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Development of a Next generation European Inland Waterway Ship and logistics system

Final Report Summary - NEWS (Development of a Next generation European Inland Waterway Ship and logistics system)

Executive Summary:
Central European inland waterways are presently utilized way below their carrying capacity. Although inland navigation is known as a transport efficient, safe and environmentally friendly transport mode, it faces strong competition with road and rail transport – although COOPERATION with other transports modes is highly desirable! IWT is demanding superiority in environmental friendliness as advantage. Having that in mind, the main objective of NEWS was to increase transport flows on inland waterways (especially container transport on the Danube) by developing a next generation European inland vessel and logistics system to make inland waterway transport more economically, more ecologically, safer and time efficient: The NEWS Mark II vessel.

Besides NEWS Mark II, the project’s main results are a target market for running the vessel and a viable finance and business plan.

The following technical and logistical innovation lead to the project’s overall objective:

• Redundant Gas-electric energy system for propulsion → Reducing fuel costs and emission (Liquefied Natural Gas (LNG) is appr. 20% cheaper than diesel. Additionally, LNG provides a reduction of greenhouse gas emissions and other pollutants. The redundant energy and propulsion system with two propellers is optimized for shallow water)

• Redesign of a (container) optimized hull → Increasing transport capacity (cargo hold is designed to carry four containers in a row and three stacked, special purpose cargo, bulk cargo and cars)

• Active ballast water system → Increasing days of navigability (water depth can be increased by up to 0,7 m with 800m³ by an active ballast water system tank in order to increase operation days with three layers at HSW)

• Specially designed logistic system → Adapted logistcs & supply system for market demands (possibility to use the ship in a liner service on two routes:
o Western route (Enns - Rotterdam) and
o Eastern route (Enns - Constanta)

• Concepts of river ports infrastructure → Holistic solution for increasing container traffic

• Finance- & Business plan → offer for investors and promotors

• NEWS route and cost-planning tool → make IWT more applicable

There are various restrictions on the Danube that greatly influence navigation: The most important restrictions are the water depth, bridge height, the size of locks and ecological aspects. While developing Mark II technically and logistically, such restrictions have been considered.

The technical design of the vessel and the design of the logistical system were realised in reciprocal cooperation.

When elaborating NEWS’ logistical system, the most promising catchment and operation area for NEWS had to be identified before micro-regional strategies concerning a re-organization of logistical network structures and container liner service routes were developed. Afterwards, suitable Danubian inland ports as ports of call have been analysed and a handbook for port enhancement was elaborated.

The container liner service routes were defined based on the macro- and micro regional analysis elaborated within the WP 3 and 4. For both routes, the Finance- & Business plan were developed (WP 6). The plans considered two scenarios: ideal and real scenario. The ideal scenario (WP 2) was based on following assumptions:

• Constant ship draught of 2,5 meters and loaded with three layers of containers all over the year on the entire route
• Port performance on a 24 hours operation 7 days a week
• Preferential treatment of container ships at locks to avoid waiting times exceeding 30 minutes per passage
• Lock chambers with heating to avoid ice formation in winter and constant use of icebreakers especially on Channels
• Upgrading of all locks on the route to 2 chambers, which would enable overhaul and repair without closing times

The real scenario (WP 7) had the following assumptions:

• Ship draught of 2 meters
• Present navigational conditions and infrastructure allowing 2 layers of containers only

The NEWS Finance - & Business Plan showed that in current navigational conditions (real scenario) even a perfectly designed inland vessel like NEWS Mark II cannot remedy the shortcomings of the inland waterway on the evaluated routes and enable a competitive and profitable operation.

Although NEWS has great advantages, its price is too high for the existing cargo flows resulting in a long return investment time.

However, as the project design of selected NEWS’ modules, i.e. an installation of particular systems (such as aft ship under water ship lines, energy production-, propulsion- or ballast system) on existing fleet could be a reasonable and payable investment, especially if there will be offered financial support by EU or national governments to the shippers for environmental and energy efficient consciousness in transport operation in accordance with EU White Papers.

In accordance with the development of NEWS analysis of liner service routes, an assessment of the current situation of Danubian inland ports and services was carried out (WP 5). The analysis showed that the container transports on the Danube are concentrated on the Upper Danube area with its industrial centres located in South Germany, Austria and Hungary, while the container handling points located at the Lower and Middle Danube only handle a small amount of containers. Additionally, in this area no specialised container terminals exists. The container handling points in this area are all located in general cargo terminals with combined handling equipment. Due to this, a layout cluster for the container terminals with significant container handlings at the Upper Danube was developed and exemplary ports for each class were selected and described. These reference ports were transformed into simulation models for further analyses. With the use of the simulation it was possible to identify bottlenecks in the material flow of the exemplary ports.
Furthermore, various expert interviews in existing successful trimodal container terminals showed that, beside the standard general services and value added facilities which are offered by all of the analyzed terminals in the Upper Danube area, the integration of individual logistic chain services, developed exclusively on the demands of a customer, are huge factors of success for respective terminals and are the type of services that are missing in the terminals of the Lower and Middle Danube.

Concluding, based on the overall NEWS project outcomes, the following recommendations for further development of IWT on the Danube and its surrounding waterway system could be given:

• Implementation of action plans for rehabilitation and maintenance of the Danube as a waterway. These actions require less investment and provide much more benefits than investments in road and rail transport (see Fairway Rehabilitation and Maintenance Master Plan within the EUSDR)
• EU regulations to provide more encouragement and support to the IWT as an environmentally favourable mode of transport
• Encouragement to the development of logistics infrastructure and know-how in the less developed countries of the Danube region
• Providing support for transformation of Danube ports into logistics centres which will offer more comprehensive logistics services
• Harmonization of legislation and encouragement of uniform application of EU legislation in the area in order to avoid retention of cargo flows at the state borders
• Increase of safety of cargo transport
• Accelerate the introduction of line services, in particular for container transport, through the EU research and development projects.

Project Context and Objectives:
Project context
• globally and locally continuing growth of traffic flows, especially container transport in seaport’s hinterland
• inland waterway transport is still underrepresented regarding the modal split for freight transport in the EU-28 → utilized far below their theoretical carrying capacity
• road and railway have reached their capacity limits in most European regions, whereas inland waterways still offer a large potential to take over growth of goods
• to encourage a modal shift to inland waterway transport, shipping companies and owner-operators have to be enabled to improve their economic position with a means of transport to meet operator’s target costs, optimize time-management (reliability), answer to inland shipping-specific bottlenecks (e.g. low bridges, shallow waters), improve carbon footprints and thus successfully cooperate with road and railway transport
• over aged and environmentally unfriendly, transport- and energy-inefficient fleets → a Next generation European Inland Waterway Ship including speci¬fied logistics systems comprising solutions to challenges mentioned above was developed

Inland shipping has been shaping urban and economic frameworks and the structural development of Europe for ages: Cities like Cologne, Regensburg, Vienna, Budapest or Belgrade are oftentimes located at historic trade routes and strategic relevant inland waterways as Rhine, Danube or Main. Today, inland shipping finds itself in a tight competition (and not cooperation, as it should be aspired) with road and railways as modes of transport:

Figure 1: Share of transport modes in EU-28 - total freight transport

Source: Eurostat 2015, access via http://ec.europa.eu/eurostat/statistics-explained/index.php

In 2013, 152 billion tonne-kilometres were transported via inland waterways. The European Inland navigation fleet includes more than 17.000 vessels and a carrying capacity exceeding 18 million tonnes (cf. Observatory of European inland navigation 2015, access via http://www.inland-navigation.org/observatory/fleet-transport/fleet/); almost 44.000 people are directly employed in that branch. Accordingly, inland shipping and inland ports are of vital importance for the economic development of regions due to their ability to build networks (hinterland-hubs), their role as interfaces and their capability to consolidate bulks and reach mass market demands.

The European waterway network consists of about 30.000 km of internationally classified canals and rivers which are available for inland navigation. Considering highly populated areas in the European Union (Netherlands, Belgium, Luxembourg, Germany and Austria), the network is especially dense. Focusing on the Danube and its feeder rivers, this waterway axis connects 14 European countries . Whereas inland shipping is significant in some regions in Western Europe with navigable waterways, reaching up to 44% of the total transport share in the catchment areas of major seaports, Central European inland waterways (especially the Danube) are presently utilized way below their theoretical carrying capacity. Some major reasons for this might be:

• shipping agents may assume that forwarders (or owner-operators) on inland waterways are more inflexible than road or railways
• due to altering water-levels, schedules may not be followed reliably
• time-critical transport is problematic due to waiting times at locks or inland ports
• combined transport, requires additional moves in traffic nodes
• “critical reputation” of inland waterway shipping industry
• Inappropriate navigation conditions on the Danube

Inland vessels are designed and built with an expected lifetime of 50 years and beyond. Some of the ships travelling on European waterways are already reaching an age of 70 years or older (e.g. in Germany, 70% of the fleet is older than 35 years; in Eastern European countries they are even older ) and thus show the present “state-of-the-art”. This implies that the technology employed in those ships with respect to design, propulsion system and/or electric systems is older than 35 years. Instead of being able to invest into new means of transport (e.g. new vessels), inland waterway shipping companies and owner-operators oftentimes suffer from negative market trends as there is more available volume for existing ships than demand for cargo (no pairing given). To put it in a nutshell, inland waterway ships are long-term capital equipment having a decisive impact on the long-term competitiveness of the shipping industry, therefore needing focussed attention.

Overall, the economic situation of companies operating inland waterway fleets is, amongst other factors, characterized by:

• an over aged fleet
• eroding profit margins
• a high dependence of fuel costs
• infrastructural bottlenecks causing delays in running-times

In order to improve this situation, shipping companies and owner-operators have to improve their economic position. Hence, target and financial engineering has been applied for NEWS.

Project objectives

MAIN OBJECTIVE
Increase transport flows on inland waterways (especially the Danube) by developing NEWS to make IWT more cost-, time- and ecologically efficient by convincing customers with the help of a preliminary approval, logistics concept, port preparation, a finance and business plan and the demonstration of usability and performance to invest into NEWS.

Sub - Objectives
TECHNICAL DEVELOPMENT OF VESSEL CONCEPTS
• to deliver concept and specification (layouts, typical layout components, resource types and processes of construction) of novel inland waterway container vessel incl. a preliminary approval of construction principle D1.1D1.2
D1.3
• to adapt the concept to alternative purposes (car carrier, river-sea-going vessel, secondary-use ships, conversion of vessels) D1.4
TECHNICAL DEVELOPMENT OF MATCHING PROPLSION- AND AUXILIARY SYSTEM FOR NEWS
• to project and evaluate of two variants of safe and energy efficient diesel electric/gas electric systems to improve the sustainability of the propulsion- and ship service system D2.2
• to develop a safe and efficient LNG supply-/operation system for NEWS D2.3
D2.4
MACRO-REGIONAL ANALYSIS → MOST PROMISING OPERATION AREA FOR NEWS
• to identify most promising operation and catchment area for NEWS D3.1
• to evaluate transboundary effects of NEWS D3.2
• to assess regional added value for the Danube linked waterways (the Rhine and secondary waterways such as the Meuse, Saar and Moselle) D3.3
• to asses spatial implications D3.4
MICRO-REGIONAL ANALYSIS → DESIGNING LOGISTICS CHAINS FOR NEWS
• to analyse existing micro-regional logistical network structures in the targeted catchment area D4.1
• to reorganize different logistics chains adapted to NEWS in the most promising catchment area D4.2
• to identify means of integration for NEWS to the intermodal logistics chain D4.3
PREPARE PORTS FOR NEWS
• to draw up a profound infrastructure and service concept → propose solutions for the infrastructural and portfolio fittings of ports D5.2
• to analyze impact of the container growth on ports in terms of increased capacity requirements D5.2
• to discover threatening shortages constituted by certain areas or resources within a port D5.2
• to scan services offered by inland ports operations D5.1

FINANCIAL AND SOCIAL BACKGROUND FOR NEWS TO ATTRACT INVESTORS
• to evaluate economic potential and reliable costs for building and operating the new ships D6.2
• to create a business plan including financial and socio-economic assessments D6.1
DEMONSTRATE USABILITY AND PERFORMANCE OF NEWS
• to develop implementation scenarios in cooperation with inland ports, operators, authorities and further stakeholders in different geographical frameworks and the targeted catchment area D7.2
• to examine NEWS regarding traffic control from a ship owner’s point of view D7.2
REACH TARGET GROUPS / STAKEHOLDERS & DISSEMINATE RESULTS
• to integrate new Lead and End Users especially regarding logistics and ship building industry WP 8
• to integrate representatives of regional authorities, regional development and innovation agencies, additional intermediaries as demand-side actors to include local, regional and national authorities WP 8
• to transfer of knowledge to Eastern European countries, especially to and within the Danube region WP 8
• to enhance commercial potential of NEWS WP 8
• to assure visibility of project’s results in the scientific, EC and RTD sector WP 8

Project Results:
NEWS Mark I – basic technical considerations
The basic purpose of NEWS is to develop a container vessel
• with the capability to carry three layers of containers stacked and four side-by-side on at least 80% of the European Inland Waterways,
• with the deckhouse and a liftable wheelhouse in the front,
• with a completely new aft ship design for optimised propulsion efficiency and resistance efficiency and
• with Diesel- or gas-electric propulsion for clean and economical operation.

NEWS is equipped with an active ballast system in order to adjust draught and air-draught in operation to enable NEWS to pass bridges with limited height as well as areas with limited water depth. The vessel is optimised for the entire Danube operation on a draught of 2.70 m. For all cases, a speed over ground of 13km/h must be reached considering unrestricted and calm waters.

The consequence of that European law is that the vessels and pushers either cannot be operated with convoys sized according to potential transportation requests or the vessels are overpowered, just to demonstrate a speed of 13 km/h with a tonnage of around 16.000t once in their life time. In days where we fight for a reduction of CO2-emission this law simply is contra-productive.

