Search

Inland waterway transport is an important mode of transportation for many countries and regions. Route planning optimization can reduce navigation time, avoid traffic congestion, and improve transportation efficiency. In actual operations, many vessels determine their navigation routes based on the experience of their shipowners. When the captain fails to obtain accurate information, experience-based routes may pose significant navigation risks and may not consider the overall economic efficiency. This study proposes a comprehensive method for optimizing inland waterway vessel routes using automatic identification system (AIS) data, considering the geographical characteristics of inland waterways and navigation constraints. First, AIS data from vessels in inland waters are collected, and the multi-objective Peak Douglas–Peucker (MPDP) algorithm is applied to compress the trajectory data. Compared to the traditional DP algorithm, the MPDP algorithm reduces the average compression rate by 5.27%, decreases length loss by 0.04%, optimizes Euclidean distance by 50.16%, and improves the mean deviations in heading and speed by 23.53% and 10.86%, respectively. Next, the Ordering Points to Identify the Clustering Structure (OPTICS) algorithm is used to perform cluster analysis on the compressed route points. Compared to the traditional DBSCAN algorithm, the OPTICS algorithm identifies more clusters that are both detailed and hierarchically structured, including some critical waypoints that DBSCAN may overlook. Based on the clustering results, the A* algorithm is used to determine the connectivity between clusters. Finally, the nondominated sorting genetic algorithm II is used to select suitable route points within the connected clusters, optimizing objectives, including path length and route congestion, to form an optimized complete route. Experiments using vessel data from the waters near Shuangshan Island indicate that, when compared to three classic original routes, the proposed method achieves path length optimizations of 4.28%, 1.67%, and 0.24%, respectively, and reduces congestion by 24.15%. These improvements significantly enhance the planning efficiency of inland waterway vessel routes. These findings provide a scientific basis and technical support for inland waterway transport. [ABSTRACT FROM AUTHOR]

Inland waterway transport (IWT) is recognized by its social, environmental, and economic advantages if compared with other transportation means. Nevertheless, several barriers have been identified which require the implementation of solutions that lead to the sustainable development of IWT. After reviewing the literature, this paper presents a framework of barriers and solutions for the sustainable development of IWT. The data were classified within the main elements of the IWT system: ports, fleet, and waterway, and subsequently grouped into one of the five proposed factors (governance and policies, management, operational, infrastructure and technology, and human resources). The basis for the enhancement of IWT is the attitude and change of mindset of governments towards IWT development. From there, several solutions can be implemented, such as policies that stimulate IWT growth aligned with the environmental requirements of each basin and encourage the private sector to take part in the search for alternatives in Favor of IWT development as a reliable, sustainable, and economically viable means of transport.

Inland waterway transport is considered a critical component of sustainable maritime transportation and is subject to strict legal regulations on fuel quality. However, crew members often prefer cheaper, inferior fuels for economic reasons, making government inspections crucial. To address this issue, we formulate the ship selection and inspection scheduling problem into an integer programming model under a multi-inspector and multi-location scenario, alongside a more compact symmetry-eliminated model. The two models are developed based on ship itinerary information and inspection resources, aiming to maximize the total weight of the inspected ships. Driven by the unique property of the problem, a customized heuristic algorithm is also designed to solve the problem. Numerical experiments are conducted using the ships sailing on the Yangtze River as a case study. The results show that, from the perspective of the computation time, the compact model is 102.07 times faster than the original model. Compared with the optimal objectives value, the gap of the solution provided by our heuristic algorithm is 0.37% on average. Meanwhile, our algorithm is 877.19 times faster than the original model, demonstrating the outstanding performance of the proposed algorithm in solving efficiency. [ABSTRACT FROM AUTHOR]

Purpose: This study aims to evaluate the operational performance and service quality of inland waterway transport in Warri Southwest, Nigeria, by examining the factors that influence them. Methodology: The study employs a quantitative research approach, using a structured questionnaire to collect data from 180 respondents. The data is analyzed using regression analysis and a structural equation model (SEM) with the help of PLS Software Version 13.0. Results: The findings indicate that cargo clearance, infrastructure quality, and storage facilities significantly influence the performance of agent operation in inland waterway transport (p=0.000). Staff performance also directly impacts the provision of logistical services, which affects customer service. However, jetty operations do not promote operational performance (p=0.075). Additionally, staff performance does not significantly influence the association between jetty operation and performance and the relationship between cargo clearance and infrastructure level (p=0.136, 0.388). Theoretical contribution: This study contributes to the literature on inland waterway transport by providing empirical evidence on the factors influencing operational performance and service quality. The findings can help inform the development of policies and strategies to improve the efficiency and effectiveness of inland waterway transport in Nigeria and other similar contexts. Practical implications: The study's recommendations include improving the quality of infrastructure, cargo clearance processes, and storage facilities to enhance operational performance. Additionally, investing in staff training and development can improve the provision of logistical services and, in turn, customer service. The study also suggests that the government and relevant stakeholders should prioritize the development of inland waterway transport to unlock its potential for socioeconomic development, particularly in rural and hard-to-reach areas. [ABSTRACT FROM AUTHOR]

