523
1
INTRODUCTION
Advantages of river transport compared to other
modes of transport as well as the growing need for
the development of river transport and connection
with the surrounding seas raise the question of the
possibility of connecting the Danube River with the
sea ports in the region. Characteristics of the
navigation
routeoftheDanubeRiver,thedistanceof
theharboursfromotherimportantportsintheregion
as well as the characteristics of the ports on the
Danube River in Serbia are the basis for more
compleximplementationofriverseatransportalong
the pan‐European corridors. In order to
get a
complete picture of the river sea transport systems,
whichcanbeusedindirectiontheDanube‐BlackSea
andtheDanube‐Rhine‐Mainandconnectionwith
other river systems, this paper also contains the
characteristics of ports on the Danube River in the
RepublicofSerbiafromtheperspective
ofimproved
infrastructure and new modern systems for
classification of the system of waterways.
Furthermore are shown boats (river‐sea) which are
currentlyoperatingonthedirectionoftheDanube‐
BlackSea.Itisalsogiventhereviewoftheshipthat
could be used for navigation conditions on the
Danube. Graphics of the amount ofgoods
transportedontheDanubearegiveninthedirection
oftheDanube‐BlackSea andtheDanube‐Rhine‐
Main.
2
WATERWAYSINSERBIAWITHAFOCUSON
THEDANUBE
Two European transport corridors pass through
Serbia–theoverlandCorridorXandtheCorridorVII
linkingthe10Europeancountrieswhichhaveexitsto
thenavigablepartsoftheRiverDanube. From the
Hungarian border to Belgrade, the Danube flows
almostparalleltothehighwayandrailwaylineroute
Analysis of River – Sea Transport in the Direction of
the Danube – Black Sea and the Danube Rhine River
River Main
S.Šoškić,Z.Đekić&M.Kresojević
M
ilitaryAcademy,Belgrade,Serbia
ABSTRACT: Development of the river sea transport is directly related to the characteristics of waterway
networkwhich enables navigation betweenriverbasins and seas.Inland waterways in Serbiabelong tothe
Danubenavigationalsystem.Therearetwonavigationaldirections:DanubeEastandDanubeWest.River‐sea
transportcanbedirectlyestablished
inthesedirectionsbetweentheSerbianinternationalportsontheDanube
(Apatin,NoviSad,Belgrade,Pančevo,SmederevoandPrahovo).DevelopmentofthePan‐EuropeanCorridor
VIIandtheRiverDanube‐BlackSeaandDanube‐Rhine‐MainregionwouldallownotonlyinSerbiabutalsoin
neighbouringstatesand
alloverEuropeconnectionwiththesea.Inthispaperthetechnicalandexploitation
characteristicsoftheriverDanubewillbeanalysedintermsofthenavigationofvariousriverandseavessels
withdifferentexploitationcharacteristics.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 8
Number 4
December 2014
DOI:10.12716/1001.08.04.06
524
inEurope,whichmakestheareaextremelyvaluable
and important for economic and every other
development.DanubeportsintheRepublicofSerbia
belong to the middle course of the Danube, while
ports in Prahovo belongs to the sector of the lower
Danube. Engineering work on cutting sharp curves,
the
closureofsidebranchesandtheestablishmentof
banks were carried out downstream by entering the
DanubeRiverinSerbiaatthe1433rdkmofitsflowall
thewaytothemouthoftheriverDrava.Downstream
from the mouth of the river Drava,river bed of the
Danube
is much broader with several sharp bends
unsuitable for two‐way navigation especially: from
the1375thtothe1372ndkm,atthe1370thkm,atthe
1331stkm,fromthe1286thtothe1284thkmandfrom
the1256thtothe1252ndkm.Cuttingthecurvenear
the place Mohovo, river
is prone to seasonal
reductions inflow by about 8 km and it is
characterizedbythenewlyformedpanrockybottom,
highspeedwaterandsmallwidthofthewaterway.
Fortheshipsthatsailupstreamandpassthrough
theMohovskichannelprevailthewaterlevelinNovi
Sad,
sowhenthewaterlevelis0maxDraftis160cm,
while for the ships that sail downstream, at water
level0inVukovarmaxDraftis180cm.
CharacteristicshoalsoftheriverDanubebetween
Serbian‐Hungarian border and Belgrade or the
confluence of the Sava and Danube TMC 1170 are:
1429‐1425km,1401km,1397‐1395km,1391‐1389km,
1382.5to1381km,1349‐1347km,1287‐1283km,1276‐
1274 km, 12646‐1264 km, 1248‐1244 km, 1241‐1238
km, 1230‐1228 km and 1202‐1197 km. Despite the
large number of shallows in this sector in
line with
therecommendationsoftheDanubeCommission,the
sailingconditionsatlowlevelsarefulfilled:
Theminimumwidthofthewaterwayforstraight
sectionsis180mand200mforcurves.
