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The Need for Inland Waterway Transport and consequently for

The Need for Inland Waterway Transport and consequently for Improvement of Navigation Conditions on the Danube. Georg Rast WWF Germany. Inland waterway network in Europe. TEN-T priority projects. European Commission, Directorate-General for Energy and Transport; http://europa.eu.int/.

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The Need for Inland Waterway Transport and consequently for

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  1. The Need for Inland Waterway Transport and consequently for Improvement of Navigation Conditions on the Danube Georg Rast WWF Germany

  2. Inland waterway network in Europe

  3. TEN-T priority projects European Commission, Directorate-General for Energy and Transport; http://europa.eu.int/

  4. Waterway network in Danube basin

  5. Waterway network in Rhine basin

  6. Performance by mode of freight Transport-Growth EU 25 Growth of GDP and transport volume European Commission / Eurostat: Energy & Transport in Figures 2004. - Luxembourg: 2004. - 220 S.

  7. Development of IWT on Austrian Danube section

  8. Inland waterways – role of access to the sea Wasser- und Schifffahrtsverwaltung 2002; Stere, C. L. (1992): Die Untere Donau in Rumänien. - Binnenschifffahrt-ZfB, 47 (1992/17): S. 904-913

  9. Development of container traffic Danube / Constanza in 2005: „The most significant increaseof almost 100% (381,817 TEU's), exceeding even the most optimistic expectation from the beginning of the last year, has been registered in the container traffic, so that in 2005 we can speak about 768,099 TEU's as compared to 386,282 TEU's registered in 2004.“ (2004: 3.9 Mio t; 2005: 7.4 Mio t; + 89.74%) www.portofconstanza.com, 05.03.2006 Zentralkommission für die Rheinschifffahrt: Wirtschaftliche Entwicklung der Rheinschifffahrt: Statistiken 2002. - Straßburg, 2003, S. 14

  10. Development of river cruising Development of the number of passengers:+ 168,1% (1995 – 2003) Development of Turnover: + 203,9% (1995 – 2003) 11 Source: Deutscher Reisebüro und Reiseveranstalter Verband e.V., DRV

  11. High Level Group (2005) findings on IWT: Considered as energy efficient (the least energy consumption per tkm compared to road and rail) High degree of safety Enjoys a substantial surplus capacity to contribute to decongestion of overloaded road network

  12. Agreements for improvement of draught • Danube Commission 1988: • minimum depth of the navigation channel 2.50m on 343 days per year (LNRL) from Vienna to Braila/RO • AGN 1996 (UN-ECE, main inland waterways of international importance): • draught of 2.50m on 240 days per year on the whole Danube • Proposal „Van Miert-Group“ 2003: • draught of 2.50m on 343 days per year (LNRL) on the whole Danube

  13. High Level Group recommendations IWT (2005): Mutually open access for international traffic Pursue harmonisation of rules and safety standards Implementation of traffic information systems that are mutually interoperable

  14. Bottleneck sections on the Danube waterway European Commission, Directorate-General for Energy and Transport; http://europa.eu.int/

  15. Shipping conditions in recent years Quelle: Slowakei-Ungarn bis Delta: Int. Donaukommission: Information über die Instandhaltung der Fahrrinne und die Furten der Donau von Ulm bis Sulina, verschiedene Jahrgänge; Rhein, Donau bis Österreich: eigene Auswertungen von Pegeldaten, Pegeldaten aus www.elwis.de und www.hydroinfo.hu

  16. Used draught in relation to potential draught ... 1997 („dry“ year) ... 1999 („normal“ year) Source: Buck Consultants International, ProgTrans, VBD, via donau (2004): PINE: Prospects of Inland navigation within the enlarged Europe. - Teil E, S. 57 und 58.

