Analysis of inland waterway networks in the

Transcription

1CE055P2 - SoNorA
O.3.4.1 – Analysis of inland waterway networks in the
SoNorA project area
Work
Package
Action
WP3 – Transport Network Flow Optimization
A3.4 – Inland Waterways Case Studies
PP1 – Veneto Region
Author
PP10 – Ústí Region
Version
5
Date
02.11.2010
Status
Final
1CE055P2
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O.3.4.1 – Analysis of inland waterway networks in the SoNorA
project area
Public
Title: O.3.4.1 – Analysis of inland waterway networks in the SoNorA project area
File Name: SoNorA _3.4.1 _ Analysis of inland waterway networks in the SoNorA project area
Document Approval Chronology
Document
Revision / Approval
Version
Date
Status
Date
1
13.07.2009
Draft
LP revised
2
20.07.2009
Draft
LP revised
3
07.01.2010
Draft
LP revised
4
15.02.2010
Draft
WPL/LP revised
5
02.11.2010
Final
20.1.2011
Status
LP Approved
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Index
1
2
2.1
2.2
2.3
2.4
2.5
3
3.1
3.2
4
4.1
4.1.1
4.1.2
4.1.3
4.2
4.2.1
4.2.2
4.2.3
4.2.4
4.2.5
4.2.6
4.2.7
4.3
4.3.1
4.4
4.4.1
4.4.2
4.5
4.5.1
4.5.2
4.5.3
4.5.4
4.6
4.6.1
4.6.2
Executive Summary .......................................................................................................................5
Introduction ....................................................................................................................................7
Context and Objectives ................................................................................................................. 7
SoNorA NETWORK expected impact ......................................................................................... 7
Scope of the output ....................................................................................................................... 8
Partners involved .......................................................................................................................... 8
Remarks on data availability......................................................................................................... 8
European Inland Waterway Network ............................................................................................9
Focus on the SoNorA area .......................................................................................................... 11
Classification of Inland Waterways ............................................................................................ 17
Inland Waterways in the SoNorA area ........................................................................................18
Inland Waterways: Austria ......................................................................................................... 18
Transport ..................................................................................................................................... 19
Operators ..................................................................................................................................... 19
Planned Works ............................................................................................................................ 20
Inland Waterways: Czech Republic............................................................................................ 21
Czech Republic‘s Inland Waterways .......................................................................................... 23
The Elbe-Vltava waterway ......................................................................................................... 24
River Elbe waterway................................................................................................................... 25
The potential of the River Vltava waterway ............................................................................... 26
The Danube waterway ................................................................................................................ 27
The Oder waterway..................................................................................................................... 27
Inland Waterway Ports................................................................................................................ 28
Inland Waterways: Germany ...................................................................................................... 31
Germany‘s Inland Waterways .................................................................................................... 33
Inland Waterways: Italy .............................................................................................................. 39
Northern Italy‘s Inland Waterways............................................................................................. 42
Veneto Region inland waterway transport network ................................................................... 46
Inland Waterways: Poland .......................................................................................................... 53
Poland‘s Inland Waterways ........................................................................................................ 55
Oder River................................................................................................................................... 60
Vistula River ............................................................................................................................... 61
Inland waterway ports ................................................................................................................. 61
Inland Waterways: Slovenia ....................................................................................................... 70
Sava River ................................................................................................................................... 70
Commercial traffic ...................................................................................................................... 72
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4.6.3
5
5.1
5.2
5.3
5.4
6
6.1
6.2
6.2.1
6.2.2
6.3
6.4
6.4.1
6.5
6.5.1
7
8
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Future Plans ................................................................................................................................ 73
Legislative area and programmatic context .................................................................................77
Czech Republic ........................................................................................................................... 77
Germany...................................................................................................................................... 82
Italy ............................................................................................................................................. 83
Poland ......................................................................................................................................... 87
Traffic and freight market dynamics ...........................................................................................92
Overview ..................................................................................................................................... 92
Traffic and freight on Czech Republic‘s inland waterways ..................................................... 100
Flow of goods ........................................................................................................................... 102
Yearbooks of the Ministry of Transport ................................................................................... 104
Traffic and freight on Germany‘s inland waterways ................................................................ 110
Traffic and freight on Northern Italy‘s inland waterways ........................................................ 113
Chioggia Port ............................................................................................................................ 115
Traffic and freight on Poland‘s inland waterways .................................................................... 116
Shipping operations of the inland waterways fleet ................................................................... 116
Conclusions................................................................................................................................120
Annexes .....................................................................................................................................122
References ..................................................................................................................................123
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1 Executive Summary
The increase in goods transported within the European Union along with future trends that see a
continual growth in cargo shipping on the territory, heavily congested road network that cannot support
the rise in cargo transport and territorial environmental problems forced the European Union to sustain
policies encouraging the search for alternative modes of transport. It is clear that railway, waterway and
sea transport are valid alternatives to road transport; particularly suited for cargo transport and for their
reduced environmental impact when compared to road transport. A reduction in road transport is
hypothesised in multimodal transport, where goods are shipped via rail and/or waterway and only in the
final stretch is road transport employed.
Europe is crossed by numerous inland waterways linking the major European cities and forming a
capillary network. Each waterway has its own characteristics and is exploited in different manners,
depending on the country in which it flows. Given the extension of this network and the EU policy that
encourages the use of alternative transport modes to road transport, inland waterways represent an
integral part of the solution of transport problems. The SoNorA project area lies at the heart of Central
Europe, and is rich in inland waterways. These inland waterways are a resource for goods transport not
only as links amongst SoNorA area countries, but as connections with neighbouring European states.
The first step in the creation of a sustainable inland waterway network lies in the definition of the inland
waterways in the SoNorA area, analysing and characterizing them. The following step consists in
identifying the key sections along with their problematic areas. Finally a solution to these problems
must be proposed, in order to make the SoNorA inland waterway network an efficient and feasible
alternative to road transport, integrating it in a scenario where goods may be transported using different
transport modes.
For this reason, a review of each SoNorA country inland waterway has been carried out.
With regards to the Austrian case, the most relevant is the Danube, that flows within Austria for for 329
km. Most of this waterway was developed for Class VIb, high-capacity navigation. The total freight
movements on this section of the Danube amount to 2.4 million tons a year. There is a 50-50 split on the
total amount of freight movements with respect to their nature: domestic and international. The section
of the Danube that flows west of Vienna is well regulated with consistent and reliable navigation
conditions. The section that flows east of Vienna requires intervention for the restoration of the riverbed
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The Czech Republic has a total of 663.6 km of navigable rivers which include the Elba and Vltava that
were developed for high-capacity inland shipping. 109 km of the Elbe-Vltava waterway is class Va,
while the remaining section is Class IV. The main goal is to improve navigation conditions on the Elbe
from Hřensko to the Ústí nad Labem-Střekov to ensure that the Elbe‘s parameters are harmonized with
German parameters. The goods shipped via inland waterways in the Czech Republic are very low.
Germany‘s inland waterway network is approximately 7˙300 km, 4˙800 km of which constitute the
main international freight transport axis of the European waterway network. Germany is an example of
how naturally navigational rivers, integrated with the construction of new waterways, can be exploited
for goods transport and recreational purposes as well. The German inland waterways include the Rhine
River and its tributaries: Neckar, Main, Mosel and Saar, partially regulated rivers: Weser, Ems, Danube,
Elbe, Spree, Oder and canals: Dortmund-Ems, Mittelland, Elbe-Seiten and Main-Danube. The
waterways that constitute the main waterway network are class IV and higher. In Germany the
waterway network is of vital importance for the economy and carries about 235 million tonnes of cargo
a year.
Italy‘s navigable inland waterways are estimated to be 1˙127 km in length, 957 km of which are part of
the Po – Venetian waterway network. The Po River has a crucial role in Italy‘s inland waterways.
Almost all the traffic on Italian waterways is concentrated on the Po thanks to its connections created by
the Po-Milan Channel up to Pizzighettone and the Mincio River, to Mantua and its links to the Adriatic
Sea, to the north with the ports of the Venice lagoon, with the Po-Brondolo channel; to the east towards
Po di Levante, to the south, with the Ferrara waterway. The waterways of international interest are of
Class IV and V. The criticalities of the waterway system are represented by small bridge spans, the
presence of several locks and limited availability of a suitable river bottom for the entire year. For the
whole Padano – Veneto network the total annual volume of freight traffic is just over 1 million tons.
The network of Polish waterways is approximately 3˙660 km long, and includes navigable channels and
canalised or free-flowing rivers, as well as a number of interconnected lakes. The waterways of
international importance (classes IV and Va) represent only 1.9 and 3.0 % of this length respectively.
Most waterways (59%) are Class I. The main commercial waterways are the Oder, Vistula and the
Vistula-Oder waterway. Waterway traffic in Poland amounts to less than 1% of inland cargo transport.
The total length of the rivers is around 2˙500 km in Slovenia. The Sava and Drava Rivers are of chief
interest, for their navigation potential. The Sava River is navigable for 593 km. It is classified as a Sava
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Commission Classification (or SCC) Class IV waterway (vessels up to 1.500 tons), although at present,
there are sections classified as class II (vessels up to 630 tons). There are plans to upgrade the Sava
River to classes IV or Va. Total commercial traffic on Sava River (excluding sand and gravel
operations) reached 408˙000 tonnes in 2007
During this brief introduction, the inhomogeneity in the characteristics and use of inland waterways in
the SoNorA area emerges. In countries like Germany, years of investments in infrastructure and
planning have paid off with a highly capillary inland waterway network that plays an important role in
cargo transport, while in most of the other SoNorA area countries there has been less attention paid to
the development of the inland waterways whose role in cargo transport are marginal. The potential
connection between the inland waterway networks among the SoNorA area countries is undeniable,
thus investing in the improvement of the inland waterways, will allow for the integration of the inland
waterway network with the road and railway networks, making multimodal transport a reality.
2 Introduction
2.1
Context and Objectives
Work Package 3: Transport Network Flow Optimization is focused on the improvement of the
intermodal network including inland waterways network with transnational agreements on the
composition of the waterway connections and on the study of the key inland waterway issues: feeder
services, priority node readiness and their implications on regional transport management.
Action 3.4 Inland Waterways Case Studies‘ goal is the strategic definition of the South North
multimodal transport network‘s case studies. The main geographical area of interest include Central
European countries, with particular attention being paid to the Veneto Region, Ustecki Kraj‘s, Port in
Usti nad Labem on the river Elbe and the Szczecin – Berlin Inland Waterway Systems, focal points of
future pre-feasibility and case studies.
2.2
SoNorA NETWORK expected impact
This document classifies and characterizes the primary inland waterways in the SoNorA project area
divided by country. This document describes the current situation of inland waterways in the SoNorA
area and the traffic that transits along these waterways. Once the waterways of the SoNorA are defined
in this document, the key sections will be identified in output 3.4.2 and the solutions to these problems
will be analysed in the outputs that constitute the prefeasibility and case studies.
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2.3
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Scope of the output
The main goal of output O.3.4.1 – Analysis of inland waterway networks in the SoNorA project area is
the classification and characterization of the primary inland waterways in the SoNorA area. This
document identifies the major inland waterways in the SoNorA area, classifying them and
characterizing them with regards to their physical properties and their use. This document will serve as
an introduction to the inland waterways in the SoNorA area and as a basis for the other outputs: in
output O.3.4.2: Definition of key inland waterway networks in the SoNorA project area, the key
sections of the inland waterways identified in this output will be illustrated in detail. Of the key sections
identified in O.3.4.2, the solutions to the problems will be explored in the Prefeasibility and Case
Studies in O.3.4.3 Veneto Region Inland Waterways System: Prefeasibility study, O.3.4.4 Prefeasibility
study: Ustecki Kraj's Inland Waterways System, O.3.4.5 Prefeasibility study: Port in Usti nad Labem on
the river Labe, and O.3.4.6 Case Study: Szczecin – Berlin Inland Waterways System.
2.4
Partners involved
PP1 – Veneto Region: Output Leader - collection of the data for Italy and other countries of the
SoNorA area that are not involved in this output, collection of the data provided by the other
partners, assembly and author of the final document.
PP10 – Ústí Region: Project Partner - collection of data and author of the paragraphs dealing
with the Czech Republic.
PP13 – Szczecin and Świnoujście Seaports Authority SA: Project Partner - collection of the data
and author of the paragraphs dealing with Poland.
PP16 – Luka Koper: Project Partner - although not directly involved in the output, this partner
provided data and is the author of the paragraphs dealing with Slovenia. Thank you for the much
appreciated help, and cooperation.
2.5
Remarks on data availability
The data presented in this document is non-homogeneous: ―Available statistics and other sources do not
provide standardized contents and levels of information on inland waterways in all investigated
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corridors and regions‖.1 Thus the information presented in the document may come in different forms
and the document as a whole is not as uniform as it could have been if the data had a more consistent
structure.
3 European Inland Waterway Network
The infrastructure system of inland waterway transport in Europe consists of a network with more than
39˙000 km of interconnected waterways that link all the major European cities and industrial regions
(Map 1).
Source: Materials of Inland Navigation Europe
Map 1: Main inland waterway transport network in Europe
The main axes of this system are based on large rivers like the Danube, Rhine and Rhone that favour the
connection of regions and cities within the continent such as Paris, Vienna and Basle, with the major
seaports of Marseilles, Le Havre, Antwerp, Rotterdam and Hamburg. This is a network which connects
1
PINE Prospects of Inland Navigation within the Enlarged Europe Full Final Report, March 2004, pg. 140
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the Netherlands, Belgium, Luxembourg, France, Germany, Austria; it then extends to Eastern Europe,
the Black Sea and through the connection with the river Volga, to the Caspian Sea.
The SoNorA area is crossed by a number of these main axes, meaning that there is the potential not only
of connecting the main industrial zones of the SoNorA area through an extended inland waterway
network, but connecting these zones with other import centres in Europe. The SoNorA area is roughly
at the heart of the Central European continent, and as Map 1 clearly shows, the inland waterways‘
extension goes far beyond the SoNorA area and thus must be seen as a resource to be exploited for
goods transport to and from SoNorA area countries not only in the north-south but east-west directions
as well.
The Rhine River, one of the most important waterways in Europe, has it source in eastern Switzerland,
in the canton of Graubünden. After a course of 1˙320 km, crossing Central European countries like
Germany, France and the Netherlands, flows into the North Sea at Rotterdam. It is navigable from
Rheinfelden to Basel, up to the sea for about 850 km, along which the water drains in a catchment area
with a surface of about 252˙000 km. The Rhine is also connected with most of Central Europe through a
network of navigable rivers including the Neckar, Main, Mosel, Saar, Ruhr channels and the great
Dutch delta.
The Danube River, is the second river in Europe for extension (the first being the Volga River), has its
source in the German Black Forest region and it spreads in the East direction for a distance of about
2˙850 km before flowing into the Black Sea after lapping many European countries. The river is feed by
approximately three hundred tributaries. Here mentioned in order of confluence, are the following
tributaries: the Lech, Isar, Inn, Vah, Raba, Drava, Tisza, Sava, Morava, Olt, Siret and Prut. Its basin
covers an area of about 817˙000 km2 and extends across the territories of Germany, Austria, Slovakia,
Hungary, Croatia, Serbia, Bulgaria, Romania, and Ukraine. Among the major cities along its route are:
Ulm, Regensburg and Passau in Germany, Vienna and Lienz in Austria, Bratislava in Slovakia,
Budapest in Hungary, Belgrade in Serbia, Braila and Galati in Romania. The Danube is linked by a
series of artificial canals to the Main River and then to the Rhine.
The Rhone is situated in south eastern France, and flows to the Mediterranean Sea after a course of
about 813 km. Its source is located in Switzerland, from a glacier in the Alps, at 1˙850 m of altitude,
near the Furka Pass, and flows southwest through the Valais. At Montreux the Rhone pours into the
south-east end of Lake Geneva, and consequently crosses the city itself. The Rhone then follows a
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winding course through the Jura mountains in eastern France, to Lyons, where its course joins the
waters of the Saône, and subsequently expands in a southerly direction up to the Gulf of Lions, flowing
in a broad delta in the Camargue Region.
In the Netherlands, the commercial waterway network extends about 2˙200 km, thanks to the presence
of the Rhine River that flows into the North Sea at Rotterdam. In this short stretch of the coast, two
other rivers, the Meuse and Scherlda flow into the sea.
Most of the freight traffic that arrives to the Dutch coast with ocean-vessels, is unloaded to be loaded on
smaller ships allowing them to reach the heart of the European continent. The main nodes of this
network are the ports of Amsterdam and Rotterdam.
In Belgium there is a 1˙600 km waterway network that connects the flatland canals of Flanders to the
hills and rivers of Wallonia to the south. This waterway network is now a unified, high-capacity
network whose main routes are European Class IV standard.
The waterway network in Poland consists in channels, controlled and free flowing rivers and numerous
interconnected lakes. The system extends over 3˙650 km, but the waterways used for commercial traffic
represent only a small percentage of the aforementioned waterways. The main business routes are the
Oder, Vistula and the Oder – Vistula link channel.
In Austria, the Danube River marks the country‘s borders for a distance of 329 km: 20 km represent
Austria‘s border with Germany, and 7.5 km with Slovakia.
The Danube crosses Austria to Hungary with around 425 km, the first 150 of which are shared with
Slovakia. The Danube flows through Slovakia for a short distance: the first 8 km form Slovakia‘s
border with Austria, while the final 150 km, mark the shared border with Hungary. Only a short section
around the capital Bratislava is located entirely within the Slovak region. Furthermore, the Vah river
crosses the country from north to south, reaching the Danube near the port of Komarno, and offering a
substantial contribution to the inland waterways both for waterborne freight and tourism navigation.
3.1
Focus on the SoNorA area
Transport relations between neighbouring countries in the SoNorA area must be considered within the
context of wider transport relations within the European Union (EU).
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The principal routes of the transport infrastructure in the original countries of the EU 15 are based on
the Trans-European Transport Network (TEN-T). Pan-European corridors 1 to 10 are located in Central
and Eastern Europe.
Source: www.indlandnavigation.org
Map 2:Inland waterways in the SoNorA area
The Trans-European Transport Network is a network of road and rail corridors, waterways, ports
and international airports. It was ratified by the European Parliament in 1993 for the purpose of
connecting and improving European transport infrastructure. The network consists in 75˙200 km of
road, 78˙000 km of railway line, 270 sea ports, 210 inland ports and 330 airports.
The analysis and development of the European transport network is primarily based on TEN-T. This
network is extremely important for the free movement of people and goods in the EU, mainly in relation
to the expected increase of freight transport. One of the main objectives in the creation of a multimodal
network is to ensure an appropriate approach to transportation. None the less, the transport
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infrastructure standard differs greatly for the individual modes of transport employed in the different
countries. One of the goals of TEN-T is to harmonize as much as possible the transport standards and
infrastructures in all the countries involved.
For this reason the European Commission amended the 1993 document in 2004 and drew up 30 new
priority trans-European transport axes that should be operational by 2020. These priorities include the
development of road and rail transport, airports, inland waterways, multimodal projects, as well as the
so-called highways of the sea and the Galileo satellite navigation system. The aim of the highways of
the sea is to ensure regular, high-quality transport by sea in coastal areas over short distances as an
alternative to road transport.
By 2020 the TEN-T network should amount to 89˙500 km of road and 94˙000 km of railway track,
including around 20˙000 km of high speed railway track (at least 200 km per hour). The inland
waterway network should cover 11˙250 km with 210 inland ports, some 294 sea ports and 366 airports.
The completion of the network will include the construction of missing sections and the expansion of
the road network by some 4˙800 km and of the rail network by some 12˙500 km. Around 3˙500 km of
roads, 12˙300 km of railway tracks and more than 1˙740 km of inland waterways will also undergo
comprehensive reconstruction. Another benefit of this network is the travel time that will be saved,
which will be reflected in the final price of goods.
The Pan-European Transport Network consists of ten international corridors which serve as the main
transport axes between the EU and the countries of Central and Eastern Europe. Nine of these are rail
corridors, nine are road corridors and the tenth is a water corridor: the River Danube. This network of
corridors connects Europe from the Atlantic to the Urals and from Scandinavia to the Mediterranean
Sea.
At European level, the means of transport used for transporting goods on inland waterways is the canal
barge. The means of transport used varies within the different EU states.
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TYPE OF VESSEL
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CZECH REPUBLIC GERMANY HUNGARY AUSTRIA POLAND ROMANIA SLOVAKIA
Self-propelled barges
377
193˙545
2˙126
4˙026
514
54
402
Self-propelled tankers
-
52˙764
338
624
14
18
-
Other Self-propelled barges
-
140˙781
1˙788
3˙402
500
36
-
Towed barges
436
499
516
1˙642
22
-
1˙059
Towed tankers
-
14
96
-
-
-
-
Other Towed barges
-
485
421
1˙642
22
-
-
Pushed barges
-
49˙451
4˙684
3˙515
6˙073
29˙206
246
Pushed tankers
-
1˙556
600
989
-
115
-
Other Pushed tankers
-
47˙895
4˙082
2˙526
6˙073
29˙091
-
311
-
0
0
-
14
545
1˙124
243˙495
7˙327
9˙183
6˙609
29˙274
2˙252
Other goods carrying vessels
TOTAL
Source : Eurostat 13/2/2007
Table 1: waterway freight transport by type of boat and country(1˙000t)
Although investment in water infrastructure has suffered over the past 20 years, shipping companies
and commercial actors, thanks to the policy aiming at promoting inland waterway transport adopted by
the EU Commission over the last decade, managed to improve the fleet, which is now capable of
delivering a variety of cargo. The fleet was also equipped with modern navigation and safety systems,
and can count on highly experienced and qualified crews. These factors, in addition to the effects of the
market liberalization, changed the perception of the old barge (canal boat), creating lower inland
waterway transport costs, and a significant shift in intermodality from land to waterway transport.
The last technical requirement regulations for inland waterway vessels is the Commission Directive
2009/56/EC of June 12, 2009 correcting Directive 2008/126/EC and amending Directive 2006/87/EC of
the European Parliament. This new Directive defines the technical requirements for inland waterway
vessels.
The transport of chemicals and other goods with high added value, hazardous and refrigerated goods is
in a consolidation phase. During the past few years, there was an increase in the transport of containers
as well.
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The use of inland waterways to transfer goods offers advantages to users for its low cost and efficiency
of operation. Many vessels can carry 127 tons of goods per liter of fuel, compared with 97 tons of the
rail network and 50 tons of the road. Waterway vessels can be loaded on multiple levels which provide
economies of scale that road transport cannot offer. These vessels also determine an advantage in terms
of reliability because they are not hindered from the congestion problems that usually limit the
practicability of roads and railways. The navigation system can operate every day of the week, 24 hours
a day, offering full scheduling flexibility.
Security is another benefit offered by inland waterway transport. The ships must continuously comply
with the strict standards and testing of classification societies and ship inspections. Following the
criterion of safety, ships transporting dangerous goods or liquid chemicals, are often built with double
hulls. Many of them are equipped with a suction system for hazardous chemical gases, so that in case of
breakdowns or accidents, no harmful gases will pollute the open air. The number of accidents in inland
waterway transport is limited, and this is very important for the environmental certification of business
enterprises in this sector.
A European Commission study of 2003 on the social costs of different types of transport, taking into
consideration such factors as accidents, pollution, climate change, noise and congestion, shows that
approximately 91.5% of these charges can be attributed to road, 6 % to aircraft, 2% to rail and 0.5% to
inland waterway transport. Its low fuel consumption, makes waterway transport one of the most
sustainable modes of transportation. Pollution emissions of vessels are decreasing due to the
introduction of ships with engine efficiency.
Inland waterways are ideal for intermodal transport and its current success is validated by the growth of
container transport. Several hundred ports and platforms along inland waterway support intermodality,
and complement waterway transport with other forms of transport. Their location in the core of trade
flows in Europe, makes them perfectly suited for intermodal connections with the rail road and sea.
The main river port in Europe is Duisburg in Germany, located at the confluence of the Ruhr and the
Rhine, where more than 40 million tons of goods are handled each year. Improving intermodality means
facilitating the use of several transport models through modern and efficient systems. The EU supports
the concept that ports can become platforms for very important links with rail, road and sea.
Inland waterway transport plays an important role for goods transport in Europe. More than 37˙000 km
of waterways connect hundreds of cities and industrial regions. Some 20 out of 27 Member States have
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inland waterways, 12 of which have interconnected waterway networks. The potential for increasing the
modal share of inland waterway transport is significant. Inland waterway transport is characterized by
its reliability, low environmental impact and considerable capacity for increased exploitation when
compared to other modes of transport which often face congestion and capacity problems. According to
a White Paper strategy, the European Commission supports the waterway sector during the phase in
which it adapts to new market needs. The European Commission aims to promote and strengthen the
competitiveness of the inland waterway transport, and to facilitate its integration into the intermodal
logistics chain. Inland waterway transport is a competitive alternative to road and rail transport. In
particular, it offers an environmentally friendly alternative in terms of energy consumption, noise and
gas emissions. Its energy consumption per tkm of transported goods is approximately 17% of that of
road and 50% of that of rail transport. Its noise and gas emissions are modest. In addition, inland
waterway transport ensures a high degree of safety, particularly in the hazardous goods transport.
Finally it contributes to the decongestion of the overloaded road network in densely populated regions.
According to recent studies, the total external costs of inland navigation (in terms of accidents,
congestion, noise emissions, air pollution and other environmental impacts) are seven times lower than
those of road transport
By creating favourable conditions for further development of the sector, the Commission hopes to
encourage more companies to make use of this mode of transport. The policy to promote inland
waterway transport in Europe is encapsulated in the NAIADES Action Program (2006-2013). The
implementation of NAIADES is supported by the major trans-European project, PLATINA, launched
on October 1, 2008.
Carriage of goods by inland waterways is an environmentally friendly mode of transport, which can
make a significant contribution to sustainable mobility in Europe. The European Commission believes
that its great potential must be better used in order to relieve the heavy congested transport corridors.
Regular observation and analysis of the inland waterway transport sector is carried out, on behalf of the
European Commission, by the Central Commission for Navigation on the Rhine (CCNR), in
collaboration with European inland navigation organizations. This market observatory function is
necessary in order to support the further promotion of the sector and allow analysis of its development.
The regular (biannual) reports produced by the CCNR provide:
an analysis of the demand for inland waterway transport
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an analysis of the offer on the inland waterway market
an overview of navigation conditions on Europe‘s inland waterways
a microeconomic analysis of the sector
3.2
Classification of Inland Waterways
The European conference of Ministers of Transport‘s Resolution 92/22 gave a new classification of the
European Inland Waterways. In Map 3, the classification of the inland waterways is clearly visible, and
this classification will be used to characterize the waterways in this document.
Source: IW Classification of Inland Waterways
Map 3: Classification of Inland Waterways
2
Refer to Annex 01: IW Classification
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4 Inland Waterways in the SoNorA area
4.1
Inland Waterways: Austria
Austria is served by the Danube over a total distance of 329 km (km 2˙201.75 to 1˙872.70) 20.2 km of
which is shared with Germany at the upstream end and 7.5 km with the Slovak Republic at the
downstream end. Most of this length was developed for high-capacity navigation (Class VIb), with a
pair of locks 230 m by 24 m at each end of a series of nine hydropower dams. However, free-flow
conditions prevail downstream of Melk for about 40 km, and below the last Austrian lock at Vienna
Freudenau. The Danube Canal in Vienna is the only other navigation area in Austria. It is a former
branch of the river, hemmed in between attractive stone quays through the city. It enters the river on the
right bank at km 1˙933.70, through the Nussdorf lock, and re-joins the Danube at km 1˙919.40. Total
freight movements on the Danube in Austria amount to about 2.4 million tons per year, roughly half of
which is domestic and the other half international.
Source: www.worldcanals.com
Map 4: Inland Waterways in Austria
The Austrian stretch of the Danube is characterized by three separate sections: the long stretch from the
German border to Vienna, the Vienna crossing and the section between the capital and the Slovak
border.
The first section does not require intervention as it is already well regulated, has consistent and reliable
navigation conditions. The same can be said for the crossing of Vienna where infrastructural works
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were performed in the past, constructing a second branch of the river for the protection of the town from
recurrent flooding.
On the other hand, the section east of Vienna requires intervention for the restoration of the riverbed,
for the removal of existing side protections and the improvement of groynes. The region is a natural
park and is classified as NATURA 2000 area. The works are considered a good example of how to
manage inland waterway infrastructures in a protected area.
4.1.1
Transport
The inland waterway survey covers the transport performance of domestic and foreign vessels shipping
freight on the Danube waterway, which links Austria to the European waterway network. Detailed
statistical data is available for all interested parties and decision makers, covering in particular, the
number of laden ships, transport volume and performance, itemized according to domestic and foreign
ships as well as by types of transport (inland transport, international goods receipt and dispatch, transit).
A total of 11˙208˙711 tones (t) of freight was shipped on the Austrian section of the Danube in 2008,
which is a decrease of 897˙829 t (-7.4%) when compared to 2007. The total transport performance (the
product of the transport volume and the distance travelled) was 11.8 billion ton-kilometers (tkm) (6.3%), around 2.4 billion tkm (-9.2%) of which were transferred on the Austrian section of the Danube.
International goods dispatch showed a remarkable 40.0%increase in the volume of goods transported to
2˙166˙354 t, with a rise in all goods categories. The international goods receipt dropped 8.5% to
5˙730˙621 t when compared to the previous year. The tonnage in inland transport decreased by 48.3%
to 502˙228t, due to a decline in excavations as well as in the transport of petroleum products within
Austria in 2008. A decrease of 15.5% to 2˙809˙508 t was determined, in the transit of goods.
Waterside trans-shipments by all ports on the Austrian section of the Danube decreased by 6.4% to
8˙901˙432 t in 2008. The ports of Linz handled 5˙374˙384 t, Vienna 1˙466˙416 t, Enns 538˙716 t and
Krems 500˙471 t of goods. For the remaining ports, a total result of 1˙021˙445 t of goods handled,
ascertained for the reference year.
4.1.2
Operators
The Austrian Inland Waterway Transport (IWT) industry is dominated by two large operators which
derive from the formerly state-owned Donau–Dampfschifffahrts–Gesellschaft (DDSG). In 1991 the
company was restructured by outsourcing the operating divisions of freight and passenger traffic. Both
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corporations were sold to private investors. Most of the vessels nowadays are no longer operating under
the Austrian flag. About 90% of the self-propelled vessels were flagged out to Hungary, the Slovak
Republic and Germany. The DDSG-Cargo GmbH, which was sold to a German shipping company in
1993, has in the meantime changed ownership twice. With a market share of almost 20 percent, the
DDSG-Cargo GmbH is the market leader in cargo transport on the Austrian section of the Danube. The
company owns 160 (motorized and unmotorized) vessels with a total capacity of approximately
230˙000 t. Each year DDSG Cargo transports around 2 million tons of goods. Donau – Tankschifffahrts
– Gesellschaft (DTSG) is the second largest player seated in Austria, with around 30 tank vessels. A
total of 1 million tons of cargo is shipped by DTSG tank vessels. Since the privatization of the DDSG,
only a few smaller shipping companies were established in Austria. The majority of these operators
pursue a strategy of occupying market niches. Unlike in the Netherlands and Germany, private vessel
operators do not exist in Austria.
4.1.3
Planned Works
The European Commission decided not to raise objections to plans to extend a scheme piloted by
Austria's federal government and aimed at promoting a modal shift to inland waterways. Under the pilot
scheme, new inland navigation services on the Danube are eligible for an environmental premium. The
aim of this measure is to stimulate a modal shift from the country's roads to the Danube by encouraging
innovative solutions.
The Austrian pilot scheme will run from 2008 to 2014 and have a budget of €1 million a year, whose
goal is to provide new, high-quality intermodal services for international navigation on the Danube. Aid
will be granted in the form of an environmental premium of €18 – €34 per container transported,
depending on the size of the loading unit. The premium will be granted upon presentation of a business
plan showing that the high quality intermodal inland navigation service in question will be regularly
accessible.
The scheme is compatible with Article 3(1)(b) of Council Regulation (EEC) No.1107/70 concerning aid
which meets the needs of coordination of transport. The aid is limited to 30% of the total cost of the
service. Additionally, aid of up to 50% of total costs may be granted for preparatory studies and
analysis relating to intermodal services covered by the scheme.
