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

This study explores the potential of inland navigation as a key component of Poland’s sustainable transportation strategy, focusing on the Opole–Szczecin route. It emphasizes inland waterways as an eco-friendly and efficient alternative to road and rail transport, potentially revitalizing local economies and reducing dependency on more traditional transport modes. The use of the River Information Service (RIS) system is highlighted as to its role in enhancing the logistical efficiency and safety of inland water transport. The research includes a comparative analysis of cargo transport on the Opole–Szczecin route, using road, rail, and inland-waterway options, revealing the advantages of inland-waterway transport in terms of cost-effectiveness and environmental impact. Finally, the paper discusses the challenges and opportunities for the development of inland navigation in Poland, advocating for greater integration with other transport branches through innovative technologies like RIS.

1. Introduction

Inland waterways can be an important part of Poland’s sustainable transportation development strategy. Recent years have brought increased interest in the opportunities presented by the use of inland waterways, in both a national and an international context. Using rivers and canals to transport goods and people can not only reduce reliance on road and rail transportation, but also contribute to the revitalization of local economies by creating new jobs and business opportunities in the water-transport and tourism sectors. In addition, by developing water infrastructure and information technologies such as the River Information Services (RIS), Poland can increase logistical efficiency and international competitiveness while protecting its environment.

The purpose of this article is to show the importance of inland shipping as an important element of Poland’s transportation and economic strategy, to demonstrate its potential as an environmentally friendly and efficient mode of transportation, and to present the challenges and opportunities it faces.

The first part of the article reviews the literature on the status and prospects for the development of Polish waterways, analyzing existing scientific papers and industry reports. The research part of the article is devoted to innovative technologies and systems, such as the River Information Services (RIS), which may be of key importance for improving and increasing the efficiency of inland-waterway transport, as well as a comparative analysis of the performance of the transport-related task of transporting cargo on the route Opole–Port of Szczecin using three potentially available transport branches: road transport, rail transport, and inland navigation. The calculations adopted in the study are theoretical in nature, as currently the use of inland shipping for transport is only possible for a small number of days per year, which makes it play only a marginal role in Poland’s transport system.

As an element of novelty, the article proposes three scenarios for the transport-related use of currently unused inland waterways in Poland that have the parameters of national waterways (Class I–III), using the example of the Oder Waterway. The scenarios take into account different levels of intervention—from minimal infrastructural changes to advanced modernisation.

This scope of analysis makes it possible to determine whether and to what extent it is possible to use waterways of regional importance (Class I–III) in the country’s transport system.

2. Literature Review

Polish inland-waterway transport is the subject of numerous scientific publications, starting with a general analysis of the state of inland-waterway transport [1], through the prospects for the development of Polish waterways [2] and the possibilities of using inland-waterway transport for cargo transportation within Poland [3,4,5] and between Poland and neighboring countries [6]. Authors also indicate the prospects for the development of inland-waterway transport in the context of Polish and European legislation [7].

The situation is similar in the European context. Some of the foreign publications offer an overview of development opportunities for inland-waterway transport, including barriers to development and sustainability policies [8,9]. The importance of inland shipping in Europe’s transport system is also the subject of studies [10,11], and authors list the positive and negative factors affecting the operation of IWT in Europe in general [12,13], in addition to focusing on Europe’s largest rivers—the Rhine and Danube [14]. Authors also analyze the impact of external factors, in particular the COVID-19 pandemic [15,16] and climate change [17,18,19], on inland-waterway transport operations.

Turning to the issue of innovation and modern technologies supporting IWT—authors analyze successes and failures in the context of innovation [20] and identify digital services necessary for efficient and sustainable shipping operations [21,22]. The standardized ICT system in place across the European Union is the RIS, the River Information Service, which was introduced by an EU directive [23] aiming to improve safety, efficiency, and environmental impact and enhance the interaction of inland navigation with other modes of transport. RIS, with all its functionalities, can therefore be considered an innovative tool in the context of transportation systems [24]. Accordingly, numerous publications discuss the impact of the RIS on inland-waterway operations in Poland [25] and other European countries [26,27], as well as the possibility of using the system’s functionalities to improve the efficiency of transport companies [28]. Some authors also point to the possibility of using an RIS to improve the efficiency of transport operations in inland-waterway cargo transportation [29,30].

