Communication from the Commission - First progress Report on the implementation of the NAIADES Action Programme for the promotion of inland waterway transport
Date: 2007-12-05
Institutions: European Commission
Subjects: EU programme, action programme, activity report, inland waterway transport

COMMISSION OF THE EUROPEAN COMMUNITIES 

Brussels, 5.12.2007 
COM(2007) 770 final 

COMMUNICATION FROM THE COMMISSION 

First progress report  
on the implementation of the NAIADES Action Programme  
for the promotion of inland waterway transport 

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1. 

INTRODUCTION 

1.1. 

Background 

In  January  2006  the  Commission  published  a  Communication  on  the  Promotion  of 
Inland Waterway Transport setting out the Action Programme “NAIADES”1.  

The Programme, covering 2006 to 2013, focuses on five strategic areas: improving 
market  conditions,  modernising 
the  human  capital, 
strengthening the image and amending the infrastructure.  

fleet,  developing 

the 

The programme is addressed to all stakeholders of inland waterway transport, the EU 
and  its  institutions,  and  the  Member  States.  The  European  Parliament2  and  the 
Council of Ministers3 have welcomed the initiative and endorsed the programme; the 
industry4 has confirmed its broad consent.  

This Communication is the first progress report on the status of implementation and 
achievements5.  It  also  gives  an  outline  on  financial  support  for  the  Action 
Programme and reports on developments with regard to the organisational structure. 

1.2. 

Developments 2006/7  

In  general,  the  volumes  transported  on  Europe’s  main  waterways  (+  0,3%)  and  the 
modal  share  of  inland  waterway  transport  remained  stable  in  2006.  While  internal 
transports  have  diminished,  international  traffic  grew  by  around  1%.  The  volumes 
transported on the Rhine grew by 3% in 2006 essentially thanks to much better water 
levels than 2005. 

While  other  rivers  like  the  Seine  or  the  Rhône  show  a  strong  growth  of  container 
transport,  one  of  the  most  promising  growth  providers  to  the  sector,  the  latter 
experienced  a  slight  decline  (-1%)  on  the  Rhine  in  2006,  essentially  because  of 
occasional difficulties of transhipment from maritime to inland waterway vessels, in 
particular in the port of Rotterdam.  

In the first quarter of 2007, the volumes transported on inland waterways in Europe 
showed an upward tendency, a development expected to continue after 2007. 

2. 

REPORT ON THE IMPLEMENTATION OF THE PROGRAMME 

2.1. 

Adopted European legislation 

Since the publication of the NAIADES Communication the following legislation has 
been adopted: 

1 
2 
3 
4 
5 

COM(2006) 6. 
A 6-0299/2006. 
On 8/9 June 2006.  
High Level Meeting of 15 February 2006, Vienna. 
See Appendix.  

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–  Directive  87/2006/EC  laying  down  technical  requirements  for  inland  waterway 
vessels creates  harmonised modern requirements for inland waterway vessels on 
the entire Community waterway network, including the Rhine.  

–  The TEN Financial Regulation (EC) 680/2007 raises the financial rate for priority 
projects and for RIS projects from 10 to 20%, for cross-border sections up to 30%.  

–  The  “Marco  Polo  II”  programme  (Regulation  (EC)  1692/2006)  will  continue  to 
promote  shifting  freight  traffic  off  the  road  to  other  transport  modes.  As  a  new 
asset  several  smaller  applications  can  now  be  grouped  in  one  application,  thus 
allowing also small companies to cooperate for the application.  

–  Directive  80/1119/EC  on  statistical  returns  in  respect  of  carriage  of  goods  by 
inland waterways has been updated and replaced by Regulation (EC) 1365/2006. 

2.2. 

Commission 

2.2.1. 

Improving market conditions 

Inland navigation is characterised by a great number of SMEs generally facing strong 
competition in an open transport market, while enjoying small returns and having a 
difficult  access  to  capital.  This  makes  it  more  difficult  to  set  up  new  transport 
services and businesses.  

