinbach 8.91 6.50 59.00
33 2,230.10 Franz Josef Strauß Brücke 14.03 11.50 68.00
34 2,226.98 Schanzlbrücke (Passau) 10.57 8.30 102.00
35 2,225.75 Luitpoldbrücke (Passau) 7.89 5.60 80.00
36 2,223.29 Railway bridge Kräutelstein 12.04 9.30 73.00 49
37 2,203.31 Crane bridge Jochenstein 7.75 7.75 24.00
38 2,194.10 Road bridge Niederanna 9.59 8.13 101.00
39 2,162.92 Lock Aschach - Foot bridge 8.23 24.00 8.43 at highest possible
stowage
40 2,162.94 Lock Aschach - Service bridge 11.66 10.96 24.00
41 2,159.97 Road bridge Aschach 9.95 8.76 125.00
42 2,146.73 Lock Ottensheim-Wilhering 9.30 9.00 24.00
43 2,135.10 Road bridge Linz Nibelungenbrücke 9.33 7.77 90.00
44 2,133.83 Road and Railbridge Linz 8.66 7.42 78.00
45 2,133.46 Road bridge Linz (Voest Brücke) 10.71 9.57 153.00
46 2,127.73 Road bridge Steyregg 8.59 / 9.01 8.11 / 8.53 70.00
47 2,127.68 Railway bridge Steyregg 8.87 / 8.88 8.39 / 8.40 71.00
48 2,127.16 Voest-Werkshafen Entrance bridge 7.11 6.65 60.00
49 2,119.45 Lock Abwinden-Asten 10.90 10.67 24.00
50 2,111.05 Bridge Mauthausen (Road and railway bridge) 9.21 8.08 72.00
51 2,094.50 Power station bridge Wallsee 13.20 9.96 24.00
52 2,080.82 Road bridge Grein 10.71 8.86 100.00
53 2,060.42 Power station bridge Persenbeug (crane bridge) 7.96 7.66 24.00
54 2,043.60 Road bridge Pöchlarn 8.57 / 9.16 8.31 / 8.9 80.00
55 2,038.12 Bridge Melk (Lock) 10.26 9.96 24.00
f Clearance
Upstream/Downstream
in m
at at Bypass
# River Kilometre Bridge Name AWL HNWL Clearance in m Comment

