Possibilities of Using Inland Navigation to Improve the Efficiency of Interurban Freight Transport with the Use of the RIS System—Case Study of the Route Opole–Szczecin
Abstract
:1. Introduction
2. Literature Review
3. Cargo Transport by Inland Waterway in Poland
3.1. The Role of Inland Shipping in Poland
- The E30 waterway—running along the Oder Waterway, connecting the Baltic Sea in Swinoujscie with the Danube in Bratislava;
- The E40 waterway—connecting the Baltic Sea at Gdansk to the Black Sea at Odessa;
- The E70 waterway—connecting the Oder River with the Vistula Lagoon.
- The lowest class of WDA, Ia;
- The WID classes of regional importance, Ia, Ib, II, and III;
- The WID classes of international importance, IV, Va, and Vb;
- The highest class of AWD, Vb.
3.2. Aging Fleet
3.3. Cargo Transportation by Inland Waterway
4. Conditions of Cargo Transportation by Inland Waterway
- Sufficient density of the waterway network—to reach a point as close as possible to the destination. Inland shipping is a branch that requires feeder transport in the form of road or rail means of transport. The shorter the route of transporting cargo to the ship from the shipper and from the ship to the consignee, the fewer transport and handling operations need to be carried out, and the fewer means of transport are used. This means shorter delivery times and lower costs, and less exposure of the entire transportation process to disruption.
- Adequate technical infrastructure—enabling efficient loading and unloading of goods to and from the barge, barge movement along waterways (locks), and overcoming local obstacles (drawbridges, lift bridges, etc.).
- New methods of transport organization—the creation of instruments (e.g., forms of legal basis, financial and administrative incentives) and tools (dedicated IT services using RIS infrastructure and services) for easy planning of intermodal transport is important for optimal organization and streamlining of transport processes.
- Adequate number of customers for this type of service—since the greater the number of customers for inland transportation services, the easier it is to gather enough cargo to make transportation more profitable compared to other branches.
- Adequate number of transport companies—since competition has a direct impact on the price of transport services, their availability (greater frequency of trips), and their quality and specialization (services dedicated to a specific customer).
- Availability of a dedicated fleet—since the peculiarities of some waterways (e.g., very low clearances under bridges, low transit depths, narrow waterway widths, etc.) mean that only purpose-built vessels can be used efficiently to transport cargo. In addition, the use of dedicated container barges which allow for the optimal use of cargo space can contribute to improved efficiency.
- Adequate navigational conditions—since to ensure the reliability of inland transportation, it is important that navigational conditions allow for regular navigation throughout the year.
5. The RIS System and Its Impact on the Operation of Water Transport
- Lake Dabie to the border with internal marine waters—9.5 km;
- Odra River from the village of Ognica to the Klucz–Ustowo crosscut, and then the Regalica River to the mouth of Lake Dabie—44.6 km;
- The West Oder River, which covers the area from the weir in Widuchowa to the border, with internal marine waters, along with side branches—33.6 km;
- The Klucz–Ustowo ditch, which connects the East and West Oders—2.7 km;
- Parnica River and Parnicki Crossing from the Western Oder to the border with internal marine waters—6.9 km.
- Within the framework of the project “Full implementation of the RIS Lower Oder River”, the operation of the RIS system in Poland has been extended to include an additional 143.5 km of waterways, i.e.,
- The Oder River, from the A2 highway bridge in Świecko to Ognica—117.0 km;
- River Warta, from the estuary to the Oder River to the Water Supervision in Swierkocin—28.5 km.
- Figure 2 shows area covered by RIS in both projects.
- The RIS center in Poland provides the following services:
- Inland Electronic Navigational Chart (IENC): Electronic charts, covering the entire RIS area (33 maps available for free download); these provide essential navigational information, including navigational markings, and information as to the coastline and dangers to navigation;
- Notices to Skippers (NtS): Via email and web application, waterway users are provided with fairway and traffic information, meteorological information, water level data, and ice warnings;
- VTT (Vessel Tracking and Tracing) system: VTT is based on the AIS (Automatic Identification System) and DGPS (Differential Global Positioning System), and VHF and CCTV monitoring technologies. RIS operators are responsible for overseeing the safety of shipping, monitoring traffic, and relaying information to relevant services and institutions;
- Hydro-meteorological sensors: These provide, via a web application, up-to-date weather and hydrological information to guide safe navigation on inland waterways where rapid and frequent fluctuations in water levels are recorded.