Minimumdepthforthespecifiedwidthisatleast
2.5m,
Minimumradiiofcurvatureare1000m.
Sector of the Danube from Belgrade to Sipa is
under the impact of slow river flow due to the
construction of hydropower and navigation system
ĐerdapI(TheIronGate).TheIronGatewasbuiltat
the 943rd km of the river Danube.
Two stage
navigationlockswerealsosecured,310mlongand34
mwide,with5mdepthlockontherightsideand4.5
montheleft.
Given that the lower Danube is typically low
character, with plenty of layers which form shoals
and sandbanks, navigation is regulated by
several
measuringpoints.Themostsuitablewatermeterisin
placeDjurdjeIat0cm,thegreatestdraftpermittedis
200cm.
As we mentioned above, the most appropriate
places with water meter station for analysis of the
possible draft ships are in Vukovar, for the middle
Danube,and
Djurdje,forthelowerDanube.Usingthe
comparative analysis we will get the approximate
numberofsailinghours perdayforriver‐seavessels
throughout the year. In accordance with the
characteristics of the Danube, we observe periods
withnorestrictionstonavigationandwithlimitations
periodprimarilyduetowaterlevels.Thefirstperiod
is in the range of 1st January till 30th June
when
navigation is possible without restrictions and the
second period July‐December when it is possible to
limitthedraftships.ItisfoundinthelowerDanube
for water meter station in Djurdje that there are no
shipping restrictions for 294 days a year. The same
analysis for water
meter station in Vukovar was
foundthat thereare no shipping restrictions for237
daysayear.
2.1
Thebasiccharacteristicsoftheriver‐seavessels
Theriver‐seavesselsareprovidedforbothinlandand
coastalwaterwaysconditions.Inordertosuccessfully
respond to the navigation requirements, these ships
must have high manoeuvrability characteristics (for
masteringshallows,goingthroughthelocksetc.)and
thelimitedamountof upgrades due tothepassages
throughbridgesincase
ofhighwaterlevels.
Therearetypesofriver‐seavessels:
For waves up to 3.5 m height and the distance
fromthecoastto50nauticalmiles,
Forwavesupto6mheightanddistancefromthe
coast to 50 nautical miles for open seas, or 100
nauticalmilesforclosedseas.
In this paper we are going to discuss about the
possibility of the use of the vessels whose basic
structural and operational characteristics are shown
inTable1
Table1.Generalvesselcharacteristics
_______________________________________________
Generalcharacteristics1557
2
1557
3
1553
4
_______________________________________________
Length(m)114,20 132,60 119,90
Largestbetweenlpp(m) 110,50 128,60 115,20
MaximumDraft(m)3,50 3,65 3,50
Length(m)13,22 16,90 13,40
MaximumComputational 13,00 16,50 13,00
length(m)
Heightofthehull(m)5,50 5,50 5,80
Maximumheightofthe 15,70 15,90 13,00
vessel(m)
RegisteredCapacity(t)2700
4875 2700
BoatSpeedindeepwater(kn) 10,60 11,00 10,90
Storagecapacity(m
3
)4300 6740 3556‐fuel
1895
‐dry
cargo
Navigationautonomy(day) 10 7 10
_______________________________________________
The analysis of the navigation conditions on the
DanubeneartheplaceDjurdjeshowedthefollowing
facts:
limited draft period isexpected to beginon 18th
September
limited draft period isexpected to end on 16th
November
limiteddraftperiodisexpectedtolastfor67days,
mediumpossiblesizeofvesselsisTSR=529.09cm,
with a standard deviation that is equal to s =
181.73 cm which gives the interval of possible
drafts for river‐sea vessels Tmin=347.36cm and
Tmax=710.82cm,
the expected number of daysper year for sailing
withoutdraftrestrictionsis365‐67=298days
2
projectedshipmodel
3
modeloftankership
4
modelofcomboship
525
The analysis of the navigation conditions on the
Danube near the middle sector of Vukovar
establishedthefollowingfacts:
limited draft period isexpected to begin on 14th
Januaryand14thSeptember
limited draft period isexpected to end on 5th
Marchand12thDecember
limited draft period isexpected to last for 130
days,
mediumpossiblesizevesselsisTSR=425.56cm,
withastandarddeviationthatisequaltos=150.54
cmwhichgivestheintervalofpossibledraftsfor
river‐sea vessels Tmin=272.02 cm and
Tmax=576.10cm,
theexpectednumberofdaysintheyearforsailing
withoutdraftrestrictionsis365‐130=235days
(Source: The seminar held at the Traffic Engineering,
UniversityofBelgrade,2002.)