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Inland Waterways: Czech Republic
The Czech Republic has 663.6 km navigable waterways in total: 303 km of the Elbe-Vltava waterway is
utilizable, with restrictions for goods transport, (211 km along the Elbe (Labe), 91 km along the Vltava
and 1 km along the Berounka Rivers). 109 km of the Elbe-Vltava waterway is Class Va, while the
remaining section is Class IV of the European IW Classification. The main Elbe waterway allows for a
connection to the North Sea through the significant German port of Hamburg.
Map 5: Inland Waterways in the Czech Republic
The main river ports of the Czech Republic include Prague – Radotín, Prague – Smíchov, Prague –
Holeńovice, Prague – Libeň on the Vltava River and Chvaletice, Kolín, Mělník, Ústí nad Labem and
Děčín on the Elbe River.
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2000
Length of inland waterways by classification (rivers and dams)
2003
Public
2005
2006
2007
2008
*
Classes I to IV
515.7
515.7
515.7
515.7
515.7
515.7
Class Va
109.3
109.3
109.3
109.3
109.3
109.3
Rivers and dams in total
625.0
625.0
625.0
625.0
625.0
625.0
38.6
38.6
38.6
38.6
38.6
38.6
663.6
663.6
663.6
663.6
663.6
663.6
Total
303.0
303.0
303.0
303.0
303.0
303.0
Canalized waterway part
263.0
263.0
263.0
263.0
263.0
263.0
Regulated waterway part
40.0
40.0
40.0
40.0
40.0
40.0
canals
Total length of navigable waterways of the Czech Rep.
Length of Elbe-Vltava waterway
Note: Practically without changes in 2000-2008; the table can be used in simplified form
* including dam lake waterways and lake waterways serving mainly for recreational passenger transport and for sportive navigation
Table 2:Navigable inland waterways regularly used for transport(km)
Source: ŘVC Czech rep
Map 6:Waterways in the Czech Republic for great navigation
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Czech Republic’s Inland Waterways
Waterways in the Czech Republic are governed by Act No. 114/95 Coll. The Inland navigation Act
divides the waterways into observed and other ones. The observed waterways are divided into
significant for transport and special ones. The special waterways serve only for recreational navigation
and waterway transport of local significance. Significant transport waterways at European level are
further divided into utilized and utilizable waterways.
Utilized waterways:
Elbe: from river km 102.2 (Chvaletice) to the state boundary with the Federal Republic of
Germany
Lower Vltava: from river km 91.5 (Třebenice) to the confluence with the Elbe water course,
including the mouth of the Berounka water course up to the port of Radotín
Middle Vltava: from river km 239.6 (České Budějovice) to river km 91.5 (Třebenice); suited
only for ships with capacity under 300 tons
Utilizable waterways:
Elbe: from river km 148.7 (Opatovice) to 102.2 (Chvaletice)
Morava: from the mouth of Bečva to the confluence with the Dyje, including the Otrokovice –
Rohatec canal (Baťa‘s Navigation Canal)
Bečva: from Přerov to the mouth of the Morava
Oder: from Polanka nad Odrou to the state boundary with Poland
Ostravice: downstream from the mouth of Lučina
Berounka: from river km 37.0 to the port of Radotín
Ohře: from river km 3.0 (Terezín) to the mouth of Elbe
Special waterways are only for recreational navigation and waterway transport of local significance.
Luņnice: from Koloděje nad Luņnicí to the mouth of the Vltava
Otava: from Kavkovna to the mouth of the Vltava
Sázava: from Pikovice to the mouth of the Vltava
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dam lakes (15), ponds (3), the lake Máchovo jezero, water surface of Velké Ņernoseky, gravel sand
mining lakes with mining performed with floating machines
4.2.2
The Elbe-Vltava waterway
The Elbe-Vltava waterway ensures that the Czech Republic is connected to the European inland
waterway network.
The Elbe River is part of trans-European corridor IV and international route E20 (according to the
European Agreement on Main Inland Waterway of International Importance (AGN) agreement) as far
as the ports of Chvaletice and Pardubice. The main goal is to improve the navigation conditions on the
Elbe River from Hřensko to the Ústí nad Labem-Střekov to ensure that the Elbe‘s parameters are
harmonized with German parameters.
Another objective is to build the Přelouč II shipping level which should permit navigation of the Elbe to
Pardubice.
Source: ŘVC Czech rep.
Map 7: Lower Elbe
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Map 8: Middle Elbe
The Vltava River, after Prague is part of corridor IV. The critical point of the Vltava waterway is the
Hořín Canal, whose narrow profile and low bridge clearance restrict the entrance of vessels to the
Vltava waterway.
4.2.3
River Elbe waterway
The Elbe waterway is divided as follows in the Czech Republic:
the central Elbe
the lower Elbe
The central Elbe
The central Elbe waterway is the section between Mělník and Pardubice. It is some 130 km in length,
currently ending in Chvaletice (river km 102.0) because the already-prepared Přelouč II water resource
that goes to Pardubice remains to be constructed.
The waterway is category IV in the international classification of waterways containing single-barge
locks with dimensions of 85 x 12 m. The waterway was reconstructed in 1977 (year that marked the
beginning of coal transport to the Chvaletice thermal power plant), allowing for all-day navigation of
vessels with a draught of 2.20 m and a load capacity of 1˙200 tons. Ongoing modernization work on the
bridges that cross this waterway (increasing the clearance/headroom) will ensure a minimum clearance
of 5.25 m, permitting the passage of vessels laden with two layers of containers.
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The lower Elbe
The lower Elbe waterway goes from Mělník to the Czech-German state border and is some 109.27 km
in length. This waterway is divided into a canalized and a regulated water flow section. The waterway is
classified category Va of the international classification of waterways.
The canalized section between Mělník and Ústí nad Labem (Střekov) is approximately 69 km in length
and furnished with single- and multi-barge locks positioned beside each other, whose minimum
dimensions are 85 x 11 m and 155 x 22 m. In good operating conditions this waterway allows for the
all-day navigation of vessels with a draught of up to 2.1 m and load capacity of 1˙100 tons. The bridges
that cross this waterway have a minimum headroom of 7 m, allowing the passage of vessels laden with
three layers of containers.
The practical traffic capacity of the waterway along the canalized section of the lower Elbe is
approximately 1.5 times the capacity of the central Elbe, around 42 million tons per annum.
The regulated section from Střekov to the Czech-German state border is around 40 km in length.
Investments were made for the implementation of the same navigation conditions currently in effect
along the German section of the Elbe, according to a memorandum between the Czech Republic and the
Federal Republic of Germany by 2010.
The conditions are as follows:
a minimum draught of 1.4 m and load capacity of 600 tons 345 days a year;
a draught of 2.20 m and load capacity of 1˙200 tons 180 days a year.
4.2.4
The potential of the River Vltava waterway
The Vltava waterway between Prague-Radotín and Mělník is approximately 64 km in length and is
Class IV of the international classification of waterways. There are single- and multi-barge locks side
by side in the Prague area or in succession downstream from Prague of minimum dimensions of 58 x 11
m and 115 x 11 m. In good operating conditions this waterway allows for all-day navigation of vessels
of a draught of up to 1.80 m and load capacity of approximately 900 tons. The bridges that cross this
waterway have a clearance of 4.5 m in the Hořín canal (joining the Vltava and Elbe waterways),
currently excluding the economic shipment of containers along this waterway. In addition, Prague does
not yet have a port linked to the railway or equipped with container reloading mechanisms.
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The Danube waterway
The Danube River is part of corridor VII. The Czech Republic‘s connection to this corridor depends on
the construction of the Danube-Oder-Elbe canal link, through corridors IV and VI.
The Upper Danube has the greatest potential of connecting the Czech Republic to the EU by water.
Map 9: Lower and Middle Vltava
4.2.6
The Oder waterway
The Oder waterway is part of corridor VI; construction could allow for the direct connection between
the Czech Republic and the Baltic Sea or the Black Sea. The navigable section of the Oder begins in
Raciborz, ranging between category I and II after Koņle. The connection of the Gleiwitzer Canal to the
Baltic Sea is category V and VI (the Oder River is not navigable at all along a 40 km section between
Ostrava and Raciborz).
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Inland Waterway Ports
Individual ports are linked to the significant industrial centres in the Czech Republic. These centres are
Prague, the Plzeň, Ústí nad Labem, Pardubice, Ostrava and Brno areas. The construction of the DanubeOder-Elbe canal would allow for the connection of these areas to prominent European transport routes,
bringing greater development for these centres.
Map 10: Industrial Regions in the Czech Republic
The ports lie on European road and rail corridors, thus allowing for the correlation of the individual
modes of transport. Further development of waterways will increase the logistic importance of the ports.
An overview of Czech cargo ports on the Elbe-Vltava waterway is presented in the following
paragraph.
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Děčín – Loubí
Česko-saské přístavy s.r.o.is the port operator. This port‘s central position with direct connections to the
I/62, I/13 state roads and main railway network makes it a trimodal transport terminal. The
characteristics of the port include:
Transhipment facilities with the use of mobile cranes up to 250 tons for the movement of heavy
cargo including unit, loose and bulk goods
Cranes with a load-bearing capacity up to 80 tons
Customs clearance
Container terminal and depot
Free space for storage
Weighing services for rail and road transport vehicles
Děčín – Rozbělesy
The port operator is ČSPL, a.s. This port is protected against floods, equipped with a floating dock for
vessel repairs and connected to state road I/62, with the opportunity for the construction of a link to the
rail network. The port also has a modern reloading area for loose substrates and heavy cargo.
Ústí nad Labem
The central port‘s operator is T-PORT, spol. s r. o. This port is equipped with cranes that have a loadbearing capacity of 3.2 and 6.3 tons. Some of the services offered at the port include:
Customs services
Warehousing services for the storage of goods
Packaging services for distribution purposes
Weighing services for road and rail transport
Ústí nad Labem (Krásné Březno)
The port operator is Agropol Port, a.s. The port is equipped with flooding protection, a modern
reloading area for agricultural products where it is possible to load/reload river boats for international
shipping. There is an area for the storage of agricultural products as well.
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Ústí nad Labem (Vaňov)
The port operator is LUNA, a.s. This port offers logistics services such as warehousing, handling and
dispatching of goods. Other services offered include parking, the covered reloading of loose products to
rail, road and water transport.
Lovosice
The port operator is Česko-saské přístavy s.r.o. This port‘s central position with direct connections to
the I/8 and I/55 state roads, D8 motorway and railway network make it a combined transport terminal.
This port is equipped with reloading facilities for unit, loose, liquid and heavy goods of up to 300 tons.
It is a container terminal and depot with free space for storage purposes.
Mělník
The port operator is České přístavy, a.s. This port is directly connected to important road and railway
links. It is a trimodal port with the reloading of heavy and unit items. There are 8 reloading berths for
the loading of unit items. Other services offered by this port:
Forwarding services
Customs services
Lease of offices
Warehousing services
Free storage space
Repair and maintenance of containers
Kolín
The port‘s operator is České přístavy, a.s. This port is equipped with a trimodal loading area, 2
reloading berths that may be used for both loose substrates and unit cargo on railway, ship and road
vehicles. There are storage and parking areas.
Prague Holešovice
The port‘s operator is České přístavy, a.s. This port is an inland and international forwarding area for
water, road and rail transport. It is a city logistics and distribution centre, offering the services of foreign
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agencies and companies. The reloading of bulk and unit cargo, containers and loose substrates from
boat to road or rail vehicles is possible.
Prague Smíchov
The port‘s operator is České přístavy, a.s. The characteristics of the port include reloading loose
substrates and other cargo from road vehicles using a loading on-ramp to watercraft. There is space for
open and covered storage.
Prague Radotín
The port‘s operator is České přístavy, a.s. This port is equipped with 2 cranes that have a load-bearing
capacity of 10 tons to use for the reloading of goods via road-water. The port allows for the reloading of
loose substrates and unit cargo, the hire of space for open storage, offices, garages and workshop areas.
4.3
Inland Waterways: Germany
The total length of the German inland waterway network is approximately 7˙300 km. Within this
waterway network, almost 4˙800 km are of considerable importance for the main axis of international
freight transport along the European waterway network. The world‘s most utilized inland waterway is
the Rhine River with its tributaries Neckar, Main, Mosel and Saar. The so-called Rhine stream section,
free flowing and partly regulated rivers Weser, Ems, Danube, Elbe, Spree, Oder and the 1˙660 km of
canals such as Dortmund-Ems, Mittelland, Elbe-Seiten and Main-Danube canals create an adequate
infrastructure network.
Almost all the important industrial and commerce centers as well as more than 56 large German cities
have access to inland waterways and thus dispose of the most ecological infrastructure for transport.
They are connected to the large European seaports of Hamburg, Bremerhaven, Rotterdam, Amsterdam
and Antwerp.
The Danube, too, has always been a very important waterway for transport. In 1992 the Danube was
linked to the Rhine stream section by the Main-Danube canal.
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Map 11: Inland Waterways in Germany
The 70 km Danube section between the cities of Straubing and Vilshofen in Bavaria, on the one hand
represents a major bottleneck for a sustainable and efficient navigation along the Danube; on the other
hand, it is considered the last free flowing section of the Danube River in central Europe, and one of the
last examples of river habitat that has to be preserved against human intervention. These two mutually
exclusive opinions are the basis for a lengthy controversy between those who favour a sustainable and
consistent inland waterway throughout the entire year and those who want to preserve the last corner of
wild Danube biodiversity habitat in central Europe. The German Federal Parliament voted in 2002 that
no restriction to the free flowing river should be built in that section of the Danube. At the same time,
within the Regional Planning Procedures, a set of variants were evaluated including: Variant A limited
to river engineering works, Variants C/C2.80 requiring one weir, and Variant D2 requiring three weirs.
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Substantially, Variant D2 was dropped because of its considerable impact on the river habitat. Variant
A, entailing the construction of groynes and spur dikes as well as maintenance dredging, can provide
some improvement of the current navigability status. However the draught level at low water will be of
1.80 m, while for 185 days a year the draught depth will be 2.50 m. In this case the accident risk, due to
the presence of narrows at the Mühlham bend will not be mitigated. The study claims that Variant
C2.80 will provide a draught depth of 2.30 m in low water conditions and a depth of more than 2.50 m
for 290 days per year. The situation has come into a serious deadlock forcing the Federal Ministry of
Transport, together with the State of Bavaria, to submit a Study proposal to the Trans European
Network for Transport Call for Proposals in July 2007. This Study, independent from the Variants, is
searching for a comprise between these two points of view to be financed the European Commission.
Approximately 672 of a total of 860 companies within the German IWT industry operate in dry cargo
transport and the remaining 184 in liquid cargo transport. This business sector employs approximately
4˙000 people, 3˙300 of which as crew members. About 800 crew members are owner operators
(―Partikuliere‖), their relatives or family members, respectively. The total turnover in 2004 of the
German IWT industry amounted to about 484 million Euro. The German inland navigation fleet with a
total capacity of nearly 2.8 million tons at the beginning of 2006, is comprised of 937 dry cargo ships
with a total carrying capacity of more than 1.1 million tons and 369 tankers with a total carrying
capacity of approximately 600˙000 tons. The total number of vessels decreased in recent years, while
the deadweight capacity of the total fleet increased slightly. In 2006 the total cargo volume, which was
transported by inland shipping on German waterways, was 236.4 million tons with a total transport
performance of 63.7 million tkm. About a third of this cargo was carried by the German fleet.
4.3.1
Germany’s Inland Waterways
The Federal waterway network in Germany comprises about 7˙354 km of inland waterways, of which
roughly 75 percent are rivers and 25 percent canals. The waterways of international importance are
5˙224 km. The Federal waterways also include some 23˙000km2 of lakes.
The main waterway network comprises waterways of class IV and higher, is approximately 5˙100 km
long and includes the Rhine (with its tributaries Neckar, Main, Mosel, and Saar), Danube, Weser, and
Elbe as well as the grid of canals linking these major rivers plus the Oder. The installations along the
Federal waterways include 450 lock chambers, 290 weirs, 8 barrages, 1˙300 bridges and 1˙100 km of
dykes.
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The German ports of the North Sea and Baltic are accessible via 750 km of waterways for sea-going
vessels.
The countries between the Black and the North Seas can be reached by vessels via the Danube, MainDanube Canal, Main, and Rhine. The East-West thoroughfare is formed by the canal network linking
the Rhine and Oder Rivers. There are more than 100 modern public sea and inland ports in this country.
56 of the 74 metropolitan areas in Germany are linked via waterways.
Most German rivers follow the general north-northwestwardly inclination of the land, eventually
flowing into the North Sea. The major exception to the rule is the Danube, which rises in the Black
Forest and flows eastward, approximately marking the boundary between the Central German Uplands
and Alpine Foreland. The Danube draws upon a series of right-bank Alpine tributaries, which, through
reliance on spring and summer snowmelt, make its regime notably uneven. Further exceptions are the
Altmühl and Naab, which follow in a southerly direction to eventually become the north-bank
tributaries of the Danube, and the Havel, which flows south, west, and then north before emptying into
the Elbe River. River flow relates mainly to climate, albeit not in a simple way. For example, in all but
Alpine Germany, maximum river flow occurs in winter when evaporation is low, though in the
lowlands the peak rainfall is in summer.
Danube
The Danube originates in Germany‘s Black Forest and is Europe‘s second-longest river after the Volga,
and flows eastwards for a distance of 2˙888 km. It has a navigable length of 2˙414 km. The Danube
supports class V to Class VI ships depending on the section. The draught of 1.7 m on the Straubing –
Vilshofen section constitutes the main Danube bottleneck, forcing one-way traffic in many spots. While
the other sections have a draught of 2.7 m.
The Rhine-Main-Danube Canal (321 km) links the Rhine River with the Danube since its completion in
1991.
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Source: www.wsv.de
Map 12:Federal Waterways
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The Danube River is often divided in the following sections: Upper, Middle and Lower Danube. The
two main reasons that may hinder inland navigation along the Danube are ice-formation or high water
(flooding). A final problem may be posed by low-water. In this case, the draught of the vessels may be
reduced through the reduction of payload.
Source: Interim, June 30, 2007
Table 3: Navigable sections of the Danube River Characteristics
A bottleneck of the Danube River is the Straubling-Vilshofen section that has a very shallow draught
and in 40 sites along the 70 km stretch: the by-passing of two vessels is not recommended.
Rhine
The Rhine is a vital navigable waterway that has its source in the Swiss Alps and flows west through
Lake Constance (Bodensee), skirting the Black Forest to turn northward across the Central German
Uplands. Below Bonn, the Rhine emerges into a broad plain, and west of Emmerich it enters the
Netherlands to enter the North Sea after a course of 1˙320 km.
The Rhine belongs to two types of river regimes; rising in the Alps, it profits first from the extremely
torrential Alpine regime, which causes streams to be swollen by snowmelt in late spring and summer.
Then, by means of its tributaries-the Neckar, Main, and Moselle (German Mosel)-the Rhine receives the
drainage of the Central German Uplands and the eastern part of France, which contribute to a maximum
flow during the winter. As a result, the river has a remarkably powerful and even flow, a physical
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endowment that caused it to become the busiest waterway in Europe. In occasional dry autumns, barges
are unable to load to full capacity to pass the Rhine gorge.
The Rhine River supports vessels of class Va to VIc of the Eureopean IW Classification, depending on
the section. The draught goes from a minimum of 1.9 m on the Bundenheim – Bad Salzig section to 3.2
m on various other sections. The draught is generally guaranteed in most sections. The Rhine has a total
of 12 locks along its course.
In 1992 the Rhine – Main – Danube Canal was completed and provides a route from the North Sea to
the Black Sea.
Typically, river transport is accomplished by using push units propelling several barges. Since World
War II the Rhine tributaries were opened to travel and transport. Navigation on the Moselle was
improved in the Saar region and Lorraine, on the Neckar to Stuttgart, and Main sections to provide a
major European link to the Danube. Canals through the Ruhr region allow access to the northern
German ports of Emden, Bremen, and Hamburg; waterway connections eastward to Berlin were once
inadequate, especially at the crossing of the Elbe, but are being improved.
Main
The Main river is 524 km long and one of the Rhine River‘s tributaries. The Regnitz, Frankische Saale,
Tauber and Niidda Rivers are the Main River‘s tributaries. The Main was canalized with 34 locks to
allow for the navigation of Class V CEMT vessels. It has a draught of 2.5 m to 2.8 m.
Weser and Elbe
The Weser and Elbe rise in the Central German Uplands, crossing the North German Plain to enter the
North Sea. The northward-flowing Oder (with its tributary, the Neisse) passes through the north-eastern
part of the country and a small section of Poland before emptying into the Baltic Sea. The navigation of
these rivers is often adversely affected in the summer by low water and in the winter by ice, which
increases as one goes eastward.
The Weser River links the north-western part of Germany with the North Sea. Its largest tributary is the
Aller. The Weser River has been heavily canalized, allowing the navigation of ships up to 1˙200 tons.
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River courses in the northern lowlands have a notably trellised pattern - rivers follow the ice-margin
stream trenches (Urstromtäler) carved outside the fringes of the retreating ice sheets before breaking
through the next moraine ridge to the north. This pattern greatly facilitated the cutting of canals linking
the Rhine River with Berlin and the Elbe and Oder rivers.
The total length of the Elbe is 1˙091 km, 727 km flow through Germany; its main tributaries are the
Vlatava, Mulde, Saale and Havel Rivers. The Elbe, through a series of canals, is linked to the industrial
areas of Germany. The Elbe supports class Va to class VIb vessels. The draught varies from 1.4 m to 8
m, depending on the section; this depth is generally maintained for more than 240 days a year. While
the final section of the Elbe that leads to the North Sea is accessible to large sea-going ships, given a
draught of 8 m.
The Magdeburg Waterways crossing, whose construction terminated in 2003, creates a direct access
between the Rhine and Oder Rivers.
Port of Magdeburg
The Port of Magdeburg is one of the most important hinterland Ports in Germany. It is located on the
Elbe River, half-way between the North and Baltic Seas. The port of Magdeburg is well connected,
through the Elbe River, to the port of Hamburg, one of the largest maritime ports in the world. The Port
of Magdeburg is located at a cross-roads between an east-west canal system and a north-south canal
system. This intersection is achieved through a series of locks that elevate one canal to the other.
The strategic location of the Port of Magdeburg, has made it a port in which goods may be off-loaded
from vessels coming from Hamburg and transported to other countries in the east or west.
The Port of Magdeburg is developing a 40 ha industrial zone, Hansehafen, on the north side of the port
that will feature a new container terminal and logistics center with easy access to rail and road transport
as well as the already mentioned intersection of the two important waterway canals.
Midland Canal
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The Midland Canal is the longest artificial waterway in Germany. This Canal connects the Magdeburg
to the Elbe-Havel Canal, and thus a continuous inland waterway connection between Germany and
Poland. This canal support the navigation of up to 1˙000 ton barges.
The 2003 National Transport Plan for Germany foresees strategies and measures to enhance the
capacity of Germany‗ s inland waterways and ports in the 2001–2015 period. About 90% of these
investments will be spent on maintenance and modernisation activities. The National Transport Plan
will focus on the installations on the Elbe – Lubeck Canal, Middle Weser, Neckar, and on the Western
and Eastern Germany.
The Forum for Inland Navigation and Logistics elaborated an action plan for the promotion of IWT in
2005. The action plan includes measures in the areas of intermodal logistics chains, terminals, fleet
modernization, training/employment and infrastructure development.
4.4
Inland Waterways: Italy
The navigable waterways in Italy are an estimated 1˙127 km and comprises the following waterway
systems:
Padano – Veneto waterway System
Toscana Network
Lazio Network
Campania Network
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Map 13: Inland Waterways in Italy
Of the 4 waterways mentioned above, only the first one is a network of interconnected canals and
rivers. While the remaining 3 areas consist in rivers and 7 channels with limited navigability potentials,
other that being out of the SoNorA area coverage.
The territories of the regions of Veneto, Friuli Venezia Giulia and the Padana Plain are characterized by
the widespread presence of water (rivers, lakes, lagoons, natural rivers and canals) which have long
been used for freight and passenger transport. Historically, the decline of water transport began with the
completion of the first railways with a further disuse of the system brought by the advent of modern
means of land and air transport.
In contrast to other European countries that managed to preserve the importance and role (both
commercial and touristic) of inland waterways, in Italy the realization of the significant potential
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offered by these infrastructures is relatively recent. The attention being paid to inland waterways as
possible solution to the problem posed by the growing demand for freight transport, which would
otherwise cause an increase of road transport, is still now being fostered.
In 1978, the inland waterway regulation passed from central national regulation, to regional regulation
and administration management, which resulted in the recovery and a greater attention being paid to the
national waterway network.
If the waterways were formerly used to promote and develop links essentially for commercial purposes,
nowadays a growing number of regional governments are turning to the development of arterial
waterways for tourism issues. Numerous initiatives and projects are planned to increase the value of the
cultural assets of ancient waterways, as Italy has a strong cruise tradition on the lakes and more modest
tradition on the rivers.
As in the past, water may represent a valid alternative for the transport of certain goods such as coal,
grain, agricultural products in general, fertilizers, inert material etc. Many marginal areas could be
improved by providing a range of facilities and equipment. An intensive program of renovation and
enhancement of historic canals has begun thanks to various initiatives that include European funded
projects as well. This allows for the classification of the landscape with its artefacts, and historical
testimonies of human geniality: locks, bridges, energy production structures, villas, gardens and historic
centers.
Based on this statement of fact, since the end of the ‗80s the Italian government (with the approval of
the General Plan for Transport-PGT) is promoting a policy aimed at the recovery of the infrastructure
gap created when compared to the inland waterway policies of other European countries.
With regards to inland navigation, the implementation of the information program of the PGT3 and its
updates was achieved with the Law No. 29/11/90 380: "Aid for the establishment of the Padano –
Veneto waterway". This law established the system of "preeminent national interest" of the
aforementioned waterway; further justification is given by the genuine possibility of integrating the
inland waterways with the Adriatic Sea for the creation of a network, that not only includes rivers and
canals in the hinterland but cabotage and the ways of the Adriatic and Mediterranean.
3 PTG underlines the development of cabotage and waterway enhancement as two necessary steps for the strategic development of the
transport of freight, creating an effective intermodality which would result a better balance for the inland transport.
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The law also attributed the jurisdiction of the waterway to the Ministry of Transport and clarified
procedures for the Implementation Plan, which establishes the actions for the recovery of some large
waterways according to European standards (class V4) for commercial traffic.
In the following paragraphs, these waterway are described in depth, along with the overall Northern
Italy Inland waterway system which affects the SoNorA area. Moreover, a specific paragraph will be
devoted to the Veneto Region waterways.
Northern Italy’s Inland Waterways
4.4.1
According to the application of Law No. 380, dated November 29, 1990 and the subsequent decree of
the Minister of Transport and Shipping No. 759 of June 25, 1992 the Po – Venetian waterway network
accounts for 957 km of inland waterways. Recent legislation (Law 16/2000) identifies the waterways of
international interest, on which class IV and V vessels may transit, along with the routes of regional
interest.
The law defined in detail all the elements (rivers, waterways, canals, ports, terminals waterway) which,
together form the waterway system.
The network identified for the Padano – Veneto Waterway, includes:
Route
Km
Po River from the mouth Ticino to sea
389
Ticino River from Pavia to the confluence with the Po
7
Mincio River from Pavia to the confluence with the Po
21
River channel Po-Brondolo
19
Coastal Waterway Veneta from Portegrandi to mouth Isonzo
140
River channel Milano – Cremona – Po
66
Waterway Ferrara Ravenna
87
River channel Fissero – Tartaro – Canalbianco
136
River channel Padua – Venice
28
Po river from Casal Monferrato to mouth Ticino
65
Total
958
Table 4: Padano-Veneto Waterway
The decree identifies ports and terminal waterways as functional elements that constitute an integral
part of the network. Divided by region, the ports are:
4 The class V according to the classification of inland waterways and ferries to type CEMT allows the transit of vessels known as "Big
Unit Rhinelanders" scale up to 2˙000 tonnes (non- standardization), length up to 95 meters, breadth up to 11.50 m, draft up to 2.70 meters
and rod tubes up to 6.7 meters.
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In Lombardia Region: Cremona, Mantua, Lodi (Cremona – Milan Chanel), Milan, Pavia,
Casalmaggiore, Pizzighettone, Ostiglia;
In Emilia-Romagna Region: Pontelagoscuro, Pieve Saliceto (PEC), the Piacenza dock and
waterway terminal on the Port of Ravenna;
In Veneto Region: Rovigo, Porto Levante, Legnago, Padua.
The network used for commercial purposes amounts to 678 km and the Po River represents the central
axis.
The network operation is functional for class IV vessels (range up to 1˙350 tonnes). The navigation of
class V vessels (1˙500-2˙000 tonnes) is possible only in certain sectors: along the Po River between
Cremona and Porto Tolle (275 km), Po di Levante (19 km) in the Milan-Cremona waterway and in
some sections of the Fissero – Tartaro – Canalbianco Channel. The Ticino-Cremona section of the Po
River, 97 km in length is scarcely used (there is only limited domestic and tourist traffic) due to the
non-functionality of the Isola Serafini (PC) basin, connected to the only flood control barrier located on
the Po, 8 km upstream of Cremona. With the reconstruction of the basin of Isola Serafini the 37 km
Cremona-Piacenza waterway which has good depths, will become immediately usable.
The inland port or river docks with different levels of functionality are: Cremona, Casalmaggiore
Boretto, San Benedetto Po and Revere sul Po, Mantua, Bagnolo, Ostiglia, Canda, Bussari, Rovigo and
Ca' Cappello on Fissero – Tartaro – Canalbianco, Ferrara between the Po River and the Ferrara
Waterway.
The primary types of transport goods are fuel oil for thermoelectric power stations on the Po River,
chemical products of Mantua‘s industries, gases in the Cremona area, ferrous materials, exceptional
freight, flour/cereal for the ports of Mantua and Rovigo, construction materials for the Ferrara waterway
and Porto Levante and inert products along the Po, that are prevalent in inland waterway transport.
In 2005, the total transport across the network was approximately 700˙000 tones (excluding inert
material that amounted to more than two million tons on the Po waterway).
The current transport relations are prevalently with industries located near the waterway network.
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Length
Route
Class (a)
Po river (From Pavia to Polesine Camerini including 7 km of Ticino) (b)
Waterway Milano – Cremona (from Pizzighettone to Cremona) ©
Mincio river ( from Mantua to Po river)
Ferrarese waterway ( From Po river to Garibaldi port)
Waterway Po-Fissero – Mantua port ( via Conca di S.leone)
Waterway Fissero – Tartaro – Canal Bianco _ East Po (Mantuaa port – sea )
Waterway Po-Brondolo (From Volta Grimana to lagoon Venice – Conca di
Brondolo)
Channels within the Venetian Lagoon
(Brondolo – Chioggia – Malamocco – Marghera – Venice – Lido ) (d)
IV and V
V
III
IV and V
V
IV and V
Km
406
14
21
70
14
135
IV and V
18
V
73
Subtotal
751
Coastal Waterway Venetian ( From Cavallino to Isonzo mouth) (e)
Piave river ( From Conca Revedoli a s.Donà di Piave)
Sile waterway ( From Venice to Fiera di Treviso)
Channels within the Venice Lagoon ( Lido – Portegrandi – Cavallino) (f)
III-II
II
II
III-IV
Subtotal
Total Waterway (1)
104
18
31
30
183
934
Other waterways of class I and II
Lines of the lakes and Venice (A.C.T.V.) (2)
IV-V
Total waterways (1+2)
n.d.
612
1546
(a) Classifications CEMT.
(b) On the Pavia – Cremona – Piacenza are performed annually trades inert at local trades and occasional boat or parts of
boats produced yards from Pavia. The stretch Cremona – Polesine Camerini is navigated by boats of Class V
( c ) The Milan – Cremona waterway is planned from Milan to Pizzighettone
(d) Internal channels of the Venetian lagoon linking Po and waterways connected to it directly with the ports of Chioggia
and Padua – Venice; They also include channels of great maritime navigational equip the port, is connected to them the
waterway – Padua Venice (28 Km), built for about half
(e) The length of the coastal Veneto region was considered less of its lagoon
(f) Internal channels of the Venetian Lagoon along the coast between the Venetian and il fiume Sile other channels of the
lagoon
Source : Ministero dei Trasporti, Unione Navigazione Interna Italiana
Table 5: Padano-Veneto waterway infrastructure, routes in service (2005)
Access to the sea for the sea-river traffic connecting the ports of the Low Adriatic, Istria and Dalmatia
are: Porto Garibaldi (at the end of Ferrara waterway), Porto di Levante and in the Venetian lagoon,
Venice and Chioggia.