6. Comparative Analysis of the Transportation of Containers by Different Modes of Transport
7. Discussion
7.1. Current State
- Improvements in the safety of navigation achieved by providing waterway users with all information necessary for safe navigation. Thus, it is possible to increase the safety of travel, minimize the risk of accidents, and manage emergency situations more effectively; for example, current navigation conditions can be made available in real time, minimizing the risk of accidents caused by the failure to adjust to the waterway situation in light of the requirements of the inland vessel.
- Improvements in voyage planning—the RIS allows for more accurate voyage route planning, which reduces the time required and increases the capacity of the waterways; for example, the reservation of a specific sluicing time can be enabled, which would eliminate the need to wait in line.
- Environmental protection—by optimizing travel times, RIS contributes to reduced emissions and the lower environmental impact of transportation.
- Improved crisis management—in case of emergencies or other crisis situations, RIS enables quick and effective response; information about events is transmitted to the relevant services and users, which reduces response time.
- Fleet management—the RIS is not the only factor that makes IWT a greener option. Capacity and environmental impact also depend on the fleet. As mentioned earlier, Poland’s inland-waterway fleet is outdated, but the example of Western countries such as Germany and the Netherlands shows that with a sufficiently large number of modern vessels, inland-waterway transport can break records relating to the usage of cargo transportation between seaports and the hinterlands. In addition, as in road transport, the use of units powered by LNG, hydrogen or electricity ensures further reductions in emissions per cargo unit.
7.2. Prospects for Further Development
- Use of semi-autonomous barges—Experience from a number of projects in Western European countries, including the Seafar project, shows that the use of semi-autonomous barges makes it possible to provide transport services, even on smaller waterways with poorer navigational characteristics. This type of solution becomes possible due to, among other things, the reduction of crew costs, which increases the profitability of operations on lower-capacity routes. In this scenario, inland-waterway transport is primarily used for shorter distances, which is of particular importance in congested urban agglomerations and large cities such as Wrocław. In these areas, water transport can relieve traffic congestion by improving the timeliness of deliveries, reducing congestion and shortening transport times. In addition, once cargo has arrived at Wrocław from Opole, it can be transferred to other modes of transport, allowing the flexible use of available logistics resources. This approach increases the efficiency of the entire transport system, integrating inland transport with other modes in a sustainable and efficient manner.
- The use of special barges for the Oder Waterway—adapted to the navigational conditions of the waterway, this would require its dredging to at least Class III to fully exploit the potential of these vessels. The first work on such barges in Poland was initiated as part of the INBAT project. The results of the project suggest that modern barges could increase operational efficiency by 15–20% by optimising their design and pushers, enabling the barges to make efficient use of shallower waterways. The research indicates that the use of modern technologies
- Would reduce fuel consumption by 10–15%, leading to a significant reduction in operating costs;
- Would also reduce CO2 emissions by 15%, promoting sustainable transport.
- 3.
- Strategic upgrading of the Oder Waterway to international class Va—this scenario assumes the reconstruction of the waterway, in accordance with the AGN agreement, to international class. The most important parameters that would be improved are depth (from 1.8 m to 2.8 m, i.e., more than 1 m) and clearances under bridges, at least 5.25 m at the WWZ (i.e., by 2.25 m), allowing cargo to be transported on larger vessels. This is particularly important for container transport, as improved navigational conditions would allow containers to be transported on barges in two layers, which is considered the minimum amount required to make this transport profitable and competitive with other branches. Upgrading would make inland-waterway transport more reliable and predictable, and the role of RIS would mainly be limited to improving transport safety and ensuring smoother sluice passage, as well as the possibility of a more efficient use of quays (e.g., by allowing time-limited bookings for a specific vessel). This option is the most difficult to implement, as it requires costly infrastructure investments, which have been estimated at several billion euros, and risks interference with the environment, including numerous protected areas such as Natura 2000 sites in the European Union.