Should  stakeholders  so  wish,  the  Commission,  together  with  the  European 
Investment Bank (EIB), could study the possibility of specific windows to be made 
available to inland waterway transport enterprises. The sectoral Reserve Fund and a 
possible  syndication  of  Member  States  and  Community  funding  could  be  an 
opportunity to develop modern means of assistance to the sector (see 3.1).  

Regarding available aid schemes, the Commission has commissioned an inventory of 
European,  national  and  regional  aid  schemes.  A  Funding  Handbook  shall  be 
published in 2008.  

In December 2006, the Commission decided that the de minimis rule regarding the 
application of the EC state aids also applies to the transport sector6. According to this 
rule,  state  aid  may  be  granted  to  any  one  undertaking  up  to  EUR  200.000  over  a 
period of three years without further authorisation at EU level. 

With  a  view  to  contribute  to  a  favourable  business  environment,  a  screening  of 
administrative  and  regulatory  barriers  has  been  launched.  The  results  shall  be 
presented in 2008. 

2.2.2.  Modernising the fleet 

In  order  to  maintain  its  assets,  the  sector  must  constantly  adapt  and  improve  its 
efficiency, safety and environmental performance.  

6 

Regulation  (EC) 1998/2006. 

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In  this  regard,  the  Commission  has  presented  a  proposal  for  a  Directive7  on  the 
transport of dangerous goods, including by inland waterway. 

In  order  to  ensure  that  inland  waterway  transport  can  maintain  its  leading 
environmental  edge  on  other  transport  means,  the  Commission  has  proposed  the 
reduction of the maximum permissible sulphur content of gas oils8.  

2.2.3.  Promotion of jobs and skills 

Work  is  in  preparation,  e.g.  in  the  field  of  working  time  and  professional 
qualification requirements (see 2.4.).  

2.2.4. 

Improvement of image  

The  image  of  inland  navigation  does  not  always  match  its  actual  performance. 
Promotion  of  inland  waterway  transport  and  creating  awareness  of  its  potential 
among logistics decision-makers, freight forwarders and policy-makers are therefore 
crucial.  Most  of  the  relevant  Member  States  are  planning  or  have  implemented 
promotional programmes.  

One  way  to  increase  the  visibility  of  inland  waterway  transport  is  to  offer  reliable, 
up-to-date  market  data  and  information.  Therefore,  from  2005  to  2007  the 
Commission  had  entrusted  the  Central  Commission  for  Navigation  on  the  Rhine 
(CCNR)  with  the  task  to  elaborate  an  instrument  of  market  observation.  The 
continuation and further improvement of this action beyond 2007 is being prepared. 

The  Action  programme  suggests  the  establishment  of  a  network  of  promotion 
centres  for  inland  waterway  transport  as  close  to  the  customer  as  possible.  The 
main objective is to advise and encourage transport users at regional and local level 
to use inland navigation by providing logistic solutions, best practices and publicity. 
The Commission launched a call for proposals in May 2007 which will materialise in 
2008 and beyond. 

2.2.5.  Provision of adequate infrastructure 

The efficiency of inland waterway transport depends on a properly proportioned and 
maintained  infrastructure.  The  Community  contributes  to  it  through  programmes, 
such  as  the  Trans-European  Networks.  On  27  September  2007,  the  Commission 
designated  Mrs.  Karla  Peijs  as  European  coordinator  in  order  to  facilitate  the 
realisation  of 
inland  waterway  priority  axis  Rhine/Meuse-Main-Danube 
(designated as Project No. 18) and the Seine-Scheldt link (No. 30). 

the 

Modern  information  and  telecommunications  systems  supplement  infrastructure 
networks.  For  implementing  Directive  44/2005/EC  on  river  information  services 
(RIS),  the  Commission  adopted  in  2007  three  Regulations,  on  technical  guidelines 
for  the  planning,  implementation  and  operational  use  of  RIS9  and  on  technical 

7 
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COM(2006) 852. 
COM(2007) 18. 
Regulation (EC) 414/2007. 

