DOCSLIB.ORG

World Bank Document

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
World Bank Document Document of The World Bank FOR OFFICIAL USE ONLY Public Disclosure Authorized Report No. 2676a-RO Public Disclosure Authorized STAFF APPRAISALREPORT DANUBE-BLACKSEA CANALPROJECT ROMANIA Public Disclosure Authorized December 20, 1979 Public Disclosure Authorized Projects Department Europe, Middle East and North Africa Region This document has a restricted distribution and may be used by recipients only in the performance of their official duties. Its contents may not otherwise be disclosed without World Bank authorization. CURRENCYEQUIVALENTS Currency Unit: Leu (plural lei) 1. Official Rate Lei 4.47 = US$1.00 Leu 1.00 = US$0.22 2. Tourist Rate Lei 12.00 = US$1.00 Leu 1.00 = US$0.08 3. Conversion Rate for Traded Goods Lei 18.00 - US$1.00 Leu 1.00 = US$0.06 The Official Exchange Rate of lei 4.47 per US$1 is used only for accounting purposes. The rate used for tourist transactions is lei 12 per US$1, having been revalued from a rate of lei 14.38 per US$1 in October 1974. Beginning in March 1978 a trading rate of lei 18 per US$1 has been used to convert the priceq of all traded goods; this rate is considered representative of the average cost of convertible foreign exchange. WEIGHTS AND MEASURES 1 meter (m) = 3.2808 feet (ft) 1 kilometer (km) 0.6214 mile (mi) 1 square kilometer (km2) = 0.3861 square mile (mi2) 1 hectare (ha) = 2.47105 acres (ac) 1 liter (1) = 0.2642 gallon (gal) 1 liter per second (1/sec) = 0.0353 cubic foot per second (ft3/sec) 1 cubic meter per second (m3/sec) (m3/sec) = 35.3147 cubic feet per second (ft3/sec) 1 kilowatt (kw) = 1.3410 horsepower (hp) 1 kilogram (kg) = 2.2046 pounds (lb) 1 metric ton (ton) = 2,204.6225 pounds (lb) ACRONYMS AND ABBREVIATIONS bt Barge tons DBSCC Danube-Black Sea Canal Central cmt Cargo metric tons CONTRANSIMEX State Company for Foreign Trade DWT Department of Water Transport dwt Deadweight tons IB Romanian Investment Bank ICH Hydrotechnical Research Institute IPTANA Road, Water and Aerian Design Institute ISP,IF Land Reclamation Design and Research Institute ITFG Enterprise for River Navigation LDN Lower Danube Navigation mlTc Ministry of Transport and Telecommunications SPC State Planning Committee The Administration Danube-Black Sea Canal Administration (the canal operating enterprise) ROMANIAN FISCAL YEAR January 1 to December 31 FOR OFFICIALUSE ONLY STAFF APPRAISAL REPORT DANUBE-BLACK SEA CANAL PROJECT ROMANIA Table of Contents Page No. I. THE TRANSPORT SECTOR .......................... 1 A. The Transport System ................................ 1 B. Transportation Policy, Planning and Coordination .... 2 C. The Subsector ....................................... 3 D. The River Danube Navigation System .... .............. 4 E. Bank Group Transport Sector Operations in Romania ... 5 Annex 1.1 Freight and Passenger Movements - Growth and Modal Breakdown .... ........... 6 II. THE DANUBE-BLACK SEA CANAL ADMINISTRATION AND THE BORROWER ................................................ 7 A. Organization and Management of the Canal .... ........ 7 B. The Borrower ........................................ 8 C. International Traffic ............................... 8 Annex 2.1 Translation of the Decree Creating the Administration ........................... 9 Annex 2.2 Provisional Organization Chart, Canal Administration ........................... 11 III. THE INVESTMENT PLAN AND THE PROJECT ..................... 12 A. Inland Waterway Subsector Investment Program ... ..... 12 B. Project Objectives, Dimensions and Timing .... ....... 12 C. Project Description ................................. 13 D. Project Design ...................................... 15 E. Soil Conditions ..................................... 15 F. Project Construction ................................ 16 G. Supervision and Technical Assistance .... ............16 H. Construction Schedule ............................... 16 I. Project Cost ........................................ 17 J. Project Financing ................................... 18 This report is based on the findings of appraisal missions to Romania in February, March and July 1979 consisting of Mr. N.C. Yucel (Economist) and Messrs. A.H. Clark, A.A. Fateen and Y. Latizeau (Consultants). This documenthas a restricteddistribution and maybe usedby recipientsonly in the performance of theiromcial duties. Its contentsmay not otherwisebe disclosedwithout World Bank authorization. Table of Contents (Cont'd) Page No. K. Procurement and Bank Involvement .................... 19 L. Project Monitoring and Reporting .................... 21 M. Employment, Ecology and Regional Development ... ..... 22 Annex 3.1 Other Essential Investments .... .......... 23 Annex 3.2 Project Description - Further Details and Information .......................... 25 Annex 3.3 Summary of Studies and Design Work for the Canal ............................ 