2.2 TheDanubeRiver
The Danube river is an important part of the pan‐
EuropeanCorridorVIIandstrategicrelationshipwith
Europe and Eurasia, which should stimulate the
developmentoftrade,tourismandservicesinSerbia.
Outofthetotalnavigablelengthof the Danube(the
totalof2580km),22.8%liesintheterritory
ofSerbia.
AftertheNATObombingin1999, whenthe bridges
in Novi Sad were bombed and demolished, the
navigability of this River was very limited. Apart
from this, there are still some destroyed and sunk
shipsandunexplodedlandminesfromtheWorldWar
IIintheriverbed.
Sunken
obstacles and bottlenecks are the real
difficultiesfornavigationontheDanube.Bottlenecks
ontheDanubeusuallyappearonthe1430thkmand
1250thkm.Thereare18identifiedbottlenecksonthat
section (180 km long), mostly sharp bends and
narrow cross section. The most difficult bottlenecks
areApatin‐wherea
largesectionisnarrow,Vermelj‐
with sharp bend near Vermelj, Petreša and near
Staklariwheretheradiusofcurvatureissmallerthan
theabsoluteminimum(750m).
Table2.TotallengthofnavigablewaterwaysSerbia(km)at
mediumwaterlevelforvesselswithatotalcapacity(source:
Transportbyinlandwaterways,TrafficEngineering,Zoran
Radmilović)
_______________________________________________
WATERTotallength Total lengthofthewaterway(km)
WAY ofWaterways forvesselswithfollowingload
___________________________
(km) 150t 400t 650t 1000tover1500t
_______________________________________________
DANUBE 588 588 588 588 588 588
HSDTD600 342 321 321‐‐
TOTAL 1188 930 909 909 588 588
_______________________________________________
OnthepartofthewaterwayoftheDanubeRiver,
which passes through Serbia dimensions of the
waterwayaredeterminedinrelationtoauthoritative
levels(highandlowlevelsoftherivernavigation)
widthofthewaterwaytowardsB=180m
widthofthewaterwayinacurveB=120m
Thedepthbelowthelow‐levelnavigation (EN or
NPN
5
)h=2.5m
The minimum radius of curvature R = 1000 m
(Exceptionallyisallowedradiusofatleast750m)
The lowest point in the navigation under the
bridge:
HighabovethenavigationlevelH=9.0m
6
InthesecondarypartofthecourseH=10.0m
width of the navigation bridge openings at low
level
ThepartoftheconfluenceoftheriverDrava,at
leastL=80.0m
Downstream from the confluence of the Drava
river,atleastL=150.0m
Theheightofthepowerlinevoltageof110kV
HighabovethelevelofthevesselB=19m(For
everykVfurtherthan110kVheightisincreased
by1cm)
Forphoneandpowerlowvoltagelinesabovethe
high‐levelwaterwayH=16.5m
Dimensionsofthelockchamber
UsablelengthCommerceL=150.0m
UsablewidthofCommerce =310,0m
Minimumdepthatthethreshold =34,0m
TheheightofthewaterwayoftheDanube,which
is under the impact of the Hydroelectric Power
StationʺĐerdapʺ(akatheIronGate)wasdetermined
inrelationtotheslowwaterlevel:
Depthbelowthelowestslowwaterlevelh=3.5m
Height of buildings, above the waterway, was
determined in relation to the most slow‐water
elevations.
2.3
Danube–Tisa–DanubeCanal(DTD)
HydrosystemDanube‐Tisa‐Danubecanalisaunique
network that connects the Danube and the Tisa in
Vojvodina. It represents a hydro system for internal
water drainage, irrigation, flood control, water
supply, disposal of waters, sailing, tourism, fishing
andthecultivationofforests.TheDTDhydrosystem
with natural and
partially reconstructed streams is
960 km long of which 600 km are navigable. Its
networkconnects80villagesinVojvodina.Thereare
23 gates in the system, five safety constitution,
followedby15locksandfivemorethatarenolonger
inoperative,thefivemajorpumpingstationsand86
bridges (64 road bridges, 21 rail bridges and a
pedestrianbridge).
