Communication from the Commission on the promotion of inland waterway transport “NAIADES” - an integrated european action programme for inland waterway transport {SEC(2006) 34}
Date: 2006-01-17
Institutions: European Commission
Subjects: action programme, carriage of goods, common transport policy, inland waterway shipping, inland waterway transport, network of navigable waterways

COMMISSION OF THE EUROPEAN COMMUNITIES 

Brussels, 17.1.2006 
COM(2006) 6 final 

COMMUNICATION FROM THE COMMISSION 

ON THE PROMOTION OF INLAND WATERWAY TRANSPORT  

“NAIADES” 

An Integrated European Action Programme for Inland Waterway Transport 

{SEC(2006) 34} 

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COMMUNICATION FROM THE COMMISSION 

ON THE PROMOTION OF INLAND WATERWAY TRANSPORT  

“NAIADES” 

An Integrated European Action Programme for Inland Waterway Transport 

I. 

INTRODUCTION 

Europe’s  freight  transport  system  has  much  room  for  improvement.  Congestion,  capacity 
problems and delays affect mobility and economic competitiveness and are detrimental to the 
environment  and  quality  of  life.  The  EU  has  committed  itself  to  pursue  the  goal  of  shifting 
transport  to  less  energy-intensive,  cleaner  and  safer  transport  modes.  Inland  waterway 
transport is an obvious choice to play a more prominent role in reaching these targets.  

Concrete actions are needed to fully exploit the market potential of inland navigation and to 
make  its  use  more  attractive.  Given  that  inland  navigation  is  often  a  cross-border  transport 
mode, action at both national and Community level is required.  

This Communication sets out an integrated action programme. In order to attain its objectives, 
the European Commission invites Member States to play an active role in the implementation 
of the action programme. 

II. 

MOTIVATION 

Re-balancing the freight transport system 

The Commission’s White Paper on the “European Transport Policy for 2010: time to decide” 
sets out a series of targets to ensure competitiveness and sustainable mobility by 2010. The 
importance  of  these  goals  is  underlined  by  the  Lisbon  Strategy  aiming  at  economic  growth 
and job creation, as well as by the Gothenburg Council (2001) on a sustainable development 
strategy.  

As  a  result  of  growing  overseas  trade  and  EU  enlargement  towards  Central  and  Eastern 
Europe, freight transport volumes in Europe are expected to increase by one third until 2015. 
Present  patterns  of  transport  growth  and  its  reliance  on  road  transport  have  become  a 
synonym  to  congestion  and  pollution,  the  cost  of  which  are  expected  to  double  to  1%  of 
Europe’s annual GDP by 2010.  

Together  with  rail  and  short  sea  shipping,  inland  waterway  transport  can  contribute  to  the 
sustainability of the transport system, as recommended by the White Paper. In the context of a 
liberalised  inland  navigation  market,  the  European  Commission  aims  at  promoting  and 
strengthening  the  competitive  position  of  inland  waterway  transport,  in  particular  by 
enhancing its integration into multi-modal supply chains.  

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The growth potential of inland waterway transport 

Traditionally,  inland  shipping  has  a  strong  position  in  the  long-distance  haulage  of  bulk 
transport. In the last two decades inland shipping has also successfully entered new markets 
such  as  the  hinterland  transport  of  maritime  containers,  experiencing  a  two-digit  annual 
growth  rate.  Its  expansion  into  the  transport  of  continental  general  cargo  and  short  distance 
traffic also unlocks the potential for new distribution solutions, responding better to modern 
logistic requirements.  

In some regions inland shipping has already conquered a modal share of more than 40% (e.g. 
in catchment areas of major seaports). Moreover, between 1997 and 2004 impressive traffic 
growth  rates  (in  tonne-km)  in  Belgium  of  more  than  50%  and  in  France  of  more  than  35% 
have  been  achieved.  Today  the  sector  is  made  of  some  12 500  vessels,  corresponding  to  a 
loading  capacity  of  440 000  trucks.  Inland  navigation  has  the  best  performance  in  terms  of 
external costs, in particular pollution and safety (2 ½ times better than road), and has a huge 
capacity  to  deploy.  Today  only  10%  of  the  capacity  of  the  Danube  is  utilised.  Modal  share 
accounts for 6% whereas in the United States navigation on the Mississippi alone accounts for 
12% of the modal share in the US. 