27 Annex 3.4 Implementation Schedule and Critical Path. 28 Annex 3.5 Project Cost Estimate .................... 29 Annex 3.6 Foreign Exchange Component .... ...........30 Annex 3.7 Equipment to be Incorporated in the Project and Suitable for Bank Financing 31 Annex 3.8 Construction Equipment Recommended for Bank Financing ........................... 32 Annex 3.9 Estimated Schedule of Loan Disbursement 33 IV. ECONOMIC EVALUATION ..................................... 34 A. General ............................................. 34 B. Traffic Analysis and Forecast ....................... 35 C. Least-cost Analysis ................................. 37 D. Project Benefits .................................... 39 E. Economic Costs of the Project ....................... 43 F. Economic Return and Sensitivity Analysis .... ........ 44 Annex 4.1 Information on Traffic Forecasts .... ..... 46 V. FINANCIAL AND TARIFF ANALYSIS - DANUBE-BLACK SEA CANAL ADMINISTRATION .......................................... 49 A. General Principles .................................. 49 B. Canal Dues .......................................... 50 C. Costs to be Covered by Dues ......................... 51 D. Financial Forecasts and Tariff Analysis .... ......... 53 E. Cash Flow Statements and Balance Sheets .... ......... 55 F. Accounts and Audit .................................. 55 Annex 5.1 Danube-Black Sea Canal Administration - Capitalization of Canal Operations ....... 56 Annex 5.2 Danube-Black Sea Canal Administration - Pro Forma Financial Statement, Analysis of Canal Barge Transit Dues and Cash Flow Statement ........................... 57 Annex 5.3 Cash Flow Statement - Ministry of Trans- port and Telecommunications .... .......... 58 VI. AGREEMENTS REACHED AND RECOMMENDATIONS .... ..............59 Annex - Documents in Project File ............................ 60 Maps - IBRD 14312, IBRD 14313R STAFF APPRAISAL REPORT DANUBE-BLACK SEA CANAL PROJECT ROMANIA I. THE TRANSPORT SECTOR A. The Transport System (Map IBRD 14312) 1.01 The Socialist Republic of Romania has an area of 237,500 square kilometers. It is bordered by Bulgaria to the south, Hungary and Yugoslavia to the west, and to the north and northeast by the USSR. The Black Sea lies to the east providing Romania with a 245 kilometer-long coastline. Along much of its southern border flows the Danube, the most important navigable river in southeast Europe. 1.02 Romania's topography consists of three principal relief zones of approximately equal size. In the middle of the country lie the Carpathian mountains rising to over 2500 meters. Around this mountain range there are hills and tablelands ranging in height from 500 to 200 meters. The third relief zone consists of the lowlands located in the western and southern regions of the country. 1.03 Despite the existence of extensive mountainous areas, Romania has a fairly well developed and evenly distributed transport network. The principal mode of the system is railways with 11,000 route-km. The rail network is evenly distributed throughout the country and has stations in 1441 locations providing easy access to rail transport from almost all production and population centers. The road system is 78,000 km long, about two-thirds of which is gravel and earth surfaced. There is only one expressway of 100 km and 264 km of four-lane highways. 1.04 The Danube River flows through and along the borders of Romania over a distance of 1075 km. It offers great potential for complementing the country's transport network by providing energy-efficient transportation for low value bulk commodities. The deep-sea port of Constanta on the Black Sea is the country's main outlet for its seagoing trade, handling about 90% of the total. It is an important element in the transportation system since, with rapid industrialization and economic development, foreign trade has become a vital element in sustaining the growth of the economy. 1.05 No data have been available on "own transport" services (owned only by State enterprises) to determine their extent although they are relatively minor. Ignoring these services and movement by private cars, rail is the most important mode of inland transport in Romania. In 1977 it accounted for 81% of the total ton-km. Road transport is the next important mode--12% of the total ton-km--and during recent years it has been slowly increasing its share. Inland waterways and pipelines account for 3% and 5% of ton-km respectively. Air transport is relatively unimportant for freight transport. In passenger - 2 - transportation railways are again the dominant mode, accounting for about 53.4% of passenger-km. Public buses are the next important mode for intercity passenger
Load more

Recommended publications
  • Sustainable Local Development in Romania in the Opportunity of Creating Jobs