8. Conclusions
Author Contributions
Funding
Institutional Review Board Statement
Informed Consent Statement
Data Availability Statement
Conflicts of Interest
References
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Inland Shipping | Road Transport | Rail Transport | |
---|---|---|---|
Distance | 589 km | 475 km | 465 km |
Average speed | 10 km/h | 60 km/h | 30 km/h |
Travel time | 58 h 55 min [system B] *. 75 h 29 min [A2 system] *. 98 h 48 min [system A1] *. | 7 h 55 min [driving]. 8 h 40 min [including driver time]. | 15 h 30 min |
Fuel consumption per 100 km | 300 L | 38 L | 476 L |
Fuel consumption en route | 1767 L | 180.50 L [1] 5415 L [30] | 2213.40 L |
CO2 emissions per liter of fuel | 3.15 kg | 2.35 kg | X |
CO2 emissions per tkm | X | X | 0.041 kg |
CO2 emissions en route | 5566.05 kg | 424.18 kg [1]. 12 725,40 [30] | 24,021.90 kg |
Transportation cost [EUR] | EUR 15,750 ** | 745.75 EUR *** [1]. 22,372.50 EUR [30]. | EUR 11,631.91 |
Name of Scenario | Description of the Scenario | Necessary Infrastructure Investments | Main Role of RIS | Benefits |
---|---|---|---|---|
Use of semi-autonomous barges | This scenario assumes only the elimination of bottlenecks, i.e. limiting points where the parameters required for the official waterway are not met (above all in the context of meeting the transit depth requirement for Class II, i.e. 1.8 m). Transport is carried out using small semi-autonomous vessels, which are remotely controlled by a captain operating from an external service centre, who can supervise several vessels simultaneously. The RIS infrastructure is used to control the vessels and monitor their position. | Spot dredging: Carry out dredging works to remove bottlenecks and provide conditions in accordance with the officially adopted waterway classification for each section of the Oder Waterway (ODW). Construction of smaller transhipment terminals: Creating terminals where cargo could be transferred to other modes of transport, such as road and rail. RIS expansion: Development of the RIS system, including the construction of a VHF communication system, an AIS system with dGPS corrections, Internet access, a camera system, and navigation charts with a bathymetric layer. | Use of AIS and VTT: Enables real-time monitoring of the vessel’s position and the location of other vessels, which supports semi-automatic control of the vessel by a master working remotely and facilitates navigational decision-making. Current navigation data: Provides information on water depths, obstacles and navigational conditions, minimising the risk of collisions and enabling the avoidance of hazards. Precise route planning: Enables route planning with information on hydrological conditions and route availability to optimise travel time and fuel consumption. Rapid transmission of emergency information: Provides immediate information on emergencies, changes in water levels, or extreme weather conditions, allowing autonomous units to adapt automatically and increase safety | Increase operational efficiency by 15–20%: Integration with RIS improves fleet management and route planning, leading to higher operational efficiency [35]. Reduction in fuel consumption by 10–15%: The use of RIS supports route optimisation and reduces fuel consumption through a more efficient use of navigational information [36]. A 15% reduction in CO2 emissions: Effective route management and the use of semi-autonomous vessels leads to a reduction in greenhouse gas emissions, which supports the Sustainable Development Goals [37]. |
Design and build classic barges adapted to conditions on the ODW | The scenario assumes the modernisation of the Oder Waterway by deepening it to at least Class III, which would enable the full use of special barges adapted to the conditions of this waterway. As part of the INBAT project, initial work has started on the development of these modern vessels. The use of RIS would be crucial to the efficient operation of the fleet, providing current and forecast navigational information such as weather conditions, water levels, and the occupancy of port infrastructure and locks. | Modernisation of the Oder Waterway: Carry out the modernisation of the Oder Waterway so that it at least meets the parameters of Class III along its entire length. Construction of transhipment terminals and ports: The creation of transshipment terminals and inland ports to enable the transfer of cargo to other modes of transport, such as road and rail. Expansion of RIS: Development of RIS, including the construction of a VHF communication system, an AIS system with dGPS corrections, provision of Internet access, a camera system and navigation charts with a bathymetric layer. | Navigational information: RIS provides data on actual and forecast navigational conditions, enabling decisions to be made on transport options and the selection of a suitable vessel, considering its draught. Support