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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
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
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.
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.
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.
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.
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.
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
E L EGAL F RAMEWORK
F A PPENDIX
S YMBOLS
These symbols will help you find information more quickly:
Reference
Practical example
Diagramme
Link
TINA Vienna
Transport Strategies GmbH
Port of Rotterdam
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
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
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
D1 Cost Calculations for Using the Inland Vessel on the Main Leg 2
D3 Calculation Examples 17
D3.1 General Section 17
D3.2 Calculation Examples 20
D3.3 Market Observations 25
E L EGAL F RAMEWORK
E4 Transport Rights 9
E6 Boatmaster’s Certificates 13
E7 Transport Infrastructure 15
E8 Environmental Law 17
E8.1 International Framework 17
E8.2 National Framework 19
F A PPENDIX
F2 Subject Index 13
F3 Abbreviations 21
F5 Further Information 29
F6 Forms 33
F9 Maps 57
A I NLAND N AVIGATION AS A S YSTEM
A2 Transport Route 13
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
A5 Ports 51
Shippers
Waterway
Competition
Cooperation
Railway Transport
Forwarding
Companies
Shipping Companies Ports Road Transport
Shipbuilding
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.
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.
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
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
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
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
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:
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.
Strengths Weaknesses
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
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
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.
W HNWL W
LNWL
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 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
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
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.
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.
River km 2,411 21
Germany Germany
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
River km 845.6
Bulgaria Romania
River km 374.1
Romania
• 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.
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.
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
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
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
1
with the exception of the Iron Gate
Low Navigable
Water Level 830 m 3/s 70 m 3/s 900 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
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
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
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%.
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.
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
33
A3.2.1 Planning Guidelines
• 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.
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.
A3.2.3 Implementation
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
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
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.
Length 67 m
Width 8.2 m
Draught 2.5 m
tdwat 900 t
Hold volume approx. 1,400 m 3
Length 85 m
Width 9.5 m
Draught 2.5 m
tdwat 1,350 t
Hold volume approx. 1,900 m 3
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
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
Length 135 m
Width 17 m
Draught 3.7 m
tdwat 470 TEU
• 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
CAR TRANSPORTER 43
Length 105 m
Width 9.5 m
Draught 1.4 m
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
Lighters with a stowable stern (e.g. lighter type 18000) can be loaded more
simply by using a ramp as well.
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.
45
Danube Rhine
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
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
47
Navigation, Logistics,
Shipbuilding Vessel Propulsion
Operational Form
Materials Fuels
Automation and use of
electronics on board
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.
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
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.
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 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.
Transhipment
buffering/
unloading interim loading
warehousing
cross-docking
unloading, loading,
sorting, buffering, sorting,
transhipping, interim consigning,
conveying warehousing packaging
Kelheim 53
Germany Germany
Vienna-Freudenau
Vienna-Albern
Slovakia Slovakia
Komárno
Dunaföldvar 1,563
Croatia
Right bank
Serbia
Serbia Left bank
Belgrade
Romania
Bulgaria
Romania
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
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
Total turnover in t
Other aliment & fodder 432,693 34,061 6,683 29,379 228,187 0 134,383
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
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.
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.
57
Cargo Type
Transhipment
Luffing and slewing crane, Luffing and slewing crane, Gantry crane (bridge),
up to 15 t up to 30 t up to 40 t
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.
59
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.
61
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.
www.felbermayr.cc
63
www.spap.sk/transhipment/
english
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.
www.wienerhafen.com
www.liebherr.com
Source: Liebherr-Werk Nenzing
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.
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.
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.
The bulk goods storage facility was opened at the Port of Vienna-
Freudenau in September 2004
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
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
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
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.
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
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
Tel. +43/1/50105/3758
e-mail: ahoi@schifffahrt.at
www.schifffahrt.at
B T HE M ARKET FOR D ANUBE N AVIGATION
B4 Public Funding 31
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.
~
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.
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
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.
Export quota
(exports in
% of GDP) 41.1 15.2 23.9 32.1 67.5 51.6 55.8
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
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.
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
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.
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
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
Infrastructure
Transport Volume
(2000=100%)
unchanged improved
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
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)
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)
40%
20%
1 2 3 4 5 6 7 8 9 10 11
Door-to-door time (days) 13
40%
20%
1 2 3 4 5 6 7 8 9 10 11
Door-to-door time (days)
40%
20%
1 2 3 4 5 6 7 8 9 10 11
Door-to-door time (days)
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.
RO
HR 15
12
11
BA 9 10
RS
IT ME BG
MK
Source: via donau
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
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.
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.
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.
17
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.
19
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.
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).
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.
This section describes seven transport case studies in which the demands
of the manufacturing industry were perfectly met by inland waterway
transport. 23
Logistics service providers: ILL – Industrie Logistik Linz GmbH, Mierka Donauhafen Krems GmbH &
Co KG, Logserv Logistik Service GmbH (a company of voestalpine AG)
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.
Route: ARA ports – Danube ports – Romanian, Russian and Turkish ports
on the Black Sea
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.
www.vaeth-kg.de
25
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)
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.
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
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.
www.wienerhafen.com
www.ehharms.de
www.lehnkering.com
Source: via donau
b
Case 5: Paper Products
Inland waterway
transport companies: UDP – Ukrainian Danube navigation company, Rubiships Ltd. (BG)
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.
Inland waterway
transport companies: Private ship owners
29
www.schaufler-metalle.com
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.
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
FP7 will run from 2007 until 2013. It will be organised in four programmes
corresponding to four basic components of European research:
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.
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.
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.
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)
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.
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
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“)
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.
