COMMUNICATION FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS Towards quality inland waterway transport NAIADES II
Date: 2013-09-10
Institutions: European Commission
Subjects: EU programme, combined transport, environmental protection, inland waterway fleet, inland waterway shipping, innovation, recognition of vocational training qualifications, trans-European network, transport infrastructure, transport regulations













EUR-Lex - 52013DC0623 - EN











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52013DC0623

COMMUNICATION FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS Towards quality inland waterway transport NAIADES II /* COM/2013/0623 final */









COMMUNICATION FROM THE COMMISSION TO
THE EUROPEAN PARLIAMENT, THE COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL
COMMITTEE AND THE COMMITTEE OF THE REGIONS
Towards quality inland waterway transport
NAIADES II

1.           Introduction
The European Union’s inland waterway
network spans 20 Member States with about 37 000 kilometres of inland
waterways. Every year, these transport around 500 million tons of cargo, in
particular in the densely populated and congested areas of Germany, the Netherlands, France and Belgium. These areas are irrigated by the Rhine, Scheldt, Meuse
and Seine rivers and are connected with the Danube river. The Inland Waterway
Transport sector is small in relative terms but makes nevertheless with 140
billion tonne kilometres a considerable contribution to the EU’s transport
system. It plays a significant role in bringing goods between the EU’s busiest
ports and the hinterland. The EU’s largest ports would never have developed
into the highly efficient logistical hubs they are today without inland navigations'
contribution. These ports depend on inland navigation to reduce congestion in
their hinterland and to further grow.
Inland navigation transport is energy
efficient and contributes to the goals of the low-carbon economy, set out in
the EU’s Transport Policy White Paper[1].
Furthermore, low noise levels also make it convenient for freight transport in
the densely populated areas they transit in and service. However, inland
navigation stands to lose its comparative environmental advantage if no action
is taken to further reduce air pollutant emissions, in particular in view of
the progress the road transport sector is making due to stringent emissions
limits.
The Commission’s NAIADES action programme[2] adopted in 2006 aimed to
bolster the advantages of inland waterway transport and tackle a number of
obstacles that could prevent it from being used to its full potential. Many
measures introduced under the NAIADES programme have been implemented with the
support of funding instruments such as TEN-T[3],
Marco Polo[4],
Leonardo Da Vinci[5],
IPA[6] and the Seventh Research
Framework Programme[7].
Further measures, such as the harmonisation of technical requirements for
vessels, are still being developed by the Commission, while other measures, in
particular those relating to harmonisation efforts[8], have not started.
An appraisal of the current NAIADES
programme[9]
stated that NAIADES has had a significant mobilising effect in the Member
States and amongst the stakeholders. However, the economic and environmental prospects
for inland navigation have continued to worsen and progress in overcoming key
infrastructure bottlenecks has been limited. Furthermore, the sector is
currently going through difficult times and is suffering from overcapacity in
certain segments and from continued fragmentation of market players, on top of
the general slowdown of the EU economy since 2008.
Overcapacity in the liquid bulk sector is
related to the introduction of the double hull requirement[10]. This led to additional double
hull vessels being introduced, without the old single-hull vessels being taken from
the market. Overcapacity is expected to ease in 2018 when single hull tank
vessels will be phased out. In the large dry bulk vessel segment, however,
over-investment and the resulting overcapacity is creating fierce competition,
with spill-over effects on other market segments, in particular on the smaller
payload market.
Roughly 80 % of the fleet is operated
by owner-operators who work and live with their families on the vessels. Their supply
is fragmented, making it more difficult to match it with demand, which is
weakening their position vis-à-vis other market players such as freight
forwarders or large shippers. This frail position, together with overcapacity
has led to fierce price competition, which results in low earning power,
thereby hampering the sector’s ability to reinvest and innovate. Although activity
in the sector picked up again in 2011, after having slowed down significantly in
2009 and 2010, indicators for 2012 point downward again for parts of the market.
An increasing number of operators have entered into arrangements with their
banks to delay payment of interest due[11].