for voyage planning: RIS supports voyage planning, the selection of navigable sections and the organisation of transhipment to truck transport for the onward route. Route optimisation and RTA: RIS enables route planning and RTA (requested time of arrival) determination, which optimises vessel traffic and ensures timely arrival at destinations such as locks. Capacity management: The system supports improved capacity management and efficient use of quays, including the ability to reserve them for specific vessels. | Increase in operational efficiency by 15–20%: RIS integration allows for more efficient fleet planning and management, which increases the overall efficiency of water transport [4]. Reduction in fuel consumption by 10–15%: The use of RIS in route and transport operations management optimises fuel consumption through better planning and avoidance of delays [28]. A 15% reduction in CO2 emissions: With automated navigation and efficient transport management, CO2 emissions can be significantly reduced [38]. |
Strategic upgrade of the Oder River as part of an integrated European network of inland waterways (up to Class Va) | The scenario assumes a strategic upgrade of the Oder Waterway to International Class Va in accordance with the AGN Agreement. The works would include deepening the waterway from 1.8 m to 2.8 m and increasing the clearances under bridges to 5.25 m at the WWZ, which would allow containers to be transported on barges in two layers. The upgrade would improve the reliability and predictability of waterborne transport and RIS would mainly serve to improve safety, smooth lock transitions and efficient use of quays. The implementation of this option would require significant investment, estimated at several billion euros, and interference with the environment, including Natura 2000 sites. | Modernisation of the Oder Waterway: Carry out the modernisation of the Oder Waterway so that it meets the parameters of International Road Va along its entire length, including the reconstruction of technical infrastructure such as locks and wharves. Construction of transhipment terminals and inland ports: The creation of transshipment terminals and inland ports where cargo could be transferred to other modes of transport, such as road and rail. RIS expansion: This includes the construction of a VHF communication system, an AIS system with dGPS corrections, and the provision of point-to-point Internet access at berths and hydrotechnical facilities such as locks. | Support for route planning and traffic management: RIS enables a more efficient use of water infrastructure through precise route planning. Reducing waiting times and avoiding congestion: RIS functions such as sluice time scheduling and traffic control reduce waiting times and reduce the risk of congestion, thereby increasing waterway capacity. Optimising fleet utilisation: RIS supports unit operators in planning efficient routes, resulting in better utilisation of fleet and logistics resources. | Increasing capacity: Allowing containers to be transported in two layers can increase capacity by 50–100% compared to single layer transport [39]. Reduction in operating costs: More efficient use of large units leads to a reduction in unit transport costs of up to 20–30% [40]. Fuel savings: Upgrading and optimising transport routes reduces fuel consumption by around 10–15 [41]. CO2 emissions reduction: Waterborne transport can generate 15–20% fewer emissions per tonne of cargo compared to road transport [42]. Relieving pressure on road infrastructure: Shifting some transport traffic to water can reduce the load on roads by 10–15%, leading to less congestion and wear and tear on roads [43]. |
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Durajczyk, P.; Drop, N.; Niedzielski, P. Possibilities of Using Inland Navigation to Improve the Efficiency of Interurban Freight Transport with the Use of the RIS System—Case Study of the Route Opole–Szczecin. Sustainability 2024, 16, 10754. https://doi.org/10.3390/su162310754
Durajczyk P, Drop N, Niedzielski P. Possibilities of Using Inland Navigation to Improve the Efficiency of Interurban Freight Transport with the Use of the RIS System—Case Study of the Route Opole–Szczecin. Sustainability. 2024; 16(23):10754. https://doi.org/10.3390/su162310754
Chicago/Turabian StyleDurajczyk, Piotr, Natalia Drop, and Piotr Niedzielski. 2024. "Possibilities of Using Inland Navigation to Improve the Efficiency of Interurban Freight Transport with the Use of the RIS System—Case Study of the Route Opole–Szczecin" Sustainability 16, no. 23: 10754. https://doi.org/10.3390/su162310754
APA StyleDurajczyk, P., Drop, N., & Niedzielski, P. (2024). Possibilities of Using Inland Navigation to Improve the Efficiency of Interurban Freight Transport with the Use of the RIS System—Case Study of the Route Opole–Szczecin. Sustainability, 16(23), 10754. https://doi.org/10.3390/su162310754