IWW Medium Term Developemnt Plan 2009-2016

Transcription

MEDIUM TERM DEVELOPMENT PLAN OF INLAND
WATERWAYS AND PORTS OF THE REPUBLIC OF
CROATIA
(2009- 2016)
August, 2008.
CONTENTS
1.
INTRODUCTION ................................................................................................. 3
2.
GENERAL............................................................................................................ 5
2.1.
Regulatory and institutional-administrative framework ........................................ 5
2.1.1.
Waterways ......................................................................................................... 5
2.1.2.
Ports ................................................................................................................... 5
2.2.
Sustainable development of transpor system .............................................................. 7
2.2.1.
Principles of the European transport policy ........................................................ 7
2.2.2.
Characteristics and perspectives of inland waterway transport ............................ 7
2.3.
Infrastructural network of inland waterway transport ..........................................10
2.3.1.
European network of inland waterways .............................................................10
2.3.2.
Classification of inland waterways and safe navigation .....................................11
2.3.3.
Port system on the European inland waterways .................................................14
2.4.
3.
Forecast of development of inland waterway transport.......................................16
DEVELOPMENT PLAN OF INLAND WATERWAYS IN CROATIA ................ 21
3.1.
Infrastructural network of the Croatian inland waterways...................................21
3.1.1.
Classification ....................................................................................................21
3.1.2.
Present status of the Croatian waterways ...........................................................23
3.1.3.
The desired status of the Croatian waterways ...................................................25
3.2.
Maintenance of inland waterways 1990-2008........................................................26
3.2.1.
Identification of problems ..................................................................................26
3.2.2.
Report on current maintenance activities ..........................................................32
3.3.
Plan of river training and development of waterways ..........................................38
3.3.1.
Objectives, tasks and activities..........................................................................38
3.3.2.
Construction plan, improvments, and transport and technological modernisation
of waterways ....................................................................................................................43
3.3.3.
Technical modernisation plan of waterways ......................................................45
3.3.4.
Management plan of waterways ........................................................................49
3.4.
4.
Financial plan..........................................................................................................51
DEVELOPMENT PLAN OF RIVER PORTS IN CROATIA ............................... 57
4.1.
Report and assessment of present situation........................................................57
4.2.
Problems of the Croatian river port system .........................................................58
4.3.
Analyses of transport and operations of the Croatian river ports ......................60
4.3.1.
Analyses of transport ........................................................................................60
4.3.2.
Analyses of incom and costs balance of Port Authorities...................................62
1
4.4.
Plan of modernisation and construction of river ports ........................................65
4.4.1.
Port of Vukovar .................................................................................................65
4.4.2.
Port of Osijek ....................................................................................................72
4.4.3.
Port of Slavonski Brod.......................................................................................82
4.4.4.
Port of Sisak......................................................................................................88
4.4.5.
Public ports and piers of importance on a county level ......................................94
4.4.6.
Recapitulation - ports ......................................................................................... 1
5.
SUMMARY.......................................................................................................... 2
2
1. INTRODUCTION
Inland waterway navigation has got a new framework of development on the EU level by
adoption of the European Action Plan. The unbalanced development and existence of
bottlenecks on the inland waterways cause the main shortcomings for greater popularity of
this mode of transport. The issue has to be dealt with in coordination on the EU level hence it
is important for Croatia to take active part in the implementation of the Action Plan.
The medium term development plan is a national action plan dealing with infrastructure of
inland waterways and inland waterway ports based on the Strategy of development of inland
waterway transport adopted by Croatian Parliament in June 2008.
Although the Republic of Croatia, with its long Adriatic coast, is dominantly an Adriatic and
Mediterranean country oriented towards the sea and sea transport, it is equally a Danubeoriented country which must not be underestimated as such a geo-strategic position enables
the development of inter-modal transport and connection of Central and West Europe with
the Adriatic Sea by means of inland waterways, river and sea ports.
The Croatian network of inland waterways represents a significant, but at the same time,
completely unexploited part of national values of Croatia. Therefore, it asks for a thoroughly
elaborated and rational approach regarding the future development and water management.
The overall policy on development of inland waterways should be directed towards the two
basic directions:
•
•
Achievement of a higher level of competitiveness and quality of the existing network
of inland waterways (by means of more qualitative maintenance, elimination of
bottlenecks, and modernisation of signs and navigation markings in terms of
advanced technology),
Implementation of faster and more appropriate construction of inland waterways
compliant with the European standards, within the TEN -T network, in harmonisation
with the principles of the European transport policy.
The inland waterway ports are the key elements of the entire transport system on the inland
waterways on which the success of the entire transport process from a place of production to
the final consumption is largely dependant. In parallel, the ports are a link between the
different modes of transport by which goods and passengers are transported to their final
destinations.
The ports are a driving factor for the development of various economic activities of a country,
so that the countries, which know how to take advantages of this thanks to correct
valorisation of the transport and port resources, have developed their economies
concentrated around large port centres, or the ports have been an important link in the
development of a region.
The inland waterway ports are located on the European waterways and have exceptional
significance as regards the integration of transport and entire economic market on which they
operate. Long term tendency of the European Union for establishing the balanced
development of transport and orientation to the inland waterways and rail as alternative
modes of transport create an opportunity which numerous inland waterway ports can use for
their expansion. In particular, it refers to the ports in the countries of east Europe as well as
those in the Danube region for which this fact is expected to have impact on directing
transport flows from the transport markets of the Near East towards the Danube corridor and
further towards the countries in Western Europe.
3
The lack of the medium term plan has very often brought about the inability of
implementation of annual programmes, which were rather of intervening nature than the
result of the systematic problem-solving. Without comprehensive understanding of the range
of problems and determination of priorities to meet the users’ demands, it is impossible to
expect the inland waterway transport and ports to be competitive as well as to have higher
presence on the transport market.
Since Croatia, also being a Danube country, is part of the Danube transport corridor, a
correct assessment of inland waterway transport, its integration with other modes of
transport, planning and linking of business zones with the ports, connecting the Danube
region and Adriatic Sea can largely contribute to the adaptation process of Croatian economy
to the European Union’s market. By such a policy on ports, transport and economy, the
transport resources of inland waterways in Croatia could be used in full scope, which are not
small although underestimated unjustly.
Adoption of the medium term plan of development of inland waterways and ports is a binding
obligation pursuant to Article 103 of the Inland waterways navigation and ports (National
gazette No. 109/07 and 132/07). This plan portrays the overall activities on the network of
inland waterways, ports, and piers of the national and county importance in the period
between 2009 and 2016.
4
2. GENERAL
2.1. LEGISLATION AND ORGANIZATIONAL- ADMINISTRATIVE FRAMEWORK
2.1.1. Waterways
Legal framework for inland waterways and ports has been defined by the Inland waterway
navigation and ports Act, which was set out in 2007, as well as the line of relevant sub acts.
In addition, certain issues regarding the status of public water assets and construction on
such public assets have been regulated by the Water Act.
Pursuant to the Inland waterway navigation and ports Act, the management of waterways
has been exercised through a continual and undisturbed performance of the public service
based on public powers with the objective of ensuring safety of navigation. The public service
encompasses the following operations:
•
•
•
Construction, technical improvements and transport-technological modernisation of
waterways,
Technical maintenance of waterways,
Rehabilitation of waterways and safe navigation infrastructure which became faulty
due to natural disasters.
The Agency for inland waterways performs the public service in pursuance to public powers
attained. The Agency is also responsible for the accomplishment of functioning of the
European System of River Information Services (RIS), and permanently carries out the
control and monitoring of the conditions of inland waterways.
As of 2006, the adopted manner of waterway management through the Agency for inland
waterways has been asking for strengthening of the administrative and technical capacities
as well as adoption of the new knowledge and advanced technologies applied in this field in
order to facilitate implementation and performance of the Agency’s tasks.
Managing the waterways requires specific and new professional knowledge, and in
particular, the use of modern technology applied for measuring and recording the dimensions
of waterways, analysing and processing of the hydrological and hydrographical data,
utilisation of state-of-the-art navigation signs and marks, and creation of up-to-date electronic
navigation maps.
2.1.2. Ports
The Inland waterway navigation and ports Act (1998) has taken over, similarly to the sea
ports, the so called «landlord» model according to which the state withholds the powers of
managing the ports and port infrastructure, and the port operations have been privatised in
the manner that concessions have been allocated to the port operators. However, there is no
such ‘sea assets’ on the inland waters, and the Port Act does not regulate the privatisation of
ports separately because it was impossible at the time of its appearance. In the mean time,
the ports have gone through transition process namely; some had been privatised before the
Act came into force according to the general privatisation law which did not specifically
qualify the ports as the assets of public interest to be privatised in conformity with any
generally accepted model of privatisation of ports. Due to the aforementioned, there occurred
a situation in which some ports have been privatised, and some have mixed property regime.
5
Owing to the fact that the ports are the assets of public interest, it is desirable for the state to
withhold certain forms of control of managing the ports in order to efficiently carry out the
relevant development policy of ports. In particular, it is related with the attainment of the
ownership of land and port infrastructure in the port area. The organisational and managing
model of public inland ports is basically characterised by the division of management and
administration, and commercial port operations. Organisational-administrative functions are
allocated to port authorities whilst commercial port operations are allocated to commercial
companies following the specific permits for the performance of port operations throughout a
determined period of time.
The prerequisite of successful implementation of so called «landlord» model, which is
applied in Croatia, is the full control over the basic infrastructure within the port area including
the riverside, port territory, land surfaces in the port area, roads and railway, and public
utilities system. The port authority has a role of regulatory body dealing with the overall port
activities and port operations in order to ensure competitive conditions of a port, equal status
of the port clients, fair treatment of all shippers using the port, and maximal utilisation of the
potentials of a port.
The Inland Navigation Act (2007) has introduced certain novelties when compared with the
former Port Act. One of them is the introduction of a performance permit instead of a
concession. Due to the form of ownership and specific technological requirements
of
inland ports, concession is impracticable or limiting, and does not allow clear and full
definition of the role of landing structure/docking/piers within the port system. Piers/landing
structure does not have all characteristics that ports have and they are the specific feature of
the inland transport. However, they are a country’s constituent part of the port system. In
addition, the Act has allowed the establishment of privately owned ports and piers/landing
structures but, on the other side, has protected the rights and interests of the Republic of
Croatia by allocation of public powers to the port authorities.
In the ports and piers open for public transport, admittance and port services are provided for
all clients/users under the same conditions and payment for the service delivered by port
operators. Publicity is obtained through a transparent practice of port operators which is
based on the contracts signed between the parties, application of the port tariffs available to
the public and determined in advance.
There are four Port Authorities established for the inland waterways in Croatia: in Vukovar for
a public port on the Danube River, and the future Danube-Sava rivers multi-purpose canal, in
Osijek for the ports on the Drava River, whilst the responsibility for the ports on the Sava
River is shared between Sisak Port Authority and Slavonski Brod Port Authority. In addition,
the port authorities are responsible for issuing of the practice permits for ports and
piers/landing structures within the area under their responsibilities. County ports and
piers/landing structures are also part of the responsibilities of the abovementioned port
authorities.
6
2.2. SUSTAINABLE DEVELOPMENT OF TRANSPORT SYSTEM
2.2.1. European trasnport policy principles
The future of the world and Europe, consequently of Croatia, is dependant on sustainable
development. Sustainable development is related with environment protection on long terms
and rational resources management which lead to the conclusion that the most significant
goals accomplished through a wise development of transport system is sustainable
development accompanied with environment protection.
Europe's determination for the transfer of goods by means of acceptable modes of transport
has been clearly defined in the EU documents: «White paper – European Transport Policy
for 2010: Time to Decide», «Rotterdam Declaration of Europe’s Ministers of Transport»,
«Memorandum of Understanding of Corridor VII» and in particular, through the European
Commission's Action Programme for Inland Waterway Transport Development «NAIADES».
The basic principle of the European Transport Policy underlined in the documents is to
achieve the balance between different modes of transport being an essential factor for a
successful strategy of sustainable transport growth.
The basic principles of the European Transport Policy which must be acknowledge by the all
EU member states and future member states as well, are the reality to be respected. These
principles should be the outer determinants of strategic planning on the development of
transport sector in each country as well as the starting point of plans of development of
certain kinds of transport. It is important to be underlined since the strategy of development
of inland transport in the Republic in Croatia has to be based on them, hence the medium
term plan of the development of inland waterways and ports. The implementation of such
complementary development strategy is crucial for the role of inland transport in the Republic
of Croatia in the days to come.
2.2.2. Characteristics and perspectives of the inland waterway transport
The inland waterway transport has some advantages over the other inland modes of
transport in terms of its capacity and attractive low-costs. However, it is also important to
meet the users’ demands as regards the efficiency of the waterway transport. It means that
the reliability and flexibility must be ensured. In that sense, the inland waterway transport has
significant shortcomings, for instance when compared to road transport. In order to further
enlarge the reliability of inland waterway transport, it is very important to ensure the
navigability in conformity with the requirements of the relevant class, namely, the guaranteed
values-dimensions of a fairway, to take into consideration the allowed draft depth when
planning the maintenance of a navigable waterway as well as to provide for the quality of port
services.
The inland navigation is recognized as a mode of transport which has the least harmful
impact on the environment either it is about direct pollution caused by the process of
navigation itself or external costs incurred by this transport system which have not been
included into the price of the transport but dispersed on the society as a whole.
The external costs, which are mostly related with the environment pollution, are becoming a
determining factor in development planning of transport infrastructure and the valorisation of
transport. However, the evaluation methods by which such costs are calculated have still not
been included in the overall price in the manner that uniformed tools or mechanisms have
not been created by which these costs can be included into the price of transport.
The average costs of construction and maintenance of inland waterway infrastructure are
higher than those of road infrastructure, and lower than those of rail infrastructure. However,
7
the external costs are the lowest. Eventually, the inland waterway transport has multiple
lower overall relative costs. (Graph-1)
Graph 1: Infrastructural and external costs of various modes of transport
Source: The power of Inland Navigation; The social relevance of freight transport and inland shipping
2004-2005, Bueau Voorlichting Binnenvaart.
A contribution of the inland navigation to a sustainable development can be identified through
a low percentage of poisonous gas emission into the atmosphere, efficiency of use of non
renewable sources of energy, continual upgrading, and investments in the safety of
transport. Comparing the distances and quantity of the cargo transported with the consumed
energy, the given results show that the inland shipping has the most advantageous ratio
between the input and output namely, the longest distances can be passed by spending the
same amount of energy per ton of a transported cargo. (Graph-2)
Graph 2: Transport reach according to modes of transport per ton with the constant quantity
of energy
8
ISource: The power of Inland Navigation; The social relevance of freight transport and inland shipping
Today, when analysing the environment assessment impact within the inland navigation
sector, it is visible that the prevailing is the concept of an integral approach. According to the
European Water Framework Directive inland waterways become part of the integrated
management plan on inland waters with the objective of preserving their biological diversity
and ecological values. Croatia’s tendency is to pursue this concept and take active part in it.
The framework agreement on the river Sava’s basin initiated by Croatia and institutionalised
by the establishment of the ‘Sava River Basin Commission’ for management the river Sava’s
basin is established in conformity with these principals regulating the management of inland
waters.
The inland waterway transport is also the most advantageous in terms of competitiveness as
regards the greater part of bulk cargo such as minerals-ore, coal, construction materials,
crude oil, and its derivates. These loads account for 46% of the total amount of the inland
shipping in Europe. In order to maintain the level of competitiveness as regards the listed
cargo, it is necessary to improve the reliability and availability of the transport. Firstly, to
ensure the standard dimensions of a waterway-fairway, secondly, ports’ infrastructure and
terminals. However, specific requirements arise in the transport of agricultural products food,
chemicals, and containers. The potentials of inland shipping for such kinds of cargo depend,
besides the basic infrastructure, on the service efficiency offered in chain of logistics and
distribution. The introduction of the River Information Service can significantly benefit to the
quality of services.
9
2.3. INFRASTRUCTURE OF INLAND WATERWAY TRANSPORT NETWORK
2.3.1. The European network of inland waterways
The European Network of Inland Waterways has non-harmonised spatial disperse and the
level of development, so that in the countries of Western Europe (Benelux, Germany) the
density and development of the network is large, whilst it is not the case in the east of
Europe. Chart 1 shows the length and density of the inland waterway network according to
countries where the density equals the length of waterways in comparison to the surface and
population of a country. If we observe Croatia and the density of its inland waterway network
in this context, a conclusion can be made that it is not negligible, particularly if compared with
the other countries in the Danube region. Its significance is often ignored in Croatia, though.
In 1996, the European Network of Inland Waterways was defined in Geneve, when the
European Agreement on the Main Inland Waterways of International Importance (AGN) was
promulgated. The Danube corridor encompasses the river Danube and its navigable
tributaries among which the Drava and Sava rivers have been put on the list. The entire
Danube course overlaps with the TEN -T corridor VII as the one of TEN corridors which has
been entirely added to the waterborne transport. The overall length of the waterway amounts
2,414 kilometres.
The largest problem regarding the use of the waterway for transport are the bottlenecks
characterised by reduced navigability of a fairway as well as the large fluctuation of the water
level. The critical sections, so called bottlenecks are most visible in the area of Bavarian
isthmus, so called the upper Danube. In Croatia, it is most critical between the 1,400 and
1,405 river kilometres in the vicinity of the area of Kopački rit. Elimination of the bottlenecks
in the reach of the upper and middle Danube, including Croatia, will enable full exploitation of
loading capacities of ships/vessels, and direct shipping between the Rhine and Danube
rivers.
Chart 1: Density of a waterway network as per a country
Country
Austria
Belgium
Bulgaria
Croatia
The Czech
Republic
France
Germany
Greece
Hungary
Luxemburg
Netherlands
Poland
Romania
Serbia
Slovakia
Switzerland
Ukraine
Total
83.859
30.518
110.910
56.414
358
1.434
472
595
Network
density
(km/1000
km²)
4
47
4
11
78.860
303
4
543.965
357.022
131.626
93.030
2.586
33.882
312.685
238.390
88.361
49.035
41.300
5.736
7.367
953
37
5.046
3.650
1.166
1.561
422
18
174
39.387
10
21
10
14
123
12
5
18
9
0
Area
(km²)
Navigable
waterway
(km)
4.396.426
9
Source: PINE, Final Report, 2004
10
Population
(mill.)
Population
density
(population/km²)
SE
R + NS
SE
SE
8.066
10.263
8.150
4.391
96
336
73
78
WE
10.267
130
NS
R+SE+WE
SE
R
R
WE
SE
SE
SE
R
SE
58.518
82.260
10.554
10.198
441
15.987
38.649
22.431
9.500
5.403
7.321
108
230
80
110
171
472
124
94
108
110
177
500.865
114
Corridor
2.3.2. Classification of waterways and reliability of navigation
The general parametres for determination of classes of the inland waterways in Europe were
drawn up in the 1992 UN/ECE classification of waterways (Chart 3), which was adopted in
the AGN Agreement of 1996. According to the Agreement the nominal/normal size of a class
has been determined by the size of a ship/vessel designated for navigation on the regional
waterways, and by the size of an integrated barge tow/convoy designated for the
international waterways. The purpose of the parametres is to determine the
dimensions/gabarits of a waterway (engl. Fairway, also called navigable channel or
navigable gabarit). The main parametres for determination of waterways are as follows:
•
•
•
•
•
Length of a vessel (integrated barge tow),
Beam of a vessel (barge tow),
Draught of a vessel (barge tow),
Capacity/tonnage of a vessel (barge tow),
Minimum height under bridges.
The UN/ECE classification of 1992 and AGN Agreement of 1996 have not determined the
navigable water levels, but has defined that for each class of waterways there must be
ensured safe navigability for the relevant freight vessel with full loading draught over 240
(65%) days annually. In adition, the navigability of international waterways must be ensured
throughout one year, except during the period of ice occurrence, with a reduced fairway
depth of 1.2 m.
However, the classification and the fact that a waterway fulfils the requirements of the
relevant class is not the only guarantee for the achievement of the objectives determined by
the Strategy of development of inland waterway transport in the Republic of Croatia, but it is
the enlargement of safety/reliability and efficiency of inland waterway navigation.
Chart 3 shows that the reduction of a draught below 2.5 metres has a consequence of rapid
increase of the relative costs of transport by almost 50% in the case when an empty ship
returns. Similar results are obtained with an integrated barge tow. Although, the amount of
the relative costs of transportation by an integrated barge tow is somewhat lower, they
increase by more that 33% in the case when the allowed draught is smaller than 2.5 metres.
For the quality planning of construction and maintenance of waterways it is not enough to
keep records on the water levels on day-to-day basis, but for the sake of economical inland
shipping, it is also important to make theoretical calculations of the loading capacity based on
the maximally allowed (expected) draught. One example of the maximal capacity dependant
on the vessel’s draught is shown in Chart 2. Chart 2 shows that if the water level falls below
the level which guarantees the navigation of the vessel with a draught of 2.5 metres, there
occur rapid reductions of the loading capacity and transport becomes uncompetitive.
Chart 2: Loading capacity/tonnage of a vessel dependant to its draught
Loading capacity according
to dimensions of a vessel
L135.00 x W 11.45
L 110.00 x W 11.40
L 85.00 x W 9.50
L 67.00 x W 8.20
1.50m
750t
600t
570t
420t
2.00m
1.475t
1.200t
930t
670t
Draught
2.50m
2.225t
1.800t
1.350t
1.000t
2.80m
2.600t
2.100t
1.350t
1.000t
3.50m
3.700t
3.000t
1.350t
1.000t
Source: Market observation for Inland navigation in Europe 2007-1, European Commission-DGTREN,
Central Commission for Navigation on the Rhine, 2008.