From a longer-term perspective, it is clear
that the sector has experienced a long but steady decline in modal share
compared to road transport. It will take time for the current difficult
economic situation to reverse. There are however also positive points. For
instance, throughput in seaports has been growing steadily again since 2009,
and new technologies such as the use of alternative fuels can bring down
operational costs and offer new market opportunities. The sector is
well-positioned to take advantage of these developments.
In view of the opportunities and challenges
that the sector is facing, the Commission has decided to update and renew the
NAIADES programme until 2020, and to align it with the Transport White Paper.
The NAIADES II programme focuses on making long-term structural changes in the inland
waterway transport sector, to enable it to contribute fully to the Europe 2020
strategy, which aims at smart, sustainable and inclusive growth. For this to
happen, the quality of the sector’s operating conditions should be improved,
including infrastructure, environmental performance, markets and innovation,
jobs and skills and integration into the logistics chain. The EU, Member States, regional authorities, River Commissions[12],
other international organisations, and the sector itself all have a role to
play.
The sector operates in liberalised markets in
which the possibilities for public intervention are limited. In fact,
heavy-handed public intervention may negatively interfere with market players’
future business decisions and with the restructuring effects of market forces. The
Commission is aware of the difficulties that parts of the inland waterway
transport industry are facing as a result of the economic crisis. To help deal
with the current difficult economic situation, the Commission is engaged, with
the representative organisations of the sector and the Member States concerned,
in discussions about suitable measures to overcome the situation. These
measures need to be adequate, effective and in accordance with the applicable
rules. Furthermore, the Commission will undertake short-term actions consistent
with the principles of liberalised markets. For instance, it will re-examine
technical requirements for vessels to check that the right balance between
safety risk and compliance cost was struck when the transitional provisions
were established. Furthermore, it will encourage the early uptake of the use of
Liquid Natural Gas (LNG) as an alternative fuel, which has significant
long-term cost-saving potential, and will facilitate the sector’s actions to reduce
fragmentation among market players.
The Communication
establishing the NAIADES II programme is accompanied by two measures, which
represent the first step towards implementation:
·                        
Legislative proposal for a Directive laying down
technical requirements for inland waterway vessels and repealing Directive
2006/87/EC of the European Parliament and of the Council;
·                        
Legislative proposal amending Council Regulation
No 718/1999 on a Community fleet capacity policy to promote inland waterway
transport.
2.           Objective of NAIADES II
The objective of NAIADES II is to create
the conditions for inland navigation transport to become a quality mode of
transport: well-governed, efficient, safe, integrated into the intermodal
chain, with quality jobs occupied by a skilled workforce, and adhering to high
environmental standards.
If the sector pursues quality while
remaining cost-effective, it should be able to break out of the vicious circle
of low earning power, under-investment, lack of innovation and locked-in
markets. It needs to pursue quality to achieve the targets set out in the EU
Transport White Paper on shifting freight transport to rail and waterborne
transport and reducing emissions by inland waterway transport.
3.           NAIADES Action programme
2014-2020: Quality through key areas of intervention
·                        
Quality infrastructure
The EU’s inland waterway infrastructure is
insufficiently interconnected and integrated with other modes of transport. Inland
waterways are in many cases not connected with logistics centres. Significant
bottlenecks in the form of inadequately dimensioned locks, bridges or fairways and
missing links such as the connection between the Seine and the Scheldt river systems are hampering the sector’s full development potential. To respond to
this, the TEN-T guidelines proposal[13]
focuses its inland waterway priorities on filling missing links, clearing
important bottlenecks, deploying innovative technology, improving intermodal
connections and developing smart infrastructure. Sea and inland ports will
receive particular attention: a well-dimensioned network of core network ports
with inland waterway-friendly access and facilities is a pre-condition for
increasing the sector’s share in transport. The Commission encourages the ports
sector to strengthen cooperation and coordinate investment across corridors and
to examine and promote an exchange of best practice on inland waterway-friendly
port design and operations.
Inland waterways are moreover an important
component of six out of nine TEN-T core network corridors[14]. Sector-specific aspects will
be dealt with in a coherent way across the corridors to facilitate the planning
and monitoring of TEN-T corridor implementation from an inland waterway
perspective.