3. Cargo Transport by Inland Waterway in Poland

3.1. The Role of Inland Shipping in Poland

Inland shipping plays an important role in the national economy, providing a safe and environmentally friendly alternative to road and rail transportation.

Priority is increasingly given to the use of inland shipping, for example, in serving Europe’s largest seaports, which, thanks to the extensive technical infrastructure of inland waterways, exploit the potential of inland shipping as a transport branch that provides an efficient connection to the hinterland.

Sections of three WMAs of international significance run through Polish territory:

• 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 total length of the inland waterways in Poland considered navigable, in 2022, was 3549 km, of which waterways with the best parameters for cargo transport, i.e., waterways of international importance, accounted for 5.5%.

Depending on the formation of natural factors on the waterways, works are undertaken to adapt them to the needs of inland water transport; these include dredging, regulation, and channeling, among other types of works.

The classes of inland waterways in Poland are as follows:

• 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.

The integration of inland navigation into the transport system in Poland is primarily possible on the Odra Waterway (ODW), which is part of the international waterway E-30. Currently, the ODW has the best navigational parameters and is used for actual cargo transport. The other waterways of international importance, such as the E-40 and E-70, due to navigational constraints, cannot serve for transport functions without significant infrastructure investments. Therefore, the analysis of the possibilities of integrating inland navigation into the transport system was limited to the Oder Waterway.

3.2. Aging Fleet

The inland-waterway fleet needs modernization and restoration; the age of most units is well beyond their normative service life. The operation of aging units is possible only through continuous modernization work.

According to CSO data for 2022, most “pushers” in use (68.4%), more than half of the push barges (53.7%), and all self-propelled barges were manufactured between 1949 and 1979. This compares with, in 2021, 70.8% of pushers, more than half of the push barges (57.5%), and all self-propelled barges.

3.3. Cargo Transportation by Inland Waterway

In 2022, more than half of inland-waterway freight shipments by Polish shipowners took place in international transport (67.8%). Although there was a decrease in the volume of shipments between foreign ports (by 16.7% compared to the previous year), their share in international transport remained dominant, at 82.2% (up 2.7 percentage points). Exported (down 25.5%) and imported (down 45.2%) shipments declined. Exports accounted for 14.4% of total international shipments, and the main destination was Germany, which was the destination of 81.0% of all exports of goods by inland waterway.

According to CSO data, in 2022 the most frequently transported cargoes, as in previous years, were goods from the group of metal ores and other mining and quarrying products, including peat, uranium, and thorium (29.6%) (Figure 1).

In tourist traffic, 116 inland-waterway passenger vessels carried a total of 1,100,900 people, while performing transport work amounting to 1,548,700 passenger-kilometers. This represents increases of 11.6% and 4.8% over the previous year.

4. Conditions of Cargo Transportation by Inland Waterway

The basic condition that must be met for IWT to be used to transport cargo on intercity routes is the availability of waterways with technical parameters that allow regular shipping. In addition, to enable regular and commercially viable transportation, other conditions must be met, which include the following:

• 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.

Navigational conditions on Poland’s inland waterways are challenging for commercial shipping. Many of these stretches do not meet the criteria for internationally important roads; there are significant fluctuations in water levels, which affect clearances under bridges and transit depths; and few waterways are covered by RIS. In addition, there are few inland-waterway operators, and the fleets they operate are often outdated and in poor technical condition.

5. The RIS System and Its Impact on the Operation of Water Transport

The River Information Services (RIS) plays a key role in improving water transportation operations by providing integrated information services for inland navigation. The RIS facilitates the safe and efficient flow of information, which translates into numerous benefits for water transportation. In addition, it should be noted that the RIS should also be understood as the combination of one or more harmonized information systems comprising the entirety of human, hardware, software and communications resources, together with the regulations pertaining to them, and designed to perform the task of processing inland-waterway information.

In Poland, the River Information Service has been introduced thanks to two projects implemented by the Inland Waterway Authority in Szczecin, i.e., “Pilot implementation of RIS Lower Oder”, implemented from 2010 to 2013, and “Full implementation of RIS Lower Oder”, implemented from 2016 to 2023. As part of the project “Pilot implementation of RIS Lower Oder”, 97.3 km of waterways were covered by the RIS system, i.e.,

• 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.