11
OF INTERNATIONAL IMPORTANCE
Waterway class
MOTOR VESSELS AND BARGES
PUSHED CONVOYS
Type of vessels: general characteristics
Type of convoy: general characteristics
Designation
Max.
lenght
Max.
beam
Draugh Tonna
t
ge
L(m)
B(m)
D(m)7/
Barge
38,5
5,05
II
Kampine
50-55
6,6
III Gustav Koenigs 67-80
8,2
I
41
4,7
57
7,5-9,0
6/
67-70
8,2-9,0
IV
Johann Welker
80-85
9,5
Va
Large Rhine
vessels
95-110
11,4
Vb
Danube KelheimRegensburg 3/
West of Elbe
I
East of Elbe
OF REGIONAL IMPORTANCE
Waterway type
Chart 3: UN/ECE classification of inland waterways
Gross Finow
II Type BM - 500
III
Strucrure scheme
T(t)
Lenght
Beam
Daught
Tonnage
Minimum
height
under
bridges
L(m)
B(m)
D(m)7/
T(t)
H(m)
2501,8-2,2
400
4002,5
650
6502,5
1000
1,4
4,0
4,0-5,0
4,0-5,0
180
3,0
500630
4701,6-2,0
700
10002,5
1500
1,6
2,5-2,8
3,0
118-132
8,2-9,0
1,6-2,0
1000-1200
85
9,5
5/
2,5-2,8
1250-1450
11,4
2,5-4,5
11,4
2,5-4,5
3200-6000
5,25/7,0/9,1
4/
22,8
2,5-4,5
3200-6000
7,0/9,1
4/
22,8
2,5-4,5
6400-12000 7,0/9,1 4/
95-110
1/
172-185
1/
VIa
95-110
1/
VIb
Danube
RegensburgVienna
VIc
Danube Vienna Belgrade
270-280
1/
195-200
1/
Danube
Belgrade-Sulina
275-285
VII
140
15
185-195
1/
3,9
12
4,0
5,25/7,0
4/
5,25/7,0/9,1
1600-3000
4/
22,8
2,5-4,5
9600-18000 9,1
4/
33,0-34,2
1/
2,5-4,5
9600-18000 9,1
4/
33,0-34,2
1/
2,5-4,5 14500-27000 9,1
4/
Symbol of
maps
Chart 3: The costs of transport by a cargo vessel compared to the use of a loading capacity
€ cents per tkm
Empty vessel on return voyage
Including return vojage with cargo
Loading draught of a vessel
Source: Verkehrswirtschaftlicher und ökologischer Vergleich der Verkehrsträger Straße, Bahn und
Wasserstraße – Zusammenfassung der Untersuchungsergebnisse, PLANCO Consulting GmbH,
Bundesanstalt für Gewässerkunde, Essen, Nov. 2007. str.31
Efficiency of the inland shipping and its credibility in terms of rendering quality services to
users on the market which is supposed to be integrated into logistics chains of transport is
largely dependant on meeting the minimal dimension values of a waterway. It means that a
fairway water depth of 2.5 metres should be ensured over 300 days annually. This approach
has been underlined in the Strategy of development of inland waterway transport.
Economical water depth must be taken into account in planning of construction and
maintenance of waterways as well as the classification of waterways requested by the
European Agreement on the Main Inland Waterways of International Importance. The
maximal loading capacity and its creditability does not necessarily correspond to the
classification standards according to the AGN agreement as it is about a parameter which is
determined by the market of transport services.
13
2.3.3. System of ports on the European inland waterways
The system of ports on the European inland waterways is characterised by a variety of ports
in terms of the role some ports have within the system, and the relative density of ports on
the Northern Sea-Rhine-Danube-Black Sea main corridor.
In the framework of the International agreement on the main inland waterways of
international importance, the international ports have been defined and the regulations which
have to be met by such ports have been determined. According to the Agreement, a total of
334 so called E-ports has been defined out of which approx 45% is located on the river
Rhine with an average density of 20 km, and approx 13.5% on the river Danube what makes
the total of 45 E-ports with an average density of 90 km. The main standards to be met by
these ports are the location on the E-waterway, nominal loading capacity of at least 0.5
million tons annually, capability of handling with standard containers, and above all to be
underlined regarding our river ports, sufficient space allowing further growth of
complementary activities and linked with the business-industrial zones in their immediate
hinterland.
With respect to the role of certain ports in the entire European transport system, a traditional
approach according to which ports are seen as the loading-unloading sites where goods
change mode of transport, from the waterborne transport to rail or road transport, is changed
by an approach according to which ports are being transformed into global or regional
distributive or logistic centres. Due to the fact, a possibility of complementary and helping
functions which the E-port on inland waterway must have should be taken into consideration
in development plans of river ports.
The complementary functions encompass the integrated services by which an additional
value is added to a loading-storing process, and transport process, and also include various
forms of processing the transported materials, e.g. separation of bulk cargo, and its sorting
according to different quality of grain upon users request, thermal, namely physical or
chemical processing, unloading of inter-modal units, reloading, palletizing and redistribution,
inspection, control etc. Helping functions can encompass rendering of various services to
ships, ship supplying (chandelling), repairs and maintenance of vessels, storing and
processing of diverse waste from the vessels and similar.
The functioning of an E-port is dependant to existence and quality of technical and
technological as well as organisational components which make up the ports system
complete. The number and the length of landing sites, reloading equipment, kinds of storage
facilities and storing capacities etc are referred to as the technical components. The
technological components include the manner in which a technological process in ports is
performed in terms of the kind of a cargo. They also include the handling and equipment
specially designated for a particular sort of cargo. The component that can not be omitted
and the port functioning is dependant on is the organisation of port managing with respect to
its purpose. The organisation of a port whether public or private, or a pier/landing site
influences the kinds of cargo, direction, and intensity of in and out-flows of the cargo from the
port, manner in which its technical and human resources are used, and the policy of pricing
of port tariffs.
14
For the maximal exploitation of the capacities of a port, it is very important to have each
subsystem harmonised with each other, namely to have no bottlenecks or limitations in
capacities of certain components, which then lead towards the reduction in quality and
competitiveness of a port. .
Therefore, for the overall analyses of the current situation there is a need for a continual
monitoring and analysis of diverse indicators used for measuring the quality of technological
processes in a port.
15
2.4. THE FORECAST OF THE GROWTH OF INLAND WATERWAY TRANSPORT
The White Paper on the European transport policy until 2010 shows that the demand for
transport services in Europe has grown faster than the growth of economy in the last decade.
The economical growth of GDP recorded an annual average rate of 2.4% whilst the growth of
transport exceeded 2.7% annually.
The demand for transport services is dependant on the growth or reduction in economy. In
2007, the economical growth in the Euro zone was bigger than it was the world in general.
The average growth of GDP in 27 EU-countries was approximately 3% in 2006 and 2007. It
is worth mentioning that the growth in the new member states was bigger than its European
average equivalent. The growth of economy is related to the fluctuation in export-import
sector which is mirrored in the growth of demand for transport services.
Chart 4: The average annual rate of growth of GDP in the countries of the Danube region
Country
Austria
Bulgaria
Chez Rep.
Croatia
Hungary
Romania
Germany
Slovakia
EU (27)
2000-2005
1,8
5,3
3,8
4,3
4,5
5,1
1,0
4,4
2,1
2006
3,3
6,1
6,4
4,8
3,9
7,9
1,0
8,5
3,0
2007
3,3
6,3
5,8
6,0
2,0
6,0
2,5
8,7
2,9
2008
2,7
6,0
4,9
5,0
2,6
5,9
2,1
7,0
2,4
Graph 4: The trend of passenger and cargo transport compared to GDP 1995-2004/5
(1995=100)
Cargo trnsport
Passinger transport
Source: DG Energy and Transport
16
GDP (fixed prices)
The forecast of the demand for cargo transportation by all modes of transport should have an
annual rate of growth of approximately 2.6%. As regards the rate of growth of the demand for
inland waterway transport, in general, it can be concluded that the growth in the demand for
the transport should range between 2% to 3,4% annually, where a higher rate of growth is
expected in the countries of the Danube region. The growth of the demand for transport on
the Danube corridor at the average rate of up to 7% annually has been estimated. (Source:
ÖIR – Austrian Spatial Planning Institute, 2004).
Realistic expectations suggest that the EU enlargement and enlarged integrated market will
additionally foster the growth of trade as well as initiate the growth of economy and transport
to the extent higher than expected. In the light of the forthcoming Croatia’s accession into the
European Union, the growth of the demand for transport services similar to one in the new
member states can be expected. Regarding the fact that Croatia stands on the Danube
corridor, similarly to the majority of the new member states and candidate countries to the
EU, it is expected that this fact will have an impact on the enhancement of the demand for
transport by inland navigation.
According to the forecasting model of the Austrian Spatial Planning Institute (ÖIR, 2004), the
expectations see the growth of the transport on the Danube at the average annual rate of
2.37% in the period up to 2015 as anticipated in the basic/low scenario. The optimistic
scenario encompasses the measures which will establish a framework for the overall
development of inland waterway transport; inter alia, improving the infrastructure on the
Danube corridor, eliminating infrastructural bottlenecks, and introducing logistical support
(RIS - River Information Services), which might result in the annual growth of the transport on
the Danube corridor at the rate of 7.06%.
Chart 5: The forecast of the transport on the Danube corridor according to different scenarios
Relation
«Status
Quo»
2000
Basic scenario 2015
Optimistic scenario
2015
Transport
(1000 t)
Year
growth (%)
Transport
(1000 t)
Year
growth
(%)
Rhine-Upper
Danube
3.991
4.981
1.36
11.202
7.12
Danube
5.822
8.769
2.77
13.505
5.77
Rhine-Lower
Danube
22
323
19.61
2.663
37.68
Overall
9.835
13.983
2.37
27.370
7.06
Source: ÖIR, 2004.
Similar results have been obtained in a survey carried out by the Netherlands Information
Agency for Inland Waterway Navigation (BVB). Chart 6 shows that the portion of the inland
shipping in the total transport sector is 7% of the aggregated transport effect. However, it
should be take into consideration that it is an average value and that it varies significantly
between different countries. The importance of the Danube corridor compared with the Rhine
corridor is significantly lower due to its density of network, existing bottlenecks and the lack
of logistical and information support.(Chart 7).
17
Chart 6: Comparison of the transport portion of different modes of transport
Division according to modes of transport
Waterwa
Transported quantities
ys
EU
440 mill tons
5%
Transport portion
EU
125 billons tkm
7%
Forecast of economic growth of inland shipping up to 2015
EU
2% - 3% annually
Future members of EU
2.4% - 7% annually
Danube
Growth of transport portion of inland navigation
Europe until 1979
22 billions tkm (>20%)
EU enlargement 2004
+ 3.5%
EU enlargement RO/BG
+ 5%
Forecast of growth in container transport on inland waterways
minimum 4.5 mill TEU
maximum 7,5 mill TEU
Roads
Rail
88%
7%
78%
15%
Source: The power of Inland Navigation; The social relevance of freight transport and inland shipping
Chart 7: Importance of inland waterway routes in Europe (2006)
Section of waterways and river
corridors
Volume (1000 tons)
Rhine corridor
Portion in transport on
inland waterways %
320.000
63.5 %
North-South corridor
73.899
14.7%
Lower Danube (Romania/Bulgaria)
35.221
7.0 %
Seine
29.969
5.9 %
Mitteland Kanal (canal)
22.022
4.4 %
Main
18.811
3.7 %
Moselle
16.170
3.2 %
Rhone
12.347
2.5 %
Danube in Slovakia-Hungary
9.579
1.9 %
Elbe
9.480
1.9 %
Danube in Austria
9.180
1.8 %
Danube in Germany
7.317
1.5 %
RMD Canal
6.240
1.2 %
Eastern corridor Germany-Poland
3.660
0.7 %
Danube in Croatia
1.509
0.3 %
1.013
No available data
0.2 %
-
Elbe
Po
Relatively low starting position should be taken into account when a forecast of the demand
for transport services in Croatia is made due to an only recent reconstruction of the basic
18
port infrastructure, namely the possibility of generating additional demand for transport
services conditional to additional investments in the infrastructure.
Due to the specific characteristics of the waterway on the river Sava as well as its ports and
due to their isolation in regards to the river Danube, it is impossible to use a fixed rate of
growth relevant to the all of ports in the system. Consequently, based on the results of the
master plans and feasibility studies for certain ports, an assessment of the expected freight
transport for the period of 7 years has been made for the inland waterway ports opened for
public transport. This assessment has been made taking into account the inevitability of
interventions on the infrastructure on these waterways as well as port infrastructure, which
are described in details in the programmes for certain ports and waterways as required for
the functioning of these ports. The assessment is made up of the plans and already adopted
programmes designed in conformity with the contracts concluded so far by certain port
operators.
Chart 8: The forecast of freight transport in the Croatian inland ports up to 2015(u 000 tons)
Osijek
Sisak
Slavonski Brod
Vukovar
Overall
2009
478
174
174
803
1.629
2010
497
171
171
859
1.698
2011
517
167
167
1030
1.881
2012
620
200
200
1340
2.360
2013
745
205
240
1740
2.930
2014
796
208
290
1860
3.154
2015
850
210
340
2000
3.400
Rehabilitation of the river Sava with the objective of achieving the undisturbed and safe
navigation, completion of basic infrastructure in the Sava’s ports and harbours, and reestablishment of freight flows is a long term process which can have positive effects only if
the Sava, as a potential transport route, has an adequate valorisation in terms of economy
and if such policy is affirmed by the all member states of the Sava Commission.
Despite the fact that the passenger transport in Croatia exists only in the port of Vukovar
(18,500 passengers in 2007), the development of passenger designated landing sites being
the part of expanding demand for river cruising («river cruising») it is interesting to a certain
extent if observed within the overall development policy of inland tourism industry in Croatia.
The Vukovar-Sirmium County and Osijek-Baranja County see the ongoing activities aiming at
the establishment of county ports in Ilok, Batina, and Aljmaš which should have a role of
fostering tourist offer in these areas. The Master Plan of tourism industry development in
Sisak-Moslavina County has also showed the needs of construction of the passenger
designated landing sites in Sisak and the neighbouring area (the Sava and Kupa rivers)
being a good example of economy-related valorisation of the transport resources of inland
navigation.
In observations of the development potentials of the inland transport on the river Danube
corridor as a whole, it is expected that the enlargement of the EU market and the
simplification of customs procedures at border crossings will enable:
•
•
•
•
•
growing demand for transport services on inland waterways,
higher freight transport on longer distances and higher attractiveness of this mode of
transport,
attractiveness of the river-sea ports, connection of the river and sea services,
establishment of additional inter-modal transport junctions on intersections of the
main TEN-T corridors,
expansion of business activities, complementary and helping services in the business
zones within the strategically important ports.
19
It is crucially important for the inland water transport to have its ports well connected in terms
of transport connections with rail and road junctions on the main traffic corridors. The port
with the status of E-port must have its development based on interactive connection with the
business zones in its immediate vicinity and hinterland. In addition, it must have sufficient
space allowing potential up-grading its activities and capacities with no spatial shortcomings.
Chart 9: Recommendations for developing policy of E-inland ports
Recommendations
1.
Promote industrial-business
Area along the waterways
2.
Introduction of technological innovation in port
equipment
Formulate and co-ordinate the port development
plans at national level
4. Improve trimodal interconnection of ports
3.
Responsibility of
implementation
State and regional
institutions
Local self management
Port authorities
State institutions
State institutions
port authorities
Port authorities
Priority
+++
++
++
+++
The promotion of industrial-business areas along the inland waterways has an objective of a
better use of natural resources and includes adaptation and co-ordination of the activities in
spatial planning in order to optimise the use of inland waterways. The adequate spatial
planning policy will ensure the sufficient space for the growth of business zones within ports,
subsidiary business activities in the vicinity of the ports, and improve transport connectivity
between inland ports and road and rail transport networks.
Innovations and introduction of new technologies into the control and management of
transport and technological processes, the introduction of the River Information Services are
requirements to be met in order to have the inland waterway transport included into the
present flows of goods.
The scope of marketing activities by the port authorities of inland waterway ports has not
been exercised to the sufficient extent; hence the additional efforts should be made in this
segment in order to make the resources of the Croatian inland waterway ports and inland
waterways recognised. To this aim, it is necessary to establish a tighter relationship with the
port authorities in the Croatian sea ports by means of a variety of ways of connection such as
a business-operational network, and common marketing activity with the aim of creating an
integrated offer of port services. At the same time, it will contribute to the initiation of the
strategy of transport interconnection between the Danube region and the Adriatic Sea.
20
3.
DEVELOPMENT PLAN OF THE WATERWAYS IN THE REPUBLIC OF CROATIA
3.1. THE INFRASTRUCTURE OF THE CROATIAN INLAND WATERWAY NETWORK
3.1.1. Classification
The overall length of the present inland waterways in Croatia is 866.1 km, of which 601.2 km
has been integrated into the European network of inland waterways of international
importance. According to the AGN agreement the following waterways have been put on the
list of the European inland waterway system (E-waterway):
Chart 10: The Croatian inland waterways integrated into the European inland waterway
network according to the AGN
Waterway
Mark
Waterway – section
E 80
The river Danube from Batina to Ilok
E 80-08
Class required
acc. to AGN
Length km
VI c
137.5
The river Drava to Osijek
IV
22.0
E 80-10
future Danube-Sava multipurpose canal
from Vukovar to Šamac
Vb
61.5
E 80-12
The river Sava from Račinovac to Sisak
IV
380.2
Overall length – international acc. to AGN:
6012
Source: AGN agreement
The existing international inland waterways on the Danube, Drava to Osijek, and Sava
downstream of Slavonski Šamac meet the requirements of the classes determined by the
AGN whilst the parameters of the upper part of the waterway on the Sava do not meet the
standards of the classes determined by the AGN agreement. The other inland waterways in
the Republic of Croatia are classified as the state/local or interstate waterways, and not as
international inland waterways according to the AGN agreement classification of international
waterway network.
21
Chart 11: The Croatian inland waterways not integrated into the European network of the
waterways according to AGN
Waterway - section
The river Drava from Osijek to
Ždalice
Class
II-III
Lenght km
remark
176,0
International w.way with
R. of Hungary
The river Sava from the mouth of
Kupa to Galdovo
II
3,0
International w.way acc.
to the Sava Commission
The river Sava from Galdovo to
Rugvice
II
65,0
State waterway
The river Kupa from its mouth into
the Sava to km 5.9
I
5,9
International acc. to the
Sava Commission
The river Una from its mouth into
the Sava to km 15.0
I-II
15,0
International acc. to the
Sava Commission
OVERALL
264,9
Classification of the present status of waterways has been determined by the Book of rules
on classification of inland waterways and is shown in chart 12.
Out of the total of 539.7 km of the existing inland waterways that have been included into the
European waterways network, only 287.4 km comply with the requirements of international
navigation standards. The river Sava on its flow in Croatia is the largest section which does
not meet the requirements of the international navigation status in its bigger part.
Chart 12: Classification of river waterways in Croatia –present status
River
River Section
Length of
waterway
(km)
Class of
waterway
DANUBE
1295+501 (Ilok) - 1433+000 (Batina)
137.5
VIc class
203+300 (Račinovci) – 305+700 (Sl. Šamac)
102.9
IV class
305+700 (Sl. Šamac)– 330+200 (Oprisavci)
24.5
III class
330+200 (Oprisavci)– 363+200 (Sl. Brod-grad)
33.0
IV class
363+200 (Sl. Brod-grad)- 583+000 (Sisak)
219.8
III class
583+000 (Sisak) – 651+000 (Rugvica)
68.0
II class
0+000(Mouth at Danube) – 14+050 (Osijek port
Nemetin)
14+050 (Osijek port Nemetin) –55+450 (Belišće)
14.0
IV class
41.4
III class
55+450 (Belišće) – 198+600
142.6
II class
KUPA
0+000 – 5+900
5.9
I class
UNA
0+000 – 4+000
4.0
II class
4+000 – 15+000
11.0
I class
SAVA
DRAVA
OVERALL LENGTH OF THE EXISTING WATERWAYS
804.6
OVERALL LENGTH OF WATERWAYS – INTERNATIONAL CLASS
287.4
22
3.1.2. Present status of the Croatian inland waterways
The Danube River
The basic hydrological characteristics of the Danube river basin are: the total surface of
816,950 km2, of which 2,120 km2 within the Republic of Croatia; the total length is 2,857 km.
The total Danube’s length of 137,5 km through the Republic of Croatia is regarded as an
international waterway allowing free navigability for the vessels under all flags. The fairway is
marked and Croatia has committed itself internationally to maintain the waterway. Current
status acompanied with the maintenance measures are in compliance with the requirements
of the VIc class.
The Drava River
The basic hydrological characteristics of the Drava river basin are: the total surface of 41,238
km2, of which 7,015 km2 within the Republic of Croatiar; the total length is 749 km, of which
330 km is within the Republic of Croatia. The Drava’s overall length is 330 km of whicho
198.6 km is navigable. From its mouth into the Danube to Osijek (22 km), the Drava is an
international waterway allowing navigability to ships under all flags, with shipping to the
international port of Osijek. From 22.0 km to 198.6 km (the mouth at Ždalice) the river Drava
is an international waterway between the Republic of Croatia and the Republic of Hungary.
The navigation of a smaller volume is being recorded on this section. The navigable
waterway is marked well and there is and international comitment of the Republic of Croatia
to meintain it.
On the reach from the mouth to 22.0 rkm, the present status of the waterway as a whole
does not comply with the requirements of an international waterway detremined in the AGN
agreement. From the mouth into the Danube to 14.0 rkm, the present conditions on the
waterway meets the requirements of the IV class, despite frequent disturbances of navigation
caused by the reduced water depth during the low water periods, which urges for intensive
meinatainence. From 14 rkm to 22.0 rkm the present conditions/status fulfils the
requirements of the III class. Upstream from Osijek i.e. from 22.0 rkm to Belišće, the
waterway meets the requirements of the III class, and downstream to Ždalice of the II class.
Potential future modifications of a class on the bordering section should be negotiated with
the relevant institutions of the Republic of Hungary.
23
Picture 5: Croatian waterways – present situation
The Sava River
The basic characteristics of the Drava River basin are as follows: the overall surface is
95,712 km2. Out of the total amount in the Republic of Croatia, the river Sava is navigable on
380.2 km, i.e. from Račinovci to Sisak, km 210.8 to km 591. Navigation upstream to Zagreb
with the purpose of explotiation of gravel, sport and leissure is possible (Rugvica km 651),
but during a small percentage of days annualy. From the border with Serbia, i.e. from
Račinovci to Jasenovac, the waterway runs through the bordering area with Bosnia and
Herzegovina in the length of 304 km. Upstream from Jasenovac, the Sava is completely in
the teritory of the Republic of Croatia.
In AGN, the Sava has been determined as a waterway of the IV class from Račinovci to
Sisak, km 210.8 to km 591. The analyses carried out in “The Provisional Project of the
Sava’s waterway”, Faculty of civil engineering in Zagreb, May 2002, show that the
morphology of the Sava’s riverbed does not meet the requirements of the IV class on its
entire length, but there are potentials for achieving it, as the radiuses of the river bends
satisfy the requirements of the class on mere 10 percent of the length of the river, and as
regards its navigability dimensions, on approximately 30% of its length. Consequently, it is
possible to achieve the IV class of a waterway by river engineering on the existing waterway
bottom.