From a naval architect’s point of view, the power installed in a vessel has to be sufficient to guarantee full maneuverability of the vessel or the required convoy in the area the vessel is operated. Whether this maneuverability is guaranteed at a speed of 6 km/h (as usual on the “Lower Danube” for convoys with 8 or 9 barges and a transport capacity of approximately 15.000 to 16.000 tons) or whether a speed of 13 km/h has to be proven, makes a big difference with respect to powerage, fuel consumption, CO2-emission and, finally, the price for a vessel.
Therefore, NEWS proposes a vessel without conventional engine room, but with the engine room on open decks, where air-cooled generator sets, the number of which to be determined by the potential owner or operator according to the requirements of NEWS’ future route, are placed on the main deck. Electrical L- or Z-drives are used as propulsors.
Container transport on the Danube was established years ago but suffered from the use of non-appropriate barges (single compartment barges with wing tanks and heights [heights of the side shell] not exceeding 3,2m), with a transport capacity of four containers side by side in two layers. As the volume in wing tanks and the height of the barges was limited, the necessary draught for the barges to pass low bridges at high water levels could not be reached. Therefore, it was a clear aim to develop a vessel with sufficient height and sufficient water ballast volume to enable the ship to be operated at a maximum of days of navigation.
NEWS is equipped with a liftable wheelhouse in the fore body as in the aft ship the engines and, if applicable, the gas tanks are fitted; also the deck house is situated in the fore body.
DNV-GL has approved the construction principles after having

• developed hull lines
• elaborated the structural Design of the Container Vessel
• undertaken a Weight Calculation
• calculated Displacement Values
• composed main ship data and provided a Lines Plan
• designed General Arrangement Drawings,
• designed Web Frames
• designed Building frames and bulk heads for NEWS,

Of course, a net load curve, the shear force curve and the bending moment curve for critical loading conditions in agreement with DNV-GL have been calculated as well. The results gained are technically satisfactory as they show the absolute possibility to carry three layers of containers and four containers side by side on the Danube and moreover on about 80% of European Inland Waterways.

For validation purposes, model tank tests were carried out at Vienna Model Basin Ltd. in November 2013. The tests were carried out with a model in the scale of 1:12,5. Three model versions were tested:

• Model 1: Extended version of a "Stein" class vessel. The design of the aft body remained identical to the "Stein"-class ships. The basic model was Mod. No. 2609.
• Model 2: The fore body and the parallel mid body (Model No. 2609A) was identical model 1, the aft body was modified. NEWS is designed without a conventional engine room, but a certain number of power sets are positioned on the main deck, and L- or Z-drives are used as propulsors.
• Model 3: Like model 2, but equipped with a newly designed fore body, which normally is not used on shallow water ships, but is similar to conventional bow shapes of sea-going ships (Model No. 2609B)

Figure 2: Model tank test at Vienna Model Basin Ltd. in November 2013

(Source: TUW)

With models 1 and 2, resistance-and self-propulsion tests were carried out. With model 3, a self-propulsion test was performed. All tests were carried out on a draught corresponding to 2,70 m in full scale on a full scale water depth of 4,0 m. The NEWS design of the aft body led to an average improvement of 10% compared to the extended "Stein"-class ship. The newly designed fore body expectedly led to no improvements, except at the low speed of 10 km/h, where an improvement close to 17% was noticed. At speeds exceeding 12 km/h, a remarkable increase of power was noticed. The results of the tests are the basis for further considerations concerning the use of various propulsors.

Based on the results of the model tank tests, power speed calculations, based on LNG as fuel, were carried out. 22.5% of fuel costs can be saved annually with NEWS (LNG-driven) in comparison to the best-performing alternative inland vessel operating on the Danube.

NEWS Mark II – Advancement of the concept
Till M13 of the project, WP 1 and 2 basically concentrated on designing a ship based on the existing patent as described in the DOW. Based on the results of the interviews with end user (ship owners), forwarders and other IWs experts in WP 3 and WP 4, it became obvious that the originally intended pat.bend.version was not flexible enough in respect to different load factors of containers (heel and trim) and cargo flexibility (bulk-special purpose cargo). As a consequence, we had to design NEWS Mark II using the hull lines applied in the model tank tests, but with a completely new cargo hold is not subdivided by a longitudinal volume bulkhead arranged amidships. This main frame design is comprising of one cargo hold 10 m beam 8o m length surrounded by a dou. The volume of this double hull shall be used for the active ballast water system to be applied in NEWS Mark II. The depth of NEWS Mark II is 4,50 m. Apart from positive reactions, the consortium was confronted with constructive criticism which can be summarized as follows:
• With a container vessel following the design of “NEWS Mk I” only containers can be transported, what reduces the possibilities of flexible applications
• Due to the high centre ballast tank loading and de-loading of containers is only possible using a container bridge
• The patented design of “NEWS Mk I” cannot be applied to existing ships; a conversion of an existing ship to the “NEWS Mk I” concept is not possible
• Remarks concerning the need of a double hull ship for the transportation of dangerous goods in containers came up
• Because of the comparatively thin side shell construction remarks came up from the classification society whether container impacts during loading could damage the side shell

NEWS Mk II is a one hold type V double hull vessel, based on the successfully designed lines of NEWS Mk I and therefore provides power savings identical to NEWS Mk I (see D2.3 and D2.4). As NEWS Mk I, the design of NEWS Mk II offers the possibility to transport three layers of containers (four side-by-side) on European Class V waterways, especially on the Danube from Constanta up to the ARA-ports within the range of navigable water levels due to an active, dynamic ballast water system providing a maximum ballast volume of 800 t in the wing tanks and in the double bottom.

In comparison to NEWS Mk I, the light ship weight is increased because of the use of thicker plates for the outer hull as well as for the cargo hold (s = 20 mm), allowing to carry bulk- and general / mixed cargo. Furthermore, the side shell height in the area of the cargo hold is reduced to 4,50 m from the base line, offering the possibility of loading and de-loading containers from the pier with reach stackers from one side. The double hull concept allows the transport of dangerous goods within the limits given by the ADN-rules. Similar to NEWS Mk I, the crew compartments and the wheel house are situated in the fore body. Engines, tanks and the power systems traditionally are located in the aft body.

In several meetings with all project partners it was decided that NEWS should push one “Europe IIb” barge as a maximum. The “NEWS Mk II” design, which provides possibilities for LNG-electric powering as well as for Diesel-electric powering is equipped with the following power stations:

• LNG-Electric-Power Station
o 4 x Gas-Electric-Gensets a 290 kW corresponding to a total of 1160 kW
• Diesel-Electric Power Station:
o 3 x Scania SG 601 a 480 kW corresponding to a total of 1440 kW
o 1 x Scania SG &01 a 480 kW in spare
The vessel is designed to be powered either by two podded propulsors or by conventional propulsion systems. The advantages of a gas- or diesel-electric propulsion system can be summarized as follows:

• Due to the use of Pods no additional resistance due to A-brackets, propeller shafts, shaft outlets and rudders has to be considered.
• Due to the use of Pods the position of the engine room can be selected according to the spatial arrangement available on board, what positively affects the size of the cargo hold.
• Due to the use of Pods no rudder steering devices are necessary
• Due to the use of Pods a high manoeuvrability is provided
• Due to the use of electric motors full torque is provided to both variants of the propulsion units even at low propeller revolutions; that leads to higher propeller efficiencies at low speeds and less fuel consumption.

Technical Data of NEWS Mk II

Besides the limited water depth of IWW, the main bottleneck for NEWS targeted Western Route is the clearance of railway bridge “Bogen” in Germany/Bavaria (5,00 m at HWL). The fully loaded vessel plus 100% water ballast will have a draught of 3,38 m. The maximum height of the vessel loaded with three layers of containers will be 8,2 m above base line. The height of the fully loaded and to 100% ballasted vessel above the floating waterline therefore will be 4,82 m ˂ 5,00 m.

NEWS’ draught without any load (not even empty containers on board) on even keel is 1,22 m with 265 t ballast and 1,67 m with 100% water ballast The fixed point height of the empty vessel will be 6,40 m above the base line. The height of the empty vessel with 100% water ballast above the floating waterline therefore will be 4,73 m ˂ 5,00 m.

draft clearance deplacement deadweight a. t. payload Tons per centimeter
NEWS empty incl. 15t consumable 0,98m 5,42m 1038 t 0 t 0 t 11,2 t/cm
NEWS on even keel incl. 265t ballast 1,22m 5,18m 1303 t 265 t 0 t 11,2 t/cm

2 Layers NEWS incl. 100t consumable 1,60m 4,80m 1721 t 698 t 598 t 11,5 t/cm
NEWS incl. 100t consumable 1,70m 4,70m 1840 t 817 t 717 t 11,5 t/cm
NEWS incl. 100t consumable 1,80m 4,60m 1959 t 936 t 836 t 11,5 t/cm
NEWS incl. 100t consumable 1,90m 4,50m 2078 t 1055 t 955 t 11,5 t/cm
3 Layers NEWS incl. 100t consumable 2,00m 6,20m 2197 t 1174 t 1074 t 11,5 t/cm
NEWS incl. 100t consumable 2,10m 6,10m 2316 t 1293 t 1193 t 11,6 t/cm
NEWS incl. 100t consumable 2,20m 6,00m 2435 t 1412 t 1312 t 11,6 t/cm
NEWS incl. 100t consumable 2,30m 5,90m 2554 t 1531 t 1431 t 11,6 t/cm
NEWS incl. 100t consumable 2,40m 5,80m 2673 t 1650 t 1550 t 11,7 t/cm
NEWS incl. 100t consumable 2,50m 5,70m 2792 t 1769 t 1669 t 11,7 t/cm
NEWS incl. 100t consumable 2,60m 5,60m 2911 t 1888 t 1788 t 11,7 t/cm
NEWS fully loaded incl. 100t consumable 2,70m 5,50m 3030 t 2007 t 1907 t 11,7 t/cm

Active
Water
Ballast
System NEWS incl. 800t ballast + 100t consumable 2,80m 5,40m 3147 t 2124 t 1224 t 11,7 t/cm
NEWS incl. 800t ballast + 100t consumable 2,90m 5,30m 3264 t 2241 t 1341 t 11,7 t/cm
NEWS incl. 800t ballast + 100t consumable 3,00m 5,20m 3381 t 2358 t 1458 t 11,8 t/cm
NEWS incl. 800t ballast + 100t consumable 3,10m 5,10m 3499 t 2476 t 1576 t 11,8 t/cm
NEWS incl. 800t ballast + 100t consumable 3,20m 5,00m 3617 t 2594 t 1694 t 11,8 t/cm
NEWS incl. 800t ballast + 100t consumable 3,30m 4,90m 3735 t 2712 t 1812 t 11,9 t/cm
NEWS incl. 800t ballast + 100t consumable 3,38m 4,82m 3830 t 2807 t 1907 t 11,9 t/cm

Load Capacities

Container Capacity TEU: 156 TEU
Container Capacity FEU: 72 FEU
12 TEU
Maximum Payload: 1907 t

Power Management

Gas-Electric System

• 4 x Gas-Electric-Gensets : 4 x 290 kW/1800 rpm
• Harbour-Genset : 1 x 50 kW/1800 rpm
• Propulsion Units : 2 x Jastram RP 380 Azimuth-Z-Drives
• Bow Thruster : Schottel SPJ 57, 257 kW
• Ballast System : 2 x FLYGT NZ 3153, capacity 150l/s each

Diesel-Electric System

• 4 x Diesel-Electric-Gensets : 4 x Scania SG 601, 4 x 480 kW/1800 rpm
• Propulsion Units : 2 x Veth VZ 900
• Bow Thruster : Schottel SPJ 57, 257 kW
• Ballast System : 26 x FLYGT NZ 3153, capacity 150l/s each
Moreover, design proposals for
• UN-Class IV and III vessel on the basis of NEWS Mk II
• Adaption of NEWS Mk II - design for vessels on class IV and III for non-container-transport and
• Easy-to-Load/Unload Car Carrier following the “NEWS Mk II”-Design
have been developed. Detailed results can be found in D1.3 and D1.4 and are not described here.

Propulsion for NEWS Mark II
WP 2 aimed at improving the sustainability of the propulsion- and vessel service system and hence developed energy production for auxiliary-propulsion and electric control operation and distribution system for an LNG-electric propulsion system attuned to the requirements of NEWS.
A comprehensive state-of-the-art comparison of propulsion systems for inland vessels has been developed (D2.1). A market analysis about container transport volumes and statistics was elaborated and existing type V inland vessels were compared to one operating on the Danube named Stein Class with NEWS; concentrating on propulsion systems and predictions for power speed calculations.
As fuel costs are the main drivers for annual operation costs, NEWS was improved significantly in comparison to the state-of-the-art. Such improvements have to be concentrated by developing a perfect ship in respect to resistance and propulsion as well as energy efficiency: NEWS Mark II. Therefore, also the electric vessel in comparison to the mechanical system has been investigated in NEWS. For the first time, we have also investigated the system of the so-called electric load balance for all operation modes in order to define the possibilities how to make the ship more energy-efficient. We have developed a clear methodology how to compare these ships to each other.
In addition, it was part of the benchmark to improve the number of operation days in relation to the completely different operation modes (such as uphill, downhill.) with the NEWS vessels in comparison to the existing fleet.
Therefore, we developed a methodology for a route planning tool for inland vessels in particular for the operation area between the ARA ports and Constanta.
Such a route planning tool does not exist and is therefore another innovative development which was not planned the beginning of this project. Please note that all calculations for power speed predictions have been upgraded after the model tank test in D 2.2.
Based on the specific technical data of NEWS (results of D1.1) a state-of-the-art energy generating-, consumption- and management system focusing on the improvement potential is to be developed. For that purpose, a benchmark concerning the requested power of a self-propelled vessel and a self-propelled vessel in combination with up to 1 barge to be pushed have been worked out and documented.
According to Austrian regulation BGBLA of the ZSUK, the following requirements have to be fulfilled in line with the Schiffstechnikverordnung, 162. Verordnung Jahrgang 2009 part II, chapter 5 Article 5.06: self-propelled ships or coupled convoys have to reach an average speed of minimum 13 km/h over ground = speed through water in deep and stream less water and headwind conditions Beaufort 0.
D2.1 illustrates the energy production, propulsion and energy distribution system on board of the comparison vessels. Technical sketches of the main arrangement of the components of all variants: Diesel-Mechanic, Diesel-Electric, propulsion variants with

1) 2x shaft with fixed pitch propellers + rudders
and
2) 2x azimuth rudder propeller.

