UPGRADING OF INLAND WATERWAY AND SEA PORTS WP 4 Needs Assessment
WP 4.3 Ports Needs Assessment the final report
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date: Warsaw-Szczecin 2014
TABLE OF CONTENTS EXECUTIVE SUMMARY ............................................................................................................. 3 1. INTRODUCTION ............................................................................................................. 4 2. DETERMINANTS OF PORTS’ OPERATION.............................................................. 5 2.1. 2.2. 2.3. 2.4.
Technical issues ......................................................................................................................... 5 Organisational and legal issues ................................................................................................ 15 Port economics issues .............................................................................................................. 25 Environmental issues ............................................................................................................... 33
3.
SOCIO-ECONOMIC AND TRANSPORT CHARACTERISTICS OF THE PORTS40
3.1. 3.2. 3.3.
Demographic potential ............................................................................................................ 40 Economic potential .................................................................................................................. 42 Port access ............................................................................................................................... 48
4.
DEVELOPMENT PLANS AND STRATEGIES FOR PORTS AND THEIR ENVIRONMENT ........................................................................................................... 57
4.1. 4.2. 4.3.
International development plans and strategies ...................................................................... 57 National development plans and strategies ............................................................................. 67 Regional and local development plans and strategies .............................................................. 72
5.
IDENTIFICATION OF BOTTLENECKS AND DISCREPANCIES IN THE DEVELOPMENT STRATEGIES AND PLANS ......................................................... 78 DETERMINATION OF MULTI-CRITERIA INVESTMENT OBJECTIVES FOR PORTS ............................................................................................................................ 86
6. 6.1. 6.2.
National and regional goals for development of ports ............................................................. 86 Objectives for development of waterways and ports in Central Europe .................................. 93
7.
IDENTIFICATION AND MAPPING FOR MULTI-CRITERIA INVESTMENT NEEDS FOR PORTS .................................................................................................... 95
7.1. 7.2.
Identification of ports investment needs ................................................................................. 95 Mapping of ports investment needs ...................................................................................... 103
8. CONCLUSIONS ............................................................................................................ 120 ANNEX 1. INLAND PORTS INDICATORS ........................................................................ 127 ANNEX 2. SEA PORTS INDICATORS ................................................................................ 140
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Executive Summary Presented report Ports Needs Assessment, as a part of INWAPO WP 4 Needs Assessment, is mainly devoted to the development of the inland waterways and inland ports. The analysis proves that the inland shipping has the large unexploited potential. Both the ports and waterways require many investments to meet the demands of the market and competition of the rail and road transport. The analysis indicates the particular investment needs. The investment areas include: the development of access infrastructure, the development of port infrastructure, the impact on the environment. The first chapters include description of the technical, organizational, economics and environmental issues of the selected ports. Characteristics focused on the operational aspects of ports’ activities and their surroundings. The next chapter includes description of ports’ development strategies and development plans. The bottlenecks and white spots, and other inconsistencies in existing strategies are identified. On the basis of multicriteria analysis the investment objectives for the studied areas are determined. In the following chapter of the study the specific investment needs for ports and waterways are given and mapped. The analysis shows the possibilities to increase the competitiveness of the every examined port on the European transport market. However, additional wider dimension of the report is the initialization of the international cooperation in ports development processes in framework of the common European waterways network. The prospect of achieving an efficient network of waterways in this part of Europe is for sue the long-term process.
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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1. Introduction One of the major directions of the EU transport policy is the reduction of degradative impact of transport on the environment, which is manifested in supporting environmentally friendly modes and technologies of transport. Limited transport capacities and increased congestion on the roads forces the EU countries to search for alternative transport solutions. These arguments increase importance of sea and inland waterway transport on the market of freight services. The aim of the INWAPO Project is to activate an unexploited potential of the waterborne transport in the Central Europe. The project examines the possibilities for development of the waterborne transport system in the area limited by three seas: the Mediterranean Sea, the Black Sea and the Baltic Sea. INWAPO focuses on three main systems of waterways: the northern Adriatic ports, the ports on the Danube as well as inland waterways in the Czech Republic and Poland. The Central Europe is characterized by large differences in the development of inland waterways. The most extensive network of waterways occurs along the Rhine-Main-Danube waterway. The ports of Venice, Trieste and Koper in practice are limited to marine transport. Polish inland waterways infrastructure does not comply with EU requirements and needs substantial additional investment. It seems necessary, in addition to political arrangements, to allocate large EU funds on waterways and ports development. To make the investment process rational, this study will identify current needs on the basis of the methodology adopted at INWAPO project.
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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2. Determinants of ports’ operation 2.1.
Technical issues
The chapter contains the synthetic comparative factsheets, showing the main data describing the technical issues of the selected ports. Technical issues should be understood as the quantitative description of the port technical potential (basins, quays, storage areas and warehouses, main handling equipment). The data shows large variety of technical and technological of port infrastructure between analysed rivers and sea ports. This involves to the different range of port services, because seaports handle large naval units which is associated with higher instalments reloading. The technical condition of some ports particularly river ports on the Vistula - deviates significantly from the European standards. 2.1.1. No
Austria Category
1
Basins and quays
2
Storage areas and warehouses Main handling equipment Total quay length, Lq Number of berths, Nb Number of Ro-Ro ramps, NRo-Ro
3 4
2.1.2. No 1 2 3
Short description Port of Vienna 3 basins and the right bank of the Danube with vertical and diagonal quays) open storage area: 200.000 m2 closed warehouse area: 70.000 m2 8 cranes, 13 reach stacker, 18 fork lifter, conveyor system 18.100 m (10.500 m vertical, 7.600 m diagonal) 1 (only anchorage grounds, 80 in all 3 ports) 2
Czech Republic1 Category Short description Port of Mělník – (Elbe river - km 834,38 - right bank) Basins and quays Area of docks: 10.5 ha Area of the port: 42 ha Length of the quays: 1062 m Storage areas and Covered storage halls with an area of 6,000 m2. warehouses Paved outdoor storage and handling areas of 10,000 m2. Main handling equipment Port crane Q 300 t -1 pc Container transhipment devices Electrical portal crane Q 12 t – 2 pcs
Inland ports along the Elbe River between Mělník and Děčín (as well as the port of Kolín at the higher part of the river) are in use, but they are not sufficiently used. The ports have high potential for increasing the waterway transport of oversized goods and bulk cargo, however the transport of containers is minimal and its increase will depend on new equipments of ports. Only port of Mělník has a RO – RO ramp now. Sometimes, there are some mobile cargo handling facilities used, which are not permanent equipment of the port. All the surveyed ports, Mělník, Lovosice, Ústí nad Labem and Děčín can be used to operate the inland waterway transport on the higher volume, without renovation. To increase the volume of containers, the ports need modern transhipment equipment. 1
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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4
1 2
3
4
1 2 3 4
1 2 3
4
Forklifts with capacity of 3-40tons Slippage for bulk cargo - 1pc Lq = 1,062 m Nb = 17 NRo-Ro = 1
Total quay length, Lq Number of berths, Nb Number of Ro-Ro ramps, NRo-Ro Port of Lovosice (Elbe lower navigation channel - km 786,48 – 787,43 left bank) Basins and quays On the open river above the weir (lower navigation channel). 650 m vertical Quays - reloading edge Storage areas and 3 covered storage halls for the piece and bulk material with an warehouses area of 2,400 m2, 1,000 m2, 900 m2 (total covered area of 4,300 m2). Cereal storages for agricultural commodities with a capacity of 40,000 t and 6,500 t. Paved outdoor storage and handling areas of 2,500 m2. Main handling equipment Electrical portal port crane Q 8 t -1 pc Electrical railway crane Q 250 t - 1pc Belt reloading equipment 350 tons per hour - wagon / warehouse (truck) - 1pc Cereal pump of 270 tons per hour - truck / warehouse / wagon - 1pc Total quay length, Lq Lq = 650 m Number of berths, Nb 0 Number of Ro-Ro ramps, 0 NRo-Ro Port of Ústí nad Labem – Central Port (Elbe river - km 763,79 - left bank) Basins and quays The Central port (area of 6 hectares), West Port (area of 4 hectares), total length of quays 4000 m Storage areas and Indoor halls and 18,000 m2 of outdoor areas warehouses Main handling equipment Electrical portal crane 8 t - 2 pcs Electrical portal crane 6,3 t - 2 pc Electrical portal crane 36 t - 1 pc Total quay length, Lq 4 000m Number of berths, Nb 67 Number of Ro-Ro ramps, 0 NRo-Ro Port of Děčín – Děčín Loubí (Elbe river - km 740,91 – 740,32 right bank) Basins and quays In the open river. 1200 m of perpendicular quay - reloading edge. 300 m of sloping embankment. Storage areas and Two three-storey covered warehouses for general cargo, each warehouses with an area of 2400 m2 (total covered area of 4800 m2) A paved outdoor storage and handling areas 18,000 m2. Main handling equipment Electrical portal port crane Q 8/10T - 4 pcs Electrical portal port crane Q 16/10T - 1 pc Electrical container port crane Q 36 T - 1 pc Electrical railway crane 125T Q - 1pc Conveyor belt reloading equipment 200T / hour - 2 pcs Slide for gravity transhipment - 1 pc Total quay length, Lq 1 500 m Number of berths, Nb 14 Number of Ro-Ro ramps, 0 NRo-Ro
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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2.1.3.
Hungary
No
Category
1
Basins and quays
2
Storage areas and warehouses
3
Main handling equipment
4
Total quay length, Lq Number of berths, Nb Number of Ro-Ro ramps, NRo-Ro
2.1.4.
Italy
No
Category
1
Basins and quays
2
Storage areas and warehouses
3
Main handling equipment
2
Short description Freeport of Budapest The Port of Csepel (Freeport of Budapest) relies on two commercial basins that are connected to the River Danube through a joint bay connection. Located at the south entrance to the Freeport, the petrol basin handles oil and oil-related materials. A third basin that is not under use at this time has a separate entrance to the Port.2 In terms of storing conditions and capacities it should be highlighted that in the Freeport of Budapest there are 92.800 m2 covered, 49.120 m2 open storage area and 5.000 m2 capacity of silos. Services provided in the Freeport by the Freeport of Budapest Logistics Limited include directing and servicing ships; servicing railway operations; provision of related services like customs, scaling, selection, gantry cranes in warehouse, container mover (“Kalmar”), fork lifters; and providing public utilities. The total length of the quay is 5800 m vertical: 1 600 meters sloped: 3 200 meters The Freeport of Budapest covers a total area of 108 hectares and includes 18 berths. One ramp for trucks and cars in the port the Ro-Ro ramp provides the following capacity: Capacity [cars/hr]: 100 Capacity [cars/hr]: 25
Short description Port of Nogaro Porto Vecchio (not used since 2008): 1.1. length of entrance canal - 7500 m (from the sea), 1.2. area of port basin - 28 ha, 1.3. Length of quay – 400 m, 1.4. Basin available draft – 4,5 m. 2. Porto Margreth (the main port facility – all the following data will be related to Porto Margreth only): 2.1. l length of entrance canal - 5500 m(from the sea), 2.2. area of port basin – 1,8 ha, 2.3. Length of quay – 860 m, 2.4. Basin available draft – 6 m. 162,400 m2, of which: 5,500 m2 warehouses; 6,700 m2 sheltered areas 2 cranes Street sweeper Locomotive tenders 1.
http://www.worldportsource.com/ports/commerce/HUN_Port_of_Csepel_3174.php
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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4
Total quay length, Lq
Number of berths, Nb
Number of Ro-Ro ramps, NRo-Ro Other 1
Basins and quays
2
Storage areas and warehouses
3 4
Main handling equipment Total quay length, Lq Number of berths, Nb Number of Ro-Ro ramps, NRo-Ro Length of rail tracks for direct transhipment and connectivity to rail network Maximum block train length on tracks along the quay Lrbt
1
Basins and quays
Forklifts 1260m : 400m Porto Vecchio (not in use) 860 Porto Margreth Total number of berths: 11 Porto Vecchio: 5 berths with lengths from 70m to 120m (not in use); Porto Margreth: 6 berths with length of 100m. None Special plant for the treatment of iron-contaminated storm waters – surface of 6,000 sqm Port of Trieste 3 There are 6 sectors: Porto Franco Vecchio, Porto Franco Nuovo, Scalo Legnami, Ferriera di Servola, Porto Franco Oli Minerali, Porto Industriale with the following average characteristics, respectively, for the depth of the seabed and the length of quays: Porto Franco Vecchio 6m 145 m Porto Franco Nuovo 10 m 205 m Scalo Legnami 9m 172 m Ferriera di Servola 12-13 m 247 m Porto Franco Oli Minerali 17 m 483 m Porto Industriale 9m 169 m The total number of berths is 52 Approximately 2.3 million square meters of which approximately 1.8 million square meters of Porto Franco. About 925,000 square meters of which about 500,000 square meters covered. On the sea side there are 14 cranes owned by the Port Authority 10626 m 52 5 10830 m (total internal track length is 70 km) 450 m
Port of Venice Malamocco Marghera Canal (Canale Malamocco Marghera) → 4 turning basins “Port Island” (Isola Portuale) → 2 basins (Molo A and Molo
From the geographical point of view, the Port of Trieste is located in a strategic position, at the intersection among important maritime routes and motorways of the sea and the European corridors, Adriatic-Baltic and Mediterranean. Therefore it may play an important role (European gateway) for long distance traffic flows between the Far East and the markets of Central and Eastern Europe. The table summarizes the main technical features of the Port of Trieste, which already offers regular sea side and direct connections with China, the Far East, Singapore, Malaysia, Albania, Slovenia, Croatia, Greece, Turkey, Egypt, Lebanon, Israel and so on. From land side perspective, it is connected with the production areas and industrial North-East Italian and Central Europe, with different destinations, such as Germany, Austria, Czech Republic, Hungary, Switzerland and Luxembourg, serving a very interesting economic area. 3
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Main handling equipment Type of equipment
Ship to shore crane Mobile harbour crane Grab loader
Main use
3
Number of pieces
Storage areas and warehouses
Technical characteristics
2
B – molo=quays) West Industrial Canal (Canale Industriale Ovest) → 1 turning basin Berths: quays and piers Total storage capacity: 1.082.400 mq total area of commercial port Open storage capacity: 800.000 mq Average age
8,5
50/42 tonn.
5
containers
13
40/200 tonn.
61
general cargo/multipurpose
8
bulk cargo
12
general cargo
39
13
32 tonn. 40/75 tonn. 12/45 tonn. 175/600 hp
Jip crane Reach stacker
19,2
Loader
7,6
Yard tractor
17,5
35
Truck tractor
15
98
containers bulk cargo/general cargo containers/general cargo containers/general cargo
Tractor Rubber gantry crane Rail gantry crane Pneumatic ship unloader
8,6
208
general cargo
Forklift
9,7
Mafi/chassis Front loader for empty containers Conveyor belt
18,3
Tractor Rubber gantry crane
8,6
5,4
198
16
35 tonn.
8
containers
19
35 tonn.
2
containers
23
1.234
bulk cargo containers/general cargo containers/general cargo
17
containers
15
bulk cargo
5
containers general cargo/multipurpose
18
10 11,7
16
50/450 tonn./h 3,5/45 tonn. 40/120 tonn. 12/40 tonn. 800 tonn. 50/42 tonn. 40/200 tonn.
121
61
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Rail gantry crane Pneumatic ship unloader 4
Total quay length, Lq Number of berths, Nb Number of Ro-Ro ramps, NRo-Ro
2.1.5. No 1
2 3 4
1 2 3 4
19 18
32 tonn. 40/75 tonn. 12/45 tonn.
8
bulk cargo
12
general cargo
Forklift 9,7 39 containers 15.615 m 95 Ro-Ro ramps: 5 (in quays: Carnia, Cadore, Friuli, Venezia Giulia, Aosta)
Poland4 Category Short description Port of Warsaw – Żerański port (Vistula river - km 521,5 - right bank) Basins and quays 1. Winter port basin: 1.1. length of entrance canal - 340 m, 1.2. area of entrance canal - 1,8 ha, 1.3. area of port basin - 3,5 ha. 2. Main port basin: 2.1. length of entrance canal (with lock) – 720 m, 2.2. length of lock - 90 m, 2.3. breadth of lock - 12 m, 2.4. area of port basin - 6 ha. 3. Port basin no. 1: 3.1. area of port basin - 3,7 ha, 4. Port basin no. 2: 4.1. undeveloped, 4.2. area of port basin - 4 ha. 5. Port basin no. 3: 5.1. area of port basin - 3 ha, Storage areas and Open storage capacity – 290150 m2 warehouses Covered storage capacity – 11151 m2 Main handling equipment shipyard slipway breadth - 45 m (main port basin) Total quay length, Lq 4220 m Number of berths, Nb 10 Number of Ro-Ro ramps, 2 Port of Plock – Radziwie port (Vistula river - km 633 - left bank) Basins and quays Water area of port basins – 14 ha. Storage areas and Covered storage capacity 3413 m2, Winter port basin, warehouses River shipyard (Centromost), Bunker Oil Station, Grain elevator and mill (capacity 30.000 tons) Main handling equipment 3 cranes, 3 shipyard slipways , railway siding (985 m), vehicle and rail scales Total quay length, Lq 1123 m Number of berths, Nb 6
Inland ports along the Vistula River between Warsaw and Gdańsk are deeply neglected and used only locally. Ports have a high potential for transport, however, require renovation and reconstruction. In particular, the entrance canals and port basins require deepening. You can find there mainly mobile cargo handling facilities which are not permanent equipment of the port. Among all the surveyed ports only Gdańsk and Elbląg can be used to operate the inland waterway transport, without renovation. 4
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Number of Ro-Ro ramps, N 0 Ro-Ro Port of Solec Kujawski (Vistula river - km 761 - left bank) Basins and quays Vertical steel quay with concrete top. No basins. Storage areas and Open storage capacity - 0,3 ha warehouses Main handling equipment 2 cranes Total quay length, Lq 110 m Number of berths, Nb 1 Number of Ro-Ro ramps, 0 NRo-Ro Port of Tczew (Vistula river - km 909 - left bank) Basins and quays Area of port basin – 2,8 ha. Storage areas and No information (shipyard under renovation) warehouses Main handling equipment No information (shipyard under renovation) Total quay length, Lq 260 m Number of berths, Nb 2 Number of Ro-Ro ramps, 0 NRo-Ro Port of Gdańsk (Dead Vistula river - km 11,5) Basins and quays This is seaport and there is no basins and quays special for inland navigation. Total port area – 6,52 km2, Total water area – 4,13 km2, Storage areas and Covered storage capacity – 107.000 m2, warehouses Open storage capacity – 549.525 m2, Main handling equipment Total quay length, Lq 23,700 m Number of berths, Nb 28 Number of Ro-Ro ramps, 5 NRo-Ro
1 2 3 4
1 2 3 4
1 2 3 4
2.1.6. No 1 2 3 4
1
Slovakia Category
Short description Port of Komárno Basins and quays West pool, East pool Storage areas and covered storage area: 6597 m2 warehouses open storage area: 26130 m2 Main handling Portal cranes : 5 pcs GANZ 16/32 t equipment 2 pcs KSB 8 t Total quay length, Lq Oblique: 2142 m Number of berths, Nb Number of transhipment positions West: 10; East: 9 Number of Ro-Ro ramps, 0 NRo-Ro Basins and quays
Port of Bratislava Port of Bratislava consists of three port basins – Northern and Southern basin in old port area and Pálenisko basin in the new port area. There are two types of quays in port – vertical with total length 1150 m and sloped with total length 1390 m.
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Transhipme nt capacity 120t/h
General
20t/h
Bulk
30t/h
General
10t/h
16t
-
80 t/h
11 m
20t
-
80 t/h
11 m
1
36t
-
80 t/h
11 m
Gantry
3
3,2t
-
12 m
BRUN
Gantry
3
25t
-
BRUN
Gantry
2
32t
-
BRUN
Gantry
5
-
KSB AD16 0
Gantry
2
12,5t 300/50 t
-
20t/h 80100t/h 80100t/h 80100t/h 50100t/h
Mobile
1
16t
General
16t/h
-
Mobile Conv. belt
1
28t
General
28t/h
-
4
-
Bulk
30t/h
-
GANZ
Gantry
6
16t
GANZ
Gantry
4
5t
KSB
Gantry
1
KSB
Gantry
1
KSB
Gantry
KONE
AD28 Name KSB KSB KSB Kalmar Kalmar Hyster
Type Gantry crane Gantry crane Gantry crane Reachstacker Reachstacker Reach-
Lifting capacity 16t 20t 36t 45t 45t 45t
Projection capacity over the waterside in metres
Type of cargo handled Bulk
Max lifting capacity
Main handling equipment5 Count
3
Covered storage area: 25 790 m 2 Open storage area: 75 335 m 2 Bounded warehouse (customs storage) 18 000 m 2 Trimodal terminal area is stretched at about 24,000 m2. Capacity [TEU/year]: 50 000 The storage capacity within grasp of rail gantry cranes: 500 TEU The storage capacity beyond rail gantry cranes grasp: 1,000 TEU Type
Storage areas and warehouses
Name
2
12/24 m 12 m
9m 9m 0m 4m
Type of cargo handled Empty/loaded containers Empty/loaded containers Empty/loaded containers Empty/loaded containers Empty/loaded containers Empty/loaded
Handling facilities and devices for bulk and general cargo in port of Bratislava, Source: INWAPO SWP 3.3.9_3.3.10 report 5
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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4
Total quay length, Lq Number of berths, Nb Number of Ro-Ro ramps, NRo-Ro
2.1.7. No 1
2
3
stacker containers Port of Bratislava - container handling equipment Source: INWAPO SWP 3.3.9_3.3.10 report There are two types of quays in port – vertical with total length 1 150 m and sloped with total length 1 390 m. 5 1
Slovenia Category
Basins and quays
Storage areas and warehouses
Main handling equipment
Quay 1st quay 2nd quay
Short description Port of Koper Draught of berth (m) 7-10 8-11
3rd quay 4th quay 5th quay 6th quay 7th quay 8th quay Description of warehouse/ storage facility Container and RORO terminal Timber terminal
11,4 10 6-12,5 13,5 16,50 10 Open Area (m2) storage areas X 180.000 X
Terminal for cereals - silo Terminal for bulk cargo (soya) Terminal for alumina European energy terminal Liquid cargoes terminal General cargo terminal Livestock terminal
X
Car terminal
X
Type of equipment (e.g. forklift, reach stacker, straddle carrier
(Year of purchase) Average age
Length of quay (m) 840 450
Close storage areas
90.000
X X X X
X
596 800 525 500 630 420 Area (m2)
60.500 tonnes 60.000 tonnes 55.000 tonnes 20.000 tonnes
500.000 ton 40.000
750.000
Key technical characteristics (e.g. lifting capacity, stowage height etc.)
Number of pieces
X
143.000 m3
X
134.000
X
1300 heads 125.000 Main use and secondary uses (according to the type of traffic served)
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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etc.) Ship to shore crane
29
20 ton
8
General cargo
Mobile harbour crane
10
40-110 ton
7
General cargo/multi – purpose
Grab loader Jip crane
10
32 ton
3
Bulk cargo
29
40 ton
3
Containers
Jip crane
3
40-75 ton
5
Containers
Reach stacker Loader
4,5
42-46 ton
10
Containers
8,1
1,5 ton
9
Loader
12,2
7 ton
6
Bulk cargo/general cargo Bulk cargo
Loader
7,6
12 ton
18
Loader
9,2
18 ton
5
Loader
4,3
32 ton
3
Yard tractor Yard tractor Truck tractor Tractor
20,4
5
3,1
35
14,9
20
7,3
21
Containers/general cargo General cargo
Rubber gantry crane Rubber gantry crane Forklift (electrical) Forklift (diesel) Forklift (electrical) Forklift (diesel) Forklift (electrical) Forklift (diesel) Forklift (diesel) Forklift
28,8
35 ton
4
Containers
3
40 ton
10
Containers
10,1
1,5-1,8ton
14
General cargo
15,5
1,6-2,5 ton
5
8,9
2,5 ton
33
General cargo/bulk cargo General cargo
12,3
3 ton
11
General cargo
6,2
3 ton
13
General cargo
3,3
3,5 ton
9
General cargo
10,7
5 ton
11
General cargo
8,3
8 ton
52
General cargo
Bulk cargo/general cargo Bulk cargo/general cargo Bulk cargo Containers/general cargo Containers
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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(diesel) Forklift (diesel) Forklift (diesel) Forklift (diesel) Forklift telescopic Forklift for empty containers Material handling machine Stacker
2.2.
8,7
16 ton
6
General cargo
6,4
20-24 ton
7
General cargo
6,5
28-32 ton
2
General cargo
1
Bulk cargo
6
Containers
6
3
Bulk cargo
17
4
Bulk cargo
2 4,5
8 ton
Organisational and legal issues
The chapter contains the synthetic comparative factsheets, showing the main data describing the operational issues of selected ports. Organisational and legal issues should be understood as the legal forms of port management (infrastructure and operational areas) and the most important actors and institutions operating within the port. The given table shows various types of organizational solutions occurring of the analyzed river and sea ports. Adopted solutions arise from rules of legal considerations but important role is also political strategies and economic conditions. You can observe changes in organization and management systems of ports, resulting from ownership transformation and restructuring processes ongoing by the European maritime economy. 2.2.1. No 1
2 3
Austria Category Organisational and ownership system Infrastructure management entities Main operational entities
Short description Port of Vienna Port owner: Wiener Hafen, GmbH & Co KG (owned by Wien Holding GmbH (95 %) owned by the city of Vienna (100 %)); container terminal as subsidiary of the Port of Vienna operated by Wien Cont Container Terminal GesmbH Management and the business units marketing & communication, sales, estate management, project development business units storage and car logistics, transhipment, technics & purchase, container terminal operated by Wien Cont Container Terminal GesmbH
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Czech Republic6 Category Short description Port of Vienna Port of Mělník – (Elbe river - km 834,38 - right bank) Organisational Public port operated by the owner of the port infrastructure - by the and company České přístavy, a.s. (Czech Ports JSC.). ownership system Infrastructure Coastal part – the České přístavy, a.s. (Czech Ports JSC.). management Water part - the Elbe River Basin, state company. Regarding the undertaking entities of inspection- the Czech State Navigation Administration České přístavy a.s., Star Container (Maersk), ČD Cargo, AWT Ostrava Others: Main Rail transport - licensed rail carriers operational Road transport - forwarding and road carriers entities Shipping - shippers and waterway carriers Port of Lovosice (Elbe lower navigation channel - km 786,48 – 787,43 left bank) Organisational Public port operated by the owner of the coastal commercial part - by the and Česko – saské přístavy, s.r.o. company (Czech-Saxony Ports Ltd.). ownership system Infrastructure Coastal part of the port – the Czech-Saxony Ports Ltd., management Water part of the port - the Elbe River Basin, state company. Regarding the entities undertaking of inspection - the Czech State Navigation Administration Main Transhipment and storage – Česko – saské přístavy, s.r.o. operational Rail operations - an agreement with Lovochemie, a.s. (Lovochemie j.s.c.) on entities the operation of the siding. Rail transport - licensed rail carriers Road transport - forwarding and road carriers Shipping - shippers and waterway carriers Storages and free surfaces - tenants (subjects of logistics and production) Port of Ústí nad Labem – Central Port (Elbe river - km 763,79 - left bank) Organisational The Port of Ústí is one of the ports of the company České přístavy, a.s. (Czech and Ports, J.S.C.) ownership system Infrastructure Coastal part – České přístavy, a.s. (Czech Ports, J.S.C.) management Water part - the Elbe River Basin, state company. Regarding the undertaking entities of inspection- the Czech State Navigation Administration Main Transhipment and storage – T- Port, spol. s r.o. (T-Port, Ltd.), Agroport, a.s., operational České dráhy a.s. entities Rail operations – Czech Railways, state organization Rail transport - licensed rail carriers Road transport - forwarding and road carriers Shipping - shippers and waterway carriers Storages and free surfaces - tenants (subjects of logistics and production) Port of Děčín – Děčín Loubí (Elbe river - km 740,91 – 740,32 right bank)
Organizational and legal aspects of the ports are the following: water side of the ports are owned and managed by the Elbe River Basin, state company. The coastal parts of the Mělník and Ústí nad Labem ports (and also Kolín port) are owned and managed by the private company: České přístavy a.s. (Czech ports, J.S.C.). The coastal parts of the Lovosice and Děčín ports are owned and managed by a private company: Česko – saské přístavy, s.r.o. (Czech-Saxony Ports Ltd). The supervision over ports exercises the Czech State Navigation Administration. The port of Ústí nad Labem has 2 operators, each of them use a part of the port. All ports have rail and road access, but the railway access for some of them is complicated. 6
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Organisational and ownership system Infrastructure management entities Main operational entities
Public port operated by the owner of the coastal commercial part - by the Česko – saské přístavy, s.r.o. company (Czech-Saxony Ports Ltd.). coastal part – the Czech-Saxony Ports Ltd., water part - the Elbe River Basin, state company. Regarding the undertaking of inspection- the Czech State Navigation Administration Transhipment and storage – Česko – saské přístavy, s.r.o. Rail operations - an agreement with Lovochemie, a.s. (Lovochemie J.S.C..) Rail transport - licensed rail carriers Road transport - forwarding and road carriers Shipping - shippers and waterway carriers Storages and free surfaces - tenants (subjects of logistics and production)
Hungary Category
1
Organisational and ownership system
2
Infrastructure management entities
3
Main operational entities
Short description Freeport of Budapest The land owner of the Freeport of Budapest as well as the owner of the development area is the state-owned MAHART Freeport Plc. However, the Freeport of Budapest Logistics is responsible for the port management activities and operates as land-lord of the port. Every development executed by the Freeport of Budapest Logistics becomes their property. Port managers of a public ports mean a business company or organization responsible for keeping the entire port in a state suitable for proper operation, as well as for the coordinated operation and development thereof – as owner of the port in case of a public port specified in Act XLII of 2000 on waterway transport or as a party entitled to operate the port by contract or on any other title. Port managers’ tasks are be as follows: Tasks of operation, including: o Organization, operation, and management of port logistics activities; o Organization, operation, and management of services operations within the port; o Operation, upkeep, maintenance, and renovation of port facilities as specified in the contract; o Completion of environment protection tasks in the port; o Organization and operation of the logistics / information system of the port; Completion of tasks related to utilization contracts; Performance and management of development tasks, with particular regard to drawing up the principles of further port developments; Completion of marketing tasks. The Freeport of Budapest national public port has been operated by the Freeport of Budapest Logistics Plc. as of 2005, followed by a national open procurement procedure. The company’s main profile in the Freeport of Budapest is real estate development and operation, rental property but real logistics activities and services are provided by port operators. The below chart presents the organisational structure of the port owner, port manager and port operators. Pursuant to Point 40, Article 87 of Act XLII of 2000, the operator is the owner of the floating establishment / port, and any party entitled to operate such floating establishment / port by contract or on any other title.