Modal share of IWT by country (in tonne-kilometers)

44,2

14,3

12,8

0,9

2,3

0,1

4,9

0,8

2,8

0,8

0,1

6

7,5

5,8

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UK EU 25

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%

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50

45

40

35

30

25

20

15

10

5

0

Contributing to economic growth and sustainability 

An  increase  in  inland  navigation  can  lead  to  significant  transport  cost  reductions.  The 
availability  of  low-cost  inland  waterway  transport  services  proves  to  be  a  decisive  location 
factor  for  European  industry.  It  significantly  contributes  to  the  preservation  of  Europe’s 
industrial employment. In Germany alone some 400 000 jobs directly or indirectly depend on 
the inland waterway sector and related companies1. 

Europe’s  waterway  infrastructure  has  a  large  free  capacity.  Increasing  transport  volumes  by 
water  will  usually  not  be  as  dependent  on  public  investment  and  availability  of  land  for 
infrastructure as with other modes. Moreover, inland waterway transport is by far safer than 

1 

Forum Binnenschifffahrt und Logistik, Handlungskonzept, Berlin, January 2005. 

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other modes. The number  of yearly fatalities caused by accidents in the Netherlands, which 
has the highest density of inland waterway traffic in Europe, is next to zero. 

Inland navigation has also been shown to be the most environmentally friendly land transport 
mode with total external costs currently calculated at 10 Euro per 1 000 tonne-kilometres (by 
comparison:  35  Euro  for  road  and  15  Euro  for  rail  transport)2.  If  inland  navigation  cargoes 
were carried by road, emissions to air in Europe would be at least 10% higher.  

Performance in tonne-kilometers 

63,7

7,3

8,5

38

0,4

0,4

0,1

1,9

1,7

1,1

0,7

2000

2001

2002

2003

2004

0,2

0,1

100

10

1

0,1

0,01

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The challenges ahead 

With  this  Communication,  the  Commission  aims  at  bolstering  the  advantages  of  inland 
waterway  transport  and  to  tackle  a  number  of  obstacles  that  may  deprive  it  of  certain 
opportunities. Inland navigation has experienced success as mentioned above but a number of 
hurdles still have to be overcome if it is to tap its full potential.  

The  fragmented  market  structure  and  strong  competition  have  resulted  in  limited  re-
investment ability. Combined with the longevity of vessels, this forms a high threshold for the 
modernisation of vessels. Because working conditions on board and career perspectives may 
not  seem  as  attractive  as  in  other  areas,  the  sector  faces  a  lack  of  skilled  labour.  Public 
authorities and even the transport and logistics industry are often unaware of the advantages 
of inland waterway transport. It is often not reflected in local and regional planning processes. 
The inland waterway and transhipment infrastructure still faces a limited number of strategic 
bottlenecks and suffers from a backlog of maintenance. Construction measures meet growing 
environmental concerns. Information and Communication technologies such as used in River 
Information Services still require further development.  

Finally, the institutional framework for inland navigation in Europe is fragmented. This leads 
to  an  ineffective  use  of  administrative  resources  and  a  lack  of  political  attention,  which 
ultimately results in a complex business environment. 

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COM(2002) 54. 

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The need for co-ordinated action 

This  calls  clearly  for  coordinated  efforts  on  a  medium  and  long-term  basis  by  all  actors 
involved,  the  industry,  the  European  Community,  Member  States  and  other  responsible 
parties.  

III.  ACTION PROGRAMME 

The  following  action  programme  has  been  called  “NAIADES”  –  Navigation  And  Inland 
Waterway Action and Development in Europe3. It is based on a thorough assessment and an 
extensive  consultation  with  Member  States  and  Industry4.  It  focuses  on  five  strategic  inter-
dependent  areas  for  a  comprehensive  Inland  Waterway  Transport  (IWT)  policy:  Market, 
Fleet,  Jobs  and  skills,  Image,  Infrastructure.  It  includes  recommendations  for  action  to  be 
taken  between  2006-2013  by  the  European  Community,  Member  States  and  other  parties 
concerned.  They  can  be  classified  in  legislative,  coordination,  and  support  measures  (see 
Appendix 1). The implementation of the programme shall be carried out in close co-operation 
with national and regional authorities, River Commissions, as well as European industry.  