At first we have worked out a forecast of the potential improvement by NEWS with respect to fuel consumption and emissions improvement. From our partner UDE we received an innovative data module (bridge calculating tool) to simulate any in water route with NEWS in respect to water depth and bridge height. We received a data module about speed of water current which allows us to simulate any in water route on the Danube upstream and downstream on specific water current by via donau.
For building inland vessels, it is mandatory to fulfil the requirements as described above. On basis of these two modules, on basis of the power speed predictions and on basis of on transport cases, we can calculate the necessary power which is needed for specific inland water routes.
This calculation is executed to have all input data for the comparison for the three ships. In order to calculate a benchmark table we have summarized the main particulars and the main influence factors for the improvement of the news project in comparison of the existing fleet under economic and ecological aspects. The specific data are the result of this deliverable.
State-of-the-art comparison of power, propulsion, steering, electricity, automation, safety, navigation, communication and environmental system:
This comparison has been executed on a concrete route between the port of Ybbs and Constanta. Input data based on a ships draft of 2.7 m and a water depth of 4 m. Furthermore, the reference speed is defined with 13 km/h. As the number of operation days is very much limited for inland vessels mainly because of the limited operational water level, the key economical factor the draft of the ship is limiting the operation days of inland vessel at full draught.
With the help of our route planning tool we could simulate for the above route the number of operation days with two layers of containers and three layers of containers. Finally, we did a comparison of the benchmark ships for the fuel consumption, fuel costs which finally resulted in a benchmark comparison table which describe the annual operation costs between NEWS, GMS, and Stein class
D2.2 illustrates the energy production, propulsion and energy distribution system on board of NEWS and the comparison vessels. Technical sketches of the main arrangement of the components of all variants: Diesel-Mechanic, Diesel-Electric, Gas-Electric, one Propeller, two Propellers, with propeller-nozzle, fixed shaft line; Z-drive Azimuth thrusters with double rotating propellers have been designed and specified.
Power speed results from model tank test as Input data from WP1:
• Power-speed data of STEIN-Class
• Power-speed data of GMS Helena
• Power-speed data of NEWS
An evaluation in a state-of-the-art matrix has been carried out. Out of this we have calculated the potential improvement by news with respect to fuel consumption and emissions improvement.
On basis of the route planning tool, on basis of the model tank tests and on basis on 2 two transport cases (1: wood in containers, liner route, 2: spot market route) we calculated the necessary power which is needed. This calculation is executed to have all input data for the comparison for the three comparison ships. The benchmark table summarizes the main particulars and the main influence factors for the improvement of NEWS in comparison of the existing fleet. Economic and ecological specific data are the result of this deliverable.
These calculations have been executed on the basis on the methodology to evaluate the installed power which have been designed and specified. For all variants a detailed data table for the installed power and different propulsion systems have been developed and specified.
Advantages and disadvantages of diesel electric propulsion is have been described. For NEWS, an innovative electric load balance, power production, power distribution, power control and management system for specified operation modes have been designed and specified. The first introduction into the global market of LNG subdivided into small-scale LNG and the description of applicable rules and regulations for gas electric inland water ships have been described and specified.
Furthermore, the main technical particulars have been specified for the design of a gas electric supply and propulsion system in order to apply for an approval in principle from the classification society.
State-of-the-art variants for the propulsion-, electric- and fuel systems for NEWS
1. LNG VERSION 1a HTP ® RUDER PROPELLER input rpm 1800 RPM
2. Diesel VERSION 1b HTP ® RUDER PROPELLER input rpm 1800 RPM
3. LNG VERSION 2a HTP ® gearless direct drive 30 – 400 RPM
4. Diesel VERSION 2b HTP ® gearless direct drive 30 – 400 RPM

Finally, a comparison of NEWS as described above has been calculated in respect to the fuel consumption: diesel versus LNG. All these data have been evaluated in respect to fuel consumption, fuel costs and CO2 emissions based on the concrete route. The results are shown in the state of the art comparison matrix NEWS.
Supply chains and the development of a supply chain scenario for the supply of LNG in ISO containers (20’), alternatively with fixed tanks and there the LNG supply either by truck or fixed LNG stations for the NEWS project were developed for a practical application are projected. In the second step, the installation of LNG tanks onboard of the NEWS ship, the connecting through safety systems with the re-gasification unit and the supply of gas for the gas electric system is projected, calculated, evaluated with one classification society and inland regulatory body.
Furthermore, it should be known that neither European regulations for LNG as fuel for inland vessels nor regulations for the bunkering have been released. As a consequence for this project the procedure for receiving the final approval for constructing the ship have to be executed that their approval in principle plus the relevant related Ministry of transport of the member state for which the new building have to be registered have to approach the ZKR in Strasbourg. It should be known that the time being needed for the final approval is around one year in minimum.
There are three challengers for making LNG successful as future fuel for inland vessels.
1. The costs for fuel must be much lower than diesel oil.
2. The availability of LNG have to be guaranteed at fixed points according to the endurance of the inland water ships. This infrastructure have to apply in the entire type V inland water network.
3. Regulations for LNG as fuel on board of inland water ships have to be released and accepted by all inland ports as soon as possible including for the bunkering procedure.
All related calculations and drawings have been worked out in accordance to the requirements of the classification society including endurance calculations.
Based on the experience of having projected several IWS conversions from diesel mechanic into gas electric and based on the experience of the already existing dual fuel or pure gas operated inland water ships we will apply to the methodology of describing all documents which are related to the approval in principal by DNVGL for the construction of the inland water ship NEWS Mark II as dedicated gas electric vessel.
Out of this methodology, the main important drawings which are requested by DNVGL for approval in principle have been projected in cooperation with ZTA and designed by LIN in cooperation with the supplying industry.
In respect to the power speed results of the Model Tank Tests for NEWS the fuel consumption and resulting reduction of CO2 emissions of NEWS has been evaluated in detail. The result of the State-of-the-art-comparison matrix NEWS table (D2.2 Item 5) you can see that the operation costs with NEWS with 2x RPP (gas/elec) is 349.113-€ cheaper/ annum as the STEIN-Class mod. ship. The STEIN-Class ship costs per annum 47 % more as NEWS with 2x RPP (gas/elec). Also the CO2 emission is reduced by 1309 t/a and the STEIN-Class mod. ship is 87% higher as NEWS with 2x RPP (gas/elec).
Out of this calculation and out of the first information about the catchment areas a general introduction about the global LNG market (large scale) and subdivided into the European small-scale proposal for a detailed infrastructure-based on the endurance calculation of NEWS Mark II model has been developed.
In addition a detailed infrastructure proposal either to deliver LNG containers and or to deliver LNG small-scale and trucks or at fixed LNG stations has been projected and designed and calculated.
Furthermore, the route planning tool has been upgraded to the route and cost planning tool for inland water shipping. The individual modules have been described and programmed.
Comment: Please note that this route and cost planning calculation tool for IWS is still in a development stage. Therefore, some modules are not in final stage.
A new tool has been added which describes the individual cargo loading case. In this tool the hydrostatic payload scale and the hydrodynamic individual data of the individual ship applied on the individual route are considered.
D2.4 describes general approaches to overcome previously identified bottlenecks. Further, it explains the drafted target scenarios, by precisely describing the results of the “ideal” new vessel NEWS Mark II versus the currently existing types.
In addition to the DOW, a completely new tool the so-called “Route/- & cost planning tool for IWS” has been invented and designed in order to evaluate in detail for the two reference routes the concrete operation costs, investment costs, total number of transported containers per annum and the expected income to refinance the investment. With this complex route and cost calculation tool we are able to describe the advantages of the NEWS ship in comparison to existing ships like the GMS or the Stein class as well under technical aspects as under commercial aspects.
Because of the active ballast water system we can transport within the liner service in the Western route 334 FEU/a more than without active water ballast system. This is equal to 15%. (Please refer to item 7.2.1 and item 7.3.1).
By increasing the draft because of the present executed infrastructure improvements by 20 cm we can carry in future 2887 FEU /a on the western route. These are 354 FEU containers more per year which is equal to 14 % . In total 688 containers can be annually carried more because of these two innovative NEWS features. And by this the total costs container can be lowered from 639€ to 534€ per FEU. (Please refer to minimum required freight rate item 7.2.2.7 and item 7.8.2.7)
Remark: KNE has given the task for the freight rate of one FEU from Enns to Constanta in the amount of € 400 in order to be competitive to the rail. The physical annual transport capability of NEWS is 3456 FEU, provided the infrastructure allows a permanent loaded draft of 2.5 m. based on the above mentioned methodology we can calculate this minimum required freight rate as follows :1.527.541 € : 3456 FEU = 442 €/ FEU. This calculation shows that we are very near to the given task from KNE. Furthermore we have the possibility to couple NEWS with one barge. Then it is possible to carry annually in other 1440 FEU. In the western route this is possible only, if relevant infrastructure (lengthening of the locks) shall be performed in the future.
In addition, being 20% better in fuel consumption and 51% better in CO2 emission- if operated with LNG - than existing ships, NEWS Mark II proves to be an ideal example for the future transport of containers as well for the western route as for the eastern route also under environmental aspects.
Furthermore, we could prove that a gas electric ship with innovative propulsion systems, as preliminary projected and designed, receives from the largest classification society of the world DNV GL the pre-approval in principle. This means for the end user that the design system is practical possible in reality.
Overall, we have designed an innovative vessel with outstanding technical features for specific catchment areas in the Danube region, such as low fuel consumption by excellent aft ship lines, redundant propulsion by two propulsors, redundant energy production and distribution by installing three respectively four generator sets, an active ballast system which allows more operation days per year and three layers of containers.