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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In our wording, this may include the port owner, the port managers, as well as the port operators of the public port. However, the port managers may only be an ”operator of a public port”. In the Freeport of Budapest there are several companies who rent a certain area on which logistics activities are carried out. Arcelor Mittal, Lagermax and the Mahart Container Center (MCC) are for example the main tenants of the Freeport and execute most of the logistics and cargo handling activities. ArcelorMittal Distribution Hungary Ltd. ArcelorMittal is the world's number one steel company, with 310,000 employees in more than 60 countries. It has led the consolidation of the world steel industry and today ranks as the only truly global steelmaker. ArcelorMittal is the leader in all major global markets, including automotive, construction, household appliances and packaging. The Group leads in R&D and technology, holds sizeable captive supplies of raw materials and operates extensive distribution networks. In Hungary Trade Arbed Hungary Ltd. operated from 1988. The first stage of the important investments planned for near future of the ArcelorMittal group is that they yielded a 1,5 billion forints cost logistic centre in the Freeport in Csepel, which is the seat of ArcelorMittal Distribution Hungary Ltd. The Budapest Freeport Logistics stock company came true on 1st September 2008 from the MAHART-Free Port stock company as its successor. The company disposes with the operational rights of the Freeport and the enjoyment of the properties found in its area, which is financed by the long termed cooperation of Port and the ArcelorMittal. Lagermax Dunalogisztikai Ltd. The Hungarian subsidiary of the company is Austrian-owned and typically Central and Eastern European-oriented. It has been operating in the country since 1990. The main profile of Lagermax Autótranszport Ltd. is freight transport. The Hungarian company employs about 250 persons. The company is working with different clients based on the long term contracts. The most significant partners are Porsche Hungária, Ford, Kia, RenaultDacia, Toyota. Moreover they have some order for storage activities related to the traffic to Ukraine, Romania and Serbia. The company operates in three premises, beyond the centre in Budaörs, there are two more locations in Esztergom and Csepel. They have been operating in the Freeport since 1998. MAHART Container Centre Ltd. The container terminal also operates in the Freeport of Budapest. The company provides unique trimodal services with the availability of rail, road and water transport connections. MAHART Container Centre Ltd. (short name: M.C.C. Ltd.) has been operating its neutral terminal for all clients as an independent company as of 1998 in the Freeport of Budapest. Mahart Container Centre could improve its turnover year-by-year in the 90’s and in the past ten years: the terminal handled 69.600 containers (108.000 TEUs) in 2011, while it handled 46.400 containers in 2006, then Mahart Container Centre had the second biggest container traffic in Hungary, in 2011. Nevertheless, increasing volume requires a continuous improvement of infrastructure and equipment.
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Shipping companies
2.2.4. No
Ghibili Ltd. Ghibli was founded in 1996 as an Italian-Hungarian company, the considerable part of the business of the now 100% Hungarian-owned company consists of the Italian-related transportation from the beginning 7. The full-scale logistics service activity includes warehouse services, in this scope they have been running the customs warehouse since 1998 and a VAT warehouse since May 2004. Within their inland transportation the company organizes the distribution from warehouses to every part of the country. MASPED PORT Logistics Centre MASPED Logistics, Logistics and Customs Agency Ltd. is a member of MASPED Group, one of the leading Hungarian and Central-European forwarder company group. The member companies provide their Hungarian and foreign customers outstanding services in all branches of shipping and forwarding and belonging fields of activities. MASPED PORT Logistics Center has been operating since 1st of January, 2005. Currently the company provides services in two warehouses with 23.000 sqm capacity all together. At this terminal there is the possibility of receiving goods arriving by rail and by river cargo shipping as well. Shipping companies are in direct contact with the cargo-handling companies. New cars – as a constant flow – are typically transported by the same shipping company, while the project cargo of high and heavy goods is typically transported by different shipping companies. Consequently, the frequency of services of new car cargo is constant, while high&heavy goods are project cargos the transport of which is almost always irregular. BLG LOGISTICS, one of the largest European automobile logistics service providers makes use of the advantages of the Danube within their multimodal transports. A cooperative agreement has been signed between BLG and Lagermax. Suzuki has started shipments of vehicles to the Austrian market from Japan. BLG Logistics has been responsible for Suzuki’s technical processing and transport to German dealers and further technical processing continues to be performed at the terminal of Lagermax.
Italy Category
1
Organisational and ownership system
2
Infrastructure management entities
3
Main operational entities
7
Short description Porto Nogaro The Port areas are owned by the Consortium for the Industrial Development of the Aussa-Corno Area - Via Pradamano 2, 33100 – Udine, which rents them to private logistic operator. Port operations are carried out by the logistics operators to which the areas are rented. The security is overseen by the local coast guard office and custom activities by the local customs office. The 40-metre-zone from the edge of the quay is publicly-owned and managed by the Regional Government. Port operations are carried out by the two logistic operators to which the areas are rented to: Porto Nogaro port company s.r.l. - Impresa Portuale Porto Nogaro s.r.l. - Via del Porto 32, 33058 San Giorgio di Nogaro (Ud)
www.ghibli.hu
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Organisational and ownership system Infrastructure management entities Main operational entities
Other
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Organisational and ownership system
Midolini port company S.p.A. - Impresa portuale fratelli MidoliniI S.p.A. - Via Colugna 187, 33100 Udine The two company created a joint-company called “Consorzio Portonuovo”, managing stocking operations. Port of Trieste 8 The properties in the port area are partly state owned and partly private The Port of Trieste is administered by the Port Authority of Trieste Port terminal operators authorized ex. Article 18 of Law 84/94 by the Port Authority of Trieste. These entities are holders of a state concession to develop their activity Dealers holding a state concession not necessarily referred to quays (eg warehouses) to develop their own business. Authority Customs Agency, Custom Services, the Harbour Fire Department, Police Maritime Border Service providers of temporary labour. Suppliers of goods and services not directly connected with the port activity. Suppliers of port services and port operations. Port operations are the loading, unloading, transhipment, storage, general movement of goods within the port. Port services are those referred to specialist services, complementary and ancillary to the cycle of port operations. Shipping agents are the persons chosen by owners to represent him in the ports where there is not an office of the company. Every ship that arrives and departs from the port must rely on the figure of the shipping agent. The agent has the confidence of the ship-owner and handles all customs paperwork and logistics of the ship on its arrival in port. Freight Forwarders The forwarder is a company specialized in the freight transportation field. This is mainly an organizational work. Its main task is to solve the need for a customer to transfer the freights (bought or sold), often to and from foreign countries, helping in processing of all customs and taxes requirements, as well as in finding the most suitable transport solution. Technical-nautical service providers: Subjects which provide essential services for the movement of ships: pilotage, mooring and towing Other services: chemical Consultants of the port, medical and veterinary services Port of Venice Landlord model: the Port Authority grants concessions on state property (the terminals’quays and areas) and oversees the port’s
8 The Port of Trieste is a Port Authority, as 23 other Italian ports are. The Port Authority has the primary task of
defining the Port strategies, planning, coordination, promotion and control of port operations and other commercial and industrial activities in the port. These functions are carried out through the Three Year Operating Plan, which identifies the development strategies of port activities, and a Port Master Plan, which fixes the use of the port areas. The Authority is also responsible for the ordinary and extraordinary maintenance of the common areas within the port and for the general services to port users. The 1994 reform has precluded to the Port Authority the performance of operational functions which have been transferred to private parties through the permissions for the performance of port operations (loading, unloading, transhipment, storage and general movement of goods and any other material in port area) and concessions areas and docks to terminal operators, on the basis of business plans and against payment of a fee. The Port Authority of Trieste currently manages around 400 licenses and 30 multi-year formal acts. The following table shows the main organizational and operational information.
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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development. The Venice Port Authority is a public body. Its task is to guide, plan, co-ordinate, promote and monitor port operations. It is also in charge of maintaining common areas and the seabed, overseeing the supply of services of general interest, managing the State Maritime Property and planning the development of the port. The Port Authority builds and maintains the main port infrastructures, such as roads, rail yards and nautical accessibility.
Poland9 Category Short description Port of Warsaw – Żerański port (Vistula river - km 521,5 - right bank) Organisational Winter basin, main basin and basin no. 2 – ownership by and Przedsiębiorstwo Budownictwa Wodnego w Warszawie S.A. [eng. ownership Hydrotechnical Construction Company of Warsaw Inc.], system Basins no.: 1 and 3 – ownership by The State Treasury - Capital City of Warsaw - Bialoleka District, Infrastructure Przedsiębiorstwo Budownictwa Wodnego w Warszawie S.A. [eng. management Hydrotechnical Construction Company of Warsaw Inc.], entities Regionalny Zarząd Gospodarki Wodnej w Warszawie [eng. Regional Water Management of Warsaw], Main Przedsiębiorstwo Budownictwa Wodnego w Warszawie S.A. [eng. operational Hydrotechnical Construction Company of Warsaw Inc.], entities Regionalny Zarząd Gospodarki Wodnej w Warszawie [eng. Regional Water Management of Warsaw], Urząd Żeglugi Śródlądowej w Warszawie [eng. Inland Waterways Office of Warsaw], Wodne Ochotnicze Pogotowie Ratunkowe [eng. Voluntary Water Rescue Service]. Port of Plock – Radziwie port (Vistula river - km 633 - left bank) Organisational Ownership by The State Treasury. Leaseholders: and Centromost Stocznia Rzeczna w Płocku sp. z o.o. [eng. River Shipyard of ownership Plock LLC], system Przedsiębiorstwo Budownictwa Wodnego w Warszawie S.A. [eng. Hydrotechnical Construction Company of Warsaw Inc.], Żegluga Wyszogrodzka Jerzy Pielaciński [eng. Wyszogrodzka Shipping – Jerzy Pielaciński company], Silopol Płock sp. z o.o. [eng. Silopol Plock LLC]. Infrastructure Centromost Stocznia Rzeczna w Płocku sp. z o.o. [eng. River Shipyard of management Plock LLC], entities Przedsiębiorstwo Budownictwa Wodnego w Warszawie S.A. [eng. Hydrotechnical Construction Company of Warsaw Inc.], Żegluga Wyszogrodzka Jerzy Pielaciński [eng. Wyszogrodzka Shipping – Jerzy Pielaciński company], Silopol Płock sp. z o.o. [eng. Silopol Plock LLC]. Main Centromost Stocznia Rzeczna w Płocku sp. z o.o. [eng. River Shipyard of operational Plock LLC],
Organizational and legal aspects of the ports are greatly varied and are generally divided into two groups: the ports managed by government and managed by private operators. In the Port of Solec Kujawski is only one port operator. Other ports are managed by at least two operators. In the case of development plans in the Port of Tczew may be a problem because of one port basin managed by a private entity and the State Treasury 9
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Przedsiębiorstwo Budownictwa Wodnego w Warszawie S.A. [eng. Hydrotechnical Construction Company of Warsaw Inc.], Żegluga Wyszogrodzka Jerzy Pielaciński [eng. Wyszogrodzka Shipping – Jerzy Pielaciński company], Silopol Płock sp. z o.o. [eng. Silopol Plock LLC]. Port of Solec Kujawski (Vistula river - km 761 - left bank) Organisational Private – Solbet sp. z o.o. [eng. Solbet LLC] and ownership system Infrastructure Private – Solbet sp. z o.o. [eng. Solbet LLC] management entities Main Private – Solbet sp. z o.o. [eng. Solbet LLC] operational entities Port of Tczew (Vistula river - km 909 - left bank) Organisational The State Treasury: Leaseholder under liquidation – Przedsiębiorstwo and Budownictwa Wodnego w Tczewie sp. z o.o. [eng. Hydrotechnical ownership Construction Company of Tczew LLC] system private company - Admiral Boats S.A. [eng. Admiral Boats Inc.] Infrastructure Przedsiębiorstwo Budownictwa Wodnego w Tczewie sp. z o.o. [eng. management Hydrotechnical Construction Company of Tczew LLC], entities Admiral Boats S.A. [eng. Admiral Boats Inc.]. Main Przedsiębiorstwo Budownictwa Wodnego w Tczewie sp. z o.o. [eng. operational Hydrotechnical Construction Company of Tczew LLC], entities Admiral Boats S.A. [eng. Admiral Boats Inc.]. Port of Gdańsk (Dead Vistula river - km 11,5) Organisational The Port of Gdansk Authority state owned (98%) and ownership system Infrastructure Zarząd Morskiego Portu Gdańsk S.A. [eng. The Port of Gdansk Authority management Inc.]. entities Main Port Gdańsk Eksploatacja S.A. [eng. Port of Gdansk Exploitation Inc.] operational Gdański Terminal Kontenerowy S.A. [eng. Container Terminal of entities Gdańsk Inc.] DCT Gdańsk S.A. [eng. DCT Gdańsk Inc.], Naftoport Sp. z o.o. [eng. Naftport LLC],
Slovakia Category Organisational and ownership system
Short description Port of Komárno Port of Komárno is managed by the company Verejné Prístavy a.s. (Public Ports, JSC) founded on January 21, 2008, under the provisions of Act No. 500/2007 Coll., changing and amending the Act 338 /2000 Coll. on Inland Navigation. The founder is the Slovak Republic represented by the Ministry of Transport, Construction and Regional Development. The Company was founded to ensure more efficient use of the transport infrastructure in public ports in the interest of development of domestic and international navigation and to optimize the use of the state assets within the commercial
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Organisational and ownership system
2
Infrastructure management entities
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Main operational entities
2.2.7. No 1
environment. The main tasks of Public Ports, JSC are: Ensure preparation and implementation of the construction of public ports infrastructure, including the elaboration of their short-term and long-term development concepts Ensure operation, registration, maintenance and repairs of objects and equipment in districts of public ports Rent the grounds in public ports and other activities that are directly related to the use of property in districts of public ports Collect the port fees for use of public ports Create conditions for the development of combined transport, including handling with cargo units of combined transport The private company SPaP, a.s. (Slovak Shipping and Ports JSC) is the owner of all infrastructure and superstructure and this company is the only port operator without real competitors Slovak Shipping and Ports JSC (SPaP) Dunaj Petrol Trade JSC Port of Bratislava Port of Bratislava is managed by the company Verejné Prístavy a.s. (Public Ports, JSC) founded on January 21, 2008, under the provisions of Act No. 500/2007 Coll., changing and amending the Act 338 /2000 Coll. on Inland Navigation. The founder is the Slovak Republic represented by the Ministry of Transport, Construction and Regional Development. The Company was founded to ensure more efficient use of the transport infrastructure in public ports in the interest of development of domestic and international navigation and to optimize the use of the state assets within the commercial environment. The main tasks of Public Ports, JSC are: Ensure preparation and implementation of the construction of public ports infrastructure, including the elaboration of their short-term and long-term development concepts Ensure operation, registration, maintenance and repairs of objects and equipment in districts of public ports Rent the grounds in public ports and other activities that are directly related to the use of property in districts of public ports Collect the port fees for use of public ports Create conditions for the development of combined transport, including handling with cargo units of combined transport The private company SPaP, a.s. (Slovak Shipping and Ports JSC) is the owner of all infrastructure and superstructure and together with company Port Service which is focused on bulk cargo transshipment are these companies the only port operators without real competitors. Slovak Shipping and Ports (SPaP) JSC Port Service Dalby JSC
Slovenia Category Organisational and ownership
Short description Port of Koper Luka Koper, port and logistic system, plc is a service company and is the only Slovenian international cargo port. It is managed by the company Luka Koper, d. d. that carries out port and logistics services and it also manages
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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all the terminals and the entire port infrastructure. On the basis of the Concession Agreement with the Republic of Slovenia, Luka Koper, d. d., takes care of the Port’s infrastructure and development. The organisational structure of the company is adapted to the needs of its customers. For this reason the development and changes in the logistics industry are reflected in our company's operations. The core activity is carried out in scope of five profit centres , organised according to goods and cargo they handle and store. Every profit cntre has the particular characteristics required by goods-specific working process, technological process and technology. A professional support to the management board, profit centres and subsidiaries is provided by support services organised in accordance with management functions and specific needs of the activity. Companies consolidated within the Luka Koper Group provide various services which accomplish the comprehensive operation of the Port of Koper. The Luka Koper Group consists of the following subsidiaries: • Luka Koper INPO d.o.o. (100% stake) • Adria Terminali d.o.o. (100% stake) • TOC d.o.o. (68.13% stake) Associated and jointly controlled companies: • Adria-Tow d.o.o. (50% stake) • Adria Transport, d.o.o. (50% stake) • Adriafin, d.o.o. (50% stake) • Avtoservis, d.o.o. (49% stake) • S. C. Railport Arad s.r.l. (33.33% stake) • Golf Istra d.o.o. (20% stake) • Adriasole d.o.o. (98% stake) The “Investment, technical and purchase department” of Luka Koper d.d. takes care of the infrastructure of the port (piers, basins, railway network, roads, open and covered storage area, energy system) All the operations in the port are coordinated by the Operations Coordination Department of Luka Koper d.d.. The department takes care about the coordination of the arrivals and departures of ships, operations on ships, internal logistics, coordination of work on common working areas used by two or more profit centres.
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2.3.
Port economics issues
The chapter contains the synthetic comparative factsheets, showing the main data describing the economical issues of selected ports. Port economic issues should be understood as the basic information about port charges and additional fees that port customers have to pay. Basic benchmark for economic attractiveness of the port is tariff including variuos charges of offered services. Most of the analyzed ports have specific port tariffs. Charges are: due to characteristics of vessel, the number and type of supported cargo, time spent at the quay (loading/unloading time). Despite extensive tariffs, in many cases charge is associated with negotiations and results from the current market situation. Less often in tariffs are recognized fees associated with operation of land transport. 2.3.1. No 1 2
2.3.2. No 1 2
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Austria10 Category Port charges Additional fees for port’s customers
Short description Port of Vienna € 0,40 / transhipped ton No additional fees as drinking water, bilge and waste disposal et cetera are included in the port charges
Czech Republic11 Category
Short description Port of Mělník – (Elbe river - km 834,38 - right bank) According to the price list of the České přístavy, a.s. company. Payments for the electrical energy and water consumption.
Port charges Additional fees for port’s customers Port of Lovosice (Elbe lower navigation channel - km 786,48 – 787,43 left bank) Port charges CZK400,-/per 1 day ( ca €14,5 per 1 day) Additional Payments for the electrical energy. fees for port’s customers Port of Ústí nad Labem – Central Port (Elbe river - km 763,79 - left bank) Port charges For lots of vessels in the port as internal regulations of the Czech ports, J.S.C. Handling fees: containers, tank-containers (20'-40 '), swap bodies, manipulative road trailers is 685, - CZK / container Price includes: handling wagon-area-auto (ship) and storage for 14 days. Price for storage handling units on the 15th day and is 17, - CZK / day / container These rates are presented exclusive of VAT. Additional No, only for the consumption of water, electricity. fees for port’s
The Port of Freudenau is not approached by tourist ships. The ports on the Czech side of the Elbe waterway are not utilized as they could be. The main reasons are unreliability of the navigability (low depth in some year periods) and strong competition of road and railway transporters). Therefore, reloading works of ports are partly replaced by other activities, such as warehousing, leasing space to reloading and transportation of cargo by rail, etc. 10 11
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customers Port of Děčín – Děčín Loubí (Elbe river - km 740,91 – 740,32 right bank) Port charges CZK400,-/per 1 day ( cca €14,5 per 1 day) Additional fees for port’s Payments for the electrical energy. customers
Hungary Category Port charges
Short description Freeport of Budapest Freeport of Budapest is a national public port, which is open only for freight transport. Fees of port services were determined on the basis of publicly announced tariffs (http://www.bszl.hu/index.php/hu/2011-10-28-11-43-59). However, volume allowances can be provided. Market competition is clearly seen in the port. Companies are very pricesensitive in Hungary, therefore price dominates rather than service quality in most cases, moreover, change in service provider may happen as well. Currently the following tariffs are valid in the port: Ships Port use fee: Per ton and per day: 0.02 – 0.1 € Per ship: 10 - 20 € Wharfage fee: Per ton: 0.3 – 1 € Per ship: 100 – 160 € Wintering fee: 150% of port use fee Ship stand fee 30 – 280 € Loading and storage of break bulk and unit cargos Loading: HUF 58-220/ 100 kg Storage: 0.03% of 100 kg cargo per week, plus HUF 61-440/ 100 kg/week Loading and storage of grains Loading: HUF 62-76/ 100 kg Weekly storage fee: HUF 80 /ton/week Loading and storage of iron goods Loading: HUF 84-280/ 100 kg Storage fee is 0.03% of 100 kg cargo per week, plus HUF 11-28/ 100 kg/week Loading and storage of bulk cargo Loading: HUF 64-95/ 100 kg Storage fee is 0.03% of 100 kg cargo per week, plus HUF 29-30/ 100 kg/week RO-RO port use in case of embarkation and disembarkation of vehicles by own crew Loading: 26.5 - 150 €/ vehicle Daily storage from day 4: 1-6 € Container movement depending on container types Lifting fees: 25 - 100 € Storage fees: Empty containers: 4 – 8 €/ day Loaded containers: 16 - 56 €/ day Port use fees are variable depending on the respective services or cargo types. Every port user is supposed to pay wharfage fee that is to be
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2.3.4. No 1
Additional fees for port’s customers
calculated per tonnes of transhipped cargo. In case of lower volumes, a minimum fee has to be paid instead of unit costs. Renting fee of the port area occurs in case of new cars and heavy goods as well. Car transporting companies typically rent the terminal for longer periods while heavy goods transporters rent the area occasionally, i.e. for one or two days. In case of vehicles, ramp usage fee has to be paid as well, per vehicles. Storage fee is a substantial element of revenues that is to be paid per vehicles/ tonnes of cargo for every day. Water supply fee: 1 € per cubic metre Electricity supply fee: 0,35 € per kWh Single availability fee for water and electricity supply: 10 €
Italy Category Port charges
Short description Port of Nogaro The following charges have been provided by the port operator “Impresa Portuale Porto Nogaro srl”. The standard working hours in Porto Nogaro Monday to Sunday: 08:00 – 12:00 13:00 – 17:00 Overtime and extraordinary working rates Saturday 8:00 – 12:00: +25% of port standard fee Saturday 12:00 – 17:00: +50% of port standard fee Sunday 8:00 – 12:00 13:00 – 17:00: +100% of port standard fee Holyday 8:00 – 12:00 13:00 – 17:00: +150% of port standard fee Extra work until empty ship: +50% of port standard fee Snow or heavy rain: +150% of port standard fee. Iron and steel products metallic profiles and metal rods (loading/unloading): 4.5 – 5.5 €/ton Coils (loading/unloading): 3.5 – 4.3 €/ton Billette (loading/unloading): 4.5 – 7.5 €/ton Bundled metal sheet (loading/unloading): 6 €/ton Pig iron (loading/unloading): 5.2 €/ton Rails and beams up to 18m lenght (loading/unloading): 9.5 €/ton Pipes(loading/unloading): 7.0 – 11.0 €/ton Strands and wire rods (loading/unloading): 5.8 – 8.5 €/ton Welded steel mesh(loading/unloading): 6.5 €/ton Iron scrap(loading/unloading): 10.0 – 12.0 €/ton Metal structure (loading/unloading): 20.0 – 30.0 €/ton Parcels up to 30 ton (loading/unloading): 35 €/ton Parcels up to 200 ton (loading/unloading): to be specifically defined Dangerous goods Palletized goods (loading/unloading): +50% of port standard fee Non palletized goods (loading/unloading): +70% of port standard fee Wood products Tree trunks(loading/unloading): 25.0 €/ton Lumbers (loading/unloading): 15.0 – 18.0 €/ton Treated lumbers (loading/unloading): 28.0 €/ton General cargo Goods in boxes (loading/unloading): 25.0 – 30.0 €/ton Goods on pallets (loading/unloading): 20.0 – 55.0 €/ton Rolls of paper (loading/unloading): 12.5 – 19.0 €/ton Marble blocks (loading/unloading): 7.5 –9.0 €/ton
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Additional fees for port’s customers
1
Port charges
FIBC (loading/unloading): 8.5 – 10.0 €/ton Cotton bales (loading/unloading): 45.0 €/ton Cellulose (loading/unloading): 12.0 €/ton Chipboard panels (loading/unloading): 10.0 €/ton Bulk cargo Salt (loading/unloading): 5.8 €/ton Sulfur (loading/unloading): 5.8 €/ton Coal (loading/unloading): 5.8 €/ton Fertilizers (loading/unloading): 5.8 €/ton Kaolin (loading/unloading): 5.8 €/ton Urea (loading/unloading): 5.8 €/ton Containers 20” full loaded (loading/unloading/other handling): 200 €/lift 40” full loaded (loading/unloading/other handling): 280 €/lift 20” empty (loading/unloading/other handling): 80 €/lift 40” empty (loading/unloading/other handling): 100 €/lift Cars New cars (loading/unloading): 400 €/lift Used cars (loading/unloading): 90 €/lift Other service fees Truck weighting: 8 € Rail car weighting: 13 € Lashing and dunnage: 65 € per hour per person Container filling (electric forklift): 70 € per hour per person Rail service fees Wagons handling: 15 €/wagon Wagons cleaning: 20 €/wagon Quay cleaning fees General cargo: 100 € Bulk cargo: 200 € Additional fees concern the piloting, towing and mooring. The fares are decided by the local guard office. Port of Trieste State concession fee in € / year depending on the Fee referred to type of grant, and the size of the infrastructure concessions present. Fee for parties ex. Art. Entry fee in € / year depending on the type of 68 activity. Fee for parties ex. Art. Entry fee in € / year depending on the type of 16, 17 e 18 activity. Rates established by the parties providing technical nautical services (Boatmen of the Port, TugsCharges for technical Tripmare, the Corporation of Pilots of the Port of nautical services Trieste) in € in relation to the gross tonnage and ship type. Rate set by the Port Authority expressed in € per Anchorage fee ton of net tonnage. Fee of the Chemical of Fee established by the Chemical of the Port in the Port relation to different types of service offered. Rate set by the Harbour expressed in € / hour with Fee “guardiafuochi” regard to labour and € / day with regard to equipment. Specific rates of the Rates of loading, unloading and extra set by various terminals individual terminal operator expressed in € / t € /
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Rates waste disposal Prices port work 2
Additional fees for port’s customers
1
Port charges
2
Additional fees for port’s customers
2.3.5. No 1 2
1 2
1 2
1 2
1
container. Rates set by the providers of withdrawal and waste disposal. Rates set by service providers.
Port of Venice When a ship calls at the port, it must pay for the nautical services (pilot, towing, mooring). These services are provided by and paid to private companies. The fares are set at a ministerial level. Then, if berthing at a commercial terminal, the ship must pay a fee to the terminal. The fares are set by each terminal. On top of that, a tax on the cargo loaded and discharged must be paid. The sums are collected by the Customs Office, that transfers them to the Port Authority (this is one of the main income resources for the Port Authority, together with the land concession fees). There is a small anchorage fee (with a local surcharge) too. No
Poland12 Category Short description Port of Warsaw – Żerański port (Vistula river - km 521,5 - right bank) Port charges Mooring charges for small vessels (up to 50 PLN per day) Additional Water and wastewater prices according to provider. fees for port’s customers Port of Plock – Radziwie port (Vistula river - km 633 - left bank) Port charges No information Additional Mooring for vessels and prices according to quays leaseholders. fees for port’s customers Port of Solec Kujawski (Vistula river - km 761 - left bank) Port charges No information Additional Mooring for vessels and prices according to quay owner. fees for port’s customers Port of Tczew (Vistula river - km 909 - left bank) Port charges Mooring prices – 5 PLN for every 5 m length of the vessel Additional No information fees for port’s customers Port of Gdańsk (Dead Vistula river - km 11,5) Port charges Port charges by the Port of Gdansk Authority. Tonnage: seagoing vessels – up to 0,64 EUR/GT
In Polish inland ports, tariffs are available for tourist ships. For freight ships one need to agree with owner of quay each time the ship is mooring. There is no flat rate fee even if the quays belong to different branches of this same company like Regionalny Zarząd Gospodarki Wodnej – Warszawa, Gdańsk [eng. Regional Water Management of Warsaw or Gdańsk]. Port of Gdańsk and Port of Elbląg has tariffs for seagoing vessels. 12
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2.3.6. No 1
Additional fees for port’s customers
inland navigation vessels – up to 0,48 EUR/GT Demurrage: seagoing vessels – up to 0,11 EUR/GT inland navigation vessels – up to 0,06 EUR/GT passenger charges – up to 1,10 EUR/passenger The tonnage charges include fee for receiving waste from ships. Inland navigation and port ships in national traffic are exempt from payment of passenger charges. The Port of Gdansk Authority charge a fee to the social and cultural fund for sailors of 0,005 EUR/GT. The one-off fee may not exceed 70.00 EUR.