56 2,034.43 Road bridge Melk 12.95 9.62 132.00


57 2,003.53 Road bridge Stein - Mautern 8.96 7.64 79.00
58 2,001.51 Railway bridge Krems 8.83 / 8.69 8 / 7.86 77 / 76
59 1,999.77 Motorway bridge Krems (Road bridge.Krems-St.) 9.06 8.58 111.00
60 1,980.90 Crane bridge Lock 11.46 11.16 24.00
61 1,965.00 Rosenbrücke Tulln 10.36 9.77 151.00
62 1,963.15 Old bridge Tulln 8.17 / 8.28 7.9 / 8.01 83.00
63 1,949.23 Crane bridge Lock (Greifenstein) 9,86 9.56 24.00
64 1,932.62 North bridge Vienna 8.51 / 8.76 8.16 / 8.41 58.00
65 1,932.57 Nordsteg 8.76 / 9.07 8.5 / 8.81 58.00
66 1,931.71 Floridsdorfer Brücke 8.52 8.32 57.00
67 1,931.20 Nordbahnbrücke 8.32 / 8.29 8.15 / 8.12 65.00
68 1,931.17 U-Bahnbrücke 8.51 / 8.47 8.35 / 8.31 65.00
69 1,930.45 Brigittenauerbrücke 8.66 8.53 64.00
70 1,928.90 Reichsbrücke 7.99 / 7.93 7.94 / 7.88 59.00
71 1,925.99 Road bridge Donaustadt 8.32 8.24 94.00
72 1,925.76 Praterbrücke 7.99 7.91 65.00
73 1,924.96 Ostbahnbrücke 8.11 / 8.07 8.03 / 7.99 65.00
74 1,921.05 Power station Freudenau Oberhaupt 9.84 9.74 24.00
75 1,920.87 Brücke Unterwasser Freudenau 12.05 8.52 59.00
76 1,917.70 Pipeline bridge Mannswörth 14.42 11.16 126.00
77 1,914.35 Barbarabrücke Rohrbrücke 14.04 10.98 113.60
78 1,886.25 Bridge Hainburg 16.42 13.35 114.40
79 1,871.35 Lafranconibrücke Bratislava 15.88 120.00
80 1,869.10 Schrägseilbrücke Bratislava 11.46 180.00
81 1,868.14 Reichsbrücke Bratislava 7.59 67.00
82 1866.40 New bridge Bratislava 11.06 170.00
83 8.3* ˇ
"Power station bridge Gabcikovo
*Canal entrance km 1853 8.99 34.00
84 1,806.35 Bridge Medvedov 8.77 76.00
85 1,770.40 Railway bridge Komarom 8.65 90.00
86 1,767.80 Road bridge Komarom 8.35 80.00
87 1,718.80 Road bridge Esztergom 9.91 103.58
88 1,654.50 Uijpester Bridge 7.66 70.00
89 1,651.40 Arpadbrücke 7.82 70.00
90 1,648.75 Margarethenbrücke 9.95 - 5.00 60.00
91 1,647.00 Szechenyi Kettenbrücke 7.36 130.00 8.20 on a section of 80 m
92 1,646.00 Elisabethbrücke 7.42 80.00 8.72 on a section of 80 m
93 1,645.30 Szabadsagbrücke 9.54 80.00
94 1,644.30 Petöfibrücke 8.30 80.00
95 1,643.25 Südbrücke 9.15 60.00
96 1,632.81 Motorway bridge Budapest 10.00 100.00
97 1,560.55 Bridge Dunaföldvar 8.73 74.00
98 1,480.22 Bridge Baja 8.09 60.00
99 1,424.47 Bridge Bezdan 9.50 120.00
100 1,366.73 Road bridge Bogojevo 9.00 120.00
101 1,366.50 Railway bridge Bogojevo 8.15 97.70
102 1,297.06 Illok - Backa Palanka 9.70 150.00
103 1,257.60 Road bridge NoviSad
104 1,255.00 former Marshall Tito Bridge 9.50 124.00 rebuilt
105 1,232.05 Beska Bridge 42.90 180.00
106 1,166.50 Belgrad - Pancevo Most 9.15 150.00
107 1,112.90 Smederevo Pipeline Bridge 13.20 140.00
108 1,112.10 Smederevo Railway bridge 10.00 120.00
109 1,045.12 Road bridge Moldova 18.15 130.00
110 943.00 Service bridge Power station Sip 1 (Eisernes Tor1) 10.00 34.00
111 863.00 Service bridge Power station Sip 2 (Eisernes Tor 2) 13.87 34.00
112 488.70 Road bridge Giurgiu - Rousse 13.13 150.00
113 300.07 New bridge Cernavoda 24.99 170.00
114 300.00 Old bridge Cernavoda 30.96 182.00
115 237.80 Vadu Oii - Giurgeni 15.20 148.00

Sources: ECDIS Cards Comment: Bridges 1-36: The HNWL is not equal to the num-
WESKA 2003 - Europäischer Schifffahrts- und Hafenkalender ber defined by the Danube Commission. Especially true for the
Average water levels for the Austrian Danube: KWD 1996 der WSD, Wien free flowing section (Straubing - Vilshofen), where the possi-
bility of exceeding the HNWL lies over 1 % at the ice free days
Average water levels for the German Danube: WSD Süd, Würzburg
in the course of a year.
F8 F REQUENTLY A SKED Q UESTIONS

F8.1 Danube Waterway

How deep is the Danube?

Essentially a differentiation must be made between dammed and free-


flowing sections of the Danube. The Danube’s fairway upstream of barrage
power stations is several metres deep; for instance upstream of hydro-
power stations in Austria fairway depth comes to an average of 15 m, com-
pared to up to 35 m upstream of the Portile de Fier (Iron Gate) in Romania.
Fairway depth must come to at least 2.5 m in the free-flowing sections of
the Danube - at least according to the recommendations of the Danube
Commission - in order to be navigable throughout the year (in the case of
low navigable water levels, i.e. an average of 345 days a year). Water
levels fall below this level in a few bottlenecks along the river. The most
significant bottlenecks include the Straubing-Vilshofen section in
Germany, the section to the east of Vienna, as well as the Wachau region
ˇ
in Lower Austria and the Gabcikovo-Budapest section in Hungary, not to
mention several local bottlenecks in Romania. These bottlenecks are to be
eliminated within the framework of the Trans-European Transport
Networks (TEN-T) by 2015, ensuring fairway depths in compliance with the
recommendations of the Danube Commission.

Which measures are being taken in Austria to eliminate these


bottlenecks?