Currently, as part of the RIS COMEX2 project, work is underway to connect Poland’s RIS river information service system to the international EuRIS platform, which integrates data from the national RIS systems of European countries to improve travel planning on international waterways.

6. Comparative Analysis of the Transportation of Containers by Different Modes of Transport

The maps below (Figure 3, Figure 4 and Figure 5) show the routes to be covered by the analysed modes of transport.

The analysis carried out in this study assumes the carriage of 60 20’ containers on the Opole–Szczecin route, using the most popular inland set in Poland: two BP-500 barges and a Bizon III pusher. One barge has the capacity to carry 15 20-foot containers, so by using the entire set, it is possible to carry 30 containers simultaneously. Thus, two inland barges, 30 road sets and a rail yard with thirty container wagons will be needed to transport the entire cargo. An important factor for transportation is the weight of the container, and an average container weight of 21 t was assumed for the calculations. The weight of the cargo directly affects the draft of the ship, which in turn determines the minimum transit depth and minimum clearances under bridges.

Table 1. Comparison of the time, costs, and carbon dioxide emissions involved in transporting 30 forty-foot containers by inland waterway, road, and rail between Opole and Wrocław.

	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

* System of work in accordance with the Regulation of the Minister of Infrastructure (1) of 17 August 2023, as to the list of positions on ships, the minimum composition of the crew of ships on inland waterways, the conduct of the examination, and the manner of operation of examination commissions. ** The freight rates on the specified route range from €20 to €25 per tkm; for the purpose of the calculations, a freight rate of €25/tkm was assumed, due to the difficult navigational conditions along the route under consideration; *** The rate used for the calculation is 1.57 euros/km. Source: Authors’ elaboration.

presents a comparative analysis for selected modes of transport.

The authors of this article have work experience in the respective transport branches, and the data are obtained from companies and verified on the basis of the knowledge and experience of the experts. The data for the individual modes of transport were obtained directly from transport companies operating on the Polish market. In order to protect themselves with respect to their competitors, the companies have chosen to remain anonymous.

The example analyzed here shows that inland shipping is leading the way in terms of the fuel consumption and emissions which are necessary to complete the transportation task. In this case, the fuel consumption required to transport the entire cargo is 20% less than in rail transport and as much as 67% less than in road transport. In contrast, carbon dioxide emissions from inland shipping are as much as 75% lower than values for rail transport and 56% lower than values for road transport. IWT also ranks second, behind rail, in terms of transportation costs. A major disadvantage, however, is the transportation time, which is much longer for inland transportation than for rail or road. As such, inland-waterway transport is best suited for weather-resistant and nonperishable cargo. In addition, it should be borne in mind that under existing conditions, inland-waterway transportation is not possible year-round, or along the entire route under consideration. This is due to the condition of the waterway and navigational conditions. It should also be noted that these are estimated calculations, but their level of accuracy meets the needs of this publication.

7. Discussion

7.1. Current State

In estimating the cost of transporting containers by rail, it was assumed that the transport would take place on an intermodal train with a gross weight of 1200 tons. This assumption is based on the assumed average weight of the 20’ containers being transported (21 t) and the average weight of the wagons used to transport containers. It should be noted that variations in the use of the various wagons available in Poland for the carriage of containers can also be an area for optimizing costs in this area, by maximizing the use of the length of the train (the standard in Poland is 600 m (120 calculation axles) on modernized sections of railroad lines, aiming at the possibility of running trains with lengths of 750 m). The train adopted in the calculation for the purpose of this article, with a gross weight of 1200 t and carrying 60 20’ containers, will not use the designed length of 120 axles. Thus, in this area there remains the possibility of optimizing trains by length as well as by the gross weight of the train. Optimization measures in this area can not only improve economic efficiency parameters, but also reduce the negative environmental impact of rail transportation, determined per container moved by rail.

In road transport, too, there is an opportunity to optimize the transportation process, especially in terms of environmental emissions. Measures in two areas can contribute to this—the development of electric-, hydrogen-, or LNG-powered drive units, and the use of Intelligent Transportation Systems enabling, for example, the avoidance of traffic congestion or bottlenecks.