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
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
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
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.
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.
External user
5
Regional National control centre
control centre 1
Base station
Vessel equipment
Base station
Vessel equipment
Transponder
Greifenstein lock
Freudenau lock
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.
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.
Purkersdorf Vienna
DANUBE
Hainburg
Schwechat a. d. Donau
Five vessels were equipped with transponders and ECDIS displays for
presenting the tactical traffic image within an approximately 30 km long
test section.
Tracking the current traffic situation on the test section of the Danube in
the DoRIS test centre
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
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.
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
The RIS Directive addresses all EU Member States and requires the com-
petent national authorities to set up River Information Services as follows:
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
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
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
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
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.
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)
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.
Inland ECDIS chart in information mode Inland ECDIS chart in navigation mode
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
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.
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
Public
authorities
Customer service Invoicing
RIS
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
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
➡ ➡
Required time
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
No
Upp
er Dan
ube
771
km
Mid
-Danub
e 77
7
t
km
en
av
erp
Gh
isl
tw
o
rat
An
B
ov
Low
a/
n
cik
Dan
lle
ube
ab
se
863
Vie
km
al
Mo
n
ca
ck
Lo
urg
ine
II
na
sb
va
Rotterdam-Sulina 3,467 km
lh
Rh
n
I+
en
sla
vo
Vie
st
eg eim
ate
ati
R
1
r
pe
20
G
vico
76
2,4
da
8B
1,9
u
6
Rhine-Main-Danube-Waterway
ron
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
Vienna/National border
14 ocks
Lock canal Gabcikovo/
Budapest
D2.1 Draught
5
d
Changes in water level at the Pfelling water gauge throughout the
course of the year
On January 22, 2004 the zero gauge was lowered by 1 m. The current
benchmark for the Wildungsmauer water gauge is as follows:
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.
Austria ARA
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
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
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
From network
Ghent
Antwerp
Rhine
118
Cologne
Source: via donau
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).
Danube Region
all operating forms generally 25%
(= eastern route)
Westward:
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
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):
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
Route
Type of cargo
A Quantity ................ t
Volume ................ m3
Selection of vessel space 1
1
and 2 see calculation assistants
d
Calculation Assistant 1
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
1
See the example under section D 2.1
Calculation Assistant 2
Vessel size/formation
from to
Distance Travel Time
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.
The minimum cargo hold volume of the pushed convoy comes to:
(1,850 t + 1,720 t) x 1.2 = 4,284 m3
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).
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
1
and 2 see calculation assistants
Example Transport
Benchmark Benchmark
water gauge water gauge
Pfelling 350 cm Pfelling 380 cm
1
See example under section D2.1
d
Calculation Assistant 2
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.
60,000 t
40,000 t
downstream 30,000 t
upstream 20,000 t
10,000 t
0t
downstream
upstream
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
January February March April May June July August September October November December
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.
• 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 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.
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.
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 fixed costs for the liner service, or the vessel transport, come to the
following per 40’-container:
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.
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.
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.
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
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 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
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
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.
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
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.
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.
E4 Transport Rights 9
E6 Boatmaster’s Certificates 13
E7 Transport Infrastructure 15
E8 Environmental Law 17
E9.1 Average 21
E9.2 Inland Waterway Transport Insurance 22
The legal instruments the European Union has at its disposal are:
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 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.
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:
The tariffs are set on the basis of an ordinance. Payment of port fees may
also be required for the use of private ports.
This concerns:
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.
Legislative texts:
www.ris.bka.gv.at/bgbl
5
e
N OTES
E3 M ULTILATERAL A GREEMENTS IN THE D ANUBE R EGION
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
9
e
N OTES
E5 T ECHNICAL R EGULATIONS FOR V ESSELS
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.
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
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).
www.bmvit.gv.at/verkehr/
gesamtverkehr/
generalverkehrsplanung/
index.html
E8 E NVIRONMENTAL L AW
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.
e
The FFH Directive can be found under Directive 92/43/EEC; the Birds
Directive under Directive 79/409/EEC
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.
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.
e
N OTES
E9 A VERAGE AND I NSURANCE
E9.1 Average
Particular Average
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.
e
E9.2 Inland Waterway Transport Insurance
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.
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.
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.
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
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.
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.
e
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.
Notification
The customer is to be notified of the continued progression of the voyage
and the arrival of the transport vessel.
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.
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.
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.
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 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.
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.
• 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
F2 Subject Index 13
F3 Abbreviations 21
F5 Further Information 29
F6 Forms 33
F9 Maps 57
f APPENDIX
Agency Organises inland waterway transports and serves as a broker between the
manufacturing industry and shipping companies
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
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
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
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
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)
Carrier Carries out the transport of cargo at his own risk with his own vessels or
those owned by third parties
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)
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
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
Coupled formation Vessel formation comprising a motor vessel and a non-motorised pushed
lighter
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
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
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
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
Exchange rate parity The fixed rate of exchange between one currency and another
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
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
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
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
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
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)
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
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)
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 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
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)
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 operations The statistical administration of incoming vessel, as well as the calculation
of pierage and demurrage
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
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
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
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)
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)
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
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
Transhipment site Designated location for the transfer of cargo between vessels
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
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
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
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
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
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
V/W/Z
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
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
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
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
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
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:
The costs for this project can be broken down according to the following
estimates:
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.
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.
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?
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 long does it take a vessel to travel from Vienna to Linz v.v.?
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.
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.
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.
55
2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . North-South Axis
3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rhine Axis
4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . West-East Axis
5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . North-West/South-East Axis
6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Danube Waterway
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.)
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”.