Slovakia Category Port charges
Short description Port of Komárno & Port of Bratislava The amount of a payment is determined as follows: The rate per day of stay for a passenger cabin vessel in the territorial district of a public port is €0.05/m2/day. The rate per day of stay of a vessel that is not conducting any separate paid trans-loading activity (personal cruise vessel or freight vessel) is €0.02/m2/day. The rate per day of stay of a vessel that is conducting a separate paid trans-loading activity is €0.02/m2/day starting on the day after the expiry of any gratuitous stay provided for trans-loading activity subject to a separate fee. Gratuitous stay afforded to a vessel in the territorial district of a public port that is trans-loading with payment made to the port operator is defined as follows: 1 day - trans-loading up to 300 t 2 days - trans-loading 301 - 750 t 3 days - trans-loading 751 - 1500 t 4 days - trans-loading 1501 - 2600 t 5 days - trans-loading over 2600 t The total quantity of trans-loaded cargo for the purposes of determining the gratuitous stay of a trans-loading vessel is the sum of loaded and unloaded cargo for the specific vessel during an uninterrupted stay in the territorial district of the public port. Per day of stay of dock equipment in the territorial district of the public port the rate is €0.005/ m2 Per day of stay of dock equipment in the defined sites for docking passenger cabin vessels in the territorial district of the Port of Bratislava on the Left Bank at river km 1870.250 –1867.400 and the Right Bank at river km 1869.000 – 1867.000 shall be subject to an basic fee of €0.005/ m2/day plus the following added fees as follows: a) 100% added fee for dock equipment that is demonstrably used for docking passenger cabin vessels. If it is proven that less than 20 large passenger cabin vessels docked at the dock equipment per year, the operator will be retroactively billed the difference in the amount of the fee valid for the dock equipment as shown in (c) below. b) 150% added fee for dock equipment that is demonstrably used for docking passenger cruise vessels. If it is proven that less than 20 large passenger cruise vessels docked at the dock equipment per year, the operator will be retroactively billed the difference in the amount of the fee valid for the dock equipment as shown in (c) below. c) 300% added fee for dock equipment that is not used for docking large
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2.3.7. No 1
Additional fees for port’s customers
cruise vessels Non-operational vessels in the territorial district of the port are subject to a fee of €300.00/vessel/month Non-operational vessels intended for scrapping and for which the owner of the vessel (individual) or statutory representative of the vessel's owner (legal entity) provide a binding notice to Verejné prístavy, a. s. certifying that scrapping will occur within 6 months from the date of the notice are subject to a fee of €50.00/vessel/month. If the vessel will not be scrapped within the term defined above, the fee pursuant to Article IV (3) herein will be assessed retroactively. Every loaded or unloaded tonne of cargo to/from a vessel is subject to a fee of €0.20/t; liquid cargo trans-loaded at the Dalby, a.s. terminal is subject to a fee of €0.40/t Port fees are not collected for: Vessels or dock equipment that are subject to a specific agreement concluded with the port administrator, The duration of any period in which navigation is suspended due to high or low water levels or navigation safety measures as stipulated by the State Navigation Administration. The duration of any period in which a port is closed as a result of icing over of the entire port or a part thereof Vessels, row boats, etc. belonging to another vessel or dock equipment subject to fees Vessels of the Slovak Republic granted an exception from payment or other treatment pursuant to the law (State Navigation Administration, Ministry of Interior of the Slovak Republic, Ministry of Defence of the Slovak Republic, etc.) Electricity: There are not any fixed charges for electricity as they change depending on the time of using the service. Water: The fees for using of water are charge only in the cost of Bratislavská vodárenská spoločnosť (as water is regulated). On the operating pontone P65 there is charged a fee for water usage, the amount depends on the quantity of used of water. Companies are charge a fee for delivery point and for the maintenance of water supply system (according to used amount in m3). Infrastrucure: The fees for using of the services of infrastructures are set individually
Slovenia Category Port charges
Short description Port of Koper TRANSFER CHARGES Bulk and liquid cargo, crude oil, fuel-bunkerage, kaolin, phosphates, salts, sinter magnesite, fertilizers, sulphur, coke, bitumen, all kinds of ores, coal, petroleum coke, scrap iron, cereals and oilseeds in grain after processing Chemicals, wine, edible oil, latex, molasses and other liquid cargo Piecemeal and packed cargo, timber and other cargo Livestock Vehicles
In EUR per tonne 0.36
0.71 0.89 1.07 0.80
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Containers Hazardous cargo (explosives of the IMDG Code, Class 1) For passengers in transit (transit - passengers on a one-day stopover) Passenger home port (home port) 2. WHARFAGE CHARGES Using the quays (including RO-RO) on the distance meter for LOA vessel 3. BERTHING CHARGES Use of operational quayside at which port services are provided Use of non-operational quayside
5.40 EUR for each full container 1.43 0.60 / passenger 0.40 / passenger Per day or thereof in EUR 10.20 per LOA metre, per month in EUR 14.00 7.00
Loading/ unloading Commodity group/ cargo type Charges (€/ (please specify the commodity group or the truck unit or cargo type, where applicable) TEU)* Ro-Ro Full ship-terminal or vice versa 120 EUR/item Full weichle – terminal or vice versa 80 EUR/item Empty ship-terminal or vice versa 90 EUR/item Empty weichle – terminal or vice versa 55 EUR/item Container Full 20’/40’ ship-terminal or vice versa 100 EUR/unit Full 20’/40’ weichle – terminal or vice 50 EUR/unit versa Empty20’/40’ ship-terminal or vice versa 65 EUR/unit Empty 20’/40’ weichle – terminal or vice 33 EUR/unit versa Storage Ro-Ro Trailers –to 12 days 6EUR/unit Container Full 20’ days of free storage 5 4 EUR/day Full 40’ days of free storage 5 8 EUR/day Empty 20’ days of free storage 7 2 EUR/day Empty 40’ days of free storage 7 4 EUR/day For passengers in transit (transit 0.60 / passenger passengers on a one-day stopover) Passenger home port (home port) 0.40/ passenger OTHER CHARGES Cost category Please indicate the unit (where applicable) (port charges) Ro-Ro Container Ro- RoPax Con Navigation Pilotage 0-500 BT 105 EUR 0-500BT 105 EUR 80.001-91.000BT 80.001-91.000BT 1102,5EUR 1102,5EUR Towage 0-2000 BT 270,11 0-2000 BT EUR 270,11 EUR 50.001-75.000 BT 50.001-75.000 BT 655,98 EUR 655,98 EUR Lighthouse Vessel type
2 3
Additional fees for port’s customers Other charges
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Cargo charges (please define, if any) Weichles Containers Waste management Mooring
2.4.
0,80 EUR/ton Up to 1000 BT 35,89 EUR Over 15.001 BT 146, 05 EUR 0,035 EUR/BT
5,40 EUR/ton Up to 1000 BT 35,89 EUR Over 15.001 BT 146, 05 EUR 0,035 EUR/BT
Environmental issues
The chapter contains the synthetic comparative factsheets, showing the main data describing the environmental issues of selected ports. The environmental issues should be understood as the ports’ most important environmental indicators. Available data do not allow for a reliable and correct comparative analysis. This is mainly due to differences in quantity and quality of the harvested statistical data. In the INWAPO project has been prepared separate report of analyzed the environmental aspects of sea and river ports. 2.4.1. Environmental indicators Waterborne transport can have positive and negative environmental effects as well; therefore it is important to continuously monitor the environmental impact of the developments, and to extend the port developments also to the environmental activities. In order to provide a tool for monitoring and planning, environmental indicators were formed, and the results were evaluated. The indicators can be used to determine the favourable direction of the environmental developments, and also to follow up the environmental impact of other developments. 2.4.2. Calculated values of the environmental indicators The environmental indicators of the following Project Partners were evaluated: Port of Venice (LP), Port of Vienna (PP 3), Freeport of Budapest (PP 7), Port of Trieste (PP 8), Port of Gdansk (PP 10), Port of Bratislava and Port of Komárno (PP 11 and 12), Luka Koper (PP 13). For the more standardized evaluation, the turnover (“All tonnage handled at the port”) of the ports was unified, using a conversion rate of 20 tons/TEU, which was slightly modified in case of some ports due to their specific situation. The standardized indicators are summarized in the following table:
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Port Name of the indicator Symbol
Unit of measure
Austria Vienna
Total energy consumption Fossil energy consumption
Czech Republic Děčín
Lovosice
Mělník
Hungary Ústí nad Budapest Labem
Italy
Poland
Venice
Trieste
Slovakia
Slovenia
Gdansk Bratislava Komarno
Koper
Et
MJ/ton
3,48571 0,052
0,008
0,0067
0,028
3,7
16
0,61
49,5
58
0,0132
Ef
MJ/ton
1,37143 0,029
0,0005
0,00485
0,026
2,4
12
0,22
44,1
40
0,00925
Er
%
56%
6,25%
72%
93%
65%
75%
36%
89%
69%
70%
Qwater
m3/ton
0,019
0,047
0,0011
0,046
0,00658
0,02208
0,0049
0,009
0,0226
6,36
Qbilge
m3/ton
0,06
0
0,0000489
0,00007
0,00007
Rstorm
%
100
0
5,5
8,73
90
Qnrw
ton/ton
Transshipment rate
Rts
Dimensionless
0,686
0,50
5,2
0,052
8,52
0,1
0,67
8,73
Shore power rate
Rsp
%
0,08
80
50
0,4
37,3
0
0
0
0
0
Shore power usage
Rspu
%
0
30
30
41,2
23
0
0
0
0
0
Accidental pollution incidents
Nacc
Incident
0
0
0
0
5
1
0
21
Existence of EMS
EMS
Yes/No
yes
no
yes
no
no
no
no
yes
Ratio of fossil energy Total water consumption Ship waste water management Storm water treatment rate Amount of nonrecycled waste
39%
0 100
10
37
0,00015 0,000064 0,0002 0,00033 0,000045
0 no
no
yes
no
0,0147
0,0000208
0,0005625 0,000019 0,017
2.4.3. Assessment of the indicator values After unifying the turnover data, we summarize our experiences gained during the evaluation of the collected indicator values. We examine the limitations that affect the usage of the indicators during the identification of development possibilities. 2.4.4. Total energy consumption The best (lowest) indicator values are identified in the ports of Czech and ports of Koper and Trieste, and the port of Gdansk and Komarno provided the highest total energy consumption values. The value of the indicator is significantly influenced by other activities in the port. At one end of the spectrum are those ports, which mainly deal with the transhipment of large bulk quantities. At the other end are those ports that tranship specific products, carry out other logistics or service activities, or store and load refrigerated goods. In this case, the energy requirement of cooling and heating can be a significant item in the energy consumption of the port, which also strongly depends on the location (Mediterranean or continental). The value of the indicator decreases if the cargo is directly loaded from the vessels to vehicles operated by third party vendors, because the consumption of these vehicles does not appear in the indicator. However, if the internal material handling and the external relations are based mainly on electric rail, its energy consumption will appear in the records of the port. So the indicator is less suitable to compare the environmental impact of each port, but is capable of monitoring the improvement of the port's environmental performance and energy efficiency. 2.4.5. Fossil energy consumption, ratio of fossil energy A new indicator named “Ratio of fossil energy” was generated from two indicators: “Total energy consumption” and “Fossil energy consumption”. The best indicator values (the lowest ratio of fossil energy) were identified for Lovosice next for Trieste and Vienna, while Ústí nad Labem is in the worst position. The indicator makes the comparison of ports possible, however, efforts should be made to reduce the ratio of fossil energy especially in those ports where the harmful emissions have a direct influence on the neighbouring residents, considering that the overall impact of the transition from fossil to electric energy depends on the type of the power plant where the electricity is generated, and this factor is outside of the port’s influence. In addition to the transition from fossil fuels to electricity, an other important issue is to reduce the emissions of equipment using fossil energy sources. For this, the use of particle filters, soot and dust separation equipments and fume catalysts are suitable. However, these require special records, and their impact is difficult to compare. These equipments can be applied in order to improve the port’s environmental status, but are not appropriate as indicators to follow up the environmental performance of the ports.
2.4.6. Total water consumption The best indicator values (the lowest water consumption values) are given for the ports of Mělník, Trieste and Gdansk, while the highest figure was presented for the port of Koper. Similarly to energy consumption, water usage significantly depends on the complexity of the activities carried out at the port. Accordingly, the indicator is suitable primarily for the follow-up of a port’s own water management, and less appropriate for the comparison of the ports. The majority of water usage is not associated with the shipped cargo, but with the communal water demand of the staff, and with ship maintenance. Accordingly, in case of inland ports serving smaller vessels this indicator is naturally higher than that of the seaports visited by much larger vessels. It should be noted that in case of inland ports, a greater proportion of the ships’ water demand can be provided from the river, whereas in case of seaport the mains water supply play a major role. 2.4.7. Ship waste water management The port of Vienna provided the best value for this indicator, but there are several ports were there is no bilge water collection service, or the service is not used. There is no clear information about how bilge water and wastewater from vessels are treated in those ports where there is no collection service. It is likely that a part of it is released into the river or sea; another part is collected in other ports where this service is running and is available at an affordable price. Just like in case of water consumption, the relative amount of wastewater is higher for inland ports, where the same amount of goods is transported by more vessels, and a larger crew is needed, so relatively more wastewater is produced. So as a first step, the ports should establish facilities to receive bilge water and wastewater from ships, and arrange their treatment. The second step is to increase the use of the service. So by the development of the system and an appropriate funding model, the current values of the indicator can be increased in almost every port, thus a significant environmental progress can be achieved. Therefore, in case of ports where the system already operates but its utilization is low, the increase of the indicator value can be achieved at a lower cost compared to those where the infrastructure is yet to be established. 2.4.8. Storm water treatment rate Among the ports that provided a value for this indicator, the Port of Vienna (100 %), port of Ústí nad Labem (100%) and the port of Koper (90 %) have the best values. Most of the other ports provided relatively low values for this indicator. The precipitation that falls on the ports’ operational areas will become polluted in most cases with various pollutants from fuels or cargo residues. The degree of contamination depends on the technical condition of the equipment. If the polluted rainwater enters the soil, it contaminates the soil and the groundwater, and may lead to the contamination of the river or sea as well. To prevent this, the rate of the operational areas equipped with watertight surface and storm water Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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collection and treatment system should be increased. This indicator is suitable to measure this activity. By covering the operational areas, the environmental impact of emergency events can also be reduced. If the contaminants need to be removed from paved areas, the remediation costs are significantly lower than in case of a severe pollution when the remediation of the soil or groundwater becomes necessary. 2.4.9. Amount of non-recycled waste Only half of the ports provided a value for this indicator. The indicator value strongly depends on the activities carried out at the port: the more complex the activities, the greater the amount of waste. Therefore, the indicator is less suitable for the comparison of the ports, but it can be used to follow the progress of the waste management of the ports, as by organizing appropriate waste collection and treatment, the value of the indicator can be reduced in most cases. 2.4.10. Transshipment rate The best indicator value were provided by the port of Gdansk and port of Ústí nad Labem. According to the indicator, the dominant part of the inland transport is carried out by electric rail at the port of Gdansk, which is the optimal solution. The indicator value is significantly dependent on the characteristics of the port, but there is a possibility for improvement in each port, by the improvement of railway connections, and by the electrification of the rail network. This activity can significantly reduce the environmental impact of the port. 2.4.11. Shore power rate, shore power usage According to the provided data, only the port of Vienna and ports of Czech have berths equipped with electric shore power. The use of shore power infrastructure significantly reduces a port’s environmental impact, primarily locally, but also globally. In this respect, the development of ports located close to inhabited areas is especially important, because it significantly reduces the noise emission of the port. The first element of the development is the realization of the infrastructure, which is measured by the indicator “shore power rate”. It defines the share of berths equipped with electric shore power in the total number of berths. The second element is to increase the use of this facility, which is measured by the indicator “shore power usage”, defining the share of shore power usage in the total time the vessels spend at the port. This depends primarily on the vessels, but by using proper control methods, and an appropriate funding model, the utilization can be increased. A big advantage of the investment - compared to other infrastructure development methods – is that it can be achieved in multiple stages, so it is not necessary to develop the infrastructure for all berths in a single step, but it can be carried out gradually, according to the needs.
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2.4.12. Accidental pollution incidents The highest indicator value was received from the port of Koper, while several ports have not reported any incidents in the period covered. The value of the indicator is significantly affected by the number of latent cases, that is, whether the minor incidents, which may have low environmental impact, are reported to the port operator, or remain hidden. Another limitation of the indicator is that it does not distinguish between events with minimal environmental impact, and major accidents. However, using this indicator, the port operation and the effectiveness of the accident prevention measures can be monitored. Although the indicator value mainly depends on the technical standard of the ships visiting the port, the port operator is also able to significantly reduce the number of emergency cases by adequate infrastructure, thus achieve environmental benefits. However, the indicator can also have a reverse interpretation. It is probable that in those ports, where the value of the indicator is zero for several years, the record of the events is less accurate, as in those ports, where several events are recorded annually. Related to this, in case of a detected event there is a good chance that the remediation activities are carried out, while a hidden event carries a greater risk of environmental damage. 2.4.13. Existence of EMS By reviewing the above indicators, it can be concluded that the ports with the best environmental indicator values already have environmental management systems (EMS), and the ports facing the most environmental difficulties have no such system. We believe that the introduction of an environmental management system should be the first step of an environmentally conscious port operation. The first phase is the environmental audit of the port. During this, those attributes, which we only mentioned in the above chapters, but could not examine in detail, can be explored. In the second phase the specific environmental objectives are defined, in cooperation with the port's management. This provides an opportunity to set targets which are achievable as well as affordable, and lead to the greatest environmental benefits relative to their investment needs. As part of the environmental management system, indicators are defined as well, that can be used to measure the progress of the port. We believe that the indicators proposed here are a good basis for this process, however, it is important that the data collection and processing system fits the company’s registration and accounting system. In our experience, this criteria was not met during the present collection of indicator values, thus different methodology and different base data were used by each port, which resulted in the indicators not being comparable in several cases.
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During the annual audit, the company's management has the opportunity to review the company's environmental performance, and to make the necessary modifications and interventions. 2.4.14. Summary We can conclude that the implementation of an environmental management system can be recommended for all ports, in order to improve the environmental impact of the port, to determine the environmental objectives and measures according to the local conditions, possibilities and challenges, with the optimal use of the available resources, to achieve the greatest environmental benefit by expenditure unit. It was also revealed that the negative environmental impact of the ports could be reduced as a first step by improving energy efficiency, promoting renewable and electric energy sources. Great progress can be made by switching from diesel to electric drawn transport, and by the electrification of internal and external railway lines. The progressive establishment of a shore power system can significantly improve the environmental status of the local environment. The organization of bilge water collection and treatment is a great step towards reducing water contamination resulting from waterborne transport.
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3. Socio-economic and transport characteristics of the ports 3.1.
Demographic potential
The chapter contains the synthetic comparative factsheets, showing the main data describing the demographic potential of selected ports. The demographic potential should be understood as the number of inhabitants in the port’s hinterland. The data in the tables show how important demographically is an area of the Central Europe. The hinteralnd of all selected ports has about 212 mln inhabitants. Importantly, this area is growing dynamically with a natural population growth from 1 to 4% within next 7 years. 3.1.1. No 1 2
3.1.2. No 1 2 1 2
3.1.3. No
Austria Category Number of inhabitants in the port’s hinterland Projected demographic changes by 2020
Short description Port of Vienna 3.014.894 (NUTS3 regions, basic year 2009) 3.243.875 (projected by 2020; + 7,6 %)
Czech Republic13 Category Short description Port of Mělník – (Elbe river - km 834,38 - right bank) Number of inhabitants in 1, 894,440 the port’s hinterland Projected demographic 0,00% changes by 2020 Port of Lovosice, Port of Lovosice, Port of Děčín Number of inhabitants in 275,588 the port’s hinterland Projected demographic 0,00% changes by 2020
Hungary Category
1
Number of inhabitants in the port’s hinterland
2
Projected demographic
Short description Freeport of Budapest In case of Budapest Freeport, the hinterland area is understood on country level (NUTS0). The population of the hinterland area of the Freeport of Budapest is therefore 9 982 000 inhabitants (2011). Based on the estimated statistical data of the Population
Geographical region, which is a potential hinterland of surveyed ports (river and sea) covers the area of the Ústí Region (826, 764 inhabitants), part of the Central Bohemia Region (1,300,131 inhabitants) and the Prague (1,244,275 inhabitants), in whole about 3.3 million people. Nearly half of them live in the region of Prague, which is also the fastest growing region in the Czech Republic. The number of inhabitants of the 3ports in the Ústí Region (Lovosice, Ústí nad Labem and Děčín) was counted as 1/3 of the population of the Ústí Region. 13
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changes by 2020
3.1.4. No 1 2
Division of the Department of Economic and Social Affairs of the United Nations Secretariat in Hungary there will be live 9,9 Million people by 2020.14
Italy Category Number of inhabitants in the port’s hinterland Projected demographic changes by 2020
1
Number of inhabitants in the port’s hinterland
2
Projected demographic changes by 2020
1
Number of inhabitants in the port’s hinterland
2
Projected demographic changes by 2020
Short description Port of Nogaro Friuli – Venezia Giulia Region Population (2013): 1.222.000 people +3.7% Port of Trieste Trieste 205.530 inhabitants FVG Region 1.221.860 Port hinterland (Austria, Slovenia, Czech Republic, Hungary, Slovakia, Poland) 74.310.000 INWAPO 212 mio Trieste 202.000 inhabitants FVG Region 1.215.000 Port hinterland (Austria, Slovenia, Czech Republic, Hungary, Slovakia, Poland) 75.878.572 – 72.742.664 INWAPO 215 mio – 209 mio Port of Venice The port of Venice hinterland (PVH) number of inhabitants is approx. 28.039.623 if we consider the north-east regions of Italy (Veneto, Lombardia, Friuli Venezia Giulia, Trento and Bolzano areas), the southern regions of Germany (Oberbayern, Schwaben and Tubingen) and Austria (Tirol, Salzburg and Karnten) and the western region of Slovenia. The population of this area represents the 5,56% of the total EU 28 population (504.630.940) with an average density of 161(p/km2). If we consider the hinterland as a sequence of concentric circles, we can split it into three areas: Veneto, North-East Italy and boundary regions (Austria, Germany and Slovenia). To deepen the data above mentioned please consider the followings: Veneto has a population of 4.957.082 inhabitants (17,68% of the total PVH) Other north-east regions (Lombardia, Friuli Venezia Giulia, Trento and Bolzano) have a population of 12.273.795 inhabitants (43,77% of the total PVH) Boundary regions (Austria, Germany and Slovenia) have a population of 10.808.746 inhabitants (38,55% of the total PVH) No data
EU Energy trends to 2030: http://ec.europa.eu/clima/policies/package/docs/trends_to_2030_update_2009_ en.pdf 14
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3.1.5. No 1.
Poland15 Category
Short description Warszawa+Płock Mazovia Voivodeship population of 5,274 million people
Number of inhabitants in the port’s hinterland Projected demographic +2,54% changes by 2020 Włocławek+Toruń+Bydgoszcz+Świecie+Grudziądz Number of inhabitants in Kujawsko-Pomorskie Province population 2, 098 million the port’s hinterland people Projected demographic -0,90% changes by 2020 Tczew+Malbork+Elbląg+Gdańsk Number of inhabitants in Pomeranian P + Warminsko-Mzurskie Province (District of: the port’s hinterland Braniewo, Elbląg, Iława, Ostróda) population 2,577 million people Projected demographic +1,38% changes by 2020
2. 1. 2. 1. 2.
3.1.6. No 1 2
Slovakia Category
Short description Port of Komárno and Port of Bratislava Number of inhabitants in 1 851 610 (Bratislava, Trnava and Nitra region) the port’s hinterland Projected demographic By 2025, the number of Slovak population will not significantly changes by 2020 change. If we evaluate the forecast period as a unique time section, the population will increase by about 120,000 people (2.25%), while in the first two thirds of the forecast period population will rise faster, but. No substantial changes are expected. The population should reach the maximum in 2025, after this year the population will have character of long term decline. 16
3.1.7.
Slovenia
No
Category
1
Number of inhabitants in the port’s hinterland Projected demographic changes by 2020
2
3.2.
Short description Port of Koper 1.988.000 Inhabitants Slovenia 212 mio inhabitants Central Europe – INWAPO countries It is expected the growth of inhabitants of 1,4% till 2020: Slovenia 2.015.832 Central Europe 215 mio inhabitants – INWAPO countries
Economic potential
The chapter contains the synthetic comparative factsheets, showing the main data describing the economic potential of selected ports. The economic potential Geographical region, which is a potential hinterland of surveyed ports (river and sea) covers about 10 million people. Nearly half of them live in the region of Warsaw which is also the fastest growing region in Poland. 15
16
Source: Population projection of Slovakia until 2025 (Infostat)
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should be understood as the the volume of industrial production in the port’s hinterland. The average growth in GDP for the Central Europe countries is 2,1%, which is above average in EU. The forecasts for 2020 are rather optimistic and show keeping the upward trend. The countries as Poland, Czech Rep., Slovakia and Hungary are constantly build their economic potential after the period of market transition in in the 1990s. 3.2.1. No 1
2
3
3.2.2. No 1
2 3
Austria Category Indicators of industrial production in the port’s hinterland [GDP, EUR] The most important business entities in the port’s hinterland
Projected industrial changes by 2020
Short description Port of Vienna Approx. € 110 bn. (€ 36.430 / inhabitant)
Agriculture, Transporting and storage, Mining and quarrying, Manufacturing; Apart from the companies of the Wiener Hafen group, there are over 120 other firms that take advantage of the infrastructure in the port of Vienna freight traffic centre. No GDP growth-prognosises for 2020 available
Czech Republic17 Category
Short description Port of Mělník – (Elbe river - km 834,38 - right bank) €42.83 bilion
Indicators of industrial production in the port’s hinterland [GDP, EUR] The most important business entities in the port’s hinterland Projected industrial changes by 2020
ČEZ, a.s. - Power station Mělník, Rigips,s.r.o., Mondi Štětí a.s. -Paper mill Štětí, Demag Cranes spol. s r.o.,Slaný + 2,5%
The economic potential of hinterlands of the surveyed ports on the Elbe is diversified economically. The largest production, calculated in GDP per capita is in the Prague region, but there are less industrial production plants than in the Central Bohemian and Ústí Regions (and also less transportation needs). So, we can calculate the average production of about 33% in each of 3 regions. The port of Mělník lies in the Central Bohemian Region, 3 other ports are situated in the Ústí Region. By 2020 the economic development trends in all regions are at about 2.5%. 17
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Port of Lovosice (Elbe lower navigation channel - km 786,48 – 787,43 left bank) Indicators of 1.1010 € industrial production in the port’s hinterland [GDP, EUR] The most important Agrofert a.s. , ČD Cargo, CS Beton , business entities in the port’s hinterland Projected industrial + 2,5% changes by 2020 Port of Ústí nad Labem – Central Port (Elbe river - km 763,79 - left bank) Indicators of €7,46 billion (the Ústí region) industrial production in the port’s hinterland [GDP, EUR] The most important Spolek pro chemickou a hutní výrobu, a.s., Glencore Grain Czech s.r.o., business entities in AGC Glass the port’s hinterland Projected industrial + 2,5% changes by 2020 Port of Děčín – Děčín Loubí (Elbe river - km 740,91 – 740,32 right bank) Indicators of industrial production in the €7000 million port’s hinterland [GDP, EUR] The most important business entities in Chart Ferox a.s. , Benteler s.r.o., Scholz recycling, ČD Cargo the port’s hinterland Projected industrial + 2,5% changes by 2020
1
2 3 1
2 3 1
2 3
3.2.3. No
Hungary Category
1
Indicators of industrial production in the port’s hinterland [GDP, EUR]
2
The most important
18 19
Short description Freeport of Budapest According to the forecasts18 no substantial improvement in economic trends has been expected for 2013 but the external balance would be positive by 2013. In case of Budapest Freeport the most important indicators are related to: agriculture, industry, transport and storage. The volume of these sectors is supposed to increase. GDP would grow by 0.8 per cent in 2013 due to the performance of agriculture (low basis in 2012). GDP was 140 303 billion USD (2011)19 in Hungary. In the Freeport of Budapest there are several tenants. The Budapest
http://www.gki.hu/node/924 International Monetary Fund - http://www.imf.org/external/pubs/ft/weo/2012
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business entities in the port’s hinterland
3
Projected industrial changes by 2020
3.2.4.
Freeport Logistics Ltd. is in direct connection with these companies. The main renters of the Freeport: ArcelorMittal Distribution Hungary Ltd., Lagermax Dunalogisztikai Ltd., MAHART Container Centre Ltd., Ghibili Ltd., MASPED PORT Logistics Centre, etc. Related to the Ro-Ro terminal Audi and Mercedes could be potential business entities besides Suzuki. New cars of Fiat and Ford could also potentially be transported on the Danube from Kragujevac and Craiova. The Freeport has had several business contacts with oversized/ overweight cargo shipping companies. In the future of course, these relations must be enforced and acquiring new contacts is also essential in order to exploit the potentials once the new dock for heavy cargo is constructed next to the Ro-Ro ramp. Partners shipping high and heavy cargo presently: Ácsgép Építőipari Gépesítő Kft. Bau Trans Kft. Kárai Trans Kft. Hercegh Specialtransport Budapest ZRt. Prangl Hungária Kft KOÓS-WÉBER Kft. Hellmann Worldwide Logistics Kft. UTC Overseas Kft. In the study of “EU energy trends to 2030” 20 the Baseline scenario determines the development of the EU energy system under current trends and policies; it includes current trends on population and economic development including the recent economic downturn. Key Demographics, Economic Assumptions and Gross Value Added are presented in the figures below.
Italy
No
Category
1.
Indicators of industrial production in the port’s hinterland [GDP, EUR] The most important business entities in the port’s hinterland
2.
20
Short description Port of Nogaro Friuli – Venezia Giulia Region GDP per capita (2012): 29.106 € The port is located in the immediate vicinity of the Aussa-Corno Area Industrial Development Consortium, institution with the aim of encouraging the settlement and industrial development in the harbor area. The main business entities in the Aussa – Corno Consortium are: Steel manufacturers: Evraz Palini e Bertoli, Marcegaglia, Nunki steel S.p.A, Trametal, Cimolai Glass factory: Sangalli Vegetal oil manufacturer: San Giorgio LPG storage facilities: Lampogas Handling and packaging facilities for bulk materials: Adriaest
http://ec.europa.eu/clima/policies/package/docs/trends_to_2030_update_2009_en.pdf
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The port is located about 10 km from the Cervignano del Friuli freight village and the Cervignano rail terminal with the marshalling yard. The Freight Village, has 6 tracks, divided into three sections each 750 meters long. The siding has a total length of 3.5 km. The “Interporto” handling containers, trailers and general cargo and has a daily handling capacity of about 100 containers. The yard has a storage capacity of 2,000 containers.
3.
Projected industrial changes by 2020
1.
Indicators of industrial production in the port’s hinterland [GDP, EUR]
2.
The most important business entities in the port’s hinterland Projected industrial changes by 2020
3. 1.
Indicators of industrial production in the port’s hinterland [GDP, EUR]
2.