For decades there have been many proposals for consistently improving
fairway conditions on the Danube. A project is currently up and running at
full speed in Austria: the Integrated River Engineering Project on the
Danube to the east of Vienna, which is to be implemented according to the
following schedule:

1. Drawing up the Environmental Stability Statement for the prescribed


51
version of the project
Time frame: end of 2004 – beginning of 2006
2. Carrying out of the Environmental Impact Assessment (EIA)
Time frame: planned for the beginning of 2006 – end of 2007
3. Implementation of model and field experiments (1:1 pilot project)
Time frame: end of 2005 – 2008 (iterative approach)
4. Carrying out of the core project
Time frame: planned for the end of 2008 – 2014/2015

The costs for this project can be broken down according to the following
estimates:

• Planning and Pilot project: ca. € 20 million


• Core project: ca. € 170 million
f
On a global level, this project was conceived as an integrated river engi-
neering project, reconciling the interests of navigation and the technical
possibilities afforded by the latest river engineering technologies on one
www.donau.bmvit.gv.at hand with the ecological needs of the Danube Floodplain National Park on
the other. For further information, please go to following website:

Will the other bottlenecks also be eliminated? If so, when?

The European Union has recognised the strategic importance of the


Danube and adopted it into the Community’s transport network plans as
the Pan-European Transport Corridor VII in 1997. The EU considers the
elimination of existing bottlenecks a top priority, with efforts to do so
scheduled to begin in 2010.

In April 2004, the European Council and the European Parliament adopted
new Guidelines for the Trans-European Transport Networks which contain
a list of 30 priorities. Project number 18 “The Inland Waterway Transport
Axis Rhine/Maas-Main-Danube” is aimed at eliminating all infrastructural
bottlenecks on the Danube by 2015.

Is the Danube navigable throughout the year?

Yes, the Danube is navigable all-year-round for commercial inland water-


way transport, except during periods of high water levels (four days a year
on average) and in the case of ice, which occurs very seldom. In the event
of low water levels, the Danube is still navigable; however, the vessels
cannot be fully loaded. In extreme cases, the amount of cargo must be
reduced to one-fourth of the vessel’s maximum tdwat. The reduced cargo
capacity of the vessels during low water level periods results in higher
costs and impedes the ability to plan vessel transports in advance.

How many navigable tributaries does the Danube have?

The Danube’s most important tributaries that can be navigated by motor-


ised cargo vessels are the Drau/Drava, the Save/Sava and the Tisza/Theiß.
Both the Traun and the Enns in Austria are navigable at their confluence
with the Danube.

What are water gauges for?

Water gauges provide information on the flow of water along the Danube,
allowing forecasts to be made regarding fairway depths that affect inland
waterway transport. Inland waterway transport uses a so-called bench-
mark water gauge depending on the route and the direction, aiding the
vessel operators when making decisions concerning the load of the ves-
sel.

Where are these water gauges located?

The water gauges on the Austrian Danube can be read on the following
www.doris.bmvit.gv.at/ website:
pegel_furten/pegelstaende
Who makes regulations governing inland waterway transport on the
Danube?

Internationally, inland waterway transport on the Danube is regulated by


the Danube Convention which applies to the entire navigable section of
the Danube from Kelheim to the Black Sea. All Danube countries, including
Russia, are member states of the Danube Convention, which is institution-
ally represented by the Danube Commission. Essentially, the Danube
Convention centres on the following two principles:

• The freedom of inland waterway transport (except of cabotage be-


tween ports within the same country with vessels sailing under a
foreign flag) and
• The obligation of the member states to maintain navigability for river
and sea vessels and to take the necessary steps to ensure navigability
on their section of the Danube.

The Danube Commission decides on measures aimed at creating an


improved framework for inland waterway transport. Principally, these
decisions are subsequently transposed into national law by the member
states. If individual countries fail to do so (i.e. in the case of the recommen-
dations concerning fairway depths), there is no mechanism for imposing
sanctions under international law on the country in question. In contrast,
the unanimous decisions passed by the Central Commission for Navigation
on the Rhine are binding for all member states.

F8.2 Inland Waterway Transport

How fast are vessels allowed to travel on the Danube?

Although there are no specific regulations governing speed limits for the
Danube, indirect guidelines, so-called “steering and sailing rules”, do
indeed exist. In Austria, these rules are laid down in the Inland Waterway
Regulation (WstrVO) (Section 6 “Steering and Sailing Rules”). These regu-
lations are aimed at preventing vessels from causing excessive waves,
thereby indirectly regulating speed limits. 53
Furthermore, in the interest of transport safety, the ability of a vessel trav-
elling downstream to come to a halt is also tested and determined when
issuing the technical certificate. In any case, the captain must operate the
vessel at a speed that allows him/her to stop the vessel within the pre-
determined area, without inflicting any damage to moored vessels or
inland waterway transport facilities (e.g. docking facilities).