    European Journal of Sustainable Development (2020), 9, 3, 287-304 ISSN: 2239-5938 Doi: 10.14207/ejsd.2020.v9n3p287 Sustainable Local Development in Romania in the Opportunity of Creating Jobs By Florina Bran1, Ghenadie Ciobanu2, Maria Loredana Popescu3, Petrut Cristian Vasilache4 Abstract The economic, social transformations of the last three decades of evolution of rural development both in Romania and in general in rural areas in the context of globalization have radically changed the vision, thinking and attitude of the rural population. As a result, it has led to a massive migration of population to other developed countries. This phenomenon is also characteristic for Romania. At the same time, the technological development has a massive impact on the process of organizing the society and the evolution of the society, both the evolution of biotechnologies, nanotechnologies, branches in the field of chemistry, biochemistry and digitization, which have impact on the development or underdevelopment of the areas in poverty and underdevelopment. economic, but at the same time they will be able to make an essential contribution to the local rural development and to the creation of new job opportunities for both young people and specialists from different branches, as well as for vulnerable groups of population from the rural area. In this article we aim to address these issues and come up with certain solutions and proposals. Keywords: Sustainable local development, rural areas, technological development, digitization 1. Introduction The objectives of the „EU sustainable development strategy including an environmental dimension (Rădulescu et al., 2018). This recognizes that in the long term, economic growth, social cohesion and environmental protection must go hand in hand.
    [Show full text]
  • Country Report Romania 2020
    EUROPEAN COMMISSION Brussels, 26.2.2020 SWD(2020) 522 final COMMISSION STAFF WORKING DOCUMENT Country Report Romania 2020 Accompanying the document COMMUNICATION FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE EUROPEAN COUNCIL, THE COUNCIL, THE EUROPEAN CENTRAL BANK AND THE EUROGROUP 2020 European Semester: Assessment of progress on structural reforms, prevention and correction of macroeconomic imbalances, and results of in-depth reviews under Regulation (EU) No 1176/2011 {COM(2020) 150 final} EN EN CONTENTS Executive summary 4 1. Economic situation and outlook 9 2. Progress with country-specific recommendations 17 3. Summary of the main findings from the MIP in-depth review 21 4. Reform priorities 25 4.1. Public finances and taxation 25 4.2. Financial sector 30 4.3. Labour market, education and social policies 33 4.4. Competitiveness, reforms and investment 45 4.5. Environmental Sustainability 63 Annex A: Overview Table 67 Annex B: Commission debt sustainability analysis and fiscal risks 75 Annex C: Standard Tables 76 Annex D: Investment guidance on Just Transition Fund 2021-2027 for Romania 82 Annex E: Progress towards the Sustainable Development Goals (SDGs) 85 References 90 LIST OF TABLES Table 1.1: Key economic and financial indicators 16 Table 2.1: Assessment of 2019 CSR implementation 19 Table 3.1: MIP assessment matrix (*) - Romania 2020 23 Table C.1: Financial market indicators 76 Table C.2: Headline Social Scoreboard indicators 77 Table C.3: Labour market and education indicators 78 Table C.4: Social inclusion and health
    [Show full text]
  • The Welland Ship Canal and the Men Who Died to Build It
    The Welland Ship Canal and the men who died to build it Friday, August 28, 2015 Lock 1 of the Welland Canal is shown with its gates closed in June 1924, in this photo taken by J. A. McDonald, courtesy of the Welland Ship Canal album, Brock University Archives. The Welland Canal Fallen Workers Memorial is expected to be completed in 2017 and will be located along the canal close to Lock 3. This series of columns complements the work of the task force in bringing the monument to reality, and brings to life the men who were a part of the construction. This memorial will honour the memory of the 137 men who lost their lives in the construction of this major national infrastructure project. The Welland Ship Canal — also known as the fourth and most current Welland Canal — was a major Canadian infrastructure project. With a view to modernizing and making more efficient the previous canal, the construction work, which began in 1913 and would continue until 1935, would have a lasting impact on the local community. This project cut right through the geography of the region and its economic impact would be felt nationally. At its peak, the work engaged 4,000 workers with many thousands more having been employed at different times over the course of the two decades of construction. As we have read in these pages, this great national project was also one of tragedy. A staggering 137 men lost their lives as a result of accidents that occurred during the construction. This number is shockingly high.