Abstract Over the years, the demand for transportation has experienced a consistent rise, which has exacerbated a multitude of issues including environmental, visual, and noise pollution, congestion, land use conflicts, and various other related challenges. In this regard, the pursuit of alternatives aimed at mitigating these adverse effects stands as a priority for governments and policymakers. Consequently, inland waterway transport (IWT) emerges as an appealing solution, due to its advantages across the social, environmental, and economic considerations. However, in relation to IWT the concept of sustainable development is insufficiently investigated. The objective of this paper is to undertake a comprehensive review of how the concept of sustainable development is addressed and applied within the framework of IWT systems. To achieve this goal, a systematic literature review was meticulously conducted, utilizing three academic databases (Scopus, Google Scholar, and EBSCO). The review process yielded a total of 51 papers that proved to be pertinent and relevant to the subject matter. The comprehensive literature review facilitated the delineation of the principal elements, factors, and characteristics of the IWT system, as well as the primary drivers for its sustainable development. However, the implications for further research were identified, such as a comprehensive examination of each case due to the distinct geographical, social, economic, and political conditions inherent to each individual basin. That is essential for understanding the unique barriers present within each context and for formulating viable solutions aimed at fostering and incentivizing the sustainable development of IWT systems.

Inland waterway transport is an important mode of transportation for many countries and regions. Route planning optimization can reduce navigation time, avoid traffic congestion, and improve transportation efficiency. In actual operations, many vessels determine their navigation routes based on the experience of their shipowners. When the captain fails to obtain accurate information, experience-based routes may pose significant navigation risks and may not consider the overall economic efficiency. This study proposes a comprehensive method for optimizing inland waterway vessel routes using automatic identification system (AIS) data, considering the geographical characteristics of inland waterways and navigation constraints. First, AIS data from vessels in inland waters are collected, and the multi-objective Peak Douglas–Peucker (MPDP) algorithm is applied to compress the trajectory data. Compared to the traditional DP algorithm, the MPDP algorithm reduces the average compression rate by 5.27%, decreases length loss by 0.04%, optimizes Euclidean distance by 50.16%, and improves the mean deviations in heading and speed by 23.53% and 10.86%, respectively. Next, the Ordering Points to Identify the Clustering Structure (OPTICS) algorithm is used to perform cluster analysis on the compressed route points. Compared to the traditional DBSCAN algorithm, the OPTICS algorithm identifies more clusters that are both detailed and hierarchically structured, including some critical waypoints that DBSCAN may overlook. Based on the clustering results, the A* algorithm is used to determine the connectivity between clusters. Finally, the nondominated sorting genetic algorithm II is used to select suitable route points within the connected clusters, optimizing objectives, including path length and route congestion, to form an optimized complete route. Experiments using vessel data from the waters near Shuangshan Island indicate that, when compared to three classic original routes, the proposed method achieves path length optimizations of 4.28%, 1.67%, and 0.24%, respectively, and reduces congestion by 24.15%. These improvements significantly enhance the planning efficiency of inland waterway vessel routes. These findings provide a scientific basis and technical support for inland waterway transport.

Purpose: This study aims to evaluate the operational performance and service quality of inland waterway transport in Warri Southwest, Nigeria, by examining the factors that influence them. Methodology: The study employs a quantitative research approach, using a structured questionnaire to collect data from 180 respondents. The data is analyzed using regression analysis and a structural equation model (SEM) with the help of PLS Software Version 13.0. Results: The findings indicate that cargo clearance, infrastructure quality, and storage facilities significantly influence the performance of agent operation in inland waterway transport (p=0.000). Staff performance also directly impacts the provision of logistical services, which affects customer service. However, jetty operations do not promote operational performance (p=0.075). Additionally, staff performance does not significantly influence the association between jetty operation and performance and the relationship between cargo clearance and infrastructure level (p=0.136, 0.388). Theoretical contribution: This study contributes to the literature on inland waterway transport by providing empirical evidence on the factors influencing operational performance and service quality. The findings can help inform the development of policies and strategies to improve the efficiency and effectiveness of inland waterway transport in Nigeria and other similar contexts. Practical implications: The study's recommendations include improving the quality of infrastructure, cargo clearance processes, and storage facilities to enhance operational performance. Additionally, investing in staff training and development can improve the provision of logistical services and, in turn, customer service. The study also suggests that the government and relevant stakeholders should prioritize the development of inland waterway transport to unlock its potential for socio-economic development, particularly in rural and hard-to-reach areas.

an era of increased sustainable transport, the European inland navigation industry has received significant attention to attain sustainable transport. Tremendous opportunities to substantially move freight on waterways are present in the UK; however, several challenges have been appropriately addressed, including infrastructural gaps and various institutional support programs. The paper addresses the UK’s current situation of inland navigation and the key challenges affecting the sectors as a viable alternative transport solution. The article explores and summarises the geographic opportunities, commercial feasibility, and the current condition of the UK’S inland navigation sector. From the practical scenario of the UK’s experience, an attempt was made by the authors to find the critical challenges and issues faced by the industry. The emerging themes from the analysis of this paper indicated governance and leadership issues, cooperation, and coordination mechanism between establishments with various functions and responsibilities, merged with infrastructural investment, are strategic elements for expansion in the UK. Conclusively, the authors presented recommendations for improvement and sustainable development.