The most important business entities in the
In addition, in the region there are many metallurgical industries (sector of major interest for the port). The main steel manufacturer in Friuli - Venezia Giulia region are: Acciaieria Bertoli-Safau S.p.A. Ferriere Nord S.p.A. Acciaieria di Cividale S.p.A. Acciaierie Venete S.p.A. Acciaierie Beltrame S.p.A. Friuli – Venezia Giulia Region GDP per capita (2020): 33.571 € (+15.3%) assuming an average growth per year of +1.8% (source: EUROPEAN COMMISSION Directorate-General for Energy). Port of Trieste Trieste 6 bilions FVG Region 35,6 bilions Port hinterland (Austria, Slovenia, Czech Republic, Hungary, Slovakia, Poland) 1.032 bilions Forecasts are difficult because of the crisis Production and logistics centers in Central Europe. FVG Region. There are no major changes for 2020. It remains to verify the possible conclusion of the current crisis. Port of Venice According to the most recent Eurostat data, in 2010 the cumulative regional gross domestic product in million euros of the Venice port’s hinterland was 925.503 EUR, that represented the 7,5% of the total EU 28 GDP (12.337.030 EUR). The bigger part of this result is originated by Italian regions, that contribute with an amount of 547.760 EUR (almost the 60% of the total hinterland GDP). In terms of purchasing power standard per inhabitant in percentage of the EU average, the mean hinterland GDP is 126,67%, well above the European measure. Considering the three concentric areas of the PVH: Veneto has a GDP of 145.766 mln EUR (15,75% of the total PVH) Other north-east regions (Lombardia, Friuli Venezia Giulia, Trento and Bolzano) have a GDP of 401.994 mln EUR (43,44% of the total PVH) Boundary regions (Austria, Germany and Slovenia) have a GDP of 377.743 mln EUR (40,81% of the total PVH) The main nature of the port of Venice’s hinterland is industrial and can be described in a two level analysis. The first
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port’s hinterland
3.
3.2.5. No 1. 2. 3. 1. 2. 3. 1 2
Projected industrial changes by 2020
fundamental hinterland level is composed by the italian northeast regions that can be considered as a crossroad of specialized industries concentrations in particular localities (the so-called “industrial districts”), that represent a fundamental basis for the economy of the whole country. Some of the main realities of the area can be identified in the mechanics (e.g. Porcia-Maniago, Campodarsego, Longarone), furniture (e.g. Prata di Pordenone, Brianza), fashion industry (e.g. Arzignano for leather, Belluno for eyewear, Brenta coasts for footwear, Montebelluna for sportsystem) and textile districts (e.g. Schio, Valdagno). In the third trimester of 2013 this area boosted its export of +5,3% (Intesa Sanpaolo monitor data, 2013). The number of active enterprises in this area is 573.261 with a total of 2.345.636 employees. The remaining hinterland area is made up of the boundary regions of Austria, Germany and Slovenia. All of these regions have an high rate of industrial deployment (e.g. Austrian interested regions count a number of active enterprises of 99.579 with a total of 681.726 employees). No data
Poland21 Category
Short description Warszawa+Płock Mazovia Province GDP per capita - 14371 EUR
Indicators of industrial production in the port’s hinterland [GDP, EUR] The most important Companies: PKN Orlen, Boryszew, Technicolor Polska, CNH business entities in the Polska, LG Electronics Mława, Man Truck & Bus Polska, Tetra port’s hinterland Pak, Danfoss Poland Projected industrial changes GDP per capita - 30121 EUR (+2,09%) by 2020 Włocławek+Toruń+Bydgoszcz+Świecie+Grudziądz Indicators of industrial Kujawsko-Pomorskie Province production in the port’s GDP per capita - 7406 EUR hinterland [GDP, EUR] The most important Companies: Flextronics International Poland, TZMO Group, business entities in the Mondi Świecie, Anwil Group, Zakłady Tłuszczowe Kruszwica, port’s hinterland ThyssenKrupp Energostal, PESA Bydgoszcz, Apator Group. Projected industrial changes GDP per capita - 14329 EUR (+1,93%) by 2020 Tczew+Malbork+Elbląg+Gdańsk Indicators of industrial Pomeranian Province + Warminsko-Mazurskie Province production in the port’s (District of: Braniewo, Elbląg, Iława, Ostróda) hinterland [GDP, EUR] GDP per capita - 8242 EUR The most important Companies: Lotos Group, Crist Shipyard, Energa, International business entities in the Paper Kwidzyn, Jysk, Organika, Pomeranian Special Economic port’s hinterland Zone.
The economic potential of hinterland surveyed ports (river and sea) is diversified economically. Far the largest production, calculated in GDP per capita is in the Warsaw region. Other regions have an average production of about 40-50% less. By 2020 provides economic developments trends at about 2%. 21
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1
3.2.6. No 1 2 3
3.2.7. No
Projected industrial changes by 2020
Slovakia Category
Short description Port of Komárno and Port of Bratislava Indicators of industrial 30 718,9 mil Eur (Bratislava, Trava, Nitra region in 2010) production in the port’s hinterland [GDP, EUR] The most important Slovnaft Bratislava, Volkswagen Bratislava, PSA Peugeot business entities in the Citroen, Johns Manville, Faurecia, ZF Sachs, ZF Boge, SES port’s hinterland Tmače, Mevak Projected industrial changes by 2020
Slovenia Category
1
Indicators of industrial production in the port’s hinterland [GDP, EUR]
2
The most important business entities in the port’s hinterland Projected industrial changes by 2020
3
3.3.
GDP per capita - 15814 EUR (+1,92%)
Short description Port of Koper The average growth in GDP for INWAPO countries is 2,1 ; the average growth in GDP per capita for INWAPO countries is 2,04 Industrial production in the port’s hinterland is slightly decreasing and in the same way is the forecast for the 2014 Logistic nodes of Central Europe: Ljubljana, Maribor, Wien, Graz, Budapest, Warsaw, Katowice, Munchen, Nurenberg, Ostrava, Praha, Brno, Bratislava No essential industrial changes are expected by 2020 (the forecast for the industrial production is that it will slightly decrease in 2014).
Port access
The chapter contains the synthetic comparative factsheets, showing the main data describing the port access of selected ports. The port access should be understood as the the quality of transport infrastructure linking the port with its hinterland. Statement presents fairly good quality of infrastructure providing access in terms of rail and road infrastructure. All ports have road access and most of them have access to the railway network. Aside from seaports other ports show limitations on parameters of the waterway. The worst situation in this respect is on the Vistula river. 3.3.1. No 1
Austria Category Port location within TEN-T
Short description Port of Vienna node of TEN-T corridors 1, 4 and 9
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2
Water access
3
Road access
4
Railway access
5
Projected transport infrastructure changes by 2020
3.3.2. No 1 2 3
3 basins and quays with a total length of 18.100 m at the Danube (between kilometre 1917 and 1920) usable for vessels with maximum length of 135 m, maximum width of 23 m (Port of Freudenau; no formal or physical restrictions in Ports of Albern and Lobau) and maximum draught of 2,5 m B 14 Freudenauer Hafenstraße along the port, highway connection in 500 m (A 4 Ost Autobahn and S 1 Wiener Außenring Schnellstraße; East and South) respectively 3 km (A 23 Südosttangente; North and West) connection to shunting stations Donaukaibahnhof (3 km, through Donauuferbahn) and Kledering (8km, through Winterhafenbrücke) and the main Austrian railway network Road: Stadtstraße Aspern connecting A 23 and S 1 (in use 2018); extension of A 5 Nord/Weinviertel Autobahn from Schrick to the Czech border (in use 2017); S 3 Weinviertler Schnellstraße from Hollabrunn to Guntersdorf (in use 2017); gap closure at the S 1 in between Schwechat and Süßenbrunn including the tunnel Donau/Lobau (in use 2025); S 8 Marchfeld Schnellstraße part West (in use 2017) and part East (in use 2021); S 1 Außenring Schnellstraße Spange Seestadt Aspern connecting A 23 (ASt Hirschstetten) and S 1 (Kn Raasdorf); Rail: TEN-T Projects 1, 17, 22 and 23; TEN-ERTMS corridor B and E; PAN corridor IV and X; Several changes in national railway network of various volume; Waterway: Continuation of drying up of the basin at Port Freudenau; Renovation of Port Albern in terms of flood safety; Integrated River Engineering Project on the Danube to the East of Vienna
Czech Republic22 Category Short description Port of Mělník – (Elbe river - km 834,38 - right bank) Port location within TEN-T Yes, TEN-T comprehensive network on the axis Athens – Wien – Prague - Dresden. Project No. 22 Water access The Elbe river, the waterway of the category IV, the Vltava river, the network of European waterways. Road access The highway D 8 Prague – Dresden, the state road No. 1/16.
All 4 ports provide access by roads and railways. All ports have railway sidings (their own or common use with other owners). Storage areas are paved and combined with asphalt roads. There are some investment plans for port access infrastructure in perspective of 2020, but they are not concrete. They are in the phase of intentions only. Existing investment plans (ideas) of the ports Mělník and Ústí nad Labem include the port as regional transportation hubs. 22
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4 5
1 2 3 4 5
1 2 3 4 5
1 2 3 4 5
3.3.3. No
Railway access
Through the port railway siding, the connection to the railway corridor Děčín – Česká Třebová. Projected transport Completion of the D 8 highway in the section Lovosice – Ústí n. infrastructure changes by L. 2020 Connection of two railway corridors: Děčín – Česká Třebová and Dresden – Prague. Modernization of the railway corridor Děčín – Kolín. Construction of the navigation step on the Elbe river near Děčín. Port of Lovosice (Elbe lower navigation channel - km 786,48 – 787,43 left bank) Port location within TEN-T Yes, TEN-T comprehensive network. Water access Elbe river, the waterway of the category IV. Road access Through the motorway slip road on the highway D 8. Railway access Through the port railway siding, the connection to the railway corridor Berlin – Prague. Projected transport Extending the siding of another track (40%). infrastructure changes by Building of the intraport road (700 m). 2020 Construction of the navigation step on the Elbe river near Děčín. Port of Ústí nad Labem – Central Port (Elbe river - km 763,79 - left bank) Port location within TEN-T Yes, the part of the TEN-T comprehensive network. The port is a part of the IV European Transport Corridor Water access Elbe river, the waterway of the category IV, the network of European waterways, Vltava river. Road access Roads No. 1/30, 1/62 and the D 8 highway Prague - Dresden. Railway access Through the port railway siding, the connection to the railway corridor Berlin – Prague. Projected transport Completion of the D8 motorway, railway modernization Track infrastructure changes by Děčin-Kolín. 2020 Port of Děčín – Děčín Loubí (Elbe river - km 740,91 – 740,32 right bank) Port location within TEN-T Yes, TEN-T comprehensive network. Water access Elbe river, the waterway of the category IV. Road access Along the road No. 1/13 20 km to the D 8 highway. Railway access Through the port railway siding, the connection to the railway corridor Berlin – Prague. Projected transport Building of the D8 highway feeder infrastructure changes by Building of the intraport communication (1 km) 2020 Construction of the navigation step (weir) on the Elbe river beneath the Děčín port.
Hungary Category
Short description Freeport of Budapest
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1
Port location within TEN-T
2
Water access
3
Road access
4
Railway access
5
Projected transport infrastructure changes by 2020
3.3.4. No 1
23
TEN-T serves as the backbone network for long distance freight transport in the economy of the European Union. The designated network covers some quarter of the public road network (74 500 km) and some half of the railway network (78 600 km) in the member states. At the same time it includes major airports and navigable inland waterways (IWW), river and maritime ports. Hungarian elements of TEN-T related to the inland waterway: Corridor VII in Hungary is the 378 km section of River Danube from Austria to Romania Eight inland ports are: Győr-Gönyű, Komárom, Budapest-Csepel, Dunaújváros, Paks, Baja, Mohács, Szeged. Hungarian elements of the TEN-T network are presented in the figures below. Along the Danube the three basins are accessible through an entrance channel: Petroleum basin Commercial basin No I. Commercial basin No II. The Freeport of Budapest is conveniently located near the M0 highway, and a separate access road is being constructed. Distance to highway: 7 km Rail connections are provided in the Freeport by the Hungarian Railway's Soroksar distribution railway station. The mission of the Single Transport Development Strategy is to develop an infrastructure network which strengthens national economic competitiveness, serves urban and suburban development promoting conditions to ensure sustainability.23 Areas of Intervention: Main traffic network ensuring economic competitiveness, Regional expectations with regard to accessibility of passenger transport and goods transport, Public transport in big city agglomerations, Road deterioration due to heavy truck traffic. Passenger and Freight transport activities are presented below.
Italy Category Port location within TEN-T
Short description Port of Nogaro The port is located close to the intersection between the “Adriatic – Baltic” and the “Mediterranean” TEN-T Core Network Corridors and at around 200 km from the “Scandinavian – Mediterranean” TEN-T Core Network Corridor.
Single Transport Development Strategy 2007-2020
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2
Water access
3
Road access
4
Railway access
5
Projected transport infrastructure changes by 2020
1
Port location within TEN-T
2
Water access
3
Road access
4
Railway access
The access from the Adriatic sea consists in a lagoon channel about 3 miles long and the navigable channel of Corno river with the same length. The total distance between the pier and the sea is about 10 km for Port Margreth and 12 km for Porto Vecchio. At the moment the maximum draft is limited at 6 meters but dredging operations are planned. The port allows the access to ships having a length of 180 meters and a width of 22 meters, with average tonnage between 3000 and 4000 tons, with peaks up to 7000. The port is located at about 7 km from the A4 highway VeniceTrieste exit Porpetto. National Road SS14 is located at about 4 km. The access to the port is granted by a two-lane road in the port area and a one-lane road (SP 80) with channelized crossing in the urban section passing through the town of San Giorgio di Nogaro. The port is connected to the main Italian and European railway axis (Turin-Venice-Trieste, Trieste- Vienna-Trieste and Monaco) through a single track non electrified rail connection. Dredging operations are planned to bring the maximum draft in channels and basins at 7.5 meters; Creation of alternative rail access in the industrial area; Realization of alternative road access to the industrial area; Improvement of the interconnection with Cervignano freight village; Development of collaboration with Monfalcone Port; Optimization of roads, parking lots, picnic areas, and parking for HGV. Port of Trieste The Port of Trieste, as well as the city itself, is essentially at the intersection of two major European corridors, the East-West (V) and north-south (Adriatic Sea). The precise access to the port from the corridors is under study and definition The Port of Trieste is also an element of the Adriatic Motorway of Sea. The Port is located in the northern Adriatic. There are two access channels to the Port: the North Channel for ships to and from Porto Franco Vecchio, Porto doganale, Porto Franco Nuovo, Arsenale Triestino S. Marco, Scalo Legnami e Ferriera the South Channel for tanker vessels and for those addressed to the Valley of Muggia and for vessels for reasons of draft can not use the North Channel The access to the national and international motorway network is possible in some cases through direct connection to GVT, in other cases through the ordinary roads. The access from the ordinary road is through the city of Trieste (urban network) Direct rail access to the national and international network is available through gates between the port areas and the Trieste Campo Marzio railway station.
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Projected transport infrastructure changes by 2020
1
Port location within TEN-T
2
Water access
3
Road access
4
Railway access
On the rail network, possible solution of the bottleneck at Bivio San Polo junction and the review of the node of Udine On the motorway network, construction of the third lane of the motorway A4 Port of Venice The Port of Venice is included or close to 3 out of 9 multimodal European TEN-T Core Network Corridors: the Mediterranean Corridor, the Scandinavian-Mediterranean Corridor, the BalticAdriatic Corridor. The Port of Venice is strategically placed to facilitate intermodal services and provide a gateway to the EU Motorways of the Sea initiative. The Port of Venice is situated in the Venice lagoon and can be accessed year-round, 24/7. The Port of Venice includes two main port areas each of which has its own separate access: the Malamocco port mouth serves cargo ships (commercial/industrial traffic), while the Lido port mouth serves passengers ships (cruise ships, ferries, fast ships and yachts). The port can be accessed year-round at any time, including at night, and in all weather conditions. As a result, the Port of Venice can be accessed 24/7/365. The Port of Venice is also the only port in Italy with an inland waterway port enabling cargoes to sail up the Po Valley. Navigation along the only navigable river in Italy connecting the sea and the inland enable cargo, including containers, to be transported by barge to Cremona and Mantua. The Port of Venice has direct access to national and European roadways (Corridors I, V and the Adriatic-Baltic corridor). Immediate road access from the port to the strategic road network (A4/E70 motorway) is good and the new A4/E70 tangenziale motorway to the north of Mestre has reduced congestion around the port area. The A4 provides access to the east towards Friuli-Venezia-Giulia and west to Verona and Lombardia, while the A13 provides access towards Rovigo and Bologna to the south east. Rail port access towards the rest of northern Italy is available by a double-track electrified route through Marghera and Mestre station. From there trains can easily reach the main European destinations. Trains travel in four main directions: Venice–Milan–Turin–Lione; Venice–Udine–Tarvisio–Vienna; Venice–Padua–Bologna–Rome; Venice–Trieste–Ljubljana– Budapest. The internal rail tracks, of about 30 km, reach the different terminals and also run along the quayside. The tracks serve both commercial and industrial traffic in the Marghera cargo port.
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3.3.5. No 1 2
3 4 5
1 2
Projected transport infrastructure changes by 2020
The Venice Port Authority is striving to improve: nautical accessibility: dredging works in the canals to reach the depth of – 1212,00 meters; increase of the port capacity: o Realization of the Terminal Offshore/Onshore: the overall project consists of a Terminal Offshore located 8 miles from the coast, where the sea bottom is at least 20 meters deep, and of a Terminal Onshore in Venice-Marghera (previous Venice-Montefibre and Syndial areas) o Terminal Ro-Ro MoS (Motorways of the Sea) Fusina: the new Motorways of the Seas terminal constructed in Fusina at the junction between the southern industrial channel and the Malamocco-Marghera channel the road access to the commercial and passenger terminals. This will also relieve roads from heavy traffic and increase their safety; the internal rail track system optimizing train path between terminals and Marghera station; railyard, it is in implementation an additional railyard and the proper link to main line. This would be useful to avoid trains that leave Port of Venice to pass through Mestre station; rail accessibility: improving the connections with the national network and the European corridors.
Poland24 Category Short description Port of Warsaw – Żerański port (Vistula river - km 521,5 - right bank) Port location within TEN-T Port is part of VI and II European Transport Corridor Water access River has 1st waterway class. Entrance to main port basin limited by lock (L=90,00 m, B=12,00 m). Entrance to basins no.: 1,2,3 limited by bridge (H=7,34 m when water level reached the highest navigable water). Road access Direct access to road. Distance from the port to express road no. S8 – 1,5 km Railway access In the port there are two large railway sidings. One of the main basin with coal storage. The second along basins 1, 2, 3. Projected transport No changes infrastructure changes by 2020 Port of Plock – Radziwie port (Vistula river - km 633 - left bank) Port location within TEN-T Port is part of VI European Transport Corridor Water access River has 5th waterway class. Entrance to port basins by the flooding gate (B=11 m, D=3,5 m, H=9,0 when water level reached middle water from years).
Most of the port provides access to roads and railways. In many ports directly on quays are railway sidings. Storage areas are paved and combined with asphalt roads. There are no clear investment plans for port access infrastructure in perspective of 2020. Existing investment plans do not include the port as a major transportation hubs. 24
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3
Road access
4 5
Railway access Projected transport infrastructure changes by 2020 Port of Solec Kujawski (Vistula river - km 761 - left bank) Port location within TEN-T Port is part of VI European Transport Corridor Water access River has 2nd waterway class Road access Direct access to road from quays. Distance from the port to national road no. 10 – 3,3 km Railway access In the port there are two large railway sidings. Projected transport No changes infrastructure changes by 2020 Port of Tczew (Vistula river - km 909 - left bank) Port location within TEN-T Port is part of VI European Transport Corridor Water access River has 4th waterway class Road access Direct access to road from quays. Distance from the port to national road no. 91 – 2 km, and to highway no. A1 – 9 km. Railway access In the port there is railway sidings in bad condition. Distance from the port to nearest railway sidings in good condition – 0,7 km (PKP w Tczewie – eng. Railway Station of Tczew). Projected transport Shipyard is under renovation. Company do not plan any infrastructure changes by transshipments at the port. 2020 Port of Gdańsk (Dead Vistula river - km 11,5) Port location within TEN-T Port is part of VI European Transport Corridor. Water access Access to sea waterways and inland waterways (River has 5th waterway class). Road access Direct access to road from quays. Distance from the port to national road no. 91 – 0,5 km, and to expressway no. S7 – 7 km. Railway access Good access to railways from most quays. Projected transport The tunnel under the Dead Vistula River [pl. Martwa Wisła], infrastructure changes by Modernization of infrastructure of Pomeranian Logistics 2020 Centre.
1 2 3 4 5
1 2 3 4 5
1 2 3 4 5
3.3.6. No
Direct access to national roads no. 60 and 62. Distance from the port to highway no. A1 – 33 km In the port there are three large railway sidings. No changes
Slovakia Category
1
Port location within TEN-T
2
Water access
Short description Port of Komárno Geographic location of Slovakia in the central part of Europe as well as its position to most important Europe economic centres causes that a number of major transport directions cross this area. Priority axes: 17 Railway axis Paris–Strasbourg–Stuttgart–Vienna– Bratislava 18 Rhine/Meuse–Main–Danube inland waterway axis 23 Railway axis Gdansk–Warsaw–Brno/Bratislava– Vienna 25 Motorway axis Gdansk–Brno/Bratislava–Vienna Danube, Váh
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3 4
Road access Railway access
5
Projected transport infrastructure changes by 2020
1
Port location within TEN-T
2 3 4 5
Water access Road access Railway access Projected transport infrastructure changes by 2020
3.3.7. No
Yes, Distance to main road – 900 m connection to railroads of AGTC C-E61 agreement Length of branch line to reach the main railway line Cca 15 km
Port of Bratislava Geographic location of Slovakia in the central part of Europe as well as its position to most important Europe economic centres causes that a number of major transport directions cross this area. Priority axes: 17 Railway axis Paris–Strasbourg–Stuttgart–Vienna– Bratislava 18 Rhine/Meuse–Main–Danube inland waterway axis 23 Railway axis Gdansk–Warsaw–Brno/Bratislava– Vienna 25 Motorway axis Gdansk–Brno/Bratislava–Vienna Danube E75, E58, AGTC, C-E63, C-E61
Slovenia Category
1 2
Port location within TEN-T Water access
3
Road access
4
Railway access
5
Projected transport infrastructure changes by 2020
Short description Port of Koper Below Basin 1, 2 and 3 of the port are located in the gulf of Koper which is part of the north Adriatic sea. Connected with a motorway. Immediate access from the port to the strategic road network - motorway A1/A2/E70 towards Ljubljana Connected with a railway. Rail access is provided by a singletrack route to the mainline at Divača. Construction of the second railway track from Koper to Divača /about 27 km)
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4. Development plans and strategies for ports and their environment The chapter contains the characteristics of strategic importance documents relating to the development of river and sea ports: EU policy, international agreements, national and regional documents, documents/plans/strategies for the development of local business entities and institutions (port’s authorities, municipalities, roads & railways administrations, port companies). The characteristics of documents include: 1) strategic goals and tasks for development of the ports and their hinterland, 2) bodies responsible for implementing strategic plans. 4.1. 4.1.1. No
International development plans and strategies Austria Document
1
AGN Agreement, 1996
2
Declaration on effective waterway infrastructure maintenance on the Danube and its navigable tributaries, 2012 Strategie der Europäischen Union für den Donauraum
3
4.1.2. No 1
Description of strategic goals and tasks International level - Port of Vienna 1 main inland waterway of international importance passes through Austria: E80 (River Danube from Kelheim to Sulina); Austria has signed the Convention AGN! Multinational commitment for the execution of a regular fairway maintenance work on the Danube as well as the deployment of adequate equipment in order to preserve a good navigation status according to the Belgrade Convention and the AGN agreement;
Strategy by the European Commission to support the cooperation of all countries along the Danube river in terms of infrastructure, enviroment protection, the generation of prosperity and proper governance;
Responsible body Government Administratio n of EU countries National ministries
European Commission
Czech Republic Document The European Commission’s Communication “NAIADES”
Description of strategic goals and tasks International level – Czech Republic The European Commission’s Communication “NAIADES” on the promotion of inland waterway transport includes an Integrated Action Programme for the development of this transport mode. The Action Programme focuses on five strategic and equally important areas, namely on the creation of favourable conditions for services and new markets, on the modernisation of the fleet, in particular its environmental performance, on jobs and skills, and on the promotion of Inland Waterway Transport as a successful business
Responsible body The European Commission
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2
3
TEN T
TEN T
4
EC Resolution 1473 (2005)
5
European Parliament resolution on an European ports policy, 2008
partner. Part V of the Action Programme relates to the waterway infrastructure. It proposes inter alia that a European Development Plan for improvement and maintenance of waterway infrastructures and transhipment facilities should be initiated to make trans-European waterway transport more efficient while respecting environmental requirements. The Plan introduces ten objectives for the creation of a competitive and cost-effective transport system: - greater use of more energy efficient means of transport (30% of road freight over 300 km should shift to other modes by 2030, and more than 50% by 2050) - creation a fully functional and EU-wide multimodal TEN-T ‘core network’ by 2030 and achievement a high quality and full throughput of the network by 2050, - all the most important sea ports should have good connections to the rail transport of goods, and where possible inland waterway transport system, by 2050, - implementation of equivalent management systems of land and water transport (including. RIS) by 2020. The Ports of Mělník, Lovosice, Ústí nad Labem and Děčín at the trimodal ELBE corridor are the part of the TEN-T core network. The objective of the programme is to highlight the advantages of inland waterway transport and tackling obstacles that may prevent the use of its capabilities. Focuses on five self-dependent strategies in the field of inland waterway transport, which include: market, fleet, jobs and qualifications, image and infrastructure. It is planned to implement the European development plan for improvement and maintenance of waterway infrastructure and transhipment facilities, in order to improve pan-European inland waterway transport while respecting the requirements in the field of environmental protection. Completion of the highway D 8 (Prague – Dresden) at the section between Lovosice and Ústí nad Labem. The European Council in its resolution 1473 (2005) called on Czech Republic, Austria, Slovakia and Poland to speed up the feasibility study of Danube-Oder-Elbe project and intensify political negotiations. Czech government recently extended building enclosure along the route of the waterway.
The document indicates that the ports are important not only for sea transport, inland waterway and combined in Europe, but also as an element of the economy, the source of employment and a factor of integration of the society. The European Commission considers essential to improve both ports share of intermodal transport networks (TEN-T) and in the future green corridors. The
Government Administratio n of EU countries European Commission, Ministry of Transport of the Czech republic and Ministry of Transport of Germany
Government Administratio n of EU countries Ministry of Transport of the Czech republic
European Commission, Ministry of Transport of the Czech republic, Austria, Slovakia and Poland Government Administratio n of EU countries
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Czech Government Resolution No. 49/2011
7
Joint Statement of the Ministries of Transport of the Czech Republic and Germany
4.1.3. No 1
document calls on local and regional authorities for the implementation of a more multimodal transport policy focusing on the development of rail and inland waterway transport, linking ports with its hinterland. The government has approved the proposal of the Ministry of Transport, which covers the need for checkup water corridor Danube - Oder - Elbe. Government Resolution No. 49/2011 requires the Minister of Transport to continue in work with the 1st Deputy Prime Minister and Minister of Foreign Affairs to examine the need of the water corridor Danube - Oder Elbe and discussion the waterway corridor, together with representatives of the Republic of Poland, Austria, Slovak Republic, Federal Republic of Germany and the European Commission, including the signatories of the European Agreement on Main Inland Waterways of International significance (the AGN) (accession agreement and transEuropean transport network/ TEN-T/), to assess the full context of the European issues of its possible implementation, the transport efficiency and investment performance of individual branches and submit until 31 December 2013 about the outcome of the checkup. The area will continue to be protected by provisions in the spatial planning documentation until further decision by the Government. On the basis of government resolution Czech Ministry of Transport prepare feasibility study of water corridor Danube-Oder-Elbe. Joint Statement of the Ministries of Transport of the Czech Republic and Germany to ensure the navigability of the Elbe on draft 1.60 m during 345 days of the year.
Czech Government
Ministry of Transport of the Czech republic and Ministry of Transport of Germany
Hungary Document European Parliament resolution of 4 September 2008 on a European ports policy 2008/2007(INI)
Description of strategic goals and tasks International level - Freeport of Budapest Ports in Europe are significant not only in the aspect of the marine-, river- and intermodal transportation but they operate as an economic axis and provide jobs for the population. The European Ports Policy requires community-wide policies which takes advantage of the comparative geopolitical benefits. In Europe the lack of suitable areas for port development, the rarity and fragility of the natural habitats highlight the importance of reaching the legislative and legal clarity related to the environment protection, economic and social responsibility. It can be seen high variability in the European ports' sector and strong growth is expected in the coming years. The resolution promotes the following main goals:
Responsible body Commission
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Green Paper on Sea Ports and Maritime Infrastructure
3
Trans-European Transport Network (TEN-T)
Environment Encourage shipping companies to reduce the number of empty containers transported Port developments are directly intended for environmental improvements or decongestion and reducing the use of roads for freight transport Multimodality Establish interconnections between ports. Co-modal participation of ports is needed in relation to both the trans-European transport networks (TENTs) and the future Community green corridors New technologies New technologies, particularly information technologies, are key elements that will enable European ports to increase their efficiency and profitability Implementation of remote pilotage systems and supporting research into safety issues Improve the use of space in ports, To curb CO2 emissions and pollution caused by waste. Cooperation Need for cross-border cooperation and coordination between neighbouring port regions The Green Paper of the European Commission has a considerable role in the development of the European port policies. The future transport challenges make it necessary to improve awareness towards the European ports system in accordance with 6 action area formed by ESPO: Preparedness and port hinterland connections, Capacity building taking into account the environment, Clearly playing field for investors, operators, users, Modernization, Structural dialogue between ports and towns Work in the ports The purpose of the Paper is to launch a wide ranging debate on individual ports issues and possible future policies which should help to increase port efficiency and improve port and maritime infrastructure by integrating port into the multimodal trans-European and network. The TEN-T is a designed transport network covering public road, railway, air and water connections to serve the European continent as a whole. TEN-T is one of the components of a wider system of trans-European networks (TEN) that includes telecommunications network (eTEN) and energy network (TEN-E) in addition to the transport network. The proposal of the European Parliament and the Council on Union guidelines for the development of the transEuropean transport network issued in 2011 provided for the interconnection of transport modes via freight terminals, passenger stations, inland ports, maritime ports and airports to allow multi-modal transport.
Commission
TransEuropean Transport Network Executive Agency (TENT EA)
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EU Strategy for the Danube Region (EUSDR)
5
NAIADES II.