Following the publication of the Commission
staff working document ‘Towards NAIADES II’, sector representatives have on, a
voluntary basis, prepared a partial overview of the infrastructure project
pipeline for the 2014--2020 financial framework. This should be completed,
complemented with information on the status, maturity and planning of the
projects, and be kept up to date in order to support the implementation of the
TEN-T corridors.
 Specific actions until 2016 Integration of inland waterway transport into the multimodal corridors: –                         2013: Launch the corridor implementation through the TEN-T Corridor Communication, subject to the adoption by the co-legislators of the TEN-T guidelines, including guidance on integrating the various modes of transport, including inland waterways, into the TEN-T multimodal corridors (lead actor: Commission) –                         2014-2015: Adopt multimodal corridor work plans and proceed with corridor implementation (to be done by key stakeholders, including sea and inland ports, inland waterways transport infrastructure managers, River Commissions, representatives of ship operators, workers’ representatives and the transport user community, under the auspices of European coordinators[15] working closely with the Member States and in consultation with the corridor platforms to be set up) Orientation for 2017-2020 Full implementation of the TEN-T corridors, where necessary strengthening the tools and processes for the integration of inland navigation in the TEN-T core network with regard to data provision or analytical capabilities Step up action and investments to overcome key infrastructure bottlenecks in inland waterway transport (Member States with EU support) 
·                        
Quality through innovation
The rate of innovation in the sector is low
compared to other modes of transport. The longevity of the equipment[16], fragmentation of the market,
lack of innovation culture and the weakening financial situation of inland
waterway operators are all contributing factors. 
Innovation cannot be ‘imposed’ from
outside. NAIADES II calls upon the sector to take more ownership of research,
development and innovation (RDI) initiatives. The sector needs to first and
foremost develop a roadmap for RDI. This includes determining
priorities, coordinating their implementation and planning for their uptake in
the market. This process should include operators, shipbuilding, equipment
manufacturers, inland and seaport authorities, terminal operators, freight
forwarders and logistic integrators. RDI for greening the fleets should feature
high on the agenda. Certifying technologies may also facilitate further market
take-up and help prioritise the provision of market incentives. The Commission is
keen to facilitate this process, but the sector should be at the helm to build
ownership and ensure subsequent implementation. The sector is called upon to
strengthen their coordination for this purpose through their European branch
organisations. The roadmap developed by the sector would help to identify
European, national and private research and innovation priorities. EU support would
focus on the roadmap priorities that contribute to the NAIADES II objectives. 
 Specific actions until 2016 2014: Prepare roadmap for RDI in the inland waterway transport sector (sector: including ship operators, shipbuilding industry, equipment manufacturers and service providers, data service providers, logistics service providers, terminal operators, port authorities, freight forwarders, waterway authorities, worker's representatives) 2014: Organise market observation services, including the provision of data on traffic and transport volumes, modal shift towards inland navigation, supply and demand and labour markets, innovation uptake and the integration of waterway transport sector into the multimodal logistics chains (Commission) Orientation for 2017-2020 Regularly review the implementation of the roadmap for research and innovation in the sector, focusing on innovation uptake and deployment (sector) 
·                        
Smooth functioning of the market
The inland waterway transport market is
fully liberalised. However, certain rules are still set at regional or Member State level, for instance for manning of ships or for working time of crew. Lack of
harmonisation in these areas may represent barriers for the functioning the
internal market. 
Problems such as the lack of
internalisation of external costs, lack of monitoring or lack of level playing
field may justify or even require action from the public authorities.
Commission action will include: reviewing the transitional provisions for the
technical requirements of vessels, continuing analysis of market developments
to inform policy-making. Conversely, fragmentation of the market and associated
problems with matching supply and demand need to be addressed primarily by
market players. The Commission will nevertheless support this process by
supporting further harmonisation and by facilitating sector initiatives aimed
at reducing fragmentation of the inland waterway supply side and fostering
synergy between market players. 
The Commission's inventory of measures for
internalising external costs in transport[17]
provides the knowledge basis for a future consultation on the use of
infrastructure charging for internalising external costs in inland waterway
transport.
Inland ports are not covered by the
Commission Communication on ports[18]
and by the Proposal for a Regulation on market access to port services and
financial transparency of ports[19].
