## 4 Results and Discussion
### Inland Waterways Transportation: Present Status  
At present, railway transport is the most widely used. A significant part of the cargo is transported by road (Table 2) [32]. The principal reasons are economic problems. The cost structure of typical cabotage transportation under the Ukrainian flag includes, for example, the rent for the use of water resources. There are no such taxes in America or Europe. The excise tax on fuel is also taken into account. Today foreign fleet, which enters the internal territorial waters of Ukraine, does not pay the excise tax on fuel and purchases fuel cheaper than the Ukrainian fleet. At the same time, the Government of Ukraine has raised the fee for passing ships through locks and railway bridges by three times [33]. Large reserves of energy savings for transportation are the use of more economical inland waterway transport. The experience of many countries shows that the cost of water transport is almost four times cheaper than railway and road transport [10]. Some regions of Ukraine are located in the Dnieper Basin (Mykolaiv, Kherson, Dnipropetrovsk, Zaporizhzhya, Kyiv, Poltava, and Cherkasy). Mykolaiv and Kherson regions have access to the Black Sea and, accordingly, seaports. Moreover, Ukraine has access to the Danube River system (Odesa region). The use of waterways of the Dnieper transport hub will reduce the cost of logistics and unload highways. Inland shipping can carry a significant part of this export flow, which will reduce transport costs. However, IWT currently transports approximately 4 million tons (Figure 5) [34]. For many years, no river dredging works have been carried out in Ukraine. Ukraine has obligations to the international community to maintain the depth along the waterway from the mouth of the Dnieper River to Kyiv at the level of 3.65 m. Today, in some sections of this route, the depth is 2.9 m. Therefore, today all agreements on the transit of goods from Belarus, the Baltic states to the ports of Odesa, Mykolaiv, and Ochakiv are impossible without dredging. This situation leads to the fact that the workload of \begin{table}
\begin{tabular}{l c c c c c} \hline \hline
**Transport** & **2015** & **2016** & **2017** & **2018** & **2019** \\ \hline Road & 14.71 & 15.74 & 17.61 & 16.70 & 24.37 \\ Railway & 29 & 32 & 37 & 34 & 40 \\ IWT & 0.561 & 0.491 & 0.377 & 0.419 & 0.461 \\ \hline \hline \end{tabular}
\end{table} 
Table 2: Transportation of grain, million t.  
Figure 5: Cargo traffic by inland waterways transport in Ukraine. ships does not exceed 65% [33]. Currently, the river fleet began to be restored. One of the largest national agricultural producers is JV Nibulon LLC. This company plans to restore the Dnieper transport hub. Since 2009, JV Nibulon LLC has built 24 tugs and pushers, 48 barges, etc. The company's fleet includes 85 vessels with a total load capacity of more than 195 thousand tons [35]. It can transport agricultural products by such rivers as Southern Bug, Dnieper, Danube, etc., and in the coastal zone of the Black Sea. In addition, JV Nibulon LLC builds elevators and river terminals. Restoring river navigation will allow agricultural producers of Dnipropetrovsk, Zaporizhizhya, Kyiv, Poltava, and Cherkasy regions to export their products on more favorable terms with lower transport costs. National costs on water transport infrastructure are relatively cheap. The investment costs for road transport (road construction and maintenance) are relatively low. Thus, it kind of transport is the most attractive (in terms of capital investment). However, infrastructural and external costs are EUR 40/(1000 tkm). Railway transport has the highest infrastructural and external costs of EUR (68-71)/(1000 tkm). Inland waterways transport is the most attractive. The same indicator for IWT is equal to EUR 24/(1000 tkm) [36]. Thus, if a country has waterways, it should pay attention to inland shipping.