1. 

MARKETS 

Beyond  its  traditional  strength  in  bulk  transport,  inland  waterway  transport  has 
successfully  expanded  into  high-value  markets  of  containerised  cargo  in  Western 
Europe. However, developments in the continental cargo market and in Central and 
Eastern Europe, though promising, are still in their infancy. New market niches have 
developed in the areas of waste and recycling, dangerous goods, and in the transport 
of vehicles and very big indivisible loads as well as in River-Sea-Shipping. The aim 
is to expand reliable door-to-door inland navigation services to these growth markets 
whilst better integrating inland navigation within the transport logistics chain.  

Attract new markets 

New multi-modal services require strong synergies and critical mass to penetrate into 
the  market.  This  calls  for  close  cooperation  with  freight  forwarders,  shipping 
industry  and  ports.  Difficult  access  to  capital  hinders  the  establishment  of  new 
services.  Solutions  should  be  sought  to  overcome  start-up  barriers.  They  should 
facilitate co-operation between modes and foster alliances within the sector. 

Encourage entrepreneurship 

the 

inland  waterway 

The  full  potential  of 
tradition  of 
entrepreneurship should be harnessed. High investment costs and difficult access to 
finance, due to the atomised character of the sector (cf. table in Appendix 2), hamper 
the expansion and renewal of the sector. To attract newcomers and to enable existing 
businesses  to  expand  it  needs  better  access  to  capital  especially  for  SMEs.  Fiscal 
incentives should stimulate re-investment of operational profits. State aid guidelines 

transport  sector’s 

3 

4 

The  Naiades  were  the  fresh  water  nymphs  in  Greek  mythology.  They  presided  over  rivers,  brooks, 
springs, lakes and marshes. 
Study  “Prospects  of  Inland  Navigation  within  the  Enlarged  Europe”  (PINE),  September  2004; 
Stakeholder  workshop  on  25/02/2005,  Public  consultation  from  15/07  to  31/08/2005,  Consultation 
meetings with stakeholders and Member States in September 2005. 

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could provide Member States with a clear and predictable framework for subsidies in 
this  field.  An  extension  of  the  de  minimis  rules  could  also  be  envisaged  in  the 
context of ongoing work on state aid rules in the transport sector. 

Improve administrative and regulatory framework 

The  general  administrative  and  regulatory  framework  should  be  supportive  of  a 
prosperous inland waterway sector. In line with the Lisbon objectives, administrative 
procedures should be assessed to consider simplification or removal and to establish 
a  level  playing-field  between  Member  States  and  between  modes  of  transport.  A 
better  coordination  of  all  relevant  public  services  and  policies  should  streamline 
necessary formalities. 

Instruments 

Responsible 
actors 

(cid:131)  State aid guidelines for support schemes and possibly de 

EC 

minimis rules  

(cid:131)  Support programmes to promote modal shift and facilitate 

MS 

investment (incl. research and fiscal incentives) 

(cid:131)  EU RTD and support programmes (FP7, Marco Polo, CIP, 

EU/MS/Industry

INTERREG) 

(cid:131)  Funding Handbook for IWT  
(cid:131)  Administrative one-stop-shops and IWT focal points 
(cid:131)  Screening for barriers in existing and new European and 

EC 
EC/MS 
EC/MS/Industry 

national legislation  

(cid:131)  Harmonisation of manning requirements, vessels and 

EC/EU 

boatmasters’ certificates, intermodal documentation, liability, 
and loading units (ILU) 

EC: European Commission, EU: European Union, MS: Member States 

2. 

FLEET  

Inland  navigation  is  an  efficient,  safe  and  environmentally  friendly  mode  of 
transport. Its increased use complies with the objectives of transport and environment 
policy.  However,  continuous  investments  in  modernisation  and  innovation  are  still 
needed to maintain its head start in these fields. 