    [Show full text]
  • Barge Canal” Is No Longer an Accurate Description of the New York State Canals Marine Activity on New York’S Canals
    The Story of the Afterword Today, the name “Barge Canal” is no longer an accurate description of the New York State Canals marine activity on New York’s canals. Trains and trucks have taken over the transport of most cargo that once moved on barges along the canals, but the canals remain a viable waterway for navigation. Now, pleasure boats, tour Historical and Commercial Information boats, cruise ships, canoes and kayaks comprise the majority of vessels that ply the waters of the legendary Erie and the Champlain, Oswego and Cayuga- Seneca canals, which now constitute the 524-mile New York State Canal ROY G. FINCH System. State Engineer and Surveyor While the barges now are few, this network of inland waterways is a popular tourism destination each year for thousands of pleasure boaters as well as visitors by land, who follow the historic trade route that made New York the “Empire State.” Across the canal corridor, dozens of historic sites, museums and community festivals in charming port towns and bustling cities invite visitors to step back in time and re-live the early canal days when “hoggees” guided mule-drawn packet boats along the narrow towpaths. Today, many of the towpaths have been transformed into Canalway Trail segments, extending over 220 miles for the enjoyment of outdoor enthusiasts from near and far who walk, bike and hike through scenic and historic canal areas. In 1992, legislation was enacted in New York State which changed the name of the Barge Canal to the “New York State Canal System” and transferred responsibility for operation and maintenance of the Canal System from the New York State Department of Transportation to the New York State Canal Corporation, a newly created subsidiary of the New York State Thruway Authority.
    [Show full text]
  • 2018 FIFA WORLD CUP RUSSIA'n' WATERWAYS
    - The 2018 FIFA World Cup will be the 21st FIFA World Cup, a quadrennial international football tournament contested by the men's national teams of the member associations of FIFA. It is scheduled to take place in Russia from 14 June to 15 July 2018,[2] 2018 FIFA WORLD CUP RUSSIA’n’WATERWAYS after the country was awarded the hosting rights on 2 December 2010. This will be the rst World Cup held in Europe since 2006; all but one of the stadium venues are in European Russia, west of the Ural Mountains to keep travel time manageable. - The nal tournament will involve 32 national teams, which include 31 teams determined through qualifying competitions and Routes from the Five Seas 14 June - 15 July 2018 the automatically quali ed host team. A total of 64 matches will be played in 12 venues located in 11 cities. The nal will take place on 15 July in Moscow at the Luzhniki Stadium. - The general visa policy of Russia will not apply to the World Cup participants and fans, who will be able to visit Russia without a visa right before and during the competition regardless of their citizenship [https://en.wikipedia.org/wiki/2018_FIFA_World_Cup]. IDWWS SECTION: Rybinsk – Moscow (433 km) Barents Sea WATERWAYS: Volga River, Rybinskoye, Ughlichskoye, Ivan’kovskoye Reservoirs, Moscow Electronic Navigation Charts for Russian Inland Waterways (RIWW) Canal, Ikshinskoye, Pestovskoye, Klyaz’minskoye Reservoirs, Moskva River 600 MOSCOW Luzhniki Arena Stadium (81.000), Spartak Arena Stadium (45.000) White Sea Finland Belomorsk [White Sea] Belomorsk – Petrozavodsk (402 km) Historic towns: Rybinsk, Ughlich, Kimry, Dubna, Dmitrov Baltic Sea Lock 13,2 White Sea – Baltic Canal, Onega Lake Small rivers: Medveditsa, Dubna, Yukhot’, Nerl’, Kimrka, 3 Helsinki 8 4,0 Shosha, Mologa, Sutka 400 402 Arkhangel’sk Towns: Seghezha, Medvezh’yegorsk, Povenets Lock 12,2 Vyborg Lakes: Vygozero, Segozero, Volozero (>60.000 lakes) 4 19 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 30 1 2 3 6 7 10 14 15 4,0 MOSCOW, Group stage 1/8 1/4 1/2 3 1 Estonia Petrozavodsk IDWWS SECTION: [Baltic Sea] St.