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Source: F. Boscacci, G. Passoni, Logistica fluvio-marittima in Europa. La rilevanza europea del corridoio Adriatico, Collana Dipartimento
di Architettura e Pianificazione del Politecnico di Milano, Franco Angeli , Milano 2008, p.33
Map 14: Northern Italy's waterway network
The main ports of the Padano – Veneto Waterway Network are Cremona and Mantua. The nautical
distance between Cremona and the sea is just over 300 km with 5 locks. The navigable section is
practicable downstream in about 15 – 20 hours, while upstream in around 23 – 28 hours.
The criticalities of the waterway system are represented by small bridge spans, the presence of several
locks and limited availability of a suitable river bottom for the entire year. For the whole Padano –
Veneto network the total annual volume of freight traffic is just over 1 million tons. The traffic is
chiefly characterized by solid bulk cargo delivered to the port of Cremona and liquid cargo delivered to
the port of Mantua. The fleet is mainly represented by convoys that consist in river barges and pushers,
while there is a limited presence of self-sea-river vessels. The commercial fleet is operated by a few
local ship owners, the most important being "Fluvio Padana" of Venice. Of vital importance is the
recent growth in the presence of cruise ships (tourist waterway) along the river from Cremona to
Venice.
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Source: CECILIA SANTORO LEZZI Tavola 127 Idrovie - Istituto geografico Militare
Map 15: Po Waterway
4.4.2
Veneto Region inland waterway transport network
Veneto offers a advantageous climate to inland water transport and its location favours the integration
with coastal cabotage navigation along the Adriatic Sea, through the use of suitable waterway vessels.
In Veneto, the waterway network is potentially suitable for the transit of Class V commercial vessels, as
defined by Law 16/00 and identified along the following routes:
Fissero – Tartaro – Canalbianco, from Trevenzuolo to Volta Grimana (121 km);
Po di Levante, which links the Po (Volta Grimana) to the Adriatic Sea (Porto Levante, 20 km);
Po-Brondolo from Po (Volta Grimana) to the Venice Lagoon, at Brondolo (14 km);
Po from Ostiglia to the Adriatic Sea (150 km).
This network is made up of natural or artificial rivers that over time were adapted to serve as navigable
waterways and not only for flood-prevention, drainage and water supply purposes. In addition to the
network considered by the Law 16/2000, during the past years, Veneto Region is debating whether to
finish the Padua-Venice waterway, whose design and partial implementation initiated in the ‗60s.
Fissero – Tartaro – Canalbianco – Po di Levante inland waterway
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The Fissero – Tartaro – Canalbianco – Po di Levante waterway, 135 km long, connects Mantua to the
sea, and flows parallel to the Po at an average distance of 30-40 km, crosses the territory of the
provinces of Mantua, Verona and Rovigo.
This waterway originates at Formiga, near the port of Mantua, crosses the province of Mantua, and after
a course of 12 km reaches Governolo, point of entry to the Po River through the basin of San Leone.
This hydraulic node allows the connection of the port of Cremona to the port of Levante. Passed this
junction the waterway continues to the sea, after 12 miles, up to the Trevenzuolo basin, first support
area along the waterway. After a journey of 7 miles, through the Verona province, the waterway reaches
Veneto Region and finally the Torretta Veneta basin, in the municipality of Legnago.
The Fissero – Tartaro – Canalbianco – Po di Levante waterway flows through the Polesine (in Rovigo
Province), after 18.40 km it reaches the Canda basin, after another 20.10 km it comes to the Bussari
basin (Arquà Polesine) and after a further 24.43 km, the Baricetta basin, the last before the sea. From
Baricetta the waterway reaches Po – Brondolo near Volta Grimana after 19.38 km and 33.15 km after
Port of Levante at the mouth of the Po River to the sea.
The first waterway project dates back to 1938, when the main reasons for restructuring the waterways
was the irrigation of the surrounding fields (the channels were not sufficient for systematic irrigation),
and inland navigation. Through the years, the waterway was subject to further interventions, the latest
of which adapted it for the navigation of CEMT class IV vessels.
The waterway maintains a constant depth of 3.50 m throughout the year. On the other hand, the Po
River reflects the climatic conditions with a variable depth, so that during certain periods the
navigability is limited.
The Fissero – Tartaro – Canalbianco – Po di Levante waterway meets the following minimum
requirements:
28 m basin bottom (in many case the basin is much wider);
breadth water 2.50 m – 3.50 m;
minimum breadth air 5.38 m (rail bridge Arquà Polesine);
Curvature radius of 1˙000 m;
navigation basin (at the support areas): 110 m x 12.50 m.
The following ports can be found along the waterway: in Lombardy Region, the port of Mantua, in
Veneto Region, the ports of Canda, Bussari, Interporto of Rovigo and Ca 'Cappello.
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The waterway is operational since the summer of 2002.
The narrowest points are: the Zelo bottleneck where the existing bridge has a width of 16 m, Arquà
Polesine where the existing bridge has a breadth of 5.38 m, and the mouth of Po di Levante that
necessitates periodic dredging operations.
The breadth air is quite low (5.38 m at the bridge rail of Arquà Polesine) and limits the maximum height
of transiting vessels, referred to their maximum capacity (especially in the case of vessels for container
transport).
Porto Levante
Porto Levante is located in Porto Viro, on the final navigable section of the mouth of the Po di Levante,
and equidistant from Venice and Ravenna. It is connected to main roads/highways through the Romea
state highway. It is allocated in a strategic location for any type of transport whether it be road, rail or
river. The roads are linked to highways toward the south (Bologna, Florence, Rome), the north (Padua,
Venice, Trieste, Verona, Bolzano, Brenner), and the west (Milan). The nearby railway junction of
Rovigo facilitates rail transport given the strategic importance of the Padua – Bologna line. River
transport via European Union tonnage barges is favoured by the natural location of the docks of Porto
Levante, a crossroads between the river Po and Adriatic Sea. The Po River has numerous ports (such as
Mantua, Cremona and Piacenza) of great industrial importance. Rovigo and Verona are also accessible
through inland waterways. The operational area of Porto Levante includes, in addition to the wharf, an
adjacent warehouse and yard area for warehousing-related activities on a total area of 130˙000 m2,
7˙000m2 of which is covered. The 300˙000 m2 operational area to the rear, is entirely devoted to
commercial and industrial sites, for companies involved in departure or arrival port services. Foreseen
activities will include shipbuilding, repair shops for the maintenance of machinery and containers, and
direct service activities (stores, warehouses, offices, parking lots, equipment controls and customs
lanes). The chief activity of Porto Levante is the provision of logistics support and intermodal services
for goods arriving by sea, river and land. The linear quay of 450 m located near the mouth of the Po di
Levante is suitable for 3˙000/5˙000 ton river-maritime vessels. The terminal specializes in the handling
of the following goods: aggregates, timber, non-perishable foods, containers, fertilizers, bricks and
construction materials. There are additional facilities for the storage and assembly of sub-groups for
large installations.
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A 75-ton mobile crane with a capacity of 1˙500 tones to unload bulk goods, 2 slides for moving mobile
and rotating stock and fixtures, 4 excavators, a fork lift, and a 80-ton 3.20 x 18 m weighbridge are
available for loading and unloading services in the Port. The reloading of goods occurs directly during
landing operations or from the yard and/or the warehouse using shovel, fork lift or any other reloading
system suitable to the various types of products. The quay and the yard are fully illuminated so as to
enable operations also during the night.
Po – Brondolo inland waterway
The Po – Brondolo waterway connects the Po River from the basin of Volta Grimana to the Venice
lagoon in Brondolo near Chioggia. It has total length of 14.8 km subdivided into two parts by the
navigation basins.
The waterway was built towards the end of the First World War and was later subject to several
improvement interventions, the last one during the '80s included the widening of the Canal. Currently
the Volta Grimana and Brondolo basins are undergoing operations of automation and remote control.
The waterway is functional for European class IV vessels, although the size of some of its structures are
below the requirements established for that standard. In particular, the basins of Cavanella d'Adige right
and left and Brondolo are slightly below standard and the railway bridge in Rosolina has a breadth air of
4.70 m, as was equipped with a non-motorized span lift, causing some difficulties in managing the
railway traffic that has to deal with the problems deriving from a bridge opening.
Most of the Italian waterway traffic travels on the Brondolo waterway because all the shipments to and
from the ports of Venice and Chioggia passes through it.
The local administration completed the plans for the reconstruction of the Cavanella right and left
basins to adapt them to Class V sizes, and is in process the rebuilding Brondolo‘s Basin 17, with class
V characteristics.
Chioggia Port
The Special Agency of Chioggia Port, part of the Chamber of Commerce of Venice, is in charge of the
management of the port of Chioggia. The main activities of Special Agency of Chioggia Port are
divided into four main issues: promotion, coordination, study and documentation of intervention.
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The port of Chioggia currently uses two ports of call: Saloni, which is scheduled to fall gradually into
disuse, and the new one, Val Rio. The new port of call will be the only existing port in Italy capable of
operating both in the trades of cabotage on the Adriatic Sea and on inland navigation, through the Po
River, that links the Adriatic Sea to the Padano hinterland and the cities of Mantua, Cremona, Piacenza.
With the perspective, after the launch of the national program of inland waterway navigation, to reach
Milan.
The waterway infrastructure between Chioggia and the Po River required several operations to achieve
the standards of European waterway transport.
The key points were identified in Brondolo, where there is a new lock planned and already designed:
the Valle Canal, a system of the channels leading to the Po, which must be recalibrated. The project is
headed by Veneto Region and there is already a grant of €45 million, which should allow the realization
of the project.
Currently, the infrastructure is located between the ports of call Saloni and Val da Rio.
Saloni Port
The Maritime basin has a quay 550 m in length, with a draught of 6.5 m; along the external Lombardo
Canal, a wharf of 650 m and depth of 7.5 m is operational; along the west side of the internal Lombardo
Channel there is a 150 m quay with a draught of 4 m.
Four mooring buoys located in the bay at depths of up to 8 m, allow port access to vessels, especially
with cereal freights. While in the sea area, in front of the mouth of the harbour, there is a point marked
by buoys, where vessels of large tonnage can wharf; the maximum depth reaches about 15 m.
In this port, several cranes with the capacity to lift from 15 to 130 tons are operational, fork-lifts and
other equipment used for the efficient and reliable operations both on the docks and in the ship‘s hold.
Val da Rio Port
The project of the new port of Val da Rio dates back to 1981. The General Plan of the Chioggia
Municipality assigned 133 ha for the construction of the new port, 41 of which are stretches of lagoon
waters and 92 of which stretches of mainland. Of the mainland surface, 47 ha were allocated to the
commercial port itself (including the waterway – sea terminal) 9 ha outside the customs area, were
assigned to waterway – sea terminal while the 36 ha in areas outside the port were occupied by the new
railway, road and port services.
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At the moment in Val da Rio the following was realized:
1˙500 m of wharf;
100˙000 m2 of debarkation yard;
10˙000 m2 of warehouse;
The first part of the port service centre on an area of 1˙172 m2 with a parking lot and green area
of 6˙156 m2;
3.6 km of rail link between the station and Chioggia the wharfs.
While the following works are in progress: 136˙526 m2 of parking squares and the realization of a port
services centre, which will cover the other 1˙172 m2.
Currently the equipment of Val Rio Port consists in: 1 20-ton crane, 1 30-ton crane, 1 32-ton basket, 2
tug masters, 4 trailers, 1 weighing machine, 3 fork-lifts and 1 spreader per cart.
Padua -Venice inland waterways
The idea of a waterway for freight transport linking Padua and Venice in Veneto Region was conceived
around the ‗60s. This new waterway was designed to replace the existing connection between the two
cities, the Naviglio di Brenta waterway, operational since 1200 and navigable by boats of 150 – 300
tones.
The straight channel, a sort of ―water highway‖ between the two Venetian cities was planned to be 27
km long and 10 m wide.
Of the 27 km of waterway planned, only about 17 km were built, just over half the channel was
completed: 13 km from the Interporto of Padua (intermodal and logistics centre) in the industrial area to
the river Brenta, in the Vigonovo area and the final 4.5 km that go from the lagoon to Piazza Vecchia.
The starting point of the new waterway was supposed to be the Interporto of Padua. The intermodal and
logistics centre is located in the south east end of the city and now operates at full capacity: about 1˙200
companies and over 25˙000 employees working in an area that covers 11 million m2. Four kilometers of
railways link the complex to the Trieste – Venice – Verona – Milan – Turin and Padua – Bologna –
Roma axes. In 2001 more than six thousand trains linked the Padua intermodal and logistics centre with
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major ports in Italy and Northern Europe. Through its activities, the intermodal and logistics centre of
Padua has become the first national intermodal and logistics centre with almost 300 thousand TEU of
freight transit. There is no trace of the waterway port which was to be included in the huge structure.
The Padua – Venice waterway, in fact ends a few meters behind the first industrial zone of Padua.
Following the original project, in the province of Padua, 4 road bridges over the waterway were
realized, the first being in the industrial area, behind the intermodal and logistics centre, and the largest
being on the A13 Bologna – Padua highway.
On the border between the two venetian provinces, province highway 20 near Vigonovo, the largest
structure of the complex waterway was realized: the mobile lock to the right of the Brenta river built in
1981. Immediately after this lock, the waterway terminates the route at the link with the River Brenta.
From the bank of one river to the other, there is another bridge whose construction is practically
terminated.
In the area where the waterway was not excavated, between the Brenta and Taglio Nuovissimo, the
channel towards the Venetian Lagoon that runs adjacent to the state highway SS 309 Romea, there are
nine fully functional road and one railway bridges (Mestre – Adria railway).
The following bridges changed the viability of the area: on provincial roadway 17 Prozzolo –
Vigonovo; provincial roadway 20 Stra – Vigonovo; municipal route from Galta to Fossato, provincial
roadway Casello 9 – Piove di Sacco, provincial roadway 19 Dolo – Camponogara and provincial
roadway 13 Brenta; municipal route Sambruson – Lughetto; on the Adria – Mestre railway line,
municipal route Piazza Vecchia, and state highway SS 309 Romea.
The waterway follows its course from Taglio Nuovissimo; after transiting a few kilometers there is
another big infrastructure: the Romea basin. At this point the river bed was expanded and a mobile lock
with 3 pairs of bulkheads, for the regulation of the water level was completed. Subsequently some
docks and a track for the lift of containers were realized, near the zone that was supposed to be used to
build the port of Padua.
Brenta waterway, important waterway since 1200, is part of the line of class II Vicenza – Padua
– Fusina Waterway and is a navigable channel for tourism purposes. Tourists may encounter
numerous mansions along its path built between the sixteenth and the seventeenth century by
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Venetian patricians, including the famous Villa Foscari ―Malcontenta‖ and Villa Nazionale
Pisani in Stra.
Battaglia Channel completed in 1201, goes from Padua to Monselice via the Riviera Euganea.
Along its route, one can admire the sumptuous villas and buildings that rise a short distance
from the channel.
Pontelongo Channel once an important route for commercial traffic, lost its importance when the
new Battaglia on Piovego Channel was built. Today, it represents a unique path through natural
forests and the lush countryside to the South Venice lagoon and Chioggia.
4.5
Inland Waterways: Poland
The total length of the navigable inland shipping waterway in Poland amounted to 3˙660 km in 2007,
3˙351 of which exploited by cargo and passenger ships.
Map 16: Inland Waterways in Poland
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The geographic positions of the two main rivers in the country, Vistula and Oder (Map 17) are
favourable as far as transport is concerned, because they coincide with the directions of the main cargo
flows, creating opportunities for convenient connections with waterway systems in neighbouring
countries through a series of parallel channels and smaller rivers. Practically, the national waterway
network has a navigable connection with the German and West-European waterway systems only
through the Oder River that joins the Oder-Havel and Oder-Spree channels.
The national waterway network is not a homogeneous system, but rather set of separate, different
quality navigable routes, as a consequence of the many years‘ negligent investments. According to the
basic classifying indices, the inland waterways of international importance that comply with Class IV,
Va and V parameters correspond to only 5.5% of the total length of the inland waterways. The
remaining waterways are of regional importance.
Source: K. Woś: Kierunki aktywizacji działalności żeglugi śródlądowej w rejonie ujścia Odry w warunkach integracji Polski z Unią
Europejską. Oficyna Wydawnicza „Sadyba‖.Warszawa 2005.
Map 17: Scheme of Polish inland Waterways
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Poland’s Inland Waterways
The essential river and canal net in Poland consists in: 5
In the Vistula River basin:
the rivers: Biebrza, Brda, Bug, Martwa Vistula, Nogat, Szkarpawa, Pisa and Vistula;
the canals: Augustowski, Bartnicki, Bydgoski, Elbląski, Jagielloński, Łączański and Żerański;
the lakes: Ruda Wola, Bartężek, Drużno, Jeziorak, Szeląg Wielki, Swingi, Roś, the lasek on the
Augustowski and Elbląski Canals routes, from the Roś Lake at Pisz locality to the Mamry Lake
at Węgorzewo locality and the side routes of the Mikołajskie Lake to the Nidzkie lake.
In the Oder River basin:
the rivers: Noteć (upper and lower), Warta, Parnica, Oder, West Oder, East Oder and Regalica;
the canals: Gliwicki, Kędzierzyński, Ślesiński, Górnonotecki;
crosscuts: Klucz-Ustowo and Parnicki;
the lakes: Dąbie and Gopło.
In 2008, the overall length of navigable Polish waterways amounted to 3˙660 km, 3˙351km of which
were actually used by cargo and passenger shipping.6
The most developed waterway is the Oder River; about 80% of shipping, national and international
relations performed by Polish barge owners take place on this river. From a navigational point of view,
the crucial section of the river is the Oder River free-flowing section, running from Brzeg Dolny to
Warta River estuary, classified as class II waterway, where during the summer months in most places
the transit depths drop below 1.0 m, thus preventing navigation between the upper and the lower section
of the Oder River.
The Vistula-Oder Waterway (via the Brda River, Bydgoszcz Canal, Noteć River and Warta River) has
class Ib and II parameters. The significant navigational obstacles on the free running sections are the
transit depths, similar to the problems present on the midsection of the Oder River. Whereas on the
5
Rozporządzenie Rady Ministrów z dnia 10 grudnia 2002 w sprawie śródlądowych dróg wodnych (Dz. U. z 2002, nr 210,
poz. 1786)
6
Transport – wyniki działalności w 2008r. Główny Urząd Statystyczny. Warszawa 2008, p.187.
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canalized sections, the critical navigational obstacles are the locks‘ parameters (9.6 m x 57.0 m) which
make the lockage of the whole assembly impossible: for example, towboats and barges are locked
separately.
Due to its fragmented development, the Vistula River7 is mostly classified as a class Ib waterway. The
best exploitation parameters it has are on the canalized upper section that goes from the Przemsza River
estuary to the first stage at Przewóz (class II and IV) and on the lower section that goes from Płock to
the stage at Włocławek (class Va) as well as from Tczew to Gdańsk Bay (class II through Vb).
On the other waterways, there are practically no cargo shipping operations. The rivers Bug, Narew
(except for the 41 km section from Pułtusk to the Zegrzyński Lagoon) and Biebrza, although formally
classified as class Ia waterways, due to small transit depths cannot be used by even the smallest sailing
vessels.
The Oder River Waterway remains the basic infrastructure element of the Central European
Transportation Corridor8 connecting the Szczecin agglomeration and the Oder estuary sea-river ports
with the Wrocław, the Upper Silesia agglomerations and, via the Vistula-Oder waterway ,with the Great
Polish economic region, with the rest of the Polish inland waterways and, via the Oder-Havel and OderSpree canals, with the Berlin agglomeration and the western part of the European continent. An
unemployed opportunity is the Oder-Danube water connection which is still in the conceptual stage.
7
For information on the Vistula 2020 Programme see Annex 03: Vistula 2020 Programme
8
The declaration to establish the Central European Transportation Corridor (CETC) was signed by 6 European regions in
Szczecin on April 06, 2004. At present there are 11 regions from 6 countries which have established a Joint Technical
Secretariat in Szczecin in order to co-ordinate the regular co-operation.
As of October 31, 2009 they are: Lower Silesia Voivodeship, Lubuskie Voivodeship and Western Pomerania Voivodeship
(Poland), Skania Region (Sweden), Hradec Kralove Region (Czech Republic), Bratislava and Trbava Regions (Slovakia),
Vas, Zala and Gyor-Moson-Sopron districts (Hungary), Varazdin disctrict (Croatia). The intention to join the initiative has
been declared by more regions.
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Inland waterway route’s name
Public
length
Class of the waterway
(km)
The Oder River waterway route with the Gliwicki and Kędzierzyński Canals
5,9
Kędzierzyński Canal:
from Gliwicki Canal to Nitric Plant „Blachownia"
41,2
Gliwicki Canal:
from Gliwice to Kędzierzyn-Koźle
The Oder River:
187,1
from Kędzierzyn-Koźle to Brzeg Dolny
335,0
from Brzeg Dolny to the mouth of the Warta River
79,4
from the mouth of the Warta River to Ognica
7,1
from Ognica to Widuchowa
III
II
III
Vb
The Oder Wschodnia River:
from Widuchowa to Klucz-Ustowo crosscut
26,4
Vb
The Regalica River:
from Klucz-Ustowo crosscut to Dąbie Lake
11,1
Vb
Dąbie Lake
from the mouth of the Regalia River to the border with the inland sea waters
9,5
Vb
The Oder Zachodnia River
from Widuchowa to the border with the inland sea waters
36,6
Vb
The Lower- Oder River waterway route
The Brda River
from the outlet to the Vistula River to the connection with the Bydgoski Canal
14,4
II
Bydgoski Canal
from the mouth of the Brda River to the Noteć River
24,5
II
The Noteć River
from the connection with the Bydgoski Canal to the mouth of the Drawa River
from the mouth of the Drawa River to the mouth of the Warta River
138,3
48,9
Ib
II
The Warta River
from the mouth of the Noteć River to the inlet to the Oder River
68,2
II
The Vistula River waterway route
The Vistula River:
from the mouth of the Przemsza River to the connection with the Łączański Canal 37,5
34,3
from the elit from the Łączański Canal to the stage at Przewóz
203,0
from the stage at Przewóz to the mouth of the Sanna River
324,8
from the mouth of the Sanna River to Płock
55,0
from Płock to the stage at Włocławek
43,0
from the stage at Włocławek to the mouth of the Łążyna River
190,5
from the mouth of the Łążyna River to Tczew
32,7
from Tczew to the border with the inland sea waters
II
II
IV
III
Ib
Ib
Va
Ib
II
III
The Martwa Vistula River
from the Vistula River at Przegalin to the border with the inland sea waters
11,5
Vb
The Szkarpawa River
from the Vistula River the inlet to the Wiślany Inundation
25,4
II
The Nogat River
from the Vistula River to the inlet to the Wiślany Inundation
62,0
II
Żerański Canal
from the Vistula River to the inlet to the Zegrzyński Inundation
17,2
II
Source: own study on the basis of: Załącznik Nr l do Rozporządzenia Rady Ministrów z dnia 7 maja 2002 r. w sprawie klasyfikacji
śródlądowych dróg wodnych (Dz. U. z 2002, nr 77, poz. 695).
Table 6: Characteristics of the selected inland waterway routes in Poland
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The commercial navigation on the Oder River begins at Koźle (the 95.6 km). From that point down to
the lower roadstead of the lock in Brzeg Dolny (km 282.6) via 23 stages with inclinations from 1.757.06 m, the Oder River covers a slope of 62.5 m. On the whole canalized section of the Oder River the
transit depth of 1.8 m is ensured during the whole navigation season which on average, lasts 270 days a
year.
At the Januszkowice dam in the area of the Koźle port on km 98.1 of the Oder River, the 41.2 km long
Gliwicki Canal begins. It is being included in the main Oder waterway. The Gliwicki Canal ends at the
only industrial port of the waterway in the mining-metallurgical area of Upper Silesia.
At km 9.1 of the Gliwicki Canal (considering the Oder River at Koźle as the starting point), upper
station of the Nowa Wieś locks, the Kędzierzyn Canal commences and leads to the port of Nitric Plant
―Kędzierzyn‖. The construction of the canal was based on the ditches left behind by the German
construction of the Oder-Danube Canal, interrupted in 1941.
The Kędzierzyn Canal runs for 5.6 km and is a one lane canal with the channel depth of 2.25 m and a
width of 15.0 m. The canal ends in one well equipped port basin.
Due to the exploitation parameters of the Gliwicki Canal waterway, Kędzierzyn Canal, the canalized
and middle Oder River from Brzeg Dolny to the Nysa Łużycka River estuary, the dimensions of sailing
units cannot exceed a length of 71.0 m and a width of 9.0 m with regards to single units and a length of
118.0 m and a width of 9,0 m referred to push trains.
From the Nysa Łużycka River estuary (the 542.4 km) to Widuchowa (the 704.1 km) the Oder River
constitutes the state border between Poland and Germany.
On this border section at km 553.4, the Oder-Spree Canal (Eisenhuttenstadt) branches off and at the
667.0 km (Hohensaaten) the Oder River connects with the Oder-Havel Canal. Via the Schwedt canal at
km 697.0 (Ognica) the Oder River joins with the Hohensaaten-Friedrichstahler-Wasserstrasse Canal
(HoFriWa). At km 683 in the Piasek locality, the canalized section of the Oder River ends. At km 617.6
(Kostrzyn) towards the Oder River, there is the link with the Warta River which via its tributaries – the
Noteć River, Bydgoski Canal and Brda River connects with the lower Vistula River (at BydgoszczFordonie).
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Due to the exploitation parameters of the border and lower section of the Oder River, the maximum
dimensions of single self-propelled units cannot exceed 82.0 m in length and 11.4 m in width, while for
push trains the maximum dimensions are 156.0 m in length and 11.45m in width.
In the Szczecin water node area, the greatest hindrances to navigation are the 3 bridges which limit and
sometimes prohibit inland waterway vessel access to the Szczecin port and to the other Oder River
estuary ports.
Within the limits of the sea waters, the communication waterway network of the Oder River estuary
constitutes the Szczecin-Świnoujście fairway connecting the sea ports (Szczecin, Police and
Swinoujscie), numerous municipal and works berths as well as access fairways to small ports and quays
of the Szczecin and Kamien Pomorski inundation.
The overall length of the Szczecin-Świnoujście fairway is 68.0 km. Its exploitation parameters and
those of the port waters are chiefly artificially maintained, making transit possible for vessels with a
maximum length of 270.0 m and draft of 13.2 m in Świnoujście and respectively of 215.0 m and 9.15 m
in Szczecin.
The inland waterway fleet may use the whole length of the Szczecin-Świnoujście fairway provided its
minimum draft is more than 3.0 m. However, vessels using the fairway with drafts smaller than 3 m,
limitations included in the port regulations must be taken into account.9
The main hindrances for inland waterway transport on this route are the hydro meteorological
conditions such as ice, fog, wind accompanied by undulation. The average number of days with ice
conditions of an average winter for the Szczeciński Inundation (the same as for the lower section of the
Oder River) is about 50 per year, that can easily double during ―severe‖ winters. The average number of
foggy days fluctuates in the range of 17 to 35 a year. Days are considered ―foggy‖ when, because of the
weather conditions, the visibility drops below 2˙000 m. However the most difficult days for inland
water navigation are the days (about 50 per year) when the wind blows on the Szczeciński Inundation
with the force exceeding 4.0 Beaufort, especially from the sea.
9
Zarządzenie Nr 4 Dyrektora Urzędu Morskiego w Szczecinie z dnia 17 września 2002 r. – Przepisy portowe (Dz.U.
Województwa Zachodniopomorskiego, nr 67, poz. 1429 wraz z późniejszymi zmianami).
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Source: own study on the basis of: Wasserstrassen von Elbe bis Oder. Band 10a: Die Oder. Nagel‘s Nautic Verlag. Berlin 1993, p.3
Map 18: The lower and middle Oder River and its external connections
4.5.2
Oder River
Despite its inadequacy to present transport needs, the Oder River, where Polish ship owners carry out
approximately 80% of national and international shipments, is the most developed waterway in Poland.
The Oder River‘s free-flowing section from Brzeg Dolny to the Warta estuary is navigable in the
extremely difficult section and is qualified as a class II waterway, where the transition depths fall to less
than 1.0 m during summer months, making the navigation impossible.
The Vistula-Oder waterway (through Brda, the Bydgoski Channel, Noteć and Warta) is characterized
by Class Ib and II parameters. The transition depths, which are similar to the ones in the middle section
of the Oder River, are the critical navigable bottlenecks in the free-flowing sections. In the canalized
sections, the parameters of the water gate chambers (9.6 m wide and 57.0 m long) are the crucial
limitation, hindering the concurrent lockage of the entire assembly; for example, towboats and pushed
barges are locked separately.
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Vistula River
The Vistula River – due to its fragmentary development – is largely classified as a class Ib waterway.
The best exploitation parameters along this waterway are in the canalized upper section that goes from
the Przemsza estuary to Przewóz (class III and IV), in the lower section from Plock to Wloclawek (class
Va) and from Tczew to the Gdansk Bay (class from II to Vb).
Cargo transports are practically not carried out on the other waterways. The rivers: Bug, Narew
(excluding the 41 km-long section from Pułtusk to Zegrzyński Lagoon) and Biebrza cannot be utilized
even by smallest boats due to shallow transit depths, though they are formally classified as class Ia
waterways.
4.5.4
Inland waterway ports
Ports and inland waterway transhipment stations which are developing together with the growth of trade
based on river-bound transportation routes constitute the integral element of the inland waterway
infrastructure. The majority of currently exploited ports were built or rebuilt at the beginning of the XX
century. Some ports were modernized since then. The lack of proper repairs is the main cause of many
devastated constructions. General non-stationary transhipment equipment, is in many cases outworn and
of low capacity.
The inland waterway ports are owned by inland waterway shipping companies or riverside
municipalities who rent them to parties interested in them.
The most important inland waterway ports where reloading operations are performed include:
on the Vistula-Oder Waterway: Kostrzyn, Krzyż, Ujście, Czarnkowo and Bydgoszcz,
on the Vistula River: Chełmno, Grudziądz, Toruń i Tczew,
on the Warta River: Poznań,
on the Nogat River: Malbork.
On the Oder River Waterway 19 ports are operational. The most important ones on the Gliwicki Canal
include two ports operating in Gliwice and Kędzierzyn-Azoty, while on the canalized upper section of
the Oder River, they include Koźle, Opole and Wrocław.
The Gliwice port is the most modern inland waterway port in Poland (Table 7).The port is composed
of three basins: coal, fuel and general cargo. There is a vast manoeuvres-halting roadstead as well as a
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container terminal. The yearly transhipment capacity of the port is about 2.5 million tons. The port
development plans are connected to the Silesian Logistic Center S.A.10
Port’s name
Gliwice
Kędzierzyn –
Azoty
Kędzierzyn –
Koźle
Metalchem
Opole
Opole
Port’s
localisation
Gliwicki Canal
the 39,3241,20 km
Kędzierzyński
Canal the 5,6
km
Oder the 98,1
km
Oder the 143,3
km
Oder the 154,7
km
Length of
reloading
quays. [m]
Storage
yards area
[m2]
Storage capacity
[thou. ton]
Communication
infrastructure
3040
27300
150 coal and culm,
25 iron ore
Road and
railway
265
105000
60 fertilizers
Road and
railway
3125
48130
300 coal and culm
97
2500
steel project cargo
230
8500
Wrocław –
Port Miejski
Oder the 250,0
km
1720
40000
Wrocław –
thermalelectric
power
station
Miejski Canal
the 6,8 km
150
48400
30 coal; 15 building
materials
150 coal and culm;
100 natural
aggregates
800 coal
Road and
railway
Road and
railway
Road and
railway
Road and
railway
railway
Source: own study on the basis of: Załącznik Nr 1 do Rozporządzenia Rady Ministrów z dnia 7 maja 2002r. w sprawie klasyfikacji
śródlądowych dróg wodnych (Dz. U. z 2002 r., nr 77, poz. 695).