The guideline highlights the following objectives to be achieved by developing trans-European transport network infrastructure: Development of all transport modes in a manner consistent with ensuring sustainable and economically efficient transport in the long term; Optimal integration and interconnection of all transport modes; Promotion of a broad use of transport with the most carbon neutral effect; TEN-T serves as the backbone network for long distance freight transport in the economy of the European Union. The designated network covers some quarter of the public road network (74 500 km) and some half of the railway network (78 600 km) in the member states. At the same time it includes major airports and navigable inland waterways (IWW), river and maritime ports. Corridor VII in Hungary is the 378 km section of River Danube from Austria to Romania Eight inland ports: Győr-Gönyű, Komárom, BudapestCsepel, Dunaújváros, Paks, Baja, Mohács, Szeged. The EU Strategy for the Danube Region (EUSDR) is a macro-regional strategy adopted by the European Commission in December 2010 and endorsed by the European Council in 2011. The main elements of the EU strategy regarding to the Danube region: economic development, transport, energy supply, environment protection and safety. The following countries are located in the Danube region from the EU states: Germany, Austria, Hungary, Czech Republic, Slovakia, Slovenia, Bulgaria and Romania. One objective of the strategy is to increase freight transport volume on the Danube by 20% until 2020. The modernization of road- and railway network also has an important role. Priority Area 1A "To improve mobility and intermodality of inland waterways" is coordinated by Austria and Romania. The European Commission has taken a step towards a substantial revision of NAIADES, the action programme in support of inland waterway transport, running until 2013. The revision of NAIADES focuses on concrete actions which will help realising the potential of inland waterway transport and boost its contribution to sustainable and efficient transport. Inland waterway transport is a safe mode of transport with low costs, a lot of spare capacity, no congestion, low noise levels and low energy consumption and carbon footprint. The revision of the NAIADES action programme is expected to lead to the adoption of the NAIADES II Communication foreseen in 2013. In its Staff Working Paper, the Commission Services presented concrete actions under preparation: 1. Infrastructure - planned actions for inland navigation
Commission
Commission
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under the existing programmes and under the forthcoming instruments of the next multi-annual financial framework for the period 2014-2020 (financial and technical assistance); 2. Market - assistance for integrating inland waterways into the multimodal logistic chains; financial incentives for inland navigation; 3. Fleet - measures to reduce emissions (for example standards); 4. Jobs and skills - actions aimed at increasing harmonisation of standards for professional training and certification. 5. Information exchange and sharing - review of the River Information Services policy. Indicative steps towards NAIADES II according to the Staff Working Paper, as of 2013: Possible Commission proposal(s) for emission limits for existing and new inland barges’ engines RIS implementation survey and policy review Joint RIS Implementation Strategy Start of the consultation process on the use of infrastructure charging to help achieving internalisation of external costs in inland waterway transport Establish a stable structure for inland waterway transport market observation services Roadmap towards a shared information system for inland waterway transport
4.1.4. No
Italy25 Document
1
EU Programme Marco Polo II
2
White Paper – Roadmap to a Single European Transport Area – Towards a competitive and
Description of strategic goals and tasks International level - Port of Nogaro The main objective of the European Union is to strengthen environment-friendly modes of transport, irrespective of whether this will lead to a modal shift effect or reduce the share of road transport. The Plan introduces the ten objectives for the creation of a competitive and cost-effective transport system: - greater use of more energy efficient means of transport (30% of road freight over 300 km should shift to other modes by 2030, and more than 50% by 2050)
Responsible body Government Administration of EU countries Government Administration of EU countries
In the nineties, the transportation planning international community has led to the identification of a multimodal network trans-European transport network (TEN-T). In the most recent paper, "The New TransEuropean Transport Network Policy Planning and Implementation issues", the strategic importance of the infrastructure network is stated again for the development of the Union, for the promotion of cohesion and for the increase in the labour market. Particular attention is paid to the solution of cross-border issues and to the promotion of intermodality with the important function of ports as connection with the global market. In particular, these are the important elements for the Port of Trieste: the primary east-west corridor "LyonTrieste - Divača / Koper - Divača - Ljubljana - Budapest - Ukrainian border", the north-south corridor "Adriatic Sea" and the construction of motorways of the Sea (MoS - motorway of the sea of south-east Europe, connecting the Adriatic Sea to the Ionian Sea and the Eastern Mediterranean to include Cyprus). 25
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resource efficient transport system, 2011
3
AGN Agreement, 1996
4
European Parliament resolution on a European ports policy, 2008
5
TEN-T 2009-IT91405-s – Studies for the infrastructure improvement of northern Italy waterway system TEN-T 2010-EU21106-s – ITS Adriatic multiport gateway
6
1
Decision no 661/2010/eu of the European Parliament and of the Council of 7 July 2010
1
- 11.12.2013 Regulation (EU) No 1315/2013 of the European Parliament and of the Council of 11 December 2013 on Union guidelines for the development of the trans-
- creation a fully functional and EU-wide multimodal TEN-T ‘core network’ by 2030 and achievement a high quality and full throughput of the network by 2050, - all the most important sea ports should have good connections to the rail transport of goods, and where possible inland waterway transport system, by 2050, - implementation of equivalent management systems of land and water transport (including. RIS) by 2020. Porto Nogaro is located in the area of intervention identified by E90 and E91 main waterways. The document indicates that the ports are important not only for sea transport, inland waterway and combined in Europe, but also as an element of the economy, the source of employment and a factor of integration of the society. The European Commission considers essential to improve both ports share of intermodal transport networks (TEN-T) and in the future green corridors. The document calls on local and regional authorities for the implementation of a more multimodal transport policy focusing on the development of rail and inland waterway transport, linking ports with its hinterland. The project consists of a series of studies to support the preparation of infrastructural improvement of the Northern Italy Waterway System aiming at the development of the Po River and connected canals towards class Va and at its multimodal interconnection with existing road, rail and sea network of European relevance. The project is focused on the future deployment of Information and Communication Technologies (ICT) solutions enabling an efficient information exchange between the Adriatic ports and all the actors involved in the intermodal transport processes. International level - Port of Trieste Development of the TEN-T Role of ports to reach the global market Motorways of the Sea infrastructure corridors International level - Port of Venice The geographical localization of Venice is also strategic with respect to land infrastructures. The port of Venice has been selected as Inland Waterways and Sea Port in the TEN-T core network and is part or close to 3 out of the 9 multimodal TEN-T Core Network Corridors: The MEDITERRANEAN CORRIDOR, that links the Iberian Peninsula with the Hungarian-Ukrainian border, including also the Po river and other inland waterways in Northern Italy; it allows the connection of Venice with the North of Italy and with the Balkans The BALTIC-ADRIATIC CORRIDOR, that connects the
Government Administration of EU countries Government Administration of EU countries
INEA
INEA
European Union
European Commission
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2
European transport network - 11.12.2013 Regulation (EU) No 1316/2013 of the European Parliament and of the Council of 11 December 2013 establishing the Connecting Europe Facility
Baltic and the Adriatic Sea, linking Venice with the Central Eastern European countries The SCANDINAVIAN-MEDITERRANEAN CORRIDOR, that is connected with the previous corridor in Verona allowing the flows of goods and passengers towards Germany and Scandinavian countries The period 2014-2020 will focus on the completion of the priority network and in particular on measures designed to: - eliminate bottlenecks - complete the missing links in the core network This result will enable the port of Venice to have access to community resources to improve the connections between the port and the hinterland and enhance infrastructures.
- 1.03.2010 NAPA Statute – North Adriatic Ports Association
The Port of Venice is member – and one of the founding members - of the North Adriatic Port Association (NAPA), which was formally set up on 1 March 2010. NAPA is a cross-border association of 4 ports: 2 Italian - Venice and Trieste, 1 Slovenian - Koper, 1 Croatian Rijeka. GENERAL OBJECTIVE: NAPA is the formal response of the north Adriatic ports to the evolution of the global economy and maritime sector and has been created to tackle common problems and challenges that ports have to face and at the same time to catch new opportunities of growth. NAPA agreement set up a model of clustering cooperation for port activities and services, specifically in order to: harmonize the ports processes acting as a multi-port gateway integrated system achieve global positioning in attracting traffic SPECIFIC OBJECTIVE COMMERCIAL: attracting more cargo to Europe via Adriatic Ports (southern gateway) INSTITUTIONAL: developing suitable public transport infrastructure within TEN-T Core Network Corridors and policies to promote maritime transport and the role of NAPA ports for the competitiveness of North Adriatic area, as a multiport-gateway. The NAPA adopted a structure able to formally represent the common petitions of its members, also guaranteed by the presidency, which represents the association in an international sphere, conferred by six monthly rotation on the presidents of the ports of Koper, Trieste, Venice and Rijeka. FIELDS OF COOPERATION. Projects and activities related to: Land transportation and hinterland connections Quality and efficiency of port operations Short Sea Shipping and Motorways of the Sea Marketing and Promotion
NAPA bodies
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3
- 22.09.2010 Regulation (EU) no 913/2010 of
Information technologies and communication systems Safety, security and environmental protection Passenger sector ROLES AND CONTRIBUTIONS: THREE WORK GROUPS VENICE: “STUDIES AND PROJECTS DEVELOPMENT ” GROUP Koper and Rijeka: “promotion, lobby and marketing” group Trieste: “administration and legal affair “ group Many initiatives have been undertaken: International fairs: Transport & Logistics in Munich and Shanghai, SITL India EU projects: MoS Programme (ITS ADRIATIC), European Territorial Cooperation Programme Studies & activities: market studies, MoU with Carinthian Government and Meckleburg Pommern Region. The main work of the NAPA, and that in which the association has achieved the most important results, is in establishing with the European Union and the world its existence as 'a single port' (and thus, for example, a 'single' interchange connecting to the whole essential TEN-T network) in the mutual determination to become one of the core European ports able to efficiently supply the Central-Eastern European market, thanks to the connection with the BalticAdriatic and Mediterranean corridors. The North Adriatic found itself, and is, on the shortest line of travel between Europe and the Far East. This is a geographical advantage that would become an economic advantage only if the North Adriatic port activities were equipped to deal with significant volumes of traffic compared to those generated by the wider European market behind. It is evident that the opening up of access 'from the south' to the European market would have had a range of very positive results for the economy of the areas coinciding with the natural markets that could be contended for from the North Adriatic ports, but also that of a much broader continental area. In this context, if the Mediterranean port activities in general and those of the North Adriatic in particular were to continue winning growing shares of the European market on the Europe-Far East link, Europe would also exploit the fact that the Shanghai-North Adriatic route is 2000 miles shorter than the ShanghaiHamburg route (8,630 nautical miles against almost 11,000), with a saving equal to eight days sailing, and that a teu coming from China and heading for Munich by way of the North Adriatic ports 'would produce' 135 kg less Co2 than the equivalent teu reaching the same destination via the ports of Northern Europe. The Port of Venice is one of the node of the European Rail Freight Corridors n. 5 and n. 6 in accordance with the EU Regulation "A European network for
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the European parliament and of the Council concerning a European rail network for competitive
4.1.5. No
competitive freight" COM (2010) n. 913 of 22.09.2010.
Poland Document
1
EU Programme Marco Polo II
2
White Paper – Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system, 2011
3
NAIADES Integrated European Action Programme for Inland Waterway Transport, 2006
4
AGN Agreement, 1996
5
European Parliament resolution on a European ports policy, 2008
Description of strategic goals and tasks International level – Ports of Poland The main objective of the European Union is to strengthen environment-friendly modes of transport, irrespective of whether this will lead to a modal shift effect or reduce the share of road transport. The Plan introduces the ten objectives for the creation of a competitive and cost-effective transport system: - greater use of more energy efficient means of transport (30% of road freight over 300 km should shift to other modes by 2030, and more than 50% by 2050) - creation a fully functional and EU-wide multimodal TEN-T ‘core network’ by 2030 and achievement a high quality and full throughput of the network by 2050, - all the most important sea ports should have good connections to the rail transport of goods, and where possible inland waterway transport system, by 2050, - implementation of equivalent management systems of land and water transport (including. RIS) by 2020. The objective of the programme is to highlight the advantages of inland waterway transport and tackling obstacles that may prevent the use of its capabilities. Focuses on five self-dependent strategies in the field of inland waterway transport, which include: market, fleet, jobs and qualifications, image and infrastructure. It is planned to implement the European development plan for improvement and maintenance of waterway infrastructure and transhipment facilities, in order to improve pan-European inland waterway transport while respecting the requirements in the field of environmental protection. 3 main inland waterways of international importance passes through Poland: E30 (Oder River Waterway along with the planned Danube-Oder Canal), E40 (Gdansk-Vistula-Bug-Dnieper-Black Sea) and E70 (Oder-Vistula-Nogat-Vistula Lagoon). Poland has not signed the Convention AGN! The document indicates that the ports are important not only for sea transport, inland waterway and combined in Europe, but also as an element of the economy, the source of employment and a factor of integration of the society. The European Commission
Responsible body Government Administration of EU countries Government Administration of EU countries
Government Administration of EU countries
Government Administration of EU countries
Government Administration of EU countries
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considers essential to improve both ports share of intermodal transport networks (TEN-T) and in the future green corridors. The document calls on local and regional authorities for the implementation of a more multimodal transport policy focusing on the development of rail and inland waterway transport, linking ports with its hinterland.
4.1.6. No
Slovakia Document
Description of strategic goals and tasks
Responsible body
International level – Port of Komárno 1 2 3 ...
4.1.7. No 1
Document “The New TransEuropean Transport Network Policy. Planning and implementation issues. (19.01.2011)”
4.2.
No
1
International level Definition of the logistic nodes by importance (which are the core, the secondary and the tertiary nodes) for the future development of them in multimodal centres
Responsible body European commission
Austria Document
Integrated River Engineering Project on the Danube to the East of Vienna
4.2.2. No
Description of strategic goals and tasks
National development plans and strategies
4.2.1.
1
Slovenia
Description of strategic goals and tasks National level National program to eliminate the ecological deficits and improve the fairway conditions in the section of the Danube between Vienna (Freudenau power plant) and the Austrian-Slovakian border
Responsible body Federal Ministry for Transport, Innovation and Technology and Via Donau
Czech Republic Document
Czech OP
Description of strategic goals and tasks National level Mělník, Lovosice,Děčín,Ústí-n avigable stage (weir) on
Responsible body Ministry of
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Transportation 2014 - 2020
the Elbe near Děčín
2
Czech OP Transportatio 2014 - 2020
3
Czech OP Transportation 2014 - 2020
Děčín-Relocation of the I/13 road in the section of Děčín – Knínice Lovosice-Road bypass of the Litoměřice. Mělník - The greening of extension of the container terminal in the Port of Mělník. Děčín-Construction of the road connection Děčín – Manušice /Česká Lípa Ústí-Modernization of the railway corridor Děčín-Kolín
4
TEN T
Mělník - Modernization of the railway corridor Děčín Kolín
5
Completion of the highway D8
Completion of the section of the D8 highway Prague – Dresden in the section Lovosice- Ústí nad Labem.
4.2.3. No
Transport of the Czech republic Ministry of Transport of the Czech republic Ministry of Transport of the Czech republic Ministry of Transport of the Czech republic, SŽDC - the Railway Infrastructure Administration, state organization Ministry of Transport of the Czech republic
Hungary Document
1
NAIADES – domestic aspects
2
Hungarian Logistics Plan
Description of strategic goals and tasks National level The „Study on Administrative and Regulatory Barriers in the field of Inland Waterway Transport” were publicized in October 2008 which was elaborated in the NAIADES Action Program. It details the following main barriers in Hungary: Lack of incentives and subventions for the IWT sector No general obligation for the insurance of inland ships/ unfavourable conditions Cumbersome registration of ships Financing of vessels is difficult Lack of qualified labour Delays because of control procedures and administrative hindrances at the borders Lack of standard language for communication all across Europe The time required for the installation of warning signs is very long A uniform contract law is missing at European level The most important overall objective of the Hungarian Logistic Plan for the period 2007-2013 is to create a modern ratio between water-, air-, rail- and road transport as a complex, coordinated, parallel development result in accordance with the Integrated
Responsible body DG Energy and Transport of the European Commission
Hungarian Government
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3
Hungarian National Transport Strategy
4
National Shipping Strategy
5
Integrated Transport Development Operational Programme of Hungary (20142020)
Transport Development Strategy in order to reduce the volume of road transport. Another important aim is to strengthen the national freight transport role of the Danube through improving the necessary shipping conditions and ensuring coastal logistic services. The defined logistic strategy indicators: Transport volume of ports in Adriatic- and Black sea areas: increasing from 2 to 3 million euro, Modal split rate of railway-, waterway transport, and transport via pipeline to be over EU average, Intermodal turnover increase from 4,6 to 6 million tonne. The Hungarian National Transport Strategy aims at achieving: Cooperation of the sub-sectors - including water transport – Coordination of the travel- and transport chain, Improvement of the continuation and reliability of the transport system. One of the key intervention areas is the navigability of the Danube. The water transport infrastructure requires urgent actions. The competitiveness of the Danube shipping is closely linked to the waterways’ development; it assumes the supervision of the river ports’ network and the development of the port infrastructure and network connections. Further goal is to increase the modal split of the national waterborne transport. According to the Hungarian National Shipping Strategy basic goods of the waterborne transport are bulk cargo in Hungary. Considerable transport volume growth could be attained by shifting container goods onto waterways. One of the development and system rebuilding elements is port infrastructure improvement and modernization. Shipping can take part in the freight transport as an element of multimodal logistics chain. There are a few Western European examples which prove that the best serving conditions provided by centres combining water, road- and railway. However, in Hungary there is a lack of these hub centres. In the future container terminals along the Hungarian section of the Danube need to be developed. Under the 2. Priority axis: Improving the international rail and inland waterway accessibility (TEN-T), it is highlighted: Development of River Information System The Operational Programme for the 2014-2020 period is in the planning process, the final programme has not been published yet.
Hungarian Government
Hungarian Government
Hungarian Government (The institutional system for the implementation of EU programmes 2014-2020 is under planning).
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4.2.4. No
Italy26 Document
1
National Plan for Logistics
2
Adriatic Gateway
1
National Plan of Transportation and Logistics New National Plan of Logistics
2
1
National law n.84 28.01.1994
2
National Logistics Plan 2011-2020
4.2.5.
Description of strategic goals and tasks National level - Port of Nogaro The National Plan for Logistics is defined through 10 strategic guidelines of intervention characterized by 51 actions affecting different transport and logistics sectors, as well as norms, rules and effectiveness evaluation of the interventions that will be implemented. The project involves the preparation of studies aimed at the development of a multimodal "Adriatic Gateway" able to collect traffic flows from the eastern Mediterranean and the Black Sea and reconnect it, through the Adriatic Corridor, to the trans-European TEN-T network, improving the port nodes and logistics platforms in the Northern Adriatic and facilitating the implementation of a network of Motorways of the Sea. National level - Port of Trieste Relaunch of sea routes, the development of supply chain restructuring combined transport SNIT Pontebbana and Corridor V Logistic areas Logistic Platform North East which considers ports and infrastructure in a logical system National level - Port of Venice Law n.84/01.28.1994 reformed the regulatory system of the national ports, setting a new framework centred on the establishment of port authorities, as bodies in charge of planning, coordinating, monitoring and promoting activities and of the development of ports. The National Logistics Plan was defined through 10 strategic lines of action characterized by 51 actions involving different areas of transport and logistics, as well as rules and assessments of the effects of the interventions that will be implemented. The Plan identified those priority actions with minimum financial resources to enable initiative and implement virtuous processes.
Responsible body Italian Ministry of Infrastructures and Transport Italian Ministry of Infrastructures and Transport - INEA
Ministry of Infrastructure and Transport
Ministry of Infrastructure and Transport Ministry of Infrastructure and Transport
Poland
At the national level, the reference official documents are the General Plan for Transport and Logistics (2001) and the New National Logistics Plan (2010). The first strategic document proposes the revival of sea transport (Motorways of the Sea), the development of combined transport and the improvement of the supply chain and identifies the National System for Integrated Transport aiming to greater integration with Europe. Of interest to the Port of Trieste are the line Tarvisio Pontebba and the "Corridor V". The second document identifies some areas for integrated logistics in order to create more effective infrastructure and logistics system. In particular, the "logistics platform in the North East", which includes Friuli Venezia Giulia, Veneto and Trentino Alto Adige, considers the ports and the entire infrastructural facilities in a systemic logic. 26
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Document
1
Transport Development Strategy to 2020 (with a view to 2030), 2013.
2
National Transport Policy for period 20062025, 2005.
3
National Spatial Planning Concept by 2030, 2011.
4.2.6. No 1
2
Description of strategic goals and tasks National level The most important strategic directions include: - to achieve and maintain navigational parameters of inland waterways (Polish and where possible European requirements); - to build a modern infrastructure of inland waterways enabling local and regional inland shipping; -to develop eco-friendly types of freight transport at distances exceeding 300 kilometres; -integrate information management systems VTS/VTMS and RIS. The main inland ports in the Lower Vistula River listed in the document: Bydgoszcz, Grudziądz, Chełmno, Malbork, Toruń and Tczew. In the area of inland waterway transport the following is assumed: - upgrading navigational parameters of Oder and the Lover Vistula, - support for the inland shipping fleet renewal. - consistency with the limitations of ‘Natura 2000’ requirements within natural river valleys. Polish inland waterways will be upgraded to a minimum III class by 2030, especially Oder Waterway from the Gliwicki Canal to Szczecin, along with the Oder-Spree and Oder-Havel canals. Due to the lack of adequate resources and the need to protect the unique nature there is not possible upgrading the entire Oder Waterway to IV class. A similar strategy will be covered: the whole basin of the Vistula River and the functional area in Northern. The work will begin from the urgent solution to the problems in the water catchment area of the upper Vistula River, for which there is a flood protection project A similar strategy will cover the whole basin of the Vistula River. The urgent works are needed to implement already prepared the flood protection project.
Responsible body Government Administration of Poland
Government Administration of Poland
Government Administration of Poland
Slovakia Document
Updated concept for development of public ports Bratislava, Komárno, Štúrovo Transport policy of SR until 2015
Description of strategic goals and tasks 1. 2. 3.
National level Prerequisites for development of public ports (describing organizational, economic and transport trends, current activities in public ports) Vision, mission and strategic objectives of public ports Proposal of new concept for development of public ports including budget and time frame
1. Create transparent conditions enabling enterprise in domestic and international inland waterway transport 2. Approximate the systems of transport infrastructure
Responsible body Public Ports JSC
Government of Slovak Republic
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3
Strategy for transport development in Slovakia until 2020
4.2.7. No
charging in all means of transport in accordance with EU approach 3. In accordance with the EU approach, support the development of intermodal transport at least until it becomes competitive Enforce, at EU level, that external costs for all types of transport be considered in infrastructure fee charging fully by their originator in ensuring purpose-tied resources. 1. Creating conditions for modernisation of existing inland waterways (Danube, Vah) 2. Reconstruction and modernisation of public ports in Bratislava and Komárno Usage of River Information Services (RIS) on the Slovak section of the Danube and the common parts of the Danube with Austria and Hungary (traffic management, cross-border electronic exchange of data etc.)
Ministry of Transport, Construction and Regional Development of the Slovak Republic
Slovenia27 Document
Responsible body
Description of strategic goals and tasks National level -Port of Koper
1 National Spatial Plan
4.3.
No
Austria Document
Description of strategic goals and tasks Local/port level Land reclamation in the basin of the Port of Freudenau Installation of a gate protecting from flood in the Port of Albern
1 2
4.3.2.
1
Ministry of infrastructure and spatial planning
Regional and local development plans and strategies
4.3.1.
No
Definition of the locations of all the important investments in infrastructure in Slovenia (port; railway connections; highways)
Responsible body Port of Vienna Port of Vienna
Czech Republic Document
Programme of Development of the Ústí Region
Description of strategic goals and tasks Regional level It is expected from the central authorities to create the legal, technical and organisational conditions for development of inland waterway transport on E-40 and E-70 waterways. Support to the Elbe waterway development in the strategic documents of the Ústí Region. City of Ústí n. L. - Strategic plan of the development,
Responsible body Ustí Region
City of Ústí n. L.
The key development directions on national/regional level are included in the National Spatial Plan for the development of the Port of Koper, encompassing an extension of the two existing piers and the construction of pier no. 3, which will be dedicated to container handling. Significant investments are also planned in cars and general cargoes handling, with the total port area increasing from today’s 280 ha to 404 ha. 27
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supporting also the Elbe waterway development. Preferences of Moravian Silesia and Ústí regions within the Operational Programmes of the Czech Republic.
2
Czech Government Resolution No. 732/2013
3
Strategic plan of the City of Ústí nad Labem till 2020
City of Ústí nad Labem -Overall strategic plan covering all areas, including the development of transport. Support for development of waterways along the Elbe.
4
Regional Operation Programme Central Bohemia Flood control measures Flood control measures
Direct exit to the port of Mělník from the Czech state road No. 1/16.
5 6
1 2 3 4 5
Development Plan Development Plan Development Plan Development Plan Development Plan
4.3.3. No 1
Ministries of the Czech republic for Regional Development, Transportation, Labour and Social Affairs, Finance and the Ústí Region Ministries of the Czech republic for Regional Development, Transportation, Labour and Social Affairs, Finance and the Ústí Region The Directoriate of Roads and Highways of the Czech republic, the Town of Mělník.
Mělník - Flood control measures - The construction of flood embankment.
The Elbe River Basin, state organization
Mělník - The construction of the gate to the pool port,
The Ministry of Agriculture of the Czech Republic, The Elbe River Basin, state organization
Local/port level Lovosice, Děčín-Revitalization of the port transport infrastructure Děčín and Lovosice portsReconstruction/construction of outdoor and indoor warehouses Lovosice, Děčín-Modernization and restructuring of port transshipment facilities Lovosice,Děčín-Implementation of modern information technologies in telematics of logistics processes in the port. Lovosice -The revitalization of brownfields in theport neighbourhood. Preparing the port area for investors in logistics.
Czech-Saxony Ports Ltd. Czech-Saxony Ports Ltd. Czech-Saxony Ports Ltd. Czech-Saxony Ports Ltd. Czech-Saxony Ports Ltd.
Hungary Document
EUSDR Prior ity Area 1a
Description of strategic goals and tasks Regional level Priority Area 1A of the EUSDR Strategy "To improve mobility and intermodality of inland waterways" has the following targets: Increase the cargo transport on the river by 20% by 2020 compared to 2010. Solve obstacles to navigability, taking into account the
Responsible body Austria, Romania
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1
NR
4.3.4. No
specific characteristics of each section of the Danube and its navigable tributaries and establish effective waterway infrastructure management by 2015. Develop efficient multimodal terminals at river ports along the Danube and its navigable tributaries to connect inland waterways with rail and road transport by 2020. Implement harmonised River Information Services (RIS) on the Danube and its navigable tributaries and ensure the international exchange of RIS data preferably by 2015. Solve the shortage of qualified personnel and harmonize education standards in inland navigation in the Danube region by 2020, taking duly into account the social dimension of the respective measures. Local/port level International/ national and regional development plans and strategies do not describe concrete development tasks or activities on the level of the ports.
Italy Document
1
Regional plan of transport infrastructures, freight mobility and logistic. (approved within DPReg 300 of 16.12.2011)
2
Regional Plan of transport infrastructure, the mobility of freight and logistics Three-Year Operational Plan 2013-2015 (POT)
3
Description of strategic goals and tasks Regional level The plan aims to create an over-regional platform for logistics, integrating and promoting the modal shift of freight and passenger from road to rail/water in compliance with the policies of sustainability, intermodality and comodality. The goal is to provide infrastructures and logistic services for the vast regional area of Veneto, Carinthia, Slovenia and Croatia also thanks to the implementation of new infrastructure planned by the community TEN Programs (Priority Project 6) and the Adriatic – Baltic Corridor. Trieste Port of international level And the Baltic-Adriatic Corridor V Improved road and rail connections Increase in size of the Port The Board of Directors (so called, “Comitato Portuale”) of Venice Port Authority (hereafter VPA) every three year approves the Three-Year Operational Plan (POT – Piano Operativo Triennale) of the port of Venice, that sets out the priorities for a global development of the port and identifies the main interventions that shall be carried out in the next years to achieve the objectives fixed by the document. The POT is devoted to the definition of the infrastructural and organizational conditions of the port of Venice to contribute to the economic development of north-eastern Italy and the Central and Eastern Europe.
Responsible body Friuli Venezia Giulia Regional Government
FVG Region
Venice Port Authority
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4
Regional Transport Plan 2005
5
POR FESR Veneto Region 2014-2020
6
PTRC Veneto Region - 2009
1
Porto Nogaro development plan
2
Port Master Plan of the Port of Trieste Venice Territorial Plan (PAT) 2012
3
Furthermore the POT highlights the following priorities for the port of Venice: improving maritime accessibility; creating new infrastructures for a more effective connection to the national and Trans-European Transport Network; reducing cargo transit times within port structures; providing efficient services for goods; improving safety and environmental protection. Aim of the Regional Transport Plan is to set up the Infrastructure and Mobility policy, taking into consideration the interactions between transport and the territory, economy and sustainability, integrating the regional level within the national and European levels. Programma Operativo Regionale FESR (POR FESR) del Veneto is the Regional Operative Programme ERDF of the Veneto Region, which includes the general objectives and the strategic choices of the Veneto Region for 2014-2020 ERDF programming. Piano Territoriale Regionale di Coordinamento (PTRC) is the regional plan defining the objectives and main guidelines for the organization and layout of the regional territory and related strategies and actions to be implemented. Local/port level The plan contains a number of local interventions aimed to improve the port competitiveness as: •Completion of the port paving; •Extension of the docks; •Construction of new warehouses; •Work of dredging to maintain the seabed at a depth of 7.5 m; •Development of alternative rail access in the industrial area; •Realization of alternative road access to the industrial area; •Improvement of interconnection with Cervignano Freight Village; •Further development of collaboration with Monfalcone port; •Optimization of roads, parking lots, for heavy goods vehicles. Increase in coastal areas Logistics Platform Road and rail accessibility improvement Piano di Assetto del Territorio (PAT) is the Venice Territorial Plan is the legal framework for planning single projects for the development
Regional Government – Veneto Region
Regional Government – Veneto Region
Regional Government – Veneto Region
Aussa-Corno Area Industrial Development Consortium / Friuli Venezia Giulia Regional Government
Port Authority of Trieste Venice Local Government (Municipality)
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4
Morphological Plan of the Venice Lagoon 2006
4.3.5. No
of the territory. The document includes the activities necessary for the safeguard of the lagoon ecosystem.
Venice Water Authority
Poland Document
Description of strategic goals and tasks
1
Development Strategy of the Pomeranian Province by 2020, 2012.
Regional level It is expected from the central authorities to create the legal, technical and organisational conditions for development of inland waterway transport on E-40 and E-70 waterways.
2
A Regional Transport Strategy of the Pomeranian Province 2007-2020, 2008
3
Development Strategy of the Kujawsko– Pomorskie Province 2007-2020, 2005.
4
Project of the new Development Strategy of the Kujawsko – Pomorskie Province to 2020, 2013.
5
Spatial Plan of the Kujawsko– Pomorskie Province, 2003.
1
Study of the Spatial Development Conditions of the City of Płock, 2013. Study of the Spatial Development Conditions of the City of Włocławek, 2005. Study of the Spatial Development Conditions of the City of Bydgoszcz, 2009.
