CoRISMa Poster EN - Project Emma · Background Passing through locks and bridges can cause delays to vessels sailing on European waterways. Delays and queues at locks are not predictable

BackgroundPassing through locks and bridges can cause delays to vessels sailing on European waterways. Delays and queues at locks are not predictable. On his/her voyage, the skipper‘s travel times are in practice not foreseeable because of these delays at locks. Such situations hamper just-in-time transport and as a conse-quence prediction of arrival times at the �nal destination lacks reliability.

ConceptThe process of lock management gives the lock operator an overview on vessels arriving at the lock and allows optimal lock-chamber planning to improve the process of vessels passing through locks. This way waiting times at locks can be reduced. Providing the skipper with information on the lockage times before entering the lock area is a �rst step towards a more reliable travel time on the network. The skipper can thus be made aware of his/her

“time-slot”, anticipate and react on time by reducing his/her speed when approaching a lock. This can reduce fuel

consumption.

This lock management pilot at the border locks of Aschach (Austria) and Jochenstein (Germany), is sup-porting an ef�cient use of the infrastructure, reducing

waiting times and overall travel time on the route.

Germany and Austria have different national approaches to lock management; this is the �rst attempt to bring lock-management to an international level, exchanging lockage and convoy information as well as vessel position information between the two countries

This pilot is taking on a local level the �rst step towards level 2a of Corridor Management.

BackgroundVessel operators (�eet managers) and other stakeholders involved in the logistics processes within inland waterway transports need an overview of the positions of the vessels they are operating or managing. For an ef�cient transport process, it is crucial to ensure optimi-sed logistics processes like loading/unloading procedures and management of follow-up transports (e.g. multimodality) that results in a better use of vessel capacities and infrastructure capacities (reduction of idle times).

ConceptIn this pilot, vessel-position data will be provided on Corridor level for the respective countries (in this case Austria, Germany and the Netherlands) for logistics purposes. The goal of this pilot is to prove the technical and functional concept combining existing solutions from the Danube corridor (partly operational vessel position data exchange based on the RIS Data Exchange Reference Documentation) and the Rhine corridor (IVEF data

exchange format). Pilot infrastructure, the so-called Vessel Position Information (VPI) server, will be set up serving as a

kind of data gateway and user interface for German and Dutch vessel position information as well as the related users. This VPI server will be interconnected to the existing operational Austrian infrastructure to enable data exchange on corridor level. It has to be highlighted

that vessel operators only get access to the own vessels and other logistics users only get access to vessel data if

the related vessel operator has permitted this individually.

BackgroundDuring a voyage or during the preparation of a voyage a skipper needs to know in advance where free berthing places are available. A skipper wants to plan in advance an area to berth and would welcome a service assisting him/her in the search for a berth and �nding out where to reserve a berth.

ConceptThis pilot is providing an online map displaying the percentage of occupancy at speci�c berths based on AIS information. The berth data management service is provided in border stretches of the Mosel in Luxembourg and Germany.

BackgroundCross-border shipping in Europe requires a minimum set of up-to-date network data in a standardized form, which is currently lacking. Therefore, a theoretical data model was developed that describes in a formalized way the physical waterway infrastructure. Such a network is necessary for route planning, voyage planning and corridor management on the European waterways. The aim of this pilot is to verify the imple-mentation possibilities of this network proposal.

ConceptThe proposed network model was developed taking into account the functional requirements of corridor management including route and voyage planning. The experience with the development of national networks and the INSPIRE directive formed the foundation of the CoRISMa network proposal. It represents a desirable instrument for collaboration between the fairway/waterway authorities responsible for parts of the network. It is a solid base for cross-border information exchange.

1 Lock Planning Danube Aschach (AT) – Jochenstein (DE)

2 Berth Occupation Mosel Luxembourg (LU) – Koblenz (DE)

3 & 4 Traf�c Planning Rotterdam (NL) – Antwerp (BE)/Albert Canal and Rotterdam – Duisburg (DE)

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Level 1 and 2 of CorridorManagement

Level 3 of Corridor Management


Level 1 and 2a of CorridorManagement

Level 1, 2a and 2b of CorridorManagement

„CoRISMaTEN-T RIS Enabled Corridor Management

“A well-functioning data exchange

between Austria and Germany will confirm the advantages of internatio-nal interfaces providing reliable and easily accessi-ble information for lock management.“Thomas Zwicklhuber (Austrian waterway management company, viadonau)

“This pilot is offering services

customized for vessel operators (fleet managers) and logistics stakeholders to increase the efficiency of freight transport especially when crossing national borders with the potential to contribute to financial advantages.“Mario Kaufmann, (Austrian waterway management company, viadonau)

“This helpful service has great

potential assisting skippers in their voyage planning answering their specific needs for berth finding.“Wieland Haupt (German Federal waterways and shipping administration, WSV) & Max Nilles (Ministry of Sustai-nable development and the Infrastructure, Luxembourg)