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specifications  relating  to  vessel  tracking  and  tracing  systems  (Inland  AIS)10  and  to 
notices to skippers11. Two further Regulations are on their way. 

2.3.  Member States 

All relevant Member States are actively engaged in inland waterway transport policy. 
Depending  on  their  specific  situation,  traditions  and  national  priorities,  the  focus, 
intensity  and  magnitude  of  the  measures  to  promote  transport  by  inland  waterways 
vary.  

In the light of the NAIADES Programme for example one Member State has adopted 
a  comprehensive  national  action  programme  of  around  40  measures.  In  other 
Member States specific support measures already exist or are being considered. The 
measures  focus  e.g.  on  aid  schemes  enhancing  the  start-up  of  new  services  in  the 
field of container transport or waste transport in metropolitan areas, etc. In one case 
an  administrative  focal  point  for  the  certification  and  attestation  has  been  installed 
and a promotion centre for inland waterway transport reinforced. 

Another focus lies on the modernisation of the fleet, which in some Member States is 
encouraged  through  tax-free  reinvestment  schemes,  and  financial  aid  for  the 
improvement of the economic and environmental performance of vessels (e.g. grants 
for cleaner engines, more efficient propulsion techniques, new hull constructions). In 
certain  areas,  initiatives,  sometimes  cross-border,  are  being  undertaken  to  enhance 
transport on smaller waterways.  

In  several  Member  States,  measures  have  been  taken  to  make  the  inland  waterway 
transport  profession  more  attractive  (e.g.  support  for  training  schemes,  start-up  for 
young entrepreneurs).  

In  the  area  of  waterway  infrastructure,  emphasis  is  laid  on  the  maintenance  of  the 
network  and  related  infrastructures,  including  the  improvement  of  intermodal 
terminals and the installation of modern transhipment facilities. The Member States’ 
procedures  for  the  execution  of  the  Seine-Scheldt  connection  and  for  the 
improvement  of  the  Danube  section  close  to  the  Austrian-Slovakian  border  have 
started. The deployment of River Information Services (RIS) and the equipment with 
ICT devices along the main inland waterways is gradually progressing.  

2.4. 

Stakeholders 

2.5. 

European social dialogue 

The NAIADES Action programme identifies the improvement of working and social 
conditions  in  the  sector  as  one  of  the  central  challenges.  A  constructive  dialogue 
between social partners at European level is one way to address these objectives. In 
2006  and  2007,  the  sectoral  social  dialogue  committee12,  supported  by  the 
Commission,  met  at  regular  intervals  and  made  headway  in  two  major  areas: 
regarding sector-specific working time arrangements, the social dialogue has reached 

10 
11 
12 

Regulation (EC)  415/2007. 
Regulation (EC) 416/2007. 
Decision 98/500/EC. http://ec.europa.eu/employment_social/social_dialogue/sectorial13_en.htm 

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a  stage  where  negotiations  are  taking  place.  Regarding  an  EU-wide  definition  of 
professional  qualification  requirements,  the  committee  has  undertaken  preparatory 
work by comparing the various national profiles.  

3. 

FINANCIAL SUPPORT PROGRAMMES 

3.1. 

Innovation Fund 

In order to keep its advantage as an efficient, safe and environmentally friendly mode 
of transport, continuous investment in logistic concepts, fleet modernisation, human 
resources and marketing of inland waterway transport is needed. This is above all the 
responsibility of the industry itself. As an additional incentive and to facilitate further 
investment,  the  NAIADES  Action  Programme  suggests  targeted  national  support 
programmes  and  the  use  of  available  Community  programmes.  In  this  context  it 
recommends  to  also  examine  the  utilisation  of  the  Inland  Waterway  Reserve  Fund, 
created under Council Regulation (EC) 718/199913 and financed by the profession, as 
well as other sources of financing. 