  17. Future ? 0 - - 0 - - + - - + Business requirements Requirements Currently „The traffic carrier should be available at short notice“ „The traffic carrier should transport with high speed“ „Transports should be carried out gently“ „Also small shipments should be carried out fast and economically“ „The traffic carrier should inform the customer about disturbances early“ „The traffic carrier must be present in the whole area“ „The traffic carrier should offer complete solutions like storekeeping, production-synchronous delivery, shelf feeding and other logistical performances“ - - - - - - 0 - - 0 > Reliability and communication in time Source: Deutscher Industrie- und Handelskammertag (DIHK), ohne Jahresangabe: Verkehrsverlagerung - der große Trugschluss. - Broschüre. Eigenverlag DIHK Berlin, Breite Straße 29, 11052 Berlin. - Verfasser: P. Thiele.

  18. Innovations in river vessels and barge operation INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS Technical data of INBAT: Length x Breadth of the total barge train: 118 m x 9,0 m Design Draught: 1,7 m Length x Breadth of one single barge: 48,5 m x 9,0 m Light draught of the barge: 0,20 m Deadweight per barge at design draught 1,70 m: 641 tons Length x Breadth of the push boat: 20 m x 9,0 m Push boat with a total power of at least 480 kW transmitted with 3 propellers and sufficient thrust, for barge operation in shallow waterways with a push boat draft limited to 0,60 m Source: Guesnet, T. (2005) Final technical Report, Including Technological Implementation Plan. - Duisburg, 14.01.2005. - 18 S. - www.inbat.net

  19. VDB research study on „technical and economic concepts for river adapted inland vessels • There are a number of new innovative solutions technically feasible concerning vessel design, reduced draught, less emmissions, management of conveys, … • Draught is still the most important factor influencing economics of IWT, also with innovative solutions (main obstacle: high investment costs) • Significant improvements feasible with better information systems and communication (RIS-river information system, satellite radio navigation systems, waterlevel forecast)

  20. But… • The analysis is based on Western European conditions, Lower Danube region is likely to be different • Sensitivity analysis on fuel prices was not done, though an increase reduces competiveness of other transport modes • The ultimate priority of draught is still a sectoral view

  21. Conclusions • There is no revolution feasible, but incremental steps indispensible • and as for other complex schemes, • non-structural investments pay back short term and are often the cheapest and reversibel, • structural investments as river training structures, excavation etc. are expensive, long term and risk irreversibility and non-sustainability

  22. Conclusions • Sustainability guidelines have been developed, even by navigation lobby groups (e.g. PIANC) and recently European Multilateral Financing Institutions (encompassing the whole EU acquis 2003 • ergo, commitment has to be proven (based on recent memorandum and joint statement) • based on confidence and control with support by experts

  23. … • Even the restoration of Danube wetlands at the scale currently under discussion is one incremental step to improve navigation conditions (shortening the low water period, less dynamic water level fluctuations)

  24. Importance of channel information in wide/narrow fairways European Research Centre for Inland and Coastal Navigation, Duisburg, GER

  25. Example of plans on Lower Danube along RO-BG

  26. River training measures and effects HWL = High Water Level MWL=Mean Water Level Levee/ Terrace LWL=Low Water Level Side arm

  27. River training measures and effects HWL MWL LWL Side arm Systematic bank protection and/or groyns Continuous aggradation of floodplain, more dense vegetation in floodplain/banks elevation of flood water levels

  28. River training measures and effects HWL MWL LWL Side arm Systematic bank protection and/or groyns Damming of side arms for concentration of flow in main riverbed Continuous aggradation of floodplain, more dense vegetation in floodplain/banks elevation of flood water levels

  29. River training measures and effects HWL MWL LWL Side arm Systematic bank protection and/or groyns Damming of side arms for concentration of flow in main riverbed … incision of riverbed

  30. River training measures and effects HWL MWL LWL Side arm Systematic bank protection and/or groyns Damming of side arms for concentration of flow in main riverbed … incision of riverbed, decrease of low and even mean water levels subsidence of groyns and bank reinforcements, increased maintenance

  31. River training measures and effects HWL MWL LWL (former) Side arm Systematic bank protection and/or groyns Damming of side arms for concentration of flow in main riverbed … loss of flood water conveyance capacity, further increase of flood water levels and decrease of low water levels

  32. Example of plans on Lower Danube along RO-BG Severe irreversible impact on river ecosystem sustainable solution for navigation?

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