Macro-regional analysis: Catchment and application area for NEWS
The objective of the first task of WP 3 was to conduct a basic geographic infrastructure research of the Danube River. Therefore first a well-founded analysis of the current infrastructure of the Danube and its hinterland as well as an analysis regarding water levels of the Danube was made. Additionally maps of the Danube with its low bridges, an explanation of current regional policy and a comparison matrix showing current infrastructural situation and the possible improved use with the help of NEWS was created. The main significant results of this task and of its objectives are:
• With a number of 16 by far the largest number of locks is allocated on the route of the Upper Danube
• A look at the bridges showed that of the total number of 130 bridges across the international waterway Danube, with a number of 89, the majority is allocated on the Upper Danube
• The bridges with clearances of less than 6 meter are almost all located on the German section of the Danube
• A look at the fairway depth showed that the fairway conditions of individual river sections partly differ strong and especially the German section Straubing - Vilshofen is the most critical one
• The table of the possible optimized use of the infrastructural bottlenecks showed that the driving conditions for NEWS are given in principle most time of the year also in these critical sections (section Straubing - Vilshofen is the most critical one)
• An additional output of this task was an excel tool which makes it possible to calculate the clearance at all bridges along the Danube and neighboring waterways with different weight of containers
The objective of the second task was to conduct a macro-regional analysis of existing transport flows in the Danube area. Therefore an examination of the most promising catchment area for NEWS from a macro-regional perspective as well as an analysis of the existing macro-regional transport flows was made. Additionally maps were created for illustrating the transport flows of containers and bulk cargo. The main significant results of this task and its objectives are:
• Especially the hinterland regions on the German and Austrian section of the Danube represent economically very strong regions with high purchasing power
• Regarding the manufacturing sector significant spatial concentrations in the region Vienna-Bratislava-Budapest, in the Linz area as well as in the Bavarian hinterland regions could be identified
• The analysis of the existing macro-regional transport flows of container suitable goods in the Danube region showed that the lion's share relates to the section Austria-Germany. In addition, significant flows of goods exist between Slovakia-Germany, Hungary-Germany, from Slovakia to Hungary, from Germany to Romania and from Hungary to Austria
• A look at the change of transport flows of container suitable goods over a certain time period showed a very large increase in outbound transport flows especially from Romania
• Regarding transport flows at a regional level it could be clearly seen that large transport volumes exist especially in the hinterland regions along the upper Danube and in parts of Hungary
• In terms of number of cross-border TEU by rail you could clearly recognize that the largest quantitative traffic - and thus the largest general shift potential - exists in Germany, Austria, Hungary and Slovakia
• With a value of nearly 13 million tons, most of goods currently are handled especially in Romanian Danube ports
• The analysis of the type of goods currently handled in the ports on the Danube showed that especially bulk goods represent by far the largest shares.
• Regarding general modal shift potentials of individual groups of goods for inland waterway transport on the Danube significant shift potentials exist especially for white goods from Turkey, for heating pellets from Romania and for the automotive industry
The objective of the third task, finally, was to conduct empirical studies with selected stakeholders for getting a closer look in their transport networks. The main objectives were the identification of potential inland “lead users” and “end users” as well as the assessment of market relevance, regional-specific value added services and transport logistics requirements of the “end users”. The main significant results of this task and its objectives are:
• In the Danube region the inland waterway vessel currently only plays a marginal role and particularly the truck or the train occurs as the dominant mean of transport
• A listing of general potential lead users in the Danube region showed that companies from different economic sectors can be of potential importance for NEWS
• With regard to the transport logistical pre-carriage and posthaulage of the interviewed companies currently the inland waterway vessel in the Rhine area plays a much greater role than in the Danube region
• A look at the main origin- and destination regions of container transports shows that from the perspective of the companies in the Rhine area as well as in the Danube area especially Asian regions will play a significant role in the future
• A look at the, from the perspective of the interviewed companies, main shipping seaports for the main carriage of container transport shows that in the Rhine area, especially the western ports and North German ports have the most important position and in the Danube region, in particular the Adriatic seaports, but also for further away lying destinations, the German North Sea ports play a quite important position.
• A closer look at container transports of companies in the Austrian catchment area showed that especially the eastern Mediterranean region as well as the Red sea region are significant target markets (Thus, in total annually 3.661 TEU are transported from the interviewed companies to the eastern Mediterranean region. Furthermore 6.980 TEU are transported to the Red Sea region and 466 TEU to the Black Sea region)
• In the Danube area a transport of a container from Rijeka to Sremska Mitrovica cost about 600 euros per train and the carriage of a container from Koper to Simanovci by truck about 950 euros. Additionally it was mentioned that the carriage of a container from China to Smederevo would cost about between 2000 - 2200 euros and the transport to the Port of Singapore would cost about 2,000 - 2,500 euros
• In addition to 20-foot containers (TEU) also 40-foot container (FEU) are used largely for their transports. In addition, various actors stated that for bulky goods also 40-foot High Cube (HC) containers are used and TEU-containers are especially used for heavy goods such as cutlery
• The data of the average weight of a loaded container varies between about 14 tons and 27 tons
• The future development of container transports at each location is evaluated by the interviewed actors mostly positive
• While actors from the Rhine area see the potential of the Danube as rather low, and also in the Danube area lying actors are rather skeptical regarding a transport shift on the Danube, several respondents nevertheless indicate that under certain conditions the Danube as a transport route would come into consideration for its container transports
• As central conditions for a transport shift primarily time-related and price-related factors play a significant role. Thus, for example a lack of reliability due to limited loading capacity through water level fluctuations and ice formation, frequently handling and lack of flexibility were mentioned in course of the interviews as reasons which represent an obstacle for shifting goods transport to the Danube
• Furthermore it was indicated that the prohibition of dangerous goods in Serbia or the expensive use of the Romanian canal are problems for a transport by barge.
• Many interviewees mentioned that the interaction between the factors time and costs is crucial (If the offer regarding the costs would be accordingly attractive, some companies would accept a longer duration of the transport)
• In addition, ensuring of a backup solution in case the Danube cannot be driven, for example due to low water levels, is mentioned as an important condition for a transport shift
• The results of the expert interviews showed that under certain conditions, such as the presence of a backup system or a more effective carrying capacity of barges, quite significant shift potentials for container transports on the Danube exist
The objective of the last task finally was to check the transfer of the NEWS concept to transboundary transport connections. Therefore an expert workshop, a regional analysis and a SWOT analysis was made. Additionally objectives were the evaluation and assessment of the spatial transboundary impacts and retarding effects which can be drawn from NEWS as well as adaption measures and recommendations regarding technical, organizational, infrastructural kind and in business management. Also the already mentioned route calculation tool was developed further in course of this task. The main significant results of this task and its objectives are:
• NEWS concept is next to the Danube also in principle suitable for various other waterways. Especially the international waterway connection route from the Danube via the Main-Danube Canal and the River Main to the Rhine represents for NEWS a potentially important transport axis
• Especially low fairway depth on the Danube section Straubing-Vilshofen as well as on the Main section upstream of Würzburg influence or rather reduce the number of navigable days essentially
• A key output of the workshop in terms of infrastructural framework conditions is the current maximum permissible draught on the Rhine-Herne canal and the Wesel-Datteln canal, which does not allow three-layer container traffic even with the new NEWS ship. This was also confirmed in the course of the conducted regional analyzes
• From the workshop it was also illustrated with regard to the operational perspective that a new inland waterway would be considered innovative if it could pass connection canals, such as the Wesel-Datteln canal, in three container layers
• The infrastructural analysis of further type V waterways has shown that, for example, the Neckar cannot be driven by the NEWS ship due to the small lock dimensions
• Although the locks on the Moselle have sufficient length and width dimensions, they are overloaded which results in long waiting times. Currently, these locks, however, are upgraded by a second lock chamber
• Current considerations for setting up a container liner service on the Moselle and the plans to upgrade the on the Saar lying inland port Saarlouis/Dillingen till 2015 to a container port with regular connections to the ARA ports represent a future general potential for container traffic on these waterways, which is, however, currently still dominated especially by the steel industry
• In course of the workshop it was suggested that it would be quite useful to specialize on certain transport goods. Thus, especially the automobile industry could benefit from a transport concept for cars
• It was also mentioned that even with a favorable inland water vessel the reliability would play an extremely important role. Thus, especially containers have to arrive at the right time at the right place. In addition to the pure transport process from the perspective of the participants in particular also a logistics concept is crucial because such concepts or rather logistics management approaches would become more important
• Combination of containers and bulk goods with respect to the loading of the barge would be quite possible and useful to achieve the best possible capacity
• In the course of the workshop it also became clear that the topic of telematics would become increasingly important for inland navigation in the future
• With regard to the propulsion of inland waterway vessels in the future LNG will play a decisive role because also the public pressure would become greater in this respect. It was also mentioned that hydrogen is funded by the EU and thus hydrogen power would be another topic in the future for inland waterway vessels
• A look at the Rhine-Main traffic has shown that also here a quite high number of containers are transported annually. At the same, however, it could be seen that the internal Main traffic, the Main-MDK/Danube traffic as well as the internal Danube traffic exist regarding container shipments only on an extremely low level. This is mainly due to the infrastructural very limited inland navigation conditions which among others clearly could be seen in the course of the regional- and SWOT analyzes
• Thus, especially the low fairway depth on the section of Straubing-Vilshofen and the only low maximum permissible draughts on the not yet upgraded Main section represent central impairments
• At the same time, however, there are significant transport potentials of the Danube countries towards north-western Europe, which already were identified in the course of the case studies in WP 3.3 and WP 4 and were confirmed again in the course of the recently conducted NEWS expert workshop as a part of WP 3.4. Thus, it became clear at the expert workshop that from the perspective of shippers companies especially Eastern Europe will become in future increasingly important for their transport networks. In addition, demands of a generally more powerful European east-west connection for inland navigation has been expressed by the workshop participants

Intermodal integration of NEWS
For the investigation of implementation scenarios of NEWS, two container lines were elaborated, operating between the sea ports of Rotterdam and Constanta. Methodically, these two implementation scenarios are based on the identification of the most promising catchment and operation area by an analysis of the existing macro regional transport flows within the Danube region. That analysis was followed by a micro regional analysis of transport scenarios of potential forwarders, proofing the need for transport capacity within the catchment area and gathering information about business requirements. The focus lied on non-time-critical goods suitable for container transport, such as technical products, wood, slowly moving consumer goods, paper-, and package-industry, steel industry, construction industry, engines and engine parts etc.

For the quantitative macro regional analysis, the Statistical Office of the European Union – Eurostat – and the online offer of the Statistical Office of Serbia were used as main data sources. Analysing goods suitable for container transport, relevant economic sectors, regional economic development and transport flows, the most promising catchment and operation area was identified mainly in the area of the upper Danube between Germany and Hungary with its main population centres Vienna (AT), Bratislava (SK) and Budapest (HU) and their significant spatial concentration of the manufacturing sector in the corridor Bavaria-Linz-Vienna-Bratislava-Budapest.

The analysis of existing macro-regional transport flows of container-suitable goods in the Danube Region showed that the largest share relates to the section Austria-Germany. In addition, significant flows of goods (rail/road) exist between Slovakia-Germany, Hungary-Germany, from Slovakia to Hungary, from Germany to Romania and from Hungary to Austria. With regard to a future potential of container transport flows, particularly the Romanian hinterland regions represent a high-growth potential.

Within the micro regional analysis, the most promising catchment and operation area, but also the area along the Danube river in Serbia and Romania was described. Therefore, trimodal and multimodal logistical nodes have been identified (91 nodes, 40 of these are ports) and characterized by defined criteria. Especially in the most promising catchment area strengthening of the interoperability of the different modes of transport and the minimization of the risk of bad investments are main goals to manage future transport volumes, since existing hinterland terminals do not keep up with transhipment capacity needed in the next decade. Amongst the Romanian Danube ports and multimodal terminals identified, only in Constantia and Giurgiu the transport of containerized goods is currently carried out. However, on the other ports could develop, as they have basic capabilities for loading and unloading containerized goods. Serbia has a very prospering regional position. Agreements with P.R. China, Russia and EU. In Serbia, there are two international rivers (Sava and Tisa) besides the Danube and nine intermodal terminals.

After the logistical network was described, relevant logistic chains for NEWS were identified. For this purpose, the top 40 exporters and importers of the most promising catchment area (focusing Austria) were identified, using a 150 km distance radius to the respectively nearest port.

Table 1: Potential transport volume (in TEU) from Austrian ports
Potential transport volume from Austrian ports
Area of Port/Terminal Export in TEU per year Import in TEU per year
Vienna 27.100 15.630
Linz/Enns 41.000 49.425
Krems 39.000 6.000
Total 107.100 71.055

A potential annual transport volume of approximately 110.000 TEU (export) could be identified by the top 40 exporters and 71.000 TEU by the top 40 importers. 20 case studies, with companies out of the top exporters and importers, were conducted in order to deeper analyse the empirically collected data. These case studies contained a comparison of existing import and export container flows from/to the most promising catchment and operation area of NEWS and possible scenarios of shifting the flows from road and rail to the Danube. Selected companies transport containers intercontinentally mainly via ARA-ports or Koper or Trieste. 94% of these containers are shipped via rail and 6% via road.
The as-is analysis of these 20 case studies revealed a potential transport volume of 1,044 TEU per week for the import scenarios and 1,484 TEU per week for the export scenarios. With a potential loading capacity of 156 TEU, this results in approx. 6 transports per week with NEWS.
An additional result of the conducted case-studies with the identified producing companies is a qualitative analysis of barriers impeding (producing) companies using IWT more often. In most cases, transport decisions are not made by themselves, but by the logistics service providers, deciding for the most cost-effective and reliable mode of transport. For the companies, the following reasons could be identified explaining why waterways are used that rarely:

• Regular shuttle transports from the Danube area to the sea ports, which can be booked reliably and spontaneously, are required (incoming/outgoing several times a week).
• Many companies use Koper and/or Trieste as gateways, which are not reachable via inland waterways.
• There are currently no suitable freight forwarders operating on the Danube.
• Lack of experience in multimodal transportation with IWT as main haulage, preventing many companies from a pilot run.
• The assessment of potential transport volume, particularly the identification of non-time critical goods is a challenge for logistics service provider.
• No logistics service provider is willing to risk (without subsidies) to establish a liner service, because they are afraid that the required lobby among the different freighter companies would not be given.
• A great number of producing companies within the Danube area cannot raise the required number of containers themselves in order to load barges; thus, shuttle transports and round trips are necessary.
• Subsidized and/or funded projects were less successful in the past. After the end of the funding period, most of the initiatives were stopped. Integrated, intermodal concepts, however, could increase the chance on a more successful implementation even after the funding ended.

After the most promising catchment and operation area was identified and transport flows were characterized by empirical case-studies and after a requirements analysis of terminals, shippers and forwarders, an implementation scenario for a container liner service was elaborated. Planning premise was to fulfil supply and distribution of goods to/from the most promising catchment and operation area. Therefore, two possible lines are introduced with the trimodal terminal of Enns as a turning point for a North-Western Route (Line 1: to Rotterdam) and a South-Eastern Route (Line 2: to Constanta) on the Danube. The selection of Enns as the turning point was based on a derived decision framework and socio economic considerations. This framework considers different aspects for port selection:

• Level of demand in the hinterland.
• Level of industrialization in the hinterland.
• Level of containerization.
• Transit times on IWT routes.
• Efficient hinterland connection.
• Port efficiency.
• Emerging markets.

As earlier analysis has shown that there is a high level of containerization within the area of Linz and Enns due to its alignment as highly industrial area. The port of Enns is the only terminal located at the Danube with fast handling module layout; the gantry crane is the biggest gantry crane in the Danube area. Further promising ports of call were selected in the same manner. Inland port types alongside the Danube range from private industrial ports and wet transhipment sites (sites next to the waterway with their own transhipment facilities) to ports of international importance (E-ports). There are more than 334 E-ports in the enlarged EU and candidate countries, of which approx. 290 are located along Rhine and West corridor, and there are more than 40 E-ports along the Danube. In cooperation with shippers, engineers and logistics experts, two scenarios for container lines with promising ports of call are elaborated with the following specifications. As a result of the determination process of implementation scenarios a concept of two container lines with defined ports of call, calculated time schedules and potential theoretical capacities and visualized maps were elaborated.
Table 2: Exemplifying container Lines – data
Route 1: Enns – Rotterdam Route 2: Enns – Constanta
Departures 2 per week 1 per week
Ports of call Enns, Nuremberg, Rotterdam Enns, Vienna, Budapest, Belgrade, Constata
Potential transport capacity (import resp. export) 312 TEU per week 156 TEU per week
Theoretical annual capacity (assuming 24h opoeration) 16,224 TEU 8,112 TEU
Rountrip time / ship 3 weeks 3 weeks
Ships needed 6 ships 3 ships
Net transport time 397,5h (16h slack time incl.) 306h (15,5h slack time incl.)

In the concept the port of Enns plays an import role as a linchpin. It connects the innovative concept of a transcontinental IWT connection of Constanta and Rotterdam. Ennshafen is equipped with trimodal infrastructure and is situated in the highly industrialized catchment area. During research it was concluded that one single container line between Rotterdam and Constanta is not practical as there are different preconditions between the countries along the Danube. Route 1 operates especially to serve the sea port of Rotterdam in inbound and outbound freight issues. Route 2 connects the port of Enns and the Black Sea Port of Constanta. On this line, there will be additional stops because of the smaller amount of transported goods in the Eastern Europe countries. Therefore, stops at the inland ports of Enns, Vienna, Budapest, Belgrade, Ruse and Constanta are planned to gain the necessary transport volumes for an efficient transport.

The concept of the container liner service works as a base scenario for the derivation of a finance and business plan.