The Kupa River
The basic hydrological characteristics of the Kupa River basin are as follows: the overall
surface is 10,236 km2, out of which 8,412 km2 are within the Republic of Croatia; the overall
length of 294 km belong to Croatia completely. The Kupa River forms the border line with
neighbouring Bosnia and Herzegovina in the length of 100 km. The Kupa is navigable for the
standardized Europeanje fleet from its mouth into Sava to the piers of the port of Sisak on
the Kupa in length of 5 km. As regards the minimal dimensions of its fairway (width 35 m on
rkm 3+300) and the width of a free profile at Zidani most rkm 3+350 from 37 m, it meets the
requirements of the I class of navigability. The navigation on Kupa upstream from Sisak to
Karlovac (km 137), due to a numerous natural obstacles in its riverbed, is not possible at
24
present. However, possibilities of initiation of navigation with the purpose of tourism, sport
and leisure should be taken into consideration.
The Una River
The basic hydrological characteristics of the Una River basin are as follows: the overall
surface is 9,368 km2, out of which 1,686 km2 is in the Republic of Croatia; the overall length
of 212 km, of which 129 km is within the Republic of Croatia and 130 km of Una’s river
channel forms the state border line. The Una is a waterway which is 15 km long of which 4
km has been classified as the II class, and 11 km as the I class. Navigation with the purpose
of exploitation and dregding of gravel is exercised, and sport and leisure in a limited scope.
The multipurpose Danube – Sava canal
In AGN, future multipurpose Danube – Sava canal has been determined as a waterway of
the V.b class. It has been included into the Strategy of spatial planning of the Republic of
Croatia, as well as the Strategy of the development of inland navigation in the Republic of
Croatia (2008 - 2018). The canal is a multipurpose hydraulic work with the purpose of flood
protection, irrigation, and navigation hence it is part of water management domain.
3.1.3. Expected status of the Croatian waterways
The implementation of this medium-term plan envisages the increase in the class of
navigability of the waterway of the river Sava to Sisak at the IV class, and the III class of the
Drava’s waterway upstream from Osijek. This plan has not envisaged the increase in the
class of the river Drava in this period of time. The expected result encompases the multipurpose Danube – Sava canal whose construction is foreseen to be started in this mediumterm period.
Picture 6: Croatian waterways – the expected status
25
3.2. MAINTENACE OF WATERWAYS 1990-2008.
3.2.1. Identification of shortcomings
Disintegration of the waterways systems in Croatia
Until 1990, the Croatian inland waterways were included into a system of the waterway
network of SFRY. After recognition of the Republic of Croatia as an independent state, the
inland waterway network remained disconnected since the connection was ensured by
means of the river Sava from km 210.8 to its mouth into the Danube and through the Danube
from Belgrade to Ilok.
Figure 7: Disintegration of inland waterway network
LEGENDA:
VIc klasa plovnog puta
Vb klasa plovnog puta
IV klasa plovnog puta
III klasa plovnog puta
II klasa plovnog puta
II
luka od gospodarskog značaja za RH
pristaništa
brodogradilište
marina
T.POLJE
III
Drava
D.MIHOLJAC
BELIŠĆE
IV
OSIJEK
SISAK
Kupa
VUKOVAR
OPATOVAC
VIc
Dunav
JASENOVAC
Una
III
SL.BROD
DAVOR
SLAVONSKI ŠAMAC
ŽUPANJA
Sava
Vb
IV
Practically, there are two separated sub-systems with their specific characteristics; hence we
can speak about two basins:
•
•
Basin which encompasses the Danube’s waterway as well as Drava’s waterway
connected with the European inland waterway network,
Basin which encompasses the waterways of the Sava, Kupa, and Una, which are not
connected with the European inland waterway network through the territory of the
Republic of Croatia.
With the Protocol of navigation within the Agreement on the Sava basin entering into force,
the navigation on the river Sava is free, however not safe. Namely, the waterway
downstream from Slavonski Brod at the section bordering B&H, as well as through Serbia is
neither marked nor is maintained sufficiently to meet the required class of navigability.
Navigation is possible on one’s own risk during the time of favourable water periods. Such
conditions do not meet the required standards of commercial shipping between the Sava and
Danube basins, as the same is not reliable, and in the conditions below the minimum of
safety standards thus risky and not profitable. The activities are ongoing with the aim of
renovation of marking system on the river Sava through Serbia as well as bordering area
26
with B&H downstream of Slavonski Brod. The completion of works is foreseen till the end of
2008.
Insufficient level of maintenance
Besides the criterion of meeting the requirements of a class, there are shortcomings in
navigability due to the insufficient level of maintenance on the waterways. Throughout 1990 2000 there was no maintenance works carried out on the waterways. The status of the inland
waterways in Croatia has worsened compared with the status before 1990 due to lack of
maintenance.
The existing regulation objects are in poor conditions. Most of them have been ruined.
Therefore, it is inevitable not only to maintain but to carry out intensively the rehabilitation
works and up-grading of the existing regulation objects.
The EU and USA experience in the sector of maintenance costs of a waterway designated
for a low draught vessel are ranging between € 20,000 and € 37,000 per kilometre annually.
The regular, technical maintenance costs, without recovery works, on the waterway of the
river Danube are estimated at approximately 92,000 HRK/km per one year what gives the
amount of approximately HRK 12.5 millions annually.
Critical sections – limited navigability
The critical sections are the bottlenecks, namely limitations of transport capacity caused by
the reduced dimensions of a fairway. The critical sections can be grouped as follows:
•
•
•
Sections with insufficient depth – shallows,
Sections with insufficient width according to the requirements of waterway class,
Sections of a waterway close to the riverside what endangers its stability and safe
navigation.
The most common shortcomings are insufficient depth, namely long low water periods with
navigation stops or imposed restrictions in terms of vessel’s draught. A comprehensive
outlook of the critical sections is shown in Table 13.
Defects on 23 out of 87 hydraulic structures have been identified on the river Danube. The
most critical spots are on the reach between rkm 1404.5 – 1402. Due to the formation of a
sand-shelf the riverbed of the Danube has been divided into two, and at the same time there
is erosion processes on the right riverbank showing the tendency of Danube’s water burst
into Kopački rit and moving of the river flow towards the right bank. The erosion has
damaged the existing bank protection structures and bank.
The complexity of maintenance of a waterway on the river Drava is causing a slowdown of a
water flow at the confluence with the Danube which provokes sediment deposition
processes. The general trend of lower water levels on the river Drava throughout the last
decade caused by natural changes of hydrological and hydrographical conditions brought
about a more-than-100-days navigation stop in 2001. The most serious problem is the
impossibility for the cargo vessels to enter the port of Osijek during low water periods.
Another factor causing disturbed navigation on the section from Drava’s mouth to Osijek is
the fact that a cut through at port of Nemetin has not been carried out completely the
consequence of which is enlarged sedimentation downstream of the cut through. Even a
more intensive dredging (sediment removal) will not give appropriate results until the width of
the cut through is completely carried out in conformity with project dimensions.
27
There are approximately 30 spots on the river Sava’s section from Račinovci to Sisak where
the depth of a riverbed does not provide the required depth of a fairway. These shallows are
found at the places where there are solid-material shelves, or they are the result of intensive
sediment deposition processes. The kind of maintenance practiced so far, most frequently
based on the concessions of gravel and sand exploitation by digging out from a riverbed, has
been ineffective and counter-productive. Through the practice of commercial overexploitation by digging out sediments, there have occurred irregularities and deformations of
the fairway which further diminished the safety of navigation as the final outcome. It has
brought about the water depth of 1.7 m of the waterway at the most critical sections whereas
the parameters of the IV class require depths allowing navigation for vessels with the
maximal draught of 2.5 metres.
On the left Drava’s bank from Račinovci to Jasenovac, there are 29 hydraulic structures
damaged in their greater part, and 16 larger sections of the significantly eroded riverside,
whilst on the section to Sisak, there are 104 hydraulic structures/regulation structures. Bigger
part of these have been damaged to a great extent, some are ruins.
The most critical section is Slavonski Šamac – Novi Grad where the depth of the III class of
navigability has been achieved in mere 50-60% of days annually. On Novi Grad section it is
inevitable to elevate the state of navigability in order to enable navigation to the ports of
Slavonski Brod and Sisak in direction from the river Danube, namely in direction of the future
Danube-Sava canal.
28
Table 13: Sections critical for navigation
Problems and required maintenance activities for waterways per sections
WATERWAY
DRAVA
DANUBE
Number
Critical sections
Problem
1.
2.
Šarkanj (rkm 1427-1429)
Monjoroš (rkm 1412)
3.
Kopacki rit (rkm 1410-1400)
4.
Kopacki rit (rkm 1395-1394,3)
5.
Petreš (rkm 1393)
6.
7.
8.
Vemelj (rkm 1391,3-1390,5)
Aljmaš (rkm 1377,1-1374,9)
Savulja (rkm 1348-1347)
9.
Vukovar (rkm 1333-1331)
10.
11.
12.
Vučedol (rkm 1331-1330,5)
Sotin (rkm 1322,2-1321,7)
Mohovo (rkm 1311-1315)
13.
Zimovnik Opatovac
1.
Ušće-Nemetin (rkm 0+00 - 12+00)
Small depth, wide river channel
2.
Prokop Nemetin (rkm 12+00 - 14+50)
Narrow cut through
3.
Nemetin-Osijek (rkm 14+50-22+00)
4.
Osijek – Belišće (rkm 22+00 – 50+00)
5.
Belišće - Terezino polje (rkm 50+00 100+00)
Number
Critical sections
Narrow waterway, dangerous spot
Small depth, right bank slip
Small depth, bank slip, risks of
Danube’s water burst into sleeves
of Kopački rit
Small depth, bank slip
Small width, damaged bank, risks
of Danube’s water into old sleeve
Small depth, wide river channel
Small depth, bank slip, wide river
channel
Narrow waterway, right bank slip
Small depth, underwater rock
Muddy port basin; lack of winter
port
Partial small depth, shelves and
narrow waterway
Small depth, large radius of bends,
unstable river channel
Damaged bank, shelves
Problem
29
Required activity
Up-grade existing and construct new hydraulic structures
River training
Recover and up-grade existing hydraulic structures and
construct new; sediment removal
Bank protection, river training
Recovery under way
River channel and bank recovery
Stabilize right bank-bank protection
Recover right bank –bank protection
Bank protection structure, river training
Recover banks-bank protection
Recover right bank and clear waterway
Recover water channel – deepen by mining
Dredging, construction of bank and piers, construction of
infrastructure
Recover and up-grade existing hydraulic structures, construct
new hydraulic structures, clear river bottom allowing navigation
Completion of groyne on old watercourse, up-grade and
stabilisation of banks of cut through, clearing river bottom
allowing navigation
Clear river bottom allowing navigation, completion of piers at old
‘Tranzit’ port
Recover river channel and banks, repair hydraulic structures,
clear river bottom allowing navigation
Recover river channel and banks, clear river bottom allowing
navigation
Required activity
SAVA
1.
Gunja (rkm 210+80 – 223,0
2.
3.
Orašje (rkm 260+00 -262+00)
Županjski sector (rkm 272+00 -299+00)
4.
Šamački sector (rkm 301+00 - 318+00)
5.
Novi Grad (rkm 320+00 -329+00)
6.
Migalovci (rkm 376+00 -378+50)
7.
Zbjeg i mouth of Ukrine (rkm380+0 384+0)
8.
Dubočac (rkm 387+00 - 390+20)
9.
Sl.Kobaš (rkm 400+00 - 402+00)
10.
Davor (rkm 425+50 - 427+20)
11.
Dolina (rkm 447+50 - 449+50)
12.
Stara Gradiška (rkm 463+50 - 465+50)
13.
Jasenovac (rkm 515+00 - 518+00)
14.
Puska (rkm 541+30 - 542+50)
15.
Dinica Puska - Lonja downstream (rkm
545+00 - 552+00)
16.
Lonja (rkm 552+00 - 555+00)
17.
Bobovac (rkm 560+00 - 560+80)
18.
19.
20.
21.
Kratečko – Bistrač –Čigoč (rkm 562+30
- 568)
Gušće – Lukavec posavski (rkm
569+00 - 580
Blinjski Kut - Preloščica (rkm 581+00 585+00)
Sisak-Galdovo (rkm 591+00 - 594+00)
Small depth i width, wide river
channel
Small depth
Small depth
Small depth, big slope, wide river
channel, sediment load from river
Bosna
Small depth, wide river channel,
narrow river bottom during low water
Small depth
channel, sediment load from river
Ukrina
Small depth i width
Small depth, wide river channel,
sediment load from river Orljava
Small depth and width, sediment
load from river Vrbas, unconstructed mouth
Small depth and width, unsuitable
existing route of navigation
channel
Small depth
Small depth, small radius of river
bends
bends
Damaged system of hydraulic
structures
bends
Small depth, small radius
Small depth, narrowing due to
sedimentation
Small depth
Small depth and width
30
Digging river bottom to achieve planned dimensions
River training
River training
River training, digging and construction of hydraulic structures
Digging to achieve planned dimensions, partly in rocky material,
construction of hydraulic structures
Maintenance of river bottom in planned dimensions, construction
of planned hydraulic structures
Maintenance of river bottom in planned dimensions, construction
of planned hydraulic structures
Maintenance of river bottom in planned dimensions
Remove the remains of collapsed bridge
Recover existing hydraulic structure, adapt river bottom to
planned dimensions
Construct new hydraulic structures according to new project;
removal of deposited sediment
Recover existing system of hydraulic structures in conformity with
new project
Cutting through, recovery, up-grading hydraulic structures
according to new project
Maintenance according to project
KUPA
1.
0+000 - 5+000
Damaged system of hydraulic
structures
Recover of existing hydraulic structures
UNA
1.
0+000 - 15+000
Old hydraulic structure not
reconstructed, partially mined area
No interventions
31
3.2.2. Overview of current maintenance activities
There were no activities, maintenance or markings on the waterways throughout the period
1990 to 1995, and from 1995 to 1997 there were marking-related activities on the river Drava
but only in little scope.
Marking
After the Inland waterway navigation Act came into force in 1998, there started an organized
system of waterway marking. The recovery process took 4 years, and the safety of
navigation increased. Firstly, the conditions of by-day navigation were established, and
subsequently a system of at-night navigation was recovered.
Such system is fully operated on the waterways of Danube, Drava and Sava from Oprisavci
to Sisak. On the Sava’s section from Oprisavci to Sisak, riverside markings were installed on
the right bank (B&H) in 2008 only after creation of conditions for implementation of an
international contract. In the meantime, for the sake of safe navigation, floating markings
were used as substitutes.
Marking system has not been installed yet on the river Sava downstream of Slavonski Brod.
In pursuance with the international contract, marking of this section is responsibility of Bosnia
and Herzegovina to be exercised by the end of 2008.
After 2001, the process of modernisation and improvement of marking standards started.
Since 2004 the system of River Information Service has been developed. Firstly, RIS has
been introduced and installed on the Danube and Drava rivers, then on the Sava River
where such system has not been fully completed yet. Annual costs of the marking system
amounts approximately HRK 6,500,000.
Technical maintenance
It was only in 2000 that technical maintenance and recovery of waterways started financed
by the resources from the national budget. At first, those were financial resources allocated
from the budget of State administration for waters, and as of 2002 from the budget of the
relevant ministry responsible for inland waterways navigation. An outlook of financial
resources allocated for technical maintenance of inland waterways is shown in Table 14.
Table 14: Outlook of technical maintenance costs of waterways (mill/HRK)
Source of fin.
resources
MMTPR
DUV/MMPŠVG
HAC
TOTAL
2000.
0,00
6,00
0,00
6,00
2001.
0,00
5,81
0,00
5,81
Realization per year
2002. 2003.
2004.
2005.
35,35
38,14
24,70
14,88
6,00
6,00
3,48
11,00
0,00
0,00
0,00
0,00
41,35
44,14
28,18
25,88
32
2006.
21,46
18,88
18,30
58,64
2007
38,34
1,95
4,55
44,88
Plan
.2008
56,46
2,20
6,00
64,66
Graph 8: Distribution of technical maintenance costs of waterways (mill/HRK)
70
60
mil. kuna
50
40
30
20
10
0
2000.
2001.
2002.
2003.
2004.
2005.
2006.
2007.
2008.*
Godina
MMTPR
DUV/MMPŠVG
HAC
UKUPNO
* - planned
Table 15 shows an overview of performed technical maintenance-related works on
waterways in the period 2000 - 2008. Besides the works listed in Table 5, the exploitation of
sands and gravel was carried out on Sava and Drava with the purpose of technical
maintenance, however it did not result in the expected improvement of conditions required
for navigation. In addition, the Croatian Waters carried out recovery of hydraulic structures,
on navigable rivers, designated for protection of harmful activities of waters.
Table 15: Overview of technical maintenance works
Drava
Danub
No.
Rkm
1.
1493,0
2.
1405,5 - 1407
3.
0,0 – 22,0
4.
0,0 – 22,0
5.
12,0 and 21,0
6.
7.
141 – 141,5
10,0 – 11,0
8.
3,5 – 5,2
9.
14,2
10.
14,0
11.
12,0 – 14,0
12.
14,0
13.
14,0 – 19,0
Description of works
Recovery of damaged right bank at the edge of
waterway and barrier on the river sleeve
Reconstruction of hydraulic structures designated for
maintenance of waterway and protection from Danube’s
water inflow/burst
Dredging of submerged objects, responsibility of
Croatia stemming from law
Frequent dredging of sediment load from a waterway
Dredging of sediment load from the approach area of
ports
Removal of a clay ridge
Removal of a clay ridge
Reconstruction of existing groynes and construction of
T-groynes (6 pieces)
Stabilisation of left bank at the entrance of a new cut
through
Protection of a river island upstream, stabilisation of G
groyne foundation
Construction of stone depot, protection of uncontrolled
widening of a cut through
Exercise of 1and 2 phase of G groyne
Recovery of hydraulic structures with the aim of forming
a little port in the area of old Tranzit port, routing of
33
Sava
14.
12,0 – 14,0
15.
457,0 and 512,5
16.
308,0 – 591,0
17.
308,0 – 591,0
18.
311,0 – 313,0
19.
426,9 – 427,2
20.
318,8 – 319,2
21.
568,2 – 569,4
22.
547,0
23.
582,0
24.
25.
553,0 – 555,0
563,0 – 565,0
26.
588 and 364
27.
591,0 – 594,0
28.
316 and 374,5
Drava stream flow into a cut through
Stabilisation of bank sections of a cut through where the
cut through has been widen enough
Under water cutting and dredging of submerged
objects, responsibility of Croatia stemming from law – 5
pieces
Frequent dredging of surplus sediment for achieving
navigability (Sl. Šamac, Sl. Brod, Sl. Kobaš, Davor,
Lonja)
Digging on waterway bottom to achieve planned depths
(Migalovci, mouth of Ukrine, Zbjeg, Dubočac, Slav.
Kobaš, Davor, Stara Gradiška, Gušće, Lukavec,
Prelošćica)
Reconstruction of devastated parallel regulation
structures
Reconstruction and extension of bank protection
structures (Davor - mouth of Vrbas)
Recovery of bank protection structure at Jaruga
Recovery and stabilisation of bank protection structure (
350 m) at Gušća
Recovery of slipping bank in the river bend ‘Trebež’
Dredging of mud from the entrance and aquifer of the
Prelošćica winter port
Recovery of the existing groyne on Lonja’s section
Recovery of existing groynes on the Kratečko section
Technical clearance of approach area of ports of Sisak
and Sl. Brod
Technical clearance of waterway with the aim of
achieving navigation to shipyard slipway in Galdovo
Arranging of space for winter port/shelters
Technical documentation
The status of technical documentation, without larger activities on additional project design,
allows the commencement of waterways regulation within the scope of technical
maintenance and works with the aim of achieving a higher class of navigability on the
existing waterways. Table 16 shows an overview of the existing technical documentation. A
Creation of an environmental impact assessment, as well as location permits and
construction permits are still pending.
Table 16: Overview of existing technical documentation (Danube, Drava, Sava)
Danube
Number
River km
1.
1380 -1400
2.
1400 1410
Section
Drava’s Mouth Kopacki rit
Type of project
Kopacki rit sector
Provisional project
Provisional project
3.
1400 1410
Kopacki rit sector
Main project of
urgent recovery –
protection of
Kopački rit and
waterway
4.
1410 –
1433
Batina sector
Provisional project
5.
1314
Opatovac winter
port
Provisional solution
6.
1314
Opatovac winter
port
Professional basic
document for
location permit
34
Status of project
Completed in
2006.
Completed in
2004.
Partly designed in
2005, partly in
2006.
Completed in
2007.
Completed in
2004.
Made in 2005.
Drava
Sava
Main project
Completed in
2007.
Made in 2004.
Passenger ships
piers in Batina
Professional basic
document for
location permit
Made in 2005.
1380
Passenger pier in
Aljmaš
Completed in
2005.
1380
Passenger pier in
Aljmaš
Professional basic
document for
location permit
Completed in
2006.
Study on
navigability
Made in 2003.
7.
1314
8.
1425
9.
1425
10.
11.
Opatovac winter
port
Passenger ships
piers in Batina
Drava’s mouth to
border with
Hungary
Drava’s mouth–
Osijek
Osijek – location of
bridge on C-5
Location of bridge
„Valpovačkih plaža“
Valpovačke plaže –
Belišće
Valpovačke plaže –
Belišće
Belišće – border
with Hungary
12.
0,0 – 70,0
13.
0,0 – 22,0
14.
22,0 - 32,0
15.
32,0 – 47,0
16.
47,0 -52,0
17.
47,0 – 52,0
18.
52,0 – 70,0
19.
14,1 – 19,3
Osijek - town
20.
14,1 – 19,3
Osijek - town
21.
12,0 -14,0
Nemetin – cut
through
22.
0,0 – 56,0
Drava’s mouth –
Belišće
Environmental
impact assessment
23.
0,0 – 22,0
Drava’s mouth –
Osijek
Main project of
technical
maintenance of
critical sections
24.
25.
26.
27.
28.
29.
30.
31.
515 - 591
426 – 430
452 - 478
399 - 402
366 - 391
302 - 329
266 - 270
211 - 228
Jasenovac – Sisak
Stara Gradiška
Davor
Slavonski Kobaš
Slavonski Brod
Slavonski Šamac
Županja
Gunja
Project of 8 critical
sectionsProvisional projects
Provisional project
Provisional project
Provisional project
Provisional project
Main project of
recovery
Provisional project
Provisional project
correction of
waterway
Professional basic
document for
location permit
Main project of G
groyne and cut
through at Nemetin
32.
311 – 594
Slav. Šamac –
Sisak
Main project of
technical
maintenance of
critical sections
33.
210,8 - 594
Račinovci - Sisak
Provisional project
35
Completed in
2003.
Completed in
2005.
Completed in
2006.
Completed in
2004.
Completed in
2008.
Completed in
2008.
Completed in
2005.
Planned in 2006.
Completed in
2003.