Improve logistics efficiency, environmental and safety performance of IWT 

Efficient technology usually results in higher logistics efficiency and lower operating 
costs. These can be achieved by targeted fleet innovations, e.g. vessel design, further 
automation,  including  ICT.  Innovative  concepts  for  operations  and  transhipment  of 
large and small vessels should be investigated and facilitated. 

The  introduction  of  technologies  to  further  reduce  fuel  consumption  and  harmful 
emissions from new and existing vessels, e.g. hydrodynamics, improved propulsion, 
fuel-efficiency,  filtering,  will  allow  inland  shipping  to  maintain  its  high  standards. 
Research  into  commercially  viable  non-carbon  fuels,  e.g.  hydrogen  fuel  cells,  and 
zero-emission  engines  should  also  be  pursued.  The  use  of  biofuels,  especially 

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biodiesel,  should  be  exploited5.  Adapting  vessels’  design  and  standards  to  the 
conditions of particular rivers should be considered. 

The safety record of inland shipping, though exemplary, can be further improved by 
on-board  and  on-shore  information  technology  (River  Information  Services), 
navigational equipment, vessel design, as well as by training and education.  

Innovation can take place both through the construction of new vessels (long-term) 
and  the  refit  of  existing  vessels  (short-  and  mid-term).  To  facilitate  rapid  market 
transfer  of  new  technology,  the  legal  framework  for  environmental  and  safety 
standards (engine emissions, fuel quality, waste disposal, dangerous goods transport) 
should be reinforced. R&D activities should concentrate on the development of refit 
concepts  accompanied  by  support  programmes  (including  pilot  tests),  fiscal 
incentives and training. The potential of the Inland Waterway Reserve Fund, created 
under Council Regulation (EC) No 718/1999 and financed by the profession, could 
also  be  reassessed  in  order  to  improve  its  use  and  to  examine  the  possibility  of 
additional sources of financing. 

Instruments 

(cid:131)  State aid guidelines for support schemes and possibly de 

minimis rules 

(cid:131)  Support programme to facilitate efficiency, environment and 
safety-enhancing technologies (incl. research and fiscal 
incentives) 

Responsible 
actors 

EC 

MS 

(cid:131)  EU RTD and support programmes (FP 7, lead projects for 

EU/Industry 

sector innovation) 

(cid:131)  European IWT Reserve Fund (Regulation (EC) No 718/1999) 
(cid:131)  Funding Handbook for IWT 
(cid:131)  Improvement of environmental and safety legislation (incl. 
engine and cargo emissions, waste disposal, fuel quality, 
transport of dangerous goods) 

EU/MS/Industry
EC 
EU 

3. 

JOBS AND SKILLS 

Staff  and  entrepreneurial  shortage  has  become  a  major  problem.  In  the  1990s  this 
could partly be counterbalanced by technological innovations and enhanced mobility 
of crew members from countries inside and outside the EU. 

Attract workforce 

Improving  working  and  social  conditions  through  a  constructive  social  dialogue  at 
European  level  must  be  at  the  heart  of  such  a  strategy.  The  definition  of  EU-wide 
professional  qualification  requirements  through  greater  mutual  recognition  of 
qualifications, e.g. via the European Qualifications Framework (EQF), will enhance 

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Cf. Directive 2003/30/EC. 

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labour mobility. Additionally, recruitment initiatives could create awareness beyond 
the sector on the job and career opportunities in inland shipping.  

Invest in human capital 

A functioning education and training system is a fundamental condition for a sound 
and competitive  labour market. The existence  of education  and training institutions 
in  the  sector  has  to  be  secured  and  their  curricula  adapted  to  current  managerial, 
technological,  linguistic  and  nautical  needs.  Conversely,  knowledge  on  inland 
navigation  should  also  be  included  in  logistics  education  programmes.  Modern 
learning tools such as simulators for navigation in unknown and critical areas need to 
be introduced in curricula. Life-long-learning should be encouraged.  