Table 7: Technical-operational parameters of the ports on the Gliwicki Canal and the canalized upper section of the
Oder River
The Kędzierzyn-Azoty port contains one basin with a vertical quay, slope and turning area that
constitutes a roadstead at the entrance to the port. The yearly transhipment capacity of the port is
estimated at 150.0 thou tons. Further development of the port depends on the privatization and
improvement possibilities of the Oder River Waterway‘s exploitation parameters.11
The Kędzierzyn-Koźle port is owned by the city and is the largest inland port on the Oder River.
Currently, the yearly trans-shipment capacity of the port is 1.0 million tons, while in 1938 it reloaded
3.9 million tons. The technical condition of the port are poor. The municipality, as the owner of the
port, plans to create a logistics center there.
10
Internet site of the Silesian Logistic Center S.A.: www.scl.com.pl
11
Internet site of the Nitric Plant ―Kędzierzyn‖: www.zak.com.pl
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The “Metalchem” port in Opole has one basin. The yearly trans-shipment capacity of the port is
estimated at 65.0 thou tons. The technical condition of the transhipment quay is good. There are no
infrastructural investments foreseen for the port in the near future.12
Opole (Zakrzów) port is owned by ―Odratrans‖ S.A., the largest Polish inland waterway carrier. The
port consists in one basin. Its yearly transhipment capacity is estimated at 120.0 thou tons. The technical
condition of the quay is good but the port basin is silted which limits its depths. The further
development of the port includes future infrastructural investments, included in the ―Odratrans S.A.
development strategy‖. 13
Municipal port Wrocław, with one basin, is owned by ―Odratrans‖ S.A. and managed by ―Odratrans Porty‖ S.A., the same company that manages the port in Opole. The yearly transhipment capacity of the
port is estimated at 900.0 thou tons. The technical condition of the port is good. Once again, the port‘s
development plans depend on the development plans of ―Odratrans‖ S.A. as determined by the
exploitation parameters of the Oder River waterway.14
Additionally there is a transhipment quay (255.0 km on the right bank of the Oder River , above the
entrance of the port) that is currently being used.
Until recently, the port co-operated with the Wrocław-Popowice port grounds which were sold in 2006
to a developer for housing investments and municipal services.15
Wrocław – thermal-electric power station port on the left bank of the Miejski Canal (km 6.8)
neighbours with the Municipal port Wrocław. It was built in 1964 to exclusively service the
transhipment of coal for the thermal-electric power station in Wrocław with yearly turnaround of up to
800 thou tons.
The major ports of the middle section of the freely flowing Oder River include: Malczyce, Ścinawa,
Głowgów, Nowa Sól and Cigacice (Table 8).
12
Internet site of ―Metalchem Serwis‖ Spółka z o.o.: www.metalchemserwis.pl
13
Internet site of ―Odratrans‖ S.A.: www.odratrans.com.pl
14
Internet site of ―Odratrans‖ S.A.: www.odratrans.com.pl
15
Internet site ―Żegluga śródlądowa – wczoraj, dziś, jutro‖: www.zegluga.wroclaw.pl
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Port’s
name
Port’s localisation
Malczyce
Oder the 305,0 km
1020
Ścinawa
Oder the 332,1 km
Głogów
Length of reloading Storage yards
quays. [m]
area [m2]
Public
Storage capacity
[thou. ton]
Communication
infrastructure
2300
45, coal and culm
Road and railway
120
4800
45, building materials
Road and railway
Oder the 393,3 km
200
4000
60, natural aggregates
Road
Nowa Sól
Oder the 429,8 km
400
2000
Road and railway
Cigacice
Oder the 471,8 km
544
8200
25, building materials
10, general cargo
Road and railway
Source: own study on the basis of: Lokalizacja i charakterystyka portów, przeładowni i nabrzeży Odrzańskiej Drogi Wodnej: Porty
Odrzańskie S.A. Opole 1997
Table 8: Technical-operational parameters of the ports on the middle section of the freely flowing Oder River
Malczyce port is owned by the Malczyce municipality and is operated by the ―Navatrans – Port
Szczecin‖ port company . It has two port basins. Its yearly transhipment capacity is 70.0 thou tons. The
port also has shipyard workshops equipped with shipways, which are operated by ―Malbo‖ sp.z o.o. in
Malczyce which builds barges for Dutch owners. In the ―Malczyce Municipality Local Development
Plans‖ approved in 2004, contain no infrastructural investments within the scope of port functions,
except for the construction of a kayak pier.
Ścinawa port is owned by the Ścinawa municipality and currently not used. It contains a basin and
does not have any transhipment equipment. The port has large reserves of terrain, which according to
the spatial development plan, will be used for its extension. However currently there is no entity
interested in its development.16
Głogów „Katedralny” port is owned by „Odratrans‖ S.A. It has one port basin. Its yearly transshipment capacity is 180.0 thou tons. In the investment offer of the Głogów municipality there are the
terrains between the Głogów Copper Foundry and the town which may be used to build a new port or to
extend the old one, among other proposals. In this way, the terrains could be used to service the
transhipment of copper ore in the frame of co-operation between the foundry in Głogów and the
German port in Eisenhuttenstadt.
16
Internet site of The Municipal Service: www.samorzad.pap.pl
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The port in Nowa Sól is owned by „Odratrans‖ S.A. It consists of one basin and a shipyard. Its yearly
transhipment capacity is 65.0 thou tons. Its improvement possibilities depend on the development plans
and financial condition of the company.
The Cigacice port is owned by „Odratrans‖ S.A. and the export-import company ―Trans-Roi‖ which is
the majority owner of the port. The port contains one basin. Its yearly trans-shipment capacity is 350.0
thou tons.
On the Polish side of the lower section of the Oder River there are no typical inland ports. The natural
aggregates mine in Bielinek (km 677.0 of the Oder River) is one of the major transhipment posts. It is
exploited by Szczecińskie Kopalnie Surowców Mineralnych S.A. The pit resulting from the excavation
of natural resources was flooded with water. This artificial basin covers an area of 13 ha with an
average depth of 20.0 m, and is used by inland waterway vessels as a shelter during the winter, great
rain or thawing snow periods.
Still no advantage has been taken of Elektrownia Dolna Oder S.A. (power station) in Nowe Czarnowo
which – despite the direct access to the Oder River – is not prepared to be serviced by inland waterway
transport.17
At the estuary of the Oder River there is no inland port, it is an administratively excluded structure. The
shipping is mainly conducted with the use of quays and equipment of the ports in Szczecin and
Świnoujście as well as in industrial works transhipment stations.
In the Oder River estuary area, there are several enterprises which own or use the infrastructure
enabling waterside transport, that are or may be serviced by inland waterway shipping. The largest and
best adapted company being serviced by barges is Zakłady Chemiczne ―Police‖ S.A. (chemical plant).
Other such enterprises include the around-port industrial works, thermal-electric power stations, hydro
technical construction companies, ship repair yards and transhipment posts belonging to shipping
companies themselves. The superstructure potential of the aforementioned industrial transhipment posts
is diversified and characterised by large reserves of transhipment capacity. The stationary transshipment equipment is allocated around the port industry works or thermal-electric power stations. It is
in general, technically and technologically obsolete. The specific characteristic of the majority of
industrial transhipment posts is their unsatisfactory technical condition.
17
A similar situation relates to Elektrociepłowani Opole S.A. (thermal-electric power station) in Czarnowąsy close to Opole.
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Within the area of the Oder River estuary the inland waterway vessels perform transportation services
using small sea ports located there. Based on the natural geographical location, small ports and jetties of
the Szczeciński and Kamieński Inundations can be divided into the following spatial groups:
the limits of the Szczeciński Inundations and Odrzańska Brook with ports of Nowe Warpno,
Podgrodzie, Trzebież, Gunica and Stepnica;
the Dziwna River narrow with the ports of Dziwnów, Kamien Pomorski, Sierosław and Wolin;
the Świna River narrow with the ports of Wiek, Wapnica, Lubin, Przytorze and Karsiborz.
Due to their location, equipment and performed functions, the small ports of Nowe Warpno, Trzebież,
Stepnica, Dziwnów, Kamien Pomorski and Wolin have the largest development possibilities (Map 19).
Source: own study
Map 19: The Oder River Estuary Ports
In the small sea ports, there are no formal managing entities – the ownership function, in relation to the
territory is carried out by the municipalities and State Treasury, represented by the Director of the
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Maritime Office in Szczecin. The only fully municipalized (in 1991) port in the Oder River estuary is
the Stepnica port. The State Treasury maintains full possession rights of the port water areas, entirely
excluding the municipal authority.18 The development state of the port is diversified. The number of
quays differs from 4 in Stepnica to 15 in Trzebież and Dziwnów. Despite the fine technical condition,
these are quays can manoeuvre only small weights (below 2.0 tons/m2) which limits their transhipment
capacities.
The ports that have a more developed infrastructure, not limited to the exclusive presence of quays
includes port basins (Dziwnów, Stepnica, Kamien Pomorski and Trzebież), breakwaters (Dziwnów and
Trzebież), laying and fishing piers (Dziwnów, Kamień Pomorski and Trzebież), turning area (Stepnica)
and mooring dolphins (Dziwnów and Trzebież), .19
One can generally assume that in good technical conditions there are infrastructural elements of small
ports which were built or rebuilt in the postwar period and are currently operational. The super
structural potential of those ports is rather small and its single elements are usually owned by their
direct users. Because of small cargo turnaround from some of those ports there were discharging cranes
removed in the past (eg. in Kamień Pomorski).
Larger storage grounds exist only in Wolin, Trzebież and Stepnica. In Kamień Pomorski and Wolin
there are old but still technically fit grain elevators with capacity of 2˙187.0 and 2˙495.0 tons. The first
one is not equipped with transhipment installations on the waterside and is only serviced by rail.
Warehouses and workshop buildings are usually located on the port areas of fishing bases and serve
only those companies who own them. In two ports there are fuel and lubricant stations (Trzebież and
Dziwnów), rail side-track (Kamień Pomorski – but the tracks do not reach the quays) and in all of the
slips for hoisting boats. Yachts are generally serviced only in Trzebież where there is a passenger quay
(same as in Nowe Warpno).
Inland fleet
In 2007 the fleet of Polish inland ships amounted to730 vessels, with total power of 107˙508 kW and
deadweight of 283˙022 t. (Table 9) In 2008 the fleet of Polish inland waterways owners counted 861
units with a total engine power of 102˙800 kW and a total deadweight of 280˙016 metric tons.
18
Ustawa z dnia 20 grudnia 1996r. o portach i przystaniach morskich (Dz.U. z 1977, nr9, poz.44).
19
Warunki funkcjonowania małych portów morskich wraz z zakresem odpowiedzialności państw za ich rozwój (na
przykładzie ujścia Odry). Pr. Zbiorowa. Polskie Towarzystwo Ekonomiczne. Szczecin 1990, p.82.
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The pushed system dominates among the three basic systems, while the motor barges are in second
place.
In 1990-2007 the total tonnage of the inland fleet and the number of vessels decreased by 54% and 59%
respectively. The inland shipping fleet that was built in the 1970‘s is technically obsolete. 98.1% of
pushers and 100% of motor barges are more than 21 years old, and have exceeded the theoretical period
of usage.
The currently exploited inland fleet was built at the turn of the 50-ties and 60-ties of the last century and
at that time it was one of the most modern fleets of Europe. The setback in the building of new units
occurred in the 1990s, caused by a decrease in expenditure investment which created, not only the
suppression of works on further quality changes in the technology of inland waterway transport, but
also a systematic drop in the number of the sailing units.
Shipping companies are heavily indebted due to the past credit that was granted for the purchase of new
vessels. Over the years, ship owners often decide to excessively exploit a number of vessels through an
increased level of repair and modernization of the vessel. In the end, generating higher costs, that are at
the root of the weak financial results of shipping companies.
The entire structure of the inland waterway transport services in Poland underwent dispersal after 1990.
Before the transformation of the political system, the inland waterway transport was performed by
seven national shipping companies. The two biggest being Odratrans S.A. (previously Żegluga na
Odrze) and Żegluga Bydgoska S.A., that were completely privatised within one capital group. The rest
of the companies were communalised or liquidated and on the basis of the latter, new private companies
were created. It is calculated that in Poland there are about 200 entities exploiting inland waterway
vessels (in many cases 1 vessel per company). They survived the period of political changes thanks to
the restructuring, privatisation of shipping companies and transfer of the fleet to the West European
transport market as well as thanks to marketing orientation and diversification of activities: aside from
traditional shipping services they perform port and repair services.
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year
index
%
Kind of vessel
1980
1990
1995
2000
2005
2006
2007
8:3
number
39
25
12
9
12
14
11
44.0
power [kW]
6˙340
4˙240
2˙543
1˙615
2˙056
2˙482
1˙733
40.9
number
386
386
327
236
221
233
242
62.7
power [kW]
99˙123
101˙520
89˙423
67˙387
61˙674
63˙232
66˙136
65.1
number
3331
319
172
105
107
98
95
29.8
moc [kW]
*
66˙100
39˙842
24˙869
30˙273
25˙966
24˙357
36.8
deadweight
[tw]
154˙000
147˙600
80˙752
49˙090
64˙570
55˙718
50˙250
34.0
number
1˙239
1˙018
565
387
431
471
279
27.4
deadweight
[tw]
535˙000
471˙000
271˙260
205˙155
217˙657
231˙451
232˙772
49.4
number
*
*
554
384
428
467
475
*
deadweight
[tw]
*
*
266˙887
204˙216
217˙219
230˙893
232˙214
*
number
98
57
56
81
99
105
103
105.1
power [kW]
*
*
11˙746
21˙764
13˙058
14˙694
15˙282
*
Passenger
places
17˙330
11˙167
9˙168
9˙439
8˙489
9˙528
9˙597
85.9
number
2˙093
1˙805
1˙132
818
870
921
730
40.4
power [kW]
*
*
143˙554
115˙635
107˙061
106˙374
107˙508
*
deadweight
[tw]
689˙000
618˙600
352˙012
254˙245
282˙227
287˙169
283˙022
45.7
Passenger
places
17˙330
11˙167
9˙168
9˙439
8˙489
9˙528
9˙597
85.9
Towboats
Pushers
Motor barges
Barges without their
own drive
Including pushed
barges
Passenger vessels
TOTAL
notations * – no data, tw – measured tones, kW – kilowatts
source: Author‘s own elaboration on the grounds of K. Woś: Kierunki aktywizacji … op.cit., s. 56. and Transport – wyniki
działalności w 2005r. GUS. Warszawa 2006, s. 179-180. Transport – wyniki działalności w 2006r. GUS.
Warszawa 2007, s. 190-191. Transport – wyniki działalności w 2007r. GUS. Warszawa 2008, s. 187-189.
Table 9: Changes in the structure of the inland fleet in Poland in the years 1980 – 2007
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Inland Waterways: Slovenia
Slovenia can be characterized as a country rich in rivers as there are 59 rivers flowing across its territory
which measures just around 20.000 km2. The total length of the rivers is around 2˙500 km. The majority
of the rivers (around 80%, which comprise 65% of the total river length) rise and flow on Slovenian
territory. The remaining Slovenian rivers (around 20% of them) may be classified as cross-boundary or
international rivers. They are the longest Slovenian rivers and comprise 35% of the total rivers length.
Two of the most important rivers in Slovenia with navigation potential are the Sava and Drava. The
Sava River is particularly important in the development of commercial navigation.
4.6.1
Sava River
4.6.1.1
Characterization
The Sava River is the longest Slovenian river which rises in Slovenia. It is 945 km long and flows
through 4 countries (Slovenia, Croatia, Bosnia and Herzegovina, and Serbia), connecting 3 capitals of
these countries, Ljubljana (Slovenia), Zagreb (Croatia), and Belgrade (Serbia), while Sarajevo (Bosnia
and Herzegovina) also belongs to the Sava River Basin (Map 20). The Sava River is the third longest
and largest discharge tributary of the Danube River.
Source: Pre-Feasibility Study for Rehabilitation and Development of the Sava River Waterway
Map 20: Sava River riparian states
The Sava River basin, with the area of 97.713 km2, covers considerable parts of Slovenia, Croatia,
Bosnia and Herzegovina, Serbia, Montenegro and a small part of the Albanian territory (Map 21).
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Source: http://www.zrs-kp.si/SL/Center%20za%20JVE/zemljevidi.htm
Map 21: Sava River Basin
The Sava River became, after disintegration of Yugoslavia (SFRY) an international river, shared by the
states originally part of the former SFRY (Slovenia, Croatia, Bosnia and Herzegovina, and Serbia)
territory. Following the new circumstances and based on the need for regulation of the Sava River
Basin, the Sava Commission (International Sava River Basin Commission) was established in 2002, by
the Framework Agreement on the Sava River Basin signed by the riparian countries. The Agreement
entered into force in 2004. The Sava Commission was established for the implementation of the
Agreement and realization of the mutual goals:
establishment of the international navigation regime on the Sava River and its navigable
tributaries
establishment of sustainable water management
undertaking measures for prevention or restriction of danger, as well as elimination of the
hazardous impacts of floods, ice, draught and accidents involving substances having negative
impacts to waters.
4.6.1.2
Navigability
The Sava River is an international waterway of great importance to the Croatian, Bosnia and
Herzegovina and Serbian economies, while for the Slovenian economy, considerable positive effects
can be foreseen in the future.
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It is navigable for 593 km, from its confluence with the Danube in Serbia (km 0.0) to Sisak (Croatia).
Smaller vessels can navigate upstream to Zagreb, but there are plans for river rehabilitation, so that it
can become fully navigable. The river is open for international flows and conditions with regards to
available depth, it varies in accordance to meteorological circumstances. From Ńamac (km 305.7) to the
confluence with the Danube in Serbia (km 0.0) the Sava River is classified as a Sava Commission
Classification (or SCC) Class IV waterway (theoretically accessible for vessels up to 1.500 tons),
although at present it is not completely accessible to vessels SCC Class IV, on several sections up to
Sisak the classification descends to class II (vessels up to 630 tons) between Sisak and Rugvica
(Zagreb).
The detailed survey20 indicated that there is at present a navigable fairway of modest quality on the Sava
River between Sisak and Belgrade, while the overall navigation conditions are rather poor. Due to the
physical parameters of the Sava River unfavourable navigation conditions are related to: limited draft
during long periods, limited width of the fairway, sharp river bends limiting the length and width of
vessels and convoys. Other identified considerable problems for navigation include: limited width under
bridges, insufficient marking, sunken vessels or objects.
4.6.2
Commercial traffic
Total commercial traffic on Sava River (excluding sand and gravel operations) reached 408˙000 t in
2007, of these, 241˙000 t were imports (unloading) and 167.000 t exports (loading). Containers are
rarely or not transported at all via Sava River, generally they are transported by means of rail and road
transport. The routing of this cargo is mainly via the Adriatic ports of Ploče (Bosnia and Herzegovina)
and Rijeka (Croatia) and from the Danube port of Budapest.
The traffic forecasts show that, after upgrading the Sava River to Class IV or Va, the volumes in 2012
are expected to reach 3.5 – 7.9 million tonnes, and are likely to increase to 6.1 – 15.3 million tonnes in
2022 and 7 – 18.7 million tonnes in 2027 respectively.21 The traffic growth is to be attributed to
combined performance of all Sava River ports. Traffic volume forecasts for 2027 per major sections is
presented in Map 22.
20
Pre-Feasibility Study for Rehabilitation and Development of the Sava River Waterway, Witteveen+Bos in association with
NEA and CRUP, 2007
21
Action Plan for the Rehabilitation to SCC Class Va of Sava River, section Belgrade – Sisak, Pacific Consultants
International, 2008
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Source: Action Plan for the Rehabilitation to SCC Class Va of Sava River, section Belgrade - Sisak
Map 22: Sava River traffic volume forecast for 2027
Potential for commercial traffic in Slovenian section of the Sava River
The potential for commercial navigation on Sava River in Slovenia – i.e. sector between Breņice
(Slovenia) and Zagreb (Croatia), can be estimated based on results of the investigation of potential
volumes river traffic could capture on the that river section. In case of Sava River rehabilitation
between Breņice (Slovenia) and Zagreb (Croatia) to the same classification level as downstream, an
assessment, based on analysis of transport demand between Slovenia and Croatia, of the cargo volume
can amount to 1,83 million tons (the estimate includes rail and road transport potentials, while the
demand is expected to continue past Zagreb as the transhipment of cargo for Breņice - Zagreb trip is
seen as impractical).22
4.6.3
Future Plans
Sava River rehabilitation between Slovenia and Croatia and Cargo port development on the Sava River in Slovenia
The plans to develop a river port on the Sava River on the Slovenian – Croatian border if the
navigability of the river is assured from its confluence with the Danube (Serbia) to the Slovenian –
Croatian border exist in official documents23. Development of the river port would enable Slovenia to
open, and in particular the Ljubljana region, to commercial traffic along Sava River.
22
Ibidem
23
Ordinance on Spatial Planning Strategy of Slovenia, Official Gazette of the Republic of Slovenia, No. 76/2004
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The results of the studies24 about the possibilities of extending commercial traffic upstream Sisak, to
Slovenia, show that under certain (favourable economic) conditions, the potential for developing a river
port in Breņice could exist. Detailed throughput forecasts for a new port in Breņice are presented in
Table 10 below. Only under the high economic scenario, results indicate a potential Breņice activity of
around 1 million tons, but considerably less under other growth scenarios. If an industry benchmark is
accepted, 500˙000 tonnes per year are required to support any sort of port, than the justification for
implementing a commercial cargo-based port at Breņice becomes highly questionable.
Year
Economic
scenario
2012
2017
2022
2027
Low
100
150
180
210
Medium
210
300
370
440
High
450
690
870
1.060
Source: Action Plan for the Rehabilitation to SCC Class Va of Sava River
Table 10: Throughput forecast (in 1000tons) for the new port of Brežice
Source: Feasibility Study and Project Documentation for the Rehabilitation and Development of Transport and Navigation
on the Sava River Waterway; Environmental Impact Assessment Report
Map 23: Sava River section between Brežice (Slovenia) and Sisak (Croatia)
The feasibility of extending commercial traffic upstream Sisak (Croatia) also to Slovenia becomes also
questionable in view of costs. The total investment costs for the rehabilitation of Sava River upstream
Sisak (section Sisak – Breņice with the total length of 125 km; see Map 23) to Class IV waterway,
24
Action Plan for the Rehabilitation to SCC Class Va of Sava River, section Belgrade – Sisak, Pacific Consultants
International, 2008
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constitute a total investment between €322 million and €412 million, which is much higher compared to
the figures for rehabilitation of the river downstream Sisak (from 270% to 290% higher costs than
downstream, while the benefits represent between 2.4% and 3.3% of these generated downstream
Sisak).25
Although the traffic forecasts, costs and benefits analysis carried out indicate that the introduction of
commercial navigation upstream Sisak is economically and financially not feasible at the moment, there
is substantial nautical tourism potential on the Slovenian section of the Sava River that calls for the
appropriate infrastructure to accommodate high-order nautical tourism by means of locks for the
planned hydroelectric dams and guaranteed Class II or Class III navigability, and at the same time loworder commercial services could also be possible.
26
And such a development approach, focusing on
water–based tourism development, is also accordant with the Sava River Waterway Transport System
(SRWTS) concept which is presented in Figure 1. The SRWTS divides the Sava River into two
principal sections, the first section devoted principally to commercial activities and the second section,
where traffic could be developed as well as water-based tourism activities.
The Sava River Waterway Transport System also represents a part of the integrated multimodal
network, connecting IWW to road and rail sections of the TEN-T Corridors V and X as well as to
maritime corridors, covering the area from the Northern Adriatic area to the Balkans. The concept of
this network is presented in Figure 2.
Independently of the economic and financial feasibility, structural complications make such
development complicated because Slovenia depends upon the willingness of Croatia to open the stretch
Slovenian – Croatian border to Sisak for navigation, a stretch with various bottlenecks (bridges, sills)
and uncertainty regarding the construction of several hydroelectric power plants.
25
NEA and CRUP, 2007
26
NEA and CRUP, 2007
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Source: Action Plan for the Rehabilitation to SCC Class Va of Sava River, section Belgrade – Sisak
Figure 1: Sava River Waterway Transport System
Source: International Sava River Basin Commission (http://www.savacommission.org/publication)
Figure 2: Sava River as part of integrated multimodal network
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Based on the information presented above, the Sava River section between Sisak (Croatia) and Breņice
(Slovenia) is of great importance, above all for the development of tourist and recreational navigation,
while re-establishing conditions for the development of commercial traffic (upgrading to at least SCC
Class IV waterway) does not prove to be a sufficient economic justification at the moment.
The basis for further planning activities and development of river navigation in Slovenia is defined in
two primary official documents:
Ordinance on Spatial Planning Strategy of Slovenia, Official Gazette of the Republic of
Slovenia, No. 76/2004
Act Ratifying the Framework Agreement on the Sava River Basin, Protocol to the Navigational
Regime to the Framework Agreement on the Sava River Basin, Agreement on the Amendments
to the Framework Agreement on the Sava River Basin, Protocol on the navigation Regime to the
Framework Agreement on the Sava River Basin, and the Official Gazette of the Republic of
Slovenia, No. 19/2004.
The inclusion of Slovenia in the IWW network is, above all, of long-term and strategic character.
Although without identifying large economic effects (at the moment) these activities are important also
from the point of view of the development of trans-European transport logistics connections in the
Western Balkans area, which identifies the activities also as of international economic and political
importance.
5 Legislative area and programmatic context
5.1
Czech Republic
The concept of modernization and development of waterways is dealt with at the level of the Czech
Government and the Ministry of Transport in the following documents:
Program of support to development of waterway transport until 2005 (1996)
Proposal for the development of transport networks in the Czech Republic until 2010 (1999)
Transport policy of the Czech Republic for 2005-2013 (2005)
Policy of land development of the Czech Republic 2008 (passed in 2009)
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The following documents are decisive in relation to funding of waterways and time schedule of
projects:
Support to the development of waterways (1997) – program No. 327 520 within the scope of
state budget of the Czech Republic (Ministry of Finance) – from 1.7.2000 within the scope
of the State fund of transport infrastructure
Development and modernization of waterways and ports (2005) – program No. 227 520
within the scope of the State fund of transport infrastructure
Schedule and financial provision of implementation of the Proposal for the development of
transport networks in the Czech Republic until 2010 (2001)
Schedule of construction of transport infrastructure in 2008-2013 (2007)
The co-funding of the development of waterways in the Czech Republic by means of the European
Union is dealt with within the following programs:
Infrastructure Operational Program (2004)
Transport Operational Program (2007)
The most significant goal following the above stated documents is the completion of the Elbe-Vltava
waterway and provision of its reliable utilization by achievement of the recommended parameters that
were specified, besides the AGN Agreement, also by the Regulation of the Ministry of Transport of the
Czech Republic No. 222/1995 Coll. on waterways, navigation traffic in ports, common accident and
transport of hazardous goods, as amended.
The organizational component of the state – the Waterways Directorate of the Czech Republic with
registered office in Prague – is investor in the construction of waterways in the Czech Republic. The
Waterways Directorate (Ředitelství vodních cest = ŘVC) was established by the Ministry of Transport
and Communications of the Czech Republic (today: the Ministry of Transport of the Czech Republic)
on April 1, 1998. The basic subject of activity of the organization consists particularly in:
The preparation and management of the construction and modernization of portions of
significant transport waterways and other transport infrastructure along the waterways. The
management, maintenance and acquisition of other property needed for waterway maintenance
and management.
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The management, maintenance and repairs of newly established waterways and other property
needed for traffic on them and for their management and maintenance.
The exercise of owner‘s rights on behalf of the state to real estate constituting the newly
established parts of waterways.
The provision of documents for determination of concepts in the area of waterways and their
parts.
The coordination of big repairs with reconstructions and modernizations of different waterway
sections.
The state-owned enterprises Povodí Labe, Povodí Vltavy, Povodí Ohře, Povodí Moravy and Povodí
Odry (Catchment Areas of the relevant rivers), whose main activity consists in the management of state
property on surface waters and waterways in the specified territory, have some significance for
investment activity on waterways too. Their founder is the Ministry of Agriculture of the Czech
Republic. Those companies operate and maintain the riverbeds of water courses and the hydraulic
structures located along the waterways. Other activities include the maintenance of utilized waterways
significant for transport, marking and staking of fairways on the waterways. Particularly important is
the investment project of those state-owned enterprises focused on flood protection. To achieve this
goal, the river profile of the significant watercourses for navigation was deepened.
The financial resources for investments into waterways are the following in the Czech Republic:
State Fund of Transport Infrastructure (Státní fond dopravní infrastruktury = SFDI) – it
elaborates the budget based on the investment programs approved by the Ministry of Transport
of the Czech Republic each year. The budget is then approved by the Chamber of Deputies of
the Czech Parliament together with the state budget. Subsequently, the preparation and
implementation of the investments is provided by the Waterways Directorate of the Czech
Republic.
State budget – through the budget chapters of the Ministry of Agriculture or Ministry of the
Environment – particularly flood protection, small investment projects, further repairs and
maintenance of waterways is provided for. The budget is approved by the Chamber of Deputies
of the Czech Parliament within the state budget; subsequently, the investments are provided by
individual state-owned enterprises, Povodí (Catchment Areas) (5 in total).
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EU Funds – at present, through the Transport Operational Program, which are managed by the
Ministry of Transport of the Czech Republic.
The investment programs for the development of waterways are subject to a permit procedure at the
Ministry of Transport of the Czech Republic. Only then, can investors start the actual preparation of the
constructions (documentation for zoning and planning decisions, Environmental Impact Assessment –
EIA, documentation needed for issuing of a building permit).
At present the economic efficiency of the investment programs is assessed on the basis of the Operating
instructions for the assessment of the efficiency of investments on the waterways, issued by the
Ministry of Transport of the Czech Republic in 2005. The assessment is performed on the basis of the
Cost-Benefit Analysis, which covers:
(investment and operation) costs for the waterway to be built or reconstructed
direct socio-economic effects of waterway transport
savings from external costs of freight transport
effects on passenger and recreational transportation
benefits of direct employment
other benefits
Waterway investments in the Czech Republic after 2000
The length of the navigable waterways in the Czech Republic was not extended after the year 2000.
Following the floods of 2002, constructions related to flood protection (pools and protective ports) were
implemented on the Elbe. Those investments covered the ports of Mělník, Nymburk, Týnec nad Labem
and Roudnice nad Labem. Only the ports of Mělník and Děčín-Loubí were available for the
transhipment of oversized freights.
In 2007, the quayside of the Děčín-Rozbělesy port was modernized. The headroom of bridges was
increased to the European standard of 5.25 m on the Elbe. The railway bridge of Nymburk and the road
bridge of Poděbrady were reconstructed. The Nymburk project brought an increased headroom of the
bridge: from the original 4.30 m to 5.25 m. After the subsequent installation of the hoisting mechanism,
the possibility of increasing the headroom of the bridge to 7.0 m is expected in the future; this is the
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target parameter on the whole Elbe. The project is worth 3.5 million EUR; 85 % of the amount comes
from EU investment funds.
The Poděbrady project brought increased headroom of the bridge from the original 3.90 m to 7 m. The
project is worth 5.3 million EUR; about 40% of the invested amount comes from EU funds. The
fairway, 5.3 km long, located in the Chvaletice – Přelouč section of the Elbe was enlarged. The
canalization of the Elbe to Pardubice, depends on the navigation conditions at Přelouč as is the case
with the 24 km long Přelouč – Pardubice section. The proposal for the construction of a navigation
canal of 3.2 km in length with a new navigation chamber was not accepted because the basic conditions
of protection for certain species and landscape elements were not guaranteed. The project to increase
the headroom of the Valy u Přelouče road bridge of was suspended in connection to this as well. If a
legitimate building permit is not issued, other solutions will have to be explored because the section of
the Elbe to Pardubice is a part of the TEN-T network.
Source of funding
until
2004
in
2005-2007
in
2008
Total
State budget
SFDI
European Union
Total
14.9
56.1
71.0
33.6
10.6
44.2
10.8
12.7
23.5
14.9
100.5
23.3
138.7
Table 11: Investments in the Elbe waterways until 2009 (mill. EUR)
In spite of the 138.7 million EUR already spent, the investment needed for completion of the Elbe
waterway is estimated at about 330 million EUR at present. Thus the original deadline for the
completion of construction before 2005 is shifted ahead by more than 10 years (horizon of 2015), for
financial and material reasons.