Completed in
2007. Adoption in
2008.
Continually from
2003 to 2008following
dynamics of
technical
maintenance
Completed in
2002.
Continually from
2002 to 2008
following
dynamics of
technical
maintenance
Completed in
of waterway
regulation and
regulation of Sava
at medium-high
waters
Main projects of
recovery of the
existing hydraulic
structures
2006.
Made in 2007 and
2008.
34.
553 - 565
Lonja – Kratečko
35.
210,8 - 594
Račinovci - Sisak
Environmental
impact assessment
Under way,
completion in
2009
594 - 737
Sisak – Slovenia
(border)
Professional basic
document for
definition of
waterway
Made in 2008
36.
36
An overview of technical documentation and performed works throughout the period until
2008 being part of preparations for the construction of a multipurpose Danube-Sava canal
(DSMC)is shown in Table 17.
Table 17: Overview of DSMC documentation per groups
SPATIAL PLANNING DOCUMENTATION
Spatial plan of a corridor of DSMC, 1995-1997.
Landscaping of DSMC, 1995-1997.
E book of amendments to a DSMC project
PREPARATORY STUDY WORKS
Outflow and irrigation concept of the intervention site for DSMC,
Set of B books – Amendment of a provisional DSMC project, 1995-1996.
Plan of watering and Irrigation study 1996 and 1997.
Feasibility study of the first 9km of DSMC and port of Vukovar 1998.
Final environmental impact assessment of DSMC 1997-1999. (approved)
D book of Amendments of a DSMC provisional project
FIELD RESEARCH WORKS
Geodetic works 1997-1999.
Geo-technical and research works, 1996-1998.
Piezometric measuring of ground waters aquifer along the route: 1996-2001.
AMENDMENTS TO A DSMC PROVISIONAL PROJECT
Summary, 2001, A book- Amendment to DSMC provisional project,
Waterway project, C book – Amendment to a DSMC provisional project, 1997.
Civil engineering project of the canal, Set of F books – Amendments to DSMC provisional
project, 1996.
Hydraulic structures on the canal, Set of G books – Amendments to DSMC provisional
project, 1997-1998.
Due to new amendments of the spatial plans and regulations as regards the manner of
obtaining the required permits, it was necessary to up-date the existing documentation.
Since 2006 the following has been up-dated:
•
•
Existing spatial planning documentation,
Provisional technical design/solutions.
Design of the documentation needed prior to a location permit is under way currently.
Besides the aforementioned documentation, within the scope of preparations regarding the
construction of DSMC (Danube-Sava multipurpose canal), monitoring of woodland ecosystem and water regime of agricultural land surfaces has been carried out.
37
3.3. PLAN OF DESIGN AND DEVELOPMENT OF WATERWAYS
3.3.1. Objectives,tasks and action line
An overall objective is to design and maintain waterways in the manner in which the safety
and efficiency of inland navigation will be increased. The design of a waterway has to be
such to meet the needs of a beneficiary, i.e. to ensure undisturbed and safe navigation of
vessels with a maximal loading draught in conformity with the class of a waterway. In the
narrow sense, the aim of the plan is to design the Croatian inland waterways in conformity
with the standards of the European waterways by achieving the minimal commercially
effective size of draught of 2.5 meters over 300 days annually.
In order to bring the plan to its end in terms of achieving its goals it is inevitable to
accomplish certain individual tasks made up of:
1. Maintenance of sections of international waterways in the manner which will ensure safe,
reliable and sustainable navigation in terms of commercial exploitation,
2. Design of the sections of international waterways, on which there are no conditions of
navigability required by an international class, to reach higher class of navigability,
3. Implementation of the River Information Services system (RIS),
4. Improvement of the quality of waterway marking system,
5. Application of ecological standards in design and maintenance of waterways,
6. Commencement of the construction of the Danube-Sava canal project.
Each of the above mentioned tasks can be further divided into single actions made up of:
1. Sections of waterways compliant with the requirements of an international navigability
class:
• Continual maintenance of dimensions compliant with the European standards,
achievement of depth of 2.5 meters over 300 days annually,
• Elimination of shortcomings on certain critical sections being bottlenecks of
navigation on waterways.
2. Design the sections of waterways where there is no required class of navigability in such a
manner to elevate the class of navigability (sections of the river Sava – from Sl. Šamca to
Oprisavci, and from Sl. Brod to Sisak, and the section of an international waterway of the
river Drava - from Osijek to Ždralice):
• Increase dimensions of a waterway to the level which complies with the requirements
of the class by ensuring the commercial size of draught,
• Reconstruction and construction of hydraulic structures needed by a required class.
3. Implementation of River Information Services:
• Construction of IT and communication infrastructure,
• Implementation of RIS,
• Establishment of a national office for the management of RIS,
• Education of personnel,
• Cooperation and coordination with other countries, and transfer of information.
4. Increasing the quality of waterway markings:
• Modernization of the existing floats and buoys on waterways,
• Modernization of bank markings,
• Installation of new markings and adaptation of the existing ones to a new class and
dimensions after certain sections have been up-graded to a higher class.
38
5. Amendment of ecological standards in construction and maintenance of waterways:
• Adaptation of a waterway to a natural water course,
• Professional environmental impact assessment of the hydraulic structures planned to
be constructed,
• Construction of hydraulic structures only on sections of a waterway which are a threat
to navigation in the manner which will not be harmful to a natural ecosystem.
6. Danube-Sava canal project:
• Up-date the existing spatial plans and technical documentation,
• Preparatory action line, technical elaborates designated for the commencement of
construction,
• Construction of the canal and hydraulic structures on the canal.
An outlook of action line for all waterways is given below:
The Danube River
• Preserve the waterway status of the VI c class,
• Urgently reconstruct the objects related with safe navigation (damaged hydraulic
structures), and recover the waterway and riverbed at the sections with eroded banks and
deformations of the river course which may endanger safe navigability. Priority has been
given to the river Drava’s section up to the border with the Republic of Hungary where the
complete reconstruction is planned in compliance with the project documentation,
• Implement the system of River Information Services, and put into operation the regional
control centre in Vukovar,
• Define priority projects and prepare the documentation for the projects which will apply for
financial resources of the EU funds,
• Construct the Opatovac winter port for vessels/ships which find themselves at the Danube
sector in Croatia at the time of ice occurrence,
• Reconstruct and construct the objects related with safe navigation to achieve the
European standards of waterways of the VI c class,
• Design all necessary documentation, (along with research works, geodetic measuring,
design of required hydrological processing, maps), as well as an environmental impact
assessment,
• Continually monitor the technical status of the waterway and adapt the schedule of
activities to the real situation and shortcomings on a terrain,
• Technically cooperate with the neighbouring riparian countries with the aim of coordination
of actions as regards the design of the waterway and river course of the river Danube.
The Drava River
• Continually reconstruct the waterway from the mouth into Danube to Osijek with the aim of
achieving the IV class of a waterway, and upstream to keep the current navigability class,
• Prioritize the reconstruction and construction of the objects related with safe navigation,
and recover the waterway and river channel at the sector from the mouth into Danube to
port of Osijek,
• Implement the system of River Information Services, put into operation the regional
monitoring centre in Osijek,
• Define the priority projects and prepare required documentation for the projects which will
apply for financial resources of the EU funds,
• Plan the construction of hydraulic works in the manner which will provide for functioning
after the arrangement of the waterway compliant to the Vb class has been completed on
the section of the lower river,
39
• Finish the design of required technical documentation and environmental impact
assessment for all planned structures,
• Harmonize technical solutions with spatial plans, namely planned construction of other
infrastructural objects (roads, bridges, ports and piers, and hydraulic station/lock at
Osijek),
• Continually monitor the technical status of the waterway, and adapt the schedule of action
line to the real situation and shortcomings on a terrain,
• Harmonize the technical solutions of reconstruction and construction in the bordering area
with the Hungarian side.
The Sava River
• Reconstruct the entire waterway from Sisak in accordance with the adopted project to be
compliant with the IV class,
• Urgently exercise maintenance of the section of the river Sava from Sisak to Rugvica to
keep the current class, and prepare the documentation for the purpose of arranging the
waterway designated for the needs of nautical and recreational tourism,
• Reconstruct and recover the objects related with safe navigation (damaged regulation
structures), and recover the waterway and river channel at the sections of eroded banks
and endangered navigation,
• Finish the design of required technical documentation and environmental impact
assessment,
• Define the priority projects and prepare required documentation for the projects which will
apply for the financial resources of the EU funds,
• Continually monitor the technical status of the waterway and adapt the schedule of
activities to the real situation and shortcomings on a terrain,
• Research and design the studies and technical documentation designated for the design
of the river Sava’s waterway compliant to the Vb class of navigability in cooperation with
the Sava Commission,
• Coordinate and harmonize the programmes of regulation works on the Sava’s navigable
waterway with the neighbouring riparian countries within the framework of the Sava
Commission,
• Define the possibility of establishing the navigable waterway to the border with the
Republic of Slovenia, and carry out activities of harmonization with the spatial plans and
other infrastructure-related projects.
The Kupa River and Una River
• Carry out research works, geodetic measuring of a status of the water channel and
constructed hydraulic works,
• Design technical documentation of the reconstruction and design of the waterway
foreseen subsequent to 2015,
• Coordinate and harmonize the programmes of waterway design with the neighbouring
riparian countries within the framework of the Sava Commission.
The Danube-Sava multipurpose canal (DSMC)
• Renew and adopt the canal-related spatial plan, and environmental impact assessment,
• Finish the design of the studies, and monitoring of woodland eco-system, water regime of
agricultural land, and carry out the proceedings of their adoption before the relevant
institutions,
• Finish the design of technical documentation required for the issuing of the location
permits related with the construction of the canal,
• Clear property title, and property rights issues,
40
• Design main projects of certain structures and obtain construction permits (following the
separate schedule of action line),
• Commence the construction works following the specific schedule of action line.
41
Table 18: Definition of objectives, tasks and action line – logical matrix
OVERALL OBJECTIVE
INDICATORS
VERIFICATION METHOD
Improved safety and efficiency of inland
navigation
Reduced number of accidents
Reduced transportation costs
Increased transport effects
Official statistics
Beneficiary statistics
PURPOSE OF THE PROJECT
INDICATORS
VERIFICATION METHODS
PRERQUISITES AND RISKS
Design of waterways compliant with the
European waterways standards
Extent of elevation of a waterway
class
Classification of waterways
Coordination at the European level
RESULTS
INDICATORS
1.Increased dimensions of waterways in
compliance to the European standards
2.Increase the quality of waterway markings
3.Implementation of RIS
4.Application of ecological standards when
designing waterways
Results of bathymetric measuring
Quality of waterways markings
Number and type of RIS services,
number of users in the system
Studies, opinions, conditions,
construction
Investment projects
Control by the inland
navigation safety inspections
Performance of bathymetric
measuring
Reports on project
implementation
Functioning of a single
administering body for waterways
management (Agency for inland
waterways)
Conclusion and exercise of bilateral
agreements on inland navigation
signed with neighbouring countries
Cooperation with neighbouring
countries on the development of
RIS in the bordering areas
ACTIVITIES
INDICATORS
1.1. Elimination of shortcomings on a single
critical section (bottleneck) of a waterway.
2.1. Installation of quality waterway bank
markings.
2.2. Installation of advanced floats and buoys on
a waterway.
3.1. Creation of information-communication
infrastructure.
Overall length of recovered
sections, number of recovered
hydraulic works
Number of installed bank
markings, floats and buoys on a
waterway
Number of river km covered by
RIS
Extent of implemented annual
programmes
Action reports by the
waterways administering
bodies (Agency for inland
waterways)
Professional personnel and
advanced technical equipment of
waterway administering bodies
Financial resources
42
PREREQUSITES AND RISKS
3.3.2. Plan of construction,
modernization of waterways
improvement
and
transport-technology
The plan of construction, improvement and technological modernization of waterways has
been designed on the grounds of determined objectives and tasks described in the previous
chapter. It has been drawn up based on a professional assessment of the status of the
waterways, constructed existing structures and available technical documentation.
The planned structure of costs has only a provisional character as it is based on a
professional assessment. More precise costs of works should be determined in a-year long,
and three-year long programmes, after all research works, studies and technical
documentation required for the implementation have been designed
In the plan, actions and costs related with the project design, and the works have been have
been shown separately. (Table 19, and 20).
The planned works relevant to construction of the Danube-Sava multipurpose canal are
shown separately in Table 21.
Table 19: Project design related actions on the existing waterways
Type of action
Planned costs in
000 HRK
Danube (rkm 1433-1295.2)
25,000
1.1.
Research works, geodetic measuring, processing and maps
8,000
1.2.
Creation of an atlas and up-date of nautical maps of Danube
6,000
1.3.
Design of studies, provisional and main projects
11,000
2.
Drava (rkm 0-150)
Research works, geodetic measuring, processing and maps
zemljovidi
Creation of Drava’s atlas from rkm 0-70, up-date of nautical
maps
Design of studies, provisional and main project
13,000
Sava (rkm 210,8-737)
22,000
No.
1.
2.1.
2.2.
2.3.
3.
5,000
2,000
6,000
3.1.
Research works, geodetic & hydrological measuring
5,000
3.2.
Creation of an atlas & nautical maps (mapping)
7,000
3.3.
Design of studies & main projects
10,000
4.
Kupa (rkm 0-5)
5,000
4.1.
Research works, geodetic measuring, processing & maps
1,500
4.2.
Design of studies & provisional projects
3,500
5
Una (rkm 0-15)
5,000
5.1.
Research works, geodetic measuring, processing & maps
2,000
5.2.
Design of studies & main projects
3,000
Overall project design
43
70,000
Table 20: Construction works and improvement of existing waterways in 000 HRK
WATERWAY ON DANUBE – RIGHT RIVER BANK
Section
rkm
I
1410-1433
II
1400-1410
III
1380-1400
Sotin
1321-1324
Mohovo 1307-1312
Opatovac rkm 1313
Overall Danube:
Planned costs
TIn line
Diggi
groyne construct Bank protection
ngs
s
ion
23
0
73.718
8.291
0
10
0 133.272
33.393
2.884
20
0
73.753
125.722
3.019
2
0
15.000
10.000
0
5
8000
0
0
0
Construction of Opatovac winter port
Lengt
h km
60
8000
305.742
187.405
5.903
Total
82.008
179.549
212.494
25.000
8.000
20.000
507,051
WATERWAY ON DRAVA-FROM MOUTH TO OSIJEK
Number
1.
2.
3.
4.
Intervention to broaden the cut through to regulation width
Construction of G groyne – 3rd phase (final)
Stabilisation of the cut through on the regulation line
Regulation works downstream of the cut through from km 8 to km 12
Hydraulic works from km 14 to km 19 to correct the waterway
5.
allowing formation of marina (nautical tourism)
Overall Drava to Osijek:
Planned
costs
7.350
14.700
14.700
12.863
7.350
56,963
WATERWAY ON SAVA-WITHIN CROATIA
Section
River km
I
211-233
II
233-269
III
269-314
IV
314-339
V
339-371
VI
371-399
VII
399-423
VIII
423-452
IX
452-466
X
466-486
XI
486-515
XII
515-550
XIII
550-573
XIV
573-591
Overall Sava:
Lengt
h km
22
36
45
25
32
28
24
29
14
20
30
34
23
18
380
Planned costs
Diggi
ngs
6.102
306,8
3.856
12.405
243,1
10.208
0
1.832
735,8
0
741
9.837
24.456
22.542
93.263
Groyne
s
0
0
0
16.679
0
5.261
0
0
0
0
0
11.528
27.509
6.072
67.050
Weirs
Bank protection
0
0
0
0
0
0
0
0
0
0
0
2.473
106,6
0
2.579
0
23.442
2.213
390
9.290
2.401
22.071
10.308
1.771
711,1
18.736
7.901
9.884
705,9
109.823
Total
6.102
23.748
6.068
29.474
9.533
17.870
22.071
12.139
2.506
711,1
19.477
31.740
61.955
29.320
272,715
OTHER WATERWAYS
Number
1.
Intervening works on Drava upstream of Osijek
2.
Intervening works on Kupa from the mouth to Sisak old port
3.
Intervening works on Sava upstream of Sisak
Overall other waterways
OVERALL TOTAL in 000 HRK:
Planned
costs
5.271
4.000
4.000
13,271
850,000
44
Table 21: Construction works of new waterways –Danube– Sava multipurpose canal (DSMC)
in 000 HRK
No.
A.
1.
2.
3.
4.
5.
B.
Description of works/costs
PREPARATORY WORKS
Up-dating of studies, projects and spatial plan documentation
Preliminary to and research works
Purchasing of land (buy outs)
Substitute houses
Other costs not calculated
DIGGING AND CONSTRUCTION WORKS ON THE
STRUCTURES ON THE CANAL
Overall value of the planned works:
Planned costs
in 000 HRK
355,000
20.000
170.000
45.000
50.000
70.000
2,855,000
4,411,500
3.3.3. Plan of technical maintenance of waterways
In compliance with the regulations in force, technical maintenance encompasses the
following operations:
•
•
•
•
•
•
•
Recording of waterways and drawing up relevant technical documentation,
Maintenance of the depth of a fairway/waterway,
Maintenance of safe navigation related objects,
Markings,
Maintenance of objects, devices and equipment (hardware and software) used for
river information services (RIS),
Removal of floating and submerged objects from a waterway which may endanger
safe navigation,
Intervening maintenance of a waterway upon the request by the inspection
responsible for safety of inland navigation.
The plan has been designated to divide the operations of technical maintenance into three
groups:
1. Recording of waterways and drawing up relevant technical documentation,
2. Regular maintaining
- Maintenance of the depth of a waterway,
- Maintenance of safe navigation related objects,
- Removal of floating and submerged objects from a waterway which may endanger safe
navigation,
- Intervening maintenance of a waterway upon the request by the inspection responsible
for safety of inland navigation,
3. Marking, field monitoring and maintaining of CRORIS system equipment
- marking,
- maintaining of objects, devices and equipment (hardware and software) used for river
information services (RIS).
45
1. Recording of waterways and drawing up relevant technical documentation
It is carried out with the aim of monitoring of waterway navigability, regular maintenance of
dimensions of a waterway and safe navigation objects (hydraulic-technical structures).
Table 22: Recording of waterways and drawing up technical maintenance documentation in
000 HRK
Planned financial resources per waterways – water
courses
No.
1.
2.
Type of works
Danube
Drava
Sava
Kupa
& Una
Sava
Sisak Bregana
Total
Recording of waterways
Drawing up technical
documentation –
maintenance project and
reports on navigability
2000
2000
6300
500
1800
12600
1000
1700
3800
400
1500
8400
Overall:
3000
3700
10100
900
3300
21000
2. Regular maintenance
Table 23: Regular maintenance works in 000 HRK
Planned financial resources per waterways – water
courses
No.
1.
2.
3.
4.
5.
Type of works
Maintenance of dimensions of
a waterway
Regular maintenance of safe
navigation objects(groynes, in
line construction, weirs,
barriers, winter ports, etc.
Regular maintenance of
aquatic zone of ports and safe
navigation objects in the port
area
Removal of floating and
submerged objects
Intervening works upon the
request by the inspection
Overall:
Danube
Drava
Sava
Kupa
& Una
Sava
Sisak Bregana
4.000
12.000
21.000
2.000
7.000
46.000
9.000
6.500
15.000
2.000
2.000
34.500
4.000
5.500
7.000
1.000
0
17.500
600
600
1.300
100
200
2.800
1.000
1.000
1.700
200
300
4.200
17.000
24.000
43.000
5.000
9.000
105.000
Total
Recovery of the waterways damaged by natural disasters will be carried out primarily within
the scope of regular maintenance works. In case of more severe damages, it will be carried
out pursuant to a special programme decreed by the relevant minister when needed.
46
3. Marking works, field monitoring and maintaining of CRORIS system equipment
This plan regulates marking works on the following sections of the waterways:
•
•
•
•
•
•
Danube River ........................ from rkm 1295.5 to rkm 1433.0
Drava River .........................
from rkm 0.0 to rkm 198.6
Sava River to Siska ...........
Kupa River ………………..
Una River ……………….. ……….from rkm 0.0 to rkm 15.0
Sava River upstream of Siska … from rkm 594 to rkm 737
Four rivers (Sava, Drava, Danube, and Una) at some sections are bordering rivers; therefore
the marking works have to be harmonized in cooperation with the relevant institutions of
neighbouring countries.
Waterway on the river Danube is entirely in the bordering area with Serbia. Marking of the
left bank is carried out by Serbia whilst the right bank is marked by Croatia. The plan is
harmonized at the level of the relevant professional bodies because a bilateral agreement
which will regulate the maintenance and marking of the waterway has not been signed.
Waterway on the river Drava is partly a bordering river with the Republic of Hungary, and
as there is an agreement between the two countries, the marking works have been shared
as follows:
• from km 0.0 to km 125.6 the marking of both waterway sides is carried out by the
Republic of Croatia,
• from km 125.6 to km 198.6 the marking if both waterway sides is carried out by the
Republic of Hungary.
Every year, the two countries harmonize the plan mutually as it has been determined by the
rule book.
Waterway on the river Sava from km 210.8 to km 515 forms a border with Bosna and
Herzegovina with which Croatia has an internstate agreement and the rule book on the
manner of marking of the waterway on the river Sava and Una. The rule book determines the
division of marking works as follows:
• from km 210.8 to km 343 the marking of both waterway sides is carried out by Bosnia
and Herzegovina
• from km 343 to km 515 the marking of both waterway sides is carried out by the
Republic of Croatia
The remaining part, i.e. upstream of km 515 both sides are in the Republic of Croatia, so that
both sides are carried out by Croatia.
The waterway on the river Una is entirely in the bordering area with B&H. The rule book
determines the division of marking works as follows:
• from km 0.0 to km 5.0 the marking of both sides is carried out by the Republic of
Croatia
• from km 5.0 to km 15.0 the marking of both sides is carried out by Bosnia and
Herzegovina
Marking on the waterways encompassed by this plan is carried out in compliance with the
marking rules harmonized with the Inland navigation rule book and in the manner as follows:
•
Waterway on the river Danube is marked enabling round-the-clock navigation,
47
•
•
•
•
•
•
•
•
•
•
•
Waterway on the river Drava to Osijek is marked enabling round-the-clock navigation,
and only by-day navigation upstream,
Waterway on the river Sava is marked enabling round-the-clock navigation,
Floating marks on the river Danube and the river Drava from its mouth to Osijek are
made up of the light buoys and buoys without light,
Floating marks on the river Drava upstream of Osijek are made up of floats, and buoys on
certain places only,
Floating marks on the river Sava and Kupa are made up of buoys with light and without
light being permanent marks, and floats as temporary marks,
The new bank marks with light-reflecting features should be installed,
Lighting bodies on the new marks should be powered by solar energy,
The existing lighting bodies powered by means of butteries should be maintained for the
work lifetime of batteries, after that a solar power supply should be introduced,
Damaged and worn out marks should be repaired to the reasonable extent; replace with
the new ones if contrary to this,
Marks on the objects or structures creating constant or temporary obstacles on the
waterway (bridges, cables, submerged objects, ferries, etc) must be installed and
maintained by the investors or proprietors of the mentioned objects or structures,
The marking system has to be improved by means of advanced technologies, and upgraded to the aim of safe navigation,
River Information Services system (RIS) has been designed to operate within the European
network of information services in the inland navigation. In the Republic of Croatia, it is called
CRORIS. The CRORIS system has been created on the waterway on the river Danube and
international waterway on the river Drava. Amendments to legislation are to follow in
coordination with other Danube basin countries, employment of new personnel, and their
training.