Inland waterway transport is considered a critical component of sustainable maritime transportation and is subject to strict legal regulations on fuel quality. However, crew members often prefer cheaper, inferior fuels for economic reasons, making government inspections crucial. To address this issue, we formulate the ship selection and inspection scheduling problem into an integer programming model under a multi-inspector and multi-location scenario, alongside a more compact symmetry-eliminated model. The two models are developed based on ship itinerary information and inspection resources, aiming to maximize the total weight of the inspected ships. Driven by the unique property of the problem, a customized heuristic algorithm is also designed to solve the problem. Numerical experiments are conducted using the ships sailing on the Yangtze River as a case study. The results show that, from the perspective of the computation time, the compact model is 102.07 times faster than the original model. Compared with the optimal objectives value, the gap of the solution provided by our heuristic algorithm is 0.37% on average. Meanwhile, our algorithm is 877.19 times faster than the original model, demonstrating the outstanding performance of the proposed algorithm in solving efficiency.

Addressing nautical bottlenecks is crucial for optimizing the utilization of inland waterways and maximizing the economic benefits of transports. To maximize economic benefits, a study was conducted to validate a key performance indicator (KPI)-based framework. This framework offers a structured approach to assessing the impact of resolved nautical bottlenecks on the economic benefits of inland waterway transport (IWT). To validate the applicability of the KPI framework, interviews with eleven experts were conducted. The goal was to prioritize each KPI based on their insights. The results of the interviews shed light on the relevance and coherence of both the individual KPIs and the overall KPI framework. The experts confirmed the importance of measures related to transportation efficiency, such as reduced transit times, increased vessel throughput, and enhanced reliability. The validated KPI-based framework serves as a valuable tool for policymakers, industry stakeholders, and researchers. It enables the assessment of the effects of resolving nautical bottlenecks in inland waterway systems. Future research should focus on quantifying the multifaceted impacts, making this framework even more useful for decision-making processes concerning investments in infrastructure upgrades and maintenance. [ABSTRACT FROM AUTHOR]

Overcoming the global sustainability challenges of logistics requires applying solutions that minimize the negative effects of logistics activities. The most efficient way of doing so is through intermodal transportation (IT). Current IT systems rely mostly on road, rail, and sea transport, not inland waterway transport. Developing dry port (DP) terminals has been proven as a sustainable means of promoting and utilizing IT in the hinterland of seaport container terminals. Conventional DP systems consolidate container flows from/to seaports and integrate road and rail transportation modes in the hinterland which improves the sustainability of the whole logistics system. In this article, to extend literature on the sustainable development of different categories of IT terminals, especially DPs, and their varying roles, we examine the possibility of developing DP terminals within the framework of inland waterway container terminals (IWCTs). Establishing combined road-rail-inland waterway transport for observed container flows is expected to make the IT systems sustainable. As such, this article is the first to address the modelling of such DP systems. After mathematically formulating the problem of modelling DP systems, which entailed determining the number and location of DP terminals for IWCTs, their capacity, and their allocation of container flows, we solved the problem with a hybrid metaheuristic model based on the Bee Colony Optimisation (BCO) algorithmand the measurement of alternatives and ranking according to compromise solution (i.e., MARCOS) multi-criteria decision-making method. The results from our case study of the Danube region suggest that planning and developingDP terminals in the framework of IWCTs can indeed be sustainable, as well as contribute to the development of logistics networks, the regionalisation of river ports, and the geographic expansion of their hinterlands. Thus, the main contributions of this article are in proposing a novel DP concept variant, mathematically formulating the problems of its modelling, and developing an encompassing hybrid metaheuristic approach for treating the complex nature of the problem adequately. [ABSTRACT FROM AUTHOR]

The current situation in Ukrainian coastal regions highlights the need for interaction between different types of transport to secure import and export demands. This is especially topical due to the risks presented by the Russo-Ukrainian armed conflict and the prospects of the future reconstruction of Ukraine. The current policy documents of long-term planning in the maritime sphere require a greater focus on the interests and needs of coastal regions. There should be specific norms for the synergy of the sea and inland water transport and different types of land transport within maritime regions. Building a comprehensive approach to foster the development of coastal regions necessitates the harmonization of varying program documents. The experience of marine and inland water transport during wartime, the shift of shipping from seaports to ports combining sea and river directions which occurred over five months during 2022, and the renewal of regional transport cooperation indicate the formation of a new integrated approach to coastal regions; one which demands updated regulation and long-term strategic planning.