However, it seems that even in the face of possible efficiency improvements in road and rail transportation, inland shipping remains a good alternative. This is primarily through the use of the RIS, which contributes to the following:

• 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

Three scenarios for the use of inland shipping to transport goods along the Oder Waterway are presented in the

Table 2. Scenarios for the possible use of inland navigation on waterways of regional importance.

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].

below, together with a presentation of the role of the RIS:

• 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.

The use of the RIS would enable efficient fleet operation by providing up-to-date and forecast-based navigational information such as weather conditions, water levels, and occNupancy of port facilities or locks. With this data, it would be possible to determine which sections of the waterways could be used for transport, allowing alternative forms of transport to be planned if necessary. Such integration would help to maximise the potential of IWT while guaranteeing service delivery.

In addition, the RIS could support voyage planning, including the designation of RTAs (requested time of arrival) to specific locations, such as locks. This would enable vessels to move more smoothly, save fuel, and arrive at their destination on a just-in-time basis, further increasing transport efficiency. This would have a positive impact on the country’s transport system, making inland-waterway transport more competitive with road and rail transport. Increased capacity and operational efficiency would relieve congestion on road and rail, reducing congestion and improving the fluidity of freight transport. Reduced operating costs would make water transport more cost-effective, encouraging businesses to use this form of transport more often. Reducing greenhouse gas emissions would support Poland’s environmental goals, fitting in with national and international sustainable development strategies.

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

Due to the increasing volume of cargo transportation and ongoing climate change, new solutions are being sought to reduce the negative impact of transportation on the environment and reduce the social costs reflected in congestion and traffic accidents. The main modes of transport used for port-to-port cargo are rail and road, but the literature increasingly points to inland-waterway transport as an alternative that contributes to improving the socio-environmental aspects of transport operations. In addition to the characteristics of IWT, which is inherently more energy-efficient than other modes on a per-unit-of-cargo basis, the realization of social and environmental goals is also supported by the RIS.

Within the framework of this article, a comparative analysis was made of the carriage of 60 twenty-foot containers on the route from Opole (Poland) to the Port of Szczecin (Poland). The study showed that in this case, inland shipping leads the way in terms of energy consumption, while emitting the smallest amount of harmful substances relative to all of the other analyzed branches. It is also a good alternative from a financial point of view. However, one significant limitation is the transportation time, which is much longer compared to rail or road transport. Nonetheless, it can be considered that inland shipping is a good alternative for transporting containerized cargo, especially those shipments that are insensitive to weather and time.

The present study is an extension of those conducted by the authors in 2021, when only the section from Opole (Poland) to Wrocław (Poland) was analyzed. Just as at that time, inland shipping has presently proved to be the best solution in terms of cost and environmental concerns.

The article presents three ways to use Poland’s underused inland waterways, with the Oder serving as a case study. The scenarios range from minor changes to major modernisation. The first scenario assumes minimal intervention through the removal of bottlenecks and the use of semi-automatic or automatic vessels, which could make inland navigation competitive on Class I and II waterways. The second scenario involves upgrading to at least Class III navigability and the design and construction of special barges adapted to the body of water, using modern technology, thus exploiting the full potential of the Class I waterway. The third scenario involves upgrading to International Class Va, which involves major environmental interference and significant costs.

From today’s perspective, a middle option that involves a moderate upgrade of the waterway and the use of dedicated transport modes seems to be the most optimal. This is a realistic scenario, as autonomous vessel technology is not yet fully developed and requires further research, while a comprehensive upgrade of the waterway involves high financial costs and potential environmental damage, including impacts on protected areas, which could lead to public protests.

Regarding the limitations of the study, it should be pointed out that the present considerations are only theoretical, since navigation on certain sections of the Oder Waterway is significantly hampered by inadequate navigational conditions due to the poor technical condition of the waterway. Nevertheless, despite these limitations, this study may provide an argument for legislative bodies which could be used to support investments in waterways, because inland navigation is a good alternative to other modes of transport. The analysis of the potential use of inland shipping in these three scenarios and the comparison with other transport modes can also be applied to other underused waterways in Poland (e.g., Vistula and Warta) and Europe (e.g., Elbe and Vltava). The possibility of using this research in other regions of Poland and other countries depends on the natural conditions of the waterways, as this is a factor that determines the scale of future investments, the size and structure of the fleet, and the degree of implementation of the RIS system.