The system on the river Sava is being developed; navigation maps have been created and
the software has been adapted. It is necessary to construct communication and informationrelated infrastructure. Coordination with Bosnia and Herzegovina is required.
Provision of infrastructure and operation of the river information services is responsibility of
the Agency for Inland Waterways.
48
Table 24: Specification of works and costs related with monitoring and maintenance of
CRORIS system marks and equipment (in 000 HRK)
No.
Type of action
Planned
costs
1.
Field monitoring, control and control of a waterway
21,000
2.
Maintenance of navigation marks
14,000
3.
Establishment of marking system on the waterway on Sava from
Sisak to Bregane
3,500
4.
Establishment of a marking system at the bordering waterway
section of the river Una
500
5.
Up-grading of a marking system on waterways that are marked
with new marks and modernization of the existing ones
7,000
6.
Implementation of CRORIS system on the Danube and Drava
3,500
7.
Development and construction of RIS on the river Sava in
coordination with B&H
5,000
8.
Maintenance of CRORIS system
9.
Up-date the existing and design the new technical documentation
related marking
10,500
Overall marking and CRORIS:
5,000
70,000
3.3.4. Plan of waterway management
The Agency for inland waterways has to be technically equipped in full in order to carry out
all given responsibilities. In particular, it is related with specially designated vessels/boats for
monitoring and marking of waterways, hydrographical measuring and recording of a
waterway, as well as accompanied infrastructure, acceptance pontoons, public landing
stages for unloading of equipment and devices used for waterway marking.
The Agency for inland waterways has to pay permanent care about the improvement of the
safe navigation and environment wellbeing standards. Due to an increasing demand for
waterway transport of dangerous cargo, it is necessary at all times for the Agency for inland
waterways to be timely informed on potential risks of harmful incidents, and to forward the
information to other relevant institutions in the manner which will diminish potential
consequences of the incident.
Thus the implementation of River Information Services has to be given priority, as it is
regulated in the EU Directive (2005/44/EC). To this aim, in pursuance to the Inland
navigation and ports Act it is necessary to establish RIS office within the Ministry of the sea,
transport and infrastructure on the national level, which will act as a national coordinator and
centre for the international exchange of information aggregated by means of the RIS system
compliant to the stipulations of the EU Directive and separate rule book.
The necessity of institutional enhancement of waterways management is the priority to be
exercised by means of the ongoing EU IPA accession programme. The planned operational
costs and equipping of the Agency for inland waterways are shown in Table 25.
49
Table 25: Waterway management – operational costs and equipping in 000 HRK
No.
Planned costs in
mill. HRK
Type of action
1.
Regular operational costs of Agency for inland waterways
49,000
2.
Maintenance of Agency’s vessels and equipment
7,000
3.
Purchase of IT and measuring equipment
2,000
4.
Purchase of vessels and equipment of waterway marking
11,500
5.
Construction of public landing stages for marking service
3,000
6.
Construction of Agency’s office building in Vukovar
12.000
7.
Equipping of Agency’s building
1,000
Overall waterway management
50
85,500
3.4. FINANCIAL PLAN
The Strategy of transport development in the Republic of Croatia in its Plan of development
of inland waterways and ports has determined that « the construction and reconstruction of
waterways will be financed from the Budget». Although the amount of 6% out of the total
allocations into transport has been allocated into waterway transport by this strategy, these
allocations in the recent period have reached approximately 1% of the total distribution into
transport, i.e. six times lesser than originally planned.
The allocations from the national budget into construction of waterways, which makes up
almost 50% of the budget designated for inland transport, are approximately HRK 30 millions
annually. If the financial resources from Croatian Waters and Croatian Automobile Club
(HAC) are added, the total financial resources allocated into waterways are HRK 43.96
millions on average throughout the period 2002 to 2008. In comparison, the developed
countries which have their waterways in much better conditions and which completed their
cycle of the waterways development in compliance with the standards of an international
class of navigability, allocate much higher financial resources into maintenance and
construction of waterways (Table 26).
Table 26: Allocations of funds into waterways in some European countries
Country
The
Netherlands
Belgium
Germany
Austria
Croatia
Annual
investment per
rkm
€/km
Annual
investment
Length of
waterways
Investment
period
mill. €
Km
70
5046
13,872
1998 - 2001
80
434
11,7
5,98
1434
7367
358
804
55,788
58,911
32,682
7,439
1998 - 2001
2003
2004 - 2021
2002 - 2008
Source: Excerpt from PINE study, final report
This medium-term plan foresees the costs of regulation and development of waterways, and
construction of the Danube-Sava canal in the amount of HRK 4,411,500.000. The finance is
foreseen to come from several sources due to the fact that it is partly about maintenance and
construction of multipurpose structures and as regards the dimensions of the Danube-Sava
canal construction project the finance will be through long-term loans with the international
financial institutions.
By means of coordinated construction of a water course and waterway, optimal solutions will
be achieved along with expected effects and designated expenditure of resources intended
both for waterways and harmful waters protection in compliance with the Inland navigation
and ports Act, and Waters Act.
The financial plan of construction and development of waterways is shown in Table 27.
Analysing the costs thereinafter brings about the calculations which show that the costs of
construction, maintenance, recovery and existing waterways management reach the total of
HRK 213,486 rkm/annually, or 29,046 €/rkm/annually. The experience of the EU countries
shows that the costs of maintenance and management range from 25,000-30,000
€/rkm/annually.
51
Taking into account the fact that the waterways have not been maintained in an adequate
way, and that the amount of financial resources designated for the elevation of the
navigability class of the existing waterways is significantly large, the allocations can be
conceived to the extent adequate the one of the European countries which have waterway
infrastructure.
52
Table 27: Financial plan of construction and development of waterways (in 000 HRK)
No.
Item
Total
1.
CONSTRUCTION, IMPROVEMENT, AND
TRANSPORT-TECHNOLOGY RELATED
MODERNIZATION
1.1.
Project design of the existing waterways
70.000
1.1.1.
Danube
25.000
1.1.2.
Drava
13.000
1.1.3.
Sava
22.000
1.1.4.
Kupa
5.000
1.1.5.
Una
Construction works and up-grading of the existing
waterways
5.000
1.2.
1.2.1.
920,000
850,000
Danube
Section I from rkm 1410-1433
507,052
1.2.1.1.
1.2.1.2.
Section II from rkm 1400-1410
169.549
1.2.1.3.
Section III from rkm 1380-1400
202.495
1.2.1.4.
Sotin from 1321-1324
1.2.1.5.
„Mohovo canal“ from 1307-1312
1.2.1.6..
Construction of Opatovac winter port
20.000
1.2.2.
56,963
1.2.2.2.
Drava
Intervention for the widening of the cut through to regulation
width
Construction of G groyne – 3rd phase (final)
1.2.2.3.
Stabilisation of the cut through on the regulation line
14.700
1.2.2.4.
Regulation works upstream of the cut from km 8 to km 12
12.863
1.2.2.5.
Hydraulic works from km 14 to km 19 to correct the waterway
regarding formation of marina (nautical tourism)
1.2.2.1.
1.2.3.
82.008
25.000
8.000
7.350
14.700
7.350
Sava
Section I from rkm 211-233
272,714
1.2.3.2.
1.2.3.3.
Section II from rkm 233-269
23.748
Section III from rkm 269-314
6.068
1.2.3.4.
Section IV from rkm 314-339
29.474
1.2.3.5.
Section V from rkm 339-371
9.533
1.2.3.6.
Section VI from rkm 371-399
17.870
1.2.3.7.
Section VII from rkm 399-423
22.071
1.2.3.8.
Section VIII from rkm 423-452
12.139
1.2.3.9.
Section IX from rkm 452-466
2.506
1.2.3.10.
Section X from rkm 466-486
711
1.2.3.11.
Section XI from rkm 486-515
19.477
1.2.3.12.
Section XII from rkm 515-550
31.740
1.2.3.13.
Section XIII from rkm 550-573
61.955
1.2.3.14.
Section IXV from rkm 573-591
29.320
1.2.4.
1.2.4.1.
Other waterways
13,271
1.2.3.1.
6.102
Intervening works on the river Drava upstream of Osijek
53
5,271
1.2.4.2.
1.2.4.3.
2.
2.1.
2.1.1..
2.1.2.
2.2.
Intervening works on the river Kupa from the mouth to the old
Sisak port
Intervening works on the river Sava upstream of Sisak
TECHNICAL MAINTENANCE
Recording works of waterways and drawing up of
technical maintenance documentation
Recording of waterways
Drawing up of technical documentation – project of
maintenance and navigability reports
4.000
4.000
196,000
21.000
12.600
8.400
2.2.1.
Regular maintenance works
Maintenance of the dimensions of a waterway
2.2.2.
Regular maintenance of safe navigation related objects
(groynes, in-line construction, weirs, barriers, winter ports, etc.
34,500
2.2.3.
Regular maintenance of port basin and safe navigation related
objects in the port area
17,500
2.2.4.
Removal of floating and submerged objects
2,800
2.2.5.
4,200
70,000
2.3.1.
Intervening works upon the request by inspections
Marking of the waterway and maintenance of the CRORIS
system equipment
Field monitoring, control , and control of the dimensions of a
waterway
2.3.2.
Maintenance of navigation marks
14,000
2.3.3.
Establishment of a marking system on the Sava’s waterway
from Sisak to Bregana
2.3.4.
Establishment of a marking system on the bordering part of the
waterway on the river Una
2.3.
2.3.5.
2.3.6.
2.3.7.
2.3.8.
Up-grading of the system on the waterways on which new
marks are installed, and modernization of the existing marks
Implementation of CRORIS system on the Danube and Drava
rivers
Development and construction of RIS system on the river Sava
in coordination with B&H
105,000
46,000
21,000
3,500
500
7,000
3,500
5,000
10,500
2.3.9.
3.
Maintenance of CRORIS system
Up-dating of the existing and drawing up of the new technical
documentation of marking
WATERWAY MANAGEMENT
3.1.
Regular operational costs of the Agency for inland waterways
49,000
3.2.
Maintenance of the Agency’s vessels and equipment
7,000
3.3.
Purchase of IT and measuring equipment
2,000
3.4.
Purchase of the marking vessels and equipment
3.5.
Construction of public landing stages for marking service
3,000
3.6.
Construction of the Agency’s an office building in Vukovar
12,000
3.7.
Equipping of the Agency’s building
OVERALL EXISTING WATERWAYS:
1,000
1,201,500
3,210,000
4.1.
CONSTRUCTION WORKS ON THE NEW WATERWAYS –
Danube - Sava multipurpose canal( DSMC)
Preparatory works
4.1.1.
Up-dating of study, project and spatial planning documentation
4.
54
5,000
85,500
11,5
355,000
20,000
4.1.2.
4.1.3.
Preparatory and research works
Purchase of land (buy outs)
4.1.4.
Substitute houses
50,000
4.1.5.
Other costs not calculated
70,000
4.2.
Digging works and construction of objects on the canal
OVERALL WATERWAYS AND THE CANAL (DSMC):
55
170,000
45,000
2,855,000
4,411,500
Table 28a: Financial plan according to the source of finance (in 000 HRK)
WATERWAY
Total
Technical improvement and transport-technology
related modernization of the existing waterways
- Sava Project IV class (IPA project)
- Danube Project sector 1380-1410*
- Other regulation works
Operational management
Construction of new waterways - DSMC
Total
Budget
920.000
272.714
372.044
275.242
196.000
85.500
3.210.000
4,411,500
EU funds
343.421
68.179
0
275.242
196.000
85.500
0
624,921
Required loans
576.580
204.536
372.044
0
0
0
0
576,580
0
0
0
0
0
0
3.210.000
3,210,000
Table 28b: Financial plan of selected projects (in 000 HRK)
WATERWAY
Total
net HRK
Sava
Danube’s sector 1380-1410
DSMC
Total
272.714
372.044
3.210.000
3.854.758
2009
net HRK
38.714
54.044
10.000
102.758
2010
net HRK
39.000
53.000
50.000
142.000
2011
net HRK
39.000
53.000
50.000
142.000
Project plan
2012
net HRK
39.000
53.000
100.000
192.000
2013
net HRK
39.000
53.000
1.000.000
1.092.000
2014
net HRK
39.000
53.000
1.000.000
1.092.000
2015
net HRK
39.000
53.000
1.000.000
1.092.000
Table 29: Annual amounts allocated from the Budget (in 000 HRK)
WATERWAY
net HRK
Technical improvement and transporttechnology related modernization of the
existing waterways
Total
Total
343.421
196.000
85.500
624,921
2009
net HRK
2010
net HRK
49.421
28.000
22.500
99,921
49.000
28.000
10.500
87,500
56
Annual finance allocated from the Budget
2011
2012
2013
2014
net HRK
net HRK
net HRK
net HRK
49.000
28.000
10.500
87,500
49.000
28.000
10.500
87,500
49.000
28.000
10.500
87,500
49.000
28.000
10.500
87,500
2015
net HRK
49.000
28.000
10.500
87,500
4.
DEVELOPMENT PLAN OF INLAND PORTS IN THE REPUBLIC OF CROATIA
4.1. OUTLOOK AND ASSESSMENT OF THE PRESENT SITUATION
The crucial characteristic of the Croatian inland navigation port system is its internal
disintegration so that it is possible to speak about the river Sava's port system or the ports in
the Sava basin, and Danube port system which encompasses the ports of Vukovar, Osijek,
and the future county ports and piers (Ilok, Batina, Aljmaš, etc). The port system in the river
Sava basin which encompasses the ports of Sisak and Slavonski Brod must be observed as
a single unity made up of the ports in the neighbouring bordering countries (ports of Brčko,
Šamac, etc.). Harmonization of development strategies of ports is a prerequisite of their
market competitiveness so that the International commission of the river Sava basin has an
important role. On the other side, the Danube port system is experiencing the completely
different market situation after the transport has recovered and now sees a growing transport
demand.
Current situation and the position of the Croatian port system is characterised by the
following characteristics:
•
Despite enormous material damages, the reconstruction process has not been intensive;
the financial resources were scarce, initiation of a new development and investment cycle
failed what brought about technical and technological shortcomings and the lack of
sufficient capacities.
•
Unbalanced market demand for cargo shipping on the Sava and Danube rivers resulted
in the fact that the ports of Osijek and Vukovar record growth of transport, whilst the ports
on the river Sava stagnate. Besides the objective fact that the waterway on the river Sava
is of lower navigability class and that the safety conditions of navigation on a lower river
Sava are below the minimal requirements of safe navigation, this process is also the
consequence of modified political and economical circumstances which brought about
the diminution in industrial production or complete close-downs of factories or some
plants which used the Sava’s waterway to be supplied with raw materials, or deliver their
products.
•
Growth of transport on the Danube River, and the EU incentives for the use of waterways
initiate new demands by users of the Danube’s waterway, and ports on the river Danube.
As an outcome there is a growing interest in specialised port services.
•
Implementation of River Information Services (RIS) on the Danube and Drava can
additionally increase the appeal of the ports under condition that they are connected with
the information network at the EU level and join the logistic transportation chains.
•
The establishment of the Sava Commission based in Zagreb is a good opportunity for the
all ports on the river Sava to define and when needed adapt their development to the
market demand by means of coordinated action line and harmonized planning.
It can be stated that despite the fact that the Croatian port system has been segmented,
isolated in terms of development and planning, and that it operates on the international
market in different conditions, the EU initiative to inland waterway transport and the current
trends of growing demand for shipping on the river Danube will give good chances for the
ports of Vukovar and Osijek if the development cycle is started. Revitalisation of the shipping
on the river Sava, integration of the Sava waterway with the Danube, and mutual actions by
all the states members of the Sava Commission are the prerequisites of growth of the ports
on the river Sava.
57
4.2. PROBLEMS OF THE CROATIAN INLAND PORT SYSTEM
The port authorities are the key factor for the implementation of stipulations of the Inland
navigation and ports Act and accompanying sub-acts, and are responsible for the
implementation of the overall inland waterway transport and port policy
In the implementation process of the regulations, certain shortcomings have been identified
which diminish the functioning of the overall port system. These problems are identified and
shown in Table 30. A brief remark together with the incurred consequences is added to the
each. The plan also suggests the adequate measures for the elimination of the same, or just
how to make them local to the most possible extent.
Table 30: Key shortcomings and incurred consequences related with the inland port system
Problem
1.
2.
PROPERTY ISSUES
OF THE PORT AREA
GIVING PRIORITY
CONCESSIONS FOR
PORT ACTIVITIES
REMARKS
CONSEQUENCES
PORTS HAVE BEEN
PRIVATIZED IN PURSUANCE
TO A GENERAL
PRIVATIZATION MODEL SO
THAT SOME PORT
COMMERCIAL COMPANIES
AND PORT OPERATORS
BECAME OWNERS OF THE
ENTIRE INFRASTRUCTURE,
BUILDINGS, AND LAND IN THE
PORT AREA.
GIVING RIGHTS TO EXISTING
COMPANIES, FOUNDED IN
PRIVATIZATION, TO PERFORM
PORT OPERATIONS IN PUBLIC
PORTS IS UNDERSTOOD.
«LAND-LORD» MODEL
CAN NOT BE
IMPLEMENTED, LACK OF
FINANCE TO INITIATE
DEVELOPMENT CYCLE.
COMPLIANCE WITH
STANDARDS, DEFINING
OF BUSINESS
CONCEPT/POLICY, VAGUE
BUSINESS STRATEGY.
IT IS NOT POSSIBLE TO
ALL PUBLIC PORTS HAVE
3.
4.
EQUAL STATUS OF
ALL PUBLIC PORTS
INSUFFICIENT PORT
INFRASTRUCTURE
THE SAME STATUS
REGARDLESS THE ROLE
THEY HAVE ON THE
INTERNATIONAL MARKET AND
DEVELOPMENT POTENTIALS.
AFTER COMPLETE
DEVASTATION DURING THE
WAR, ONLY PARTIAL
RECONSTRUCTION OF
CAPACITIES HAS BEEN
COMPLETED, SO THAT SOME
PORTS DO NOT HAVE
ELEMENTARY PORT
INFRASTRUCTURE.
58
DEVELOP ALL FOUR
PORTS AT THE SAME TIME
DUE TO THEIR
CHARACTERISTICS,
FINANCIAL POWER, AND
GENERAL ECONOMIC
PRINCIPALS.
LIMITED ABILITY OF
ACCEPTANCE OF
VESSELS, IN PARTICULAR
ON THE PORTS ON SAVA.
POOR
5.
TECHNOLOGICAL
EQUIPMENT
LACK OF ADVANCED
TECHNICAL EQUIPMENT AND
SPECIALIZED TERMINALS
FOR HANDLING WITH
SPECIFIC KINDS OF
FREIGHT.
CONSTANT DEEPENING AND
WATERWAYS AND
APPROACHES TO
PORTS
DREDGING MUST BE
CARRIED OUT DUE TO
SPECIFIC CHARACTERISTICS
OF WATERWAYS OF SAVA
AND DRAVA WHICH ARE
NATURAL WATER COURSES.
MEETING THE
REQUIREMENTS OF
AGN AGREEMENT
THE MOST IMPORTANT
CONDITIONS ARE: ENOUGH
SPACE FOR DEVELOPMENT
OF COMPLEMENTARY
ACTIVITIES AND POSSIBILITY
OF INTEGRATION WITH
BUSINESS ZONES.
MAINTENANCE OF
6.
7.
LACKS OF SPECIALIZED
TERMINALS WHICH ARE
TECHNICALLY EQUIPPED
WEAKEN THE MARKET
POSITION AND
COMPETITIVENESS.
RELIABILITY OF
TRANSPORT HENCE THE
EFFICIENCY AND
COMPETITIVENESS OF
PORTS ON SAVA AND
DRAVA HAS BEEN
SIGNIFICANTLY
DIMINISHED.
IN THE EU ACCESSION
PROCESS ONLY E-PORTS
WILL HAVE POSSIBILITY OF
AGGREGATED FREIGHT
TRANSPORT.
The manner of financing of ports as strategic transport and economy related resources of a
country is vital for creation and realisation of a successful development policy of ports. The
approach which sees the port operators as the only financial investors can have only limited
application as regards the inland ports and conceives provision of enough space to be
ensured by port authorities, whilst the port operators themselves will take liability of investing
into the port facilities and construction namely, the liability of constructing the port
infrastructure, port traffic connections, and operational riverside. Such cases are rare in
practice and they are related with the sea ports, so called hub-centres. However, the interest
in investing into the Croatian inland ports exists in terms of particular kinds of cargo.
The interest of the private capital to invest into the terminals of general cargo or multipurpose
terminals is limited due to the lack of large profits gained on such terminals in the port
loading and unloading processes. In addition, how successful these terminals will be largely
depends on the extent to which the transport infrastructure out of the port area has been
constructed. Therefore, it is a common practice to construct such terminals through different
types of partnerships between public and private sector in terms of financing of the port
facilities and structures.
The development of a port should be planned in the manner which will obtain attractiveness
of the port and port system as a whole, and not to become dependant on only one successful
port operator. Due to this fact, each public port and in particular, E- port must have enough
space to allow complementary sub activities in the port area, namely within business zone.
59
4.3. ANALYSIS OF TRANSPORT AND BUSINESS ACTIVITY OF THE CROATIAN INLAND PORTS
4.3.1. Analysis of transport
Annual volume of transport is one of the most important technological parameters by which
market success of a port or a port system is measured. To the aim of the analysis, the data
of transport recorded by port authorities in terms of tonnages have been used. The amount
of freight which is reloaded for the internal needs (gravel and sand dredged from the
riverbed) has not been included into the total.
The last seven years have two characteristic phases. The first phase in which a sharp growth
of transport was recorded in the first five years after it had been started from a complete
standstill. This was helped by the market situation and the revitalisation of industry sector in
particular in northern Bosnia and Herzegovina which is focused at the Croatian inland ports.