The financial market has a strong influence on supporting the transition to a zero-emission transport system, as this sector requires large investments to implement low-emission technologies and infrastructure and to promote intermodality. This article presents the results obtained from a literature review on the financing mechanisms that have been used in different countries to finance alternatives to decarbonization in rail and inland waterway modes. For this purpose, databases such as Google Scholar, Scopus, MDPI, websites of governments and other related organizations were reviewed. Over 240 sources of information from articles and documents focusing on green finance in rail and inland waterway modes were reviewed. Our study identified many gaps in the literature on green transport financing. We also identified that in the databases consulted, it was possible to obtain more academic sources related to rail transport than inland waterway transport. Finally, an analysis is made of how implementation projects in the rail and inland waterway modes have been financed in Colombia. [ABSTRACT FROM AUTHOR]

IntroductionIn 2018, the Rhine transport sector experienced an unprecedented low water crisis, during which large cargo vessels were no longer able to navigate on certain sections of the river. This led to a major disruption in inland waterway transport. This article aims at questioning how the crisis acted as a stimulus for port authorities and their customers to consider the risks for their assets and operations and as a window of opportunity for creating a new collective and for defining “solutions.”MethodologyInspired by the Impact Chain methodology, a step-by-step protocol integrating focus groups and interviews, was applied so that stakeholders affected by low waters can identify their individual and common vulnerability and define possible ways of acting (pathways).ResultsOne of these pathways, the transitional infrastructural pathway, targets to increase the water level and overcome low water levels (use of Lake Constance as a water reservoir or creation of new water storage areas; deepening of the channel at Kaub and Maxau). It appears as the most suitable because it is a technical, well-controlled process that provides a comfortable solution in the short term. It exemplifies the lock-ins set by infrastructure.DiscussionHowever, the participative approach also highlights the fundamental challenge of developing new processes and new intermodal organizations in the long term.

Public policies and economic incentives are widely used as a strategy to stimulate the use of green technologies and low-emission practices in the waterborne transport sector. Since the Paris Agreement, countries have been encouraged to implement more strategies to reduce greenhouse gas emissions and to build resilience against climate change impacts in developing countries. This article presents a literature review on policies, regulations, and programs that represent economic incentives to promote alternatives to decarbonize maritime and inland waterway transport in sixteen countries, including Colombia. More than one hundred thirty sources of information were reviewed, including official portals of governments, port authorities and organizations, and scientific articles; therefore, the incentives found were grouped into three categories: project financing, differentiated port tariffs, and incentives to cover onshore power service fees. As a result of this review, it was found that differentiated port tariffs were the most common type of incentive. Finally, the specific case of Colombia was analyzed, which provides a deeper perspective of current policies and measures aimed at encouraging the decarbonization of waterborne transport and compares them with the international panorama. [ABSTRACT FROM AUTHOR]

As recent years have shown, inland waterways are prone to hydroclimatic impacts. Dry spells, such as in 2003, 2015 or 2018, significantly affected freight transport as well as passenger shipping along Central Europe's major inland waterways, such as the River Rhine. At the same time, heavy rainfall and the proceeding sea-level rise increasingly hamper the management of numerous inland waterways, such as the Kiel Canal. As prognostic information enables waterway stakeholders to take preventive measures regarding hydroclimatic impacts, the demand for extended-range hydrological forecasts tailored to the management and use of waterways is significantly increasing. Based on preliminary studies, the Federal Institute of Hydrology started developing preliminary extended-range forecast products for relevant gauges at the German waterways since 2015. Step-by-step operational services supplying these new forecast products have been set-up. For the River Rhine, a ten-day forecast has been publicly available since 2019. In 2022, a six-week forecast for Rhine and Elbe will further extend the waterway-related forecasting services in Germany. This article provides insight into the setting of these extended navigation-related forecasting services, where the communication of forecast uncertainties is still a major challenge. [ABSTRACT FROM AUTHOR]

Inland waterway transport (IWT) is currently in focus for EU countries due to a shift in policy towards a more sustainable and green economy. The aim of this article is to analyze the possibility of using a grey incidence analysis (GIA) to identify key factors related to the functioning of the IWT system. GIA is classified as a multi-criteria decision-making method and is one of the key applications of grey systems theory (GTS), i.e., systems with incomplete and uncertain information about structure and behavior. GIA identifies the most favorable (or quasi-preferred) system characteristics and the most favorable (or quasi-preferred) system factors. The identification of such characteristics and factors enables a reduction in the inconsistencies in decision making on the functioning of the system. The application of the GIA to the assessment of the IWT system is an original concept. [ABSTRACT FROM AUTHOR]

To ensure the development of sustainability, the Europe Union (EU) set the goal of becoming a climate-neutral economy by 2050. The EU's ambitious new target cannot be achieved without the involvement of all modes of transport in order to reduce emissions. According to it, the development of inland waterway transport is a key to ensuring sustainability. Calculations proving the benefits of developing the use of inland waterway transport for ensuring sustainability using the example of the Republic of Lithuania were carried out in this paper. Namely, the calculation of the benefit from the transfer of part of the cargo flow from the busy highway A1 Kaunas–Klaipeda to Neman River (inland waterway of international importance E41). Modeling and detailed comparison using the method of calculating the impact on the main external costs (accidents, air pollution, climate change, noise, habitat damage, congestion) showed that external costs are lower when transporting cargo by river. Increasing the barge capacity from 1000 t to 1800 t reduces the external cost of climate change by 25%. Moreover, replacing diesel with liquefied natural gas can reduce the external costs of climate change by 15% to 25%. The greatest effect is achieved by reducing the level of noise, congestion, and safety. It is possible to enlarge the positive effect by using energy generated by solar or wind power plants for electric-powered ships. [ABSTRACT FROM AUTHOR]