5
EN‐internationalsignforlowlevelsailingadoptedbytheDanube
Commission in Budapest, or an abbreviation of the French word
étiage navigable (source: Transport by inland waterways, Traffic
Engineering,ZoranRadmilović)
6
BeforethedestructionofbridgesinNoviSad,1999.year(source:
Transportbyinlandwaterways,TrafficEngineering,ZoranRadmi‐
lović)
526
Table3. The Navigable canal Danube‐Tisa‐Danube Canal (source: Transport by inland waterways, Traffic Engineering,
ZoranRadmilović)
__________________________________________________________________________________________________
TheDanubeTisa‐Danube‐ canal Thetotalchannellength(km) Navigable TotalWidthat
forvesselswithfollowingload depth(m) length(m) bottom(m)
________________________
1000t500t 200t
__________________________________________________________________________________________________
TOTAL337,60 215,30 45,801,5‐2,15598,707‐42‐
__________________________________________________________________________________________________
Table4. Ports Characteristic on the river Danube in the territory of the Republic of Serbia (source:
www.dunavskastrategija.rs)
__________________________________________________________________________________________________
PORTkm Coast totalarea(m²) Numberofpools waterdepth(m)Numberofanchoring Winter
shelter
__________________________________________________________________________________________________
Apatin1.401 left46.830210yes
Bogojevo1.367 left‐‐‐‐‐
BačkaPalanka1.295 left 1.168.000131yes
Beočin1.269 right‐‐‐‐‐
NoviSad1.254 left 350.0006436yes
Belgrade1.168 right 1.000.0001(min)4NAyes
Pančevo1.153 left 2.400.000159yes
Smederevo (oldport)1.116 right‐1‐2‐
Smederevo (newport)1.111 right 31.000182yes
Kladovo933 right‐‐‐‐‐
Prahovo861 right 70.47314‐57yes
__________________________________________________________________________________________________
Diagram1. Types of short sea transport (source: http://www.shortsea.nl/main/attachements/
VENICE100608INTEGRATED.pdf)
Mostofthelocksareoperational,butrevitalisationis
morethanneeded.Althoughdailymaintenanceofalmost
every part of the DTD canal is performed and it seems
that itʹs taken care of the locks, it is clear that a larger
revitalisation is not done in recent years to
the 5 locks
(bottleneck Kučura Lock, Lock Vrbas, Serbian Miletić
Lock,BotošlockandKajtašovoLock).TheGeneralMaster
Plan for Inland Water Transport shows that the current
situation in the Serbian water transport system requires
urgent actions with a view to a faster recovery of
transport, which will result
in safe navigation,
rehabilitation of the network of inland waterways and
portdevelopment.(GeneralMasterPlanforTransportin
Serbia,EAR,Belgrade,2009)
3
PORTSONTHEDANUBEINSERBIA
Accordingtodata from theDanube Commissionon the
Danube River and its tributaries there are 91 ports for
commercialpurposesofwhich11areinSerbia.Thereare
eightportsofinternationalimportanceontheDanubein
Serbia: Apatin, Bogojevo, Bačka Palanka, Novi
Sad,
Belgrade
7
,Pančevo,SmederevoandPrahovo.
Riverportshaveadequatecapacityforcurrentneeds,
but the equipment is old and inefficient. Only Port
ʺBelgradeʺ has conditions for container transport, but
neitheroftheseportsisequippedwithRO‐ROterminals.
Portcapacities,duetolackoftranshipmentofgoods,are
usedon average about 30%. Onlyports inPančevoand
Belgradehavecontainerterminals.Thebasicinformation
onthefeaturesofportsintheRepublicofSerbia onthe
DanubeRiverispresentedinTable4.
7
maritime(river‐seaport)
SHORTSEA
SHIPPING
CONTAINER
TRANSPORT
RO‐ROTRANSPORT CONVENTIONAL
TRANSPORT
TRANSPORTOFDRY
CARGO
TRANSPORTOF
GENERALCARGO
TRANSPORTOF
BULK
SHIPSFORTHE
TRANSPORTOF
EXEPTIONAL LOADS
SHIPS
REFRIGERATORS
TRANPORTOF
LIQUIDCARGO
SEA‐RIVER
TRANSPORT
527
4
ʺSHORTSEASHIPPINGʺ
Ashortcoastaltransport,ʺshortseashippingʺmeansthe
movementofcargoandpassengersbyseabetweenports
situated in Europe in a geographical sense, or between
those ports and ports situated in countries outside of
Europe having a coastline on the enclosed sea borders
borderingEurope.
The goal and intention of the EU is to stop the
anticipated 50% increase in traffic of heavy goods
vehicles, to divert part of the vehicle and marine
waterwaysandthustobalancethedivisionoftrafficon
allformsoftransport.
Shortcoastaltransportisdividedinto:
containertransport,
RO‐ROtransport,
sea‐rivertransportand
conventionaltransport.
4.1
Shortseamodel
Shortcoastaltransportallowstheuseofdifferentlevelsof
transport. The largest used transportation is a
combinationof ship and truck. In Figure 2 is presented
intermodal transport between two ports with a
combinationofship‐to‐truck,inland‐timesupplyandvice
versa.