2
3
The parameters of the inland waterways are essential for the development of inland shipping in the Pomeranian Province, in particular the most important task is to ensure the parameters of III-IV class. One of the strategic objectives is to develop economic usage of Lower Vistula and the development of water management. In the framework of the implementation of this objective there is ongoing project study of the stage of fall Ciechocinek-Nieszawa. The document presents the strategy for the water management of the Lower Vistula River and the construction of a new stage of fall below Włocławek. The new multimodal terminal with access to the river is planned in the area of Solec Kujawski (Łęgnowa). Remodelling and building technical infrastructure of E-70 waterway up to IV class, reconstruction and construction of Cascades and technical infrastructure to waterway through the Vistula River, about the importance of water to at least a class IV waterway. Local/port level The functionality of the river port and the shipyard should be kept, since the port is important asset of Płock. Development of the waterway transport along the Vistula River will be possible after remodelling and construction of Cascades and additional technical infrastructure. According to the study Bydgoszcz is likely to play a significant role in national and international waterway transport. The current system of waterways in Poland and in Bydgoszcz requires adjustment and modernization of its technical specifications to at least IV class.
Responsible body Marshal's Office and Government Administration of the Pomeranian Province Marshal's Office and Government Administration of the Pomeranian Province Marshal's Office and Government Administration of the Kujawsko– Pomorskie Province Marshal's Office and Government Administration of the Kujawsko– Pomorskie Province Marshal's Office and Government Administration of the Kujawsko– Pomorskie Province Municipal Administration of Płock Municipal Administration of Włocławek Municipal Administration of Bydgoszcz
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4
Study of the Spatial Development Conditions of the City of Tczew, 2010.
5
Study of the Spatial Development Conditions of the City of Gdańsk, 2007.
4.3.6. No 1 2
No
Municipal Administration of Tczew
Municipal Administration of Gdańsk
Slovakia Document
Investment plan for the Port Plan of the development of the Port of Komárno
4.3.7.
It is necessary to modernise rivers, for example by the construction of a hydroelectric dam in Nieszawa, which would regulate the water level in the Lower Vistula River up to Gdansk. It would create the possibility of shipping for units with a draft of up to 1, 8 m, which could run from Toruń to Gdansk. For the purposes of the port and development of the inland waterway it is necessary to broaden the waterway along the Dead Vistula [Martwa Wisła], including at the inner port canals. In addition, there is a possibility of a better usage of the port areas along the Dead River. There is possibility of creating a new eastern entrance to the port by the Bold Vistula [Wisła Śmiała].
Description of strategic goals and tasks Local/port level Strategic and operative goals from investment point of view Modernisation of the port infrastructure, increase of the capacity of the port, to adjust for the new cargo according to customers’ needs
Responsible body Public Ports Slovak Shipping and Ports JSC
Slovenia Document
1
Action plan for regional development projects for the South Primorska
2
Port development programme 2011-2015
Description of strategic goals and tasks Regional level Performing of projects for better technological development and development of different other areas – indirect connected with the strategic goals of the port and of the state Local/port level List of all infrastructure projects necessary to achieve the defined strategy of the port
Responsible body Regional development centre Koper Government of Republic Slovenia
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5. Identification of bottlenecks and development strategies and plans
discrepancies
in
the
The chapter contains the analysis of existing development strategies and plans in terms of: 1) compliance with the AGN Agreement, 2) compliance with the TEN-T network, 3) capabilities to meet the transport needs of the ports’ hinterland, 4) capabilities to change ports into trimodal transport nodes. Three types of discrepancies can be distinguished: A - ‘White spots’ and bottlenecks on waterways B - Limitations in ports developments C - Limitations of access infrastructure D - Organisation limitations (complicated ownership of port infrastructure, disadvantageous long term contracts related to rent of port infrastructure , etc.) All ports indentified their bottlenecks and limitations, which occur in all the areas analysed. 5.1.1.
Austria
The Austrian part of the Danube has UN/ECE-class VI which means that the Danube is an E waterway concerning the AGN agreement. The navigation period of the Danube in Austria was 347 days in 2012 (1 day flood, 17 day ice), which meets the conditions of the AGN agreement. Basically it can be said that the Austrian Danube is in all cases in compliance with the AGN agreement and the TEN-T regulations. The port of Vienna fulfills all criteria in terms of capacity and hinterland transport capabilities to meets the needs of future multimodal transport. Within the port area and the competences of the port authority there are no major bottlenecks to be indentified. 5.1.2. No 1
1 2
Czech Republic Type A/B/C/D
Discrepancy
Description
Port of Mělník – (Elbe river - km 834,38 - right bank) Inadequate navigable depths Improvement of navigation conditions on the on the lower Elbe Elbe in the section Usti nad Labem - Hřensko navigation level (weir) Prostřední Žleb near Děčín. Port of Lovosice (Elbe lower navigation channel - km 786,48 – 787,43 left bank) A Inadequate navigable depths Improvement of navigation conditions on the on the lower Elbe Elbe in the section Usti nad Labem - Hřensko Water level (weir) Prostřední Žleb near Děčín. B Development of the railway Capacity constraints of common driveway transportation siding with Lovochemie JSC. A
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3
C
1
A
1
A
2
B
3
C
1
B/C
2
B/C
5.1.3. No 1
Capacitive and spatial The access road to the port passes bridges with restrictions on the movement limited capacities for transporting heavy of of road trains when entering loads. Alternate routes do not meet the space the port requirements. Port of Ústí nad Labem – Central Port (Elbe river - km 763,79 - left bank) Inadequate navigable depths Insufficient navigability of the Elbe river. on the lower Elbe Improvement of navigation conditions on the Elbe in the section Usti nad Labem - Hřensko Water level (weir) Prostřední Žleb near Děčín. Port of Děčín – Děčín Loubí (Elbe river - km 740,91 – 740,32 right bank) Inadequate navigable depths Improvement of navigation conditions on the on the lower Elbe Elbe in the section Usti nad Labem - Hřensko Water level (weir) Prostřední Žleb near Děčín. Residential area in the vicinity Noise and emission restrictions of the working. of the port Limitation of the surface development of the port. Capacitive and spatial Access roads to the port through the city centre restrictions on the movement and the residential area. For oversized of road trains when entering shipments there are space constraints. The the port access to the motorway and to the main road of 1st class is through the centre of the Děčín town. Mělník, Lovosice, Ústí nad Labem, Děčín Insufficient technical The Elbe River inland ports, which have the conditions of inland ports potential to become trimodal centers, include: infrastructure • Mělník (Port of Mělník) – km 834,38; • Lovosice (Port Lovosice) – km 786,48 – 787,43; • Ústí nad Labem (Port of Ústí) – km 763,79; • Děčín (Port of Děčín) – km 740,91 – 740,32. Currently, infrastructure of these ports (handling equipment, quays, docks and inner port infrastructure), with the exception of the Mělník Port, is not sufficient and requires modernization and upgrading to modern transport technology requirements. The poor state of inland ports’ The existing infrastructure for road and rail access infrastructure (road access to inland ports requires modernization and rail) and upgrading works. The current parameters of the most road and rail infrastructure allow limited local traffic (with the exception of the Mělník Port, which has good road and railway infrastructure).
Hungary Type A/B/C/D
A
Discrepancy
Description
Freeport of Budapest Most of the development The average river slope gradient along the 624 strategies and plans on km long Upper-Danube is 37 cm per kilometre, European/ national level (e.g. the average navigation speed upstream is Hungarian National Transport between 9 and 13 km/h and downstream it Strategy or the EUSDR) ranges between 16-18 km/h. Then the gradient
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highlight the necessity to improve the navigability of the Danube through developing the waterway which has serious obstacles.
2
B, D
Development of the port facilities in many cases are non-refundable investments, especially related to the basic infrastructures – without public aid, these developments are not implemented. The objectives towards the development of port facilities are highlighted in EUSDR, NAIADES II. as well as the Hungarian Logistics Plan strategic documents.
3
B
Integrated Development Programme (2014-2020)
4
A
Administrative burdens that hinders efficient navigation on the waterways of the Danube in Hungary These burdens are obstacles primarily to the
Transport Operational of Hungary
gradually decreases to 8 cm in the Győr-Gönyű area near the 1791 km which necessarily induces enhanced sedimentation. It hinders free navigability. Primarily political (also environmental) opposition hinders the dredging of the Danube as well as the installation of sluice gates. Nevertheless, it has to be pointed out that bottlenecks still exist in numbers on the Danube waterways making it a slower, less reliable transport alternative to road transport. For this very reason the capacity use of vessels fails to meet the target value, i.e the freight transport on the Danube does have potentials for growth both in terms of the number of vessels and the transported volume of goods. In order to exploit inland waterways transport growth potentials improvement of navigability parameters of the Danube is a major international issue (e.g. application of dams) for riverbed depth and water level fluctuation are of extreme importance. Without viable infrastructure, tri-modal hubs cannot function efficiently. The results of the cost-benefit analysis of port development projects have demonstrated the economic need for higher aid intensity. Without co-financing this investment, the project is not financially sustainable. As a result, it would be impossible to operate the project on a purely commercial basis without any aid. Negative NPV of a port development project shows that the net revenues derived from the total investment by the port owner are not sufficient to cover the necessary investment costs nor to attract market operators to contribute to the project. Thus, there is a need for state intervention, since market forces will not provide the infrastructure concerned on a purely commercial basis. The draft of the respective Operational Programme does not explicitly include the development of ports’ infrastructure, only the development of RIS systems, though EU resources for the development of ports’ infrastructure are undoubtedly needed. The planning documentation is still in the consultation process where the involvement of IWW stakeholders is essential. The Study on Administrative and Regulatory Barriers in the field of Inland Waterway Transport, elaborated in the framework of the NAIADES Action Program analysed the main barriers of inland navigation in Hungary, out of which the following elements refer to the
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implementation of the European level strategies (EU Strategy for the Danube Region, Trans-European Transport Network, Green Paper on Sea Ports and Maritime Infrastructure, European Parliament resolution of 4 September 2008 on a European ports policy)
5.1.4.
administrative barriers to smooth navigation on the Danube: Delays because of control procedures and administrative hindrances at the borders; The time required for the installation of warning signs is very long; Cumbersome registration of ships.
Italy
No
Type A/B/C/D
1
A
2
D
Environmental protection of the Lagoon of Grado and Marano
3
B/C
Poor state of inland ports’ access infrastructure (road and rail)
4
C/D
Discrepancy
Description
Port of Nogaro Inappropriate parameters of the The maximum draft is now limited at 6 meters waterway: insufficient draft of and dredging operations need to be undertaken the access channel to bring the maximum draft in channels and basins at 7.5 meters; The Lagoon of Grado and Marano, crossed by the access lagoon channel to the port, is included in the environmental protection areas "Natura 2000" with the SIC/ZPS IT3320071. Works on the waterways and access canals need to comply with environmental protection regulations.
The existing infrastructure for road and rail access to inland ports requires modernization and upgrading works. Realization of alternative road access to the industrial area and improvement on the rail access and port internal network are needed, In particular the Consortium’s railway sidings leading to the Port are in D4 category (up to 22,5 t/axle), while a small bridge on the sidings belonging to the National Railway company (RFI) limits the access to the whole Industrial Areas to wagons of C3 category (up to 20 t/axle). This means up to 10 t/wagon (for a 4 axles wagon) of payload loss. Insufficient connection to No major infrastructure or direct rail link Cervignano Freight Village connect Porto Nogaro with Cervignano Freight Village; Port of Trieste 28
28 The framework that arises from the analysis of the current situation and of the guidelines for the further port
development, set out in the planning tools, is definitely coherent with both the 'AGN Agreement and the structure of the TEN-T networks. Trieste has the features required for seaports in terms of accessibility and all the planning and programming documents agree on the role of the Port of Trieste as an international port at the
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1
A
No problem
The port has adequate sea side accessibility features Very limited availability of expansion areas on the ground and in each case having characteristics not optimal as to be reclaimed from past pollution (increase of time and cost) The railway line Trieste-Bivio di Aurisina has a slope of 14 ‰ There are bottlenecks on the regional network The train station in Trieste Campo Marzio is not open 24 hours Shuntings duplication Number of gates between the Campo Marzio and rail yards inside the port Rail yards within the port Some port gates are connected with the motorway traffic through the urban road network of the city center.
2
B
Lack of areas for the development of logistics
3
C
4
C
Capacity constraints, shape and weight on the railway affect the development of the port Technical and operational limitations in the connection between the port and external rail network
5
C
Inadequate road accessibility (mixed with urban traffic)
6
D
1
B
2
B
3
C
4
C
5
C
6
C
Mismatch between operational areas and properties concessions rigid Fee structure does not Incentive port activities Port of Venice Nautical accessibility Limited draught in the port. The port of Venice is currently accommodate containerships up to 7,000 TEUs. This capacity is no longer competitive in the global market where containerships up to 18,000 TEUs are in operation and containerships up to 22,000 TEUs will most likely become reality by 2020. Storage capacity Limits of storage capacity and the need for greater separation of the goods. Railway connections Presence of single track and conflicting routes covered by ERF - Esercizio Raccordi Ferroviari Company in order to carry out collection and delivery to the connected terminal. Railway connections Conflicts among → routes from Venezia Mestre Station to arrival and departure siding runned by railway operator Railway connections Conflict among → routes from collection and delivery sidings to connected terminal Railway connections Thrust shunting delivering to the connected
service of Europe in force of its location at the intersection of corridors V, Baltic-Adriatic corridor and the Adriatic motorways of the sea. As regards the possibility to adequately serve the needs of the hinterland, the analysis pointed out some deficiencies and then the documents proposed some measures to upgrade infrastructure and organizational changes aimed at making the port competitive for its own territory. The Port was born with a trimodal vocation (sea-road-rail). The actions proposed in the official documents and in the study WP 5.4.4 of the INWAPO project, go in the right direction to improve the performance of the Port with reference to the three modalities and their integration (logistics platform). The following table sums up the main issues that have emerged.
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terminal
5.1.5.
Poland
No
Type A/B/C/D
1
A
2
D
3
D
1
B/C
2
B/C
Discrepancy
Description
Lower Vistula River Inappropriate parameters of the The Vistula River does not meet the waterway requirements of the AGN Agreement, which require min. IV class of navigable water. Infrastructure constraints effected that inland navigation on the Lower Vistula River is practically not functioning (0.5 million tons on the average distance 3 km were transported in 2012). At the same time it is observed growing need for efficient connections to seaports (Gdańsk, Gdynia, Elbląg) supported by the inland waterway transport. The lack of ratification of the European Agreement on Main Inland AGN Agreement by Poland Waterways of International Importance (AGN) concluded in 1996, has not been ratified by the Polish Government. This situation is incompatible with the EU transport policy and makes it difficult to finance investments for the development of inland waterway transport from EU funds. Environmental protection areas The most parts of the Lower Vistula River, as in along the Vistula River the case of the remaining Polish inland waterways declared navigable, are included in the environmental protection areas "Natura 2000". This situation makes very difficult implementation of any transport infrastructure investment. Tczew, Solec Kujawski, Płock, Warszawa Poor technical condition of The Lower Vistula River inland ports, which inland ports infrastructure have the greatest potential to become trimodal centres, include: • Warszawa (Port Żerański) –521,5 km; • Płock (Port Radziwie) –633,0 km; • Bydgoszcz (Solec Kujawski) –761,0 km; • Tczew –909,0 km. Currently, infrastructure of these ports (handling equipment, quays, docks and inner port infrastructure) is depreciated and requires modernisation and upgreading to modern transport technology requirements. The poor state of inland ports’ The existing infrastructure for road and rail access infrastructure (road and access to inland ports requires modernisation rail) and upgreadng works. The current parameters of the most road and rail infrastructure allows limited local traffic.
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5.1.6.
Slovakia
No
Type A/B/C/D
1
C
2
B
3
B
4
C
1
A
Port of Komárno There is no bridge available for trucks in Komárno therefor the truck must to drive kilometres in addition to reach the port from Hungary. The port is close to the Because of the position of the port there are residential zone limited possibilities of expansion and upgrading of the port and all these questions has to be sensitively discussed with the municipality. The warehouses in western As these warehouses are historical part are historical monuments monuments, there is no possibility of their modernisation. The port is not connected with The closest Slovak highway is about 70 km highway. away. To reach Hungarian highway it has to be crossed the bridge (see no.1). Port of Bratislava Dredging in the old part of the Insufficient dredging in this part of port area – port area – South/North Basin danger of finding of unexploded bombs from in Winter Port the past (WW2)
Slovenia Type A/B/C
1
A
2
B
3
C
Description
The bridge for trucks
5.1.7. No
Discrepancy
Discrepancy
Description
Port of Bratislava and Port of Koper Limitation of entrance of big The depth of the main entrance channel to the vessels in the port through the port (to all three basins) is not enough for the entrance channel (depth) and biggest vessels (container vessels, bulk cargo limitation of berthing of big vessels). The depth of the basins 1 (container vessels in basin 1 and 3 vessels) and the depth of the basin 3 is not enough (bulk cargo vessels) for the biggest vessels. Consequently one of the investments out of the port area is deepening of the main entrance channel to all three basins of the port and the investment of the port is in deepening of the basin 1 and basin 3. The capacity of the only one The only railway track that connect the port railway track Koper – Divača with the hinterland would be sufficient for the will not be enough for the need of the transport of cargo to and from the foreseen goods flow from the Port of Koper by railway at the farthest till the port to the port hinterland year 2020 (in case of the pessimistic scenario) and at least up to the year 2017 (optimistic scenario). Realistically the saturation point will arise in the year 2018.There are also some other sections presented as bottlenecks in the slovenian railway network. The motorway arrives to the The motorway arrives to the port, but is port, but there is no direct missing the final connection with the port area
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connection with the main port entrance
4
C
Bad implementation of road construction and minor authorized carrying capacity of the motorway to the port
(reasons: the source of financing, ownership of parcels, adaptation of the internal port's transport regime); the existing connection with the motorway network is through the city of Koper. Bad implementaion of road construction which demands permanent repairs and consequentially create bottlenecks.Minor authorized carrying capacity of Slovenian roads in cvomparison with Italian ones, which obstruct more intensive permeability on sections up to the Italian border
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6. Determination of multi-criteria investment objectives for ports The chapter gives assumptions for the water transport investment strategy for Central Europe up to the year 2025. Multi-criteria investment objectives relating to the development of water transport infrastructure, including its coherence and intermodality, are given. The proposed objectives take into account the existing plans and development strategies and enable to eliminate bottlenecks, ‘white spots’, and other identified deficiencies in the development of ports. The number of objectives are the same as described in existing documents (Chapter 3), the other are their revised and supplemented version. The objectives are divided into national/regional, international level. 6.1.
National and regional goals for development of ports
6.1.1.
Austria
No
Investment area
1
Waterways
2
Port facilities
3
Intermodal network
6.1.2.
Location
Investment objective
Austria, hinterland of the Port of Vienna, Danube Danube Integrated River Engineering Project on the River to the Danube to the East of Vienna, e.g. East of preserving a minimum draught of 2,5m Vienna Port of Filling parts of the basin to gain more Vienna space; Moving a part of the container terminal to the new land to get better logistic processes in the container terminal; Changing the new free area into storage space; Development of the “offshore port” into a gravel handling area; Enns, Linz, Construction of new and upgrading of Wels, existing terminals Wolfurt, Wien Inzersdorf
Remarks
National funding
Czech Republic
No
Investment area
1
Waterways
Location
Investment objective
Czech Republic/ Ústí Region/ Elbe river - Mělník The Elbe Improving the navigability of the Elbe river waterway in in Germany and in the Czech Republic in the section the section Ústí n. L. – state border (by the between construction of the navigation stage (weir) Ústí n. L. near Děčín), extension of the Elbe Střekov and waterway upstream to Pardubice. the state border with
Remarks Complex of measures to improve the navigability of the Elbe.
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Germany. 2
Waterways
3
Intermodal network
4
Waterways
Waterways
6.1.3.
Czech Republic/ Ústí Region/ Elbe river – Lovosice The Elbe Construction of the navigation stage (weir) waterway in near Děčín. the section Ústí nad Labem and the state border with Germany. Ústí Region Completion of the D8 highway in the section of Lovosice – Ústí n.L. Czech Republic/ Ústí Region/ Elbe river – Ústí nad Labem The Elbe Improving the navigability of the Elbe waterway in River in Germany, in the Czech Republic in the section the section Usti n. L. Střekov - state Ústí nad boundaries by construction of the water Labem stage near Děčín and extension of the Elbe Střekov and waterway to Pardubice the state border with Germany
Project documentation is ready for years, the EIA process not yet closed. Strong opposition from the side of environmentalists. Ústí Region
Project documentation of the navigation step Děčín is ready, still lacking agreement with the building authorities for environmental reasons (EIA approval)
Czech Republic/ Ústí Region/ Elbe river - Děčín The Elbe Construction of the Navigation stage (weir) waterway in near Děčín. the section Ústí n. L. Střekov and the state border with Germany.
Hungary
No
Investment area
1
Waterways
Location Danube River
Hungarian section of Danube River
Investment objective Freeport of Budapest EUSDR Priority Area 1a Solve obstacles to navigability, taking into account the specific characteristics of each section of the Danube and its navigable tributaries and establish effective waterway infrastructure management by 2015. Hungarian National Transport Strategy One of the key intervention areas is the navigability of the Danube. The competitiveness of the Danube shipping is closely linked to the waterways’ development
Remarks No remarks
No remarks
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2
Port facilities
Inland ports in Europe
Hungarian inland ports
Inland ports of Europe
3
Intermodal network
Intermodal hubs and container terminals along the Danube in Hungary Multimodal logistics chains in Europe TEN-T corridors
EU and third countries
4
Vessels
Vessels on the Danube
EUSDR Priority Area 1a Develop efficient multimodal terminals at river ports along the Danube and its navigable tributaries to connect inland waterways with rail and road transport by 2020. Hungarian Logistics Plan Strengthening the national freight transport role of the Danube through improving the necessary shipping conditions and ensuring coastal logistic services. NAIADES II. Planned actions for inland navigation under the existing programmes and under the forthcoming instruments of the next multi-annual financial framework for the period 2014-2020 (financial and technical assistance); National Shipping Strategy Intermodal hubs and container terminals along the Hungarian section of the Danube need to be developed.
No remarks
NAIADES II. Market - assistance for integrating inland waterways into the multimodal logistic chains; financial incentives for inland navigation. European Parliament resolution of 4 September 2008 on a European ports policy Multimodality Establish interconnections between ports. Co-modal participation of ports is needed in relation to both the transEuropean transport networks (TEN-Ts) and the future Community green corridors Green Paper on Sea Ports and Maritime Infrastructure Encouraging growth of intra-EU trade and trade with third countries; Overcoming congestion of the main land-corridors; Enhancing maritime links with island and peripheral regions; Strengthening the multimodal aspect of the TEN-T. NAIADES II. Measures to reduce emissions (for example
No remarks
No remarks
No remarks
No remarks
No remarks
No remarks
No remarks
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5
ITS systems
Danube River
Hungarian section of the Danube
Danube River and European ports
European ports
6
Human Resources
Europe
Hungary
standards) Indicative steps towards NAIADES II according to the Staff Working Paper, as of 2013: Possible Commission proposal(s) for emission limits for existing and new inland barges’ engines EUSDR Priority Area 1a Implement harmonised River Information Services (RIS) on the Danube and its navigable tributaries and ensure the international exchange of RIS data preferably by 2015. Integrated Transport Development Operational Programme of Hungary (20142020) Development of the River Information System on the Hungarian section of the Danube as well NAIADES II. Information exchange and sharing - review of the River Information Services policy. Indicative steps towards NAIADES II according to the Staff Working Paper, as of 2013: RIS implementation survey and policy review Joint RIS Implementation Strategy Establish a stable structure for inland waterway transport market observation services Roadmap towards a shared information system for inland waterway transport European Parliament resolution of 4 September 2008 on a European ports policy New technologies New technologies, particularly information technologies, are key elements that will enable European ports to increase their efficiency and profitability Implementation of remote pilotage systems and supporting research into safety issues EUSDR Priority Area 1a Solve the shortage of qualified personnel and harmonize education standards in inland navigation in the Danube region by 2020, taking duly into account the social dimension of the respective measures. Study on Administrative and Regulatory Barriers in the field of Inland Waterway
No remarks
No remarks
No remarks
No remarks
No remarks
No remarks
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Europe
6.1.4. No 1 2
3
1
2 3
4
1 2
3
Transport One of the main barriers to boast inland waterborne transport in Hungary: Lack of qualified labour NAIADES II. Jobs and skills - actions aimed at increasing harmonisation of standards for professional training and certification.
No remarks
Italy29 Investment Location Investment objective area Friuli Venezia Giulia Region / Aussa-Corno Area Industrial Development Consortium Waterways Port access Bring the maximum draft in channels and basins at 7.5 meters channel Port Port area Completion of the port paving; facilities Extension of the docks; Construction of new warehouses; Intermodal Inland port Road and rail connection (modernisation) network connection Improve connection with Cervignago Freight Village Italy/Friuli Venezia Giulia Waterways Gulf of No investment The port already Trieste has competitive maritime features and this is a strength of the Port of Trieste Port Port of Construction of the logistics platform Necessary facilities Trieste with infrastructure development also sea consistency with side urban planning Intermodal Nord-East Elimination of bottlenecks (on the Highway network of Italymotorway and rail networks) improvement is in Region FVG progress. Railway development is under discussion Other Porto di Organizational and technological Trieste improvement Italy / Veneto Waterways Port of Inland waterway connections Venice Port Port of Improvement of road accessibility with new ICT systems facilities Venice allowing automation Improvement of access infrastructures Realization of the Terminal Offshore/Onshore Terminal Ro-Ro MoS Fusina Intermodal Port of Rail and inland waterway connections network Venice
The strategic and investment framework, that emerges from the analysis of different official documents, appears to be consistent and congruent with the international design of TEN-T networks. The following tables show only the main aspects, referring to the official documentation for the detailed description. 29
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6.1.5.
Poland
No
Investment area
1
Waterways
Lower Vistula River
2
Port facilities
Tczew, Solec Kujawski, Płock, Warszawa
3
Intermodal network
Tczew
Location
Solec Płock Warszawa 4
6.1.6. No 1
Other
Lower Vistula VistulaOder Waterway Lower Vistula River Lower Vistula Cascade
Investment objective
Remarks
Poland, Vistula 1. The multiannual programme for the development of the Vistula River (adopted by the Parlament), including: • ratification of the AGN Agreement, • reviving of the navigation along the Lower Vistula witm minimum class IV in 3 stages: 1) revitalization of the waterway to the previuous noninternational parameters 2) regulation works of the waterway up to min. class III, 3) canalisation works up to min. class IV. Reviving river ports for the selected locations: • Tczew: container terminal, universal quay (bulk + ro-ro), • Solec: container terminal, universal terminal, • Płock: universal basin, shpyard basin • Warsaw: container terminal, terminal, bulk terminal, general cargo terminal. Railway connection with ‘railway dry port’ (new), road connection (modernisation) Road and rail connections (new building), logistics centre (new) Road and rail connection (modernisation)
Special Law and AGN ratification: 2015 Waterway regulation/ canalisation: 1) 2020, 2) 2030, 3) 2050.
2030
2030 2030 2030
road and rail connection (modernisation)+ logistics centre (new) RIS
2050
Revitalization of the Vistula-Oder Waterway as part of E-70
2030
Upgrading river banks with the purpose of flood protection
2025
Acquisition of renewable energy (new power plants located at Lower Vistula Cascade)
2050
2050
Slovakia Investment area Waterways
Investment objective
Remarks
Port of Komaro Sustainable maintenance of quay edges
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2
Port facilities
3 4
Intermodal network Other
1
Port facilities
2
Port facilities
3
Port facilities
4
Port facilities
6.1.7. No
Modernisation of port infrustructure including handling infrastructure, reinforcement of the area, maintenance of rails and rail siding, building of quays and transshipment facilities for specific cargo (grain products), Development of services and infrastructure for small crafts including building of berthing places for yachts and small crafts, a fuelling station for small crafts, reconstruction of area for winter berthing and mainetance of small crafts Construction of tri-modal container terminal TEN-T: Master Plan of shipping LNG on Danube including building LNG fuelling station in Komárno Port of Bratislava Logistical infrastructure of port Activities within this thematic pillar are and port operation model focused on obtaining of infrastructure to the ownership of Public Ports, since currently the infrastructure and superstructure is owned by private company. All cargo transhipment activities should be concentrated in Palenisko basin, which requires investment into re-construction of quays and development of new services. Hinterland connections Nowadays the existing connection of the Bratislava port to all means of transport is quite solid and there is no need for further major investment in this area. Container and Ro-Ro liner Nowadays there are no liner services services operating on Danube through port of Bratislava. The aim is to research possibilities and conditions for development of such services together with other Danube ports. RIS related to cargo transport Utilize existing RIS data in SlovRIS management system for further development of port. Focus on usage of AIS and ERI data for fee collection. Investigate possibilities for paperless information Exchange between Public Ports, logistic operators and/or other government bodies.
Slovenia Investment area
Location
Investment objective
Remarks
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1
Waterways
Koper gulf
2
Port facilities
Port of Koper area - east
3
Intermodal network
Port of Koper area - west Port of Koper area - north Koper - Sermin Koper - Divača
6.2. No 1
Slovenia Deepening of sea channels and berths for the biggest vessels for containers and for bulk cargo Building the storage area in the hinterland of port of Koper
From existent 280 ha to 404 ha
Prolongation of pier 1 and pier 2 Construction of pier 3 New main entrance to the port direct from the motorway Modernization of the existent railway track and construction of the second railway track between Koper and Divača
Objectives for development of waterways and ports in Central Europe Investment area Waterways
Investment objective Central Europe It is necessary to eliminate the bottlenecks of the transport network, to secure access to the seaports (Baltic, Adriatic and North Sea) and to handle the traffic flows arising from the enlargement of the European Union in a sustainable way. On the other hand, transport solutions have to be developed both for growing metropolitan areas, as well as for rural and sparsely populated areas. Development of motorways of the sea
Remarks
Oder-Danube Canal
2
Port facilities
3
Intermodal network
4
Improving Central Europe’s Interconnectivity
6
Promoting sustainable and safe mobility
Vistula -Dnieper – modernisation&upgrading up to E-40 standard Integration in the specialization of the ports of the northern Adriatic Realization corridor V and Baltic-Adriatic corridor This Area of Intervention aims at a higher attractiveness for multimodal solutions understood as the combination of more than one transport mode. It seeks to achieve higher synergies and better solutions in the field of logistics. The activities should improve transnational solutions for the interconnection of Central Europe, and at the same time consider the impacts of transport and establish an efficient and sustainable transport network. This Area of Intervention aims to reduce the environmental burdens arising from traffic, while promoting sustainable mobility and increasing
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7
Promoting ICT and alternative solutions for enhancing access
awareness for safety issues as well as contributing to the achievement of higher quality of living conditions. This Area of Intervention generally seeks to improve accessibility of information and services, while reducing traffic volumes. Better solutions (technological and alternative) for enhanced mobility will be achieved.