The article concerns the assessment of the energy consumption of inland waterway freight transport on river sections in the context of environmental management. The research question was: Does the choice of the route determine the total energy consumption of inland waterway transport and therefore affect the potential of cargo transport of this mode? The article aims to indicate the directions of energy consumption by inland waterway freight transport depending on the route selection, the volume of transport, and the length of the route. The study was carried out on nine sections of the Odra River in Poland during the years 2015–2020. Statistical and econometric techniques were used, i.e., ANOVA, generalized linear models, Eta coefficients, Lasso and Ridge regularization, and X-average control charts (Six Sigma tool). Based on early warning models, river sections were identified that favor the rationalization of energy consumption in terms of the network. The sensitivity of the energy consumption of inland waterway transport to changes in the average distance and in the volume of transport was examined. With the use of Six Sigma tools, the instability of the energy consumption processes of inland waterway transport was identified, paying attention to the source of the mismatch, which was the increase in the average transport distance in the sections, where energy consumption increased due to the operational and navigation conditions of these sections. [ABSTRACT FROM AUTHOR]

Inland waterway transportation (IWT) is highly efficient in terms of greenhouse gas emissions but lacks economic competitiveness when compared to other modes of transport. Digital information services that foster efficiency and sustainability of IWT are considered important elements for improving its attractiveness and thereby reducing greenhouse gas emissions of the transportation sector as a whole. Therefore, this paper addresses the question of what kind of digital information services are actually needed and should be provided, e.g., by port and waterway authorities, to stimulate a modal shift in favour of IWT. Though the concept of river information services (RIS) already provides a harmonised approach to information services in the sector, the current political and scientific discourse still lacks insight into what degree the currently available information services actually meet industry needs. Equally, possibilities to provide practical recommendations are limited. Therefore, this contribution fills this knowledge gap by providing data from the field gathered through a combination of qualitative and quantitative research methods. After elaborating on the underlying problem as well as the current state of research and practice, we will lay out observed information-relevant challenges to business actors and their respective needs. Based on this, practical recommendations for improvements of digital services and further avenues for research are derived. [ABSTRACT FROM AUTHOR]

The article focuses on the activities of the Northern River Shipping Company during the Great Patriotic War. The author analyzes the problems which the river transport workers of the Northern Dvina Basin faced after the outbreak of war and in subsequent years, as well as various ways to solve those problems year by year. Based on the analysis of the archival documents, which for the most part served as the main historical sources for this article, the author concludes that due to the ruthless exploitation during the war, the fleet fell into decline and was literally kept afloat mostly by the heroic effort of its workers, 70 percent of whom were women, elderly men, and children.

The river Rhine is one of Europe’s busiest waterways and is part of the Rhine-Alpine corridor. In 2018 the river experienced a severe low discharge extreme. This impacted the river’s transport capacity for a period of several months, causing shortages of source materials and fuels in regions far in-land. Historically, prolonged droughts of this magnitude are not uncommon. Concerns have been raised, however, that climate change may further increase their frequency and severity. Additionally the increased proportion of larger vessels in the overall fleet composition has made the supply of cargo via the river Rhine more vulnerable to reduced water depths. A better understanding of the risks and effects of sustained low water levels for Inland Waterway Transport network performance is therefore essential to enable sensible mitigation. An integral model that explicitly links the state of the river to supply chain performance at the scale of corridors, however, appears to be not yet available. This paper suggests a novel method to explicitly include the cascading effects of low discharge events (and mitigating measures) in climate risk assessments of waterborne supply chain performance, at system level. It is shown that its implementation can describe cascading effects and climate risks for fleet management and terminal operation.

Modal shift from road to water is a strategy prioritised by both the European Union and many of its member states. However, inland waterways remain underutilised in most member states, and even the small number of countries in which inland waterway transport is well established, the sector faces fierce competition from road-based solutions. There is potential to develop tools and strategies for expanding the use of inland waterways by better understanding what activities key actors can rely on to facilitate modal shift. In this multiple-case study, we identify activities that actors perform to realise modal shift to inland waterways in five cases from the North Sea Region, by conducting interviews, workshops, and field observations. In each case, the process of modal shift varied depending upon which actor initiated specific activities, the order of performing activities and the number of iterations required to advance. Activities revolved around understanding the current situation, identifying potential solutions, testing solutions and promoting solutions. Getting stakeholders on board and identifying goods flows were integrated in all themes. The structured and emergent approach were outlined, highlighting varying starting points (mature or immature market) and actor engagement (facilitating or initiating roles). Different actors could assume leading roles. Authorities can target initiatives and policies to form relevant alliances and support modal shift by approach, while practitioners can relate and be inspired by the described activities in the varying contexts and adhere to entrepreneurial roles. Realising large-scale modal shift requires multi-actor engagement, openness to emergent solutions and long-term endurance. [ABSTRACT FROM AUTHOR]