    [Show full text]
  • Part 1 Outline of the Study
    PART 1 OUTLINE OF THE STUDY The Study on Mater Plan for Hazardous Waste Management in Romania Final Report Japan International Cooperation Agency Volume 5 Summary PART 1 OUTLINE OF THE STUDY 1. Study Background Japan International Cooperation Agency decided to conduct the Study on “Master Plan for Hazardous Waste Management in Romania” in response to the request of the Government of Romania. In 2001, JICA conducted a baseline study using Environmental Resources Management (ERM), a UK consulting firm. In November 2001, JICA and the Ministry of Waters and Environmental Protection (MWEP) of Romania have signed the Scope of Work and Minutes of Meeting for the Study. In February 2002, JICA commenced the Study by forming a JICA Study Team comprising of two Japanese consulting firms. In general, Romanian hazardous waste management is poor and backward. Main problems include: 1) Low level of awareness on the part of citizens and industry about possible impacts of hazardous waste on health and environment. 2) There are almost no treatment and disposal facilities dedicated for hazardous waste. 3) Low level of application of industrial pollution prevention, control (IPPC) and cleaner production (CP). 4) Low level of the government capacity for law enforcement and poor information system 5) Lack of steady and reliable implementation plan of EU directives in spite of vigorous transposition of the directives. 6) Difficulty for industrial enterprises to acquire funds for industrial and environmental upgrading. 2. Study Objective The Study Objective is: • To strengthen hazardous waste management system in Romania at both governmental and private sector levels. Major focuses of the Study is: • To strengthen the government organizations, as well as to strengthen the awareness of the private sectors that generates hazardous waste.
    [Show full text]
  • Download the Full Document About Romania
    About Romania Romania (Romanian: România, IPA: [ro.mɨni.a]) is a country in Southeastern Europe sited in a historic region that dates back to antiquity. It shares border with Hungary and Serbia to the west, Ukraine and the Republic of Moldova to the northeast, and Bulgaria to the south. Romania has a stretch of sea coast along the Black Sea. It is located roughly in the lower basin of the Danube and almost all of the Danube Delta is located within its territory. Romania is a parliamentary unitary state. As a nation-state, the country was formed by the merging of Moldavia and Wallachia in 1859 and it gained recognition of its independence in 1878. Later, in 1918, they were joined by Transylvania, Bukovina and Bessarabia. At the end of World War II, parts of its territories (roughly the present day Moldova) were occupied by USSR and Romania became a member of Warsaw Pact. With the fall of the Iron Curtain in 1989, Romania started a series of political and economic reforms that peaked with Romania joining the European Union. Romania has been a member of the European Union since January 1, 2007, and has the ninth largest territory in the EU and with 22 million people [1] it has the 7th largest population among the EU member states. Its capital and largest city is Bucharest (Romanian: Bucureşti /bu.kureʃtʲ/ (help·info)), the sixth largest city in the EU with almost 2 million people. In 2007, Sibiu, a large city in Transylvania, was chosen as European Capital of Culture.[2] Romania joined NATO on March 29, 2004, and is also a member of the Latin Union, of the Francophonie and of OSCE.