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7. Identification and mapping for multi-criteria investment needs for ports 7.1.
Identification of ports investment needs
The tabular coverage of the investment needs of waterways and in ports with perspective to 2025. Port investments are dependent on: development plans of ports, technical condition of the port and transport accessibility. Most ports planned development of amounts of cargo handling and enrichment of transport. The most difficult situation is in Poland, where there is a big problem with waterways that are not adapted to the class of waterways of international importance. Too shallow river disregarded transport operations in the level of cost-effective. Categories: P – preservation (maintenance and repair), M – modernization (upgrading of existing port&waterways facilities, improvements to road and rail access, including expansion of access facilities, and expansion of infrastructure for economic development) E – expansion (new or expanded port&waterways infrastructure) Time perspectives: U - urgent (completion to 2014-2016) ST – short term (completion to 2017-2019) LT – long term (completion above 2020) 7.1.1. No 1 2
Project type Port facilities
Austria30 Category P/M/E E E
1
Port facilities
7.1.2. No
M
Location
Identified need
Time perspective U/ST/LT
Port of Vienna Basin Land reclamation Construction of a new terminal on the Land land created due to the reclamation reclamatio including new electrified railway-tracks n and gantry cranes Port of Albern Installation of a gate for safety reasons basin (flood protection)
U ST
ST
Czech Republic
Project Category
Location
Identified need
Time
Expansion and upgrading of access infrastructure has been conducted since several years. A new container terminal as well as an improved road access were activated in 2012. Further, the capacity of the rail access has been improved including a new rail bridge crossing the Danube river canal connecting the Port of Freudenau with the rail network south east of Vienna. From the present point of view, there are no investment needs for the Port of Vienna in any time perspective except the mentioned ones in the table. 30
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type
P/M/E
1
Port facilities
E
2
Rail access
P
3
Road access
E
4
Water access
E
5 6
E
7
Road Access
8
10
Port of Mělník – (Elbe river - km 834,38 - right bank) Port of Flood control measures - construction of Mělník the flood barrier and gate The Ústí and Central Bohemia Regions
Modernization of the railway corridor Děčín - Kolín
The Elbe river Prostřední Žleb, and sections at Germany
Improvement of navigation conditions on the lower Elbe by the construction of the weir in Prostřední Žleb (near Děčín) and some sections in Germany.
ST
U
LT
Port of Lovosice (Elbe lower navigation channel - km 786,48 – 787,43 left bank) Port LovosiceInspection and repair of a part of vertical P LT Facilities Prosmyky quay (400 m) Rail Access
9
perspective U/ST/LT
LovosiceProsmyky
Optimizing of the siding railyard in relation to the needs of the port. Extending the siding tracks.
ST
E
LovosiceProsmyky
Optimization of port road infrastructure to the needs of the port.
ST
Water Access
E
LovosiceProsmyky
Improvement of navigation conditions on the lower Elbe by the construction of the navigation step in Prostřední Žleb (near Děčín).
ST
Other
M
LovosiceProsmyky
The revitalization of brownfields in the port neighbourhood and preparation of land for investors. The modernization of utilities, transhipment facilities, construction of indoor and outdoor storage capacities.
ST
Port of Ústí nad Labem – Central Port (Elbe river - km 763,79 - left bank) Port Port Ústí nad Road entrances to the western and P facilities Labem central port in Ústí nad Labem
U
11
Rail access
P
Port Ústí nad Maintenance of the access tracks Labem (sidings) on the I. Rail Corridor
U
12
Road access
E
Úsek D 8 Ústí Completion of the D 8 highway in the nad Labem - section Lovosice – Ústí nad Labem Lovosice
U
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13
14 15
Water access
M
The Elbe waterway
Improvement of navigation conditions on the lower Elbe by the construction of the weir in Prostřední Žleb (near Děčín).
Other Port of Děčín – Děčín Loubí (Elbe river - km 740,91 – 740,32 right bank) Port P Děčín – Ensuring adequate navigation depths at facilities Loubí the port reloading edge.
16
Rail access
M
17
Road access
E
18
Water access
E
Other
M
19
7.1.3.
ST
Děčín - Loubí Optimizing the road infrastructure to the needs of the port.
ST
Prostřední Žleb
Location
1 2
Port facilities
E
port
M
port
M
port
E
port
M
port
E
port
P
port
M
port
M
port
M
port
M
port
3 Rail access
6
10 11
ST
ST
Hungary Category P/M/E
8 9
Improvement of navigation conditions on the lower Elbe by the construction of the weir in Prostřední Žleb (near Děčín).
Děčín - Loubí Reconstruction and modernization of engineering networks, reconstruction and development of indoor and outdoor storage capacities. Modernization of the transhipment equipment.
Project type
7
U
Děčín - Loubí Optimizing of the siding railyard in relation to the needs of the port. Medium repair of body parts and the upper part of the railways of the siding tracks.
No
4 5
ST
Identified need
Freeport of Budapest Construction of truck parking lot No. IV Development of the passenger car parking lots Development of the truck parking lot at the barn building Construction of the transit parking lot Reconstruction of the outdoor loading and unloading facilities and tracks Capacity building of the tracks at the barn building (Gabonatárház, Gabonaraktár, Gabonaház, Tárház) Upgrading the tracks of Mirelite Csepel Hűtőipari Kft. and those located on the periphery of the Free Port Illumination of switching lead No. 5 Reconstruction of siding No. 28 and the pavement of shunting tracks No. V and VI Implementation of the signalling system of gate No. 3 New track at the river wall
Time perspective U/ST/LT U LT LT LT U U U U ST ST ST
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12 13
P
port
E
port
M
port
E
port
E
port
E
port
E
port
E
port
M
port
M
port
E
port
M
port
P
port
P
port
P
port
P
port
P
port
M
port
Category P/M/E
Location
14 15 16
Road access
17 18 19 20 21
Water access
22 23 24 25 26 27 28 29
Other
7.1.4. No 1
2
ST ST LT LT U U U ST ST U ST ST ST ST ST LT LT LT
Italy
Project type Port facilities
E/M
Rail access E/M
3
Shunting tracks Capacity building reconstruction of tracks No. 10, 11 and 12 Rail weighbridge Connection in the south to the track network of MÁV (Hungarian State Railways) Construction of the northern connection road - north Construction of the northern connection road - south Construction of the north-south connection road Construction of the southern connection road Construction of the road network of the areas which belong to the north-western corner of basin No. II Construction of the small outdoor loading and unloading facilities Oversize and/or overweight cargo port Protection of the river bank on the south-eastern corner of basin No. II Restoration of the northern side of the sewer at the entrance Reconstruction of the internal road network Restoration of the sloped river wall on the Danube side Strengthening the Petroleum basin Dredging and geometrical reconstruction of the Petroleum basin GIS system which will promote traffic engineering and trimodality
Rail access
E/M
Port internal area Railway siding to ordinary network and port internal network Port and industrial
Identified need
Time perspective U/ST/LT
Port of Nogaro Completion of the port paving, extension of the docks and construction of new warehouses.
ST
Improvement of port internal rail network, add longer track on the docks. ST
Upgrade of the small bridge on the sidings belonging to the National Railway
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98
4
Rail access E/M
5
Road access
6
E/M
Water access P/M
1
Port facilities
Rail access
M
P M E
3
Road access
M M
1
Port facilities
M E
2 3 4
7.1.5.
Rail access Road access Water access
company (RFI) from C3 category (20 t/axle) to D4 category (22,5 t/axle). Development of alternative rail access to the port and the Aussa Corno industrial area.
LT
Development of alternative road access to the industrial area.
LT
Dredging operation to bring the maximum draft in channels and basins at 7.5 meters. U
Port of Trieste Improving access management, ICT improvement, modernization of existing facilities Port Realization of the logistics platform and other interventions according to the Master Plan of the Port Port Improving shuntings organization and interfacing with the national network FVG Region Remove some bottlenecks on the regional Slovenia network (Bivio San Polo). Realization of the rail connection with Koper National/In Realization of corridor V and Balticternational Adriatic corridor Trieste Improve the connection to the motorway network and the internal road FVG Region Third lane on the A4 motorway and Veneto Region Port of Venice Port New gate Marghera Broadband Terminal Ro-Ro MoS Fusina Port Terminal offshore/onshore Port New infrastructures New ICT systems Port New road Malcontenta Port
E 2
area internal rail network Railway siding to ordinary network and port internal network Access road SP 80 Corno River, Lagoon entrance canal and Buso Port
M M M
Port
U ST/LT U ST LT ST ST
U / ST
Dredging works
LT ST ST U
Poland
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No 1
2 3 4
5
1 2 3
4
1 2 3 4 1 2 3 4
Project Category type P/M/E
Location
Identified need
Time perspective U/ST/LT
Port of Warsaw – Żerański port (Vistula river - km 521,5 - right bank) Construction of container quay, ro-ro Port berth and quay for general cargo E/M Quays Facilities handling. Revitalization of the winter port basin. Rail Railway Existing railway sidings connected M Access sidings directly to the quays. Renovation of roads all over the port and Road M Roads adjusting storage areas for container, bulk Access and ro-ro transport. Repair quays and banks, reconstruction Water Entrance and adaptation lock at least to a IV M Access canal waterway class, deepening the entrance canal and basins. Bulk Enable supply of coal directly to the transport power plant by the river. Other E to the power plant Port of Plock – Radziwie port (Vistula river - km 633 - left bank) Port Construction of container quay, ro-ro berth E/M Quays Facilities and quay for general cargo handling. Rail Railway Renovation of existing railway sidings. P Access sidings Renovation of roads all over the port and Road M Roads adjusting storage areas for container, bulk Access and ro-ro transport. Repair quays and banks, reconstruction Water Entrance and adaptation of the flood gate at least to M Access canal a IV waterway class, deepening the entrance canal and basins. Port of Solec Kujawski (Vistula river - km 761 - left bank) Construction of a new port near Solec Port E Kujawski. Port with a quays for handling: facilities containers, bulk cargo and ro-ro. Rail New rail connection of the planned port access Road New road connection of the planned port access Water New basins and quays. access Port of Tczew (Vistula river - km 909 - left bank) Port Expansion of container quay, ro-ro berth E Quays facilities and quay for general cargo handling. Rail Railway Connection inland navigation port with the E access sidings planned rail dry port Renovation of roads all over the port and Road M Roads adjusting storage areas for container, bulk access and ro-ro transport. Water Entrance Construction of a new port basin and new E access canal quays. Repair existing quays and banks,
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LT
LT
LT LT LT
LT
LT LT LT LT LT LT LT LT
100
5
1
3
7.1.6.
2 3 4 5 6 7 8 9 1
2 3 4 5
Shipyard
Water way
M
Vistula
M
Vistula
M
Vistula
M
Bydgoszcz
Water way
4
1
P
Water way Water way
2
No
Other
deepening the entrance canal and basin. Realising the potential of shipyards for ship repairs. Vistula River Revitalization the waterway to parameters of the second waterway class throughout section between Warsaw and Gdansk. Construction project and feasibility study for the Lower Vistula Cascade. Regulation works of the waterway up to Class III waterway Construction of stages of fall with locks and hydroelectric power plants adjusted up to Class IV waterway
LT
LT LT LT LT
Slovakia Project type
Crane infrastructu re Transshipm ent Area Quay Edge Access to rail Transhipme nt area Berthing area Fuelling station Container terminal “Winter port” Trimodal terminal
Trimodal terminal Trimodal terminal Rail access Port facilities
Category P/M/E
Location
Identified need
Time perspective U/ST/LT
Port of Komárno Modernisation of crane infrustructure (increasing efficiency, decreasing energy consuption...). Komárno Reinforcement of the area. Komárno
M P P P E E E E E
M
P M P M
Komárno Komárno
Maintenance of quay edges Maintenance of rails and rail siding.
Komárno
Building of quays and transshipment facilities for grain products Komárno Building of berthing places for yachts and small crafts Komárno Building of fuelling station for small crafts Komárno Construction of tri-modal container terminal Komárno Construction of area for winter berthing and mainetance of small crafts Port of Bratislava Bratislava New safety system for main building of the terminal, new system of cameras, buying new containers and safety system of them (GPS, locks on the containers…) Bratislava Reconstruction of the terminal areal Bratislava
Acquisition of a new container loader
Bratislava Bratislava
Preservation of rail siding Modernisation of transshipment and manipulation facilities, provision of mobile facilities
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U
ST ST ST ST
101
6
Fleet
7
Port facilities
M, P
Bratislava Bratislava
P,M
8
Revitalizat ion of Winter port
M
Bratislava
9
New trimodal terminal
E
Bratislava
10
Car Terminal
E
Bratislava
Preservation, repairing and modernisation of the vessels and tugs In line with Concept for development of public ports Bratislava, Komarno a Sturovo” approved by government all transhipment activities performed in old part of the port of Bratislava (Winter port) should be moved to Palenisko basin. After moving the main part of cargo handling operations to port Palenisko, Public ports JCS will focus on development of passenger services and to maintain the functionality of winter port in Winter port. To ensure the complexity of work which have to be done it is necessary to create the study where the main actions will be defined. The study will cover the new layout of quays, necessary equipment and other required steps to create the representative passenger port of Bratislava. One of the important aspect which should be discussed is the financial model. All the involved parties have to contribute to the study and it has to be the subject of public discussion. Regarding the new projects in the port Palenisko, the Railways of Slovak Republic (ŽSR) are preparing construction of new public tri-modal terminal. Feasibility study and Cost benefit analysis have been already elaborated. EIA (Environmental Impact Assessment) intent has been already elaborated as well. The terminal will be constructed in two phases. Public procurement for construction works in the first phase has been prepared. Estimated costs are 30 million euro and the first phase should be finished in 2014. This project is cofounded by Cohesion fund within the Operational Programme on Transport. At the moment the whole process of public tri-modal terminal was temporarily stopped, because of the proposed financial model. Operators of other private terminals complain about the inappropriate state support. Within the INWAPO project co-funded by Central Europe program, the feasibility study regarding the
UT, ST
LT
LT
LT
LT
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11
Dredging in the port basins
7.1.7. No 1.
Project type Port facilities
E
E P
6.
E
7. 8.
7.2.
Category P/M/E
E
5.
11.
Bratislava
U
Slovenia
2. 3. 4.
9. 10.
P
optimization and increase of usage of existing lands in Slovak public ports was prepared. This feasibility study focuses on highlighting the possibilities for effective transhipment of finished cars through the Port of Bratislava, where the main necessary transhipment infrastructure, i.e. the Ro-Ro ramp is already available, but not used for this purpose. This study elaborates on the topic of construction of the new car terminal on the currently unused plot 9193/431 in the newer part of the port of Bratislava, near the Pálenisko basin. For better navigational conditions it is necessary to ensure dredging mainly in the old part of the port area – South and North Basin in Winter Port. However since this area was very close to Apollo refinery, which was massively bombed during World War 2, the bottom survey might be precondition for such dredging.
E E Rail access Road access Water access
M, E E M
Location
Identified need
Time perspective U/ST/LT
Port of Koper Building the storage area in the hinterland for the container berth in two phases Prolongation of the Pier 1 in two phases Prolongation of the Pier 2 in two phases Enlargement of the entry to the Container terminal Rehabilitation of the storage area for bulk cargo Acquisition and arrangement of the storage area for cars and general cargo Building of the Pier 3 Building of the RO-RO berth in the basin 3 Additional tracks inside the port Redirection of the road network inside the port; new entry and truck terminal outside the port Dredging operations in the basin 1 and in the sea channel from open sea to the basin 1
ST ST U U ST LT LT U ST U
Mapping of ports investment needs
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The graphic coverage of the investment needs of waterways and in ports with perspective to 2025. 7.2.1.
Czech Republic
Ports on Elba
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Port of Mělník
Port of Lovosice
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Port of Ústí n. L.
Port of Děčín
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7.2.2.
Hungary Legend
16.
17.
7.
25.a
20.
22.
11.
20.
23.
21. 9.
4.
8.
6. 3.
26.
12. 18. 14. 2.
13. 24.
25.b
5.
10. 28.
19.
2.
Development of the passenger car parking lots
3.
Development of the truck parking lot at the barn building
4.
Construction of the transit parking lot
5.
Reconstruction of the outdoor loading and unloading facilities and tracks
6.
Capacity building of the tracks at the barn building
7.
Upgrading the tracks of Mirelite Csepel Hűtőipari Kft.
8.
Illumination of switching lead No. 5
9.
Reconstruction of siding No. 28 and the pavement of shunting tracks No. V and VI
10.
Implementation of the signalling system of gate No. 3
11.
New track at the river wall
12.
Shunting tracks
13.
Capacity building reconstruction of tracks No. 10, 11 and 12
14.
Rail weighbridge
15.
Connection in the south to the track network of the Hungarian State Railways
16.
Construction of the northern connection road - north
17.
Construction of the northern connection road - south
18.
Construction of the north-south connection road
19.
Construction of the southern connection road
20. 21. 22.
24.
1.
27.
Construction of truck parking lot No. IV
23.
15.
25.c
1.
25. a 25. b 25. c
Construction of the road network at the north-western corner of basin No. II Construction of the small outdoor loading and unloading facilities Oversize and/or overweight cargo port Protection of the river bank on the south-eastern corner of basin No. II Restoration of the northern side of the sewer at the entrance Reconstruction of the internal road network Reconstruction of the internal road network Reconstruction of the internal road network
26.
Restoration of the sloped river wall on the Danube side
27.
Strengthening the Petroleum basin
28. 29.
Dredging and geometrical reconstruction of the Petroleum basin GIS system which will promote traffic engineering and trimodality
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7.2.3.
Italy
Completion and improvement of the port facilities
Investment needs for port N°1
Improvement of port internal rail network
Upgrade of the RFI rail bridge from category C3 to category D4 Investment needs for port N°2 and 3 Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Development of alternative rail access to the port and the Aussa Corno industrial area (indicative layout).
Investment needs for port N°4
Development of alternative road access to the port and the Aussa Corno industrial area (indicative layout).
Investment needs for port N°5
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Basin and Corno river
Lagoon entrance canal Dredging operation to bring the maximum draft in channels and basins at 7.5 meters Buso Port
Investment needs for port N°6
Port of Triest
Interventions in the port area
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Interventions at the regional level
European Corridors
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Port of Venice
Terminal Onshore (Montesyndial)
Terminal Offshore
Onshore/Offshore Terminal Source: Venice Port Authority
Offshore terminal and Terminal Ro-Ro MoS Fusina Source: Venice Port Authority Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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7.2.4.
Poland
Selected ports of the Lower Vistula source: own study
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Port of Warsaw – Żerański port (Vistula river - km 521,5 - right bank) source: own study – underlay map from the web: www.openstreetmap.org
Port of Plock – Radziwie port (Vistula river - km 633 - left bank) source: own study – underlay map from the web: www.openstreetmap.org
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Port of Solec Kujawski (Vistula river - km 761 - left bank) source: own study – underlay map from the web: www.openstreetmap.org
Port of Tczew (Vistula river - km 909 - left bank) source: own study – underlay map from the web: www.openstreetmap.org
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Lower Vistula Cascade source: own study
An example of the stage of fall with lock - existing buildings in Wloclawek source: own study – underlay map from the web: www.openstreetmap.org Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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7.2.5.
Slovakia
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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7.2.6.
Slovenia
Source: Luka Koper d.d.
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Final solution proposed by the National Spatial plan Source: Ministry of Infrastructure and Spatial Planning of the RS
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8. Conclusions The aim of the needs assessment analysis was to identify the development priorities to improve tri-modal accessibility. The analysis was performed on infrastructural, technological or organisational weaknesses, to investigate a broad range of factors that could affect the tri-modal accessibility of the infrastructures. The findings of the study is of a general nature and refer in detail to each of the countries and regions covered by the analysis. 8.1.1.
Austria
The port of Vienna is one of the most important and highest developed ports on the Danube. Consequent development of the infra- and supra structure and close co-operation with the city of Vienna made the port to the most important freight trans-shipment centre in Eastern Austria. The transport infrastructure development around the port secures high capacity access on rail and on road as well as on inland waterway. The transport forecast for the next 20 years confirm the capability of the port to be fit for the future. 8.1.2.
Czech Republic
In Czech Republic – the utilization of waterways is extremely low and falling. The greatest need and the challenge for the IWT is to improve the relevant parameters of the Elbe waterway. The Czech part of the Elbe waterway current parameters, with the exception of vertical clearance, meet the current sailing operation conditions, but are not sufficient to meet the requirements laid down in the agreement AGN about waterways of international importance. Therefore, in accordance with the requirements of AGN, ongoing increase of clearance heights of bridges on 5.25 m with possibility of later increase in heights to 7 m, required by the AGN for waterways categories Va and lower to allow economic transport of containers are carried out step by step. Czech ports need also protection against flooding in order to make their investments in their facilities possible. There is a real need for IWT to be sure the navigability of the Elbe most of the calendar year, to enable guaranteed timely delivery of cargo to the destination. Besides the strong competition of road and railway transportation, the main problem of the waterway transportation on the Elbe river in the Czech Republic (and from Czech Republic and Germany) is its unreliability. The Elbe waterway has a great potential, which is not used. The main problem for the development of water transport on the Elbe waterway is unreliable navigability due to low water levels in some areas for long time periods. Unfortunately, the documentation for the construction of water stage near Decin, which should solve the navigability reliable in the critical section between Usti nad Labem and the border with Germany is ready, but still waiting several years for the approval of the EIA process. There are Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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paradoxically strong protests from environmental organizations against construction of water works, although water transportation has the least environmental impact among others. This would release capacity of rail transport for another cargo and though lowering the CO2 emissions and congestions on roads. Due to the unreliability of the navigability of the Elbe and the strong competition of rail and road transport, ports on the Czech part of the Elbe has not enough expansion plans of facilities for the transshipment of containers on the ships. Investment plans are more concerned with flood protection of ports. The basis for the future development of the waterway transport on the Elbe is based on the Joint Statement of the Ministries of Transport of the Czech Republic and Germany to ensure the navigability of the Elbe on draft 1.60 m during 345 days of the year. After solving the navigability of the Elbe, there will be need to increase capacity in the port of Hamburg for the transshipment of containers on a river boats and equip a fleet of vessels that enable the transport of containers in 2-3 layers. This would release capacity of rail transport for transporting other goods, release the railway capacity for another cargo and so lower the congestions on roads. For the development of the infrastructure of public cargo ports, the ports and the waterway ownwers should seek to obtain substantial support from the Czech state and EU funds. 8.1.3.
Hungary
The assessment of the Freeport of Budapest has been elaborated in line with this methodology. The process of the needs assessment has been as follows: Besides the broader geographical, environmental, demographic and economic context, the main conditions at the Freeport, including technical parameters, organisational and legal issues have been described. The second part of the assessment was the description of all European, national and regional strategies and plans, which define concrete objectives towards the development of waterways, port infrastructures and facilities, the intermodal network and related issues (IT infrastructure, human resources, etc.) in order to increase intermodal freight volumes through European waterways. Despite various European, national and regional objectives aiming at improving inland navigation conditions and waterborne freight volumes, we have to face several barriers that hinder the development of IWW transportation in several aspects. These barriers have also been described in order to have a clearer basis for the identification of the possible future development activities in the Freeport of Budapest. The mapping of the investment needs presents the concrete development actions planned within the area of the Freeport of Budapest. The elements of the development include activities aiming at improving the rail, road and water access of the port, the improvement of port facilities as well as the modernization of the ICT conditions of the Freeport. Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Altogether 29 development activities have been identified to be implemented in the Freeport, out of which the completion of nine components are urgent, twelve activities are to be carried out in the short run, while eight development elements are projected in long term.
The identified 29 development activities described in the needs assessment are as follows: 1. Construction of truck parking lot No. IV 2. Development of the passenger car parking lots 3. Development of the truck parking lot at the barn building 4. Construction of the transit parking lot 5. Reconstruction of the outdoor loading and unloading facilities and tracks 6. Capacity building of the tracks at the barn building (Gabonatárház, Gabonaraktár, Gabonaház, Tárház) 7. Upgrading the tracks of Mirelite Csepel Hűtőipari Kft. and those located on the periphery of the Freeport 8. Illumination of switching lead No. 5 9. Reconstruction of siding No. 28 and the pavement of shunting tracks No. V and VI 10. Implementation of the signalling system of gate No. 3 11. New track at the river wall 12. Shunting tracks 13. Capacity building reconstruction of tracks No. 10, 11 and 12 14. Rail weighbridge 15. Connection in the south to the track network of MÁV (Hungarian State Railways) 16. Construction of the northern connection road - north 17. Construction of the northern connection road - south 18. Construction of the north-south connection road 19. Construction of the southern connection road 20. Construction of the road network of the areas which belong to the northwestern corner of basin No. II 21. Construction of the small outdoor loading and unloading facilities 22. Oversize and/or overweight cargo port 23. Protection of the river bank on the south-eastern corner of basin No. II 24. Restoration of the northern side of the sewer at the entrance 25. Reconstruction of the internal road network 26. Restoration of the sloped river wall on the Danube side 27. Strengthening the Petroleum basin 28. Dredging and geometrical reconstruction of the Petroleum basin 29. GIS system which will promote traffic engineering and trimodality
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8.1.4.
Italy
In the port of Venice investment needs have been identified in port facilities improvement and rail, road and nautical accessibility, focusing on: the realization of the Offshore/Onshore Terminal, the upgrading of the port railway system, new ICT systems and inland waterway connections. Specifically, the most important needs in the Port of Venice area, with perspective to 2025, are as follows: 1. In scope of port facilities: construction of a new Terminal Offshore/Onshore, new gate Marghera, Broadband infrastrcture, Terminal Ro-Ro MoS Fusina; 2. In the scope of rail access: new infrastructures and new ICT systems; 3. In the scope of road access: new road Malcontenta; 4. In the scope of water access: dredging works. The Port of Trieste, for its territorial and maritime characteristics, has the potential to become one of the gates of Europe with respect to the international traffic of long and very long haul. In this direction are oriented, at different levels, the official planning documents and therefore these are the goals to guide the analysis of investment needs in the short, medium and long term. The structure of the TEN- T defines in Trieste the intersection of three priority corridors with such investments (Corridor V, Baltic-Adriatic Corridor, Adriatic Motorway of the Sea). The national and regional planning aims eliminating some existing problems in an efficient manner and improving the supply chain with the aim of increasing the integration with Europe. The plan of the port of Trieste includes a number of significant investments aimed at increasing the capacity of the port and its intermodal vocation. In the immediate future some actions are possible: efficiency measures (eg the railway operations), modernization of facilities and technologies and analysis of organizational procedures and internal management that should be revisited to increase the productivity of the port. Analysing the actual condition of the infrastructures in Porto Nogaro and considering the nature of the most important business entities in the port’s hinterland along with the nature of the main freight type transiting through the port the two priority interventions needed are represented by: • Dredging operation to bring the maximum draft in channels and basins at 7.5 meters; • Upgrade of the rail connection and in particular upgrade of the small bridge on the sidings belonging to the National Railway company (RFI) from C3 to D4 category. Both interventions contribute, indeed, to the decrease of the unitary cost of transport, which is a crucial element for traffics involving goods with low added value as those affecting Porto Nogaro (metal scrap, raw materials for metallurgical and glass industry, semi-finished metal products etc.). Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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In the same direction and for the same reasons (but with longer time perspective) the development of alternative rail and road access to the port and the Aussa Corno industrial area have to be planned. A new and more direct rail and road link toward east connecting Porto Nogaro with Cervignano Freight Village bypassing the town of San Giorgio di Nogaro and allowing easier railway operations is considered strategic in a mid-long term to foster an efficient synergy between the port and the freight village. 8.1.5.
Poland
In Poland the greatest need and the challenge is to restore relevant parameters to inland waterways. This is to a large extent dependent on the ratification of the Agreement AGN by the Pilish Government. Regardless of the accepted variant of the waterway regulation, it will be associated with a significant interference in the river’s ecosystem. In accordance with the environmental directives and guidelines of the European Commission, the investments worsening environmental protection will be implemented only if three conditions are fulfilled at the same time: 1. the anticipated investment objective may not be achieved without harm to protected species and habitats, 2. the investment is justified by overriding public interest. 3. environmental loss will be offset by extending the protection of another area (corresponding to the surface area and quality of which as a result of the investment loses the favourable protected status). Thus, the investment process on waterways will depend not only on the ability to ensure sufficient funds for this purpose, but above all from qualifying the investment as "overriding public interest". 8.1.6.
Slovakia
The hinterland area of the port of Komárno is very perspective as it is the engine of Slovak economy, it predicts the increase of population in next 13 years and it is close to Hungarian market. Though the current situation of the port is not so pleasant as the location of the port is in close neighbourhood of residential zone and the possibilities of expansions are very limited. Next problem is connected with the infrastructure of the town of Komárno as far as it do not have the bridge available for trucks and because of that there are complications of accessibility of the port (and the closest highway is 70 km far). Another problem is that some warehouses are historical monuments and there is no possibility of their upgrading. Concerning these facts the main goals and investment plans of the port will have to lay mostly in preservation of current infrastructure as is reinforcement of the area, maintenance of quay edges or maintenance of rails and rail siding. These investments are necessary for at least maintaining of current competitive position. Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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There will be also necessary investments in crane infrastructure as it needs repairmen and adapting to technological development. Port of Bratislava is currently using only 20% of its capacity. In 2000 – 2009 the annual increase of transhipment performance was about 2,25% and a stronger growth can be expected after completion of the Rhine - Main – Danube waterway in frame of TEN-T project since 2016. In line with this and also in line with the Updated concept for development of public ports Bratislava, Komárno, Štúrovo approved by government of Slovak republic there are several major changes in port of Bratislava. The main objective of the development of the port of Bratislava is strengthening its competitive position in comparison with other river ports on the Danube. Providing new services outside of the portfolio of services that are currently provided, as well as the interest of continuing improvements in infrastructure and superstructure linked to the modernization of the port are the primary factors that should help make it more attractive in the eyes of its customers but also in eyes of general public. Active approach of all stakeholders in these areas should contribute to making the port of Bratislava an attractive partner for operators in the field of transport, logistics and other services. Short and medium term plan is to make from port of Bratislava an attractive port through wide portfolio of logistic, transhipment and other support services. The major development area should be concentrated around Palenisko basin. The reason of using mainly this area is mainly estimated availability of lands after solving some tenancies relationships. 8.1.7.