This paper demonstrates the application of the principle of reversed wave energy converter for the study of a new type of water transportation that facilitates lowering water consumption depends upon the payload. This research sets a new platform, where the fluid-based transportation system comes with the help of open-bottomed air vessels attached to the floating vessel. The fluids are having different densities such as water and air represented as the compliant materials used for the investigation of the damping curves of the fluid-based transportation system within the applied boundary conditions using the Matlab/Simulink. Depending on the payload requirement, the air vessel determines low water consumption as an alternative to the buoyancy-based water vehicles. The principle of reversed wave energy converter develops the lateral water pressure that helps to minimize the total resistance force and this is identified as the significant feature of the fluid-based transportation system. [ABSTRACT FROM AUTHOR]

This paper disentangles the impact of critical water levels on container cargo transported along the Rhine River. It analyzes monthly throughput and all instances where navigability was constrained due to low or high water levels between 2000 and 2022, employing a time series econometric model. The study considers water level conditions at critical locations between economic centers while controlling for confounding effects. Our findings reveal an average monthly impact of -0.2% per day of disruption and -5.9% when the disruption remained for more than 24 days. Notably, vulnerability to critical conditions has doubled since 2018 and exhibits spatial variation. The most pronounced disturbances and their lagged effects are associated with localized low water level incidents. We show that enhancing the resilience of inland waterways to climate change is essential to avert potential losses in container throughput, estimated to range between 7% and 20% annual average by 2050. [ABSTRACT FROM AUTHOR]

The article presents an analysis of offenses in inland navigation in 2013-2017, based on the number and reasons for issuing fines by Offices of Inland Navigation in Poland. In the investigated period, in Poland, over 1,300 fines were issued on the basis of five articles of the Act of 21st of December 2000 on Inland Navigation. Based on the collected data, the most common reasons for punishing crews of inland vessels were determined and the impact of these offenses on the safety of inland navigation in Poland was identified. In addition, recommendations for changes in the classification of offenses were presented due to the too wide spectrum of individual articles, which adversely affects the ability to interpret the most common offenses and makes it difficult to assess the causes and effects of their occurrence.

As recent years have shown, inland waterways are prone to hydroclimatic impacts. Dry spells, such as in 2003, 2015 or 2018, significantly affected freight transport as well as passenger shipping along Central Europe’s major inland waterways, such as the River Rhine. At the same time, heavy rainfall and the proceeding sea-level rise increasingly hamper the management of numerous inland waterways, such as the Kiel Canal. As prognostic information enables waterway stakeholders to take preventive measures regarding hydroclimatic impacts, the demand for extended-range hydrological forecasts tailored to the management and use of waterways is significantly increasing. Based on preliminary studies, the Federal Institute of Hydrology started developing preliminary extended-range forecast products for relevant gauges at the German waterways since 2015. Step-by-step operational services supplying these new forecast products have been set-up. For the River Rhine, a ten-day forecast has been publicly available since 2019. In 2022, a six-week forecast for Rhine and Elbe will further extend the waterway-related forecasting services in Germany. This article provides insight into the setting of these extended navigation-related forecasting services, where the communication of forecast uncertainties is still a major challenge.

The article concerns the assessment of the energy consumption of inland waterway freight transport on river sections in the context of environmental management. The research question was: Does the choice of the route determine the total energy consumption of inland waterway transport and therefore affect the potential of cargo transport of this mode? The article aims to indicate the directions of energy consumption by inland waterway freight transport depending on the route selection, the volume of transport, and the length of the route. The study was carried out on nine sections of the Odra River in Poland during the years 2015–2020. Statistical and econometric techniques were used, i.e., ANOVA, generalized linear models, Eta coefficients, Lasso and Ridge regularization, and X-average control charts (Six Sigma tool). Based on early warning models, river sections were identified that favor the rationalization of energy consumption in terms of the network. The sensitivity of the energy consumption of inland waterway transport to changes in the average distance and in the volume of transport was examined. With the use of Six Sigma tools, the instability of the energy consumption processes of inland waterway transport was identified, paying attention to the source of the mismatch, which was the increase in the average transport distance in the sections, where energy consumption increased due to the operational and navigation conditions of these sections.

The article presents an assessment of the impact of the results of the measurement of the inland ship's draught on the shipowner's decisions regarding incurring financial expenses for maintaining vessels in operability by carrying out repairs and modernization The aim of the article is to present the possible actions taken by shipowners in response to the changing level of reliability of their vessels. The article assesses the impact of ship draught measurement results on shipowner's decisions, with particular emphasis on operability. The analysis was carried out using data collected during the work of the Technical Inspection Commission in Szczecin in 2017-2018 regarding the draft and load capacity of ships. [ABSTRACT FROM AUTHOR]

This paper analyses strategies to overcome barriers to a modal shift to inland waterway transport (IWT). Barriers identified in research literature have been categorised as regulatory, financial, service quality and market characteristics. Using two cases involving Swedish entrepreneurs initiating IWT, this paper has shown how barriers to the modal shift to IWT can be managed where markets are limited. Modal shift involves multiple actors, and the entrepreneurs interacted with ports, shippers, shipping companies, regulatory actors, forwarders and hauliers, depending on the barrier. Strategies to manage barriers included negotiating, educating stakeholders, securing volumes, conducting a proof-of-concept run and identifying business opportunities for stakeholders. The findings can increase stakeholders' knowledge of IWT. Policy makers aiming to promote modal shift must understand that fees and legislation act as barriers. [ABSTRACT FROM AUTHOR]