Namely,iftherearetwocities
inwhichcertaingoods
must be carried out and if the distance between these
citiesis50,100and200km,5trucksshouldbehiredfor
eachdistancenowadaysandforeachtransportshouldbe
engagedmanpower,timeandmoney.Ittakessometime
to carry the goods and
return. Nowadays, goods are
mostlytransportedinthisway.
Trucksfortransporttoa nearbyairportcanbeusedto
savetime and reducecostsand then all ofthe goods in
several tours can be transported to certain destinations
wheretheywillwaitforothertrucks.
Apartfromthegiven
modelanditsspecifications,itis
also presented how the model could be expanded from
small (short haul) to long‐distance port (long haul).
FigureisrelatedtothecitiesNewBradford,Bayonneand
Jacksonville.
150
200
50
100
150
200
50
100
50
100 150
200
50
100 150
200
The Model
Today Tomorrow
Figure2a.ShortSeashipping(а‐model),source:
www.mass.gov/Agov3/docs/Short%20Sea%20Shipping.ppt
The Model
The Specifics
New Bedford /
Fall River
Bayonne
Jacksonville
Short Haul
Long Haul
Figure 2b. Short Sea Shipping (b‐of implementation of the
modelinthecaseofintermodaltransport,ship‐to‐truckbetween
theport),asource:
www.mass.gov/Agov3/docs/Short%20Sea%20Shipping.ppt
4.2 Seaandrivertransport
Sea and river transport are observed and studied as a
huge transportation technology system that represents
theorganizationalandmaterialfactorsfocusedonquality
cargotransportationofcertaintechnicalmeansatspecific
costofcapitalandlabour.
Today, there is an increasing need for inland
waterways connected with the so‐called
ʺsea highwaysʺ
(ʺMotorwayoftheseaʺ) inordertosavetimeandachieve
higher profits. Given that transport is the cheapest and
that waterways volume of transport is increased in the
pastfewyears,soitisassumedthatinthefuturethistype
oftransportwillbe
developedrapidly.
Main advantages of river transport on the Danube
Riverwouldbethefollowing:
economy, which is reflected in the amount of
transported cargo ship and lifetime of external and
infrastructurecosts.
minimum drive energy consumption, which is
reflected in the balance of power savings in ship‐
transportedcargounits;
minimum amount of material for the construction of
vehicles per ton of transported cargo, which is
reflectedinthematerialsfortheconstructionofships;
safetyofnavigation,whichisreflectedinlowertraffic
density in comparison to other forms of ground
transportation;
ecologicallymostappropriatemodeoftransportation
ofcargo,whichisreflectedintheslightpercentageof
water pollutionand air pollutionin relation to other
formsoflandtransportinSerbia.Withthefactthatthe
ships can transport the large amount of cargo,
emission of goods transported per unit weight
is
reduced.
minimum requirements for the land is reflected in
projects that would allow the occupation of the land
forinlandwaterways.
528
possiblenavigationbycleaningandreclamationof
riverflow
constructionofanewsystemofcanalsanddamsfor
transversionofbasin
neededexpansionandregulationoftheriverbed
Figure3.Overviewofthepossibledirectionsofrivertransport
Danube‐Morava‐Vardar‐Thessalonica (Source: Open questions
and perspektive cooperation with countries in Danube region, dr.
EditaStojić‐Karanovic)
ThenewgovernmentinSerbiahasrevivedtheideaof
Charlemagne, 13 centuries old, for Europe to overcome
the connectivity of rivers from northwest to southeast.
Digging a canal to connect the Danube, Morava and
Vardar waterway from the Mediterranean to northern
Europeshouldbereducedby1,200kmcomparedto
the
currentroutethroughtheBlackSea.$17billionisneeded
for this venture that the optimistic forecasts could be
completed within eight years. The idea of building the
channelisnotnew.Inthesecondhalfofthe19thcentury
acompanyforwaterwaysconstructionwasoperatingin
theUSA.OneofthedirectorsofthecompanywasaSerb
Igor Eugen Lazarević Hrebeljanović. This company has
commissioned a project in Belgrade Danube‐Morava‐
Vardar‐AegeanSea.
The first project of this channel‐to‐order of the
company previously mentioned, was made by Nikola
Stamenković, a professor
at the University of Belgrade.
This project determined, in a professional and creative
way,themainrouteofcanalwhichhassurvivedtothis
day.TheprojecthasbeenintheSerbianlanguageandit
was made public in 1900. and a design solution is
publishedinEnglish1932.
The
main disadvantages that characterize the use of
rivertransportareasfollows:
unfavourable meteorological and hydrological
conditions(ice,wind,fog,lowandhighwater)andthe
overlapofthesephenomenarelatedtoseasonality(the
appearance of high and low water levels, ice
stagnation and strong winds) and permanent faults
(changesinthesectorofnavigation);
limited geographic spread, which is related to the
natural spatial distribution and trends of inland
waterways;
levelofqualityoftransportservices,whichisreflected
in the confidence of transportation, speed, ability to
transportʺdoor to doorʺ, security, flexibility,
durabilityandenergyefficiency;
River and sea transport can be divided in several
ways:
themodeoftransportation,
thetypeofload,
theamountofcargoandmore.