The speeds of the commercial cargo vessels travelling the Danube fluctu-
ate in the free-flowing sections between 16 and 20 km/h when travelling
downstream and 6 and 13 km/h when travelling upstream, depending on
river current speeds and the type of vessel in operation.

How many containers fit onto a vessel?

A total of 144 containers, calculated in units of 20’ (4 containers abeam, 12


containers in a row and 3 tiers high), can fit onto an optimally constructed
Danube vessel.
f
How long does it take to pass a lock?

Passing a lock takes approximately 30 minutes; however considering also


the time necessary for manoeuvring in and out of the lock, a total of 45
minutes must be calculated for each passing of a lock.

How long does it take a vessel to travel from Vienna to Linz v.v.?

Travelling upstream, a large motorised cargo vessel requires an average


of 22 hours; a 2-unit pushed convoy 27 hours and a 4-unit pushed convoy
needs 30 hours.

Travelling downstream, a large motorised cargo vessel requires an aver-


age of 17 hours, same as a 2-unit pushed convoy, while a 4-unit pushed
convoy needs 20 hours.

Is the Danube navigable in and around Novi Sad?

Since the new bridge has been opened to traffic, and the pontoon bridge
removed, this impediment to inland waterway transport in Novi Sad is
finally eliminated.

What kind of vessels travel on the Danube?

The predominant operating form is the pushed convoy. Ever since the
Main-Danube Canal was opened in 1992, motor vessels from the Rhine
river area have been increasingly venturing onto the Danube waterway.
The ratio of pushed convoys to motor vessels throughout the Danube –
measured according to transported tonnage – currently figures 85:15.
Motor ships from the West are somewhat more largely represented on the
Austrian Danube, with the ratio of pushed convoys to motor vessels relat-
ing 70:30.

Are fees or dues charged for transport on the Danube?

No, freedom of navigation prevails on the international Danube waterway,


meaning that no fees or dues may be charged for transports on the
Danube. The national canals, such as the Main-Danube Canal, the Black
Sea Canal or the canalized confluence area in Romania, the so-called
Sulina Canal, are excepted from this rule.

Where can navigation charts for the Danube be obtained?

Digital navigation charts in compliance with the international ECDIS stand-


ard (see section C) covering the entire Danube can be obtained from pri-
www.doris.bmvit.gv.at vate sources. Contact information and information on how to obtain these
charts can be found in the menu “Inland ECDIS” at www.doris.bmvit.gv.at.
The electronic charts for Austria are free of charge.

Analogue charts are officially available from the Danube Commission in


German and Russian. The Danube navigation charts published by
Verberght are also widely used and available in retail outlets. Very com-
prehensive and up-to-date charts of the upper Danube especially suited
for use with motorboats can be found in the Handbook for Motorboat
Navigation from the Austrian Motorboat Federation (MSVÖ).
F8.3 Cargo Transports on the Danube

What kinds of cargo can be transported on the Danube?

Basically, all types of cargo can be transported by vessel on the Danube.


There are vessels that specialise in carrying either dry or liquid cargo.
Smaller cargo quantities can be transported in practically any constella-
tion (as for dry cargo, bulk cargo, combined with general cargo of all types,
or even liquid cargo in tankers), provided that, as is the case with danger-
ous cargo, there are no prohibitions in co-loading them.

How many tons are transported on the Danube every year?

The figures for 2005 indicate that more than 11 million tons were transport-
ed on the Austrian Danube in that year, and a total of approximately 30 mil-
lion tons along the entire Danube. Experts forecast a doubling or even tri-
pling of traffic on the Danube by 2015 due to the eastern enlargement of
the EU and the subsequent increase in traffic between the countries of
Southeast Europe and Western Europe.

Where can I obtain information on inland waterway transports?

A link to the most important shipping companies operating on the Danube


is provided at www.donauschifffahrt.info/en/transport/the_cost_factor/
provider/operators.

If you have any other questions regarding inland waterway transport on


the Danube, please contact the following people at via donau:

Mr. Gerhard Gussmagg: Tel +43 (0) 50 4321 1617;


e-mail: gerhard.gussmagg@via-donau.org
www.donauschifffahrt.info/
transport Mr. Alfred Heiserer: Tel +43 (0) 50 4321 1618;
e-mail: alfred.heiserer@via-donau.org

55

The Blue Pages - the English-German directory of transport service


providers on the Danube - feature detailed company profiles of the most
important shipping companies, freight forwarders and agencies operating
on the Danube. The Blue Pages can be ordered on via donau's website at
www.via-donau.org
f
N OTES
F9 M APS

1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . European Inland Waterways

2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . North-South Axis

3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rhine Axis

4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . West-East Axis

5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . North-West/South-East Axis