In this regard the Council invited the Commission in its Conclusions of June 2006 to 
submit a proposal for a European Inland Waterway Transport Innovation Fund which 
should  be  coordinated  with  the  national  programmes  of  Member  States.  The 
European Parliament specified in its Resolution of October 2006 that such a fund, 
“as a key instrument of the NAIADES Action Programme, (…) should be financed as 
to one third by the sector (the existing Inland Waterway [reserve] Fund), for another 
third  by  the  EU  and  the  remaining  third  by  the  Member  States”  and  invited  the 
Commission further “to draw up, in close cooperation with the sector, the conditions 
under which the fund should be established (…)“. 

The Commission services have undertaken exploratory work and suggested, in close 
cooperation with experts from the profession and from the Member States holding a 
positive  balance  in  their  Reserve  Fund,  various  ideas  for  a  specific  IWT  funding 
programme. 

3.1.1.  Financing objectives 

The  future  programme  of  an  Innovation  Fund  would  primarily  be  targeted  to  IWT 
carriers and operators. In order to stimulate innovation and a speedier introduction of 
new  concepts  and  techniques,  it  could  define  eligible  funding  measures  in  order  to 
encourage the industry to 

–  establish  new  market  and  transport  services  in  the  inland  waterway  transport 

sector,  

–  modernise  the  fleet  with  a  view  to  improve  the  safety,  efficiency  and  the 

environmental standard of vessels,  

–  boost the human capital by training and education measures, and 

13 

OJ L 90, 2.4.1999, p. 1-5. 

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–  improve the image of the sector through appropriate public relation actions. 

The programme could run from 2009 to 2013. In parallel, financial support for inland 
waterway  services  would  continue  to  be  available  under  MARCO  POLO,  for 
infrastructure improvements under the TEN-T and Cohesion Policy, and for research 
under the RTD Framework programme. 

3.1.2.  Resources 

The  first  resource  is  the  existing  Inland  Waterway  Reserve  Fund,  created  under 
Regulation (EC) 718/1999, which has been accrued by the industry itself but which 
has not been used for almost a decade. To use it, a new legal instrument would have 
to  be  enacted  and  agreed  by  all  concerned  which  would  allow  a  Community  wide 
support  programme  to  the  sector.  The  Reserve  fund  amounts  today  to  approx.  40 
Million €.  

Second, on top of this potential but so far inactive support, the Commission provides 
active  support  with  the  instruments  described  above.  Should  a  meaningful  and 
modern support tool be agreed and developed with the industry and Member States, 
it could consider a proposal to budget additional funds from existing resources. 

The  third  part  in  the  support  programme  could  come  from  the  Member  States 
concerned.  Several  Member  States  have  national  aid  schemes  dedicated  to  inland 
waterway  transport  or  are  preparing  to  establish  such  programmes.  Discussions  are 
ongoing  whether  and  how  these  schemes  might  be  integrated  or  combined  with  a 
future Community funding programme.  

3.1.3.  Next steps 

Based on these considerations, the Commission is carrying out an ex ante evaluation 
and impact assessment aiming at an analysis of solutions and their return, the utility 
and  the  cost-effectiveness  of  a  “European  Inland  Waterway  Transport  Innovation 
Fund”.  Depending  on  its  outcome  and  further  consultation  with  the  professional 
organisations  and  the  Member  States,  the  Commission  may  come  forward  with  a 
proposal in 2008. 

3.2. 

Use of existing Community Programmes for inland waterway transport 

–  In  the  Marco  Polo  call  for  proposals  2006  a  single  inland  waterway  transport 

project was selected. The call of 2007 is still in evaluation.  

–  Under the TEN-T-budget, two inland waterway projects with a financing volume 
of around 9 Mio € have been co-funded in 2006 (1,5% of the total budget, which 
is  far  below  IWT’s  modal  share).  The  evaluation  of  proposals  for  the  2007  call 
and for the major multi-annual programme up to 2013 is under way. 