Themostimportantisthewayoftransportation.River
andseatransportcanbedividedin:
river‐seatransportationofcargohandlingfromthesea
inboatsandviceversa,inspecialplacesorportsatthe
mouthand
river‐marinesystemwithouthandlingofcargoatthe
mouthsoftheriversintotheseaorocean.
4.3
River‐seatransportationofcargohandling
River‐sea transportation of cargo handling at the
confluenceof three main technologies include following
elements:
Seatransportship
Rivertransportship
Harbourmasterfundsalongwithreloadingequipment
andfleetmoorings
Comparativeanalysisofnavigationalcharacteristics
of
the Danube and structural characteristics
of the river of
sea vessels it was determined that only the depth of its
sectors and in certain parts of the year, appears as a
limiting factor. It can also be found that part of the
Danube River downstream of Mohovski channel has
significantlybetternavigationalcapabilitiesinregardsto
thepartoftheriverupstreamofMohovskichannel.One
concludesthatseavesselscansailloadedintheportson
the Danube in the Republic of Serbia (Prahovo,
Smederevo, Belgrade Pančevo and Novi Sad) wit
maximum draft and the biggest registered payload for
nearly300daysayear.
Modern ships for basic technology transport can be
dividedinto:
shiptotransportpallets(palletcarrier);
shiptotransportcontainers(containership);
shipforhorizontaltranshipmentRo‐Ro(Roll‐on/Roll‐
ofship);
multi‐purpose vessel (Lo‐Lo/multi purpose Lo‐Lo
ship)andRo‐Lo
tankbargesship(bargecarriers)
5
RIVER‐SEATRANSPORTSYSTEM
5.1
Rivertransportship
Connectingmaritimecapacityoftheriverresourcesina
single integrated transport system is achieved with
transportbargestechnologyoflargeroverseasships.
Technology of transport barges for inland water
transport, with sea transport services, has led to the
merger with overseas shipments with inland waterway
transport in a single integrated
intercontinental scale.
Technical basis of river‐sea intermodal transportation
consistsofthreeelements:
cargobargesasaunit;
mothership(carrierbarges)and
reloadingequipmentandaccessories.
529
Table5.Costofexternalcosts fortheabove‐mentioneddistance
__________________________________________________________________________________________________
GENT‐BUDIMPEŠTAGENT‐BELGRADEGENT–KONSTANCA
__________________________________________________________________________________________________
ROAD RAIL IWWROAD RAIL IWWROAD RAIL IWW SSS
10.370€ 10.566€ 4319€13017€ 12366€ 5001€17970€ 17848€ 7700€ 10.000€
__________________________________________________________________________________________________
Table6.Totalcostsfortheabove‐mentioneddistance(source:www.ildeproject.com)
__________________________________________________________________________________________________
GENT‐BUDIMPEŠTAGENT–BELGRADEGENT–KONSTANCA
__________________________________________________________________________________________________
ROAD RAIL IWWROAD RAIL IWWROAD RAIL IWW SSS
26370€ 12166€ 5319€29217€ 13966€ 6101€34970€ 19448€ 9200€ 13000€
__________________________________________________________________________________________________
6 CASESTUDYOFMERCHANTABILITYRIVER‐
MARITIMETRASPORT
6.1
TheʺIldeʺ
Ildeproject(Improvementofintermodallinkstothe
DanubeEstuary)isacontemporaryprojectthataims
to promote, develop cooperation and increase
prosperity countries in the Danube basin (Bulgaria,
Romania,HungaryandSerbia).
Theprojectisdesignedtoprovidesafenavigation
andalargervisionofconnectingcitiesintheDanube
basin.
Accordingtoresearchnavigablevehiclescausethe
lowestexternalcostsofonly0,28€pert‐kmandthe
largestexternalcostsofupto2,00€pert‐kmwhichis
primarilyduetothelargenumberoftrafficaccidents,
noiseandhighconcentrationofCO2:
In
addition to the above costs in analyzing
intermodal routes the cost of infrastructure
(constructionandmaintenance)areused.
Alreadyknownvaluesaretakenforanalysisand
when these distances are included the following
values are obtained. Values are calculated for the
transport of goods of 300t. The values are obtained
when
thecostofthegraphismultipliedby3(100t*3
*distance).
Table 5 provides the exact look on a savings of
goodstransportbyinland waterwaystoothermodes
of transport. However, if the distance is increased,
cost of transport inland waterways will also be
increasedwhich
isnotinorder.