While seaports are the major entry and exit gateways for goods and/or hubs for
short sea shipping, inland ports perform functions more akin to multimodal
terminals and face different constraints. The Commission will consult with the
sector and examine the need for any rules to assist the inland ports. 
Specific actions until 2016
2014: In line with progress in other transport modes, start a consultation
on the use of infrastructure charging to help achieve internalisation of
external costs in inland waterway transport (Commission) 
2014: Review of certain technical requirements for vessels with
respect to cost/safety aspects (Commission)
2016: Assess barriers for the further development of inland ports
and the need for a legislative framework to address these (Commission)
Orientation for 2017-2020
Review of options for the use of infrastructure charging to help
achieve internalisation of external costs in inland waterway transport
(Commission)
·                        
Environmental quality through low
emissions
Compared to other land-based modes of
transport, inland waterway transport is energy-efficient, safe, almost
congestion-free and silent. However, progress on reducing air pollutants has
been out of tune with this otherwise favourable trend. Less stringent emission
limits for inland navigation and the longevity of engines are the main causes
of this important shortcoming.
Emission limits for vessel engines are set
in EU legislation. Limits for new and existing engines are established respectively
in Directives 97/68/EC[20]
and 2006/87/EC[21].
When comparing various levels of ambition as regards the establishment of
emission limits, it appears from the accompanying staff working document that two
approaches with varying ambition levels have similar cost/benefit ratios. A
more ambitious "innovation" approach covering both existing and new
engines requires more upfront investment in low-emission technologies but may reap
significant cost savings over the entire lifetime of the investment and allows achieving
pollutant emission limits equivalent to the level of road transport. A more
"conservative" approach covers new engines only, requires less
upfront investment but would not allow inland navigation to catch up with road
as regards air pollutants emissions. 
The approach to be adopted on emission
limits should be strictly technology neutral from the perspective of engine
technology and fuel choice. Due to this, it is assumed that the technology with
the best cost/benefit characteristics would prevail. For instance, based on the
current state of technology, Liquefied Natural Gas (LNG) fuelled ships would
considerably contribute to achieving emission limits for the more ambitious
approach. However, the uptake of LNG by the sector is currently hampered by
regulatory, financial, technical and infrastructural barriers. Urgent action is
therefore needed to overcome these barriers, so that LNG can be used by 2016 at
the latest. The implementation of the European alternative fuel strategy as set
out in the Commission’s Clean Power for Transport Communication[22] will play a key role in this
as well as regulatory action to allow the use and transportation of LNG.
Furthermore, this package also includes a proposal to amend the Council Regulation
(EC) No 718/1999 on a Community-fleet capacity policy to promote inland
waterway transport[23]
to mobilise its financial resources amongst others for environmental measures.
When defining new emission limits for the
IWT engines, it may be necessary to differentiate between small and large
vessels and between existing and new engines because of the technological and
economic limitations that existing engines and small vessels face. The
Commission is also aware that sufficient time must be allowed for the sector to
adapt to more ambitious emission limits.
The ultimate decision on the proposal for
legislative measures, stringency and date of entry into force of such possible
measures on emission limits will be made in the framework of the subsequent
impact assessment work for the relevant legislative proposals. The accompanying
staff working document on emission limits for inland navigation is a
contribution to this process.
 Specific actions until 2016 Regulatory framework 2014: Adopt proposal for emission limits for new engines (Commission) 2015/16: Explore further emission limits for existing engines (Commission) 2014: Amend the rules[24] to allow the transportation of LNG (UN-ECE, Member States and Commission) Making infrastructure ready for LNG use 2014: Deploy the EU’s alternative fuel strategy, including adoption of technical standards for inland waterway LNG bunkering and use of LNG as a fuel (Member States and sector, in particular ports, waterway authorities, bunker station operators, bunker providers, ship operators, classification societies, River Commissions) Financial incentives 2014: Secure financial support from EU programmes[25], national programmes and the sector’s reserve fund to support investment in reducing emissions (part of NAIADES II package) (Commission, Member State s and sector) 
·                        
Skilled workforce and quality jobs
Too many barriers still exist for access to
the profession and for the recognition of qualifications of inland waterway
transport workers. Procedures to prove experience and qualifications are
burdensome and/or are easy to circumvent. The fragmented legal framework
governing skills and qualifications in the sector needs to be revised. The
Commission is currently reviewing the Council Directive 96/50/EC on the
harmonisation of the conditions for obtaining national boatmasters'
certificates for the carriage of goods and passengers by inland waterway in the
Community, with a view to modernising and streamlining the regulatory framework
for workers’ professional qualifications.