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“This service will improve the reliabi-

lity and therefore the competitiveness of

inland waterway trans-port, making it an even more reliable partner on the overall logistics chain. Furthermore, it will also contribute to an even more efficient use of the waterway infrastructure”Giovanni Huisken & Lea Kuiters (Rijkswaterstaat)

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“It is important to have a digital

European waterway network, because trans-port does not stop at the border. The pilot provides insight in the practical implementation possibili-ties of the data model “Wieland Haupt (WSV)

5 Vessel position data exchange for logistics purposes

6 Fairway Network data model in practice

62,449 cargo units transported on the Danube in 2014

38,716 passenger vessels traveled on the Danube in 2014

Fairway authorities and skippers

For authorities: Support of anef�cient use of the infrastructure

For skippers: Reducing waiting times and the overall travel time of a voyage

Start: October 2015End: December 2015Partners: viadonau (Austria) & Federal waterways and shipping administration, WSV (Germany)Pilot lead: Thomas Zwicklhuber (viadonau)

For skippers and �eet managers: An overview of the berth infrastructure as well as basic information about reserved time-slots at berths allows a skipper to prepare his/her voyage well and enables optimized selection of suitable berths ahead of arrival.

Start: September 2015 End: December 2015Partners: Germany (WSV) and Luxembourg (Ministry of Sustainable development and the Infrastructure)Pilot lead: Wieland Haupt (WSV)

stakeholders bene�ts quick facts

stakeholders bene�ts

bene�ts

quick facts Start: October 2015End: December 2015Partners: Belgium (nv De Scheepvaart), the Netherlands (Rijks-waterstaat) and Germany (WSV). Pilot lead: Giovanni Huisken (Rijkswaterstaat)

quick facts

Start: 1 September 2015 End: 31 December 2015Partners: Germany (WSV) and the Netherlands (Rijkswaterstaat)Pilot lead: Wieland Haupt (WSV)

stakeholders bene�ts

For logistics users: Better planning of the unloading resources (cranes, staff, etc…) and optimization of the logistics chain thanks to reliable information on arrival time based on actual vessel position have the potential to increase ef�ciency and thus result in �nancial bene�ts.

For vessel owners: Optimized waiting times at loading and unloading terminals and better plan-ability of the next transport have the potential to result in better vessel utilisation and thus in �nancial advantages.

bene�tsstakeholders

Vessel operators (�eetmanagers) & logistics users (e.g. terminaloperators, cargo senders and receivers, etc.)

BackgroundNowadays, just-in-time transport on the European waterway network is suffering from unpredicted delays due to obstruc-tions on the network, waiting times and sometimes queues at locks. A skipper, planning his/her voyage, can only rely on historical travel data and his own experience. Waterway authorities only know the actual traf�c situation, they know that a vessel is arriving at a lock but do not know exactly when. Establishing a cooperative system based on a skipper providing voyage-related information and waterway authorities providing traf�c-related information will facilitate the reliability of voyage times, bene�ting all stakeholders. As a result, waterway authorities will be able to increase the ef�ci-ency of the lockage process. The reliability and attractiveness of inland waterway transport will improve.

ConceptThis pilot is proving that vessel traf�c and transport manage-ment can be improved by traf�c planning on shore and voyage planning on board.

The pilot consists of a service for traf�c planning support on large stretches of the waterway network in Belgium,

Germany and the Netherlands. The traf�c planning application calculates delays of individual vessels on their voyage on the network caused by passing of locks and bridges. This traf�c planning application is provi-ding skippers and other fairway users with reliable

information on fairway passage times.

Traf�c planning can be further improved by voyage planning applications on board that interact with the traf�c planning application on shore in order to improve voyage plans of vessels sailing on the waterway network.This pilot is testing a corridor planning service on the Scheldt between Rotterdam (the Netherlands) and Antwerp (Belgium) and on the Rhine between Rotterdam and Duisburg that can offer more reliable data on both sailing times for vessels and waiting times at locks. 150 Skippers using “Tom-Tom-like” voyage-planning applications in the pilot areas will provide voyage plans to the shore-based traf�c planning application and will receive in return information on possible obstructions on the faiway and passage times at locks. They will be able to monitor their trip based on actual and predicted traf�c information provided by waterway authorities. Based on these services, the Expected Time of Arrival (ETA) at the destination terminal will be more reliable.

More reliable travel times and as a result better voyage planning and a better overview of the overall traf�c situation (actual and predicted) on the waterway and at locks. Improved just-in-timetransport on the inland waterway network and consequently a better position of inland navigation in the multimodal transport chain.

stakeholders

quick factsquick facts

Skippers, berth opera-tors & �eet managers

ImprintResponsible for content: CoRISMa consortiumContact: Anneke Bosma, Project Coordinator, [email protected] Rijkswaterstaat Water, Transport and EnvironmentLange Kleiweg 34 | 2288 GK Rijswijk | 6th �oorP.O. Box 2232 | 3500 GE Utrecht | The Netherlands& Hélène Gilkarov, Communication Manager, [email protected]

The views expressed are those of the project consortium partners. These views have not been adopted or approved by the Commission and should not be relied upon as a statement of the Commission’s or its services’ views. The European Commission does not guarantee the accuracy of the data included here, nor does it accept responsibility for any use made thereof.