Further investments, related to the development of recreational navigation, were made. Since the end of
the Nineties, Baťa‘s Canal was reconstructed and modernized; 48 km of its original length of 52 km are
navigable, including 13 navigation chambers. In recent years, the Waterways Directorate of the Czech
Republic reconstructed several navigation chambers including automation of their operation and 9
docks in total. In 2009, two new docks – Napajedla and Kostelany nad Moravou were handed over for
utilization.
In 2008, the implementation of the canalization of the Vltava in the section of České Budějovice – Týn
nad Vltavou for class I navigation was started. After the future construction of the navigation chambers
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at the hydraulic structures of Slapy and Orlík, the Vltava waterway will be extended from Elbe to České
Budějovice.
5.2
Germany
Navigable inland waterways in Germany are governed by the federal Authorities, while waterways used
for sports or water supply purposes are under Federal State Law jurisdiction. With regards to Navigable
inland waterways in Germany, the Basic Law (Bundeswasserstrassengesetz) of 1968 still applies,
although it has been amended many times.
A Federal Directive of March 1998 provides subsidies and grants for the construction of combined
transport terminals in ports. A budget of €36 million was allotted for trimodal terminals, including rail
road and inland waterway network transport connections, with an emphasis on wet transport. Germany
is in line with other European countries where the exploitation of inland waterways for the following is
concerned:
Container transport
Dangerous goods transport
Recycled products and waste transport
High dimension items transport
Various inland waterway investment and maintenance plans are or have been running during the past
few years:
The Federal Transport Infrastructure Plan (BVWP) 1992 – 2002
The Federal/ERDF (European Regional Development Fund) Budget 2000 – 2006
The ―Anti-Congestion‖ Budget
The ―Future Investment Programme‖ 2001 – 2003
The New Federal Transport Infrastructure Plan 2001 – 2015
The Federal Traffic Infrastructure Plan (Bundesverkehrswegeplan) drafted in 2003 contains the
following works that must be performed on German inland waterways divided by corridor.
Rhine Corridor:
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o Deepening of the Rhein-Herne-Kanal, Dortmund Ems-Kanal, Datteln-Hamm-Kanal
o Improvements of the river bed stability in the lower and middle course of the Rhine
River
o Construction of secondary lock chambers on the Mosel
o A series of small projects that include measures that were not concluded in previous
federal plans for traffic infrastructure
South – East Corridor:
o Deepening of the upper and Lower Main Course
o Consolidation of the Danube on the Strubbing-Vilshofen section (in accordance with
proposal A, that is strongly criticized by transport experts because retained insufficient
and ineffective for the resolution of the navigation problems)
West – East Corridor:
o Upgrade of the following waterways:
 Middle Weser
 Kustenkanal (completion of improvement works)
 Preservation of the current conditions on the Elbe – Lubeck Kanal
 Consolidation of the Oder – Havel Waterway
 improvements and consolidation works: VDE 17 (Verkehrsprojekt ‗Deutsche
Einheit‘ Nr. 17) connection Hannover – Berlin (Mittelland Canal / Elbe-HavelKanal / Untere Havel-Wasserstraße / Berliner Wasserstraßen)
Construction measures on the Saale River
5.3
Italy
Veneto Region has always paid special attention to the European Community‘s directions that represent
a vital nodal point for the region. The relations between territorial planning, regional and European
policies are the basis of regional law number 11/2004 (art. 2) on the governing of the Venetian territory.
This law places the coordination of the regional territorial dynamics with the national and European
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development as the fundamental finality persecuted by all the instruments of urban and territorial
planning. The PTRC: Piano Territoriale Regionale di Coordinamento - ―Regional Territorial
Coordination Plan‖ represents the strategic framework of reference for the integration of development
politics, conducted at the regional, national and European level with territorial impacts. The regional
plan supplies a set of guidelines for regional sector planning. The PRTC allows provinces and
municipalities to define their own social-economic programs, turban and territorial plans, identifying
measures and interventions that will improve the local territory and develop its endogenous potential, in
the opportunities framework offered by the regional, national and European community‘s policies,
alongside the local development strategies.
With regards to Veneto Region‘s role in European context, one must remember that, it occupies a
geographical ―hinge‖ position between the Padana area and the central-eastern European and Balkan
countries and represents a fundamental reference point; a crossway between the Adriatic and Middle
East Mediterranean areas. Following the recent enlargement of the EU, the centre of the European area
shifted east, Veneto Region assumed a more central position with respect to the new European Union
borders: with respect to its physical distance from the border, and its role as ―exchange gateway‖ with
the east and south of the world.
Veneto Region, with Regional Council act n. 372 dated 02/17/2009, adopted the new Piano Territoriale
Regionale di Coordinamento (PTRC – Regional Territorial Coordination Plan). Regional law n.11
(articles 25 and 4) dated April 23, 2004. The composition of the PRTC is governed by regional law n.
11 dated April 23, 2004: ―Regulations for the government of the territory‖.
The logistics theme is also discussed in the PTRC at Regional level. While at provincial level, the Piano
Territoriale di Coordinamento Provinciale - PTCP (Provincial territorial coordination plan) is adopted.
The PTCP adopted in Rovigo provides for the realization of a concrete provincial logistics backbone,
focused on the interport and port areas located respectively in the Rovigo and Porto Viro areas. This
corridor represents the fundamental element that will jumpstart the Polesana economy linked to the
productive sector, coupled to the large regional hubs identified in the PTRC.
A port is a complex system that can be looked at under many points of view: first of all it is a link of the
logistics chain, the convergence junction of different modes of cargo movement: terrestrial, maritime
and river. It occupies a productive land settlement and thus necessarily subject to regulations. The
urban, legal, institutional and environmental problems are all aspects that assume a certain relevance.
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The Port of Levante, in particular, is located at the mouth of the Po, a precious and fragile ecosystem. In
this case, which is essentially of a port in its embryonic stage, the articulation of the problematic issues
is maintained, of the aspects that must be necessarily dealt with succinctly summarized, given the
constraints imposed by the disciplinary action on the extension of the present document, later on in
time.
Particular attention must be paid to the internal navigation, that is of ancient origin and tied to the
history and development of the Veneto Region. The advent of the first railway networks marked the
beginning of the decline in internal navigation, accentuated by the diffusion of the modern means of
road and airplane transport. Consequently the lagoon, lacual and river waterways represent the essential
backbone for commerce and communication, the necessary elements for the sustenance, economic and
social life. Over time these waterways were transformed to extraneous bodies, forgotten and confined,
with regards to the rivers and channels, within their banks and seen from a technical point of view as
insurmountable water barriers for the man who intends to approach them.
During the last decade, a new awareness enabled the recovery of this heritage from an environmental
and landscaping prospective. After the law Decree of the President of the Republic (DPR) 616/1977
came into force, the interventions of the Region and impulse given by the European Union to the
development of internal navigation allowed the recovery of some of the great navigational ways of
Veneto Region, adapting them to European standards of commercial traffic with works of improvement
and enhancement that continue today.
A greater effect than one produced by regional action, in this sector, can be gained through the
reorganization of the system of Venetian waterways disciplining and reuniting the administrative,
organizational and technical responsibilities concerning navigation. In the coordination framework of
the intervention, the interregional agreement with Piemonte, Lombardia and Emilia Romagna regarding
the Padana Waterway network is exemplary, that is:
The River Po from Casale Monferrato to the sea (including the 7 km of the Ticino, connecting
Pavia) – 485 km;
The River Mincio from Mantua to the Po River, including the inferior and mid rivers of Mantua
– 21 km;
The Fissero – Tartaro – Canalbianco – Po di Levante waterway – 119 km;
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The Ferrarese waterway – 70 km;
The Po – Brondolo Channel – 19 km;
The Litoranea Veneta from the Laguna di Venezia (the Portegrandi site) to the River
Tagliamento – 75.500 km.
With law number 380, dated November 29, 1990, the Padano Veneto waterway, including the navigable
lines mentioned above, was defined as being of relevant interest at a national level. Recently, the four
regions that signed the agreement, approved a joint text regulating signposting along the internal
waterways.
The main goal of the General Municipal Zoning Plan consists in the general architectural/ landscaping/
ecological requalification of the municipal territory and in the safeguarding of its valuable resources
through the retrieval and reuse of the urbanized zones, keeping the consumption of the territorial
resources at a minimum.
Specifically, the Porto Viro territory is regulated by a series of variously-articulated by-laws, depending
on the urban/construction settlement characteristics, directions contained in the zoning plan in relation
to the morphological characteristics at the period of urban settlement and on the goals of change or
conservation of the area.
Regarding the future production port area, the following laws apply:
Art. 23 – Zone D4 – Port Area
Including the areas destined to port activities articulated in relation to the specific destinations
and intervention methods. In the following subzones, these areas are identified with a specific
acronym in the General Municipal Zoning Plan cartography:
o D4A – Productive port Zone;
o D4B – Zone for services and equipment storage of the port;
o D4C – Port tertiary activities and services.
For all port areas whose scope is defined in the current variant, must respect the following
general regulations and the specific subzone regulations as well.
Productive Zones with activated plan in progress:
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The existing productive areas prior to the adoption of the present variant, on which there is an
implementation plan in progress, can be completed using the indexes, parameters and
conditions dictated by the implementation plan itself. Moreover, for the same areas, the use of
current general regulations and specifications is allowed as long as the established activities
and/or the activities that are being set up are related to the port‘s infrastructure and a new
municipal implementation to be drafted.
Traffic Zones:
These zones include the areas indicated with the appropriate symbols in the General Municipal
Zoning Plan, and destined to:
o Streets and roads including the carriageway and any relevant bands
Viability with mandatory trees and potential walking and cycling paths.
5.4
Poland
The development of the inland waterways transport in Poland is favoured by both internal and external
factors. The basic external determinants being attributed to the European commission:
Recognition on behalf of the European transport policy institutions of the importance of
integrating the European inland waterway network with the Polish inland waterways
Revitalization of inland waterway transport, through policies whose goal is the promotion of
inland waterway transport
The expectations towards the Polish inland waterways were, among others, described in the European
Agreement on Main Inland Waterway of International Importance (AGN) as elaborated in 1996 by UN
European Economy Commission‘s Internal Transport Committee27.
The AGN agreement is based on the assumption that inland waterway transport has a significant role in
the development of international transport, and thus the necessity develop a network of inland
waterways in Europe, arises. The European inland waterway network should be:
homogeneous (suitable for standard vessels and sets)
integrated with various river basins, thanks to canal and suitable coastal routes
27
K.Woś: Kierunki aktywizacji…op. cit. p.22
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able to handle the most important cargo streams, which in turn depend on a sufficient density of
inland waterways and on their cohesive development.
In the list of standards and parameters of the class E inland waterway network included in Blue Book 28
issued in 1998, on the basis of the AGN Agreement, there are three inland waterway routes running
through Polish territory including, namely:
E.30 – connecting the Baltic Sea with the Danube River in Bratislava; on Polish territory includes the
Oder River from Świnoujście to the Czech border
E.40 – connecting the Baltic Sea in Gdańsk with the Dnepr River near Chernobyl and further via Kiev,
Nowa Kachowka and Cherson with the Black Sea; on the Polish territory includes the Wisła River from
Gdańsk to Warszawa, the Narew River and The Bug River to Brześć,
E.70 – connecting the Netherlands with Russia and Latvia; on Polish territory includes the Oder River
from the exit of the Oder-Havel canal to the mouth of the Wisla River, Oder-Wisla waterway, from
Bydgoszcz – lower Wisla River, Szkarpowa and Wisła Gdańska Rivers.
To the list of waterways acknowledged by the UN European Economy Commission‘s Internal
Transport Committee as being important to the integration of the European inland waterways network,
the Polish waterways included were both the ones fulfilling the classification requirements and those
which as of today do not meet those requirements.
The recommendations towards the Polish waterways arising from the AGN agreement cover and
qualify them as:
strategic bottle neck – The Oder River on the section from Widuchowa to Szczecin
basic bottle necks:
o The Oder River on the section from Koźle to Widuchowa and the Gliwicki Canal
o The Wisła River on the section from Warszawa to Płock and from Włocławek to Gdańsk
o The Bug River on the section from Brześć to the Zegrzyńskie Lake
o The Żerański Canal from the Zegrzyńskie lake to the Wisła River
missing connection: the Oder-Dunabe-Elbe Canal
28
Z.Mikulski: Polskie drogi wodne wobec wymogów europejskich „Gospodarka Wodna‖ 2000, nr 6.
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Polish inland waterways that were similarly assessed by the Transport Infrastructure Need Assessment
(TINA), the group set up by EU in 1997 in order to co-ordinate actions connected to realization of the
priority infrastructural investments in the frame of the pan European transportation corridors. The TINA
1999 report stated that in Poland 1˙213.0 km of inland waterways and 16 river ports, including the
whole Oder River Waterway (from Koźle to Świnoujście), Wisła-Oder Waterway (from Kostrzyn to
Bydgoszcz) and the lower section of the Wisła River (from Bydgoszcz to Gdańsk), were considered
important inland waterway transportation routes. In 2001, the ports included in the TINA report were
verified by adopting as a criterion, the present cargo turnarounds as well as the 2010 forecasted ones.
Selected ports should exceed 30,0 thou a year; thus of the 16 ports initially included in the report, only
the following 6 remain: Gliwice, Kędzierzy-Koźle, Wrocław, Cigacice, Kostrzyn and Bydgoszcz.
The stimulation of the inland waterway shipping operations in Poland depends on the introduction of
technical progress, which consists mainly in:
Improving technical parameters of inland waterway,
replacement of the technically obsolete inland waterway fleet.
The improvement of the exploitation parameters should start with the waterways acknowledged in the
AGN agreement by the European transportation policy institutions as important to the integration of the
European inland waterways network. The Oder River Waterway is being modernized through the
realization of the ―Program for the Oder River – 2006‖ whose goal lies in adapting its parameters to
those of an inland waterway of international importance. In addition, one needs to introduce programs
for the modernization of the infrastructure of the lower section of the Wisła River and Wisła-Oder
Waterway.
In relation to the reconstruction of inland waterways infrastructure, currently in Poland the ―Program
for the Oder River – 2006‖ is being carried out. This program covers the modernization of the whole
Oder Waterway System. Among the tasks being accomplished:
Investments:
Continuation of the construction of the Małczyce stage
Reconstruction and repair of structures regulating the free flowing section of the Oder
River in the Warta River basin
Construction of the retention reservoir in Racibórz
Modernizations:
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Renewal of the Gliwicki Canal locks
Reconstruction of the small locks on the canalized section of the Oder River which
includes their expansion from 55.0 x 9.6 m to 125.0 x 12.0 m and the renovation of the
hydro technical buildings of the Wrocławski Water Node
Currently, an amendment of the ―Program for the Oder River – 2006‖ is being prepared, in terms of
cost, scope and timing (expected to be accepted by the parliament in 2010) with a new completion date
in 2020. It is also necessary to include the involvement of the German side in its realization, in order to
effectively conclude the border section of the Oder River.
The maintenance of the border section of the Oder River infrastructure is being performed on the basis
of a 1966-1972 concept which was created on the basis of the salvaged fragments of 19th Century
documentation and the infrastructure adopted after the War. It was then assumed that the government
needed to take up a new concept for the regulation of the river that would be adequate to current
transportation needs and technical knowledge. The German side, while planning the modernization of
the inland waterways infrastructure in the frame of the ―Federal plan for maintenance and development
of inland waterways‖, at first did not include the border section of the Oder River but included: the
development of the Hohensaaten-Friedichsthaler-Wasserstrasse Canal (HoFriWa) running parallel to
the border section of the Oder River as from Hohensaaten (km 667.2 of the Oder River) to the
Widuchowa area (km 704.1 of the Oder River and km 3.0 of the Zachodnia Oder River) .
The lack on unanimity between the Polish and the German administrations as to the necessity of
modernization of the border Oder River was the cause of differing positions as regards the layout of the
sea-river vessels shipping route from Schwedt (situated by the HoFriWa Canal) and the Pomorska
Inundation. Out of the six original variants of the shipping route only two were analyzed: one was
preferred by the Polish side and the other by the German side. During bilateral ministerial and expert
group meetings, the two administrations responsible for the border section of the Oder River worked out
a main agreement proposal that was to take the shape of a Polish – German agreement on the
maintenance of the border section of the Oder River which will combine the investment plans of both
countries was drawn up. The agreed solution, basically states that the Germans will, along their river
bank, join in the realization of the ―Program for the Oder River – 2006‖. Repair and renewal of the river
regulating infrastructure will be financed by each party on its river bank respectively and will be carried
out until 2025. By 2015 the adjustment of the shipping route from the port in Schwedt to the Pomorska
Inundation for sea-river vessels is planned, and will be fully financed by the German side. The
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connection just mentioned will lead via HoFriWa-Oder Zachodnia-Kluczowo/Ustowo crosscutRegalica-Parnica-Mieleński crosscut to the main Szczecin-Świnoujście fairway (Map 24). While the
plan and design regarding Dąbie Lake and the adoption of the shipping route for sea-river vessels on
Polish territory will be executed by the Polish administration responsible for the border section of the
Oder River.
Source: RZGW Szczecin
Map 24: Planned route for sea-river vessels
The creation of the Oder-Danube inland waterway connection is one of the recommendations of the
AGN agreement. The Oder-Danube canal is meant to constitute the southbound extension of the
existing Oder River Waterway and its construction may be seen as a way of completing inland
waterway network system in Central and Eastern Europe. The Oder River will constitute a
transcontinental shipping connection between the Baltic Sea and the Danube River basin. . In the 1970s,
this problem was in the scope of Swedish interests, that considered consignment storage on the Polish
shore of the Baltic Sea of iron ore destined for Ostrava and Austria. In the analysis done so far, the time
frame for the Oder-Danube waterway development was never specified. The development of the OderDanube canal on the section from Koźle to Ostrawa will significantly stimulate the entire Oder River
Waterway and simultaneously strengthen the position of the Central European Transportation Corridor
in the European communication system. Finally, it will improve the anti-flooding protection on the
Oder River.
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The lack of new investments and technical progress, especially in relation to improvement of the
exploitation parameters of the Polish inland waterways will lead to the further elimination of inland
waterways transport from the Central European transport system, focusing cargo transport on the
efficiently working rail and road transports and, as a result, preventing the realization of the EU policy
of cargo transfer from road to more environment friendly means of transport.
6 Traffic and freight market dynamics
6.1
Overview
In the European Union, the transport of goods via inland waterways is third to road and rail transport,
with more than 400 million tons per year.
This corresponds to 3.5% of the total mass of cargo transported in Europe in one year, or 125 billion
tkm, roughly equivalent to 6% of the market. Although in the 70s the importance of inland navigation
gradually decreased compared to the sharply increasing road transport. During the last few years there
has been a significant recovery, which will be increasingly evident in new EU countries such as
Romania and Bulgaria. The importance of internal navigation varies significantly within the European
Union.
On the basis of available statistics, it can be observed that demand for land transport in EU countries is
increasing at the same rate as gross domestic product. Generally, the economic growth of European
countries is significantly linked to high exports to Southeast Asia.
The development of internal navigation varies from state to state. There were significant increases in
northern France and Belgium, particularly when it comes to the transport of containers. The most
significant and relevant examples for 2005, show that inland navigation absorbed 14% of land transport
in Germany, 13.8% in Belgium, 3.5% in France and 28.66% in the Netherlands. In Italy the situation is
significantly different: the volume of waterways transport is around 0.1% of the total. Values barely
above zero are also found in Poland, with 0.8%, and the Czech Republic, with 0.16%. Navigation is
potentially one of the manners of transport best suited to intermodal nodes. It is likely to improve where
it is already part of a market, facilitated by the density of the network and the development of the
surrounding areas. It is clear that waterway transport is convenient for industries located near the water
courses, as there is no need in breaking the load, causing an increase in transportation costs. Many
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internal European ports were able to offer logistics solutions by becoming transportation nodes and
logistics platforms.
The improvement of intermodality can also be obtained by speeding up goods transfer at exchange
points, with the installation and use of effective modern logistics systems.
The transport volumes via inland waterways will be examined country by country through a series of
tables that will show the imports and exports of the single country distributed by country of
departure/arrival of the goods.
Country specific information:
Austria:
Import
Country
Export
in 1˙000 t
DE
303
548
HU
593
600
NL
1˙204
237
CH
-
-
BE
-
257
SK
1˙495
205
UA
1˙476
-
RO
464
107
Other
195
212
TOTAL
5˙731
2˙166
Source: Elaborated from tables present in O3.2.3 Key interconnections in the EU and extra EU
multimodal transport network
Table 12: Austrian Inland Waterways Import/Export in 2006
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Czech Republic:
Import
Country
Export
in 1˙000 t
GE
214
227
NL
25
22
BE
10
8
TOTAL
249
257
Table 13: Czech Republic Inland Waterways Import/Export in 2007
Germany:
Import
Country
Export
in 1˙000 t
NL
84˙048
35˙131
PL
1˙696
251
AT
592
564
CZ
320
255
BE
13˙048
15˙836
FR*
4˙810
2˙152
HU
1˙085
94
SE
10
72
GB
467
1˙221
Other
829
1˙954
TOTAL
106˙905
57˙531
*Transport volume amounts for Switzerland and France shown lacks data from the Rhine River
Table 14: German Inland Waterways Import/Export in 2008
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Poland:
Import
Country
Export
in 1˙000 t
AT
BE
2
NL
3
1
GE
340
1˙737
TOTAL
342
1˙741
Table 15: Polish Inland Waterways Import/Export in 2008
Freight transported by river in the Netherlands, Germany and Belgium amounts to 113 billion tkm (90%
of the total within EU countries). 40% of global inland waterway transport takes place in the
Netherlands, 14% in Belgium and12% in Germany. In the Netherlands, inland waterways are preferred
to roads for goods transport, seeing that waterway exceeds road traffic in this particular case.
NATION
ROAD
RAIL
INLAND WATERWAYS
AUSTRIA
CZECH
REPUBLIC
64,4
32,6
3
74,5
25,4
0,1
GERMANY
66
20,3
13,8
HUNGARY
69,2
25
5,8
ITALY
90,3
9,7
0
POLAND
SLOVAK
REPUBLIC
69
30,8
0,2
70,3
29,5
0,3
SLOVENIA
77,3
22,7
-
EUR 27
76,5
17,6
5,9
Source : Eurostat
Table 16: Modal split for freight transport in the country 2004 ( t x km in % )
Looking at annual growth (2003-2004), Hungary and Luxembourg recorded the largest increases of
their traffic, respectively 20% and 15%, while the EU average (excluding Poland and Belgium) is
13.9%. In Poland and the Czech Republic, internal transport was predominant, while, in other countries,
international transport was more significant, with the exception of Luxembourg where the majority of
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freight was in transit. Among the new member states, Romanian navigation is essentially dedicated to
internal transport, while Bulgarian navigation is international transport.
In the four most important countries for export via waterways (Netherlands, Germany, France and
Luxembourg) the amount of freight increased greatly in 2004. 82% of international inland waterway
transport passes through Belgium, Germany and The Netherlands. These countries have the highest
exports through waterways, exchanging 110 million tons with Germany and Belgium. As far as export
is concerned, Germany is an important destination for member states, receiving about 95 million tons of
goods, 78% of which comes from The Netherlands, 13% from Belgium and 6% from France.
It is difficult to attempt a classification of the goods crossing borders on inland waterways, and it is
especially difficult to try to draw specific country profiles. The reason for this is that member states
transport different groups of products in varying proportions. France has the largest share of agricultural
products and live animals, approximately 18% of total goods transported. In Luxembourg, the majority
of goods transported are minerals, construction materials and petroleum products. Agricultural products
and live animals are a higher proportion of goods in transit on inland waterways, than of either internal
or international transport. Petroleum products in transit constitute 35%, 17% and 35% of the good
transiting through, respectively, France, Germany and The Netherlands.
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Source: Eurostat , International Transport Forum, national statistics
Table 17: Inland Waterway Transport
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NATION
1
2
3
4
5
6
7
BELGIIUM
6612
11442 42067 4421
3
1194
FRANCE
10677 6835
28745 1550
0
ITALY
336
0
32
0
LITHUANIA
0
0
125
LUXEMBOURG
2617
3344
HUNGARY
THE
NETHERLANDS
2293
8
9
10
Public
11
12
13
14
15
16
12177 10723 7869
11450 59
98
14
203
0
1195
9538
4011
936
5739
50
92
4946
1394
0
0
152
140
0
10
26
0
0
0
0
0
0
0
0
0
0
0
1383
26
0
20
396
304
37
1036
2
192
1803
224
0
23
1400
492
115
1563
98
7047
3
1E+05 9313
121
3802
28237 2305
4913
13482 69
POLAND
93
1727
3187
44
9
88
14
587
49
625
FINLAND
0
0
0
0
0
472
0
0
0
GREAT BRITAIN
144
0
1593
195
0
8
670
10
0
18
19
12259 154
2
18516 10
139273
0
296
0
0
0
0
76004
0
0
0
0
0
0
0
695
0
0
0
0
0
0
0
0
126
0
0
820
0
0
0
0
0
14
9999
125
1
17
0
0
0
34
0
30
8410
48092 2
3193
0
13
0
0
96461 0
324141
11
9
0
0
0
0
0
0
0
2
6444
0
0
0
0
0
0
0
0
0
0
0
472
24
0
0
0
892
0
0
0
0
4
0
3540
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NST 2007 - division description
1
Products of agriculture, hunting, and forestry; fish and other fishing products
2
Coal and lignite; crude petroleum and natural gas
3
Metal ores and other mining and quarrying products; peat; uranium and thorium
4
Food products, beverages and tobacco
5
Textiles and textile products; leather and leather products
6
Wood and products of wood and cork (except furniture); articles of straw and plaiting materials; pulp, paper and
paper products; printed matter and recorded media
7
Coke and refined petroleum products
8
Chemicals, chemical products, and man-made fibres; rubber and plastic products; nuclear fuel
9
Other non-metallic mineral products
10
Basic metals; fabricated metal products, except machinery and equipment
11
Machinery and equipment n.e.c.; office machinery and computers; electrical machinery and apparatus n.e.c.;
radio, television and communication equipment and apparatus; medical, precision and optical instruments;
watches and clocks
12
Transport equipment
13
Furniture; other manufactured goods n.e.c.
14
15
16
Secondary raw materials; municipal wastes and other wastes
Mail, parcels
Equipment and material utilised in the transport of goods
17
Goods moved in the course of household and office removals; baggage transported separately from passengers;
motor vehicles being moved for repair; other non-market goods n.e.c.
18
19
20
Grouped goods: a mixture of types of goods which are transported together
Unidentifiable goods: goods which for any reason cannot be identified and therefore cannot be assigned to
groups 01–16.
Other goods n.e.c.
Source : 27/2009 — Statistics in focus – Eurostat
Table 18: Flow of goods in transit on the waterway by country group and the NST/R (1.000 tons)
The policy to promote inland waterway transport in Europe is encapsulated in the NAIADES Action
Program (2006-2013). The implementation of NAIADES is supported by the major trans-European
project, PLATINA, launched on October 1, 2008. The transport of goods via inland waterways is
environmentally friendly, and it can make a significant contribution to sustainable mobility in Europe.
The European Commission believes that its great potential must be better used in order to relieve
heavily congested transport corridors. The NAIADES action program, launched in 2006, comprises
numerous actions and measures to boost inland waterway transport. The program runs until 2013 and is
to be implemented by the European Commission, Member States and the industry itself.
In addition, on October 1, 2008, the European Commission launched the PLATINA project in a bid to
further boost the promotion of inland waterway transport by providing an effective platform to support
the implementation of NAIADES. The project, which brings together 22 partners from 9 European
countries, has received funding of € 8.5 million from the Commission.
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The European Commission is also promoting inland waterway transport through the Marco Polo
program, the European Union's funding program for projects which shift freight transport from the road
to sea, rail and inland waterways.
In the new member states of Bulgaria and Romania goods transport varies: in Romania the river is used
primarily for internal transport; while in Bulgaria for international transport. When it comes to goods
transported between old and new EU members, Romania‘s main partner is Hungary, followed by
Austria and Belgium. With these three countries Romania trades about 940˙000 tons of goods every
year (about 93% of all its international traffic). Bulgaria‘s main partners are Romania and Germany,
with trade of nearly 340˙000 t of goods per year (80% of its international transport).
Total EU business links by waterway transport amounted to €4.15 billion, almost 80%of which occurs
in four states (B, D, F, NL).
Transport via waterways is of particular transnational significance, as it constitutes more than half of
total transport on inland waterways within countries and 26 % of all freight transport within the EU,
while rail represents 14% of international transport.
Overall transport on EU waterways represents approximately 6% of total freight transport, while road
and rail are, respectively 72.2% and 16.3%. It must be kept in mind that only half of EU member states
are linked by navigable waterways.
Furthermore, EU enlargement has increased the importance of the Danube, both for its east-west
linkages as well as, together with the Rhine, the key connection between the Black Sea and the North
Sea, especially for container transport. The EU is promoting the use and improvement of waterways
through various structural programs.
6.2
Traffic and freight on Czech Republic’s inland waterways
The Prague – Hamburg route
The Elbe-Vltava waterway runs directly to Hamburg. It is currently loaded to a minimum along the
Czech Republic – Magdeburg section. The greatest limitation to the capacity of a transport route comes
in the form of canal locks, but there are none along the Střekov – Magdeburg section. Only insufficient
navigable depths are restrictive. It is therefore enough to examine the Czech section for the loading of
the transport route. According to information from the Federal Office for Hydrology, the German
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section before Hamburg is loaded to 39 % of full capacity given the load that will be achieved in 2015,
with anticipated reserve of 10.4 million tons per annum.
The theoretical capacity of the Czech section from Mělník to the state border is 42 million tons per
annum; this theoretical value is only attainable along the Mělník – Střekov section because the
following section is limited by insufficient navigation depth (even after the completion of the planned
shipping level). Therefore, the capacity of the Elbe in Germany is satisfactory and allows the output of
shipping transport to be increased ten-fold.
Traffic flows of goods during export from the Czech Republic on waterways (thousands of tons)
Years
Total
2000
613
2003
375
2004
253
2005
546
2006
378
2007
256
Traffic flows of goods during import to the Czech Republic on waterways (thousands of tons)
Years
Total
2000
482
2003
240
2004
299
2005
364
2006
336
2007
248
Source: Ministry of Transport
Table 19: Waterways Transport flows export/import from/to the Czech Republic
The table only shows vessels registered in the Czech Republic. Considering the shipping volume of
foreign vessels comparable with Czech vessels, then the loading of transport routes dropped from 31 %
in the year 2000 to 13 % in the year 2007.
The Prague – Rotterdam route
The analysis presented for the route to Hamburg applies to the Czech Republic – Magdeburg section.
The route turns off on to the Mittellandkanal beneath Magdeburg. This turn-off proceeds through the
―Rottensee‖ navigation system (canal lift and parallel canal lock). The Mittellandkanal is also fitted
with parallel canal locks. The whole waterway, is therefore, a high capacity waterway. According to
information from the Federal Office for Hydrology, in 2015 it will achieve a load level of up to 41 %.
The Prague – Bremerhaven route
The transport waterway to Bremerhaven has the same parameters as the route to Rotterdam. However, it
moves on to the Weser River in the city of Minden. This part of the route has only simple canal locks
and its capacity is only half that of the Mittellandkanal. None the less, according to information from
the Federal Office for Hydrology it will be loaded to a level of up to 18 % the load to be achieved in
2015.
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The Prague – Amsterdam route
The analysis presented for the route to Rotterdam applies to the Czech Republic – Magdeburg section
and the Mittellandkanal. The route turns off the Mittellandkanal at Utrecht on to the Amsterdam –
Rhine Canal. Brisk operation is evident on this canal, but it has no canal locks and so its capacity is
never over 40 %. The whole waterway is therefore a high capacity waterway. According to information
from the Federal Office of Hydrology it will be loaded to a level of up to 41 % the load to be achieved
in 2015.
6.2.1
Flow of goods
The flow of goods on the Elbe waterway were monitored using the following sources:
the yearbooks of the Ministry of Transport until 2007
Eurostat statistics
information from ČSPL a.s.
information from Evropská vodní doprava-Sped., s.r.o.
information from České přístavy a.s.
For the needs of this study, it makes sense to focus on transportation flows on the Elbe waterway in
terms of the shipping transport segment of the market. The Elbe waterway, along which continuous
shipping transport may be operated, currently takes into consideration the Elbe‘s water course from
river km 949.1 (Přelouč) to river km 726.6 (the state border with Germany) over a length of 222.5 km.