• A comprehensive comparative empirical analysis on the container shipping network. • Supported by extensive datasets, incorporates the latest development on river basin. • Combine descriptive and explanatory analysis from interdisciplinary approaches. • A large diversity exists in how inland port systems development. The formation of barge networks on rivers and associated inland port systems is subject to a complex set of influencing factors and mechanisms. This paper aims to present a comprehensive comparative empirical analysis focusing on the container shipping (barge) network in the Yangtze and the Rhine. This analysis is supported by extensive datasets on both river basins, incorporates the latest development on both rivers and is grounded on concepts and methods coming from transport geography and economic geography. We find that a large diversity might exist in how inland port systems and related gateway seaports are dealing with cargo flows and supply chains. In view of explaining this diversity, we make a distinction between geographical/nautical aspects, macro-economic factors and institutional/governance factors. In particular, we discuss the role of institutional and governance factors in barge network development by using the concepts of selection, retention and variation. [ABSTRACT FROM AUTHOR]

This paper deals with the applicability of alternative power system configurations to reduce the environmental footprint of inland waterway ships. Its original contribution includes: models for assessment of the lifetime emissions and associated lifetime costs of alternative power system configurations for different types of inland waterway vessels, identification of the most cost-effective options for these vessels, and an estimation of the impact of emission policies on the profitability of each option. The case study considers the Croatian inland waterway sector, where three types of vessel with significantly different purposes, designs, and operative profiles are considered (cargo ship, passenger ship, and dredger). The technical and operational features of these ships are analyzed with an emphasis on their energy needs. Then, life-cycle assessments (LCAs) of a diesel engine-powered ship configuration and two battery-powered ship configurations (with and without a photovoltaic system) are performed by means of GREET 2020 software. These configurations are compared from the economical viewpoint, by the life-cycle cost assessment (LCCA), where potential carbon credit scenarios are investigated, while relevant quantities are converted into monetary units. Although the LCA identified the photovoltaic cells’ battery-powered ship configuration as the most environmentally friendly, according to the LCCA, its life-cycle costs are rather high, except for passenger ships, for which the battery-powered ship configuration is a feasible option. If a set of required specific input data is known, the presented procedure is applicable to reduce the environmental footprint of any other inland waterway fleet.

A framework for risk assessment due to inland waterway transportation of dangerous goods is designed based on all possible event types that may be caused by the inland transportation of dangerous goods. The objective of this study is to design a framework for calculating the risks associated with changes in the transportation of dangerous goods along inland waterways. The framework is based on the traditional definition of risk and is designed for sensitive riverside environmental conditions in inland waterways. From the perspective of transportation management, this paper introduced the concept of transportability of dangerous goods and constructed a transportability assessment framework, which consists of a multi-index evaluation system and a single metric model. The result of the assessment is as an auxiliary basis to determine the transportation permit and control intensity of dangerous goods in an inland waterway specific voyage. The methodology is illustrated using a case study of transporting fireworks in the Yangtze River.

Inland waterway transport (IWT) via the Mekong River has an advantage over road transport in terms of shipping cost. In order to enhance the competitiveness of IWT, a field survey was carried out to identify issues which need to be addressed. The survey also included a night time border crossing by barge thanks to the cooperation of stakeholders in Cambodia and Vietnam. The survey results indicated that 24-hour border point operation along the river would increase transport capacity and provide access to mother container vessels calling at Southern Vietnamese ports. In addition, the simulation results of the container cargo assignment model show that the increase of barge size and 24-hours border point operation will enlarge the share of water transport. The improvements to the inland waterway system will create business opportunities for factories in Cambodia.

Inland waterways have the potential to enhance port-hinterland connectivity and foster sustainable freight transport. Their development as transport corridors is highly dependent on geography, yet spatial spillovers of port throughput are often overlooked. In Europe, the configuration of inland container terminals can lead to cross-border spillovers. This paper analyzes inland container throughput between 2007 and 2021 in the Rhine-Alpine Corridor to quantify its spatial dependence and economic spillover effects. The assessment involves 43 regions from Belgium, France, Germany, Netherlands, Luxemburg, and Switzerland. A Spatial Durbin Model is developed accounting for economic conditions, fixed effects, and time trends. The results suggest that throughput exhibited spatial concentration patterns, which intensified after water levels dropped in 2018. Second, the spatial dependence is heterogeneous between transport performance in tonne-km vs. TEU-km. Third, technological resources and population density were positively associated with throughput, while the opposite was found for employment and motorways. Notably, the spillovers of technological resources and employment were considerably higher than the local impact. Based on these findings, the paper advises on spatially oriented policies to address low water levels, workforce decline, and the need for new business models. [ABSTRACT FROM AUTHOR]

In this paper a model is developed to analyse and compare the transport costs of intermodal inland waterway transport and road-only-transport. The influence of the economies of scale in inland waterway transport and terminal operations are taken into account in the analysis. In the model the transport costs are defined and related to different transport operations and conditions (e.g. share of empty kilometres, capacity usage of terminals, etc.) in order to analyse the sensitivity of the cost performance of intermodal inland waterway transport. By doing this it is possible to analyse to what extent intermodal freight transport is competitive with road-only transport in terms of transport costs and specific operations and conditions (both in shipping and terminal). The conclusions prove that roundtrips, drop & pick operations in pre- and end-haulage and smaller containers (20 ft instead of 40 ft) considerably improve the competitiveness of intermodal inland waterway transport, while the relative high cost operations in small terminals reduce the competitiveness of intermodal inland waterway transport.