    [Show full text]
  • Distances Between United States Ports 2019 (13Th) Edition
    Distances Between United States Ports 2019 (13th) Edition T OF EN CO M M T M R E A R P C E E D U N A I C T I E R D E S M T A ATES OF U.S. Department of Commerce Wilbur L. Ross, Jr., Secretary of Commerce National Oceanic and Atmospheric Administration (NOAA) RDML Timothy Gallaudet., Ph.D., USN Ret., Assistant Secretary of Commerce for Oceans and Atmosphere and Acting Under Secretary of Commerce for Oceans and Atmosphere National Ocean Service Nicole R. LeBoeuf, Deputy Assistant Administrator for Ocean Services and Coastal Zone Management Cover image courtesy of Megan Greenaway—Great Salt Pond, Block Island, RI III Preface Distances Between United States Ports is published by the Office of Coast Survey, National Ocean Service (NOS), National Oceanic and Atmospheric Administration (NOAA), pursuant to the Act of 6 August 1947 (33 U.S.C. 883a and b), and the Act of 22 October 1968 (44 U.S.C. 1310). Distances Between United States Ports contains distances from a port of the United States to other ports in the United States, and from a port in the Great Lakes in the United States to Canadian ports in the Great Lakes and St. Lawrence River. Distances Between Ports, Publication 151, is published by National Geospatial-Intelligence Agency (NGA) and distributed by NOS. NGA Pub. 151 is international in scope and lists distances from foreign port to foreign port and from foreign port to major U.S. ports. The two publications, Distances Between United States Ports and Distances Between Ports, complement each other.
    [Show full text]
  • University of Leeds SEG Student Chapter Table of Contents
    University of Leeds SEG Student Chapter International Field Trip to Romania 9th – 15th June 2019 Gold dendrites exposed at the Romanian National Gold Museum from Brad Subject of the Stewart R. Wallace Grant awarded by the Society of Economic Geologists Table of Contents I. Acknowledgement ………………………………………………………………….1 II. Introduction ……………………………………………………………………………2 III. List of Participants ………………………………………………………………….3 IV. Itinerary …………………………………………………………………………………3 V. Cost Breakdown …………………………………………………………………..15 I. Acknowledgements We would like to start this report by showing our gratitude to the Society of Economic Geologists for awarding our chapter with the Stewart R. Wallace Grant. The grant was used to cover the local transport in Romania, the accommodation for the last night of the trip and local entrance fees, thus, reducing significantly the overall cost of the trip for the students involved. We would also like to show our recognition and respects to our Romanian collaborators, Belevion (geological, geophysical & mining consulting company) and Samax Romania (mining company). We extend a special thank you to Filip Onescu (chief geophysicist, Belevion), Mircea Negulici (Senior Geologist, Belevion), Dr. Soring Halga (General Director, Samax), Albert Fuer (Senior Exploration Geologist, Samax) and Peterfi Sandor (Project Geologist, Samax) for taking time out of their busy schedules to show us their work and to teach us about geophysical and geological techniques used in the exploration for porphyry style mineralisation. 1 II. Introduction From the 9th to 15th of June 2019, the University of Leeds SEG Student Chapter visited the Apuseni Mountains of Romania (Fig.1 A &) on a geological field trip. The main aim of the trip was to provide the participants with education in porphyry Mo-Cu and Cu-Au mineralization types and their distinguishing mineralogy in the Apuseni Mountains and in the Banatitic Magmatic and Metallogenetic Belt of Romania.