For the needs of this study, the values of foreign transport flows of goods are shown, that is, for the
import and export of goods to and from the Czech Republic conducted by vessels registered in the
Czech Republic and carriers who have a license for operating shipping transport for other parties. There
are currently around 26 shipping transport parties operating for other parties based on a valid license.
Around 20 of these meet the basic obligation imposed to them by the pertinent law of delivering basic
statistical data on the transport of goods to the Czech Republic‘s Ministry of Transport.
Shipping transport in the foreign navigation area is specific, in that until the accession of the Czech
Republic to the European Union, it was subject to international treaties concluded with the Federal
Republic of Germany (1988), the Kingdom of the Netherlands (1991) and the Grand Duchy of
Luxembourg (1992). The mutual assessment of transportation along the Elbe waterway was then
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regulated by the economic use of a draught of 1.4 m. The value of goods transported along the Elbe
waterway by foreign carriers (ship owners) could previously be monitored using data from the General
Customs Directorate. However, this information is no longer available since the elimination of customs
affairs on the border between the Czech Republic and Germany. Data ascertained by the operators of
these water resources is not taken into consideration, since the main foreign shipping transport is
conducted from the ports in Děčín and Ústí nad Labem, as in a section without navigation facilities.
Approximately 10 vessels carry out cross-border transportation to and from the Czech Republic under
the German flag, according to information from the Czech Republic‘s Transport Union. These are
mainly motor cargo vessels with an approximate maximum load capacity of 800 tons. The Czech
transporters‘ share in the immediate usable capacity is around 9%. The annual volume of transport
realized, with regards to its capacity and the fact that most transport is performed at the aforementioned
draught of around 1.4 m, amounts to some 50 thousand tons, which is approximately 7% of the total
cross-border transport realized by Czech carriers (ship owners).
The fluctuations in the foreign transport of goods to and from the Czech Republic shown in the
statistical section are influenced by the following factors:
unfavourable navigation conditions with regards to the low water level in the Elbe (from this
perspective the best conditions were in 2000 and 2001);
irregular demand for the export of cereals and import of foodstuffs, for example in the
staggering year of 2005, when shipping transport helped rail and road transport in ensuring the
transport of the given commodities of goods.
In assessing this mode of transport, the falling rate of transport across the Czech-German border must
be taken into account. On the one hand, it signifies an increase in the transport of third countries; an
increase of cabotage undertaken by Czech carriers. The result of this is a rising trend in international
transportation carried out by vessels registered in the Czech Republic
The transport flow of imported and exported goods to and from the Czech Republic are traditionally the
greatest with neighbouring Germany, with its ample network of waterways. As for France, it is
important to note that the Central European system of waterways to which the Elbe belongs is not fully
connected to the Western European waterway system that flows to France.
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Another fact on which attention must be focused in evaluating international shipping transport, is the
transportation of containers along the waterways. Just as shipping transport is necessary in the transport
of bulk articles (large and heavy items), ideal for the transport of containers. However, in monitoring
the higher involvement of carrying containers by shipping transport, the unguaranteed regularity of its
year-round operation, is notable. For these reasons the direct route for containers running from Prague
to Ústí nad Labem to Hamburg, established in 1993, was eventually closed. However, the transportation
of containers to Hamburg continues to rise and the possibility of realizing this via the Elbe waterway is
affirmed by the rising transport of containers via the Děčín railway station, as shown in the following
table.
THOUSANDS OF TONNES
2001
2002
2003
2004
2005
Děčín, goods in containers, import
1˙026
1˙161
1˙506
1˙709
1˙653
Děčín, goods in containers, export
898
1˙056
1˙166
1˙333
1˙525
Děčín, goods in containers, sum
1˙924
2˙217
2˙672
3˙042
3˙178
Source: Article written by Frantińek Ptáček: Technické a ekonomické podmínky a moņnosti přepravy kontejnerů po Labi (The technical
and economic conditions and possibilities of transporting containers on the Elbe), Proceedings 24, Plavební dny (Navigation Days
conference), October 2007
Table 20: Volume of transportation of containers carried via rail Děčín boder-crossing station
The table shows the total volume of transport (gross: thousands of tons per annum) of containerized
goods shipped by rail between 2001 and 2005 via the border-crossing station at Děčín. It is clear from
the table that the transport of containers by rail via Děčín during these five years rose by around 65 %.
6.2.2
Yearbooks of the Ministry of Transport
It is clear from statistical data that following a period of decline the past three years (2005 to 2007),
there has since been a growth in the transport of goods on inland waterways. Indeed there was a growth
of 14.6 % between 2005 and 2007. International transport has played a prominent role and the
increasing share of third country transport and cabotage.
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Total transportation of goods
(thousands of tons)
according to type of transportation
inland
project area
Public
2000
2001
2002
2003
2004
2005
2006
2007
1 906,8
1 910,1
1 686,2
1 276,7
1 274,7
1 955,6
2 031,8
2 241,7
635,3
750,4
760,3
558,0
621,2
685,2
418,8
630,4
1 271,5
1 159,7
925,9
718,7
653,5
1 270,5
1 613,0
1 611,2
of this: exports
621,6
515,2
417,5
375,3
253,3
546,1
377,5
256,3
imports
482,3
481,5
384,8
239,6
299,4
364,4
335,6
248,3
transportation in third countries
120,8
113,1
73,2
58,5
49,0
186,4
469,7
608,4
46,9
49,9
50,3
45,3
51,8
173,5
430,2
498,2
total international
cabotage
Source: transport yearbooks
Table 21: Goods transported on inland waterways (only vessels registered in the Czech Republic)
Source: CityPlan spol. s r.o. based on data from transport yearbooks
Graph 1: Goods transport along inland waterways in thousands of tons (vessels registered in the Czech Republic
only)
The previous table and graph contain information of imports and exports in third countries and
cabotage29. With regards to the Elbe waterway, the data of these items must first be cleared in order to
obtain actual data on the international transport conducted on the Elbe concerning the Czech Republic.
The data looks as follows:
29
Cabotage – transportation carried out by a carrier from one country in another country (the place of loading and unloading
lies within the territory of one country).
Transportation in third countries – transportation carried out by a carrier from one country in other countries (the place of
loading is in a different state to the place of unloading).
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2000
2001
2002
2003
2004
2005
2006
2007
Total transportation
of goods (thousands 1 739,2 1 747,1 1 562,6 1 172,9 1 173,9 1 595,7 1 131,9 1 135,0
of tons)
according to type of transportation
inland
635,3
750,4
760,3
558,0
621,2
685,2
418,8
630,4
total international
1 103,8
996,7
802,3
614,9
552,7
910,5
713,1
504,6
of this: exports
621,6
515,2
417,5
375,3
253,3
546,1
377,5
256,3
imports
482,3
481,5
384,8
239,6
299,4
364,4
335,6
248,3
Source: Transport yearbooks amended by CityPlan spol. s r.o.
Table 22: Goods transport on inland waterways in thousands of tons
Source: CityPlan spol. s r.o. based on data from transport yearbooks
Graph 2: Goods transported on inland waterways in the Czech Republic
The adjusted data offers an entirely different picture of transport on the Elbe. Whereas the output of
Czech carriers is rising in third countries and cabotage, transport in the Czech Republic itself is
decreasing.
In the overall context there was a drop in the quantity of goods transported on inland waterways (only
vessels registered in the Czech Republic) of almost 35% between 2000 and 2007. Only in 2005 there
was a temporary increase in transportation, but not even then, were the values for the year 2000
reached. The drop relates to the low water levels and the unreliability of the transport periods associated
to this. The critical point is the section of the Elbe before the state border with Germany, where the
threshold determining the economy of the transport is a minimum draught of 1.40 m.
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As ensued from previous sections, imports and exports to and from the Czech Republic on inland
waterways involve the following countries: Belgium, France, Germany and the Netherlands.
2000
2001
2002
2003
2004
2005
2006
2007
621,6
515,2
417,5
375,3
253,2
546,1
377,5
256,3
Cereals, fruit and vegetables, livestock, textiles,
other solid substances of plant or animal origin
35,2
22,9
87,3
195,0
20,1
292,8
150,8
87,5
Foodstuffs, animal feed, waste from foodstuffs,
oil plants, plant and animal oils and fats
301,2
219,3
131,8
46,6
102,7
109,9
72,1
73,7
Solid fuels
5,3
5,3
6,1
7,8
19,4
7,4
0,2
0,0
Crude oil, oil products and gas
0,0
0,0
0,0
0,0
0,0
0,0
0,0
0,0
Iron ore, iron, crude steel, non-ferrous ores and
scrap
27,0
3,3
8,4
2,3
0,9
1,9
0,3
3,1
Smelting products
51,3
38,6
24,4
24,7
11,0
17,2
30,3
12,4
Raw and processed minerals, cement, lime and
other building materials
21,7
6,5
2,9
6,0
3,8
5,1
5,9
1,4
Natural and chemical fertilisers
152,8
147,0
68,8
71,4
79,7
82,9
66,4
44,1
Chemicals taken from coal, asphalt, other
chemical products, paper stock and waste paper
2,8
0,5
1,7
1,8
1,2
5,7
23,9
11,4
Other products
24,3
71,8
86,2
19,7
14,3
23,0
27,6
22,6
Total
Source: Transport yearbooks of the Ministry of Transport of the Czech Republic
Table 23: Export of individual commodities from the Czech Republic on waterways in thousands of tons
Total commodity imports are declining over the past three years. The following commodities, showing
an increasing tendency, are the only exceptions – metallurgical products and iron ore, iron, raw steel,
non-ferrous irons, metal scrap.
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Source: CityPlan spol. s r.o. based on the Transport Yearbook data
Graph 3: Goods imported to the Czech Republic via waterways (thousands of tons)
Total
482,3
481,5
384,8
239,6
299,4
364,4
335,6
248,3
Cereals, fruit and vegetables, livestock, textiles,
other solid substances of plant or animal origin
121,5
106,3
63,2
8,5
1,7
12,9
80,0
2,1
Foodstuff, fodder, food waste, oil bearing
plants, plant and animal oils and fats
210,0
232,0
208,7
150,8
171,9
233,7
163,2
174,5
Solid fuels
3,4
2,1
1,0
0,0
0,0
0,0
0,0
0,0
Crude oil, oil products and gas
0,0
0,0
0,0
0,0
0,0
0,0
0,0
0,0
Iron ore, iron, raw steel, non-ferrous ores and
scrap iron
27,2
19,3
7,0
7,5
0,0
10,3
16,1
22,3
Metallurgical products
0,0
0,0
0,0
0,0
0,0
0,0
2,2
2,6
Raw and processed minerals, cement, lime and
other building industry products
69,2
71,1
71,9
49,5
53,5
59,0
58,4
36,8
Natural and chemical fertilizers
39,2
41,5
26,2
15,3
15,3
7,8
4,8
2,2
Chemicals made from coal, bitumens, other
chemical products, paper pulp and paper waste
7,7
6,9
5,1
5,5
50,7
38,4
6,8
1,7
Other products
4,0
2,2
1,8
2,5
6,4
2,3
4,1
6,1
Zdroj: MD
Source: Transport yearbook
Table 24:Import of individual commodities to the Czech republic on waterways (in thousands of tons)
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Source: CityPlan spol. s r.o. based on the Transport Yearbook data
Graph 4: Goods imported to the Czech Republic on waterways (thousands of tons)
The chart above shows that the greatest volumes of goods are transported to Germany (especially
Hamburg). Flows of goods to other countries are negligible. Unfortunately, container transport also
suffers from unstable navigation conditions on the River Elbe.
The following chart demonstrates the effects of poor transportation reliability on reduced volumes of
transported containers:
Source: Transport yearbooks
Graph 5: transport of containers in inland waterways
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Traffic and freight on Germany’s inland waterways
Germany is one of the top European countries, where inland waterway traffic is concerned.
Source: Federal Statistical Office www.wsv.de
Table 25: Freight transport on German inland waterways
Up to 240 million tons of bulk goods are transported per year via the German Federal waterways, which
amounts to between 60 and 65 billion tkm. This accounts for almost 90 per cent of the goods
transported by railway in this country or about 14 million lorry journeys. Moreover, some 1.5 million
twenty-foot equivalent units (TEUs) of containers are transported via inland waterways, which
corresponds to another 700˙000 lorry journeys.
This way, inland shipping makes a significant contribution to satisfying the industrial demand for
transport services, which are delivered on schedule and in a cost-effective and environmentally friendly
manner. German inland shipping and inland ports keep around 400˙000 people employed. Inland
passenger vessels, including river cruise ships, are also growing in economic significance.
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Source: 2009 Eurostat Year Book
Graph 6: Goods transport via inland waterways
As the Graph above shows, Germany is the second European country in the transport of goods using
inland waterways behind the Netherlands. In the period that goes from 2003 to 2007, there was a 13%
increase in the amount of freight transport using inland waterways.
The German Federal Statistics Office recorded a slight increase of 0.9%, which corresponds to 1.2
million tonnes, in the total volume of goods transported on inland waterways during the first 6 months
of 2008, when compared to the same period in 2007. The total amount of goods transported in the first
half of 2008 amounts to 1124.9 million tonnes. Container transport on German inland waterways
increased by 4.2% during 2008.
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2007
Products of agriculture, hunting, and forestry;
15417
fish and other fishing products
Coal and lignite; crude petroleum and natural gas
35178
Metal ores and other mining and
71372
quarrying products; peat; uranium and thorium
Food products, beverages and tobacco
11156
Textiles and textile products; leather and leather products
75
Wood and products of wood and cork (except furniture);
articles of straw and plaiting materials; pulp, paper and paper products;
4809
printed matter and recorded media
Coke and refined petroleum products
36550
Chemicals, chemical products, and man-made fibres;
22752
rubber and plastic products ; nuclear fuel
Other non-metallic mineral products
5469
Basic metals; fabricated metal products,
17422
except machinery and equipment
Machinery and equipment ; office machinery and computers;
electrical machinery and apparatus; radio, television and
758
communication equipment and apparatus; medical, precision
and optical instruments; watches and clocks
Transport equipment
1021
Furniture; other manufactured goods
233
Secondary raw materials; municipal and other wastes
12149
Mail, parcels
:
Equipment and material utilized in the transport of goods
1406
Goods moved in the course of household and office removals;
baggage and articles accompanying travelers; motor vehicles
2
being moved for repair; other non-market goods.
Grouped goods: a mixture of types of goods which are transported together
:
Unidentifiable goods: goods which for any reason cannot be identified and
10315
therefore cannot be assigned to groups 01-16.
Other goods .
2882
Total transported goods
248966
Source: Eurostat
Public
2008
16076
33783
71419
11084
63
4003
37945
21975
5230
16200
641
892
181
11982
:
1374
2
:
10106
2719
245674
Table 26: transport by type of Good on German Inland waterways (by thousands of tonnes)
In Graph 7 the container traffic in Germany for 2008 can be seen. The most significant part of the traffic
is represented by cross-border traffic, as can be easily seen, which reflects the importance of containers
for the transport of export goods.
The most important inland container ports in Germany, with the exception of Hamburg, are located on
the Rhine River: Germersheim, Worth, Duisburg, Emmerich, Koln, Mainz, Mannheim. Container transshipment at the port of Emmerich has increased significantly during the past years.
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During the first two months of 2009, there was a 23.2% drop in the total volume of container traffic on
German inland waterways, if compared to the same period of 2008. This is equivalent to a 10% drop in
TEU, (not considering empty containers) and a drop of 16.5% in the tons transported.
Source: Inland Navigation In Europe
Graph 7: Container traffic in Germany by mode
The significant reduction in cross-border traffic is largely due to the decline in the global economy.
6.4
Traffic and freight on Northern Italy’s inland waterways
The transport of goods in the Padano – Veneto waterway system takes place (as previously mentioned)
in five sections: on the Po from Cremona to Volta Grimana, on the downstream portion of the Mincio
below Mantua, on the Fissero – Tartaro – Canalbianco – Po di Levante, on the Ferrarese waterway and
on the Po – Brondolo – Venetian lagoon Canal.
The prevailing types of goods carried are fuel oil for power stations on the Po, now decreasing as a
result of the use of new pipelines and the switchover to gas, chemicals from the chemical industries of
Mantua, gas for storage facilities in and around Cremona, flour and grain for the ports of Mantua and
Rovigo, inert materials (feldspar, kaolin, clay and gravel) at the lower end of the Ferrara waterway and
along the banks of Porto Levante, from countries across the Adriatic, and occasionally exceptional
packages. There is also the internal transport of inert products linked to the processing and marketing of
sand originating from the Po alluvial areas.
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Quantities in recent years have varied between 2.5 and 3 million tons, of which about 2˙000˙000 inert
products from the Po. In this system, transport was, and still is, overwhelmingly and directly tied to the
industries and businesses located in the immediate vicinity of the waterway network.
2005(tonnes)
2006(tonnes)
Rovigo port
(way Fissero)
89.952 (flour-Cereals) s
Mantua port
(way Fissero)
Berths industrial
Mantua
(way Fissero and Po)
Berths industrial
Cremona
(way Po)
145.000 (chemical/oil)
(132.000 d; 13.000 s)
12.000 (Exceptional
14.000 (Exceptional transport)
transport)
81.752 (gas) s
Banchima
Pontelagoscuro
(way Po)
Berth Ostellato
(waterway Ferrarese)
s = up (to internal)
42.052 (gas) s
585 (Exceptional transport)
88.286 (gravel,clay) s
TOTAL 464.534
Private berths on the
Po (partial data)
152.000 (chemical/oil)
(141.000 d; 11.000 s)
1.570.410
96.000 (gravel,clay) s
TOTAL 481.933
1.534.480
d = down (to sea)
Source : ARNI della Regione Emilia Romagna - Azienda Regionale per la Navigazione Interna
Table 27: Goods transport on the Padano - Veneto waterway system
Over the past three years, transport over inland waterways has stabilized on goods typical of inland
transportation: liquid fuels, chemical products, flour and cereals, inert materials and/or construction
materials, exceptional packages. Increased traffic is also linked to the capacity of the market which
utilizes these goods for development. Starting container transport is more complex and linked to
logistics flows, which for the moment have limited intersections with the few industries located on
waterways.
The accreditation and the consolidation of inland waterway transport depends on the refinement and
improvement, already taking place, of the industrial and manufacturing sites located on the banks of the
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waterway network, and on the construction of new favourable links. Taking into account the location of
waterways or presence of water when planning the location of new production areas, where feasible, is
crucial to the increase of inland waterway transport as well.
6.4.1
Chioggia Port
Over the last twenty years, most of the goods that transit in the Chioggia port are primarily and
essentially made up of traffic carried out by conventional non-scheduled ships. The loads of goods that
use RO-RO carriers are relatively few. Port operators are, however, recuperating this kind of traffic as
they finally have the appropriate structures for the rapid handling and storage now offered by the port of
Val di Rio. Another interesting element to examine is the transformation of trade: from a prevalence of
goods for boarding, which characterized the first phase of the port's activities – until the mid – 1980s,
there has been a migration towards the predominance of goods being off-loaded, including bulk solid
masses.
From an analysis of the data regarding the last twenty years, the following significant facts emerge:
The stabilization of traffic around 1.3 million tons in the period 1980-1988;
The significant growth between 1989 and 1997, of traffic close to 2 million tons, albeit with
fluctuations;
The return in 1999 to values close to the maximum of the first part of the 1980s, and thanks to
the activation of Val from Rio, a trend towards firm recovery.
A determining factor for the strengthening of the traffic has been the ability of the shipping/maritime
agencies to develop into maritime carriers, filling the void of scheduled services that could have
guaranteed secure traffic. The shipping/maritime agencies added, to their regular function of goods
purchasers, that of hiring ships.
Freight traffic at entrance (landing)
Data regarding the last twenty years of port activity shows that imports constitute 60-70% of the total
movement. Three or four goods categories are present in constant quantities over 100˙000 t: flour, steel
products, cement and grains. Other types of goods are constituted, in some cases, of items that are
present only rarely, and, in other cases, consist of genres that are normally handled in less significant
quantities, though in some years they too, may constitute a high percentage of goods transported.
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Freight traffic outbound (boarding)
Starting in 1990, approximately 30-40% of the total movement through the port of Chioggia is
represented by exports.
Two categories of goods are significant: steel products and cargo. These two categories, always in
significant quantities, usually in excess of 100˙000 t, represent over 80% of goods processed
conventionally, excluding container goods. Other varieties of goods (wood, tiles, bulk liquid that is not
oil, fertilizer and solid fuel), though processed in small quantities, make the versatility of the port of
Chioggia evident, and the possibility of increasing the quantities of goods handled in the port itself.
Having solved the problem of a railway connection, the port of Val di Rio is now waiting for the
completion of the recalibration of the Po – Brondolo waterway to European standard, so that it will be
able to utilize the waterways towards the Po, at full capacity.
6.5
6.5.1
Traffic and freight on Poland’s inland waterways
Shipping operations of the inland waterways fleet
In 2008 the Polish inland waterway fleet carried 8˙109 thou tons of cargo, performed 1˙274 million tkm
thus showing a drop as compared to the preceding year of 1˙683 thou tons and 64 million tkm
respectively. That is mainly a result of the global economic crisis which affected the users of inland
waterway transport in Poland and Europe as well. National transport decreased from 4˙006 thou tons
and 145 million tkm in 2007 to 3˙672 thou tons and 157 million tkm in 2008. International transport
also decreased respectively from 5˙786 thou tons and 1˙193 million tkm to 4˙437 thou tons and 1˙117
million tkm. At the same time the average distance of carriage of 1 ton of cargo increased from 137 km
to 157 km. The extension of the average distance of carriage was not caused by an improvement of
navigation conditions on the Polish inland waterways but by a greater participation of Polish ship
owners in the transport of goods on West European transportation routes.
The cargo type and structure of goods carried by inland waterways transport, both in national and
international relations, raw and processed minerals, coal and briquettes dominate.
Inland waterway transport is performed on the Oder River, Vistula-Oder water route and sporadically
on some of the subsections of the Vistula River, namely between Kraków and Oświęcim, in the
Warszawa area and the Zegrzyński Inundation area, between Płock and Włocławek and down from
Bydgoszcz to the mouth of the river.
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The systematic decline of the navigation conditions on Polish inland waterways caused the following
effect: currently inland water transport is performed almost exclusively (apart from a few exceptions)
on the Oder River Waterway. However, the constant worsening of the exploitation parameters on the
middle section of the Oder River is creating a situation where in practice inland waterway transport is
exercised on the upper canalized section of the Oder River where stable transit depths (1.6-1.8 m) are
guaranteed and on the lower section of the river which has an additional water supply from the Warta
River in the area of Kostrzyn (the 617.6 km) and by the constant inflow of sea waters which is
noticeable even as far upriver as Bielinek (the 677.0 km).
The volume of shipping movement on the middle section of the Oder River is reflected in the analysis
of the vessel lockage at Brzeg Dolny, for example on the last stage of the canalized Oder River (Table
28).
year
1973
1978
1980
1981
1985
1989
Number of locked
vessels
downriver
upriver
2889
2931
3812
3798
2752
2733
2605
2618
3550
3635
696
707
year
1990
1992
1993
1994
1995
1999
Number of locked
vessels
downriver
upriver
222
212
108
131
89
85
47
43
102
87
372
503
year
2001
2003
2005
2006
2007
2008
Number of locked
vessels
upriver downriver
306
326
94
127
142
171
188
177
153
206
178
244
Source: own analysis on the basis of statistic material of Regional Administration for Water Management in Wrocław
Table 28: Volume of shipping movement on the Oder River on the basis of the vessel lockage at Brzeg Dolny in 1973 2008(units)
In 1985 there were 7˙185 locked vessels in both directions (up- and downriver), in 1989 the number
dropped to 1˙403 units whereas at present the number has dropped to about 30% of that.
In 2008 on the upper canalized section of the Oder River, inland waterways transport companies carried
2˙179 thou tons of cargo and performed 107˙558 million tkm in national relations by supplying
transportation services to natural aggregate mines and to thermal-electric power stations. On the lower
section of the Oder River 1˙277 thou tons were carried and 41˙890 thou tkm were performed in national
relations and respectively 1˙737 thou tons and 377˙048 thou tkm in international relations by mainly
working for industrial transhipment stations and for sea-river ports.30
30
Transport – wyniki działalności za 2008r. GUS, Warszawa 2009, p. 198.
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Within the scope of service to the sea ports in Szczecin and Świnoujście, inland waterways transport
performs routing and bridging services. The routing service can be of two different types: local
transportation in the area of Szczecin and Świnoujście which is mainly connected to servicing the local
port industries and long distance transportation, including international relations. On the other hand the
bridging services (technological) are performed by the inland waterway transport between the transshipment and storage centres of the Szczecin-Świnoujście seaports complex in order to cumulate
quantities of a specific cargo during loading or unloading of bigger sea vessels which due to the limited
depth of the fairway (10.5m) connecting the two ports need to be lightened in Świnoujście (prior
entering Szczecin) or cannot be fully loaded in the Szczecin port (before going out via Świnoujście).
During the last fifty years the average share of the routing in services to the Szczecin-Świnoujście
seaports complex reached 8.2% in 2008 (1˙213 thou tons), and compared to 1956 (680 thou tons) it
almost doubled, while when compared to 1985 (3˙510 thou tons), it plummeted to almost a third of the
value. (Table 29).
year
1956
1960
1965
1970
1980
1985
1990
1995
2000
2005
2007
2008
Total turnaround
thou tons
%
5.170
100,0
8.394
100,0
10.749
100,0
15.773
100,0
22.670
100,0
19.055
100,0
14.593
100,0
15.751
100,0
15.565
100,0
16.080
100,0
13.696
100,0
14.811
100,0
rail
thou tons
4.490
7.597
9.399
13.395
19.503
15.477
12.539
13.875
14.122
10.769
8.208
8.344
%
86,8
90,5
87,4
84,9
86,0
81,2
86,0
89,1
90,7
67,0
59,9
56,3
road
thou tons
57
94
137
68
130
318
484
3.692
4.446
5255
%
0,6
0,6
0,6
0,4
0,9
2,0
3,1
23,0
32,5
35,5
Inland waterways
thou tons
%
680
13,2
787
9,5
1.293
12,0
2.291
14,5
3.030
13,4
3.510
18,4
0
13,2
1.378
8,9
959
6,2
1.619
10,1
1.043
7,6
1.213
8,2
Remark: the above statistics relate to the turnaround of Szczecin and Świnoujscie Seaports Authority S.A. and after 1991 of the port
stevedoring & storage companies belonging to Szczecin and Świnoujscie Seaports Authority S.A. Their participation in the total
turnaround of the port complex amounts an average of 80%.
Source: own analysis on the basis of statistics of Szczecin and Świnoujście Seaports Authority S.A.
Table 29: Share of hinterland transport types in the service Szczecin-Świnoujście seaports complex in 1956-2008
During the past 20 years, the decrease in of the share of the inland waterway transport was caused by
the decrease of the share of rail transport which nevertheless still maintains a dominant position. ‗In the
same time there is a noticeably dynamic increase in the importance of road transport as the port
complex‘s hinterland means of transport. In the dominant cargo serviced by inland waterways transport
are: coal (67.1%), general cargo (17.5%) and other bulk cargo(13.3%).‘31 There are no cargo services
31
statistics of Szczecin and Świnoujście Seaports Authority S.A.
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performed (if not taking into account the pre-processing of fish) in the small ports of the Szczeciński
Inundation, with the exception of the port in Stepnica and occasionally in Wolin.
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7 Conclusions
The inland waterway network present on the European content is very extensive, reaching many of the
countries of the content, and thus constitutes a potential connection between the most important
industrial and developed areas. The current conditions of the inland waterways varies from state to
state, creating a non-homogenous and at times, fragmented network. This document serves to identify
the inland waterways present in the SoNorA area, characterizing them from a physical point of view
identifying the bottlenecks present in the system. This survey of the waterways also takes into
consideration the use that is made of these watercourses, the goods that transit along them and what
countries are exploiting these waterways for.
From the analysis of the information gathered, one can see that inland waterway transport offers
advantages when compared to other transportation modes:
it is suitable for transporting bulk cargo
it is a relatively safe mode of transport given the safety measures that vessel builders must
comply with while building their ships
it is a cheap alternative to road and rail transport, considering the cost per km
it is an environmentally friendly mode of transport
The European Union is promoting the exploitation of this mode of transport through various projects it
is funding as mentioned throughout the document. It is also clear that in order to promote this type of
transport, improvements on the rivers, canals and channels of the waterway network must be made.
Through the modernization of existing facilities and the building of new infrastructures, that will
service these waterways, inland waterway transport should be looked at as a valid alternative to road
and rail transport. Another important step that is being taken in the transport of goods is that of creating
structures that are multimodal logistics centers where goods that arrive via inland waterway may be
unloaded to continue the trip to their destination by either rail or road. The use of alternative modes of
transport to road transport will also serve to ease the congestion of roads and highways, especially in the
highly populated centers.
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Now that the main inland waterways in the SoNorA area have been characterized, the following step
will be to identify the key problems and bottlenecks of the system, object of output 3.4.2 Definition of
the key inland waterway networks in the SoNorA project area.
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8 Annexes
The Annex List:
O.3.4.1 – Annex 01: IW Classification
O.3.4.1 – Annex 02: Northern Italy‘s Inland Waterways: Infrastructure Characterization
O.3.4.1 – Annex 03: Vistula 2020 Programme
O.3.4.1 – Annex 04: Traffic and freight on Czech Republic‘s inland waterways
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9 References
1. FLAVIO BOSCACCI , GIUSEPPE PASSONI Logistica fluvio-marittima in Europa. La
rilevanza europea del corridoio Adriatico, Collana Dipartimento di Architettura e Pianificazione
del Politecnico di Milano, Franco Angeli , Milano 2008
2. CECILIA SANTORO LEZZI Tavola 127 Idrovie - Istituto geografico Militare3. AA.VV., Navigare in Lombardia, Milano, Regione Lombardia, Direzione Generale
4. Infrastrutture e Mobilità, 2003.
5. ALASIA U., Corso di costruzioni, Torino, SEI
6. CAPELLO C. F., Argomenti di geografia generale, storica, regionale, applicata,
7. Torino, Giappichelli, 1969.
8. DESIO A., Geologia applicata all.ingegneria, Milano, Hoepli, 1973.
9. GRIBAUDI D., .Piemonte e Val D.Aosta., in Le Regioni d.Italia, Torino, UTET, 1966.
10. GUERRA R. (A CURA DI), Il fiume Livenza e i suoi principali affluenti, S. Stino di
11. Livenza (VE), Tipolitografia Guerra, 2001.
12. INNOCENTI P., Geografia del turismo, Roma, Carocci, 2a edizione, 2000.
13. MIGLIORINI, E. .Veneto., in Le Regioni d.Italia, Torino, UTET, 1972.
14. MINISTERO DEI TRASPORTi, Studio di fattibilità del Sistema Idroviario Padano-Veneto.
15. Relazione di sintesi, Roma, 1999.
16. PRACCHI, R., .Lombardia., in Le Regioni d.Italia, Torino, UTET, 1971.
17. http://www.estav.cz/zpravy/ctk/splavneni-stredni-labe.html
18. www.komora.cz
19. www.opd.cz
20. Potenciál splavnění Vltavské vodní kaskády pro oņivení turistického ruchu a atraktivity území –
identifikace nároků a přínosů, CityPlan spol. s r.o. 2005
21. MIRT project book 2009.
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22. Dopravní noviny (29.1.2009)
23. www.datis.cdrail.cz/edice/IZD/izd3_05.pdf
24. www.mdcr.cz
25. Územní studie reálnosti a účelnosti územní ochrany průplavního spojení Dunaj-Odra-Labe, Tplan, říjen 2007
26. www.dopravninoviny.cz
27. Nařízení Evropského parlamentu a Rady (ES) č. 1692/2006
28. Analýza moņných dopadů implementace opatření balíčku Evropské komise Greening Transport,
Internalizace externích nákladů v dopravě a její dopad na dopravní situaci v ČR, CityPlan spol.
s r.o.11/2008
29. TRANS CARE – The Influence of Road Tolls Truck on the Modal Split Road – Rail in
Transport Goods Preliminary results – březen 2006
30. Zlepńení plavebních podmínek na Labi v úseku Ústí nad Labem – státní hranice ČR/SRN –
Plavební stupeň Děčín, ŘVC – Březen 2009
31. www.wikipedia.cz
32. www.wsv.de
33. Inland Navigation in Europe 2009
34. http://epp.eurostat.ec.europa.eu/portal/page/portal/transport/data/database
35. http://ec.europa.eu/transport/inland/studies/index_en.htm
36. Promotion of inland waterway transport (PINE):
http://ec.europa.eu/transport/inland/studies/doc/2004_pine_report_report_full.pdf
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O.3.4.1 –Annex 01: IW Classification
Work
Package
Action
WP3 – WP Transport Network Flow Optimization
Author
PP13 – Szczecin and Świnoujście Seaports Authority SA
Version
1
Date
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Status
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Title: O.3.4.1 – Annex 01: IW Classification
File Name: SoNorA _3.4.1 _ Annex 01: IW Classification
Document
Revision / Approval
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CONFÉRENCE EUROPÉENNE DES MINISTRES DES TRANSPORTS
EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT
RESOLUTION No. 92/2 ON NEW CLASSIFICATION OF INLAND WATERWAYS
[CEMT/CM(92)6/FINAL]
The Council of Ministers meeting at Athens, on 11 and 12 June 1992,
TAKING NOTE of the report, [reproduced below]
RECOMMENDS
A) Concerning the technical aspects of infrastructures:
1. Governments should give consideration to the new classification of European inland waterways, as set
out in Table 1, with a view to classifying their own country’s inland waterways. The maps of their
network should be brought into line with this classification. Under their responsibility, a document
should be set out considering all the characteristics of any waterway or part of it ( waterway outline,
fairway location, permissible draught, minimum height under bridges, recommended dimensions for
locks and other elevators for ships...) in view of achieving the best and as complete as possible exchange
of information between each inland waterway user. With the same objective, the ECE and ECMT’s maps
of European inland waterways are also to be reviewed. This work will be assigned to a group of experts.