Internalcostsfortransportationofgoodsbytruck
isreflectedinthefollowingparameters:
Fuel(40L‐100kmhighway,1litreis1€)
salaryworkers(250€foreach)
fee(about€100percountry)
5ttrucktransports,
thetraincarrying20tonsand
boatcarrying300t
For the transport of goods of 300t the following
costsare:
Forourcountry,rivertrafficontheDanuberiveris
interesting, in the shorter distance with the
transhipment port in terminals. For such short
distancescalculationsareasfollows.
Foradistanceof1100kmthetime
ofloadingand
unloading(with2containercranes)isestimated:
Table7. Calculation of time for loading and unloading at
terminals, (takes a day to carry 300 TEU) (source:
www.ildeproject.com)
_______________________________________________
LOADINGANDUNLOADINGTIME
_______________________________________________
theunloading9hours
theloading9hours
totaltime18hours
_______________________________________________
Theresultforaweekcarriageofgoodsbyinland
isasfollows:
Table8.Calculationoftransportandtimecosts
_______________________________________________
TOTALAMOUNTOFTRANSPORT 2100TEU
TRANSPORTATIONCOSTS250€peroneTEU
TIME108hours
TRANSFERTIMEINPORTS18hours
_______________________________________________
Generally, container volumes in Serbia are very
small. There are only few Serbian exports and the
degreeofcontainerizationinSerbiaisgenerallyvery
low.
Since 2001, exports have been growing strongly.
Despite this growth, trade between Flanders and
Serbiaremainsmodestly.Theindustrial sectors with
good development potential for Flemish
‐Serbian
tradeare:
Agribusiness
Manufacturedgoods
Automotive equipment and components (Cars,
tractors,tires)and
Woodproducts
Due to the lack of interviews in Serbia, it is
difficulttodrawapotentialmapforFlemish‐Serbian
trade.Butitseemsthat,similartotheresultsgained
by interviewed companies in Hungary, the most
valuable connections between Flanders and Serbia
seem to be container transport by SSS
between
FlandersandtheAdriaticports, aswellasBulkand
ContainertransportbySSSbetweenFlandersandthe
Adriaticports.
TheCroatian andSlovenian ports (Koper, Rijeka)
wouldcapturethemostpartofthebusinessifShort
Sea Shipping connections would be improved
between. Currently sea connections exist between
AntwerpandBar(Montenegro)onceaweekandare
ensuredbyMaerskandHapagLloyd.Regardingrail
and IWT connections, it is expected that container
terminalsinHungary(Budapest,Szeged,PortofBaja)
andCroatia(Zagreb)wouldprofitfromagrowthin
Flemish‐Serbiantradebecauseofthelimitedamount
of
theSerbianterminalinfrastructure.
ItappearsthatshippersprefertheportsofKoper,
Rijeka,andThessalonicaratherthanportofBar.For
530
Rijeka, they seem to use mainly trucks, whereas
Koper and Bar have good connection with Belgrade
by rail that can be improved and increased in the
future. However, interesting information and cost
indications could be gained regarding an inland
navigation shuttle service on the Danube between
Constanta and Belgrade. This
service is operated by
theILDEprojectpartnerfromSerbia,Yugoagent.
Yugoagent operates two barges between
Constanta and Belgrade. Three more barges can be
deployed if extra capacity is needed. Normally one
sailingperweekinbothdirectionsisorganised.The
barges are classic bulk barges (not cellular) with a
capacity from 1300 upto 2000 tons or 80 TEU. Flat‐
rack containers for heavy and bulky semi‐finished
goods and out of gauge cargo are used to transport
buildingmaterials.
Eachyearanaverageof2.000fullTEUsand1.000
empty TEUs are transported by barge. Imports
(Constanta–
Belgrade)accountsfor60%andExports
(Belgrade – Constanta) accounts for the remaining
40%oftheaveragetotalfreight.Ingeneraltheshuttle
runsonlybetweenBelgradeandConstanta.However,
upon request, the ports of Pancevo, Novi‐Sad in
Serbia and the ports of Ruse and Turnu Severin in
Bulgariacan
beservedaswell.
Table9. Barge Service Constanta – Belgrade (Source:
Yugoagent,2007)
_______________________________________________
Constanta/Belgrade 20´container 40´container
_______________________________________________
THC€75.00€130.00
CustomsTransit €50.00€50.00
Fullcontainer€300.00 €430.00
Emptyreturn€50.00€100.00
Documentsonborder €20.00€20.00
THCBelgrade€65.00€85.00
Total€560.00 €815.00
_______________________________________________
7
CONCLUSION
According the statistics water transport in Serbia is
only4.7%ofthetotaltrafficwhichshowsthatweare
muchbehindtheEUcountries,wherethepercentage
ofrivertransportinrelationtothetotaltrafficis15%.