The implementation of river information services (RIS) became part of the TEN-T 

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multi-annual  programme14.  The  first  call  for  proposals  for  RIS  is  planned  to  be 
launched in December 2007. 

–  Based on the Regulations (ERDF, Cohesion Fund and ESF)15 and the Community 
strategic guidelines on Cohesion, the Commission, Member States and regions are 
finalising  the  preparation  of  the  Cohesion  Policy  operational  programmes  (OP) 
for  the  2007-2013  period.  These  OPs  can  include  priorities  related  to  transport 
infrastructure  and  in  certain  Member  States,  an  OP  fully  dedicated  to  transport 
will be adopted. 

–  The  7th  EC  Framework  Programme  for  research,  technological  development 
and demonstration activities16 from 2007 to 2013 offers a number of windows of 
opportunity for the inland waterway transport sector, notably with regard to fleet 
modernisation, further optimisation of the sector as well its integration into overall 
logistics chains. 

The  first  call  for  proposals17,  closed  in  June  2007,  invited  for  proposals  in  a 
number  of  areas  relevant  to  inland  navigation,  including  the  setting  up  of  a  co-
ordination action. The conclusion of contracts is expected for 2008. 

4. 

MODERNISATION OF THE ORGANISATIONAL STRUCTURE 

the 
The  NAIADES  Communication  also  addressed 
organisational  structure  for  inland  waterway  transport  in  Europe.  The  Commission 
services  have  undertaken  an  impact  assessment  and  stakeholder  consultations18 
regarding four options.  

the  modernisation  of 

4.1. 

Impacts of the different options 

The impact of the different options can be summarised as follows: 

–  Option 1: Increased cooperation but no change in the institutional framework 

Increased cooperation between the European Commission and the river commissions 
would also mean an increase of coordination efforts by all parties involved. Even if 
the fragmented legal bases and different sets of rules within the single market would 
remain  untouched,  the  objective  to  create  a  level  playing  field  on  all  Community 
waterways  can  be  reached  without  changing  the  existing  framework.  It  would 
nevertheless take relatively long and come at similar administrative costs as option 2.  

–  Option 2: Adhesion of the Community to the Rhine and the Danube Commissions 

Administrative structures and human resources might be used more efficiently if the 
Community  adhered  to  the  international  river  commissions.  This  option  would  not 
significantly modify the institutional setting, and would require a marginal increase 

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Commission Decision C(2007) 2158. 
Cf Regulation (EC) 1083/2006. 
Decision 1982/2006/EC. 
Commission Notice 2006/C316/10.  
SEC(2007) xxx. 

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in human resources. Relying on existing expertise and using established mechanisms 
might speed up legislative harmonisation. However, a clear difference of the impacts 
with  regard  to  the  CCNR  or  to  the  Danube  Commission  has  been  identified  (see 
conclusions below).  

–  Option 3: Pan-European Convention 

In  comparison  to  the  two  first  options,  the  establishment  of  a  Pan-European 
Convention19  would  mean  an  additional 
the  complex  regulatory 
harmonisation  process.  On  top  of  rather  complicated  negotiations,  administrative 
costs  would  be  significantly  higher  than  in  options  1  and  2,  and  the  increase  in 
human  resources  might  not  be  justified  by  an  increase  in  efficiency.  Stronger 
political attention might however make it easier to achieve the objective of strategic 
promotion.  

layer 

to 

–  Option 4: European Agency. 

Establishing an EU Agency for inland waterway transport – or an inland waterway 
transport “antenna” of an existing agency – would have similar operational costs as 
option  3.  It  would  be  consistent  with  the  Union’s  policy  regarding  other  transport 
modes and speed up the harmonisation process in comparison to options 1 and 3. But 
the  establishment  of  an  EU  Agency  in  addition  to  the  existing  international  river 
commissions and national safety authorities would not constitute a more efficient use 
of human resources. 

4.2. 