2. In view of the completion of an homogeneous European inland waterway network, governments should
also take into consideration this new classification in their modernization and improvement programs of
their network or when renewing the structures. Where a regional or Class IV waterway is to be
modernized, the parameters to be adopted should be at least Class Va. When modernizing or creating a
waterway of international importance, the parameters to be used should be at least Class Vb with a
minimum draught of 2.80 meters and a minimum height under bridges of 7.00 meters where necessary
for container transport. For inland waterways where a bridge clearance of 700 cm is not considered as
economically reasonable, the possibility of using longer convoys (Class Vb) should be taken into
account. The lengths of locks or other structures through which vessels pass must be established with
reference to the maximum dimensions of pushed units.
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3. Navigational techniques can still be considerably improved. Progress can be made as regards both the
construction and equipment of vessels handling traditional bulk traffic and research on new types of
vessel better able to handle other traffic that has developed over the past few decades.
Governments must ensure the promotion of initiatives to modernize transport equipment and the
equipment used for loading, unloading and transshipment. Although coasters and fluvial-maritime
vessels are not referred to in this report, they also must be taken into account, at least on waterways that
have a gauge compatible with their dimensions.
4. Following the adaptation of the networks, their maintenance in good condition and improvements in
transport equipment, the authorities must be particularly careful to ensure that inland navigation is ready
for smooth integration into the Single Market of 1993, able to cater for available traffic and to adapt to
the computerisation of the management, business and navigational techniques that will be developing in
the next few years.
B) Regarding inland waterways development policy:
1. Governments should recognize the importance of inland waterways transport and give it all the attention
needed to ensure development consistent with all its potential. In this connection, attention should again
be drawn to the conclusions of report CM(89)27 of 25 October 1989 concerning, in particular, the role of
inland navigation in transport economics at both national and international levels.
2. The forthcoming entry into service of the Rhine-Main-Danube link and the opening of the East European
countries to the market economy will have a favorable impact on inland waterways transport. New links
will be developed and probably modify existing flows of traffic to some extent. It will be necessary to
ensure that the transition is as smooth as possible so that vessels can make use of the whole of the
European network with no breaks in the continuity.
3. Many studies of combined transport have been undertaken, but mainly in connection with rail/road links.
However, inland waterways can also be incorporated effectively in such systems. Studies in this
connection are moreover now on the agendas of the international bodies concerned. These studies must
be supported and pursued with a view to reaching practical solutions.
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4. There is considerable capacity available on the European network which can be used with no need for
substantial investment. Everywhere competition exists between types of infrastructure, the transfer of
some road and rail traffic to the waterways is often suggested as a means of reducing congestion and
improving environmental conditions. A campaign to provide information and incentives to industry,
shippers and potential users should be undertaken on the initiative of those governments that would find
this partial transfer of traffic a response to the problems of congestion and environmental disamenities
which are becoming increasingly difficult.
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Notes for table
1. The class of a waterway is determined by the horizontal dimensions of the vessels or pushed
units, especially by their width.
2. The draught of a inland waterway must be specified with reference to local conditions.
3. Characteristic tonnage for each class according to dimensions and draughts indicated.
4. Takes into account a security clearance of 30 cm between the highest point of the vessel or its
load and the height under the bridge.
5. Vessels used in the Oder region and on waterways between the Oder and Elbe.
6. Adapted for container transport:
5.25 meters for vessels carrying two layers of containers;
7.00 meters for vessels carrying three layers of containers;
9.10 meters for vessels carrying four layers of containers;
50 per cent of the containers may be empty, otherwise ballast must be used.
7. The first figure relates to existing situations and the second to future developments or, in some
cases, also existing situations.
8. Takes account of the dimensions of motor vessels proposed for ro-ro transport and shipments of
containers; the dimensions given are approximate.
9. Relates to pushed units on the Danube which often consist of more than nine barges.
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O.3.4.1 – Annex 02: Northern Italy’s Inland Waterways:
Infrastructure Characterization
Work
Package
Action
Author
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Date
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Inland Waterways
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Title: O.3.4.1 – Annex 02: Northern Italy‟s Inland Waterways: Infrastructure Characterization
File Name: SoNorA _3.4.1 _Annex 02 Northern Italy‟s Inland Waterways Infrastructure
Characterization
Document
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Index
1
2
2.1
2.2
3
3.1
3.2
3.3
3.4
3.4.1
3.4.2
North Italy inland waterways .........................................................................................................4
Veneto Region inland waterways transport network .....................................................................4
Fissero – Tartaro – Canalbianco – Po di Levante inland waterways ............................................ 9
Po – Brondolo inland waterways ................................................................................................ 10
Existing intermodal Network .......................................................................................................11
Chioggia Port .............................................................................................................................. 11
Val da Rio Port ........................................................................................................................... 12
Infrastructure system reference ................................................................................................... 13
Development Programs............................................................................................................... 13
Chioggia Port as a potential integrating terminal of the Adriatic corridor ................................. 14
Rovigo transportation hub .......................................................................................................... 14
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1 North Italy inland waterways
2 Veneto Region inland waterways transport network
Veneto offers a favorable climate to inland water transport and its location favors the integration with
coastal cabotage navigation along the Adriatic Sea, through the use of suitable waterway vessels.
In Veneto, the waterway network is potentially suitable for the transit of Class V commercial vessels, as
defined by Law 16/00 and identified along the following routes:
Fissero – Tartaro – Canalbianco, from Trevenzuolo to Volta Grimana (121 km);
Po di Levante, which links the Po (Volta Grimana) to the Adriatic Sea (Porto Levante, 20 km);
Po-Brondolo from Po (Volta Grimana) to the Venice Lagoon, at Brondolo (14 km);
Po from Ostiglia to the Adriatic Sea (150 km).
2.1
Po River
About 544 km of the navigable Italian waterway network refers to navigable stretches of the Po and
artificial canals as follows:
River Po from Cremona to the sea (km 292). The first section, Cremona – Foce Mincio is
characterized by the presence of the port of Cremona, the links to the Cremona – Milan channel,
Mincio and Fissero. In the mouth of Mincio – sea section, the main port is Ferrara (at the
beginning of Ferrara Waterway), the links are with the Ferrara waterway, the Po di Levante
Channel and the Po Brondolo Channel. (Map 1)
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MAP 1: PO RIVER FROM CREMONA TO THE SEA
Milan – Cremona Waterway (km 13.5), of international interest. Conceived for the transit of
modern river cargo ships, it was designed for class V CEMIT. Currently only one channel that
reaches Pizzighettone is operational (Map 2).
Mincio River from Mantova to the confluence of the Po River (km 21), of national interest. The
navigable stretch of the Mincio River, inaugurated in 2002 and used for commercial shipping,
goes from Lake di Mezzo in Mantova to the mouth of the Po, and corresponds to class IV
CEMIT (Map 3). The upper portion of the waterway, from Lake Garda to Lake Superiore in
Mantova, is navigable only by sporting boats.
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MAP 2: MILAN-CREMONA WATERWAY
Mantova Waterway – sea through the Fissero – Tartaro – Bianco Channels (km 135), of
international interest (Map 4). This waterway is parallel to the Po, located at a distance of 30-40
km from it. It originates upstream of the port of Mantova, and after crossing the provincial
territories of Mantova, Verona and Rovigo, ends at Porto Levante at the mouth of the Po River.
Along this route seven basins were built, in order to overcome the unevenness of the terrain.
This waterway has been adapted for Class IV CEMIT ships. The following ports are located
long the waterway: the ports of Mantova, Legnago, Ostiglia, Canda and Rovigo.
Ferrara-Ravenna Waterway (70 km) built during the '50s and '60s. this waterway connects
the Po River to Ferrara with Porto Garibaldi and is the southern entrance to the Padano –
Veneto Waterway from the Adriatic Sea.
Po Brondolo Waterway (km 14.8) built at the end of World War I and adapted during the
years. This waterway connects the Po River to the Venice lagoon at Brondolo of Chioggia,
(Map 1 and Map 4). Most of the Italian waterway shipment that comes or goes to Venice and
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Chioggia passes here . Currently this waterway is a class IV CEMIT, but there are plans to
adapt it to class V waterway.
MAP 3: RIVER MINICIO
The following Waterways should be added to this network:
The Venetian waterway along the coast from Venice to the mouth of the Isonzo River, 127 km
long, works mainly with tourism. The characteristics, quite variable and depending on the
section, are compatible with class II CEMIT vessels.
The Padova – Venice Waterway, 27.575 km long, designed in the early „60s, to replace the link
between the two cities. Once completed, this waterway will allow the passage of river vessels of
1˙350 tones, corresponding to class IV CEMIT, thus replacing the 150 – 300 ton vessels that
currently navigate the waterway (Map 5).
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MAP 4: PO-BRONDOLO WATERWAY
In 1978 the inland waterway regulation passed from central national regulation, to regional regulation
and administration management, which resulted in the recovery and a greater attention being paid to the
national waterway network.
Recently, a waterway that connects Chioggia, Mantua and Cremona was realized, implementing an old
project of 1912, that planned to connect Milan to the sea. Currently the channel ends at Mantova, so in
order to navigate to Cremona, the Po River is used. On this channel, Class V European Union ships
with a cargo of 2˙000 tons can navigate. The further improvement of this channel will connect Ferrara
and Rovigo, using the Mantova – Peschiera Way. The provinces of Verona, Brescia and Trento will
reach the Adriatic Sea through the Lake Garda, so almost the entire Po Valley will be linked from Turin
to the sea, for tourism purposes and not for goods transport.
If the waterways were formerly used to promote and develop links essentially for commercial purposes,
nowadays a growing number of regional governments are turning to the development of arterial
waterways for tourism issues. Numerous initiatives and projects are planned to increase the value of the
cultural assets of ancient waterways, as Italy has a strong cruise tradition on the lakes and more modest
tradition on the rivers.
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MAP 5: PADOVA-VENICE WATERWAYS
2.2
Fissero – Tartaro – Canalbianco – Po di Levante inland waterways
The Fissero – Tartaro – Canalbianco – Po di Levante waterway, 135 km long, connects Mantova to the
sea, and flows parallel to the Po at an average distance of 30-40 km, crosses the territory of the
provinces of Mantova, Verona and Rovigo.
The following ports can be found along the waterway: in Lombardia Region the port of Mantova, in
Veneto Region the port of Canda, Bussari, Interporto of Rovigo and Ca 'Cappello.
The waterway has been in operation since the summer of 2002.
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San Leone Basin
Width : 12,30 m
Length : 210 m
Jump : 4 m
Door type : Vinciane
Driving water : 3,50 m
Driving air : 6,50 m
Trevenzuolo Basin
Width : 12,50 m
Length : 110 m
Jump : 4 m
Torretta Bain
Width : 12,50 m
Length : 110 m
Jump : 1,7 m
Canda Basin
Width : 12,50 m
Length : 110 m
Jump : 2,98 m
Bussari Basin
Width : 12,50 m
Length : 110 m
Jump : 2,56 m
Baricetta Basin
Width : 12,50 m
Length : 110 m
Jump : 1,63 m
Driving air : unlimited
Trevenzuolo-Torretta Veneta Stretch
Off bottom : 28,00 m
Navigation fee : 18,50 m
Length : 16,673 Km
Share of current invaded : 17,50 m
Torretta Veneta-Canda Stretch
Length : 18,402 Km
Canda-Bussari Stretch
Length : 20,106 Km
In this part there is a limitation of the
connecting rod of the air bridge rail
Arquà (5,38 m)
In this part there is a bottleneck Road
Bridge Zelo
Bussari-Baricetta Stretch
Off bottom : 42 m
Length : 24,437 Km
Ports built: Rovigo
Baricetta-Porto Levante Stretch
Off bottom : 42-80 m
Navigation fee : tidal level
Length : 33,154 Km
Share of current invaded : tidal level
Porto Levante (mouth of the east Po) the
depth of entry is kept stable with
periodic
TABLE 1: TECHNICAL CHARACTERISTICS OF THE WORK
2.3
Po – Brondolo inland waterways
The Po – Brondolo waterway connects the Po River from the basin of Volta Grimana to the Venice
lagoon in Brondolo near Chioggia. It has total length of 14.8 km subdivided into two parts by the
navigation basins.
The waterway has the following characteristics:
Volta Grimana Basin
Width : 24 m
Cavanella Adige right Basin
Width : 10 m
Cavanella Adige left Baasin
Width : 10 m
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Length : 224,5 m
Jump : 4,3 m tipe
Length : 131 m
Jump : 1,5 m tipe
Door type : Vinciane and vertical scroll
Driving air : 6,50
Length : 131 m
Jump : 1,5 m tipe
Brondolo Basin
Rosolina Channel from Volta Grimana Basin
to cavanella d'Adige Basin right
Valle Channel, from Cavanella d'Adige
Basin right to Brondolo Basin
Width : 10 m
Length : 110 m
Jump : 1,5 m tipe
Length : 6 Km
Off bottom : 25-28 m max 30 m
Length : 8,800 Km
Off bottom : 28 m max 30 m
Door type : vertical scroll
Bridges: Road 3 ( Rantin,Gradara,Arzeroni) and
rail (Rosolina);
Driving air : 6,5 m and 4,70 m
Navigation share: Share tide
Navigation share: Share tide
Driving air : 6,50
TABLE 2: WATERWAY CHARACTERISTICS
3 Existing intermodal Network
3.1
Chioggia Port
The Special Agency of Chioggia Port, part of the Chamber of Commerce of Venice, is in charge of the
management of the port of Chioggia. The main activities of Special Agency of Chioggia Port are
divided into four main issues: promotion, coordination, study and documentation of intervention.
The opportunity for the Chambers of Commerce to set up special agencies was established by RD No
2011, September 20, 1934: based on that provision, the Special Agency for Chioggia Port was
established in 1979.
The main activities of Special Agency of Chioggia Port are divided in four main issues: promotion,
coordination, study and documentation of intervention. In particular we underline the following
responsibilities:
Conduct inspections and surveys aiming at eliminating any inefficiency or disharmony during all
the operative phases;
Improvement of new initiatives to adapt the shipment service to customer and traffic needs;
Improvement of ITC services (ITC platform, innovative ITC solutions);
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Increase of the equipment and infrastructures;
Ensure the maintenance of equipment, fixtures, movable and immovable property owned by
state or local authorities.
The port of Chioggia currently uses two ports of call: Saloni, which is scheduled for a gradual
divestment, and the new one, Val Rio. The new port of call will be the only existing port in Italy
capable of operating both in the trades of cabotage on the Adriatic Sea and on inland navigation,
through the Po River, that links the Adriatic Sea to the Padano hinterland, the cities of Mantova,
Cremona, and Piacenza. With the perspective, after the launch of the national program of inland
waterway navigation, to reach Milan.
3.2
Val da Rio Port
The project of the new port of Val da Rio dates back to 1981. The General Plan of the Chioggia
Municipality assigned 133 ha for the construction of the new port, 41 of which are stretches of lagoon
waters and 92of which stretches of mainland. Of the mainland surface, 47 ha were allocated to the
commercial port itself (including the waterway – sea terminal) 9 ha outside the customs area, were
assigned to waterway – sea terminal while the 36 ha in areas outside the port were occupied by the new
railway, roads and port services.
In short, it can be outlined as follows:
Removal of access restrictions to the port for freight with special dimensions and/or weight: the
new road leads directly into the Romea highway and enables the port to handle different types of
freight;
The railway offers some alternative and more competitive routing than the roadways;
The new docks and new storage areas provide a better chance of receiving ships and goods.
These conditions and the complete unloading-shipment mechanization minimize waiting times.
Is it possible to carry out assembly and pre-stowage of cargo operations: all extremely important
activities that have a serious impact on handling costs;
The port is also interesting for owner trades in Mediterranean area. The port will increase its
regular services and allow for new modes of transport: ferries and container transport.
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3.3
Inland Waterways
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Infrastructure system reference
The main infrastructure connection of the Chioggia ports is with the national and international
motorway network, railway station (with axial flow and European class speed), with the waterway
network (Litoranea Veneta and inland ports on the river Po, Class IV European Union: vessel
navigation, ship type 1˙350 tons.) and the Marco Polo International Airport of Venice – Tessera.
The waterways for Chioggia port represent its strengths, through the river network: Chioggia –
Brondolo – Po linking Chioggia with Cremona and the Fissero – Tartaro – Canal Bianco waterway with
Mantova, basically the whole Lombardy Region is connected with the Adriatic Sea; the Litoranea
Veneta links Trieste and the industrial area of Padova are connected to the port of Chioggia thanks to
the Padua-Venice waterway.
Maritime and river navigation are vitally important to the port of Chioggia, and the newly-expanded
large harbor area of Val da Rio where the construction of the River Intermodal terminal incorporates the
most modern technologies available in this field in Italy today.
The waterway defines the Val da Rio, to date the only Italian port to connect the Adriatic Sea with the
inland waterways of the Po valley. In recent years, the government gave new impetus to plans for the
activation and strengthening of a navigable system with the Po River as its main axis, navigable to
Mantova and Cremona. Veneto Region has jurisdiction on this matter, and has already prepared a
preliminary design for the standardization of the Po-Brondolo waterway to allow for the transit of
European Class IV barges. Three years ago Chioggia hosted a meeting of representatives of all the Po
regions and in agreement with the Minister of Transport, a plan was signed to apportion funding to
finance inland navigation. At the meeting all agreed that the development of the Po-Brondolo should be
prioritized. Forty-five million Euros have been allocated for the implementation of this plan. Thanks to
the characteristics of the Chioggia port, the ASPO recently joined the European Federation of Interior
Ports (EFIP), a body representing Europe‟s major ports.
3.4
Development Programs
ASPO, Chioggia's port corporation, has already developed the western sector of the Val da Rio port and
has started work in the central sector. The Val da Rio project will be completed with the construction of
a structure on the eastern sector, as defined in the project “Quay A”. The total area will be 778 m
divided into three consecutive sections. A part of this area appears to be occupied by material deposited
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over twenty years ago, when the Municipality of Chioggia used it as a landfill. The ASPO has already
planned the clean-up of this area and has assigned the preliminary research of excavation. The cost of
this work was estimated, at current prices, to be 25˙825˙000 Euros.
3.4.1
Chioggia Port as a potential integrating terminal of the Adriatic corridor
Chioggia's location, as that of Venice, can be defined as terminal locations of the Adriatic corridor. It is
therefore well placed to accommodate Ro-Ro traffic, making use of its multimodal transportation
infrastructure: on the land side, it is connected to the major road and railway network and, towards sea,
it is accessible from the harbor's mouth in very short navigation times. This transportation hub could
therefore greatly complement the main terminal under construction in the former Alumix area of Porto
Marghera. To achieve this goal, docks with adequate space to their rear are necessary, as well as an
appropriate port telecommunications network. The application of cabotage is information which
requires the development of a new Val di Rio telecommunications infrastructure linking operators and
the harbor area with the other main terminals both on land and sea. The role in the Adriatic corridor will
be strengthened by the following actions:
New commercial “Romea” state highway;
Completion of the VIVAI ring road with a bypass of the center of Piove di Sacco;
Connecting the new SS-10 Monselice – Legnano – Mantova – Verona – Monselice with the SP
– Monselice – Mare, i.e., setting up a new east-west axis;
Completion of the “Transpolesana”.
The infrastructural network thus developed will be based on a central axis formed by New
Romea so as to lighten the traffic crossing the SS 309.
3.4.2
Rovigo transportation hub
The Rovigo transportation hub is a multimodal hub that integrates three types of carriers: road, rail and
fluvial-marine. It is located on the first navigable (for European Union Class IV ships) stretch of the
Fissero – Tartaro – Canalbianco – Po of Levante waterway connecting Mantova with the Adriatic Sea.
It can be reached from the SS 434 Transpolesana and the A13 Bologna – Padova highway. The
Interporto is part of the national logistics network multimodal node integrating three types of carriers:
road, rail and fluvial-marine. Its favorable location and easy accessibility from major roads, railways,
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waterways and airports further increase the potential of this logistics hub. The Rovigo infrastructure,
just 40 km from the sea, has a privileged position as it overlooks a canal accessible to European Union
Class IV ships. It is in a more central position than the airports of north-east Italy. The Rovigo
transportation hub thus possesses all the qualities to fit into the transport network which extends from
the southern Mediterranean and across north-east Italy to the states of Eastern Europe. It could therefore
act as a "hinge" between the Adriatic Corridor and the Padano hinterland. Through the railway is also
guarantees a connection to all of Northern Europe. The transportation hub is spread over an area of over
1˙600˙000 m2 in four macro-areas dedicated, respectively, to logistics, production activities related to
the intermodal nature of the hub, providing services for businesses and individuals.
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Its main qualities are :
Integration with the transportation hubs of Padova and Verona developing thus a real logistics
platform in Veneto Region;
The economic advantages, competitiveness and reduced environmental impact derived from
fluvial-marine transport;
Its role as liaison between the Padano – Veneto transport network and the Adriatic Corridor.
The availability of large areas for production facilities;
A design geared to maximize efficiency, which foresees the functional division of the Rovigo Interport
into two areas: one devoted to logistics and the other, adjacent and complementary, used for production
purposes linked to the transportation hub.
These characteristics, which set it apart from other similar structures, provide multiple benefits for the
entire economic system and in particular for companies which set up business within it.
The qualities of the Rovigo transportation hub are a systematic response of European-wide significance,
able to tackle the challenges posed by economic globalization and to offer the international market high
quality integrated logistics services. For companies setting up businesses in this area, this provides a
great competitive advantage in addition to those – previously described – due to the strategic location
and ease of access.
Location
Quay
Structures
Operational capability
Left bank of the Canal Bianco 60 km of the Adriatic Sea
Service Area 35000 mq
Length : 900 mt
Capacity : 6 ships of Class V
Stores
Customs
Pesa
Machinery
4000 t/day
1.120.000 t/year
Source : Rovigo Interport
Source : Rovigo interport
TABLE 3: ROVIGO INTERPORT, TECHNICAL CHARACTERISTICS
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O.3.4. 1 – Annex 03: Vistula 2020 Programme
Work
Package
WP 3 – Transport Network Flow Optimalisation
Action
Author
Office to Develop Programme “Vistula River and its Catchment Area 2020” – Toruń,
Poland
via PP 15 Amber Road Cities Association
Version
1
Date
22.07.2009
Status
Final
1CE055P2
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O3.4.1 – Analysis of inland waterways networks in the SoNorA
project area
Public
Title: O.3.4.1 – Annex 03: Vistula 2020 Programme
File Name: SoNorA _3.4.1 _ Annex 03 Vistula 2020 Programme
Document
Revision / Approval
Version
Date
Status
Date
Status
1
22.07.2009
Final
20.1.2011
LP Approved
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Index
1
Introduction ....................................................................................................................................4
1.1
Historical Outline of the Programme ............................................................................................ 4
1.2
Legal foundations of the PROGRAMME .................................................................................... 4
1.3
PROGRAMME Range ................................................................................................................. 6
1.4
PROGRAMME Design System ................................................................................................... 9
1.5
PROGRAMME Structure ........................................................................................................... 10
1.6
Anticipated Conflicts .................................................................................................................. 11
1.7
External Preconditions ................................................................................................................ 11
1.8
Strengths and Weaknesses of the PROGRAMME ..................................................................... 12
2
Synthesis of Main Problems Present within the PROGRAMME................................................13
2.1
Identifying Fundamental Problems ............................................................................................. 13
2.2
Classification of Problems into Local and Translocal – Main Criteria ...................................... 13
2.3
Description of problems and issues present within water regions based on data gathered by
Regional Water Management Boards (RZGWs) ..................................................................................... 14
2.4
Construction of the Lower Vistula CASCADE (Stepped Falls) to Be Completed in 2020 as a
System of Multi-purpose Water Reservoirs, with a Particular Focus on Safety and Economic
Development. ........................................................................................................................................... 18
2.5
Vistula Warplands....................................................................................................................... 19
3
PROGRAMME Aims ..................................................................................................................22
3.1
Main Aims of the PROGRAMME ............................................................................................. 22
4
Problem solving ...........................................................................................................................24
4.1
Establishing Priority Tasks - Criteria.......................................................................................... 24
4.2
Primary Priority Tasks ................................................................................................................ 24
5
Participants of the PROGRAMME..............................................................................................26
6
Financial Resources of the PROGRAMME ................................................................................27
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1 Introduction
The „Vistula and Its Basin 2020‟ Programme, later referred to as the „Vistula 2020 Programme‟ or the
PROGRAMME, was initiated by the Union of Vistula River Towns, an organization that has managed
to attract to the idea a number of local authorities, governmental and non-governmental organisations
and other institutions. Their mutual interest in the programme resulted in the so-called Toruń
Agreement signed on 2 June 2000.
The „Vistula and Its Basin 2020‟ is an investment capital programme.
1.1
Historical Outline of the Programme
Among the many reasons underlying the need to launch such a programme there were the
following:
1. to continue the work in progress undertaken by a number of governmental and local selfgovernment institutions, research institutes, associations and others.
2. to positively relieve the pressure felt by local self-government authorities to solve fundamental
water economy problems; this pressure was instrumental in the selfgovernmental initiative to set
up an Office to develop the PROGRAMME
3. To compensate for the lack of any direct united action related to water economy, including a
total lack of water management policy or strategy
4. To finally create an unambiguous definition and classification of the problems present in the
Vistula River basin and to arrive at the ways to solve them, mainly concentrating on finding
funds to finance the work to be undertaken
5. To co-ordinate various activities and prevent possible conflicts from arising.
1.2
Legal foundations of the PROGRAMME
The PROGRAMME is based on the following legal foundations:
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The constitutional sustainable development principle Acts related to water economy and
environmental protection, such as:
EU directives-first and foremost-the EU Directive on the Quality and Protection of Water and
Pollution Control
Polish ecological policy
Agreements and international conventions, including:
o Convention on Wetlands, which have an international importance, especially as the
natural environment for water birds (RAMSAR 1971),
o Convention concerning the Protection of the World Cultural and Natural Heritage
(PARIS 1972),
o Convention on International Trade in Endangered Species of Wild Fauna and Flora
(WASHINGTON 1973),
o Convention on the Conservation of Migratory Species of Wild Animals (BONN
1979),
o Convention on the Protection of Species of Wild European Fauna and Flora and their
Natural Environments (BERN 1979),
o Convention on Biological Diversity (RIO de JANEIRO 1992),
European Ecological Network of Specially Protected Areas known as NATURE 2000.
Strategies at the national and regional level
o Environmental protection projects (of 2003) designed by the regional self-government
authorities,
o Integrated Operational Programmes of Regional Development designed by the local
parliament offices for the years 2004 – 2006 taking into account the longterm needs of
the Vistula 2020 Programme;
National Program of Municipal Sewage Treatment System
The Ordinance of the Chair of the Council of Ministers to establish the Ministry of
Environmental Protection
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The Polish Parliament resolution to embark on an investment undertaking called Nieszawa –
Ciechocinek water drop of 22 December 2000
Toruń Agreement of 2 June 2000
1.3
PROGRAMME Range
DIVISION OF POLAND INTO TWO DRAINAGE BASINS
The PROJECT embraces the whole area said to constitute the Vistula river basin.
Nearly the whole area of Poland (97,3%) falls within the drainage catchment of the Baltic Sea in the
basins of the Vistula (53,9%), the Oder (34%), the Baltic Coastland rivers (11%) and the Nyoman
(0,8%). According to the new division, in compliance to the Ordinance of the Council of Ministers of
10 December 2002 (Dziennik Ustaw, No 232 entry 1953 – an entry in the official gazette announcing
current legislation), the Baltic Coastland rivers belong to the Oder basin (taking up 40% of Poland‟s
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area) and to the Vistula (59% of the total area), respectively. Thus, the area of Poland has been divided
into two river basins.
Territorial Division of the Programme Area:
the Vistula basin within the boundaries of the Polish Republic;
basins of other rivers including the Baltic Coastland rivers ascribed to the area of the Vistula
basin recently marked out.
According to the Ordinance of the Council of Ministers of 10 December 2002, the Vistula basin has
been divided into four water regions, falling within the jurisdiction and supervision of regional water
management boards (RZGWs):
the water region of the Small Vistula/Mała Wisła (RZGW Gliwice) – embracing the area of
the Vistula basin from its source up to the Przemsza river mouth;
the water region of the Upper Vistula/Górna Wisła (RZGW Krakow) – embracing the area
of the Vistula basin from the Przemsza river mouth up to the Sanna river mouth;
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the water region of the Middle Vistula/Środkowa Wisła (RZGW Warszawa) – embracing
the area of the Vistula basin from the Sanna river mouth up to the village of Korabniki;
the water region of the Lower Vistula/Dolna Wisła (RZGW Gdańsk) – embracing the area
of the Vistula basin from the village of Korabniki up to the Vistula sea estuary and also the basin
of Baltic Coastland rivers;
MAPS OF THE VISTULA BASIN WATER REGIONS (RZGW Gliwice – the total area of the Upper
Oder and the Small Vistula basins).
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This division reflects the natural conditions of the basin and will be included in the PROGRAMME.
Additionally, the PROGRAMME will include the Żuławy/Marshland area because of its uniqueness
and the advanced work on the Żuławy Law, which will constitutive an integral part of the Vistula Law.
The PROGRAMME demands international co-operation in the areas where Poland shares its
water basins with its neighbouring countries.
The creators of the PROGRAMME aim to correlate the water regions with the administrative division
of the country in the future.
1.4
PROGRAMME Design System
The „Vistula and Its Basin‟ Programme Office accepted the following system to design the
PROGRAMME:
The project initiators decided to research the following four basic subject areas:
o Protection of water sources and underground and surface water purity control;
o Emergency prevention (flood and drought prevention);,
o Environmental protection and protection of natural resources and landscape;
o Economic development of the basin (hydropower engineering, inland navigation and
bridge crossings, tourism, etc.).
It was agreed that the data used in the PROGRAMME would be accessed from the following
sources:
o Regional government offices,
o Regional Water Management Boards (Regionalny Zarząd Gospodarki Wodnej - RZGW)
The data collection and research system used by the PROGRAMME initiators can be presented as
follows:
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PROGRAMME Structure
The PROGRAM must be constructed in such a way that it will stimulate initiation of various local
programmes and economic initiatives functioning in accord with the sustainable development principle.
The PROGRAMME should mainly incorporate such local activities without which local development
will not be possible. For example, prospective reactivation of tourist activity on the Vistula requires its
waterways to be regulated and water treatment plants to be built, etc.
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Anticipated Conflicts
Any action provokes conflicts of interests. The PROGRAMME designers anticipate the
following:
conflicts between the economic and environmental lobbies – like in case of the Nieszawa
Dam, Nature 2000 Programme, the Lower Vistula Stepped Falls
conflicts of local interests and loyalties in the basin area
conflicts between the governmental and self-government bodies
international conflicts
The PROGRAMME initiators aim to facilitate compromise in the areas of conflict.
