„The importance of the need of computability for proper

waterways”

Szalma Botond

Plimsoll Kft - Fluvius Kft

Title: Streamlining at the Danube

In order to have streamline at the Danube we need proper and

maintained waterways all way long for 330 days/calendar years

at least!

Perspective today:

Programs and magic words

The more we have the happier we are!Dialogues – Working groups - SWOTStakeholders Conference – round tableStatus reports - Overview – regular updateSustainability - Environmental friendly ideasOpinion leaders – steering groupsDeclaration – progress reports – road mapsRecommendations - Projects Final study

TEN-T Core Network Corridors

4

Core Network Corridorsrelevant for Danube Region:

A.Rhine-Danube

Main cordinator must be the Danube Commission

Danube Commission(Secretariat) and European Commission(DG MOVE) sign arrangement to develop and improvenavigation on the Danube River

Such cooperation will be of benefit to the inland navigation sector, which needs a coherent and efficient governance framework to realize its full potential and improve navigability on the Danube River

Coordinated maintenance of the river-infrastructure is the backbone for a prosperous future of the Danube's navigation

Remember : we had the Danube Ministers meeting (3rd

December 2013 Brussels)

Something started?

Bad news about our industryTom Metcalf and Roxana Zega, Copyright 2012 Bloomberg

Seven sections regularly fall below the 2.5 meters (8.2 feet) of draught required of an “international waterway” as defined by the United Nations Economic Commission, according to the Budapest-based Danube Commission. Navigation on the lower river was impossible for more than 38 days in September and October last year because of insufficient water levels, according to the European Commission, the EU’s executive arm.

Vienna-based Helogistics Holdings GmbH, a subsidiary of Swiss iron ore producer Ferrexpo Plc, halted shipments between Constanta, Romania’s No. 1 port, and Budapest in March, saying that shallow waters had made operations “almost impossible.”

Lack of clearance means barges are frequently loaded to only 50 percent of capacity to ensure a smooth passage, driving up costs and delaying deliveries, said Jurgen Sorgenfrei, a consultant on maritime and hinterland issues at IHS Global GmbH.

“Cargo ends up waiting at locks and gets stolen,” said Frankfurt-based Sorgenfrei. “The captain wakes up next morning and some of the containers are open.”

Like parrots: Still actual

Inland waterway transport can contribute to the sustainability of the transport system,

as recommended by the European Commission's White Paper:

European Transport Policy for 2010

„Time to Decide".

G7 Transport Ministers' statement on transport infrastructure investments

(17 September 2015)

The global wealth pyramid of modern economies clearly illustrates that infrastructure and mobility are the foundation for growth, prosperity and jobs.

However, this is also a time when conventional means of investing and delivering transport infrastructure are increasingly constrained.

New approaches must be adopted to transport infrastructure investments and project delivery in the same spirit of innovation as in the development of transport technology itself.

The need to identify adequate and sufficient resources and cost effective ways to modernize and maintain existing and build new infrastructure.

The need to explore the opportunities and challenges of alternative means of paying for infrastructure including "user pays" systems.

The G7 Transport Ministers agree to continue the dialogue on new approaches to funding and PPPs by engaging in an exchange of ideas and experience on best practices, including on strategies for the appropriate allocation of investment risks between the private and public sectors, options for ring-fencing sources of revenue, effective methods for controlling costs and an efficient and coherent regulatory framework for funding.

Fact and figures (historical)

(1000 mto)

YearTotal Hungarian turnover

Tranzit Total international traffic Domestic trafficTotal Export Import

1980 2 655 1 279 1 376 5 665 8 320 9 819

1985 2 667 1 463 1 204 7 121 9 788 8 044

1988 3 956 2 166 1 790 8 865 12 821 5 516

1989 3 816 2 299 1 517 8 352 12 168 6 980

1990 3 521 2 253 1 268 7 109 10 630 4 109

1991 2 956 1 683 1 273 5 576 8 532 2 756

1992 3 175 2 013 1 162 4 724 7 899 3 204

1993 2 710 1 974 736 1 951 4 661 3 122

1994 3 052 2 334 718 2 273 5 325 2 936

1995 3 722 2 840 882 2 386 6 108 3 529

1996 3 289 2 274 1 015 3 667 6 956 3 122

1997 3 370 2 490 880 4 461 7 831

1998 4 949 3 618 1 331 4 841 9 790

1999 3 689 2 840 849 917 4 606

Fact and figures (historical)

National transport

International

transport total

International

transport loaded

International

transport unloaded

Transit(1000 mtos)

2011 221,966 54,766 148,503 46,881 101,623 18,6972010 229,607 53,054 154,142 50,607 103,535 22,4112009 203,868 51,821 132,772 49,087 83,685 19,2752008 245,662 57,552 165,368 57,845 107,523 22,7422007 248,974 59,15 166,928 59,501 107,427 22,8962006 243,495 57,156 162,652 55,763 106,889 23,6872005 236,765 56,662 156,542 53,36 103,182 23,5612004 235,861 55,209 156,476 51,367 105,109 24,1752003 219,999 53,419 145,111 46,12 98,991 21,4692002 231,746 55,844 150,922 49,082 101,84 24,9812001 236,101 57,016 154,388 49,011 105,377 24,6982000 242,223 60,859 158,092 48,742 109,349 23,2731999 229,136 62,743 145,282 44,741 100,541 21,1111998 236,365 63,909 151,44 42,702 108,738 21,016

Year Total

Of which

Goods transport on German inland waterways

Daily headaches

Efficiency of Danube transport suffers extremely from reduced draught at shallow water sections

water levels can not be predicted which creates losses of carriage capacity & revenues

transport costs per ton can increase up to 100% for long distance transportation (source: Pro Danube)

Guaranteed minimum standards for infrastructure based on UN/ECE – AGN are needed; with regard to fairway this means for Danube:

minimum draught of 2.5 m

at least on 300 days on average per year

These minimum standards can not be compensated by fleet innovation, ergo the slogan: (Neanderthal-man)

“adapt the vessels to the river and not the river to the vessels”

creates a dangerous fiction and ignores basic economic facts12

Inland waterway transport committee22 July 2014 and 7th November 2013

(Crisis committee)

…There is presently no support from large part of the inland waterway transport industry itself ……as the publicly organised scrapping of lay-out schemes for vessels….

Sailing below costs (overcapacity)

More transparent market observation

Technical requirements and „greening” – TRAP for US!

Logistic infrastructure of DaHar ports (TG 1)

Transformation of inland waterway ports into logistics hubsThe initiatives of “Same river –same rules” have to be supported by EU regulationsPort hinterland connections (TG 2)Danube ports need to be connected by efficient rail (double electrified tracks) road (at least an express way) to, at least, one core TEN-T corridor.

Development of Danube container and Ro-Ro services (TG 3)Ensuring state of technology fairway maintenance and operation of locks.Modernization of Danube fleet, and intermodal port facilities.Strong mandate for future TEN T coordinator.

River Information Services (TG 4)Deployment of RIS on the German section of the Danube and on the entire Rhine, in order to create a unique information system on the EU‘s Rhine – Danube Corridor.

Steps forward & progress

Postulates

Make it clear: The Danube works for Europe as the economic backbone of it

We must have workable economic and transport concept (medium and long term)

Immediate regulation of the river Danube

The Danube Commission must have leading position (like CCNR - Central Commission for the

Navigation of the Rhine)

Revise Belgrade Convention