Infrastructure and Service Concept
To receive a holistic solution for the anticipated rise of container traffic created by NEWS, not only the pure inland-waterway transports have to be considered. In addition, inland ports for container handling have to be integrated into the NEWS concept since they are linking the different transport stages (e.g. main and post-carriage) within the transport chains. To absorb and to promote the aspired growth in container transport created by NEWS and its increasing transport capacity, inland port container terminals have to transform from single transhipment points to comprehensive logistics partners. The main objective of WP 5 therefore consists in drawing up a profound infrastructure and service concept which supports this development to prepare ports for NEWS.
Finally, it can be stated that the container transports on the Danube are concentrated on the Upper Danube area with its industrial centres located in South Germany, Austria and Hungary. The results showed that the container handling points located at the Lower and Middle Danube only handle a small amount of containers. Additionally in this area no specialised container terminals exists. The container handling points in this area are all located in general cargo terminals with combined handling equipment. Due to this, a layout cluster for the container terminals with significant container handlings at the Upper Danube was developed and exemplary ports for each class were selected and described. These reference ports were transformed into simulation models for further analyses. With the use of the simulation it was possible to identify bottlenecks in the material flow of the exemplary ports. Especially for the terminals in Linz and Vienna bottlenecks were showed which are not only relevant for future scenarios but also for the current as is situation of the terminals. The analysis of the terminal in Enns showed that the integrated terminal layout works very well in trimodal terminals. We created and showed solutions to overcome the bottlenecks in these exemplary ports in Deliverable 5.2. These solutions are rated as confidential by the terminals and therefore are not integrated in this final report.
Furthermore, expert interviews in existing successful trimodal container terminals showed that, beside the standard general services and value added facilities which are offered by all of the analysed terminals, the integration of individual logistic chain services, developed exclusively on the demands of a customer, are huge factors of success for these terminals. At the Danube, all existing container handling points offer some basic GLS and VAF. New container handling points have to offer the basic services shown in Fehler! Verweisquelle konnte nicht gefunden werden. to be considered as viable logistic node by the shippers.
Figure 3: Standard Services in container terminals

Furthermore, Logistic Chain Integration Services become more and more important to the terminals. Terminals should always be able to offer customers their demanded level of service, to acquire new customers or link existing customers to the terminal. The workshops with the terminal operators as well as the interviews with the shippers and a closer look at best practice solutions illustrated the growing importance of distriparks located within the port and directly at the container terminals. This distriparks attract shippers and Logistics Service Providers to directly include their facilities in the port and link the container shipment to the port. This solution showed to be a key success factor for future growth in the transport volume and should be the main goal for new service approaches by all ports alongside the Danube.
Beside the bottlenecks in the exemplary ports, the main bottleneck in container handling in the eastern part of Danube, is the lack of the efficient material handling equipment and transhipment facilities. The existing handling equipment is outdated and the handling capacities are missing in terms of long cycle times at containers handling. Only slewing cranes with spreaders and terminals integrated into pieced good terminals are usually available. The results of the bottleneck analysis showed that an integrated Terminal Layout is an optimal layout concept for inland port container terminals. According to HaCon (2012), the integrated Terminal Layout shown in Fehler! Verweisquelle konnte nicht gefunden werden. provides the best possible handling operations for the biggest possible complexity of intermodal handling. The terminal has to be able to handle all modes of transport in all possible amounts. The containers in this terminal concept are mainly handled with one crane which spans the whole terminal area. The crane can handle all transport modes and the depot. At the landside handling area the crane is assisted by a minimum of one reach stacker, which does the main truck and train handlings. The rail track, the quay wall and consequential the handling area of the train has a length of 350m to 400m. The width of the terminal depends on the planned dimensions of the container yard. The number of rail tracks should be separable by two. Hence, a block train of 700m length can always be split in two parts and handled in total.

Figure 4: Terminal Layout for container handlings at the Danube (vgl. HaCon (2012))

Truck handlings can be done by reach stackers and the portal crane in the Load Lane of the Terminal. The Load Lane should be in the middle of the container depot (see Fehler! Verweisquelle konnte nicht gefunden werden.). Due to this, the depot area is divided into 2 parts, which ensures that the depot can be handled by the reach stacker, too. With 1 crane and 3 reach stacker, an average handling time of 2.5min by crane and 4min by stacker and terminal operation 24 hours on 6 days a week, the handling equipment can theoretically perform a maximum of 516.672 handlings per year. A standard handling factor of 1.5 and an utilisation of the handling equipment of 90% lead to a productivity of 186.002 paid handlings and 279.002 unpaid handlings per year. With a share of 43% TEU and 57% FEU (HaCon (2012)), the terminal has a realistic throughput of 147.769 TEU per year. For a completely new terminal, a throughput of nearly 150.000 TEU per year is a good goal to reach for. Furthermore, this terminal layout can be extended by a second crane or more reach stackers to raise the throughput. This shows that the presented terminal guideline is a good layout concept for a new terminal with enough handling capacity and a good expansion possibility. Interviews with stakeholders and authorities in the eastern part of the Danube, especially with the stakeholders of the planned port in Moldua Nova presented in deliverable 4.3. showed, that one of the biggest shortcoming in planning a new container terminal is the knowledge of needed space and handling equipment calculation. To enable future terminal operators to get a better understanding and to simplify the planning process in the first rough planning phase, we developed an inland port container terminal planning tool based on Microsoft Excel. Furthermore, the tool should not only assist in new planning task, but also should provide the possibility to track changes for an existing terminal, if new train or ship arrivals occur in the terminal.
With this tool we calculated the impact of the container line service on the turnaround point in Enns. The average stay time of full containers in the terminal in Enns is 1 day and for empty containers 10 days. The stacking height in the container yard is 5 layers. We included a storage buffer for peak times of 10%. The NEWS ship is handled only by the crane and during the lay time of the ship of 6 hours the crane only does ship handlings. We calculate with an utilisation of the ship of 80% (125 TEU) and a share of 80% of TEU and 20% of FEU. Furthermore, the share of full containers is 80% and of empty containers 20%. The average Handling Time for the crane is 2.5 minutes with a handling factor for crane handlings of 1.5. The Terminal is open for operations 24 hours per Day and 6 days a week.
We are calculating the impact of the western and eastern route together on the terminal with the in Deliverable 4.3 presented stages shown in Table 3.
Table 3: Ship departures in Enns
Stage Number of NEWS Ships departing from Enns
Mo Tue Wed Thu Fri
1 2 1
2 2 1 2

Figure 5: Impact of NEWS on the CTE in Stage 1(left) and Stage 2(right)

All results are compared to the as-is-state in May 2015. In Stage 1, the rise of throughput of the terminal caused by the Container Line Service is 39.000 TEU per Year. For storing these containers, the terminal needs 187 extra Ground Slots for 935 simultaneously stored containers. The terminal has to operate 76 extra Trucks per day and needs 1 Crane and 1 Stacker to operate the ship and the trucks. Stage 2 means a rise of the throughput of the terminal by 65.000 TEU and a total number of 1.100 TEU stored simultaneously on 220 Ground Slots in the terminal. The terminal has to handle 126 extra trucks per day. The containers can also be handled with 1 Crane and 1 Stacker.

NEWS Business Plan
Basic Information
The following information illustrates the basics on which the business plan has been calculated.
A freight rate of 400€/FEU for the transport from Enns to Rotterdam has been given by Kühne & Nagel Euroshipping as a goal, in order to be competitive to the train. The following tables illustrate assumed input data for the real scenario and ideal scenario of a NEWS liner-service for the Western route "Enns-Rotterdam-Enns”:
Real-Scenario
Navigable days 330 d/a
Number of roundtrips 20 trips/a
Time per roundtrip 14 d/trip
Operation draft 2,00 m
Number of Container layers 2 layers
Transport capacity FEU per NEWS ship 88 FEU
48 Ship + 40 Barge
Total transport capacity FEU per NEWS ship 3.520 FEU/a
Active ballast water system no

Ideal-Scenario
Navigable days 345 d/a
Number of roundtrips 23,5 trips/a
Time per roundtrip 14 d/trip
Operation draft 2,50 m
Number of Container layers 3 layers
Transport capacity FEU per NEWS ship 132 FEU
72 Ship + 60 Barge
Total transport capacity FEU per NEWS ship 6.204 FEU/a
Active ballast water system yes

Technical data
NEWS vessel & barge loading capacity
Because of economic reasons, a NEWS vessel with a coupled barge was taken into account for the total calculation in the business plan. This combination (vessel & barge) allows a much higher loading capacity, which has a positive effect on the economic result.
Loading capacity NEWS ship = 78 (40’ container)
Loading capacity NEWS barge = 60 (40’ container)
Total loading capacity = 138 (40’ container)
NEWS driving systems
For all calculations in the business plan, the following two driving system has been considered:
a) NEWS vessel powered by a “Gas Electric System”
b) NEWS vessel powered by a “Diesel Electric System”
c) Modified 2nd hand vessel powered by a “Diesel Electric System”
All this three variants have been considered for the Cash Flow and the Return on Investment calculation.
Routes & Scenarios
Routes
The economical calculations were determined for the following two routes.
a) Western Route: Enns – ARA Ports – Enns
b) Eastern Route: Enns – Constanta – Enns
Scenarios
For the two aforementioned routes the following two scenarios were considered in all calculations in the business plan:
a) Real Scenario
The “REAL-Scenario” evaluates the possibilities of the NEWS Ship based on existing conditions and realistic possibilities.

b) Ideal Scenario
The “Ideal Scenario” is based on the assumption that the inland waterway on this route offers ideal conditions for the NEWS-Project as follows:
• Constant ship draught of 2.5 Meters all over the year on the entire route
• Port performance on a 24 hours operation, 7 days a week
• Preferential treatment of container ships at locks to avoid waiting times exceeding 30 minutes per passage
• Lock chambers with heating to avoid ice formation in winter and constant use of icebreakers especially on channels
• Upgrading of all locks on the route to 2 chambers, which would enable overhaul and repair without closing times.

NEWS Costs
Fixed & Variable Costs (OPEX)
The table below shows as an example on the Western Route the total fixed and running cost for one NEWS vessel based on the different motor drive concepts. The “NEWS” 2nd Hand vessel is a modified standard vessel equipped with the new motor drive concept.
Equipment

Real-Scenario
OPEX
[€ / year] Ideal-Scenario
OPEX
[€ / year]
NEWS + 1 Barge (Gas-Electr.) 1.176.243 1.450.199
NEWS + 1 Barge (Diesel-Electr.) 1.348.807 1.715.150
“NEWS” 2nd Hand-vessel + 1 Barge (Diesel-Electr.) 1.336.099 1.702.442

NEWS Investment
Total Capital Expenditure (CAPEX)
The table below shows the total capital expenditure for all three types of NEWS vessels without difference of the two scenarios (Real & Ideal).
Equipment Total CAPEX
Real & Ideal Scenario
[€ / year]
NEWS + 1 Barge (Gas-Electr.) 742.675
NEWS + 1 Barge (Diesel-Electr.) 574.925
NEWS 2nd Hand-vessel + 1 Barge (Diesel-Electr.) 447.842

NEWS Life Cycle Calculation
The following three tables illustrate the 15 years CAPEX calculation for all three types of NEWS vessels:
a) NEWS vessel – Gas / Electric System
Life Cycle Calculation 15 Years
Criteria Value / Time Cost / Price
[€]
NEWS- vessel + 1 Barge 7.305.000
Shareholders capital 20% 1.461.000
Mortgage 80% 5.844.000
Amortization per year 15 years 487.000
Interest per year 3,50% 255.675
CAPEX 1st year 742.675
Resale price 50% 3.652.500

b) NEWS vessel – Diesel / Electric System
Life Cycle Calculation 15 Years
Criteria Value / Time Cost / Price
[€]
NEWS- vessel + 1 Barge 5.655.000
Shareholders capital 20% 1.131.000
Mortgage 80% 4.524.000
Amortization per year 15 years 377.000
Interest per year 3,50% 197.925
CAPEX 1 st year 574.925
Resale price 50% 2.827.500

c) NEWS vessel 2nd Hand – Diesel / Electric System
Life Cycle Calculation 15 Years
Criteria Value / Time Cost / Price
[€]
NEWS- vessel + 1 Barge 4.405.000
Shareholders capital 20% 881.000
Mortgage 80% 3.524.000
Amortization per year 15 years 293.667
Interest per year 3,50% 154.175
CAPEX 1 st year 447.842
Resale price 50% 2.202.500

NEWS Cash Flow
The following tables illustrate the cash flow calculation for the different three types of NEWS vessels (Example for the Western Route and the Real Scenario).

NEWS Return on Investment
The following two tables shows the detailed Return on Investment calculation for both scenarios:

Real Scenario

NEWS - Return on Investment Business Results after 15 Years
Mortage = 3.5% per Year Total Total Total Total Total Business Resale Business
Interest for Shareholders = 3.5% per Year Investment Profit-Cost Mortage Shareholders Amortization Result I Price 50% Result II
[€] [€] [€] [€] [€] [€] [€] [€]
Real Scenario Western Route: Enns - ARA Ports - Enns
NEWS + 1 Barge Gas Electric System 7'305'000 12'663'555 1'636'320 409'080 7'305'000 3'313'155 3'652'500 6'965'655
NEWS + 1 Barge Diesel Electric System 5'655'000 10'127'895 1'266'720 316'680 5'655'000 2'889'495 2'827'500 5'716'995
2nd Hand + 1 Barge Diesel Electr. System 4'405'005 8'206'515 986'720 246'680 4'405'005 2'568'110 2'202'502 4'770'612

Real Scenario Eastern Route: Enns - Constanta - Enns
NEWS + 1 Barge Gas Electric System 7'305'000 12'667'515 1'636'320 409'080 7'305'000 3'317'115 3'652'500 6'969'615
NEWS + 1 Barge Diesel Electric System 5'655'000 10'114'920 1'266'720 316'680 5'655'000 2'876'520 2'827'500 5'704'020
2nd Hand + 1 Barge Diesel Electr. System 4'405'005 8'246'340 986'720 246'680 4'405'005 2'607'935 2'202'500 4'810'435

Ideal Scenario
NEWS - Return on Investment Business Results after 15 Years
Mortage = 3.5% per Year Total Total Total Total Total Business Resale Business
Interest for Shareholders = 3.5% per Year Investment Profit-Cost Mortage Shareholders Amortization Result I Price 50% Result II
[€] [€] [€] [€] [€] [€] [€] [€]
Ideal Scenario Western Route: Enns - ARA Ports - Enns
NEWS + 1 Barge Gas Electric System 7'305'000 12'586'155 1'636'320 409'080 7'305'000 3'235'755 3'652'500 6'888'255
NEWS + 1 Barge Diesel Electric System 5'655'000 10'100'850 1'266'720 316'680 5'655'000 2'862'450 2'827'500 5'689'950
2nd Hand + 1 Barge Diesel Electr. System 4'405'005 8'244'150 986'720 246'680 4'405'005 2'605'745 2'202'502 4'808'247

Ideal Scenario Eastern Route: Enns - Constanta - Enns
NEWS + 1 Barge Gas Electric System 7'305'000 12'631'665 1'636'320 409'080 7'305'000 3'281'265 3'652'500 6'933'765
NEWS + 1 Barge Diesel Electric System 5'655'000 10'172'250 1'266'720 316'680 5'655'000 2'933'850 2'827'500 5'761'350
2nd Hand + 1 Barge Diesel Electr. System 4'405'005 8'271'990 986'720 246'680 4'405'005 2'633'585 2'202'500 4'836'085

Remark:
In terms of the return on investment there is basically no difference between the REAL SCENARIO and the IDEAL SCENARIO. The reason for this is the transport rate for a 40’ container which was calculated as follows:
REAL Scenario Western Route „Enns – ARA-Ports – Enns“: 535 € - 575 € per 40’ Unit
Ideal Scenario Western Route „Enns – ARA-Ports – Enns“: 363 € - 385 € per 40’ Unit
REAL Scenario Eastern Route „Enns – ARA-Ports – Enns“: 694 € - 749 € per 40’ Unit
Ideal Scenario Eastern Route „Enns – ARA-Ports – Enns“: 406 € - 434 € per 40’ Unit

Analysis of the three main Transportation Modes
In a further case study, the three transportation modes (rail, road & waterway) were compared in terms of distance, transportation time and costs.