The Danube River Basin is shared by 19 countries, which makes it the world's most international river basin. More than 81 million people of different cultures and languages live in the Danube Basin and they all are interconnected through the widely ramified water system of the Danube. The cultural variety is not only a valuable attribute of this region, but it also causes barriers related to the transport of goods and passengers on the Danube waterway and its navigable tributaries. The abundant existence of administrative barriers in Europe limits the economic and environmental potentials of inland waterway transport (IWT) as a sustainable mode of transport. These administrative barriers consist for example in reporting requirements that vary considerably among fairway authorities and Danube countries. Most often, reports or data provided cannot be re-used across countries or is not available requiring additional input or additional reporting activities by the barge operator. The objective of this paper is to identify administrative barriers for IWT on the Danube and develop solutions for improved procedures and processes. Data is collected from a dense network of stakeholders operating along the Danube. National focus groups were held to analyse the procedures and administrative processes in inland waterway transport and identify barriers. Further, an online-survey has been set up to collect data. Potential solutions are developed in a cooperative way together with involved operators and authorities.The philosophy of lean administration suggests that non-value added activities ("waste") must be identified in a first step to make processes more efficient. A diverse number of nonvalue added administrative barriers were therefore identified in the countries along the Danube. Afterwards, Port Community Systems are introduced as a possible solution to overcome administrative barriers. [ABSTRACT FROM AUTHOR]

This paper explores and summarizes the experience of financing water transport infrastructure of a number of countries with developed network of inland waterways, namely the USA, Russia and Germany. The purpose of the work is to generalize current situation and find ways of optimization of inland waterway transport infrastructure financing. The first part of the paper analyses the state of inland waterways infrastructure. The next part describes the existing financing systems. The last part examines the main problems that hamper the development of the industry and looks for possible ways to solve them. [ABSTRACT FROM AUTHOR]

Transport time and cost are decisive factors for shippers when they choose a mode for their transport. For inland waterway transport in particular, these aspects are more uncertain and less easy to generalize than for road and rail. This is due to the highly variable waterway conditions on free-flowing rivers and due to the large variety of inland ships. Today's transport models, however, do not take these factors into account. This paper shows that dynamic fairway conditions, the ship's amount of propulsion power, and the captain's behaviour have a substantial impact on the attainable speed and fuel consumption of inland ships. This in turn has a significant impact on attainable sailing schedules and transportation cost, as we demonstrate through a case study for ships sailing on the Rhine-Danube corridor. We, therefore, conclude that there is a clear potential to improve the representation of inland waterway transport in freight models by modelling the effects of actual ship characteristics and waterway conditions at the micro-level. [ABSTRACT FROM AUTHOR]

In Canada's Northwest Territories, goods are delivered to remote communities and natural resource extraction sites by inland barge, trucks, and for some goods, air. Combinations of all-weather and winter roads are used in the winter months, while river barge transport and all-weather roads are used in the summer. However, Northern Canada is disproportionately impacted by climate change, which results in greater variability in water level conditions on the Mackenzie River from year to year. This in turn critically affects tug-and-barge operations on the river. This paper investigates Mackenzie River Corridor freight delivery performance – with a focus on the river route – considering how variations in river water conditions can impact network operations and operational costs. We investigate the impacts of water level variation on shippers' route choice decisions, waterway supply capacity and the resulting overall performance of the freight transport system. Model outcomes provide insights into how the multimodal transportation network may be utilized and perform (quantified by delays and generalized costs) under different water level scenarios. The overarching purpose of the analysis is to provide guidance for infrastructure investment decision-making and business case development, to maintain an effective freight transportation network in the face of on-going climate change impacts. [ABSTRACT FROM AUTHOR]

The inland waterway transport sector in Western Europe is a competitive market with an excess of supply over demand. Overcapacity puts pressure on prices, and has caused a decline in profitability, particularly since the economic crisis of 2008. In this competitive environment, it is crucial for ship owners to have accurate information on the cost of their service in order to avoid setting freight rates at non-profitable levels. For this reason, a scientific instrument to calculate the cost of inland waterway transport is needed. Following upon a literature review, the aim of the paper is to develop a new cost calculation model by vessel type, taking into account internal fixed and variable out-of-pocket costs, from the ship owner's perspective, as well as external cost elements of inland waterway transport. Subsequently, the methodology behind the input parameters, the model computations, and the output is discussed and supported with a case study. The paper reveals that a model for use in the inland navigation sector needs to be based on company-specific input parameters. Due to the variety of ship types and dimensions, operation modes, contracts, and specific trip considerations, models based on average values seldom provide accurate results. The collection of averages, however, can serve scientific purposes, such as the analysis of investment decisions, or the effect of changes to the charter agreement. As such, the model proposed in this paper is capable of collecting and processing user input for the generation of average values, for further insights into the inland navigation sector. [ABSTRACT FROM AUTHOR]