6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Danube Waterway

7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Parameters for the Main Routes,


Danube-Western Europe

57
European Inland Waterways

Podgorica

Sea Ports
Podgorica

Sea Ports
North-South Axis
Rhine Axis
West-East Axis
North-West/South-East Axis
Danube Waterway
Parameters for the Main Routes,
Danube-Western Europe

R
Cologne

Moselle
Ghent
Parameters for the
Main Routes, Antwerp
Danube-Western
Rhine

Europe
Cologne
Moselle
Danube
Nuremberg

river-km
MD-Canal
Strassbourg
Rhine

Danube 2411 km
Vienna
MCV MCV Pushed Convoy Pushed Convoy
Section Direction 1,350 t 2,000 t MCPV + PL PMV + 4PL
v [km/h] v [km/h] v [km/h] v [km/h]
upstream
Rhine: Duisburg−Rotterdam
downstream
upstream
Lower Elbe to Hamburg
downstream
upstream
Rhine: Karlsruhe−Duisburg
downstream
upstream
Rhine: Basel−Karlsruhe
downstream
Main, Moselle, Saar, Neckar, upstream
Mid-Weser downstream
Canals to class V (Main-Danube both Belgrade
-Canal, Canals in Germany) directions
Danube: Kelheim−Bratislava upstream
except Bottleneck A upstream
except Bottleneck B upstream
except Bottleneck C upstream
Danube: Kelheim−Bratislava downstream
except Bottleneck A downstream
upstream
Danube: Bratislava−Belgrade
downstream
upstream
Danube: Belgrade−Sulina
downstream
Canals Class VI,
both
Amsterdam, Anwerp
directions
Black Sea canal
Waterway Classes Bottlenecks
Vienna/National border
14 ocks
Lock canal Gabcikovo/
Budapest
We would like to give special thanks
to all our sponsors
who helped us publish the
Manual on Danube Navigation!
Port of Rotterdam (Havenbedrijf Rotterdam N.V.)

The port of Rotterdam is strategically situated at the heart of the European


Union. All modes of transport are handled round the clock, seven days a
week, year in, year out. Rotterdam offers a wide range of transport oppor-
tunities throughout Europe for all types of cargo, offering its customers a
choice of inland shipping, rail, short sea and feeder, road or pipeline.
Whatever the mode, the service is extremely reliable and competitive. As
manager of the port, the Port of Rotterdam is an active partner for industry
and it is a driving force behind the development of new connections and
transport concepts.

World Port Center


Port of Rotterdam
(havenbedrijf Rotterdam N.V.)

Wilhelminakade 909
Port number 1247
P.O. Box 6622
3002 AP Rotterdam
The Netherlands

0031 10 252 10 10
www.portofrotterdam.com
TINA VIENNA –
COMPETENCE CENTER FOR STRATEGIC TRANSPORT
INFRASTRUCTURE PLANNING

TINA Vienna Transport Strategies is a limited company under operation and know-how transfer, which will prove beneficial
Austrian law, which was founded in February 1997. TINA for the development of the Trans-European Networks and the
Vienna is affiliated to the City of Vienna and since 2003 a com- transport infrastructure in the European Region “Vienna
pany of “WienHolding”, 100% owned by the City. Region”.

The purpose of the foundation of the company was the imple- TINA Vienna today is a competence center for strategic
mentation of the PHARE project “Transport Infrastructure transport infrastructure planning with a strong focus on the
Needs Assessment” (TINA)-process in Central and Eastern European Transport Policy after the TEN-T revision 2006 with
Europe as a technical support body for the European the main goals of improving intermodal transport and the
Commission. The most important deliverable of this project “Wider Europe” Programme of the HLG II. In this aspect TINA
was the identification and comprehensive presentation of the Vienna is the leadpartner in the EC-Turkey Project “TINA
transport infrastructure network components for enlarging Turkey” with an office in Ankara.
the Trans-European Transport Network to the new member
states. The company has also approved knowledge in inland naviga-
tion since one of its CEOs, Mr. Otto Schwetz, is the chairman
For Vienna this has created possibilities for international co- of the Pan-European Corridor VII “The Danube”.

TINA Vienna-Transport Strategies GmbH - ein Unternehmen der WienHolding GmbH


www.tinavienna.at Lange Gasse 30, 1082 Wien - Austria, Tel.:+43 (0) 1 4000 - 84260, Fax:+43 (0) 1 4000 - 7997, E-mail: office@tinavienna.at

Thousands of customers - 10 countries - one river - one directory

Your directory for Danube transportation. Now available on www.via-donau.org


ISBN 978-3-9502226-2-3

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