The second phase in the period subsequent to 2005 is characterised by a slow down and the
fall of transport. The investment cycle into the ports failed to be started at the sufficient
extent; additionally, the revitalisation process of the river Sava to regain navigability was not
intensive enough so that the infrastructure could not reach the quality of services demanded
by the market.
The growth of transport has been achieved exclusively in the international transport whilst
there is almost no domestic transport on the river Sava apart from the transport of crude oil
(Graph 1 and 2). The domestic transport can not achieve more significant growth until the
waterways on the Sava and Danube in Croatia remain isolated in terms of transport
disconnection.
Graph 1: Trends of freight transport in the Croatian inland ports (000 tons)
2000
1500
1000
500
0
2000 2001 2002 2003 2004 2005 2006 2007
Ukupno
Tekući
60
Suhi
Graph 2: Freight transport in the Croatian inland ports according to freight flows
2000
1500
1000
500
0
2000
2001
2002
2003
Domaći
2004
2005
2006
2007
Meñunarodni
A single port considered, a growing trend of transport in ports on the Danube corridor is
obvious. The volume of transport in the port of Vukovar has been made almost completely by
‘Luka Vukovar’ (Vukovar port), port operator. ‘Tranzit’ Osijek company has realised the entire
transport in the port of Osijek. Ports of Sisak and Slavonski Brod are exclusively dependant
on the transport of crude oil on the reach between Sl.Brod-Sisak which is the only freight in
public transport recorded in these ports (Table 31).
Table 31: Freight transport in the inland ports open for public transport (in tons)
2001
2002
2003
2004
2005
2006
2007
Osijek
184.000
197.000
256.414
355.856
478.000
464.105
466.420
Sisak
210.000
205.000
201.000
198.000
174.000
156.935
139.899
Sl. Brod
210.000
205.000
201.000
198.000
174.000
156.935
139.364
Vukovar
75.000
110.000
248.856
386.891
803.651
925.534
875.125
679,000
717,000
907,270
1,138,747
Total
1,629,651
1,703,509
1,620,808
Passenger transport on the river Danube boomed in the period 2003-2006. Adaptation of
ports for acceptance of passenger ships and the attractiveness of eastern Croatia in terms of
tourism have been recognized by tour operators and shipping companies so that the port of
Vukovar provides services to foreign shipping companies (Table 32).
Table 32: Passenger transport in the inland public ports
Vukovar
2001
2001
2002
2003
2004
2005
2006
2007
-
-
-
947
8.642
14.280
17.877
18.551
The port of Vukovar can become into an important port centre on the middle river Danube,
and it is important to mention its transit importance for the freights from Bosnia and
Herzegovina. Additional investment into the terminal for liquid freight by the port operators
will enhance their role. However, it must be stressed that despite high performance
productivity it can not make a step forward towards E-ports without, now urgently needed,
initiation of investment cycle and up-grading of the port area.
The port of Osijek also records good results in terms of transport although the waterway on
the river Drava is very often a restricting factor which diminishes the efficiency of the port due
to frequent sediment deposition and thus reduced depths. The type of ownership of the port
61
operator might bring about a switch in company’s activities into production and trade related
activities or a specialisation for the freights compatible with these activities.
4.3.2. Analysis of receipts and expenditure of port authorities
Activities of port authorities as a public institutions founded by the Republic of Croatia are
financed by means of their own financial resources made up of port taxes and fees, as well
as state and county budget funds designated for construction and maintenance of port
infrastructure and facilities.
As regards medium-size developed ports and well developed ports where there is large
transport volume and turnover of capital, port authorities can be financed on their own
including regular maintenance and investment maintenance, and repayment of loans taken
out for the investment into new port facilities, infrastructure, super infrastructure, and port
equipment.
As regards the ports with a smaller capital turnover and transport volume it is inevitable to
finance the costs of investments, maintenance of port facilities and infrastructure, and even
costs of operations from the budget provided that a state or regional/local authorities wish to
have a public port which function normally.
The receipts from port taxes and fees are directly connected with the size of transport, and
as the ports of Vukovar and Osijek operate in the international transport, these ports can
expect more significant income gained from the port taxes.
Table 33: Structure of receipts of port authorities (%)
PORT AUTHORITY OF VUKOVAR
2004/2005
Port dues
Concession charges
Budget receipts
Other receipts
Total:
PORT AUTHORITY OF OSIJEK
Concession charges
Budget receipts
Other receipts
Total:
PORT AUTHORITY OF SLAVONSKI BROD
2007
10,5
36,1
18,3
1,2
4,1
3,0
80,4
26,2
56,0
7,9
33,6
22,7
100,0
100,0
100,0
2004/2005
Port dues
2006
2006
2007
10,7
10,0
12,0
3,3
3,0
2,0
85,4
74,0
80,0
0,6
13,0
6,0
100,0
100,0
100,0
2004/2005
2006
2007
Port dues
2,9
3,5
5,4
Concession charges
0,0
-
-
95,9
96,2
94,1
1,2
0,3
0,5
Budget receipts
Other receipts
62
Total:
PORT AUTHORITY OF SISAK
100,0
2004/2005
100,0
2006
100,0
2007
Port dues
1,4
2,9
2,6
Concession charges
1,2
0,6
1,6
97,4
93,4
92,7
0,0
3,1
3,1
100,0
100,0
100,0
Budget receipts
Other receipts
Total:
The structure of expenditure shows that the largest amounts are recorded in the segment of
investments. Port authorities on inland waters have 5 employees on average so that
overhead costs and salary-expenses reimbursements are not big. Although the investments
take the largest portion of expenditures due to a status of the port infrastructure and the need
of intensive investments into the major facilities, the absolute amount is approximately HRK
25 millions a year (€3.5 millions) for the all four ports.
Table 34: Structure of expenditure of port authorities (%)
PORT AUTHORITY OF VUKOVAR
2004/2005
2006
2007
Salary and expenses reimbursement
3,8
10,7
5,7
Overhead costs
1,6
5,4
5,9
Maintenance costs
4,6
14,9
3,7
86,7
56,9
80,4
3,3
12,1
4,3
100,0
100,0
100,0
Investment costs
Other expenses
Total :
PORT AUTHORITY OF OSIJEK
2004/2005
2006
2007
8,6
8,0
9,0
Overhead costs
0,8
7,0
6,0
Maintenance costs
3,2
4,0
0,5
85,9
80,0
84,5
1,5
1,0
0,0
100,0
100,0
100,0
Investment costs
Other expenses
Total :
PORT AUTHORITY OF SLAVONSKI BROD
2004/2005
2006
2007
5,6
3,3
4,0
Overhead costs
3,8
2,9
2,8
Maintenance costs
0,4
2,9
5,2
84,6
90,5
87,6
5,6
0,4
0,4
100,0
100,0
100,0
Investment costs
Other expenses
Total :
63
PORT AUTHORITY OF SISAK
2004/2005
2006
2007
9,6
9,1
5,6
Overhead costs
4,6
15,9
16,3
Maintenance costs
0,9
8,2
1,8
79,0
64,3
73,3
5,9
2,5
3,0
100,0
100,0
100,0
Investment costs
Other expenses
Total :
Table 35 shows the structure of non-investment expenditure covered by the receipts from the
activity of a port authority. It is obvious that the port authorities of Vukovar and Osijek can
completely finance their activities on their own whilst the port authorities of Sisak and
Slavonski Brod can do that only partially because neither they nor the waterway on river
Sava have been completely reconstructed yet.
Table 35: Structure of non-investment expenditure covered by the receipts from activities (%)
NON-INVESTEMNT EXPENDITURE COVERED BY
RECEIPTS FROM ACTIVITIE (IN % )
Port authority of Vukovar
2005
2006
2007
92,8
100,0
100,0
100,0
100,0
100,0
0
20,3
100,0
100,0
65,3
100,0
Port authority of Slavonski Brod
21,5
41,9
40,5
Port authority of Sisak
13,0
15,4
11,7
State ports
County ports
Port authority of Osijek
Financing of potential county public ports is one of the most crucial issues. Namely,
increased operational and overhead costs of port authorities which emerge from the
maintenance of port facilities and infrastructure can not be compensated for the receipts from
other sources since it is in contrast to the economic principles, and directly diminishes the
possibilities of investment maintenance in the ports of state importance. It means that the
financial resources gained from the port users – shipping companies and port operators –
are spent for a purpose other than designated, and thus the users would not be given
adequate compensation in terms of improved services and transport conditions in the port for
which they pay port dues and fees.
64
4.4. PLAN OF MODERNIZATION AND CONSTRUCTION OF INLAND WATERWAY PORTS
4.4.1.
Port of Vukovar
The port of Vukovar is based on the 1,335 km of the river Danube’s course, in the area of so
called - the middle river Danube. It is situated at the junction of west-south transport routes
between Croatia, and Bosnia and Herzegovina, and north-east ones between Hungary,
Serbia, and Romania. Vukovar is an inland waterway port which can provide services for the
vessels of the V class, and the category of navigability and reliability of navigation on the
Danube over 365 days a year make it the most important inland waterway port in Croatia.
At the time of temporary occupation, almost the entire infrastructure was devastated and the
equipment looted or destroyed. After the peaceful reintegration of the Danube region had
been completed, the reconstruction of the port started. Newly installed capacity of the port
enables loading an unloading of up to 1,000,000 t annually.
The highlighted port area (picture 9) covers the surface of approximately 26 ha; the river
Danube forms its boundary in the north, public road which connects Vukovar and
Osijek/Vinkovci in the south, the urban zone in the east, and ‘Borovo’ business zone, a
surface designated for commerce and industry related development, in the west.
The construction of the planned Danube-Sava canal and the position of its mouth into the
Danube will reduce the operational surface of the port by approximately 6 ha to become 20
ha. Namely, the DSMC project envisages the destruction of a part of the port (approximately
one quarter of the total space), in particular, the part which is functional in terms of
operations and on which 'Luka Vukovar', the port operator, practices its activities.
Due to the importance of the port of Vukovar in terms of transport and due to the basic
principles of concession which encompasses the guaranteed conditions of undisturbed and
free performance of activities, the implementation of the project of construction of the
Danube-Sava canal (in the line with the existing technical documentation) must be preceded
by in detail programmed schedule of the construction of additional port capacities in the
scope as suggested in this plan in order to compensate for the loss of space and provide for
the full operations and functions of the port during the time of and after completion of
construction of the mouth of the canal.
Picture 9: Port area of the port of Vukovar
'Luka Vukovar' port operator, two port operators for transhipment of liquid cargo, and one
port operator for transhipment of wheat and oil seed operate on the highlighted part of the
picture of the port area covering the surface of approximately 8 ha.
65
The plan is designed on the grounds of the Development study of the port of Vukovar
(DSPV) and the Feasibility Study of construction of the 'Nove luke Istok' (New East Port).
The basic principles and recommendations underlined in the previous chapters which are
related with the development of inland waterway ports and fulfilment of requirements of Eports have been taken into account in the DSPV, and consequently, the conceptual solutions
of the port of Vukovar have been proposed. The basics of the development concept of the
port of Vukovar in this plan can be summarised as follows:
-
-
-
Modernization and construction of additional capacities of the port on the existing port
area – in the zone of the town of Vukovar – Priljevo («Nova luka istok»/New East
Port) – Phase I,
Projects of port infrastructure in the zone of construction of the mouth of the DanubeSava canal should be adapted to the construction of the additional capacities – Phase
II,
Designate the port to contribute the development of the business zones and the
economy in its hinterland (‘Logport’ concept)
Modernization of road and rail infrastructure at the approaches to the port, including
the connection with the main traffic corridors (V c, X).
This plan has not encompassed the concept of the construction of so called ‘new port of
Vukovar’ on the Danube-Sava canal which is envisaged within the DSMC project. The
proposed development concept of the port of Vukovar envisaged in this plan does not
exclude the possibility of construction of additional port capacities on the canal compliant
with the traffic and economic valorisation as well as specific market demands for specific
types of cargo.
The construction of the New East Port is a base of the plan of the development of the port of
Vukovar in period between 2009 and 2016 which will be implemented by means of public
and private partnership, namely through BOT model. The port infrastructure will be financed
by loans, grants from the pre accession funds or international donations, or partly from the
state budget, whilst the superstructure, port facilities, and equipment will be financed by port
operators. The basic activities of the investment programme are shown in Table 36, and the
financial plan per developers and sources of financing for the period between 2009 and 2016
in Table 37.
For the implementation of the project it is necessary to meet the following prerequisites:
•
•
•
•
•
To solve the property-right issues (land buy outs from the private proprietors in the
port area),
To harmonize the plans of rail transport between the Croatian railways – Town of
Vukovar – Port Authority of Vukovar,
To create stakeholders’ balance between ‘Luka Vukovar d.o.o.’ (registered in the
commercial court register as the ownership of the Ministry of finance) and the Port
Authority of Vukovar,
To construct or reconstruct communal utilities systems within the port area to its limits
(drinking water, filtering station for filtering waste waters, energy supply,
telecommunication system),
To construct road and rail infrastructure for the needs of the town and at the
approaches to the port.
The programme of construction of the ‘Nova luka Istok’ (‘New East Port’) encompasses the
construction of infrastructural port facilities, bank, road and rail as well as communal
infrastructure, port loading and unloading equipment, and the construction and purchase of
terminal related equipment made up of the following functional units:
66
•
•
•
•
•
•
Multipurpose terminal
Bulk cargo terminal
Terminal for pallets and unit cargo
Liquid cargo terminal (crude oil and oil derivates, bio-fuel)
Ship chandler terminal, management of waste liquids of ships and trans-shipment of
liquid cargo.
Wheat and oil seed terminal
Besides the aforementioned operational units within the scope of implementation of the
medium term development plan, it is envisaged to construct an office building, car park, and
port control centre.
Overview of ‘Nova luka istok’ (New East Port)
Project objective
The port of Vukovar is being constructed (reconstructed) due to the planned growth in the
transport volume and due to the fact that in the near future, the Danube – Sava canal will be
running through the area. As regards the fact, it is required to ensure undisturbed and free
port operations, and introduction of passenger and cargo rail transport during the time of
construction and subsequent to the construction of the port and canal.
Methods
With the aim of ensuring a continual flow of passenger and cargo transport by rail through
the port and its functioning, it is necessary to harmonize the performance of construction
works between several phases:
PHASE 1
• To construct railroad tracks, designated for passenger and cargo transport, near the
port area (close to Borovo – Vukovar road) which will then part at the silos.
This phase implemented, the prerequisites will be ensured for an undisturbed flow of
passengers and freights through the port as well as continual supply of the port to the
aim of keeping up the existing reloading capacities during the time of construction.
• To construct a vertical bank, new railroad tracks, and storing space.
This phase implemented, will allow the functions of the port on the new space in
continuum since it will be possible to move the cranes from the existing to new
positions, and undisturbed functioning of the port.
• To connect the new railroad tracks with the existing ones.
This phase implemented, the existing capacities of rail infrastructure will be used until
the completion of the canal.
PHASE 2
• To construct the part of the port at the mouth of DSMC
67
Figure 10: Phase 1 of the construction of the port - Nova luka Istok (New East Port)
68
Figure 11: Phase 2 of the construction of the port of Vukovar
69
Table 36: Investment programme into the port of Vukovar according to the activities in 20092016.
Investment costs in HRK
Description of activity
1.
1.1.
1.2.
1.3.
1.4.
1.5.
2.
2.1.
2.2.
2.3.
3.
Infrastructure
Bank and berths
Land scaping
Road infrastructure
Rail infrastructure
Transport related surface
Superstructure
Cranes and reloading
equipment
Stop-free transport equipment
Port storgae premises
Land buy outs
Overall
Construction and
equipment
181.405.000
105.790.000
27.335.000
22.720.000
21.300.000
4.260.000
90.525.000
Engineering,
project
management
36.281.000
21.158.000
5.467.000
4.544.000
4.260.000
852.000
18.105.000
Total
217.686.000
126.948.000
32.802.000
27.264.000
25.560.000
5.112.000
108.630.000
56.800.000
5.325.000
28.400.000
28.045.000
299.975.000
11.360.000
1.065.000
5.680.000
0
54.386.000
68.160.000
6.390.000
34.080.000
28.045.000
354.361.000
The Tables showing investment costs are relevant to Phase 1 only. The costs of Phase 2
have not been determined yet; the estimated value is HRK 250 millions, and will be included
into the costs of construction of the DSMC.
Parallel to the implementation of the construction project of the ‘Nova luka Istok’ (New East
port) during the medium term period, it is necessary to define the reach to which the new port
will be extended compared with the plans of development of new business zones and
economy in its hinterland in the zone of the future Danube-Sava canal with the objective of
functional connecting between the port and the regional economy («Logport concept»).
70
Table 37: Investment programme into the port of Vukovar in terms of developers and sources of financing in 2009. - 2016.
Port Authority of
Vukovar
Construction of inland
waterway ports and piers
of the state importance –
port of Vukovar
Overall
Port Authority of
Vukovar
net HRK
of state importance- port
of Vukovar
Overall
Total
Own
receipts
354.361.000
10.061.000
28.439.000
392.861.000
0
7.561.000
28.439.000
36.000.000
Total
82.466.499
2.500.000
0
84.966.499
State budget
82.466.500
2.500.000
0
84.966.500
2009.
net HRK
2010.
net HRK
6.518.371
1.500.000
0
8.018.371
10.548.439
600.000
0
11.148.439
County
budget
EU funds
0
0
0
0
Loans
required
163.264.500
0
0
163.264.500
Port
operators
0
0
0
0
Annual financing from the state budget
2011.
2012.
2013.
net HRK
net HRK
net HRK
18.952.701
400.000
0
19.352.701
14.270.794
0
0
14.270.794
14.270.792
0
0
14.270.792
108.630.000
0
0
108.630.000
2014.
net HRK
2015.
net HRK
8.952.701
0
0
8.952.701
8.952.701
0
0
8.952.701
71
4.4.2. Port of Osijek
The first transport through port in Osijek was recorded in the late 18th century, and at the
beginning of the 20 century (in 1903) the first pier/landing stage for loading and unloading of
freight in Osijek was constructed. Even at that time, the port of Osijek served for the transport
of comodities at the local level, but also for loading and unloading of commodities which
communicated with the ports on the Adriatic Sea. There was a growth of transport from
60,000 t/annually (1912, when Osijek was the second biggest port in south-east Europe
measured in terms of loading and unloading of cargo) to 228,000 t/annually (1934-1939), and
then to over 2,000,000 t/annually (period 1980-1990). The growth of the port of Osijek and
technological needs for loading and unloading of commodities emerged the new attitude
towards the port so that there emerged the need of changing the location of the port of Osijek
from 18.0 rkm of the river Drava to 12.2 rkm and necessecity of significantly bigger port area.
The port of Osijek is based on the international waterway of the river Drava from 0-22 rkm.
Currently, both ports are used with the tendency of developing only the Nove luke (New
port), whilst the ‘Stara luka’ (Old port) on rkm 18 should be closed and in parallel the
passenger landing stage (pier) and public passenger port should be developed.
Picture 12: Ortho-photo image of the Nova luka Osijek (New port Osijek) on rkm 12.6
The new port of Osijek (Nova luka Osijek) is planned to be and has been partially
constructed in the old river channel of the river Drava along with opening of the new river
flow (cut through) and preparing the space for construction of a port with its basin.
In line with the spatial plan of Osječko-baranjska County of 2002, the area envisaged for
construction of the new port of Osijek amounts 400 ha, of which 174 ha is designated to
meet the present needs of utilization. The present port area encompasses:
• The zone from the river Drava km 12+200 to 16+000,
• The existing port basin in the old riverbed downstream of the ‘G’ - groyne,
• The entire surface of the river island, and
72
•
Port basin of the Drava’s riverbed upstream of the groyne to be built.
The planned port capacity in the final phase should be 5 million tons of cargo annually and it
is made up of:
• General cargo,
• Containers load,
• Bulk cargo,
• Liquid cargo,
• RO-RO load, and
• Other cargo.
Changing the location of the old port of Osijek
The content of the old port of Osijek (on 18 river km) must be moved to a new location of the
new port due to several reasons:
• Needs of integral trans-shipment at one location,
• Less costly port operations,
• Lower costs of navigable waterway maintenance,
• More quality transport connection of the location of the new port (Nova luka),
• Providing the highly valuable terrain for the needs of the Town Hospital and Clinic
• Creation of development opportunities in tourism industry (public port for passenger
transport).
At the location of old port (Stara luka), the terminal for bulk cargo trans-shipment and
warehouse premises are still functional. Since there are no such facilities at the location of
the new port, the same must be constructed.
Picture 13: Ortho-photo image of the port of Osijek on 18.0 rkm
Spatial planning documentation, namely General urban plan of the town of Osijek, adopted
on July 14th, 2006, the new purpose of the space used by the port today has been
determined as shown in pictures 14 and 15.
73
Figure 14: Purpose of the space – GUP of Osijek (source)
Figure 15: Ortho-photo image of the port of Osijek on 18.0 rkm
74
Nova luka Osijek (Nemetin) - New Port of Osijek
Nova luka Osijek (hereinafter: Osijek port) has an entrance on the downstream part of the
river island on Drava and encompasses the reach on the Drava between 12 and 16 river
kilometre. The aquatic surface of a closed port basin is used for the needs of inland
waterway transport from the entrance (on the east side) to the end in the west (so called 'G'groyne, Drava’s river km 14+100). The length of the basin from the entrance to the future
groyne in the Drava’s meander is approx 1,700 m, and the average width of port basin is 160
m. The south bank of the port basin is approximately 1,800 m long of which 400 m is used
today for the trans-shipment of cargo in the port.
The existing hydraulic structures in the port basin are made up of a present bank/wharf
based in the west end of the south bank of a vertical type in the length of 100 m, and the east
end of the bank of an inclined type in length of approximately 230 m. Between the vertical
and inclined banks there is a section of approximately 120 m of the bank which is not
constructed. The inclined bank serves for trans-shipment of bulk cargoes (coal, gravel,
clinker, sand, and other bulk cargoes). On the vertical part of the bank, heavy cargo and
iron/steel is primarily loaded and unloaded.
Figure 16: Current spatial reach of the port of Osijek
TUMAČ
REPUBLIKA HRVATSKA
ŽUPANIJA OSJEČKO BARANJSKA
ZAVOD ZA URBANIZAM I IZGRADNJU DD OSIJEK
LUČKO PODRUČJE - AKVATORIJ
POVRŠINA 20 41 68 m
LUČKO PODRUČJE - TERITORIJ
POVRŠINA 37 90 10 m
KATASTARSKA OPĆINA OSIJEK
DET. LIST BROJ
15,16,20
UKUPNA POVRŠINA LUČ. PODR. 58 31 78 m
10. prosinac 2002.