The attempt to revise the boat masters
Directive under NAIADES I focused on recognition of certificates for boat
masters only and could not demonstrate significant economic and social impacts.
The ongoing review is broader in scope, covering numerous aspects of
professional qualifications for all crew members. Indeed, the creation of a consistent
framework for governing qualifications using modern tools is expected to
improve quality and reduce administrative burden and costs. The broader
framework on recognition of professional qualifications established by Directive
2005/36/EC[26]
serves mainly the purpose of market opening while for transport professions not
only market access is to be considered but also the safety aspect. Therefore
separate sectoral legislation similar to Directive 96/50/EC is the most
appropriate way forward to address the problem. Social dialogue is one of the
tools that can improve working conditions and the quality of jobs. Following
the signing of a European agreement on certain aspects of organising working
time in inland waterway transport on 15 February 2012, the European social
partners requested that the Commission work towards the agreement being
implemented by a Council decision according to Article 155(2) TFEU. The
Commission is currently assessing the agreement.
The new framework presented under NAIADES
II aims to significantly reduce barriers to labour access and mobility,
valorise qualifications and careers in the sector, and create a level playing
field. It also considers introducing electronic instruments to register and
monitor ship and crew sailing time and would extend the implementation of the
new approach to governance (set out in chapter 5 below) to jobs and skills.
Recognising the difficulty of organising
vocational training for inland waterway workers, the Commission encourages
Member States to use the European Social Fund for training of inland navigation
workers, and in particular to exchange best practise and qualifications in the
field of inland waterway transport and logistics and to stimulate the use of
innovative technologies and entrepreneurial skills.
 Specific actions until 2016 2013/2014: Review framework on the harmonisation and modernisation of professional qualifications in the sector, including considering possible initiative on recording equipment of crew and ship sailing time/experience (Commission) 2014: Foster entrepreneurial skills and skills in using innovative technologies in the sector (Member States and sector, possibly with EU financial support) Orientation for 2017-20 Complete framework for professional qualifications through elaboration of technical standards 
·                        
Integration of inland waterway transport
into the multimodal logistics chain
Integration of this transport mode into the
multimodal logistics chain requires infrastructure, services and information
streams to be integrated:
–                        
Integration of infrastructure is pursued under
the first action area on infrastructure described above.
–                        
Integrating services requires in the first place
a more proactive approach from the sector. Identifying and disseminating best
practices may help. Where appropriate, public authorities should keep aside or
make available through land use planning enough land along rivers to support
inland waterway transport-based logistics activities. Cities should take freight
and waste by inland waterway transport fully into account in their Sustainable
Urban Mobility Plans and strategies on city logistics. 
As regards the integration of information
streams, the Commission has initiated an evaluation of the implementation of
Directive 2005/44/EC on harmonised river information services (RIS). RIS
services are currently mainly used for traffic management, infrastructure
management or safety purpose. The data exchange currently taking place could be
expanded and integrated with information streams of other transport modes,
taking into account the e-freight concept[27].
As foreseen in the Directive, the Commission will report to the European
Parliament and to the Council to take stock of progress in RIS deployment,
identify further development orientations and to examine how to facilitate the
adaptation of the technical standards to technical progress in a dynamic way. The
process will be monitored by the joint RIS Steering platform.
 Specific actions until 2016 2014: Review and identification of future orientations for RIS (Commission) 2015: Identification, dissemination and uptake of best practice on integrating inland waterway transport services into the multimodal logistic chains (sector, possibly with EU financial support) Orientation for 2017-20 Integrate RIS, inland waterway transport market observation data and TEN-T corridor tools to support integrated multimodal transport governance 
4.           Differentiated
responsibilities for implementation areas
Quality in the sector can only be achieved
through coordinated action by the sector and public authorities at Member State, European and international levels. Differentiated responsibilities can be
identified for the following areas:
·                        
Quality infrastructure that is reliable,
well-connected and ensures a good navigation status: responsibility at EU and Member State levels
Public authorities already invest
substantial resources in maintaining and developing inland waterway transport.