Instruments 

(cid:131)  Social dialogue within sector (working conditions, working 
time arrangements, definition of EU-wide professional 
qualification requirements, etc.) 

(cid:131)  Recruitment campaigns 
(cid:131)  Funding Handbook for IWT  
(cid:131)  EU support for projects in the area of education and training 

(e.g. the Community Education and Training or RTD 
programmes - FP 7) 

(cid:131)  European Social Fund (ESF) 
(cid:131)  European IWT Reserve Fund 
(cid:131)  Specific training programmes for IWT needs 

(cid:131)  Common framework for education and training standards 
(cid:131)  Harmonisation of manning requirements and boatmasters’ 

certificates 

Responsible 
actors 

Social partners 
(Sectoral 
Dialogue 
Committee) 
MS/Industry 
EC 
EU/Industry/edu-
cation & training 
institutes 
EU/MS 
EU/MS/Industry 
EU/education & 
training institutes
EU/MS 
EU 

4. 

IMAGE 

The  image  of  the  inland  navigation  sector  has  not  kept  pace  with  the  logistics  and 
technological  performance  achieved.  General  awareness  and  knowledge  of  the  real 
potential of the sector in terms of quality and reliability need to be improved. 

Promote inland navigation as a successful partner in business 

Improving  the  image  of  inland  navigation  is  a  joint  responsibility  of  the  industry, 
politics  and  administrations  at  national  and  European  level.  Promotion  activities 
aimed at logistics decision-makers could be supported and co-ordinated to establish a 
consistent  and  positive  image  of  inland  navigation  and  to  pave  the  way  for  a  re-
balanced transport system.  

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Set up and expand European IWT promotion and development network 

Some  Member  States  have  set  up  promotion  structures  providing  up-to-date 
information  to  industry  on  the  opportunities,  and  assisting  in  the  development,  of 
inland  navigation.  The  establishment  of  promotion  centres  combined  with  the 
appointment  of  national  focal  points  will  generate  smooth  interfaces  between 
authorities and industry and facilitate result-oriented policy. This is demonstrated by 
comparing growth statistics of countries with and without such structures. A Europe-
wide  network  of  national  promotion  and  development  centres  should  be  set  up  or 
expanded, including candidate and associated countries.  

Monitor trends and developments within the IWT market 

Permanent  observation  of  relevant  economic  and  social  parameters  is  crucial  for 
business, policy-makers and authorities in order to anticipate market trends. Current 
statistics  are  not  detailed  enough  for  this  purpose.  A  pre-condition  for  any  market 
observation  is  the  availability  of  comparable  and  compatible  source  data.  National 
administrations should be encouraged to provide this data. An updated EU regulation 
on  statistics  of  goods  transport  by  inland  waterways,  currently  in  the  legislative 
procedure, can contribute to this objective. A European Market Observation System 
involving the CCNR, the European Commission and the professional organisations is 
currently being established and in due time will have to be re-assessed and adapted. 
It should include economic and social parameters. 

Instruments 

(cid:131)  Support programmes for national promotion and development 

organisations and their network 

(cid:131)  Regulation on statistics of goods transport by inland 

waterways 

(cid:131)  IWT Market observation  

Responsible 
actors 

EU/MS/ 
Industry 
EU 

EC 

5. 

INFRASTRUCTURE 

More  than  36 000  kilometres  of  waterways  and  hundreds  of  inland  ports  connect 
many  important  economic  areas  in  Europe.  Even  though  the  larger  part  of  the 
waterway  network  has  ample  free  capacities,  several  bottlenecks  caused  by  limited 
draught,  bridge  clearance  and  lock  dimensions  hinder  its  full  utilisation  and  reduce 
the competitiveness of inland waterway transport. 

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Inland Waterways 

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Improve multi-modal network 

A  European  Development  Plan  for  improvement  and  maintenance  of  waterway 
infrastructures and transhipment facilities should be initiated to make trans-European 
waterway  transport  more  efficient  while  respecting  environmental  requirements.  It 
should provide guidance for financing and prioritise improvement and maintenance 
of  waterway  infrastructures,  transhipment  facilities  and  eliminate  bottlenecks  while 
reconciling  different  policy  objectives,  e.g.  transport,  energy,  environment,  and 
sustainable mobility. Such a plan should be oriented along the TEN-T network6, but 
also  include  smaller  networks.  A  European  Coordinator  could  facilitate  its 
implementation.  