As an example, the following transportation costs for a 40’ container has been calculated on a distance of about 1’000 kilometres:

rail: 565 € per 40’ container
waterway: 512 € per 40’ container
road: 1’300 € per 40’ container

Key Notes
Competitor’s capability
In terms of the transport rates waterway transport is absolutely competitive to the other transport modes rail and road.
Return on Investment
Despite to the relatively high investment costs for a NEWS vessel and the very short amortization period of 15 years, a positive business result emerges.

NEWS prospects and application conditions with relevant naval operation scenarios

From an operator’s, such as Kühne & Nagel Euroshipping, point of view it is of course interesting to evaluate the potential of a perfectly designed inland waterway container vessel which is outstanding with regard to energy consumption, technical adaption to water conditions, and eco-friendliness. The age of the inland vessel fleet of average 45 years in Germany and even more in Eastern European countries represents a large field for improvement in this regard.

The eco-friendliness of transports is of course a desirable target and the European Commission currently makes efforts to reduce exhaust emissions of inland vessels, too. Calculation of CO² emissions for transports is common nowadays and is increasingly being used as a marketing instrument. However at the end of the day, customers are not prepared to pay for reduced emissions. It is a nice side-effect, but no seriously accepted sales argument.

Freight rates for inland water way transports anyway have been stagnating at a very low level for years now. The insolvencies of many private owner operators over the past years show, that IWT freight rates are insufficient and that investment in new inland vessels represents a high risk. The situation is even deteriorated by the fact, that the present decrease of gasoil prices exerts even more pressure on the current freight level. In addition, the rates for waterborne transport offered by Eastern European shipping companies often are at a level, which is unachievable for Western European shippers.

Even if NEWS Mark II can be operated at 20% less energy consumption, the savings in operation costs would be minor, compared to the high investment costs for the vessel itself. The price for NEWS Mark II would be about 75% higher than for a conventional inland vessel of this size.

The draught loaded on inland vessels has a decisive influence on cost-effectiveness of inland waterway transport. The analysis of the water level situation under this deliverable showed that there are still too many bottlenecks on both routes impeding the operation of a liner service in a profitable way.
Since the elimination of bottlenecks along both routes is estimated to take several decades, as confirmed in the Special Report on Inland Waterway Transport in Europe by the European Court of Auditors of 2015, we would like to state:
Even a perfectly designed inland vessel like NEWS Mark II cannot remedy the shortcomings of the inland waterway on the evaluated routes and enable a profitable operation.
Potential on the Western Route
Interviews with most important container exporters in Austria revealed that 40’ containers, even High Cubes, can be transported by rail at approximately € 400,-- per container to Hamburg by block trains. The transport only takes 3 to 4 days including loading and unloading. Since their customers pay when the cargo has been loaded onto the sea vessel, the time of transport to the seaport is crucial. Furthermore the guarantee to reach closing times of sea vessels is also of major importance to them. When considering the complete transport chain, North Sea Ports are also more competitive due to sea freight rates to Asia inferior to those from Koper or Constanta, despite the longer distance to Asia.

North Sea Ports indeed had problems over the past years to cope with the increasing number of containers, which showed in congestions in ports and delays in loading and unloading. So far, however, logistic systems could be steadily improved and the North Sea Ports are still investing in the development of more sophisticated transshipment facilities and logistical IT-systems.

The recurring delays in North Sea Ports of course led to the orientation of German and especially Austrian container shippers towards Koper. The importance of Koper for the Austrian industries is estimated to increase in the near future, due to the high service levels already existing today and the improved railway connections to Koper. Even if the North Sea Ports will become critical for containers, Koper will be in the position to fill this gap as a further central hub in Europe.

Under the present conditions, shifting of transports from trucks to inland vessels is very unlikely, because the inland vessel is not in the position to meet the requirements of the customer with regard to transport time, reliability and easy integration into logistical processes.

Potential on the Eastern Route
On the Eastern Route, we consider the potential of containers suitable for IWT as insufficient. This opinion is also shared by many of KNE business partners, who confirmed that container market in Eastern European countries is a spot market and the critical volumes for a container liner service cannot be achieved. This situation is unlikely to improve in the near future, since Eastern European economies have not recovered from the crisis in 2009 yet, and truck transport is too cheap in these countries.
This assumption is underlined by the fact that several companies have been trying to implement a container liner service on the Danube since the opening of the Main-Danube Channel, most of them with the support of the European Community. Using depreciated vessels and with subsidies of the EC, they could offer container transport prices less than one third calculated for NEWS on the Eastern Route. However these liner services could not reach the critical volumes necessary for a profitable operation and were suspended after the subsidized period or even earlier.

Danube Container Lines of the past 10 Years
Shortly after the opening of the Rhine-Main-Danube Channel in 1992, the first container ship travelled between Rotterdam and Budapest.
- With the financial support of the European Community, the Dutch companies Rhinecontainer, Interrijn and Danser Containerline, initiated a liner service in April 1993 (Danube Container Service), which however, had to be suspended in November 1996 due to non-profitability.

- In 1997, CCS Combined Container Service GmbH & Co. KG, one of the pioneers for inland waterway transport of containers, started a liner service between the North Sea Ports and Vienna, also subsidized by the European Community. In order to avoid the time-consuming passage of the Main-Danube Channel, the containers were transported by train from Ludwigshafen to Regensburg and then loaded on inland vessels for transport to Vienna. This system also failed, due to insufficient import volumes and unregularly export volumes and was suspended in 1999.

- In 2005 the BRP Bulgarian River Shipping at Ruse initiated a container line service between Constanta and Belgrade. This service has been existing for 10 years now, but was suspended various times. Since BRP are operating RoRo Liner traffic on the Danube they are quite experienced with regard to water level problems which is a major advantage for them. The crisis in 2009 led to a dramatic reduction of containers and today container transports are more or less ad-hoc traffics.

- In 2006 the MAINROM Line took up container transports between Constanta and Giurgiu (distance 230 km), with the intention to extend this service in 2008 up to Turnu Severin (distance 700 km). Unreliable water conditions and insufficient water levels negatively influenced the liner service, so that it had to be changed to a service upon demand.

- In 2007 Danube Container Express Line with self-propelled barges (120 TEU) intended to offer a liner service between Constanta and Budapest and started to promote this line. Later, however this service never appeared on the market.

- In May 2009 ECO DANUBE started to offer a RoRo Liner Service with 2 ships between Deggendorf/Enns and Ruse/Giurgiu. However Dacia ceased shipping of cars on the Danube shortly afterwards and the service was stopped.

- Helogistics Holding established a container line in March 2010, subsidized by the European Community, with weekly departures in both directions, initially between Budapest, Beograd and Constanta with a capacity of 144 TEU per barge. They intended to increase step by step the number of ports up to 2014, and their system was to add container barges to convoys with bulk goods. Their target was to provide a low-cost transport for less time-critical commodities in containers. However end of 2012 the service was suspended since it only achieved a load factor of approximately 35%, although the transport cost per container were far beyond the truck price. This service was not in the position to achieve the critical volumes necessary to offer such a service profitably after the subsidized period. As any other container service on the Danube before, they could not establish regular container streams with reliable quantities.

Under the present conditions the transport market has no necessity to shift container transport from truck and railway to the inland waterway. At this point, political action is required in different fields, if the targets of the European Commission to reduce CO² emissions by 40% until 2030 shall be achieved. River Shipping could certainly contribute more to improving the CO² balance for transports in Europe.

Political Action required to promote IWT
Inland Waterway Transport is an indispensable component of the European transport market. While more than two-thirds of all goods carried by European waterways are transported on the Rhine, the Danube/Main corridor with more than 5 million tons, passing the Canal every year, fulfills an important function for transports in Central Europe. The supply of bulk materials to the agricultural, steel and chemical industry depends on the availability of this waterway, which is therefore a significant economic factor for these industries.

The implementation of common European targets under the TEN-T program aims at developing the waterway to become more competitive also for container transports, which are constantly growing in Europe. The recent report of the European Court of Auditors confirmed however, that there are still a lot of challenges and problems to be solved along the waterway, and that no considerable improvement was achieved during the past decade.
Main obstacles were identified as being the difficulty to co-ordinate specific measures between the member countries involved.

The implementation of big infrastructural projects in Europe often also collides with environmental interests, and thus important improvements must be downsized or even fail completely. Under these aspects it seems quite unrealistic to assume that the high target to enable a constant ship draught of 2.5 m on all inland waterways will be put into action in the near future. It seems more realistic to look for possibilities of improving the inland waterway step by step with measures, which will also enhance the confidence of possible shippers in the inland waterway and lead to a more positive public perception of this transport mode.

The Rhine-Main-Danube corridor can only become attractive for container transports in the future, if really reliable ship draught and reliable function of locks can be guaranteed all over the year. Permanent incidents at locks and the constant adaption of ship load to available water levels impede to meet the high quality standard of container transport. Profitable container transport on this axis also depends on calculable passage time of locks to enable strict time schedules. Waiting times exceeding 30 minutes are inacceptable and this could probably only be solved by giving preferential treatment to container ships at locks. This is however a very sensitive issue, which can be observed in the case of the Moselle.

The transport of heavy lifts could be an appropriate supplementary service offered by container ships to increase their profitability. Heavy lift transport, similar to containers, constantly increase in Europe. Most of them however, are carried out by truck, which leads to suffering road infrastructure and high maintenance costs. Stricter regulations with regard to permits for road transports would certainly lead to an absolutely economically viable shifting of these transports to inland waterways.

In this context it would also be advantageous to consequently promote and sponsor industry settlements along inland waterways, as this would increase the competitiveness of river transports considerably, by eliminating expensive pre- and/or end-haulage. Even if IWT is the most eco-friendly transport mode with significant potential, under the current conditions, with the described infrastructural and nautical deficits, IWT of containers will remain less attractive for forwarders and unattractive for shippers.

Without interference of the legislator, forwarders are not obliged to seriously consider river barges as alternatives and to make an attempt to include them in their logistic chains. The transport market has its own rules and practices which have been developed and improved over many years. Changes in this system cannot be easily implemented without interfering in the supply chains of industries.

In addition the existing structures of maritime transport need to be considered, like availability of containers and creation of container depots, balance of container flows required in both directions, concentration of departures to special ports.

Changes in these systems will probably only be possible, if shippers and industries are obliged to reduce their CO² balance for transports and have to look for alternative more eco-friendly transport modes.

Potential Impact:
Potential impact
A detailed impact analysis can be found in D6.2
NEWS technical concept is split into a few individual concepts. Following list gives a short overview.
• new hybrid propulsion system
• higher load volume
• adaptable draught due to ballast tanks
• height-adjustable wheelhouse in the front
• current optimized stern
Impacts by the new hybrid propulsion concept
The consortium considers LPG and LNG as a suitable and effective measure to reduce the pollution without significant reduction of the efficiency of diesel engines. The target is to optimize the overall efficiency for a typical service profile. LNG is favoured because:
• LNG is cheaper than diesel
• easier refinancing
• less emissions and fuel consumption
The gas generator sets can be positioned where the hydrodynamics and the stowage of cargo is disturbed the least. They should be completely modular or even containerized to ensure a simple and fast maintenance. The gensets should be sized that the performance of one engine is sufficient for the rundown of rivers including ship’s service demand and all gensets together should be used to push up the fully loaded ship. LNG is a suitable and effective measure to reduce the pollution without significant reduction of the efficiency of diesel engines. Keeping in mind that there is no area-wide bunkering system available, it is proposed to use standardized and certified removable fuel tanks, which already exist and can easily be stored along the waterways. The idea behind it is not to use conventional fuel tanks any longer, but to store the new fuel tanks on deck. The fuel tanks are connected to the engines by standardized couplings. This leads to a safer working place for the crew.
Impacts by the development of the new Hull Lines
The rear of the ship gets current optimized and adapted to the propeller. Therefor the power of the propulsion can be used more efficient and a reduction of the fuel consumption results.
Impacts by height-adjustable wheelhouse in the front
Adjustable wheelhouse, placed in ship’s bow for two reasons:
• LNG tanks which are a hazardous area need to be separated from social areas and the steer stand
• The area of obstructed vision for the helmsman ahead of the vessel must exceed two ship lengths, which necessitates a very high position of the wheelhouse with three layers of containers