GRANICA LUČKOG PODRUČJA
S
0m
200 m
400 m
PROKOP NOVOG DRAVSKOG KORITA
OTOK
STARO DRAVSKO KORITO
The strategic development intention for the port of Osijek stems from:
• Development of inland waterway transport by means of upgrading of port trans-shipment
capacity of Osijek port and bringing in new services (container, RO-RO terminal), and
• Existing and future industrial production planned in the area of Osijek port and broader
region.
75
The objectives of the construction and reconstruction of Osijek port, and the benefits of
implementation are as follows:
• Construction of a bulk cargo terminal together with necessary infrastructure and
machinery which will enable trans-shipment of bulk cargoes within Osijek port,
• Increase of trans-shipping capacities,
• Increase of annual transport in Osijek port,
• More quality services provided for the economy in its catchments area,
• Development of the port and the industry in its hinterland,
• Creation of new jobs.
The basic elements for the project implementation are:
• International waterways on the Danube and Drava rivers,
• Tariff advantageous competitiveness of waterborne transport,
• Tradition of Osijek port and navigation on the Danube,
• Catchments area of Osijek port,
• Existence of infrastructure and connection with traffic corridors.
Construction works on Osijek port started a few years ago by designing the Development
plan of Osijek plan which is a strategic development related document. In parallel, the
following documents have been drawn up:
• Feasibility study of the development plan of Osijek port,
• Environmental impact assessment on the environment of Osijek port,
• Construction of bulk cargo terminal in the Osijek port – provisional solution – the
expertise to help location permits,
• Main and implementation project, and construction permits for the bulk cargo terminal
in Osijek port,
• Construction and reconstruction of the south bank of the Osijek port’s basin,
provisional solution and provisional project.
Medium term plan of Osijek port comprises construction of the infrastructure of the port basin
in the port area by means of four projects:
•
•
•
•
Regulation of port basin and the area of a business zone,
Construction of bulk cargo terminal (replacement of the existing one in the old port),
Reconstruction of the existing inclined bank,
Construction and reconstruction of the south bank.
1. Construction of the port basin and the business zone
The construction of the port basin of Osijek port area encompasses approx 20 ha which has
to be deepen to the relevant depth to ensure safe navigation and manoeuvre of vessels. The
carried out hydrographical measurements of the basin of Osijek port show the estimated
quantities of one million cubic meters of sand to be dragged/excavated. .
The planned Transport-cargo centre (TTC) in the broader port area, is a part of spatial plans
of the Town of Osijek and County, and it is based in the area of Osijek port which covers
significantly large land surfaces (approx 150 ha). However, the part of the land surface
(approx 80 ha) is in inundation (flood affected area) so it needs to be filled up.
The quantity of 981,914 m3 of sand is needed according to the calculations of a geodetic
study. Notably, the quantity of sand to be dredged from the port basin is equal to the quantity
need for the filling in the port area with the purpose of the construction of a business zone.
76
In 2006, the works started and 50,000 m3 were excavated from the port basin. The same
quantity was transferred for filling up in the area of the future business zone. The dredging
works in the port basin and construction of the business zone can be continued in three
phases:
• The first phase encompasses the deepening/dredging of the port basin from the
entrance into the harbour, along the right bank (operational) to a ‘G’-groyne in order
to ensure an undisturbed approach of vessels to the operational bank. The width of
the intervention is approx 100 metres, and the envisaged quantity of dredged material
is approx 100,000 m3.
• The second phase encompasses the deepening/dredging of the middle of the port
basin with 300,000 m3 of the dredged material,
• The third phase encompasses the dredging along the left bank of the port basin. This
is the most demanding phase as the left bank is overgrown with bushes and other low
plant cover due to a sand deposition process over the years.
Filling up completed, namely forming a new terrain of the business zone, it is necessary to
construct traffic and other infrastructures. The construction costs are shown in Table 38.
Table 38: Construction costs of a port basin and area of a business zone
No
item
3.
4.
5.
6.
7.
8.
9.
10.
11.
Dredging in the port basin and filling up the
business zone (phase 1 )
business zone (phase 2)
business zone (phase 3)
Main road line
Railroad infrastructure
Water supply
Wastewater - Raw Sewage System
Rainfall drainage
Gas distribution pipeline
Elekticity grid
Protection fence
1
OVERALL
1.
2.
unit
quantity
Unit
price
(HRK)
construction
engineering
Total HRK
m3
100.000
44,09
4.409.100,00
100.000,00
4.509.100,00
3
300.000
44,09
13.227.300,00
100.000,00
13.327.300,00
3
600.000
2.000
8.000
8.000
6.000
8.000
44,09
3.429,30
4.171,25
1.553,13
970,29
3.017,50
4.000
213,00
26.454.600,00
6.858.600,00
33.370.000,00
12.425.000,00
5.821.716,00
24.140.000,00
2.911.000,00
16.330.000,00
852.000,00
100.000,00
5.000.000,00
4.000.000,00
1.500.000,00
500.000,00
2.000.000,00
300.000,00
300.000,00
100.000,00
26.554.600,00
11.858.600,00
37.370.000,00
13.925.000,00
6.321.716,00
26.140.000,00
3.211.000,00
16.630.000,00
952.000,00
146,799.316.00
14,000.000.00
160,799.316.00
m
m
m1
m1
m1
m1
m1
paušal
paušal
m1
2. Bulk cargo terminal
The construction of a bulk cargo terminal includes:
• Construction of a bank in length of 260 m,
• Machinery for trans-shipment which encompasses an underground unloading bunker
(storage tank) with the capacity of 60 m3, underground conveyers, and an on-bankoperating conveyer for loading and unloading,
• Extension of a loading-unloading railroad tracks,
• Portal crane with a lifting capacity of 30 t,
• Quay-side crane loading bridge,
• Infrastructure required for the terminal operations (approach road, water supply,
rainfall drainage, sewage system, electric-power supply, lighting etc).
Appraisal of the investments encompasses the value of all works, namely from the project
documentation, construction related regulatory to completely constructed facilities.
77
Table 39: Costs of construction of a bulk cargo terminal
No.
1.
2.
3.
4.
5.
6.
7.
Description
Construction of bank for bulk cargo
Trans-shipment line (bunker and conveyer)
Portal crane
Crane
Trans-loading railway track
Infrastructure
Push boat
TOTAL
Unit
m
pc
pc
m
m
optional
pc
Quantity
1
1
1
100
500
1
1
Unit price (HRK)
250.204
8.936.060
19.596.000
11.715
11.715
3.431.430
9.798.000
Construction
65.053.040
8.936.060
19.596.000
1.171.500
5.857.500
3.431.430
9.798.000
113.843.530
Engineering
2.000.000
250.000
250.000
500.000
500.000
250.000
3.750.000
Total (HRK)
67.053.040
9.186.060
19.746.000
1.671.500
6.357.500
3.431.430
10.048.000
117.593.530
3. Reconstruction of the existing vertical bank
The operational bank in length of 102.00 m was constructed in Osijek port in 1986, from rkm
13+634 to 13+736. During the time, on the structure of a vertical bank there appeared the
damages which are partly the result of war activities, and partly as the result of lack of
maintenance.
The construction of the vertical bank as well as its reconstruction can be divided into two
sections:
Section from rkm 13+634 to rkm 13+685 i
Section from rkm 13+685 to rkm 13+736.
It is necessary to replace the broken iron posts with a 300 mm diameter filled with reinforced
concrete, and the rest of them install in a vertical position after the excavation of earth has
been carried out. The elements designated for elastic attachment to the bank construction
made of reinforced concrete and the elements of an iron bumpers made up of tin joints on
the steel posts which support steel rails should be installed on the recovered posts. The steel
elements that are kept should be cleaned from corrosion, and the complete steel
construction should be protected against corrosion. After completion of all works on the
construction, it is necessary to carry out dredging from the river Drava’s bed along the bank
with the aim of enabling navigation, i.e. docking of vessels.
Photo 17: Status of a vertical bank
78
As regards the described damanges, the following costs can be estimated:
Table 40: Costs of reconstruction of a vertical bank
No.
1.
2.
3.
Description
Reconstruction of bank from rkm 13+685 to rkm 13+736
Reconstruction of bank from rkm 13+634 to rkm 13+685
Project documentation
TOTAL:
HRK
2.840.000
1.760.800
1.298.200
5.899.000
4. Construction and reconstruction of the south bank
Within the reconstruction and construction of the south bank of Osijek port it is necessary to
construct the following:
• 100 m of a new vertical bank downstream of the existing bank ,
• Approach construction and reconstruction of 230 m of inclined bank into a semiinclined bank up to the adjacent point with a bulk cargo terminal
• 220 m of a new vertical bank designated for trans-shipment of sugar, wheat seed,
various packages, bio-ethanol, container cargo, and RO-RO ramp upstream of the
existing vertical bank.
Figure 18: Overview of the reconstruction and construction of the south bank of the port
basin
On the occasion of project documentation design it is necessary to envisage the construction
in phases regarding the value of investments (works) and the need of permanent functioning
of port during the construction. Regarding the aforementioned, the following schedule of
works is suggested:
• Construction of a bulk cargo terminal,
• Construction of 100 m of a bank for transhipment of bio-ethanol,
• Construction of a RO-RO terminal ramp,
79
•
•
Construction of 220 m of a vertical bank upstream of the existing vertical bank,
Reconstruction of the existing inclined bank into a half-inclined bank.
Such division of the construction into phases will enable permanent work and function of the
port. The appraisal of the investment value encompasses all works from the project
documentation design, construction regulatory prior the performance of works, and the
completion of all facilities.
Table 41: costs of reconstruction of the south bank
No.
1.
2.
3.
4.
5.
6.
Description
Reconstruction of inclined into semi-inclined bank
Construction of new vertical bank
Construction of new vertical bank
Container terminal
Trans-loading equipment of container terminal
RO-RO ramp
TOTAL
Unit
m
m
m
m
pc
pc
Quantity
230
100
220
100
1
1
Unit price (HRK)
146.970
249.707
249.707
249.707
19.596.000
19.596.000
Construction
33.803.100
24.970.700
549.935.540
249.970.700
19.596.000
19.596.000
177.872.040
Engineering
12.000.000
10.000.000
20.000.000
5.000.000
250.000
5.000.000
52.250.000
Total (HRK)
45.503.100
34.970.700
74.935.540
29.970.700
19.846.000
24.596.000
230.122.040
Recapitulation
Table 42: Overall costs of construction of the area of Osijek port
No.
1.
2.
3.
4.
Description
Construction of the port basin and area
of a business zone
Construction of a bulk cargo terminal
Reconstruction of the vertical bank
Construction and reconstruction of the
south bank
OVERALL
Total price
HRK
160,799,316
117.593.530
5.899.000
230.122.040
514,413,886
80
Table 43: Investment programme of Osijek port in terms of developers and sources of financing in 2009-2016.
Port Authority Osijek
Construction of inland ports
and piers of state importance
– Osijek port
Total
Port Authority Osijek
Total
514.413.886
23.500.000
10.500.000
548.413.886
Total
net HRK
and piers of state importance
– Osijek port
Total
51.441.389
23.500.000
4.200.000
79.141.389
Own
receipts
6.300.000
6.300.000
2009.
net HRK
8.431.629
1.000.000
600.000
10.031.629
State budget
51.441.389
23.500.000
4.200.000
79.141.389
2010.
net HRK
10.741.060
2.500.000
600.000
13.841.060
County
budget
EU funds
0
0
Required
loans
Port users
308.648.334
154.324.163
308.648.334
154.324.163
Annual finance from the state budget
2011.
2012.
2013.
net HRK
net HRK
net HRK
11.540.889
3.500.000
600.000
15.640.889
8.602.441
3.500.000
600.000
12.702.441
4.602.441
3.500.000
600.000
8.702.441
2014.
net HRK
3.681.953
4.500.000
600.000
8.781.953
2015.
net HRK
3.840.976
5.000.000
600.000
9.440.976
81
4.4.3. Port of Slavonski Brod
Slavonski Brod is based on the junction between road and railroad lines which connect the
east of Europe and the Mediterranean thus forming a focal point of the traffic routes which
connects Central Europe and the south of the European continent. The port of Slavonski
Brod with its determined port area is based on the left bank of the river Sava on river km
337+683 and river km 336+483. It is approximately 4 kilometres towards south-east of the
town of Slavonski Brod, or approx 1.7 km south-west of the settlement of Ruščica on the
location of Bjeliš. The port area is situated in the area encompassed by land plots of
Slavonski Brod, Klakar, and Gornja Vrba. Pursuant to the urban general planning
documentation it is classified as an economy and production related zone. It is connected
with the international corridors and local economy of Slavonski brod by means of road and
railroad infrastructure. The port of Slavonski Brod is in a bordering area with Bosnia and
Herzegovina, on the X traffic corridor and in close vicinity of the junction of the X and Vc
traffic corridors. Due to this fact, this port can be developed as an intermodal port centre.
The surface of the port area of Slavonski Brod covers approximately 800,000 m2, and it has
been envisaged for construction of industrial plants, warehouses, port terminals, etc.
Reliability and safety of navigation on the river Sava are the crucial factor which influences
on the attractiveness of the port. Another important characteristic of the port is the lack of a
basic port infrastructure. Owning to this, the construction of the basic port infrastructure, bank
and berths, operational surfaces, port roads and railroad lines is the prerequisite for the
preservation of the status of a public port. The lack of these investments would lead to
closing and cessation of the port of Slavonski Brod with the consequence of complete
stoppage of navigation on the river Sava and its usage in terms of transport services.
Such trends would be in contrast with a general transport policy of the European Union, and
in parallel Croatia which acts as an initiator of the Sava River Basin Commission and a
signatory of the AGN Agreement what proves its commitments for the preservation of the
Sava basin as an important transport resource in the region.
In addition, the development of the waterway on the river Sava and port of Slavonski Brod
contributes to the enhanced traffic integration in the region between the neighbouring
countries and offers a good chance for the rehabilitation of economy related integrations as
well as a growth in the exchange of commodities and transport services. The construction of
the basic port infrastructure is a prerequisite for the efficiency of the business zones in its
hinterland since the transport and port infrastructure would be a stimulus for attracting of the
investors into the area.
In 2002, the concept (Master plan) of the port area of the port of Slavonski Brod was drawn
up. The final objective is the construction of a complete port area together with all
accompanying facilities which outcome will be an inland navigation port with economy in its
hinterland, and loading and unloading of commodities of approximately 1,500,000 tons
annually. Implementation of the project of port area of Slavonski Brod would lead to inflow of
foreign capital and initiation of new businesses.
In the late 2007, the financial study of the construction of infrastructure in the port of
Slavonski Brod was made, and it favours the implementation of this project. By its
implementation, the employment will increase, there will be more entrepreneurs, the existing
capacity will be used, the new capacities will appear, export will be growing, and a significant
impact on the development in the region will emerged.
In February in 2008, Port Authority Slavonski Brod signed the contract on construction of a
factory for production of bio-diesel in the area of the port of Slavonski Brod with the objective
82
of initiating the business activities in the port area. The investment is worth approximately €
58,000,000. The implementation of a project has started and the production of bio-diesel will
start in 2009. The annual production will be 150,000 t, and significantly large quantities of
raw material and final products will be transported by waterborne mode of transport.
Photo 19: Vertical bank (120 m long)
Development plan
Development plan of the port of Slavonski Brod is basically made up of construction of a port
with the port contents designated for transhipment of commodities and in parallel,
development of the port area which encompasses businesses and service providers who will
transport their raw materials and products by means of waterborne transport.
Port Authority Slavonski Brod is currently about signing a contract on construction of the
plant for production, storing, and distribution of final and semi-final metal products in the area
of the port of Slavonski Brod. The investment is worth approximately € 60,000,000, and
significantly high quantities of raw material and final products will be transported by means of
waterborne transport.
Owning to a growing interest in the investment into the area of the port of Slavonski Brod, it
is necessary to resolve the property-right issues. To this end, buy outs or replacement of
land with the surface approximately 200,000 m2 are underway.
In the line of the financial study of the construction of port infrastructure, it is planned to
construct the port infrastructure in the value of € 30,000,000.00. The following capacities of
production and service rendering will be built in the port area:
-
Production of bio-diesel,
Production of final and semi-final metal products,
Production of bio fertilizers,
Production of aluminium lamellas,
83
-
Production of block-boards (panel),
Liquid cargo terminal,
Silos for storage of cement,
Shipyard,
Logistics centre,
Other services.
The plants/factories envisaged for the construction in the port area will be modern, with
advanced technologies, built and financed by domestic and foreign capital, organized to be
efficient what will enable their employees to acquire the habits of the best work behaviour
and knowledge. The activities which will be practiced in the port area will not have negative
impacts on the environment, and the studies of environment protection will provide the
solutions which will stop potential hazards. In doing so, all potential land, water, and air
pollutions will be excluded.
Besides the projects related with the area of the port of Slavonski Brod, Port Authority
Slavonski Brod is planning to extend the boundaries of the existing port area. Firstly, it is
planned to extend the port area located in the area of the municipality of Klakar, not far from
the existing port area, and it will encompass the land surface of approximately 250,000 m2,
and the area is primarily designated for manufacturing companies. Additionally, the new port
areas are planned in the area of Davor, Stara Gradiška, Slavonski Šamac and Županja. The
intention is establish manufacturing zones in this area (so called, ecological business zones)
from which the raw materials and final products will be largely transported on the river Sava.
The construction of manufacturing plants, transhipment facilities, warehouses, and services
providers will increase the number of employees, and the production of commodities on the
left bank of the river Sava will create the prerequisites for the construction of the DanubeSava canal.
Main characteristics of a development concept of the port of Slavonski Brod
The development concept of the port of Slavonski Brod rationalizes and justifies the
construction of a port on the river Sava being a part of a business zone which will bring about
full effect of the utilisation of traffic resources of inland waterways, notably of the river Sava.
Hence, it should be understood that it is not just about the construction of the port and
relevant facilities but of construction of a larger space and its refurbishment with the required
infrastructure, what will be an invitation to the industrial and other investment capital to
construct manufacturing plants and establish service providing companies. Due to
aforementioned, this concept is special and in full line with the EU recommendations shown
in table 9.
In addition, the experience of West Europe’s economy in general proves that both sea and
inland ports mutually contribute to development. Taking into account the aforementioned
facts, the objective is to use the port area for construction of various manufacturing plants
and service sector. As regards to the above, the interest for the use of the space and
infrastructure for the construction of manufacturing and service capacities has been already
shown, which is a crucial initiative for the process of construction of required port and other
infrastructure.
To this day, there is an investors’ interest in approximately 560,000 m2, what makes
approximately 80% of the available space designated for business activities for which, in a
broader region, there exist resources and knowledge (metal, non-metal) as well as activities
directly related with port operations such as berthing and un-berthing of ships, loading,
unloading, transhipment of commodities, storing, and transfer of goods, and activities which
are indirectly connected with the port in terms of business, transport or technology (ship
chandlers, port equipment repair, port agents and freight forwarders, trade, car park and
maintenance, quality and quantity control, etc.).
84
As regards the planned value of the annual production and number of employees as well as
other parameters, the port of Slavonski Brod with the accompanied manufacturing plants in
the port area will contribute directly to the local and state budget with its financial receipts.
The port of Slavonski Brod has been designed to have industrial plants in its hinterland which
will use inland waterways for the transport of raw materials, and more than 80% of final
products will also be distributed in the same way. In that way, the growth of inland waterway
transport will be enhanced.
By the implementation of this project, the basic economic and social goals of the
development of Croatia will be achieved, and in particular, development of the broader area
of Slavonski Brod in terms of:
- Growing employment, through direct employment in port activities,
- Gaining of additional profits through logistic services,
- Gaining of additional profit from industrial production in the port area,
- Creation of export oriented production,
- Growing national and local income by means of taxes and contributions collected
from the newly employed and established business,
- Positive impact of business activities on further growth of economic and social
development of the area of Slavonski Brod and the Republic of Croatia.
In a broader sense, this project will initiate the process of elevation of economic infrastructure
to a higher level, which will enable the growth, in quantity and quality, of the development of
Slavonia indirectly, and Croatia as a whole, including some areas of the neighbouring
countries. This means that the social priorities such as a growth of material values nationally,
higher social standards, faster economic and social development of this insufficiently
developed region will be achieved.
The investment programme of the port of Slavonski Brod in terms of attractiveness and
developers and financial sources in the period 2009-2016 is shown in the following tables:
Table 44: Investment programme of the port of Slavonski Brod in terms of attractiveness –
period 2009-2016
Investment costs in HRK
1
2
1.
INFRASTRUCTURE
1.1.
Vertical bank
Reinforced concrete vertical bank on pillars
icluding crane path, railroad tracks and sewege
1.1.1.
1.1.2.
2 cranes
1.2.
1.2.1.
Railroad tracks
1.2.2.
Points (switch)
1.2.3.
Junction with port roads
1.3.
Road infrastructure
1.3.1.
Port roads, width 2 x 4 m
1.3.2.
Port pedestrian and cycling paths
1.4.
Water supply and firefighting system
Watersupply network DN 200 with joints and
fire hydrants
Waste-water sewege
1.4.1.
1.5.
Constraction and
equippment
Engineering,
project
management
Total
3
4
5
195.312.500,00
34.000.000,00
229.312.500
89.500.000,00
0,00
89.500.000
57.500.000,00
0,00
57.500.000
32.000.000,00
0,00
32.000.000
63.960.000,00
0,00
63.960.000
62.160.000,00
0,00
62.160.000
1.200.000,00
0,00
1.200.000
600.000,00
0,00
600.000
11.240.000,00
0,00
11.240.000
8.430.000,00
0,00
8.430.000
2.810.000,00
0,00
2.810.000
1.625.000,00
0,00
1.625.000
1.625.000,00
0,00
1.625.000
5.200.000,00
0,00
5.200.000
85
1.5.1.
1.6.
1.6.1.
Wastewater sewage system DN 300 with
openings and equipment
Rainfall drains
Closed drains DN 600 with openings and
equipment
1.6.2.
Sand and grease filtering collectors, 4 locations
1.7.
Gas supply system
Gas distribution network DN 100 with
equipment
Electric power network – lighting and
telecommunications
1.7.1.
1.8.
5.200.000,00
0,00
5.200.000
8.650.000,00
0,00
8.650.000
8.450.000,00
0,00
8.450.000
200.000,00
0,00
200.000
975.000,00
0,00
975.000
975.000,00
0,00
975.000
8.682.500,00
0,00
8.682.500
1.8.1.
Electric power distribution grid 10 kV
2.145.000,00
0,00
2.145.000
1.8.2.
Low-voltage distribution grid and equipment
1.430.000,00
0,00
1.430.000
1.8.3.