A  framework  for  infrastructure  charging  for  all  transport  modes,  which  would 
internalise external costs such as accidents, air pollution, noise and congestion, could 
contribute  to  funding  opportunities.  In  addition,  if  fully  applied  across  all  modes, 
such a framework would favour the use of inland navigation. The Commission will 
launch a consultation process linked to the issue of infrastructure charging. 

Given existing backlog for the development of transhipment facilities and access to 
waterways,  support  is  required,  especially  in  new  Member  States  and  accession 
countries.  Support  should  concentrate  on  growing  market  segments.  Innovative 
strategies and significant investments are also required to better accommodate inland 
vessels  in  seaports.  Spatial  planning  and  economic  policies  are  needed  at  federal, 
regional and local levels to safeguard waterside sites for logistics purposes.  

Implement River Information Services 

River  Information  Services  (RIS)  support  the  planning  and  management  of  traffic 
and  transport  operations.  They  contribute  to  a  more  efficient  and  safer  use  of 
waterways,  locks,  bridges  and  terminals  by  optimising  electronic  data  interchange 
and logistics operations. It is invaluable for waterway authorities in supporting traffic 
management tasks and dangerous goods monitoring, and will become of great use for 

6 

Cf. Decision No 884/2004/EC of the European Parliament and of the Council. 

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commercial actors. RIS will lead to increased competitiveness and improved safety, 
and needs to be implemented and further developed in a coordinated way within the 
trans-European networks. 

Instruments 

Responsible 
actors 

(cid:131)  European Development Plan for improvement and 

EU/MS 

maintenance of waterway infrastructures and transhipment 
facilities 

(cid:131)  European Coordinator 
(cid:131)  TEN-T funding for Priority projects No 18 and No 30, other 
projects of common interest, port and terminal development 

(cid:131)  RIS Directive and projects (TEN-T MIP) 
(cid:131)  EU RTD and support programmes (FP 7, PHARE, ISPA, 

EC 
EU/MS 

EU/MS 
EU 

CARDS, INTERREG) 

(cid:131)  National funding schemes for infrastructure improvement and 

MS 

maintenance 

(cid:131)  Framework for infrastructure charging 
(cid:131)  Spatial planning giving higher priority to (re-)developing 

EU 
MS 

industrial zones nearby waterways 

(cid:131)  Interdisciplinary dialogue on planning and project level 

EC/MS 

IV. 

MODERNISATION OF THE ORGANISATIONAL STRUCTURE 

The  proposed  Action  Programme  foresees  actions  as  diverse  as  regulatory  harmonisation, 
strategic promotion, and specific support and coordination measures. It can only develop its 
full potential if it is implemented in a coherent way.  

The present organisational structure, however, is characterised by fragmentation of resources 
and efforts at different levels. Today a skipper is faced with coexisting sets of rules stemming 
from the European or National legislator, from the Central Commission for Navigation on the 
Rhine (CCNR) or the Danube Commission7. This results in an overall lack of efficiency and 
political impact.  

There is agreement that the current framework has to be modernised. The process has already 
started8. To be viable, any changes should on the one hand respect current achievements and 
on the other hand offer added value in terms of efficiency, legitimacy, political strategy, cost-
effectiveness,  and  bring  forward  regulatory  harmonisation  in  a  pan-European  perspective. 
Any changes should also take into account existing obligations under international agreements 

7 

8 

The Central Commission for Navigation on the Rhine is based on the revised Mannheim Convention of 
1968.  Its  members  are  Belgium,  France,  Germany,  the  Netherlands  and  Switzerland.  The  Danube 
Commission  is  based  on  the  Belgrade  Convention  of  1948.  Its  members  are  Germany,  Austria, 
Slovakia,  Hungary,  Croatia,  Serbia  and  Montenegro,  Romania,  Bulgaria,  Moldavia,  Ukraine  and 
Russia. 
Cf. Recommendation of 1 August 2003 from the Commission to the Council in order to authorise the 
Commission  to  open  and  conduct  negotiations  on  the  conditions  and  arrangements  for  the  European 
Community's  membership of the CCNR and of the Danube Commission - SEC(2003) 897; Report of 
the “EFIN Group”: A new institutional framework for the European Inland Navigation, October 2004. 