Without reaching mutual agreements, the PROGRAMME cannot possibly be implemented.
1.7
External Preconditions
Being a branch of science, water economy also belongs to those sectors of the national economy that are
closely connected with other areas of economic activity. Generally speaking, the main aim of water
economy is to rationally shape and take advantage of the underground and surface water sources. The
rational forming and use means here that the sources available are used in an optimal way, according to
established criteria justified socially and economically.
Activities related to water economy boil down to those undertaken by the government and the national
regional and local administration in order to properly:
make quantitative and qualitative description of the water sources according to the needsof their
users and consumers, taking protection of the natural environment into account;
control overbank discharges at flood time.
There are some basic principles governing water management the world over:
drainage basin principle – assuming that water management should be exercised within the areas
of respective water basins;
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active community principle – engaging members of the community in the workings of the
system of control over the processes of utilisation and development of water sources;
administration principle – consisting in the State‟s statutory control of and supervision over the
water resources in the country;
central planning and funding principle – leaving strategic decisions and basic financial resources
in the hands of central authorities;
market principle – aiming to put water economy on the market.
1.8
Strengths and Weaknesses of the PROGRAMME
Strengths and Weaknesses Analysis:
Strengths:
o gathering all important governmental and non-governmental circles around a shared idea
of the PROGRAMME and its prospective implementation;
o a global PROGRAMME for the entire basin stands a better chance than dispersed smallscale initiatives;
o a high degree of social acceptance to the PROGRAMME by local communities and
authorities;
o co-ordination of investment activities conducive to effective financing of individual
undertakings and decreasing the amount and range of encroachment upon the natural
environment
Weaknesses:
o Low degree of approval by decision-makers at various levels with regards to allotting
funds, the reason being the PROGRAMME‟S long-term planning and the results to be
seen long after the decision makers‟ term of office;
o Conflicts of interests and loyalties mentioned above
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2 Synthesis of Main Problems Present within the PROGRAMME
2.1
Identifying Fundamental Problems
The PROGRAMME‟S fundamental problems are:
unsatisfactory surface and underground water purity;
inadequate flood control, especially in urban areas;
inadequate drought control, especially in rural areas, including a lack of satisfying rural
irrigation systems;
unsatisfactory condition of river ecosystems and their degradation, especially with regard to
ichthyofauna, migratory birds, wetlands and riverside forests;
degradation of cultural heritage sites directly linked with the Vistula water system and its basin;
economic infrastructure underdevelopment in the Vistula river basin, especially with regard to
the degradation of waterways and navigation routes, road and bridge facilities, etc.;
inadequate utilisation of the hydro-engineering potential within the Vistula basin;
lack of possibilities to implement regional programmes stemming from the problems mentioned
above.
2.2
Classification of Problems into Local and Translocal – Main Criteria
Local problems are those which:
can be solved at the level of local rural and municipal authorities (gmina), district (powiat) and
regional (województwo) governments and funded from the financial resource of the region
(województwo),
do not in principle affect the implementation of the PROGAMME in general.
Translocal problems are those:
solving which is absolutely essential if the PROGRAMME is to be implemented;
which cannot be solved at the local level of self-government (due to a lack of expertise);
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which are insoluble without external financial support (state budget and various funds, aid funds
included).
2.3
Description of problems and issues present within water regions based on
data gathered by Regional Water Management Boards (RZGWs)
Small Vistula Water Region (RZGW Gliwice)
Main Water Management Problems in the Region
water supply: the RZGW in the region supervises a water system based on interbasin water
transfer and retention reservoirs. The primary water intakes and water treatment plants are
located in the Vistula drainage basin. The system embraces the Small VISTULA catchment,
Dziećkowice catchment and, located outside RZGW Gliwice, the Sola
river catchment. The central water production and transfer network, which is part of the whole
system, is managed by the Upper Silesian Watermain Company.
Among the main factors unfavourably influencing the surface water quality in the region is the pollution
of sewage and industrial affluent and, especially,the surface water salinity caused by mining water. The
high population density, a big ration of population using the municipal sewerage network, the
inadequate sewage treatment plant throughput and the general ineffectiveness of the plants all cause a
considerable oxygen deficit and a high organic compound content.
The surface water within the RZGW Gliwice, especially in the Upper Silesia Industrial Zone is the
element of the environment of the highest rate of degradation. Therefore, soon after it had been set up,
RZGW Gliwice set itself a priority task to „verify the regional water management plans to shape water
resources within the RZGW area of activity‟. As a result, the newly drafted long-term town and country
development plans now include entries concerning reservation of specific areas of land on which
retention reservoirs will be built.
flood control: Modernisation work and a general overhaul of the Vistula Czarne reservoir is in
progress now. The work mainly aims to increase the flood water capacity of the reservoir, which
will much better protect the low-lying areas. As there was a pressing need to increase the flood
protection system of tourist spots and farming villages, the channel of the Brennica river has
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been improved. There has also been constructed a draft proposal of the Przemsza river
catchment flood protection programme.
Upper Vistula Water Region (RZGW Kraków)
Floods:
o Apart from their vital role played in the economy and agriculture of the region, the
surface water runoff fluctuations observed in this area have their social dimension,
especially during extreme runoffs, both low and high. While the former causes water
deficits or even drought in especially unfavourable circumstances, the latter brings about
floods. The Upper Vistula basin is an area where rainwater indicators and runoff depths
surpass their average values in Poland.
o The mountainous character of the basin causes a high flood hazard. Hydrologically,
o the waters of the Sola and Dunajec basins, followed by those of the Raba and Skawa,
cause the highest flood hazard in the region. It is a characteristic feature of the Upper
Vistula basin that bankflows do not occur all over the basin but are limited to specific
catchment areas. Another critical factor determining the degree of flood hazard in the
basin is colonisation and its development over the years. For ages people have been
settling along the rivers, whose valleys have already lost their primary function of
managing high waters. This mainly concerns the Vistula, Dunajec, Raba and Sola. The
high range and degree of damage caused by the flood of 1997 proved that the flood had
been caused not only by natural elements. The flood turned into a disaster due to the
poor technical condition of both the passive and active flood control structures and the
equipment available.
Water Use and its Protection:
o The primary water supply source in the RZGW Krakow region is the surface water
resources constituting 90% of the total water intake. A considerable amount of water
intake is reserved to serve the Silesian agglomeration (within the RZGW Gliwice
supervision). The significant pollutants there are surface washings containing large
quantities of biogenic content, which gets into the watercourses with rainwater from
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arable land, green crop land and forest areas. The Upper Vistula water degradation
caused by discharge of saline bottom water from Upper Silesian coal mines is another
grave problem. The awareness of pollution processes that have lasted for many years
now is deeply rooted in the consciousness of the inhabitants of the Upper Vistula water
drainage basin. In fact, the river is a barrier hampering the development of the region.
Reservoir Storage
Reservoir storage, especially in relation to flood control, is both inadequate and characterized by
uneven distribution.
River Maintenance
o About 30% of river channelling systems need renovation. 517km of streams and rivers
need to be regulated in their entire length, while other 290km need river bank protection
at specific stretches.
Priority Plans
o Recent extreme hydrological phenomena have drawn our attention to a necessity to
restate investment needs and draw up a coherent and complex strategic plan of the Upper
Vistula basin water management system. The work was initiated by the implementation
of the „Pilot Programme of the Sustainable Development of the Upper Vistula Basin
Water Management System‟, which is to constitute an integral part of the Vistula Basin
programme drawn up in compliance to the European Union Framwork. Among the
programme priorities is a continuation of construction work on Świnna Poreba reservoir
on the Skawa River. The reservoir will substantially improve the water storage potential
of the region, simultaneously upgrading the flood protection system of Krakow. The
above-mentioned needs settle the question of constructing Krempna reservoir on the
Wisłoka and the continuation of preparatory work to start building the following
reservoirs: Niewistka on the San, Grybów on the Biała Tarnowska, Młynne on the
Łososina and Rudawka Rymanowska on the Wisłok. Moreover, the already begun
construction projects aiming to make the Vistula stretch from Oświęcim to Krakow
should be completed.
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Middle Vistula (Środkowa Wisła)Water Region (RZGW Warsaw)
Water Protection
o There are no natural water courses carrying 1st class purity water to feed the Middle
Vistula and its basin. The rivers managed by Warsaw RZGW are transit waterways for
pollutant loads from Silesia (Śląsk), Small Poland (małopolska), Ukraine and Belarus. A
vital water protection issue here is how to improve the quality of water at the consumer
intakes. In order to protect those intakes, work must be undertaken to treat the sewage
and waste discharged into the rivers in their upper courses, including the Vistula
o quality improvement of the sewage discharged in Puławy, starting up a sewage treatment
plant in Góra Kalwaria, improving the Jeziorka river water quality and building a sewage
treatment plant for left-bank Warsaw; the Pilica – quality improvement of the sewage
discharged into the Narew in Ostrołęka, Zambrów, Pułtusk and protection of Zegrzyński
Reservoir direct water catchment.
River Maintenance
At present the Middle Vistula is embanked in its overall length. However, there is a
constant need to protect its embankments from lateral erosion. That requires stabilizing
the active channel of the average annual water level.
Lower Vistula (Dolna Wisła)Water Region (RZGW Gdańsk)
flood control:
o Floods occurring in the Lower Vistula basin are due to the downflow of water from the
Middle Vistula basin, ice discharge from Włocławek reservoir and the local conditions
within the coastal zone of the Baltic Sea, mainly manifested by storm winds hindering the
passage of water and ice and forcing the water of Gdańsk Bay into river mouths.
o A major flood hazard, especially at the Vistula outlet, is caused by ice jamming happening in
the autumn/winter season when an ice sheet forms, and also in spring at the time of ice
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floating. Ice-jamming floods often accompany storm water lifting on the Vistula at the
Gdańsk Bay side. At such time the river threatens Gdansk Warplands/
o Żuławy Gdańskie (the left bank of the river), Great Warplands/Żuławy Wielkie
o (the right bank of the river) and the city of Gdańsk itself. In case of ice-jamming flood
hazard, icebreakers are sent from the side of Gdańsk Bay - upriver, starting from the Vistula
River mouth. The area of Great Warplands, most of which is below the sea level, is
threatened with being flooded by the storm-lifted seawater coming from Vistula Bay.
Priority Issues:
o The Lower Vistula management with a view to open its channel for navigation and
o successfully exercise flood control;
o Construction of „Nieszawa‟ water screen in order to protect Włocławek screen and
o other strategic infrastructure in the region;
o Protection of water resources, with regard to their quantity and quality, in water
catchments where municipal surface water intakes for the towns of Gdańsk,
o Bydgoszcz and Toruń are located;
o Creation of flood control programmes for Gdańsk, Great and Elbląg Warplands (Żuławy)
as part of water resources use conditions.
2.4
Construction of the Lower Vistula CASCADE (Stepped Falls) to Be
Completed in 2020 as a System of Multi-purpose Water Reservoirs, with a
Particular Focus on Safety and Economic Development.
Being a non-governmental organisation assembling the majority of towns located on the Vistula, the
Union of the Vistula River Towns univocally proclaims itself in favour of the completion – by the year
2020 – of the Lower Vistula River CASCADE. At present the Union does not intend to impose any
detailed technological solutions, however. First and foremost, such solutions must be compliant with the
current laws, including environmental regulations.
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At this stage it is absolutely essential to engage in new research work on locational and environmental
studies in connection with economic and social effects of the prospective project.
The study should result in determining the number of water drops/screens, their height, location and
ways of limiting environmental threats by taking advantage of the most modern technologies and
expertise in this field.
It must be noted that it is the UVT‟s strong conviction that Nieszawa Water Screen/Drop should be
constructed in such a way as if it were to be the last water drop on the Vistula river.
2.5
Vistula Warplands
Vistula Warplands (Żuławy Wiślane) are situated in the Vistula Delta. Their southern border reaches
Kwidzyń, while Kaszuby Lake District moraine constitutes their western border, Elbląg Plateau –
eastern, and Vistula and Gdańsk Bays are to the north. The total area of Żuławy is about 150 000 ha.
About 30% of Żuławy are below the sea level, the area which would be flooded if not for the constant
work of pumping stations. The area abounds in arable and grazing land, which is the richest in Poland.
There are practically no forests. The main industry is limited to food processing. Quite interestingly,
Gdańsk Refinery is located in Żuławy.
Water management plays a major role in Żuławy. The whole area is criss-crossed by drainage ditches,
and pump-drained canals, which carry water to 105 pump stations, thus maintaining the appropriate
level of ground water. The land is crossed by the Vistula, its delta river arms (Nogat, Szkarpawa,
Martwa Wisła) and other natural water courses, such as the Motława, Radunia, Tuga, Elbląg. These
rivers (mainly the Vistula), together with sea waters, cause a considerable flood hazard to entire
Żuławy, due to storm water lifting and ice-jamming. Moreover, apart from farmlands, the city of
Gdańsk, Elbląg, Nowy Dwór Gdański, Nowy, Staw, Malbork and many other human agglomerations
are in grave danger of flooding.
On behalf of the State Treasury, the Żuławy water management system is run by the Regional Land
Melioration and Water Structures Boards in Gdańsk (pomorskie region) and in Olsztyn (warmińskomazurskie), by the Regional Water Management Board in Gdańsk (an institution being an independent
element of government administration, answerable to the Minister of Environmental Protection) and,
only to some extent (the Elbląg river), by the Municipal Office in Gdynia (answerable to the Minister of
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Infrastructure). All these institution complement each other in their efforts in managing the water
economy of Żuławy.
Many years of neglect of flood control systems caused in July 2001 and in early 2002 flood damage
estimated at a sum surmounting 500 million PLZ (counting only the damage suffered in the pomorski
and warmiński region). Potential damage might be considerably greater if measures are not taken to
allot more money for strategic construction projects on and maintenance of the existing water structures
and the basic drainage and inland surface water installations in this area.
The budget funds at the disposal of the heads of regional parliaments (marszałek) as part of
commissioned governmental projects and those controlled by the Minister of the Environmental
Protection are absolutely inadequate to the needs of the region. Recently, those resources hardly
sufficed to satisfy the minimum needs to finance a project in Żuławy (over 10%), while they covered
only one-third of the maintenance costs.
Experts ring the warning bells, saying that wet years usually follow dry ones. Moreover, global
atmospheric changes cause extreme climatic phenomena (see: the rainfalls in the summer of 2001, the
heavy snowfalls at the turn of 2002 and the sudden warming). Although there is nothing like 100%
natural phenomena hazard control, notwithstanding the difficult financial situation of our State, even if
we cannot safeguard ourselves, we must do our best to minimalise potential losses.
It is worth mentioning that Żuławy do not stand for agriculture only; they also offer thousands of jobs in
a variety of businesses. This area also boasts rich cultural heritage of a European dimension, a heritage
going several centuries back in time (built by e.g. the Mennonite settlers and immigrants from the
eastern lands of the 2nd Polish Republic), and a unique, anthropogenic natural environment. First and
foremost, however, it is the habitat of 250 000 people, whose State should secure them at least a
minimum safety.
Statutory expenditure cannot serve water management as such. That requires drawing specific
guidelines and establishing such directions, both current and planned, that not only will the present state
affairs be maintained – because at present our water management considerably hinders development –
but it will be continuously improved. It should be clearly and decidedly emphasised that it is not the
water economy that is the ultimate aim. Water management must serve the people, assist them in their
prosperity and safety, protecting them from the flood and drought hazard and ensure them ecological
safety as well.
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It is vital that the backwardness, which is the legacy of the previous years, must be done away with. The
present condition of the water structures in Żuławy does not protect even them from flooding or ground
waterlogging, which might cause a calamity in which people, economy and nature might bear
incalculable losses, and Żuławy might practically get erased from the map of Poland, thereby from the
map of Europe as well. A long-term strategic programme that will create favourable conditions for
embarking on projects aiming to make up for the years of neglect and avoiding losses is a great chance
for Żuławy. Consistent implementation of the programme will cause that on its completion the need for
financial resources to be spent on water management construction projects in Żuławy will substantially
decrease.
Because of the unique situation of Żuławy (both in Poland and Europe, where only the Netherlands are
in a similar situation, which is much better, though), the way water management projects have been
financed so far is inadequate. Żuławy need special resources, which in turn calls for new legal
foundations. It should be emphasised that our long-term planning should aim to change the whole water
management system in our country, for example adopting a system similar to the one that is used in the
Netherlands.
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3 PROGRAMME Aims
3.1
Main Aims of the PROGRAMME
The most important element of any programme is a definition of the aims to be reached on its
completion. The PROGRAMME aims to accomplish are:
flood, drought and other emergency protection;
the Vistula basin ecosystem improvement;
surface and underground water quality improvement;
creating conditions for economic and agricultural development in the Vistula basin, in
compliance with the sustainable development principle
environmental protection in general
The aims of the PROGRAMME should be drawn up in a way that they should generate results that
would be concrete and easy to monitor.
Flood, Drought and Other Emergency Protection.
The following results of strategic activities aiming to improve flood, drought and other emergency
protection should be achieved:
flood damage hazard should have been limited to 20% by the year 2020 as compared to the year
1997;
by the year 2006 this hazard should have been limited to 60%;
drought damage hazard should have been limited to 25% by the year 2020 as compared to the
year 2003
hydrotechnical structure breakdown damage hazard should have been limited to 90% as
compared to the year 2003
The Vistula Basin Ecosystem Improvement
On completion of the PROGRAMME implementation process, the biological diversity in
the entire basin area must have been improved, with a special focus on water ecosystems:
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ichtyofauna – reintroduction of natural migratory fish species;
birds – maintaining and improvement of ecological corridors;
fauna – restoration of the original natural habitats of riverside animals, with some caution,
however, as to the restitution of some species such as beavers.
Surface and Underground Water Quality Improvement.
Reaching such a degree of water quality that it will be possible to:
Use simple water treatment techniques to supply water to people and industries;
Swim in rivers and lakes, including the entire length of the Vistula by the year 2020
Facilitating Economic and Agricultural Development in Compliance with the Sustainable
Development Principle.
The PROGRAMME implementation process must facilitate activities of local governments and
businesspeople in the following areas:
Sufficient amount of water for farming and animal raising;
Water recreation, safe places to swim and sail, opportunities to get a complex tourist product;
Cross-river traffic facilities (for people and goods);
Water supply for industry;
Inland navigation, especially for tourist and recreational purposes;
Hydro-power engineering as a primary renewable energy source; which Poland is bound to use
by EU regulations;
Creation of numerous new jobs as a favourable side-effect of the PROGRAMME
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4 Problem solving
4.1
Establishing Priority Tasks - Criteria
The objective of the criteria establishment process is, first and foremost, to most objectively draw up a
list of priority tasks to be carried out and also to prevent local lobbying. A lack of clear criteria might
cause situations where a local lobby manages to implement projects that are not among the top priorities
to be carried out immediately.
Entry of this document divides problems into local and translocal.
From among the translocal issues, the following need to be identified:
Water quality (surface and underground water quality and systematising sewage management
processes – in co-ordination with the National Municipal Sewage Treatment Programme);
Flood control (construction of retention reservoirs in the Upper Vistula basin and on Carpatian
tributaries of the Vistula, renovation of flood embankments of the Vistula and its tributaries;
Upper Vistula valley (construction of a water screen below Włocławek – Nieszawa), and alsothe prospect of the Lower Vistula Cascade;
Water supply for the people at the time of drought (constructing retention reservoirs, mainly in
the Middle Vistula basin);
flood control in Żuławy;
modernisation of navigation routes for tourist and freight purposes (revitalising the system of
waterways in Masuria and Warmia, rebuilding of water structures of E 70 Oder-Baltic route,
modernisation of waterways such as Zalew Zegrzyński (artificial lake) – Masurian lakes and
regional stretches of the Middle Vistula, e.g. the Puławy stretch, modernization of the upper
Vistula waterway);
restitution of various migratory fish species.
4.2
Primary Priority Tasks
Priority tasks embrace the following fields:
flood control
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drinkable water sources protection
waterways
water ecosystems
environmental protection in general.
The tables attached to the PROGRAMME present the major tasks to be completed in the Vistula basin.
The content of the tables is open to change, also due to the changing conditions. The tables may be
accessed under the following Internet address: www.zmn.org.pl
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5 Participants of the PROGRAMME
This draft PROGRAMME has been prepared by:
the governmental administration, especially the Minister of Environmental Protection as a
plenipotentiary of the Government for the Vistula 2020 Programme
self-government administration units at all levels of power
unions of towns and municipal and rural authorities (gmina)
academic research institutes
NGOs, including ecological (e.g. WWF) and economic organisations (e.g. TEW and TRMEW)
businesses
private persons
„Vistula River and Its Basin‟ Programme Office
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6 Financial Resources of the PROGRAMME
Financing the Programme:
The foundation of the PROGRAMME success is its financial standing. The fiasco of the
previous programmes has stemmed from a lack or mismanagement of funds.
The synergy effect should be reached through having a variety of financial sources:
o National budget – most conveniently within the framework of the Long-term
PROGRAMME Act of Law;
o National funds, especially from the National Environmental Protection and Water
Management Fund (NFOŚiGW), the Regional Environmental Protection and Water
Management Fund (WFOŚiGW) and the EcoFund;
o EU funds whose beneficiaries are local government institutions and businesses;
o Private funds, with special regard to public-private partnerships.
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1CE055P2 - SoNorA
O.3.4.1 – Annex 04: Traffic and freight on Czech
Republic’s inland waterways
Work
Package
Action
Author
Version
1
Date
04.01.2010
Status
Final
1CE055P2
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O.3.4.1 – Annex: Traffic and freight on Czech Republic’s inland
waterways
Public
Title: O.3.4.1 – Annex 04: Traffic and freight on Czech Republic’s inland waterways
File Name: SoNorA _3.4.1 _ Annex 04 Traffic and freight on Czech Republic’s inland waterways
Document
Version
Date
1
04.01.2010
Revision / Approval
Status
Final
Date
Status
20.1.2011
LP Approved
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Index
1
1.1
1.2
2
2.1
2.2
The capacity potential of waterways in the Czech Republic .........................................................4
The potential of the River Elbe waterway: ................................................................................... 5
The potential of the River Vltava waterway ................................................................................. 6
Tariff relations of water transport ..................................................................................................6
The price of transportation ............................................................................................................ 8
Energy consumption ................................................................................................................... 10
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1 The capacity potential of waterways in the Czech Republic
The carrying capacity of waterways or their sections represents the number of vessels that can sail
during a unit of time, for instance per hour, day or year. The traffic capacity of a waterway or its section
in tons depends on the carrying capacity of the waterway, its classification category (categorization
according to the international classification of waterways or according to the relevant Czech legislation)
and its condition (depth, breadth, radius and clear arrangement of the channel) all of which influence the
speed of navigation.
A waterway is a regulated natural water flow used for navigation, either:
simple regulation – regulated water flow
using the damming method by constructing shipping levels or navigable canals – canalized
water flow
In the case of regulated water flow, the carrying capacity of the waterway or the density of shipping is
based on the number of vessels that are able to safely sail in both directions of the given water flow.
This so-called theoretical carrying capacity is influenced by a number of restrictive factors, such as oneway navigation in the navigable strait, vessel maneuverings when overtaking and branching off or
entering a port, the possibility of 24-hour operation, the possibility of year-round navigation etc. The
reduction coefficient comprising all these influences is indicated with a value of 0.6.
Practical carrying capacity = 0.6 x theoretical carrying capacity.
To calculate the carriage capacity of a waterway, multiply the practical carrying capacity by the loadbearing capacity of the vessel model for the relevant waterway. Here too, we may differentiate between
theoretical and practical capacity. Practical traffic capacity is primarily influenced by the diversity of
the shipping fleet and by the non-use of the full draught due to insufficient navigation depths and the
low specific weight of the goods in a fully laden vessel. The reduction coefficient comprising these
influences is indicated with a value of 0.5.
Practical traffic capacity – 0.5 M x practical carrying capacity
where M is the load capacity of the model vessel for the relevant waterway or its section.
In the case of canalized water flow, the traffic capacity criterion for the given waterway or its section is
the traffic capacity of the limiting navigation facilities, as for example canal locks or canal lifts.
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The theoretical traffic capacity of a simple canal lock per annum in the two-way locking case is given
by the equation:
2M
Kt = 365 . 24 ===
tn
where M is the load capacity of the model vessel for the relevant waterway or its section,
tn is the subsequent interval in hours that expresses the total value of one locking cycle.
The practical traffic capacity is influenced by a number of factors, for instance the use of daytime hours,
the directing of vessels, the daily and annual unevenness of navigation, the diversity of the shipping
fleet, the degree of utility of the vessel draught etc. The reduction coefficient comprising these
influences is indicated with a value of 0.4.
Practical traffic capacity = 0.4 x theoretical traffic capacity.
The potential of the Elbe-Vltava waterway specified below is (in accordance with the ŘVC plan) linked
to the year 2013, when the relevant structures ought to have been built according to Government
Resolution No. 1064/2007 on the Schedule of Constructing Transport Infrastructure from 2008 to 2013.
1.1
The potential of the River Elbe waterway:
The central Elbe
The practical traffic capacity of the central Elbe waterway is locked with a canal lock at an
interval of 20 minutes.
2400
K = 0.4 x 365 x 24 ―― = 28 million tons per annum
0,3
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The lower Elbe
The practical traffic capacity of the waterway along the canalized section of the lower Elbe is
approximately 1.5 times the capacity of the central Elbe, around 42 million tons per annum.
In calculating the practical traffic capacity of the regulated section of the lower Elbe waterway we
average the data stated above to a draught value of 1.80 m and the corresponding load capacity of a
vessel to around 900 tons.
The practical traffic capacity of the waterway of the regulated section of the lower Elbe is as follows
given an average sailing speed of 4.5 km per hour and an anticipated density of traffic in shipping
operation of 0.4 ships per km and the draught and load capacity mentioned above in two-way
navigation:
K = 0.5 x 900 x 18922 = 8.5 million tons per annum
This value of practical traffic performance is decisive for the use of water transport in the foreign
carriage of goods to and from the Czech Republic, since it is determined for the narrowest section on
the Elbe waterway in terms of capacity. The newly-built canal lock at the Děčín shipping level (of
usable dimensions 200m x 24m) has an incomparable greater traffic capacity.
1.2
The potential of the River Vltava waterway
The practical traffic capacity of the Vltava waterway is not decisive none the less, we can determine an
approximate value as follows despite the major diversity of navigation facilities:
1800
K = 0.4 x 365 x 24 ―― = 13 million tons per annum
0.5
2 Tariff relations of water transport
According to one carrier, in shipping transport that there are no fixed tariffs; a price is always
negotiated for each specific transportation. This price therefore takes into consideration the water level,
fluctuation of fuel prices, fluctuation of the EURO exchange rate, etc. The price for one ton from
Mělník to Hamburg ranges from 15 to 22 euro per ton (Lovosice one euro less).
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The prices of transporting 1 ton over the distance from Mělník to Hamburg are as follows for individual
modes of transport:
by water, approximately 730 km: CZK 375 - 550
by rail, approximately 650 km: CZK 1595 – 2392
by road, approximately 650 km: CZK 1248 – 1514
Shipping transport is therefore considerably cheaper than the other modes of transport if water levels
provide full navigability.
Graph 1: Comparison of prices for transportation using individual modes of transport on the Mělník – Hamburg
Route
This comparison relates to wagon delivery. The prices of transportation by rail using whole freight
trains are lower. It is not possible to objectively determine how much as this is a closely-guarded trade
secret at ČD Cargo and DB Cargo.
Comparison of individual modes of transport on the Děčín – Hamburg route
In our comparison we consider the ideal conditions for the transport route, that is a draught of 1.60 m
for shipping transport, the non-existence of congestion for road transport and no time delays (border
crossings, canal locks).
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The price of transportation
We ascertained the prices of transportation from German sources and our own research. This is based
on the different goods used for calculation, particular for rail transport. It is clear that the transport of
mass substrate by a fully-laden whole freight train is cheaper than an averagely-laden wagon load.
Prices of transportation on the Hamburg - Děčín route
Price according to "PLANCO"
Price according to CityPlan Average in € Average in CZK
0.0959 €/tkm
Road transport
0.078 - 0.092 €/tkm
0.0886 €/tkm 2.22 CZK/tkm
0.0425
€/tkm
Rail transport
0.097 - 0.142 €/tkm
0.094 €/tkm 2.35 CZK/tkm
0.014€/tkm
Shipping transport
0.014 - 0.021 €/tkm
0.016 €/tkm 0.41 CZK/tkm
N.B. The price of rail transport according to PLANCO clearly relations to a whole freight train, the price
according to CityPLan is for wagon cargo according to the internation tariff at ČD-Cargo. Shipping
transport is according to "EVD Speed" at full navigability.
Table 1: Comparison of transport prices
The existence of a number of modes of transport in multimodal corridors leads to the greater possibility
of carriers choosing the optimum transport model from the perspective of speed, quality and above all
price. The natural competition between individual types of transport (road, rail and water) logically
leads to an effort on the part of carriers to optimize the prices they offer in an attempt to enforce the
capacity on the transport market. The prices offered are therefore dependent on the following factors:
The capacity of the transport space (number of trains, regular road transport links/collection
service, capacity of ship space/size of fleet).
The degree of competition (in the case of roads, destinations that are not often visited, have
higher prices for the same number of km, as opposed to destinations regularly visited: the
problem of a return load, the same situation on the railways: the existence of whole freight train
links).
Projecting the factors outlined above in transportation tariffs can therefore be seen in anything
up to tens of percent.
There is another factor involved in the prices of transportation along the corridor to the North Sea ports.
This might be termed “flexible reaction to the immediate situation” or the “use of monopoly position”.
Transportation in this transport corridor by the River Elbe is predominantly provided by German rail
transport (DB Schenker Rail), which has no competition in the said area due to the fact that the Elbe is
not fully navigable. This, of course, is reflected in the transport tariffs. A reduction in prices could occur
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if the Elbe waterway became navigable. As already mentioned, this waterway is not subject to charges
and could become a significant competitor to rail transport. The existence of shipping transport
therefore helps keep the rates charged by DB Schenker Rail at a lower level. This has already been
taken into consideration in material to concern Resolution No. 635/1996 of the Government of the
Czech Republic on the Participation of the State Budget in Financing Support for the Development of
Shipping Transport in the Czech Republic in 2005, in which the average transportation rate in CZK per
ton for shipping transport, including reloading, reached around 25% of the regular rail rate and around
50% of the rate after the application of the maximum discount.
This fact has been confirmed by a number of different sources that have their own experience of this
phenomenon. However, in light of trade secrecy, it is not possible to document changes reliably in
prices and so specific business transactions are primarily based on the following:
The volume of transportation for a specific customer;
The frequency of transportation;
The provision of other services within the logistics chain.
Improving the shipping conditions on the River Elbe will have a positive influence on the transportation
tariffs of all modes of transport, as is the case abroad. According to a statement by a representative of
the Water Transport Section of the Transport Union of the Czech Republic, the lowest transportation
charges (calculated per unit of freight turnover are found in the Rhine area thanks to the competition
between water, rail and road transport. It is important to take future development trends into
consideration in assessing the positive influence of shipping transport in relation to other modes of
transport. This primarily involves including so-called external costs, particularly in the assessment of
rail and road transport. External costs are generally characterized as costs which are not connected
directly to the actual transportation process. These predominantly involved are air and noise pollution,
energy demands, the accident rate etc. These facts will need to be resolved in the future within the EU
and the Czech Republic must be ready for these changes within its own borders through improved
conditions for shipping transport (improving the shipping conditions in the incriminated section of the
Elbe).
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Energy consumption
We also determined energy consumption from a number of reliable sources. The variance in our data is
caused by the differing possibilities of loading a train.
Average energy consumption of modes of transport on the Hamburg - Děčín route
MJ/tkm
kWh/tkm
consumption of diesel in g/tkm
l of diesel per tkm
Road transport
0,91
0,253
45,54
0,065
Rail transport
0,53
0,147
26,46
Shipping transport
0,21
0,058
10,44
0,015
N.B. The energy demands of rail transport are higher according to Czech data (transport
yearbook, Czech Rail yearbook).
Table 2: Comparison of energy demands of modes of transport related to transportation (tkm)
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Analysis of inland waterway networks in the

Transcription

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