Conclusions from the impact assessment 

The impact assessment shows that, even though the current framework may have its 
shortcomings,  no  clear  advantage  of  a  particular  option  in  terms  of  legislative, 
institutional or administrative impacts emerges. Under the current circumstances, it is 
preferable  to  base  the  organisational  framework  on  the  existing  institutional  actors, 
and to improve, modernise and coordinate working methods and relations wherever 
possible.  Against  this  background,  a  combination  of  options  1  and  2  –  increased 
coordination  of  the  existing  institutional  actors  combined  with  Community 
membership  in  the  Danube  Commission  –  offers  the  best  advantages  at  present.  
In  view  of  these  findings  the  Commission  does  not  suggest  creating  additional 
structures to the existing institutional framework. As requested by the stakeholders, 
the  Commission  should  play  a  stronger  part  within  the  existing  organisational 
framework. 

Community membership in the Danube Commission is a particular case, because 
the  legal  regime  for  navigation  on  the  Danube  is  currently  under  revision.  The 
adhesion of the Community in areas of its competence will not only facilitate the co-
existence or the adoption of harmonised rules for navigation on the Danube, but also 
help to speed up the revision of the 1948 Belgrade Convention – needed to reform 
the  Danube  Commission.  In  addition,  it  will  reflect  the  internal  distribution  of 
competences  within  the  EU  vis-à-vis  the  non-EU  members  of  the  Danube 
Commission.  On  7  June  2007,  the  EU  Council  of  Ministers  adopted  a  decision 

19 

Cf. EESC own-initiative opinion TEN/222 - EESC 599/2006. 

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authorising  the  European  Commission  to  negotiate  Community  membership  in  the 
Danube Commission. 

4.3. 

The way forward 

Against this background which illustrates the common endeavour for a harmonious 
system,  one  can  acknowledge  that  recent  years  have  seen  the  development  of  the 
Community’s role in the area of legislative harmonisation:  

–  The  EC  Directives  on  river 

technical 
requirements  for  vessels21  provide  a  framework  for  all  Community  inland 
waterways, including the River Rhine. 

information  services  (RIS)20  and 

–  The  proposal  for  a  Directive  on  the  inland  transport  of  dangerous  goods22  will 
incorporate  a  Pan-European  agreement  in  Community  legislation  and  thereby 
avoid the development of two different legal regimes in the future. 

This development builds upon a strong involvement of experts from Member States 
in  different  fora,  including  the  river  commissions.  The  NAIADES  Action 
Programme  foresees  further  legislative  Commission  initiatives,  namely  with  regard 
to boatmaster certificates or manning requirements. 

As  for  strategic  policy  development,  the  European  Commission  will  strive  to  play 
further a coordinating role.  

In order to strengthen expertise in the area of inland waterway transport, and to make 
better  use  of  existing  resources  –  as  suggested  by  the  European  Parliament  –  the 
international  river  commissions  could  be  entrusted  with  the  execution  of  particular 
tasks  or  mandates23.  Such  assignments  should  be  compatible  with  the  river 
commissions’  own  legal,  territorial  and  financial  scope,  and  should  benefit  from  a 
solid legal base in Community law; this requires further analysis24. Nevertheless, the 
Commission  has  already  intensified  its  contacts  with  the  river  commissions,  in 
particular the CCNR. 

Another  way  forward  can  be  the  creation  and  affiliation,  on  a  voluntary  basis,  and 
under  the  auspices  of  the  Commission,  of  an  “IWT  think  tank”  bringing  together 
industry,  policy  and  decision  makers  and  academia,  in  order  to  address  issues  and 
advise on the future development of inland waterway transport in Europe.  

20 
21 
22 
23 

24 

Directive 44/2005/EC. 
Directive 87/2006/EC. 
See 2.2.2.  
The Commission Staff Working Document “NAIADES” (SEC(2006) 34/3) listed the following: carry 
out studies; supervise/coordinate the respect of technical standards; monitor the work of notified bodies; 
manage databases, oversee the registration of vessels. 
For example, Article 8 of Regulation (EC) 549/2004 (single European sky) allows the Commission to 
issue mandates to Eurocontrol. The Commission’s experience of cooperating with the European Space 
Agency in the setting-up of the Galileo Project could also be considered. 