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connected with Rhine and Danube, and other waterways to which Member States, and third 
countries, are signatories. Different options are currently under discussion: 

1. 

2. 

3. 

4. 

Further increasing the cooperation between the international river commissions and 
the  European  Commission,  sustained  by  “Memoranda  of  Understanding”,  would 
maintain  the  existing  framework  and  working  methods  but  require  increased 
coordination between the works of these organisations.  

Such cooperation can already be observed in the area of technical requirements for 
vessels. Other areas are being explored. However, it maintains the fragmented legal 
bases for IWT and the different sets of rules for different geographical areas within 
the single market.  

The  adhesion  of  the  European  Community  to  the  Rhine  and  the  Danube 
Commissions9  would  strengthen  the  Community’s  participation  beyond  its  current 
observer  status.  However,  it  was  not  yet  possible  to  reach  a  political  agreement  on 
this  approach.  Such  an  accession  would  more  truly  reflect  the  fact  that  the 
Community already today has exclusive competence in a number of areas.  

intergovernmental  Pan-European  Inland  Navigation 
The  creation  of  an 
Organisation, on the basis of a new international convention, would aim to involve 
all European countries and organisations interested in IWT in a single coordinating 
body.  

While  raising  IWT’s  political  attention  and  strategic  policy  profile,  it  would  not 
avoid  the  labours  of  rendering  coherent  different  sets  of  rules.  It  would  also  add  a 
new  institutional  layer,  beyond  existing  legal  frameworks,  which  may  take  a  long 
time, as it will require signature and ratification of all parties concerned.  

Another  option  would  be  to  entrust  the  Community  to  strategically  address  the 
development  of  IWT  in  Europe.  Among  the  current  actors,  the  Community  is  the 
only one empowered to adopt a single set of rules encompassing the whole territory 
of  the  Union.  On  that  basis,  it  is  in  a  position  to  develop  a  strategic  and 
comprehensive IWT policy for the single market. However, the EU inland waterway 
market  has  connections  with  third  countries  (Switzerland,  Croatia,  Serbia  and 
Montenegro,  Romania,  Bulgaria,  Moldavia,  Ukraine,  Russia),  the  interest  of  which 
must be taken into account. Furthermore, due account must be taken of the fact that, 
historically, the international river commissions have acquired important knowledge 
and expertise that should be utilised. 

On the basis of further discussions with all stakeholders and taking into account progress in 
the  implementation  of  this  Action  Programme,  the  Commission  will  come  forward  with  a 
proposal  for  stimulating  the  process  of  modernising  the  organisational  structure  of  Inland 
Waterway Transport. 

9 

As proposed by the Commission in 2003 (see footnote 8 above). 

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V. 

CONCLUSION 

In order to enable inland waterway transport to fully exploit its potential and to make its full 
contribution to the transport policy objectives, a number of framework conditions need to be 
improved.  

In this Communication, the Commission sets out an integrated action programme focusing on 
five strategic areas that are fundamental for the further development of the inland waterway 
transport  sector.  These  key  areas  are  rounded  off  by  considerations  for  modernising  the 
organisational structure. Such modernisation is deemed necessary to assist the implementation 
of the programme. 

The  various  actions  and  measures  indicated  in  the  programme  shall  be  further  elaborated 
following deliberation in Council and Parliament. On this basis, the Commission will present, 
if  appropriate,  legislative  proposals  and  implement  the  policy  measures.  Each  of  these 
proposals  will  be  preceded  by  a  thorough  impact  assessment.  The  time  frame  for  the 
implementation of the plan is the period 2006 – 2013. 