Distributive telecomunication underground
lines and equipment
421.500,00
0,00
421.500
1.8.4.
Lighting
1.686.000,00
0,00
1.686.000
1.8.5.
Transformer station
3.000.000,00
0,00
3.000.000
1.9.
Protection fence
Protection steel fence 2 m high with concrete
foundations
480.000,00
0,00
480.000
480.000,00
0,00
480.000
5.000.000,00
0,00
5.000.000
1.9.1.
1.10.
Land levelling by filling up
1.10.1.
Filling up to the elevation of 91.5 m above sea
1.11.
Property-right issue costs
2.
Terminals, equipment, facilities
2.1.
Ship's chandler and oil terminals
2.2.
2.3.
2.4.
2.6.
2.7.
2.8.
5.000.000,00
0,00
5.000.000
0,00
34.000.000,00
34.000.000
1.838.368.000,00
136.732.000,00
1.975.100.000
90.000.000,00
20.000.000,00
110.000.000
Construction and repair of ships (shipyard)
48.000.000,00
12.000.000,00
60.000.000
Port control centre
22.000.000,00
4.000.000,00
26.000.000
Terminal for hazardous cargo
Clearing of aquatic port basin and land levelling
in the port area
25.000.000,00
5.000.000,00
30.000.000
13.616.000,00
1.184.000,00
14.800.000
10.212.000,00
888.000,00
11.100.000
407.740.000,00
21.460.000,00
429.200.000
Reconstruction and stabilisation of a bank
Manufacturing plant for production of metal
products
2.9.
Bio-diesel factory
421.800.000,00
22.200.000,00
444.000.000
2.10.
Logistics centre
Other storing facilities and manufacturing
plants
135.000.000,00
15.000.000,00
150.000.000
665.000.000,00
35.000.000,00
700.000.000
92.950.000,00
24.150.000,00
117.100.000
2.11.
3.
Extending/Upgrading of the port area
Slavonski Brod (Davor, Stara Gradiška,
Klakar, Slavonski Šamac i Županja)
3.1.
Preliminary works on the construction site
46.450.000,00
5.400.000,00
51.850.000
3.2.
Infrastructure
39.100.000,00
18.010.000,00
57.110.000
3.3.
Fence, and entrance gates
7.400.000,00
740.000,00
8.140.000
2.126.630.500,00
194.882.000,00
2.321.512.500
Total
86
Table 45: Investment programme of the port of Slavonski Brod in terms of finance - 2009-2016.
Port Authority Sl.Brod
of state importance – port
of Slavonski Brod
Total
Port Authority Sl.Brod
net HRK
ports and piers of state
importance – port of
Slavonski Brod
Operatinal management
Total
Total
2.321.512.500
7.800.000
11.300.000
2.340.612.500
Total
98.320.000
2.000.000
7.600.000
107.920.000
Own
receipts
State budget
22.500.000
5.800.000
3.700.000
32.000.000
98.320.000
2.000.000
7.600.000
107.920.000
2009
net HRK
2010
net HRK
11.000.000
150.000
1.300.000
12.450.000
11.350.000
600.000
1.300.000
13.250.000
County
budget
EU funds
0
0
Required
loans
Port users
235.312.500
0
0
235.312.500
1.965.380.000
0
0
1.965.380.000
2011
2012
2013
net HRK
net HRK
net HRK
20.000.000
250.000
1.000.000
21.250.000
20.000.000
250.000
1.000.000
21.250.000
13.800.000
250.000
1.000.000
15.050.000
2014
net HRK
13.000.000
250.000
1.000.000
14.250.000
2015
net HRK
9.170.000
250.000
1.000.000
10.420.000
87
4.4.4. Port of Sisak
SISAK PORT
The port of Sisak is based on three locations: in the town on 5 rkm of the river Kupa, on
location of Crnac on the river Sava, and in Galdovo zone on the river Sava. The terminal on
the river Kupa has not been administratively included into the port of Sisak and together with
basic port infrastructure it is a private ownership. Low water levels and the height under the
bridges on the river Kupa, in terms of today’s conditions prevailing in inland waterway
transport and technologies, create serious shortcomings for construction of this terminal so
that it is used only in inland transport.
The Crnac terminal is based on the river Sava and serves as a port handling with (crude) oil,
and which has an industrial character as it forms a single technological unity with Sisak oil
refinery by means of connection by an oil pipeline. It has three pontoons designated for
loading and unloading of oil and oil derivates, and it includes pump stations for handling the
cargo. The capacity of the port is approx 1.5 millions of tons annually. There are no railroad
tracks leading to the terminal but only a road connection and the pipelines to the tanks and
‘INA oil refinery’ plant and ‘Termoelektrane» Sisak (Thermal power station).
The area of Crnac terminal encompasses:
- Reach of the river Sava from rkm 579 + 300 to rkm 578 + 700
- Land surface covering cadastre plots 69/1, 70/1, 71/1, 93/4, 93/5,113/2,109, cadastral
office of municipality of Crnac.
Photo 20: Port of Sisak on the river Sava at Crnac
In the past, Port Authority Sisak was a developer of construction of a shipyard (repair) with
slipways for ships in Galdovo zone. The reason for this was a lack of similar facilities on the
river Sava what threatened the safety of navigation due to poor maintenance of commercial
ships operating on the river Sava.
88
The slipways provides for the river ships weighing 400 t and 80 m long to be pulled up or
launched. As of November 2005 to the midst of 2008, when the use of the slipway started,
there were 31 ships and 6 ferries repaired, and 2 new ships were built.
Photo 21: Shipyard in Galdovo prior and subsequent to construction of the slipway and
operational surface.
89
Development concept – New port of Sisak (Nova luka Sisak)
The changes in the economy in the town and its hinterland, in particular the status of Sisak
steel works which was a backbone of development of economy and the main user of the
port of Sisak, have influenced the port of Sisak and lowering of its significance in the port
system as a whole. Due to the fact, the cargo transport in the port is now related with Sisak
oil refinery and transport of liquid cargo solely.
Development of the port of Sisak must be observed within the context of construction of
Zagreb-Sisak motorway and the purpose of the adjacent area for the needs of economy. In
that sense, construction of the port of Sisak is part of a concept in which a broader port area
will be a distributive and logistics centre in terms of functional transport connection between
the economy and production of area of Zagreb, the river Sava and waterborne transport.
Construction of the new port of Sisak in the space southward from Crnac settlement has
already been envisaged to this purpose in the existing spatial planning documentation. The
area is bounded in the north by the river Sava, in the east by the stream of Blinja, in the
south by the Zagreb-Volinje railroad line, and in the west by cadastre land plots of Komarevo
Gornje. The specified area encompasses cadastre plots of Donje Komarevo.
Prior to implementation of this project, a study of a comprehensive concept of the new port of
Sisak together with the anticipated construction costs (Master plan of the port), and a
feasibility study must be made in order to evaluate the benefits and determine the dynamics
of construction in line with the needs of economy and transport market. In this plan which
spans the period of 2009-2016, the activities related with the phase of planning and
designing the project of the new port of Sisak are included.
The 2009-2016 - medium term plan of the port of Sisak is made up of creation of planning
documentation of the new port of Sisak and upgrading of the Crnac terminal for loading and
unloading of oil and oil derivates with the aim of achieving high standards of environment
protection, in particular water protection from ship spills or during transhipment.
The facilities from the port terminal on the river Kupa( from rkm 4+398 to rkm 4+507) must
be transferred to the location of the New port for several reasons:
Need of integral transhipment of cargo at one location,
Creating opportunities for development of tourism (public passenger port).
Broader port area will become a distributive and logistics centre
Transport integration of Zagreb economy and the river Sava and waterborne
transport
Lower operational costs of the port
Construction of the new port of Sisak will encompass: construction of port infrastructure and
port superstructure.
Port infrastructure: land surfaces, docks, port roads, railroad tracks and equipment,
water supply network, sewage network, electric power grid, communication network, lighting,
fence, and other facilities.
Port superstructure: office buildings, warehouses, silos, reservoirs/tanks, etc.
Waterborne transport in the new port of Sisak will be based on the following cargos:
90
general cargo,
containers,
bulk cargo,
liquid cargo,
RO-RO cargo, and
Other cargos.
The new port of Sisak will provide the following services of:
1. nautical service:
a) berthing,
b) manoeuvring of vessels in the port basin,
c) acceptance of ships and ship chandler’s service ,
d) supply of ships, crews, and passengers,
2. transport service:
a) loading, unloading, reloading, transfer and deposition of cargo,
b) storage, depot and transport operations for various kinds of cargo,
c) preparation and sorting of the cargo for transport,
3. passenger arrival and departure related operations,
4. freight forwarder and port agent.
Other business activities encompass: distribution and providing of logistics for the
cargo, finishing and refining of commodities, and industrial activities including
production which enables more complete economic utilisation of port capacities.
Photo 22:New port of Sisak – potential appearance
All other port services will be provided for the interested parties upon their demand and in
line with the schedule of investments.
91
Table 46: Investment programme of the port of Sisak - period 2009-2016
Description of activities
Total (HRK)
1.
New port of Sisak
1.1.
MASTER PLAN
1.2.
Resloving of property-right issues relevant to the port of Sisak and establishemnt of its port area
1.3.
Make of a study of the new port of Sisak:
2.
Croatian inland nautical centre
2.1.
Construction of Croatian inland nautical centre
27.000.000
2.2.
15.000.000
3.500.000
4.
Floating pontoons in Sisak zone - Lonjsko polje
Project designing and making of a study of system for pulling of ships - NP Plitvička
jezera
Development of port of Crnac
5.
Purchase, and assembly of an oil separator into the drain system at the slipways
2.000.000
3.
6.
7.
Development of port area of Sisak – installation of waste material containers and
toilet facilities (sanitary facilities)
Purchase of an eco-ship, floating barries and other equipment designated for
intervention at ecological incidents
120.000.000
15.000.000
100.000.000
5.000.000
42.000.000
9.000.000
1.000.000
3.500.000
8.
Construction of the new port of Sisak
8.1.
Vertical bank/Horizontal bank
70.000.000
8.2.
Road infrastructure
11.000.000
8.3.
52.000.000
8.4.
Gas pipeline network
1.000.000
8.5.
Water supply and fire fighting system
1.500.000
8.6.
Sewege system
4.000.000
8.7.
Drains (pipeline network)
8.8.
Electric power grid of lighting and telecommunication
8.9.
Protection fence
8.10.
Filling up and land levelling
8.11.
Property-right issues
TOTAL
200.000.000
5.000.000
10.000.000
500.000
9.000.000
36.000.000
381,000,000
92
Table 47: Investment programme of the port of Sisak in terms of sources of financeperiod 2009-2016.
Port Authority Sisak
and piers of state
importance – Sisak port
Total
Port Authority Sisak
Total
381.000.000
28.000.000
14.000.000
423.000.000
Total
net HRK
and piers of state
importance – Sisak port
Total
130.000.000
28.000.000
14.000.000
172.000.000
Own receipts
0
410.000
410.000
2009.
net HRK
14.000.000
3.000.000
2.000.000
19.000.000
State budget
130.000.000
28.000.000
13.590.000
171.590.000
2010.
net HRK
15.000.000
4.000.000
2.000.000
21.000.000
County budget
0
EU funds
0
Required
loans
Port users
236.400.000
14.600.000
236.400.000
14.600.000
Annual financing from the state budget
2011.
2012.
2013.
net HRK
net HRK
net HRK
20.000.000
5.000.000
2.000.000
27.000.000
20.000.000
4.000.000
2.000.000
26.000.000
20.000.000
4.000.000
2.000.000
26.000.000
2014.
net HRK
2015.
net HRK
20.000.000
4.000.000
2.000.000
26.000.000
21.000.000
4.000.000
2.000.000
27.000.000
93
4.4.5. Public ports and piers of County importance
Passenger piers (landing stages)
In the period as of 2002 and 2004, two passenger piers were constructed – in Vukovar and
Ilok. The pier in Vukovar has been additionally designed including the tourism related
facilities. The passengers transport in Vukovar has been constantly growing since the pier
was put into operation. During 2007, Vukovar was visited by over 18,000 passengers. In
2008, the first passenger ships landed in Ilok.
In the period of time under consideration in the medium-term plan, the maintenance of the
pier will be defined, and the promotion activities will be agreed with Vukovar-Srijem County
and the towns of Vukovar and Ilok to the aim of affirmation and popularisation of the pier, and
the conditions of safe and economically sustainable operations of both piers will be ensured.
Figure 23: Passenger pier in Vukovar
94
Figure 24: Passenger pier in Ilok
Područje pristaništa-landing area
Područje sidrišta-anchoring area
To the aim of exploitation of economic potentials of some locations in Baranja in OsikeBaranja County, in particular, rehabilitation of tourism in the area of Kopački rit Nature Park
and Zmajevac-Suza wine route, it is of exceptional significance to ensure the acceptance of
river ships which transport passengers on the river Danube. Aljmaš (at the mouth of the river
Drava into Danube) and Batina have been determined as the most suitable
locations/destinations..
Osijek-Baranja County has initiated a project of construction of passenger piers in Aljmaš,
Batina, and Osijek, which will be open for public passenger transport. The project of
construction of passenger piers is part of the 2006 – 2013 Regional operational programmes
of Osijek-Baranja County, as well as spatial plan of Osijek-Baranja County. The total value of
the investment is HRK 11, 251, 208. 00.
95
Picture 25: Port area of the future passenger pier in Aljmaš
Picture 26: Port area of the future passenger pier in Batina
96
County inland ports – the port of Ilok
The position of a future port on the reach from 1296.5 rkm to 1297.0 rkm on the right bank of
the river Danube as well as a business zone in its hinterland compliant to the needs of the
port is part of spatial planning documentation. The port area of Ilok encompasses the surface
of approx 30 ha, bounded in the north by the river Danube and in the south by the D2 state
road Varaždin-Osijek-Ilok. Better integration with economic hinterland will be achieved, and
prerequisites will be ensured for development of inter modal transport and economy of the
town and region by construction of the port and connecting it with the main road and railroad
corridors.
The construction process of the future port of Ilok is currently in the phase of creation of
conceptual solution which will be tailored to meet the needs of port users and conditions that
all inland ports have to meet. According to the interest shown to this date, a vertical bank in
length of 240 m is planned to be constructed in three phases in the port of Ilok.
The first phase sees construction of multipurpose terminal which will primarily serve for
transhipment of brick products packed on pallets or/and other commodities packed in that
way. The demand for transport of brick products is approx 500.000 t annually.
Construction of port of Ilok will be financed, according to the proposal by Vukovar-Srijem
County, by financial resources from the EU pre-accession funds, the budget of the Republic
of Croatia, Vukovar-Srijem County’s budget, and other subject interested in the use of the
port.
Table 48: Investment programme of port of Ilok in terms of activities – period 2009-2016
1.
1.1.
1.2.
1.3.
1.4.
2.
2.1.
2.2.
2.3.
Project design
Environmental impact assessment
Geomechanical research works
Provisional project
Main project
Construction
I. phase
II. phase
III. phase
Total
Total (HRK)
2.130.000
355.000
284.000
497.000
994.000
138.450.000
53.960.000
60.350.000
24.140.000
140.580.000
Table 49: Investment programme of public County ports and piers
1.
2.
Passenger piers in Aljmaš-Batina
County port of Ilok
Total
Investment
costs in HRK
11.005.000
140.580.000
151.585.000
97
Table 50: Investment programme of a County port and pier in terms of source of financeperiod 2009-2016.
Vukovar port
authority
Contruction of
county inland ports
and piers
- Ilok port
- Aljmaš pier
- Batina pier
Technical
maintenance
Operationl
mangament
Total
Vukovar
port
authority
net HRK
Construction
of inland
ports and
piers of
county
importance
- Ilok port
- Aljmaš pier
- Batina pier
Technical
maintenance
Total
Own
receipts
Total
State
budget
County
budget
EU
fonds
Loans
required
Port
operators
151.585.500
0
0
151.585.000
0
0
0
140.580.000
5.502.500
5.502.500
0
0
0
0
0
0
140.580.000
5.502.500
5.502.500
0
0
0
0
0
0
0
0
0
2.100.000
0
0
2.100.000
0
0
0
0
0
0
0
0
0
0
153.685.000
0
0
153.685.000
0
0
0
Financing from county budget - annully
Total
2009.
2010.
2011.
2012.
2013.
2014.
2015
net HRK
net HRK
net HRK
net HRK
net HRK
net HRK
net HRK
151.585.000
5.798.334
30.648.334
30.348.332
30.175.00
30.175.00
12.070.000
12.070.000
140.580.000
5.502.500
5.502.500
2.130.000
1.834.167
1.834.167
26.980.000
1.834.167
1.834.167
26.980.000
1.834.167
1.834.167
30.175.00
0
0
30.175.00
0
0
12.070.000
0
0
12.070.000
0
0
2.100.000
300.000
300.000
300.000
300.000
300.000
300.000
300.000
153.685.000
6.098.334
30.948.334
30.948.332
30.475.000
30.475.000
12.370.000
12.370.000
98
4.4.6. Recapitualtion - ports
Total
Own
receipts
State budget
3.571.287.386
22.500.000
362.227.889
PORTS
Construction of port facilities
in inland ports of sustaniable
importance
County
budget
EU funds
Required
loans
Port users
0
163.264.500
780.360.834
2.242.934.163
108.630.000
- Port of Vukovar
354.361.000
0
82.466.500
0
163.264.500
0
- Port of Osijek
514.413.886
0
51.441.389
0
0
308.648.334
154.324.163
2.321.512.500
22.500.000
98.320.000
0
0
235.312.500
1.965.380.000
381.000.000
0
130.000.000
0
0
236.400.000
14.600.000
151.585.000
0
0
151.585.000
0
0
0
3.722.872.386
22.500.000
362.227.889
151.585.000
163.264.500
780.360.834
2.242.934.163
- Port of Slavonski Brod
- Port of Sisak
Construction of County ports
and piers
Total
PORTS
net HRK
Construction of port
facilities in inland ports
of state importance
Total
2009.
2010.
2011.
2012.
2013.
2014.
2015.
net HRK
net HRK
net HRK
net HRK
net HRK
net HRK
net HRK
42.963.677
362.227.888
39.600.000
47.989.499
70.493.590
62.873.235
52.673.233
45.634.654
- Port of Vukovar
82.466.499
6.518.371
10.548.439
18.952.701
14.270.794
14.270.792
8.952.701
8.952.701
- Port of Osijek
51.441.389
8.431.629
10.741.060
11.540.889
8.602.441
4.602.441
3.681.953
3.840.976
- Port of Slavonski Brod
98.320.000
11.000.000
11.350.000
20.000.000
20.000.000
13.800.000
13.000.000
9.170.000
- Port of Sisak
130.000.000
14.000.000
15.000.000
20.000.000
20.000.000
20.000.000
20.000.000
21.000.000
Total
362.227.888
39.600.000
47.989.499
70.493.590
62.873.235
52.673.233
45.634.654
42.963.677
1
5. SUMMARY
The medium-term plan of development of inland waterways and ports for the period of 2009
to 2016 is a document, on the grounds of which the planning of initiation of a development
cycle of inland waterborne transport stems from in terms of the infrastructure on waterways
and public ports. Additionally, this plan is a stem for the design of annual and three-year
programmes of construction and technical maintenance of waterways, and plans of
construction of new inland waterway ports and piers.
As regards the inland waterways there is a need of more intensive regulation works which
will provide for navigability on the existing waterways, and waterway marking works on the
river Sava’s waterway. To the aim of achieving the main objective – ensuring reliable and
safe navigation with a minimal fairway water depth of 2.5 meters over 300 days a year, it is
needed to start two major projects:
- Upgrading of the waterway on the river Sava to the IV class (IPA project)
- Upgrading of the waterway on the river Danube 1380-1410 (TEN-T project)
These two projects have a key role for restoration of the inland waterway transport in the
area of the middle river Danube’s course, and revitalisation of the navigation on the river
Sava. Inland waterway transport will become a safer and more reliable transport mode and
hence competitive comparing to other modes of transport by elimination of these bottlenecks.
River Information Services, the development and construction of which have already begun,
should be brought to the full operational level by implementation of the services related with
the safety and control of navigation, and services related with commerce as well. In doing so,
Croatia will fulfil its liabilities emerging from Directive 2005/44 on the uniformed development
of RIS on the inland waterways of the European Union.
The project of construction of the Danube-Sava multipurpose canal is primarily important for
traffic integration of the Croatian waterways, Croatian inland ports, and creation of conditions
of inter-modal connection between the Danube region and Adriatic Sea. Its construction has
a growing importance nowadays when the alternative transport routes of freight transport
between the north and south of Europe are being sought for as well as the alternative routes
for transatlantic freights. The project design of construction of the new port of Vukovar and
the mouth of DSMC has to be carried out systematically in order to create a functional
technological unity.
Development of the Croatian inland waterway port system depends on the overall economic
and transport policy as well as on the level of integration of inland transport into the transport
planning processes and the plans of construction of infrastructure. It is very important to
connect the international ports with the main road and rail corridors whose construction has
been completed or is underway.
The basic principles on which the inland port system has to operate are as follows:
•
•
•
•
•
Public character of ports and availability of port capacities for all users,
Liberalization of the market of port services,
Equal treatment for all users and elimination of discrimination of all kinds,
Ability of the port users to pay for port charges,
Providing for high standards of safety and environment protection.
2
With the objective of eliminating the shortcomings identified in the Croatian inland waterway
port system, it is required to:
•
•
•
•
•
•
Harmonize the needs of investments into a port infrastructure and financial potentials
of the state; accordingly, invest into the prioritized projects and show better
economical results given by cost and benefit analyses,
Work out property-right issues in the port area by the combination of land buy outs,
compensation of the pendant debts by the state, or long term contracts on land
leases/rentals,
Provide for flexibility of defining of port dues and terms related with the concessions
granted for the performance of port operations/activities in the area of a public port in
the cases when private investors show interest in investing into the port facilities and
equipment,
Include the port authorities into common interstate teams of professional within the
Sava Commission with the objective of harmonizing the development objectives, and
development plans of some ports on the river Sava,
Uniform the process of control and monitoring over the activities of port operators by
the port authorities, organize a uniformed administering and managing system of
ports,
Integrate the ports into the River Information Services.
The implementation of the medium term plan of development of inland waterways and ports
for the period between 2009 and 2016 is important for the development of inland waterborne
transport in the Republic of Croatia and for integration into the European Union transport
corridors and Danube region. By its implementation, the prerequisites of better redistribution
of transport in favour of inland transport will be provided which is one of the objectives of the
European Action Plan of waterborne transport (NAIADES).
3

IWW Medium Term Developemnt Plan 2009-2016

Transcription

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