At EU level, actions focus on the TEN-T core network and will be strengthened
with the implementation of the TEN-T multimodal corridor.
The Commission calls upon Member States to
support and invest in projects with high EU added value, and to continue to
develop and maintain good navigation status on their inland waterway transport networks.
·                        
A quality regulatory framework that
creates a level playing field:
responsibility at EU, international and Member State levels
Over 75 % of inland navigation in the
EU consists of cross-border transport. Harmonised rules are needed across the
EU to reap the full benefits of the internal market. However, rules have
developed in various international bodies over a long period of time. Although
fleet safety has remained high, complex structures have made it difficult to
adapt rules to technological progress, creating barriers to innovation. Despite
progress made under NAIADES I, certain areas are still not harmonised, which
makes rules more difficult to observe and enforce. This allows certain
operators to lower their cost base, fuelling price competition and reducing the
sector’s overall earning power.
The Commission intends to improve
international cooperation, modernise and streamline the regulatory framework
for inland waterways, and facilitate enforcement.
·                        
Quality through innovation: an inclusive
approach to identifying research and innovation needs and uptake of innovation: responsibility at sector level
Under the NAIADES I programme, research
bodies and institutes identified research needs, but not enough research led to
market innovation. NAIADES II calls upon the industry and market players to
become directly and pro-actively involved in RDI prioritisation, planning and
market deployment.
·                        
Achieving quality in the market through
transparency and fair competition:
responsibility at sector level
Private sector initiatives can
significantly improve the smooth functioning of the inland waterway transport market:
electronic marketplaces to match supply and demand have been set up and can
increase market transparency. Synergies between small players can be pursued,
for instance through joint purchasing, joint innovation actions or further
consolidation. Cooperation with other modes of transport can be enhanced to
better integrate inland waterway transport into the multi-modal logistics
chains. Furthermore, there could be significantly more sharing and exchanging of
information between all actors in the logistical chains, which would render the
market more transparent and integrated.
5.           Quality of governance
Under NAIADES II, a new approach to
governance will be put in place to address the overlap of legal frameworks and
competencies in the inland waterway sector. It entails institutional and
legislative measures and will take account of the entry into force of the
Lisbon Treaty, which provides for new rules on delegated and implementing
powers and on the coordination of the Union's position for the adoption of acts
with legal effect in international bodies. 
The approach is backed up by an
administrative arrangement between the Commission services and the CCNR Secretariat
that was signed on 22 May 2013 and provides for a more targeted cooperation
compared with the general administrative agreement in place since 2003. Under
the new approach, uniform standards will step by step replace the different
sets of standards maintained under various legal regimes which operate
according to their own rules and procedures. The process will start with the
technical requirements for inland waterway vessels, and will be extended, in
the second phase, to certain other areas, such as professional qualifications. 
Firstly, existing frameworks need to be
adapted to allow enacting the same uniform standards into law. This is the subject
of the legislative proposal for a Directive laying down technical requirements
for inland waterway vessels and repealing Directive 2006/87/EC. 
As a second step, the administrative
arrangement between the Commission services and the CCNR secretariat foresees
the drawing up of technical standards in the field of inland navigation under
the auspices of the CCNR. A dedicated Committee involving Member States of the
EU and of the Central Commission for Navigation on the Rhine (CCNR), will associate
the Commission and be open to the United Nations’ Economic Commission for Europe (UN/ECE), the River Commissions, as well as to key stakeholders, including the
European social partners. The goal is for this Committee to become the European
technical committee of reference for developing standards in certain areas of inland
waterway transport. As such, it should replace various existing groups
currently dealing with these areas, avoiding duplication of work and
incoherence.
Finally, full uniformity of standards could
be achieved between the legal regimes of the EU and the Rhine when, in accordance
with the administrative arrangement of 22 May 2013, the CCNR would adapt the
Rhine Vessel Inspection Regulation to allow this Regulation to refer also to
the standards of this Committee. The other River Commissions as well as the
UN/ECE are invited to join this approach so as to come to a fully coherent body
of standards in certain areas of inland waterway transport. 