According  to  the  principle  of  subsidiarity,  the  programme  is  addressed  to  all  levels 
responsible for inland waterway transport, the industry itself including the social partners, the 
Member  States  having  the  responsibility  for  the  infrastructure  networks,  the  European 
Commission and the other institutions. In cooperation with these actors, the Commission will 
regularly monitor the progress of the implementation of the Action Programme. 

The  Commission  invites  the  European  Parliament  and  the  Council  to  endorse  this 
Communication and to support the Action programme.  

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A. LEGISLATIVE INSTRUMENTS 

B. POLICY INSTRUMENTS 

C. SUPPORT INSTRUMENTS 

« NAIADES » Action Programme Overview 

APPENDIX 1 

Harmonisation of:  
(cid:131) 

technical requirements for 
vessels 
intermodal loading units (ILU) 
statistics of goods transport by 
inland waterways 

(cid:131) 
(cid:131) 

transport of dangerous goods 
engine emissions 

State  aid  guidelines  for  support 
schemes  and  possibly  de  minimis 
rules for IWT 
Harmonisation of:  
(cid:131) 
(cid:131) 
Reinforcement  of  position  and 
normative framework of IWT 
Harmonisation of:  
(cid:131)  boatmasters’ certificates 
(cid:131) 
intermodal liability 
(cid:131)  manning requirements  
(cid:131)  waste disposal 
(cid:131) 

education and training 
standards 
intermodal documentation 
infrastructure charging 
fuel quality 

(cid:131) 
(cid:131) 
(cid:131) 

EN 

2006 
2006/7 
2006/7 

2006/7 

2006/7 
2008 
2009 

TEN Coordinator inland waterways  
Funding Handbook for IWT industry 
Screening  for  barriers  in  existing  and 
new European and national legislation  
Administrative  one-stop-shops  and 
IWT focal points  
Social dialogue within sector 
IWT Market observation 
European  Development  Plan 
waterway 
transhipment facilities 
Recruitment campaigns 
Spatial 
higher 
priority  to  (re-)developing  industrial 
zones nearby waterways  
Interdisciplinary  dialogue  on  project 
level 

infrastructures 

planning 

for 
and 

giving 

Ongoing  

2006 
2007 

2007 

2007 
2007 
2008 

2008 
2008 
2009 
2009 
2009 

2010 
2013 

2007/8 

European IWT Reserve Fund 
National support programmes  
(cid:131)  Promote modal shift, facilitate 

investment  

(cid:131)  Efficiency, environment and 

safety technologies  

(cid:131)  Promotion and development 

(cid:131) 

organisations  
Infrastructure improvement & 
maintenance 
European  RTD 
programmes  
(cid:131)  Services: Marco Polo, CIP, 

and 

support 

INTERREG, etc.  

(cid:131)  Fleet: RTD programmes (FP 7), 

etc.  
Jobs and skills: SOCRATES, 
LEONARDO DA VINCI, etc.  
Infrastructure  

(cid:131) 

(cid:131) 

-  TEN-T Priority projects 18&30 
-  RIS (TEN-T MIP) 
-  PHARE, ISPA, CARDS, 

INTERREG, etc. 

2013 

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Inland Waterway Transport Enterprises 

2002   

Country 

Number of 
enterprises 

Turnover 
million € 

Number of 
persons employed  

APPENDIX 2 

Belgium* 

Germany 
France 
Italy 
Luxembourg 
Hungary 
Netherlands 
Austria 
Poland   

1 
2  Czech Republic   
3 
4 
5 
6 
7 
8 
9 
10 
Portugal 
11 
Slovenia 
12 
Slovakia   
13 
Finland 
14 
15 
Sweden 
16  United Kingdom 

EU 25 

Bulgaria 
Romania 

17 
18 

* 2001 

235

1257
1176
711
103
105
3510
59

26
20

85
393
217

7662

12  

102

163,1

1690,7

476,7  
211,9
42,7
66,1
1374
83

23,4
0,4

21,6
69,5
165,5

4225,5

735  

11223  

2959  
1212  
1920  
9207  
330  

838  
26  

252  
1021  
1921  

30909  

77,8

4123  

Source: Eurostat (economic activity according to NACE Rev. 1 classification) 

EN 

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