Table 10 presents a comparative review of transport
intheperiodfrom2000to2006.year.
Table10. Comparative review of transport (source:
EconomicBulletin)
_______________________________________________
COMPARATIVEREVIEWOFTRANSPORT
YEAR RIVER(000t) ROAD(000t) RAILWAY
instations(000t)
_______________________________________________
2000. 3729390014146
2001. 3609330011839
2002. 3796320011947
2003. 2664240012879
2004. 3295180014513
2005. 6360310014219
I‐VI2006. 208515196680
_______________________________________________
In any case, there are many combined river
transportation options, especially when it comes to
the application of modern technology of combined
transport,aswellascurrentinformation‐management
technologiesthatarealreadyinuseworldwide.
Todayonlyfewshippingcompanyoperatesonthe
inland waterways. The possibility of introducing
river
‐seatransportofgoodsand combined transport
systemincreasethepossibilityofintroductionofnew
shipsthatwouldsailontheinlandwaterways.
River and sea transport on the Danube, in
accordancewiththeguidelinesofthedevelopmentof
river‐sea transport, tend to further develop and
improveservices.Unfortunately,
theexpectedvolume
ofuseofthisformoftransportisdifficulttopredict
giventheeconomicdevelopmentofthecountry.After
the renovation of ports and port harbor it can be
expectedanincreaseintransportontheDanuberiver.
In consideration of the port on the Danube in the
Republic of Serbia (Prahovo, Smederevo, Belgrade,
PančevoandNoviSad)fluvialmarineshipscansail
almost 300 days a year loaded with a maximum
registratedloadcapacity.
REFERENCES
[1]„River‐maritime traffic opportunity development on
route Danube‐sea“, Zoran Radmilovic, VladetaČoli ć,
JasnaMuškatirović,SlobodanDomandžić, Zlatko Hrle,
Radovan Zobenica, Vladimir Škiljaica, Katarina
Vukadinović, Faculty of transport and traffic
engineering,UniversityofBelgrade,1998.
[2]„Traffic od inland waterways“, dr. Zoran Radmilović,
Faculty of
transportandtrafficengineering,University
ofBelgrade2007.
[3]„StatisticalpocketbookofSerbia“,StatisticalOfficeofthe
RepublicofSerbia,Belgrade2004.
[4]„StatisticalpocketbookofSerbia“,StatisticalOfficeofthe
RepublicofSerbia,Belgrade2009.
[5]„StatisticalpocketbookofSerbia“,StatisticalOfficeofthe
RepublicofSerbia,Belgrade2012.
[6]„PortsPerfomanseinEuropeanIntermodalTransport,A
comparative study of the development in two
intermodal notes Port of Rostock“, Master program,
UlrikeReimer,2009.
[7]„Container Terminals in river ports“, Milosav
Georgijević,NenadZrnić,Belgrade2006.
[8]„Sea‐river shipping competitiveness ans its
geographicalmarketareaforthe
Rhône‐Saônecorridor“,
Lopez Charles, Journal of Transport Geography, Lyon
2006
[9]„National and Regional Transportation Plans“, Inland
NavigationEuropeVicksburg2002.
[10]„Inland waterway Transport of containerized cargo:
frominfancytoafully‐fledgedtransportmode“,Theo
Notteboom,Spain2007.
[11]„An innovative approach for sustannable intermodal
transport“,Cumhur
Atilgan,October2005.,Istanbul
[12]„Short sea shipping opportunities for the Pyrenean
cargoflows“,F.XavierMartinezandJ.Olivella
[13]„The Danube region of Serbia“, Milica Vračarić, Novi
Sad2009.
[14]„LNG as fuel for ships“ in short sea shipping“,
Norwegianmarinetechnologyresearchinstitute
[15]„The role
of short sea shipping in European vehicle
logistics“, Short sea conference, Brudges 2007, Paul
Kyprianov,GrimaldiGroup
[16]„Intermodeship, Future Market Opportunities“, Basel
2006.,1ºRromitclusterworkshop
[17]„A multicriteriaredesignof the midship sectionof an
intermodalRO‐ROship“,AlanKlanac,Finland2004.
531
[18]„The TSL(trans‐sea‐lifter) system:new aspects in SSS“,
competitive short sea and river sea transoptation
technology,2005.,HemannJ.Jansson,Navtec
[19]„Development of integrated door to door shortsea
services“,Sandervan’tVerlaat
[20]„Open questions and perspektive cooperation with
countriesinDanuberegion“,dr.EditaStojić‐Karanovic,
Scientificwork,Belgrade2002,
[21]www.ildeproject.com
[22]www.dunavskastrategija.rs