Due to the position in the front from the social area, there is more space for the cargo zone. Furthermore ships with wheelhouses in the front ship are anyway more difficult to manoeuver, because it is more demanding for the captain to constantly watch the movements of the ship behind him and react accordingly. Also here would be a training of the crew good, especially the control of the ship from the front.
Impacts by the higher load volume
In order to be able to store four TEU side-by-side, the maximum beam of 11,40 m has to be used in its best possible way. One of the central ideas of this proposal is to substitute both gangways at each side, by just one centred gangway between stern and bow, concentrating all connecting lines below it. Proposed is a MGS allowing 4 rows of containers side by side and 3 containers one upon the other. This means an increase of the transport capacity by 100%. Through this, the costs per container drop and the efficiency of ship transportation increase.
Impacts by the adaptable draught due to ballast tanks
A reasonably big central ballast tank is inserted in the hull, which makes it possible to vary the ship´s draught according to the environmental conditions. This leads to a higher utilisation and to an increase of the efficiency. Furthermore the days, on which the ship is in use and the competitiveness, increase. And it is possible to balance the ship, if it is loaded uneven.
A main bottleneck in container handling in the eastern part of Danube is the lack of the efficient material handling equipment and transhipment facilities. The existing handling equipment is outdated and the handling capacities are missing in terms of long cycle times at containers handling. Therefore NEWS tries to find solutions for these main problems. The lack of additional services, problems with the handling process and the logistical links are the main facts to optimize during the NEWS project.
Impacts of logistical and value added Services
Furthermore, Logistic Chain Integration Services become more and more important to the terminals. Terminals should always be able to offer customers their demanded level of service, to acquire new customers or link existing customers to the terminal. The workshops with the terminal operators as well as the interviews with the shippers and a closer look at best practice solutions illustrated the growing importance of distriparks located within the port and directly at the container terminals. This distriparks attract shippers and Logistics Service Providers to directly include their facilities in the port and link the container shipment to the port.
Quality assurance and discharge of the logistic partner due to a correct use, processing and control of the container is also important. Also the part of the environment is important in this context. Repairs and recycling of material can save unnecessary waste. Maintenance plants, customs building, hotels, Shops, etc. offer the opportunity to generate new jobs and link social groups with parts of the transport logistic with each other.
Impacts of infrastructural actions by NEWS
Regarding to the infrastructure in inland ports it was detected that the areas in the ports are often wrong or inefficient in use. It’s the same for handling equipment. The technic in use is often too old and is due to bad planning overloaded. The Ports in Vienna and Enns developed a new port-concept during the NEWS-Workshop. Efficient use of the regarding areas, reduction of old and inefficient equipment and purchase of new handling equipment are a few points to increase the attractiveness and efficiency of ports.
Terminal-Layout-guideline
The Terminal-Layout-guidline helps by the raugh planning process from new container terminals. It is a guideline to build an optimal container terminal with an optimum utilization. The integrated Terminal Layout provides the best possible handling operations for the biggest possible complexity of intermodal handling. The terminal is able to handle all modes of transport in all possible amounts. The containers in this terminal concept are mainly handled with one crane which spans the whole terminal area. The crane can handle all transport modes and the depot. At the landside handling area the crane is assisted by a minimum of one reachstacker, which does the main truck and train handlings. The rail track, the quay wall and consequential the handling area of the train has a length of 350m to 400m. The width of the terminal depends on the planned dimensions of the container yard. The number of rail tracks should be separable by two. Hence, a block train of 700m length can always be split in two parts and handled in total. All this saves money and increase the efficieny. Due to the faster lead time, time will be saved and the queue reduced. In summary, the throughput and productivity increase by the new terminal layout as compared with conventional terminals, and can even be enhanced by additional Reach Stacker and gantry cranes as needed.
Terminal-planning-tool
One of the biggest shortcomings in planning a new container terminal is the knowledge of needed space and handling equipment calculation. The tool enables terminal planner to get a better understanding and to simplify the planning process in the first rough planning phase. Furthermore, the tool should not only assist in new planning task, but also should provide the possibility to track changes for an existing terminal. Due to this tool the needed place and equipment can be generated and therefor it is possible to build a new port efficient and cost-saving. This in turn attracts potential investors and increases the incentive to the expansion of infrastructure through new container terminals.

Dissemination activities
All dissemination activities have been designed to support NEWS’ main objective: To increase transport flows on inland waterways by developing a Next generation European Inland Waterway Ship and logistics system to make IWT more cost-, time- and ecologically efficient. Customers will be convinced with the help of a preliminary approval, logistics concept, port preparation, finance and business plan and the demonstration of usability and performance to invest into NEWS.
As outlined in the Plan for Dissemination (D8.2) the dissemination tasks will foster NEWS’ line of arguments and describes means and channels used by the NEWS consortium to assure that the project results will be communicated and disseminated in the best way to the NEWS stakeholders and the wider community.
Accordingly, the tasks fulfilled for Dissemination during WP8 were:
• Public Website
• Dissemination Material
• Printed Publications
• Electronic Newsletters
• Conference Attendance
• Regional Dissemination Workshops

The dissemination activities were discussed with all NEWS partners during the Kick-Off meeting in Vienna in March 2013. During the course of the project, the consortium has reacted flexible to opportunities becoming available.
The planned dissemination activities take on a combined bottom-up and top-down approach. On one hand, activities have been carried out by partners at a local and regional level (dissemination workshops). On the other hand, all partners have appeared unified together with other stakeholders (e.g. with the Advisory Board, other EU - Project participants) on an inter-organisational and international level. These activities included:
• Press releases, managed at a regional level but at least on occasions at the beginning (M 6), mid-term (M 18) and towards the end (M 30) of the project or at the time of achievement of particular project milestones.
• Regular updates and notifications on project news and access to further project information on Partners’ websites, dashboards, social-media etc.
• Distribution of NEWS advertising materials and articles (such as video material, podcasts, flyers, roll-ups, banners, shipping-flags) to external partners, customers and associations.
• Presentations, publications and networking at different conferences. Dependent on thematic and publication acceptance, one project partner will attend each different conferences.
• Project promotion films (videos).

Public Website
The most important source for any information about NEWS has been the project website, which aims to keep both, project partners as well as the general public, up-to-date with the project. The NEWS project website has been online since June 2013, accessible under: http://www.news-fp7.eu/ and will be kept online until December 2016.
Moreover, the consortium acquired two further URLs (www.danube-vessel.eu and www.waterway-logistics.eu) and connected them to the NEWS – standard - website to reach more hits with search engines like Google.
The project website has been developed with all basic information about the project and the project partners, including attractive visual elements and addressing a broad range of public target groups. The current set up represents the project revises scenario > “MARK II”.
The main site navigation has been adapted regularly, the flexible programming interface to be handled by webmasters within the consortium: PROKO and TUW was used. The website has been actualised regularly (as soon as information is available) regarding to the following elements:
• project reports (to be uploaded under “Project Reports” and at the same time extracted and edited for web articles, as described above) >>> 3 weeks after completing the deliverable
• media like films and animations (derived from the development of the model, exhibitions at fairs) >>> as soon as they are available
• relevant related news-links >>>regular reminders to partners every 4 weeks
• project presentations at events >>> to be published 4 weeks in advance.

Figure 6: Main Page www.news-fp7.eu

Dissemination Material
In addition to the project website, NEWS has been disseminated externally via various offline channels such as project flyers, USB sticks, pennants, lanyards, standard project presentations, fact sheets or press material. WP8 has supported NEWS partners in coordinating the external communication on national level by providing the necessary articles. All partners have been requested to further distribute promotional material through their communication channels and networks. To create awareness with regard to the activities and opportunities of NEWS, extensive dissemination articles have been designed and produced for circulation at conferences.
The following items have been produced and distributed:

Table 4: Dissemination Material
dissemination article quantity target group
NEWS flyers 5.000 pieces general public
NEWS USB stick 500 pieces potential investors
NEWS Chocolate-Taler 1.500 pieces fair attendants

Flyers
TUW and PROKO have designed three flyers to present the main content of the project. Every partner has received pieces and has distributed them on fairs, workshops and other events. Flyer Nr 3 – published in September 2014:

Figure 7: NEWS Flyer Nr. 3

USB-Stick in ship design
A USB-stick in the design of the NEWS ship has been designed and produced. Some files with information about NEWS have been stored on the USB-stick. Due to its unique design, the USB stick has proven to be an eye catcher.

Figure 8: USB-stick

Chocolate „Taler“
For the SMM-fair 2014 in Hamburg and TRANSPORT LOGISTICS 2015 in Munich, 900 respectively 600 NEWS-styled chocolate taler were designed. They indicate the project and its location at the fairs. The taler were distributed during the fairs.

Figure 9: NEWS Chocolate-Taler

Electronic Newsletters
Starting from M6 of the project, an electronic newsletter has been produced in a six-month interval, including information on the progress of the project and all related information the partners think useful to disseminate. For that reason, the consortium created a contact list with all persons who might be interested in the project newsletter. The newsletter has been widely spread and it has been also posted on the NEWS website.

Figure 10: Newsletter contact list

• electronic newsletter 1 was published in M07 (September 2013)
• electronic newsletter 2 was published in M14 (April 2014)
• electronic newsletter 3 was published in M22 (January 2015)

Printed publications & press releases
NEWS maintains printed copies of selected informational and instructional material for distribution. Publication of articles on project activity, progresses and results have been made using extended audience canals like newspapers and appropriate sector journals. Press releases have been managed at a regional level at the beginning (M 6), mid-term (M 18) and at the end (M 30) of the project.
The consortium has cooperated with national press agencies (e.g. APA, DPA) to disseminate the current activities and results about NEWS. The following articles have been released in the course of NEWS:
Title Media Date
PODRSKA STRATEGIJI EU ZA DUNAVSKI REGION: POKRENUT NOVI FP 7 PROJEKAT NEWS Magazin: Logistika i Transport 01.06.2013
Aufs Schiff mit den Containern Internet: http://www.report.at/home/politik/item/8 4876-aufs-schiff-mit-den-containern 11.07.2013
Aufs Schiff mit den Containern Internet: Idw – Informationsdienst Wissenschaft http://idw-online.de/de/news54299 11.07.2013
Transporte auf den Flüssen erleichtern Newspaper: Salzburger Nachrichten 19.07.2013
Das ist das Frachtschiff der Zukunft Newspaper: BILD NRW 27.07.2013
Das ist das Frachtschiff der Zukunft BILD 27.07.2013
Forschungsprojekt NEWS will „nassen“ Containertransport weiterentwickeln http://www.bonapart.de/nachrichten/beitrag/forschungsprojekt-news-will-nassen-containertransport-weiterentwickeln.html 29.07.2013
NEWS: Mehr Kombi mit dem Binnenschiff Magazin: Verkehr 09.08.2013
ADR Vest implementează un proiect finanțat cu fonduri nerambursabile ce vizează dezvoltarea navigației pe Dunăre
(Translation: “West RDA implements a new project with European funding which aims to support the development of navigation on Danube”’
http://www.adrvest.ro/attach_files/23_Comunicat%20de%20presa_proiect%20News_12%20sept%202013.pdf
Online Press Release on www.adrvest.ro
12.09.2013
Aufs Schiff mit den Containern Standard, printed version 13.09.2013
NEWS - Development of a Next generation European Inland Waterway Ship and Logistics System posted on http://www.regiuneavest.ro/proiecte/news/
Web article regarding NEWS project and survey on intermodal facilities within West Region 12.10.2013
Zwei Schiffe mit Potential Press releases – Wirtschaft 10/13 - IHK zu Kiel 10. 2013
Waterway transport Fraunhofer magazine 10.02.2014
Conference (Poster) “Verkehrswissenschaftliche Tage 2014”, Dresden/Germany 20.-21.03.2014
Aspiring modal shift by an innovative inland vessel and logistics system TRA 2014 Paris/France 14.04.2014
Transformation of the Danube Ports into Logistics Centers and their Integration in the EU Logistics Network) Proceedings of TRA 2014 Transport Research Arena http://tra2014.traconference.eu/papers/html/papers.html and will be published by J. Wiley/ISTE in volume 2 14.04.2014
Inland Navigation as success factor for the economy Schifffahrt Hafen Bahn und Technik, Magazin (Germany) 07.2014
Publication and conference Revealing Gaps in the Materianl Flow of Inland Port Container Terminals alongside the Danube with Simulation Winter Simulation Conference 2014 09.12.2014
Research Project NEWS brings new impulses Pro Danube Austria, Magazin 09.2014
A Life-Cycle Approach to Characterizing Environmental Impactof Logistics Equipment in Container Ports: An Example of Yard Trucks, In: Efficiency and Innovation in Logistics Series: Lecture Notes in Logistics;
Book; Conference Proceedings
ISBN: 978-3-319-01377-0.
pp. 135-145 2014
Kontejneri na Dunavu - kada će biti linijske plovidbe?- (Containers on the Danube - when there will be line services?) Logistika i Transport (English: Logistics Journal) No 57, June 2015, pp. 26-31
http://www.logistika-transport.com 06.2015
Atelier privind logistica regionala si transportul pe Dunare - proiectul NEWS - 10 iunie 2015, ADR Vest, Timisoara Web Article about NEWS projects Regional workshop 11.06.2015
Improvement of Production and Logistics Processes by Application of LEAN Tools, a Case Study, Celje, Slovenia The 12th International Conference on Logistics and Sustainable Transport (ICLST)
Abstract can be found at the:
http://iclst.fl.uni-mb.si/wp-content/uploads/2015/06/Kostic-Bojic-Georgijevic_Improvement-of-Production-and-Logistics-Processes-by-Application-of-LEAN-Tools-a-Case-Study_A.pdf 12.06.2015
Location Problem of Container Terminals, an Internal and External Costs Approach, Glasgow, UK
EURO 2015 – 27th European Conference on Operational Research http://www.euro2015.org/
Remark: the programm of the event can be seen at: http://www.theorsociety.com/ygu575kjg/132727_Conference_Guide_USB_v2.pdf
The paper of the UNS is listed on the page number 92 15.07.2015
Networking of Information Flows - Improved Concept for the Inland Waterway Transport on the Danube, Dortmiund, Germany
Commercial Transport, Proceedings of the 2nd Interdisciplinary Conference on Production, Logistics and Traffic 2015; Springer, 2015, ISSN 2194-8917, pages 219-230; http://www.icplt.org/icplt2015 22.07.2015
Role of Cargo Weight and Volume: Minimizing Costs and CO2 Emissions in Container Transport, Dortmiund, Germany

Commercial Transport, Proceedings of the 2nd Interdisciplinary Conference on Production, Logistics and Traffic 2015; Springer, 2015, ISSN 2194-8917, pages: 159-174; http://www.icplt.org/icplt2015 22.07.2015
Analysis of Possible Draught Size of Container Vessels on the Lower Danube