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5. 

CONCLUSION 

Although the NAIADES Action Programme has only been in place for one and a half 
year, the political perception of inland waterway transport has been strengthened not 
only  at  EU  level,  but  also  in  the  Member  States  and  shipping  industry.  The 
Commission  is  committed  to  the  fulfilment  of  the  programme  and  intends  to 
maintain the momentum created by its initiative. The coming years will see action in 
the following areas: 

Funding 

Following  the  impact  assessment/ex-ante  evaluation  as  well  as  stakeholder 
consultations, a legal basis for an “IWT Innovation Fund” 25, including implementing 
rules will be elaborated. This would be complemented by a Funding Handbook and 
possibly dedicated State aid guidelines. 

The human factor 

A further cluster of actions would focus on the human factor. Specific working time 
arrangements and the definition of EU-wide professional qualification requirements 
should be best agreed in the framework of the social dialogue26. These results could 
be  complemented,  following  impact  assessments  and  consultations,  by  legislative 
proposals regarding the harmonisation of minimum manning requirements as well as 
for a uniform boatmasters’ certificate, valid on all Community waterways. 

Administrative and regulatory framework 

In order to address administrative and regulatory barriers, the results of the relevant 
study27  will  be  evaluated  and  used  wherever  possible  in  cooperation  with  Member 
States’ administrations and stakeholders. 

Infrastructure improvement 

In addition to the coordinated implementation of RIS, an indicative development plan 
for  the  improvement  and  maintenance  of  inland  waterways  and  ports  will  be 
elaborated,  also  taking  into  account  the  European  Port  Policy,  in  close  cooperation 
with 
into  consideration 
environmental and other requirements, building on the ongoing dialogue between the 
international navigation and protection commissions for the Rhine and the Danube. 

the  Member  States.  This  exercise  will  also 

take 

Organisational support 

In order to facilitate the coordinated implementation of the NAIADES Programme, 
the Commission will look for support from a platform of all interested stakeholders, 
Member  States,  river  commissions  and  industry  alike,  possibly  in  the  shape  of  an 

25 
26 
27 

See 3.1.3. 
See 2.4. 
See 2.2.1. 

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“IWT  think  tank”28.  The  call  for  proposals  under  RTD  FP729  might  help  in  this 
respect, for example through a Co-ordination action for inland waterway transport. 

28 
29 

See 4.3. 
See footnote 17. 

EN 

12 

   EN 

 
                                                 
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 

Status 2007 

Status 2007 

(cid:53) 

(cid:57) 

(cid:53) 

(cid:85) 
(cid:53) 

(cid:57) 
(cid:85) 

~~~ 

(cid:85) 
2008 
2009 
2009 

2009 

2010 
2013 
(cid:57) 

(cid:57) 

(cid:85) 

(cid:85) 

(cid:85) 

~~~ 
~~~ 

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 for 
waterway infrastructures and 
transhipment facilities 
Recruitment campaigns 
Spatial planning giving higher 
priority to (re-)developing industrial 
zones nearby waterways  
Interdisciplinary dialogue on 
project level 

(cid:53) 
(cid:57) 
~~~ 
(cid:85) 

= adopted by EP and Council 
= proposed by the Commission 
= ongoing 
= in preparation 

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 and support 
programmes  
(cid:131)  Services: Marco Polo, CIP, 

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. 

Status 2007 
(cid:85) 

AT(cid:85),BE,DE,F
R,NL,UK(cid:85) 

AT,BE,DE, FR, 
NL 

AT, BE, DE, 
FR, NL 

AT, BE, 
BU,CZ, DE, 
FR, NL ,PL, 
RO, UK (cid:85) 

~~~ 

~~~ 

~~~ 
~~~ 
~~~ 
~~~ 

13 

EN