    [Show full text]
  • Thematic Report January 2020
    THEMATIC REPORT RIVER-SEA TRANSPORT IN EUROPE PUBLISHED IN JANUARY 2020 Thematic report Published in RIVER-SEA TRANSPORT January 2020 Please find all our data at: www.inland-navigation-market.org TABLE OF CONTENTS 00 EXECUTIVE SUMMARY (P.4) METHODOLOGY AND SCOPE OF THE REPORT (P.9) 01 Definitions, terminology and scope of the report (p.10) Methodology and data reporting at EU level (p.11) RIVER-SEA TRANSPORT IN EUROPE: THE CASE OF SEAGOING SHIPS NAVIGATING ON INLAND WATERWAYS (P.15) 02 Overview of river-sea transport in Europe performed by sea- going ships (p.16) Legal and economic aspects related to river-sea transport performed by seagoing ships (p.21) River-sea goods transport in main European Union countries (p.26) • River-sea transport in the United Kingdom (p.26) • River-sea transport in Sweden (p.36) • River-sea transport in Romania (p.41) • River-sea transport in the Netherlands (p.49) • River-sea transport in Belgium (p.55) • River-sea transport in Finland (p.60) • River-sea-transport in Germany (p.67) • River-sea transport in France (p.76) • River-sea transport in Portugal (p.86) River-sea transport outside the European Union (p.87) • River-sea transport in Russia (p.87) • River-sea transport in Ukraine (p.88) RIVER-SEA TRANSPORT IN EUROPE: THE CASE OF INLAND VESSELS NAVIGATING “AT SEA” (P.91) 03 Introduction and general classification rules (p.92) Inland vessels at sea: estuary traffic in Belgium (p.95) Inland vessels put at sea in France (p.98) Inland vessels “at sea”: opportunities for the future? (p.102) 4 CCNR THEMATIC REPORT - RIVER-SEA TRANSPORT EXECUTIVE SUMMARY The Central Commission for the Navigation of the Rhine (CCNR), in partnership with the European Commission, publishes annual and biannual reports dealing with the European inland navigation market.
    [Show full text]
  • The Montreal/Lake Ontario Section of the Seaway
    THE MONTREAL/LAKE ONTARIO SECTION OF THE SEAWAY he St. Lawrence Seaway, in its broadest of the deep waterway, the St. Lawrence Seaway sense, is a deep waterway extending some proper extends from Montreal to Lake Erie. 3,700 km (2,340 miles) from the Atlantic T The Montreal/Lake Ontario section Ocean to the head of the Great Lakes, at the encompasses a series of 7 locks from Montreal heart of North America. Strictly speaking, how- (Quebec) to Iroquois (Ontario) enabling ships to ever, within the meaning of the legislation which navigate between the lower St. Lawrence River provided for the construction and maintenance and Lake Ontario. Laker under Mercier Bridge 1 HISTORY he opening of the Seaway, in April of 1959, The building of the Erie Canal, in the marked the full realization of a 400 year-old United States, early in the 19th century, provided T dream. In the early part of the 16th century, the incentive for the construction of additional and Jacques Cartier, the French explorer, was turned deeper canals and locks along the St. Lawrence. back by the rushing waters of the Lachine Rapids, The American waterway, which offered a fast, just west of what is now Montreal, and thus denied uninterrupted link between the growing industrial his dream of finding the Northwest Passage and the heartland of North America and the Atlantic Ocean route to the East. At various times during the inter- through New York posed a serious threat to vening 300 years, canals have been dug and locks Canadian shipping and, in particular, to the develop- built around the natural barriers to navigation in the ment of the City of Montreal as a major port.
    [Show full text]
  • Industrial Usage of Chicago Area Waterway System
    Industrial Usage of Chicago Area Waterway System DRAFT Final Report March 31, 2015 Table of Contents I. Executive Summary......................................................................1 II. Barge Facilities by Industrial Corridor...........................................7 a. North Branch Industrial Corridor..............................................7 b. Pilsen Industrial Corridor...........................................................9 c. Little Village Industrial Corridor................................................10 d. Calument Industrial Corridor....................................................11 III. The Port of Chicago....................................................................15 IV. Case Studies of Barge Users.......................................................21 a. General Iron..........................................................................21 b. Ozinga...................................................................................22 c. Prairie Material....................... ...............................................23 V. Trends and Forecasts of Industrial Usage of the Chicago Area Waterway.................................................................................29 VI. CAWS Infrastructure Conditions and Needs.......................39 I. Executive Summary ChicagoChica Areago A Waterwaysrea Water wSystemays M Mapap § ¨¦ S 8 3 ¨¦§I94 ¯ 3 5 S ¨ ¦ § l Wilmette Pump Station e n n a h C e r o h S N h North Side WWTP t o r r o t h N B ra nc 90 h, I§¨¦1 Ch ica *#North Branch Pump Station
    [Show full text]