Proceedings of 17th International Conference on Traffic and Transportation Engineering; International Science Index 2015, eISSN: 1307-6892, Pages: 3562-3567; Conference
https://www.waset.org/conference/2015/07/istanbul/ICTTE Istanbul
29.-30.07.2015.
Interview in the dutch IWT journal Binnenvaartkrant Netherlands Civil Society, Policy makers, Medias 18.08.2015
Interview in the german research journal “el mundo” Dortmund, Germany Scientific Community, Industry 28.08.2015

Multimodal Visions of the Danube Area Kurier, daily newspaper, Austria 23.09.2015
Table 4: Printed publications & press releases

Conference and fair attendance

Dissemination and validation of work has also been done by means of papers offered for publication in refereed journals, or presented at international conferences. Dissemination material has been used during these events. A list of international events has been generated, and all project partners were encouraged to attend key targeted events in order to integrate regional and national programmes and initiatives and allow other organizations not directly participating in the project to know the objectives, evolution and conclusions of the project. The following tables show past conferences and fairs which have been attended by partners:
Event (NEWS contribution) Start End Place
EUSDR PAC 1a (Meeting) 16.04.2013 17.04.2013 Linz (AT)
Transport Research Arena (Visit / Participation) 14.04.2013 17.04.2013 Paris (FR)
„Round Table“ Port of Vienna (Hosting round table) 29.04.2013 29.04.2013 Vienna (AT)
Magdeburger Logistiktage 2013 (Visit/Participation) 19.06.2013 21.06.2013 Magdeburg (DE)
Regional Development Board of West Region 02.10.2013 02.10.2013 Timisoara (RO)
Intermodal Europe (Visit(Participation) 08.10.2013 10.10.2013 Hamburg (DE)
EUSDR PAC 1a (Meeting) 20.11.2013 20.11.2013 Budapest (HU)
General Assembly of the Automotivest Cluster 28.04.2014 28.04.2014 Timisoara (RO)
CeMAT (Lecture) 19.05.2014 23.05.2014 Hannover (DE)
Regional Development Board of West Romanian Region 12.06.2014 12.06.2014 Timisoara (RO)
RoRo (Visit/Participation) 24.06.2014 26.06.2014 London (UK)
Presentation of the Port of Duisburg 28.08.2014 28.08.2014 Vienna (AT)
SMM 2014 Hamburg (stand) 09.09.2014 13.09.2014 Hamburg (DE)
European Inland Waterway Navigation Conference – EIWN (Paper) 10.09.2014 12.09.2014 Budapest (HU)
Intermodal Europe (Paper) 11.11.2014 13.11.2014 Amsterdam (NL)
Regional Innovation Fair Timisoara 12.11.2014 12.11.2014 Timisoara (RO)
Inland waterway vessel as modern transport mode (lecture) 13.11.2014 13.11.2014 Vienna (AT)
BargetoBusiness (lecture) 19.11.2014 20.11.2014 Luxemburg (LU)
Presentation to the General Assembly of the Automotivest Cluster 28.01.2015 28.01.2015 Timisoara (RO)
BVL Logistik Dialog (stand) 15.04.2015 17.04.2015 Vösendorf (AT)
transport logistic 2015 (stand) 05.05.2015 08.05.2015 Munich (DE)
Conference http://iclst.fl.uni-mb.si 11.06.2015 12.06.2015 Celje (SI)
Conferences
https://guidebook.com/g/EURO2015 12.07.2015 15.07.2015 Glasgow (UK)
Conferences
http://www.icplt.org/icplt2015 21.07.2015 22.07.2015 Dortmund (DE)
Conferences
https://www.waset.org/conference/2015/07/istanbul/ICTTE 29.07.2015 30.07.2015 Istanbul (TK)
Presentation to the General Assembly of the Automotivest Cluster 04.08.2015 04.08.2015 Timisoara (RO)
Table 5: List of events

NEWS was present at three trade fairs with a stand (either separate stand or co-operation with Fraunhofer):
• SMM 2014 in Hamburg / GER in September 2014
• BVL Logistic Dialog in Vösendorf / AT in April 2015
• transport logistic in Munich / GER in May 2015

Figure 11: NEWS stand at SMM 2014 in Hamburg, Hall B6 at Stand 411

Figure 12: NEWS stand at BVL Logistic Dialog in Vösendorf, presenting NEWS to Austrian Foreign Minister Sebastian Kurz, April 16th, 2015

Figure 13: NEWS stand at transport logistic Munich, Hall B2 at Stand 501/602

Figure 14: NEWS stand at transport logistic Munich, Hall B2 at Stand 501/602

Additionally, NEWS was printed in 3D for presenting a model at respective trade fairs:

Figure 15: 3D-model of NEWS
Regional Dissemination Workshops
Regional dissemination workshops were organised and implemented between M20 - M30 with the aim to
• assure a constant knowledge exchange between the project partners and the dense network of opinion leaders and
• intensify relations with stakeholders such as shipyards, shippers, forwarders, operators, suppliers, port operators, associations etc. and
• expand NEWS’ networking activities.

The regional dissemination workshops had different characteristics:
• presentation and networking events with industrial stakeholders, opinion leaders and associations
• “round-table” discussions and seminars (subsequent to Advisory Board meetings)

WORKSHOP 1 AUSTRIA, held on June 26th 2015
Partner TUW
Location Port of Vienna – Expert Round Table
Target group opinion leaders and relevant stakeholders: port operators, forwarders and shippers, domestic shipping companies, infrastructure managers, governance exclusive expert roundtable discussion with the following participants at the Port of Vienna:
• Gierer, Roman (Logistics & Customs Manager Stora Enso Wood Products GmbH)
• Hartl, Simon (Head of Transport Development via donau - Österreichische Wasserstraßen-Gesellschaft mbH)
• Illmayer, Dieter (CEO Panta Rhei Befrachtungs und Speditions GmbH)
• Lehr, Friedrich (CEO Port Vienna, pro danube Austria)
• Leitner, Herfried (CEO TTS (Transport Trade Services) GmbH)
• Schwetz, Otto (Executive Officer Council of Cities in the Danube Region, pro danube Austria)
• Vorderwinkler, Reinhard (Priority Area Coordinator PAC 1a EUSDR, Austrian Ministry for Transport, Innovation and Technology)
• Wasner, Michael (Head of Logistics Industrie-Logistik-Linz)
• Schlobach, Hansjörg (BUSINESS+LOGISTICS)
Output Publication (to be published in “Business & Logistics in September / October 2015 edition) created awareness of NEWS within Austria and bordering countries, given feedback to WP- workshops and expert interviews, presented results, discussed results with dedicated experts, validated results from expert’s point of view, derived need for further research

WORKSHOP 2 ROMANIA, held on 10 June 2015
Partner ADR
Location ADR Vest, Timisoara
Target group opinion leaders and relevant stakeholders in Romania and bordering countries such as BG, SER, HU: AutomotiVest Cluster, port operators, forwarders and shippers, domestic shipping companies, engine and or generator suppliers, shipyards, participants; development agencies, infrastructure managers etc. of WP-workshops and formed thematically appropriate working groups, associated partners
Nr. participants 30
Output present preliminary results, discuss results with dedicated experts, validate preliminary results from expert’s point of view, create awareness of NEWS within Romania and bordering countries, derive need for further research till the end of the project, “round-table” discussions

WORKSHOP 3 GERMANY 1 – held on 29 June 2015
Partner LIN
Location In coordination with the university of applied science, Kiel „Institut for Shipbuilding and Maritime Technology “as well as the Maritime Cluster management Schleswig Holstein and on basis of the compiled lecture concept by Dirk Lindenau, the NEWS dissemination workshop took place at the University of Applied Science in Kiel on Monday, 29 June, between 13:00 - 17:40 hours.
Target group Into co-operation with the maritime cluster management both the maritime industry, the maritime science and research, as well as shipping companies and energy of companies and/or distributors as well as the port industry were invited to this workshop. In total 500 invitations where sent out by the Maritime Cluster Schleswig-Holstein and partner LIN. All together 38 guests followed this invitation.
Nr. participants 38
Programme
Output The course of lectures took place in accordance with attached program. The extensive discussions, concentrated on the following points:
▪ the action of the Dutch LNG road map in the area of the employment of LNG as fuel of river boats. The constructive co-operation between state, industry and science in the Netherlands was emphasized. The conversion from the maritime industry to „practice“ is lived permanently and actively. This is a major difference to the German approach.
▪ LNG is on a good way in Norway. A financial scheme - the NOX Funding system – has been implemented and is supportive.

▪ Planned further regulations by the European Commission on LNG focussing on emissions. Likewise, it was pointed out that the European Union is focussing further regulations concerning emissions which even cannot be fulfilled technically by LNG. All participants have criticised the challenge of such procedures.
▪ Unsatisfactory infrastructure of existing inland waterways. The participants agreed on the high potential of inland waterway transport (i.e. increased capacity and reduced cost ) once the infrastructure was adapted or renewed.

WORKSHOP 4 GERMANY 2 – held on 17 August 2015
Partner UDE, TUDO, KNE
Location Dortmund
Target group opinion leaders and relevant stakeholders in Germany and bordering countries such as NL, BEL, FR: port operators, forwarders and shippers, domestic shipping companies, engine and or generator suppliers, shipyards, development agencies, infrastructure managers etc. participants of WP-workshops and formed thematically appropriate working groups, associated partners, if possible AB-members
Nr. participants 20 - 30
Output Create awareness of NEWS within Germany and bordering countries, give feedback to WP- workshops and expert interviews, present preliminary results, discuss results with dedicated experts, validate preliminary results from expert’s point of view, derive need for further research till the end of the project, “round-table” discussions/seminars

WORKSHOP 5 SERBIA – held on 25 June 2015
Partner UNS-FTS
Location Novi Sad, Belgrade
Target group opinion leaders and relevant stakeholders in Serbia and bordering countries such as CRO, HU, ROM: port operators, forwarders and shippers, domestic shipping companies, engine and or generator suppliers, shipyards, development agencies, infrastructure participants of WP-workshops and formed→managers etc. thematically appropriate working groups, associated partners, if possible AB-members

Nr. participants 55 from Serbia, Bosnia & Hercegovina, Croatia
Output Present results, discuss results with dedicated experts, validate results from expert’s point of view, create awareness of NEWS within Serbia and bordering countries, derive need for further research till the end of the project, “round-table” discussions and seminar.

Project promotion films (videos)

The core messages of the entire project have been summarised and disseminated via two film/videos which can be found on the NEWS website.
1. an image-film of 07:50 minutes length in HD quality (in an English-speaking and a German-speaking version),
2. an animated film of 03:00 minutes (English).

Ad 1 IMAGE FILM
A script has been elaborated during the months of January to March 2015 and were finalised after the results of the project’s business plan had been discussed internally. The key messages of the entire project have been defined. Conclusively, the film consists of two parts, namely:
Part A – describing the overall situation of European transport and the potential of inland waterways in particular. The situation of the existing infrastructure on the Danube as well as macroeconomic analyses in the Danube region are the core of this part.
Part B – highlighting the technical innovation of the NEWS concept.
In July 2015 the film team paid a visit to the Danube harbours of Regensburg and Passau in order to produce footage. In addition archive material has been provided by the Ennshafen. An interview was conducted with Mr. Weigert from Kühne & Nagel Euroshipping GmbH.
The produced and collected material was then cut in the film studio according to the script. The original German text was translated into English. Both texts were recorded in the studio with the voices of two professional speakers.
Music was selected, and a satellite zoom was purchased as an introduction sequence. All components were assembled in the studio.
The first draft was circulated among the core team of partners for revision. The final products (EN, DE) were transmitted to the coordinator in a 720 mps and 1.080 mps quality versions.
The EN-version was presented at the final event, on 27 August 2015 in Vienna. The full rights of the film are within the consortium. All partners can make use of the film. The English version will be made publicly available through youtube.

Ad 2 ANIMATIED FILM
The script has been shortened but kept in its two components. However, the animated video concentrates stronger on the technical solutions of the NEWS project. It is a drawn scetch-based visualisation of the innovative aspects of NEWS. A professional speaker „tells“ the NEWS story.
The video was also presented at the final event.
Main project delivery event

The main project delivery event (M30) was held on August 27, 2015, at Palais Schönburg in Vienna.
In three invitation rounds the consortium has invited a total number of 920 individuals. The final number of participants was 65.
The programme consisted of
➢ Presentation of the project’s final results
➢ Open discussion with stakeholders on the results
➢ Expert presentations on European inland waterway transport, port infrastructures and strategies, logistics challenges and future potentials.
➢ Panel discussion
➢ Get together

Figure 16: Programme of the final event

List of Websites:
Address of project website: www.news-fp7.eu

Contact details:
Dr. Sandra Stein
Vienna University of Technology
sandra.stein@tuwien.ac.at
ph: +43-676-88861627

The NEWS consortium consists of the following SMEs and research institutions:

• Ziviltechnikerkanzlei Anzböck / Austria
Contact: DI Richard Anzböck, ph: +43 1 3208893
• Regional Development Agency of the West Region / Romania
Contact: Raluca Cibu-Buzac, ph: +40 256 491923
• Lindenau Maritime Engineering and Projecting / Germany
Contact: Dipl-Ing. Dirk Lindenau, ph: +49 431 3890470
• University of Duisburg-Essen / Germany
Contact: Prof. Dr. Rudolf Juchelka, ph: +49 201 1836125
• TU Dortmund University / Germany
Contact: Prof. Dr. Uwe Clausen, ph: +49 231 7557816
• University of Novi Sad / Serbia
Contact: Prof. Dr. Ing. Miloslav Georgijevic, +38 121 4852363
• Intermodal Concepts & Management AG / Switzerland
Contact: Jörg Bebie, ph: +41 44 683 18 10
PROJEKTkompetenz.eu GmbH / Austria
Contact: Harald Suitner, ph: +43 662 261 26
• Kühne&Nagel Euroshipping GmbH / Germany
Contact: Sabine Holler, ph: +49 941 6 0805-12

NEWS was happy to count on the following associated partners:

• Port of Vienna
• Port of Novi Sad
• Port of Enns
• Port of Moldova Noua
• SENATOR INTERNATIONAL
• DHL Global Forwarding GmbH
• Cpt. Gerard van Winssen
• INE (Inland Navigation Europe)
• SPC (ShortSeaShipping Promotion Centre)
• via donau
• Gas Natural Europe
• Hitzler Werft