Slovenia
The catchment area and the potential market area for port of Koper are all the INWAPO countries.Luka koper analysed the existing infrastructure of the port and defined the necessary activities - investments to enhance the role of the sea port of Koper to achieve better intermodality of the port. The connection traffic infrastructure (out of the concession area of the port of Koper) are the railway connections, the road connections and the suitable connection with the sea (channels). The infrastructure out of the concession area is in the competence of the republic of Slovenia (Republic of Slovenia made the plans and is building it). With the precondition that the connection traffic infrastructure will be built , will be possible better extent of use of the existing terminals and the infrastructure of the port. The connection traffic infrastructure and the infrastructure of the of port of Koper have to growth in a paralel way. From the list of all analysed investments were defined the middle/long term investments by priority: Deepening of the basins and the main sea channel to the port Extension of the pier number 1 Extension of the pier number 2 Building of the pier number 3 Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Enlargment of the port in the hinterland of the port (port and connection infrastructure) To assure the effectiveness of the above investments must be realized the road and the railway infrastructure in the hinterland of the port Luka Koper. Regarding the road and railway infrastructure is important the position of the slovenian transport system inside the international (european) transport corridors (TEN-T network), because in this way are assured the stimulation and the cofinancing of the missing sections and modern and effectiveness transport solutions. Luka Koper is very interested to have an active role in the Baltic- Adriatic corridor. The Baltic-Adriatic corridor connects the Baltic Sea with the Adriatic Sea and is one of the most important north-south routes in Europe. It contributes to the European process of growing together for all countries of CE. The corridor forms important hinterland connections from the Baltic sea and from the Adriatic sea.In addition it represents an important connection to other priority axes of the TransEuropean transport Network (TEN-T). To achieve efficient multimodal connections with all the INWAPO countries, the port of Koper have to be included in the Baltic - Adriatic corridor in the document of the European Commission "The New Trans - European Transport Network Policy Planning and implementation issues" confirmed by the European Council and Parliamentary Committees of TRAN and ITRE and in the Mediterranean corridor. At the moment the final approval from the European Parliament is attended. -
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Annex 1. Inland ports indicators Indicators prepared on the basis of the ‘Report on Inland Waterway Transport (IWT) Port Benchmark’ (4.2.4). Austria No 1
Total quay length
Symbol/unit Value Infrastructure indicators 18.100 m Lq [m]
2 3 4 5
Vertical quay length Sloped quay length Quay quality ratio Number of berths
Lqv [m] Lqs [m] Rq Nb [berths]
10.500 m 7.600 m 1
6 7 8
Nap [vessels] NRo-Ro [ramps] Lrwt [m]
80 2 4.550
Lrbt [m]
650 m
10
Anchorage capacity Number of Ro-Ro ramps Length of rail handling tracks along the quay Maximum block train length on tracks along the quay Total storage capacity
270.000 m2
11
Average storage utilization
12
Storage capacity utilization rate Open storage capacity Covered storage capacity Technical (or design) waterside handling capacity Average waterside handling capacity
Cs [m2, m3, t, TEU] Csa [m2, m3, t, TEU] ηsc Cso [m2, t] Csc [m3, t] Cwhtech [t/hour, t/day, m3/hour, m3/day] Cwha [t/hour, t/day, m3/hour, m3/day] ηwh
200.000 m2 70.000 m2 300 t/hour
Cwhtq [t/m, m3/m]
-
Cwhtq [t/m, m3/m]
-
9
13 14 15
16
17 18
19
20 1
Indicator
Waterside handling capacity utilization rate Technical (or design) waterside handling capacity per quay meter Average waterside handling capacity per quay meter Heavy lift capacity Number of motorised
Remarks 5.000 m used for transhipment
only anchorage grounds In all 3 ports
229.500 m2 85%
Square metres!
-
50%
Chv [t]
Bulk cargo
Depends on demand
Performance indicators 1.132 Ns [vessels]
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2 3 4 5 6 7 8 9 10 11
12 13 14 15 16
cargo vessels and pushed barges handled Waterside tonnage handled Direct waterside transhipment Indirect waterside transhipment Arrival rate Service rate Berth occupancy Traffic intensity Average waiting time Average service time Average ship turn-round time in port
Qw [t, TEU, m3]
1,16 Mio t
Qwdirect [t, TEU, m3] Qwindirect [t, TEU, m3] Ar [vessels/day] Sr [vessels/day] Θ Ρ Twa [hrs/ship] Tsa [hrs/ship] Tta [hrs/ship]
-
Tonnage per ship or tonnage per call Equipment reliability Market trends
Qship [t/ship] Qcall [t/call] Re Mt
1025 t/ship
Customs clearance efficiency Opening hours
Ecc [hrs/ship]
-
OH [hrs]
Port of Vienna: Mon-Thu 7.30 am – 4.30 pm Fri 7.30 am – 1.30 pm WienCont: Mon-Thu 6.00 am – 6.45 pm Fri 6.00 am – 5.45 pm
4,5 4,5 Depending on daytime, vesseltype and amount and type of load
95 % Slightly increasing
Gantry cranes Container transhipment: + 1,5 % / year
Czech Republic Port Mělník No 1 2 3 4 5 6 7 8
Indicator
Total quay length Vertical quay length Sloped quay length Quay quality ratio Number of berths Anchorage capacity Number of Ro-Ro ramps Length of rail handling tracks along the quay
Symbol/unit Value Infrastructure indicators Lq [m] 1062 m Lqv [m] 1062 m Lqs [m] 0m Rq = Lqv/Lq 1,0 Nb [berths] 17 Nap [vessels] 41 NRo-Ro [ramps] 1 Lrwt [m]
Remarks
N/A
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9 10 11 12 13 14
Maximum block train length on tracks along the quay Total storage capacity Average storage utilization Storage capacity utilization rate Open storage capacity Covered storage capacity
15
Technical (or design) waterside handling capacity
16
Average waterside handling capacity
17 18 19 20
Waterside handling capacity utilization rate Technical (or design) waterside handling capacity per quay meter Average waterside handling capacity per quay meter Heavy lift capacity
13 14 15
Number of motorised cargo vessels and pushed barges handled Waterside tonnage handled Direct waterside transhipment Indirect waterside transhipment Arrival rate Service rate Berth occupancy Traffic intensity Average waiting time Average service time Average ship turn-round time in port Tonnage per ship or tonnage per call Equipment reliability Market trends Customs clearance efficiency
16
Opening hours
1 2 3 4 5 6 7 8 9 10 11 12
Port Lovosice No Indicator 1 2 3
Total quay length Vertical quay length Sloped quay length
Lrbt [m]
N/A
Cs [m2] Csa [m2]
16000 N/A N/A
ηsc Cso [m2] Csc [m3] Cwhtech [t/hour, t/day, m3/hour, m3/day] Cwha [t/hour, t/day, m3/hour, m3/day]
10000 6000 N/A N/A N/A
ηwh
N/A
Cwhno informationq [t/m, m3/m]
N/A
Cwhtq [t/m, m3/m] Chv [t] Performance indicators
300
Ns [vessels]
26
Qw [t, TEU, m3]
N/A N/A
Qwdirect [t, TEU, m3] Qwindirect [t, TEU, m3] Ar [vessels/day] Sr [vessels/day] Θ Ρ Twa [hrs/ship] Tsa [hrs/ship] Tta [hrs/ship] Qship [t/ship] Qcall [t/call] Re Mt Ecc [hrs/ship] OH [hrs]
N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A depends on agreement
Symbol/unit Value Infrastructure indicators Lq [m] 650 m Lqv [m] 650 m Lqs [m] 0m
Remarks
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4 5 6 7 8 9 10 11 12 13 14
Quay quality ratio Number of berths Anchorage capacity Number of Ro-Ro ramps Length of rail handling tracks along the quay Maximum block train length on tracks along the quay Total storage capacity Average storage utilization Storage capacity utilization rate Open storage capacity Covered storage capacity
15
Technical (or design) waterside handling capacity
16
Average waterside handling capacity
17 18 19 20
Waterside handling capacity utilization rate Technical (or design) waterside handling capacity per quay meter Average waterside handling capacity per quay meter Heavy lift capacity
13 14 15
Number of motorised cargo vessels and pushed barges handled Waterside tonnage handled Direct waterside transhipment Indirect waterside transhipment Arrival rate Service rate Berth occupancy Traffic intensity Average waiting time Average service time Average ship turn-round time in port Tonnage per ship or tonnage per call Equipment reliability Market trends Customs clearance efficiency
16
Opening hours
1 2 3 4 5 6 7 8 9 10 11 12
Rq = Lqv/Lq Nb [berths] Nap [vessels] NRo-Ro [ramps]
1,0 17 41 1
Lrwt [m]
N/A
Lrbt [m]
N/A
Cs [m2] Csa [m2]
6800 N/A N/A
ηsc Cso [m2] Csc [m3] Cwhtech [t/hour, t/day, m3/hour, m3/day] Cwha [t/hour, t/day, m3/hour, m3/day] ηwh Cwhno informationq [t/m, m3/m] Cwhtq [t/m, m3/m]
2500 4300 N/A N/A N/A N/A N/A
Chv [t] N/A Performance indicators Ns [vessels]
N/A
Qw [t, TEU, m3]
N/A N/A
Qwdirect [t, TEU, m3] Qwindirect [t, TEU, m3] Ar [vessels/day] Sr [vessels/day] Θ Ρ Twa [hrs/ship] Tsa [hrs/ship] Tta [hrs/ship] Qship [t/ship] Qcall [t/call] Re Mt Ecc [hrs/ship] OH [hrs]
N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A depends on agreement
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Port Ústí nad Labem No Indicator 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Total quay length Vertical quay length Sloped quay length Quay quality ratio Number of berths Anchorage capacity Number of Ro-Ro ramps Length of rail handling tracks along the quay Maximum block train length on tracks along the quay Total storage capacity Average storage utilization Storage capacity utilization rate Open storage capacity Covered storage capacity
15
Technical (or design) waterside handling capacity
16
Average waterside handling capacity
17 18 19 20 1 2 3 4 5 6 7 8 9 10 11 12
Waterside handling capacity utilization rate Technical (or design) waterside handling capacity per quay meter Average waterside handling capacity per quay meter Heavy lift capacity Number of motorised cargo vessels and pushed barges handled Waterside tonnage handled Direct waterside transhipment Indirect waterside transhipment Arrival rate Service rate Berth occupancy Traffic intensity Average waiting time Average service time Average ship turn-round time in port Tonnage per ship or tonnage per call
Symbol/unit Value Infrastructure indicators Lq [m] 1600 m Lqv [m] 1600 m Lqs [m] 0m Rq = Lqv/Lq 1,0 Nb [berths] 32 Nap [vessels] 48 NRo-Ro [ramps] 0 Lrwt [m] 1600 m Lrbt [m]
N/A
Cs [m2] Csa [m2] ηsc
18600 N/A N/A
Cso [m2] Csc [m3] Cwhtech [t/hour, t/day, m3/hour, m3/day] Cwha [t/hour, t/day, m3/hour, m3/day] ηwh
14000 4600 N/A
Remarks
N/A N/A
Cwhno N/A informationq [t/m, m3/m] Cwhtq [t/m, N/A m3/m] Chv [t] N/A Performance indicators Ns [vessels]
N/A
Qw [t, TEU, m3]
N/A N/A
Qwdirect [t, TEU, m3] Qwindirect [t, TEU, m3] Ar [vessels/day] Sr [vessels/day] Θ Ρ Twa [hrs/ship] Tsa [hrs/ship] Tta [hrs/ship] Qship [t/ship] Qcall [t/call]
N/A N/A N/A N/A N/A N/A N/A N/A N/A
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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13 14 15
Equipment reliability Market trends Customs clearance efficiency
Re Mt Ecc [hrs/ship]
16
Opening hours
OH [hrs]
Port Děčín No 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Indicator
Total quay length Vertical quay length Sloped quay length Quay quality ratio Number of berths Anchorage capacity Number of Ro-Ro ramps Length of rail handling tracks along the quay Maximum block train length on tracks along the quay Total storage capacity Average storage utilization Storage capacity utilization rate Open storage capacity Covered storage capacity
15
Technical (or design) waterside handling capacity
16
Average waterside handling capacity
17 18 19 20 1 2 3 4 5 6 7 8
Waterside handling capacity utilization rate Technical (or design) waterside handling capacity per quay meter Average waterside handling capacity per quay meter Heavy lift capacity Number of motorised cargo vessels and pushed barges handled Waterside tonnage handled Direct waterside transhipment Indirect waterside transhipment Arrival rate Service rate Berth occupancy Traffic intensity
N/A N/A N/A depends on agreement
Symbol/unit Value Infrastructure indicators Lq [m] 1500 m Lqv [m] 1200 m Lqs [m] 300 m Rq = Lqv/Lq 0,2 Nb [berths] 16 Nap [vessels] 32 NRo-Ro [ramps] 0 Lrwt [m] 1500 m Lrbt [m]
N/A
Cs [m2] Csa [m2] ηsc
22800 N/A N/A
Cso [m2] Csc [m3] Cwhtech [t/hour, t/day, m3/hour, m3/day] Cwha [t/hour, t/day, m3/hour, m3/day] ηwh
18000 4800 N/A
Remarks
N/A N/A
Cwhno N/A informationq [t/m, m3/m] Cwhtq [t/m, N/A m3/m] Chv [t] 80 Performance indicators Ns [vessels]
N/A
Qw [t, TEU, m3]
N/A N/A
Qwdirect [t, TEU, m3] Qwindirect [t, TEU, m3] Ar [vessels/day] Sr [vessels/day] Θ Ρ
N/A N/A N/A N/A N/A
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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9 10
Twa [hrs/ship] Tsa [hrs/ship]
13 14 15
Average waiting time Average service time Average ship turn-round time in port Tonnage per ship or tonnage per call Equipment reliability Market trends Customs clearance efficiency
16
Opening hours
OH [hrs]
11 12
Tta [hrs/ship] Qship [t/ship] Qcall [t/call] Re Mt Ecc [hrs/ship]
N/A N/A N/A N/A N/A N/A N/A depends on agreement
Hungary No
Indicator
1 2 3 4 5
Total quay length Vertical quay length Sloped quay length Quay quality ratio Number of berths
6
Anchorage capacity
7
10
Number of Ro-Ro ramps Length of rail handling tracks along the quay Maximum block train length on tracks along the quay Total storage capacity
11
Average storage utilization
8 9
12 13 14
Storage capacity utilization rate Open storage capacity Covered storage capacity
15
Technical (or design) waterside handling capacity
16
Average waterside handling capacity
17 18 19 20 1
Waterside handling capacity utilization rate Technical (or design) waterside handling capacity per quay meter Average waterside handling capacity per quay meter Heavy lift capacity Number of motorised cargo vessels and pushed barges
Symbol/unit Value Infrastructure indicators Lq [m] 4850 Lqv [m] 1650 Lqs [m] 3200 Rq 0,34 Nb [berths] 18 appr. 36 Nap [vessels] (2 vessels per berth) NRo-Ro [ramps] 1
Remarks No remarks No remarks No remarks No remarks No remarks No remarks No remarks
Lrwt [m]
12
No remarks
Lrbt [m]
690
No remarks
141.920 m2
No remarks
90.000
No remarks
63,42%
No remarks
49.120 92.800 80 t/h (bulk) na: normal 100 TEU/h 100 t/h (bulk) 75 t/h (normal) 40 TEU/h 125% (bulk) 40% (containers)
No remarks No remarks
Cwhtq [t/m, m3/m]
250
No remarks
Cwhtq [t/m, m3/m]
130,25 t/m
No remarks
Cs [m2, m3, t, TEU] Csa [m2, m3, t, TEU] ηsc Cso [m2, t] Csc [m3, t] Cwhtech [t/hour, t/day, m3/hour, m3/day] Cwha [t/hour, t/day, m3/hour, m3/day] ηwh
No remarks No remarks No remarks
Chv [t] 32 Performance indicators
No remarks
Ns [vessels]
Data of year 2012
671
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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handled 2
5 6 7 8
Waterside tonnage handled Direct waterside transhipment Indirect waterside transhipment Arrival rate Service rate Berth occupancy Traffic intensity
Qw [t, TEU, m3] Qwdirect [t, TEU, m3] Qwindirect [t, TEU, m3] Ar [vessels/day] Sr [vessels/day] Θ Ρ
9
Average waiting time
Twa [hrs/ship]
10
Average service time
Tsa [hrs/ship]
11
Average ship turn-round time in port
Tta [hrs/ship]
13
Tonnage per ship or tonnage per call Equipment reliability
Qship [t/ship] Qcall [t/call] Re
14
Market trends
Mt
15
Customs clearance efficiency
Ecc [hrs/ship]
16
Opening hours
OH [hrs]
3 4
12
631.698 t
Data of year 2012
631.698 t
Data of year 2012
0
No remarks
2,58 2,58 1 0,056 No data available (rather changeable) 100 t/h (bulk), 75 t/h (normal cargo), 100 TEU/h No data available (rather changeable)
No remarks No remarks No remarks No remarks
941 t/ship No data available Agric. prod. bulk: 32,66% Other prod. bulk: 54,46% Normal cargo: 9,25% Ro-Ro vehicles: 2,93% Containers: 0,69% No data available (rather changeable) Determined by port operators, individually
No remarks
No remarks
No remarks Data of year 2012 No remarks
Data of year 2012
No remarks No remarks
Poland No
Indicator
1 2 3
Total quay length Vertical quay length Sloped quay length
4
Quay quality ratio
Rq = Lqv/Lq
0,273
5 6 7
Number of berths Anchorage capacity Number of Ro-Ro ramps Length of rail handling tracks along the quay
Nb [berths] Nap [vessels] NRo-Ro [ramps]
10 60-100 2
Lrwt [m]
0
8
Symbol/unit Value Infrastructure indicators Lq [m] 4220 m Lqv [m] 1150 m Lqs [m] 3070 m
Remarks
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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9 10 11 12 13 14
Maximum block train length on tracks along the quay Total storage capacity Average storage utilization Storage capacity utilization rate Open storage capacity Covered storage capacity
15
Technical (or design) waterside handling capacity
16
Average waterside handling capacity
17 18 19 20 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Waterside handling capacity utilization rate Technical (or design) waterside handling capacity per quay meter Average waterside handling capacity per quay meter Heavy lift capacity Number of motorised cargo vessels and pushed barges handled Waterside tonnage handled Direct waterside transhipment Indirect waterside transhipment Arrival rate Service rate Berth occupancy Traffic intensity Average waiting time Average service time Average ship turn-round time in port Tonnage per ship or tonnage per call Equipment reliability Market trends Customs clearance efficiency Opening hours
Lrbt [m]
0
Cs [m2] Csa [m2]
293867 30597
ηsc
0,11
Cso [m2] Csc [m3] Cwhtech [t/hour, t/day, m3/hour, m3/day] Cwha [t/hour, t/day, m3/hour, m3/day]
290150 3717 * 3 = 11151
ηwh
no information
Cwhtq [t/m, m3/m]
no information
Cwhtq [t/m, m3/m]
no information
no information no information
Chv [t] no information Performance indicators Ns [vessels]
no information
Qw [t, TEU, m3]
no information
Qwdirect [t, TEU, m3]
no information
Qwindirect [t, TEU, m3] Ar [vessels/day] Sr [vessels/day] Θ Ρ Twa [hrs/ship] Tsa [hrs/ship] Tta [hrs/ship] Qship [t/ship] Qcall [t/call] Re Mt Ecc [hrs/ship] OH [hrs]
no information no information no information no information no information no information no information no information no information no information no information no information 24 h
Slovakia No 1
Indicator
Total quay length
Symbol/unit
Value
Remarks
Infrastructure indicators - Port of Komarno Lq [m] 2 600
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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2 3 4 5 6 7 8 9
Vertical quay length Sloped quay length Quay quality ratio Number of berths Anchorage capacity Number of Ro-Ro ramps Length of rail handling tracks along the quay Maximum block train length on tracks along the quay
10 11 12 13 14 15
Total storage capacity Average storage utilization Storage capacity utilization rate Open storage capacity Covered storage capacity Technical (or design) waterside handling capacity
16 17
Average waterside handling capacity Waterside handling capacity utilization rate
18
19 20
1 2 3 4
Technical (or design) waterside handling capacity per quay meter Average waterside handling capacity per quay meter Heavy lift capacity Number of motorised cargo vessels and pushed barges handled Waterside tonnage handled Direct waterside transhipment Indirect waterside transhipment
Lqv [m]
6 to 8
Lqs [m]
-
Rq
-
Nb [berths]
23
Nap [vessels]
23
NRo-Ro [ramps]
0
Lrwt [m]
3 154
Lrbt [m]
3 154
Cs [m2, m3, t, TEU] Csa [m2, m3, t, TEU] ηsc
32 727
Cso [m2, t]
26 130
Csc [m3, t]
6 597
Cwhtech [t/hour, t/day, m3/hour, m3/day] Cwha [t/hour, t/day, m3/hour, m3/day] ηwh
400 t/hour, 4 000 t/day
Cwhtq [t/m, m3/m]
total transhipment capacity of the port is more than 2,1 mil. Tonnes, therefor 807,7 t/m 0,15 t/h / m
Cwhtq [t/m, m3/m] Chv [t]
3 000 m2
N/A 10%
N/A
Performance indicators - Port of Komarno Ns [vessels] 137 Qw [t, TEU, m3]
148 557 t
Qwdirect [t, TEU, m3] Qwindirect [t, TEU, m3]
N/A N/A
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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6 7 8 9 10 11 13
Service rate Berth occupancy Traffic intensity Average waiting time Average service time Average ship turn-round time in port Equipment reliability
14
15 16
Market trends Customs clearance efficiency Opening hours
Sr [vessels/day]
N/A
Θ
N/A
Ρ
N/A
Twa [hrs/ship]
N/A
Tsa [hrs/ship]
N/A
Tta [hrs/ship]
N/A
Re
N/A
Mt
Type of goods
Ecc [hrs/ship]
Bulk Oil products N/A
OH [hrs]
7.30 – 18.30
Market trend 0,26 0,74
Infrastructure indicators – Port of Bratislava 1
Total quay length
Lq [m]
2540
2
Vertical quay length
Lqv [m]
1150
3
Sloped quay length
Lqs [m]
1390
4
Quay quality ratio
Rq
0,45
5
Number of berths
Nb [berths]
30
6
Anchorage capacity
Nap [vessels]
N/A
7
Number of Ro-Ro ramps
NRo-Ro [ramps]
1
8
Length of rail handling tracks along the quay
Lrwt [m]
25 734 m 1. 626 m 2. 608 m 3. 678 m 4. 723 m 5. 939 m 6. 1990 m Not possible
9
Maximum block train length on tracks along the quay
Lrbt [m]
10
Total storage capacity
Cs [m2, m3, t, TEU]
According to the report 3.3.10 it is not possible to handle block trains in Bratislava
Covered storage 25 790 m2 Open storage 75 335 m2 Free port zone 17 593 m2 Container capacity 25 000 TEU
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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11
Average storage utilization
Csa [m2, m3, t, TEU]
12
ηsc
13
Storage capacity utilization rate Open storage capacity
Cso [m2, t]
For container terminal 14 250 TEU Other data N/A For container terminal approx. 57% 75 335 m2
14
Covered storage capacity
Csc [m3, t]
25 790 m2
17
Waterside handling capacity utilization rate
ηwh
18
Technical (or design) waterside handling capacity per quay meter
Cwhtq [t/m, m3/m]
Current utilization of the port transhipment capacities therefore approximately is: - 27% for bulk cargo - 32% for liquid cargo For bulk cargo 2 213,29 For liquid cargo 907,93
19
Average waterside handling capacity per quay meter Heavy lift capacity
Cwhtq [t/m, m3/m]
For bulk cargo 597,59 For liquid cargo 290,54
Chv [t]
580t
20
According to the report 3.3.10
According to the report 3.3.10 transhipment capacity (designed) of the port for general/bulk cargo is 5 621 760 t per year and transhipment (designed) capacity of the port for liquid cargo is 2 306 131 t
Performance indicators – Port of Bratislava 1 2
3
Number of motorised cargo vessels and pushed barges handled Waterside tonnage handled
Ns [vessels]
1682
Qw [t, TEU, m3]
Total turnover (th.t) 1949 2406 2231 N/A
6
Direct waterside transhipment Indirect waterside transhipment Service rate
Qwdirect [t, TEU, m3] Qwindirect [t, TEU, m3] Sr [vessels/day]
7
Berth occupancy
Θ
N/A
8
Traffic intensity
Ρ
N/A
4
Per year (2012)
Year 2009 2010 2011
N/A N/A
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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9
Average waiting time
Twa [hrs/ship]
N/A
10
Average service time
Tsa [hrs/ship]
N/A
11
Average ship turn-round time in port Equipment reliability
Tta [hrs/ship]
N/A
Re
N/A
Customs clearance efficiency Opening hours
Ecc [hrs/ship]
N/A
OH [hrs]
7.30 – 18.30
13 15 16
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Annex 2. Sea ports indicators Indicators prepared on the basis of the ‘Report on sea ports benchmark’ (4.2.5). Italy (Port of Trieste) No 1 2 3
Indicator Total quay length Number of berths Number of Ro-Ro ramps
Symbol/unit Value Infrastructure indicators Lq [m] 10626 Nb [berths] 52 NRo-Ro [ramps] 5
4
Total storage capacity
Cs [m2, m3, t, TEU]
nd
5
Open storage capacity Length of rail handling tracks along the quay Maximum block train length on tracks along the quay Number of switcher or freight locomotives and/or other rolling stock material,
Cso [m2, t]
nd
6 7 8
Lrwt [m]
10830
Lrbt [m]
450
Nl [locomotives]
Nd
Remarks
The data are available for the different operators with different units of measurement
Performance indicators 1
Number of motorised cargo vessels and pushed barges handled
Ns [vessels]
2797
2
Waterside tonnage handled
Qw [t, TEU, m3]
nd
3
Arrival rate
Ar [vessels/day]
7,6
4
Service rate
Sr [vessels/day]
nd
5
Tonnage per ship or tonnage per call
Qship [t/ship] Qcall [t/call]
nd
6
Average storage utilization
Csa [m2, m3, t, TEU]
nd
ηsc
nd
FTEd [persons]
nd
FTEi [persons]
nd
7 8 9
Storage capacity utilization rate Direct full time employment Indirect full time employment
The data are available for the different operators with different units of measurement It depends on vessel size The data are available for the different operators with different units of measurement There is the average figure for operator
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Italy (Port of Venice) No 1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 6 7 8 9 10
Indicator Sea side related indicators Total quay length, Lq Number of berths, Nb Number of Ro-Ro ramps, NRo-Ro Number of motorised cargo vessels (MCV) and pushed barges handled, Ns Waterside tonnage handled Qw Arrival rate, Ar Service rate, Sr Tonnage (or TEU) per ship, Qship , or tonnage (TEU) per call, Qcall Direct full time employment, FTEd Indirect full time employment, FTEi Quay side related indicators Total quay length, Lq Number of berths, Nb Number of Ro-Ro ramps, NRo-Ro Number of motorised cargo vessels (MCV) and pushed barges handled, Ns Waterside tonnage handled Qw Arrival rate, Ar Service rate, Sr Tonnage (or TEU) per ship, Qship , or tonnage (TEU) per call, Qcall Direct full time employment, FTEd Indirect full time employment, FTEi
Value 15.615 m 95 5 2369 mcv + barges 25.375.834 ton 10 not calculable Qship 10.711 ton/ship 9 000 8 000 15.615 m 95 5 2369 mcv + barges 25.375.834 ton 10 not calculable Qship 10.711 ton/ship 9 000 8 000
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Poland (Port of Gdańsk) No
Indicator
1 2
Total quay length Number of berths
Symbol/unit Value Infrastructure indicators Lq [m] 23.700 Nb [berths] 28
3
Number of Ro-Ro ramps
NRo-Ro [ramps]
5
4 5
Total storage capacity Open storage capacity Length of rail handling tracks along the quay Maximum block train length on tracks along the quay Number of switcher or freight locomotives and/or other rolling stock material,
Cs [m2] Cso [m2]
656.547 549.525 no information
6 7 8
Lrwt [m] Lrbt [m]
no information
Nl [locomotives]
no information
Remarks
quays 1 WOC 1 / port free zone 2 WOC 2 / port free zone 4 PŻB / Polferries 17 TPW / Ferry Terminal 22 DCT / Deepwater Container Terminal
Performance indicators 1
Number of motorised cargo vessels and pushed barges handled
2
Waterside tonnage handled
3
Arrival rate
4
Service rate
5
Tonnage per ship or tonnage per call
Qship [t/ship]
8294
6
Average storage utilization
Csa [m2, m3, t, TEU]
no information no information no information no information
7 8 9
Storage capacity utilization rate Direct full time employment Indirect full time employment
Ns [vessels]
3 243
no information Ar [vessels/day] 8,9 no Sr [vessels/day] information Qw [t, TEU, m3]
ηsc FTEd [persons] FTEi [persons]
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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Slovenia (Port of Koper) No 1 2 3 4 5 6 7 8 1
Indicator Total quay length Number of berths Number of Ro-Ro ramps Total storage capacity Open storage capacity Length of rail handling tracks along the quay Maximum block train length on tracks along the quay Number of switcher or freight locomotives Number of motorised cargo vessels
2 3 4 5
Waterside tonnage handled Arrival rate Service rate Tonnage per ship or tonnage per call
6 7 8 9
Average storage utilization Storage capacity utilization rate Direct full time employment Indirect full time employment
Symbol/unit Value Infrastructure indicators Lq [m] 3.400 Nb [berths] 26 NRo-Ro [ramps] 3 Cs [m2, m3, t, 1.223.000 m2 TEU] Cso [m2, t] 900.000 m2 Lrwt [m] 30.000 Lrbt [m]
Remarks
550
Nl 2 [locomotives] Performance indicators Ns [vessels] 1.954 Qw [t, TEU, m3]
17.9 million tonnes Ar [vessels/day] 6 Sr [vessels/day] 6 Qship [t/ship] 9.161 tonnes Qcall [t/call] per ship Csa [m2, m3, t, 966.170 TEU] ηsc 0.79 FTEd [persons] 1.000 FTEi [persons] 550
Luka Koper group
Authors: Woś K., Wiśnicki B., Jędrzychowski K., Jędrzychowski H. Partner: Mazovia Development Agency Plc Place&Date :Warsaw-Szczecin 24.02.2014 WP4 - Ports Needs Assessment – the final report
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