 Specific actions until 2016 2013: New legislative proposal for a Directive replacing Directive 2006/87/EC and allowing to enact uniform standards (part of NAIADES II Package) 
6.           Financing
Implementation of NAIADES II requires
financing for policy support actions (coordination, governance and preparatory
actions), research and innovation, infrastructure and the greening of the
fleet.
At EU level, financing will be provided by the
Connecting Europe Facility (CEF) for infrastructure investments, by HORIZON
2020 for research, development and innovation and by the CEF and HORIZON 2020
programmes for NAIADES II policy support actions and for deployment of
innovation, including for the greening of the fleet. Member States should
include inland waterways in their integrated territorial investment strategies
and projects, and plan for support from the European Regional Development Fund,
the European Social Fund and the Cohesion Funds. Where appropriate, the use of
innovative financial instruments will be encouraged, in particular for the
transition to using LNG.
A staff working document on NAIADES
financing will be prepared once the CEF and HORIZON 2020 programmes are adopted
and further progress is made on programming these instruments.
7.           Conclusion
NAIADES II steps up the ambition for the inland
waterway transport sector by focusing on areas with the highest
added-value for strengthening inland navigation’s contribution to the EU’s
transport policy. By providing a clear differentiation of responsibilities
between the EU and international levels, Member State and regional levels and
the sector, overall governance can be improved. In 2017, the Commission will
report on the progress achieved and will set out specific actions for further
implementation of NAIADES II until 2020. Preparations for NAIADES II are
already under way and the EU financing instruments to support NAIADES II are
being put in place. The work towards quality inland waterway transport in Europe has started.
[1]               COM/2011/0144 final
[2]               Communication from the Commission on the promotion of
inland waterway transport "NAIADES" - integrated european action
programme for inland waterway transport, COM(2006) 6 final
[3]               Decision No 1692/96/EC
[4]               Regulation (EC) No 1692/2006
[5]               Decision No 1720/2006/EC
[6]               Council Regulation (EC) No 1085/2006
[7]               Decision No 1982/2006/EC
[8]               Harmonisation of manning requirements, intermodal
documentation, liability and loading units (ILU)
[9]               Commission staff working document "Towards
"NAIADES II". Promoting , greening and integrating inland waterway
transport in the single EU transport area, SWD(2012)
168 final
[10]             Directive
2008/68/EC of the European Parliament and of the Council on the inland
transport of dangerous goods, referring to the European Agreement concerning
the International Carriage of Dangerous Goods by Inland Waterways (AND)
[11]             http://ec.europa.eu/transport/modes/inland/studies/doc/2013-06-03-contribution-to-impact-assessment-of-measures-for-reducing-emissions-of-inland-navigation.pdf
[12]             Central Commission for the Navigation of the Rhine, Danube
Commission, International Sava River Basin Commission and Moselle Commission
[13]             COM/2011/0650 final
[14]             North Sea – Baltic, Mediterranean, Orient/East-Med,
Rhine-Alpine, North Sea – Mediterranean and Rhine – Danube Corridors
[15]             Designated by the Commission in accordance with the
TEN-T Regulation 
[16]             For instance, the average age of a vessel on the Rhine is 50 and 35 years for a dry and liquid bulk vessel respectively (source http://ec.europa.eu/transport/modes/inland/studies/doc/2013-06-03-contribution-to-impact-assessment-of-measures-for-reducing-emissions-of-inland-navigation.pdf)
[17]             http://ec.europa.eu/transport/themes/sustainable/studies/sustainable.en.htm
[18]             COM(2013)295 final
[19]             COM(2013)296 final
[20]             OJ L 59, 27.2.1998, p. 1–86
[21]             OJ L 389, 30.12.2006, p. 1–260
[22]             COM(2013) 17 final
[23]             Council Regulation (EC) No 718/1999
[24]             established in the European
Agreement concerning the International Carriage of Dangerous Goods by Inland
Waterways
[25]             Connecting Europe Facility (COM/2011/0665 final) and
Horizon 2020 (COM(2011) 809 final)
[26]             OJ L 255, 30.9.2005, p. 22–142
[27]             Action 7 of the EU's Transport Policy White Paper