Coordinated by Rijkswaterstaat (the Netherlands), CoRISMa is funded by the

European Union in the framework of the TEN-T Programme.

Level 1: Infrastructure ManagementThis is the basic level. It deals with the basic infrastructure information and provides the fundamental fairway information required for route planning. On this level, you receive answers to the following questions: how many locks are on the way, are they open? What are the actual water levels and where can I obtain such information on international corridor level (e.g. through a consolidated Fairway Informati-on Service (FIS) portal or register)?

Level 2: Traf�c Management (levels 2a & 2b)This level builds on the previous one, adding traf�c information to Corridor Management. It’s logical: once you have the infrastructure infor-mation you will need the actual traf�c image. You are looking for information such as: how many vessels are on the fairway, what is my estimated time of arrival?

To know the traf�c situation on a corridor allows the stakeholders to plan their voyage better, or to know the position of speci�c vessels on the waterway network. Level 2a covers the actual traf�c situation and level 2b takes in addition the predicted traf�c situation into account. This way skippers, �eet managers and authorities can all access reliable travel times.

Level 3: Logistics ManagementThis is last level and it builds on levels 1 and 2 to support the transport management processes of the logistics partners. It introduces a new dimension: third-party information for logistics and transport management purposes. Here private stakehol-ders such as logistics and commercial stake-holders can bene�t in commercial terms from detailed knowledge on speci�c information on vessels and cargo. While logistics managers, skippers and �eet managers pro�t from this service, we make inland waterway transport (IWT) more economically competitive.

RIS-enabled Corridor Management is facilitating the following:

1. The generation, collection and sharing of information across borders throughout the entire waterway network

2. The provision to ALL stakeholders in the inland waterway transport sector with the speci�c information THEY need

3. The constant focus on the key stakeholders: • Logistics users: shippers, terminal operators, freight brokers, cargo senders, cargo receivers • Skippers (i.e. the persons responsible for navigation decisions) • Vessel operators / �eet managers (i.e. the persons responsible for cargo-related and commercial decisions) • Authorities: traf�c and transport authorities, lock operators, port authorities, vessel traf�c service (VTS) operators, customs, water police, navigation surveillance or captaincies, emergency service providers and rescue forces 4. The international availability and reliability of RIS

What is CoRISMa and RIS-enabled inland waterway transport Corridor Management?

CoRISMa (2013 – 2015) is a TEN-T funded project of �ve EU Member States to study and de�ne the next steps in the development of River Information Services (RIS): RIS enabled Corridor Management on inland waterways. CoRISMa is building on the already widely available RIS- related infrastructure and systems and is working on putting the spotlight �rmly on the wide range of services that RIS can offer to support and enhance inland naviga-tion.

With RIS-enabled Corridor Management we mean the provision and sharing of information services among waterway authorities and with waterway users and related logistic partners in order to optimise the use of inland navigation corridors within the network of Europe-an waterways.

The 3 levels of Corridor Management

Start: September 2015 End: December 2015Partners: Austria (viadonau), Germany (WSV) and the Netherlands (Rijkswaterstaat)Pilot lead: Mario Kaufmann (viadonau)

For all stakeholders: It provides access to a Europe-wide network and replaces multiple access to separate unlinked national/local networks. It offers a solid base for representation of traf�c and fairway data for planning tasks including the necessary functiona-lity.

Skippers, shippers& fairway authorities





consumption.





BackgroundVessel operators (�eet managers) and other stakeholders involved in the logistics processes within inland waterway transports need an overview of the positions of the vessels they are operating or managing. For an ef�cient transport process, it is crucial to ensure optimi-sed logistics processes like loading/unloading procedures and management of follow-up transports (e.g. multimodality) that results in a better use of vessel capacities and infrastructure capacities (reduction of idle times).

ConceptIn this pilot, vessel-position data will be provided on Corridor level for the respective countries (in this case Austria, Germany and the Netherlands) for logistics purposes. The goal of this pilot is to prove the technical and functional concept combining existing solutions from the Danube corridor (partly operational vessel position data exchange based on the RIS Data Exchange Reference Documentation) and the Rhine corridor (IVEF data

exchange format). Pilot infrastructure, the so-called Vessel Position Information (VPI) server, will be set up serving as a

kind of data gateway and user interface for German and Dutch vessel position information as well as the related users. This VPI server will be interconnected to the existing operational Austrian infrastructure to enable data exchange on corridor level. It has to be highlighted

that vessel operators only get access to the own vessels and other logistics users only get access to vessel data if

the related vessel operator has permitted this individually.

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“This pilot is offering services

customized for vessel operators (fleet managers) and logistics stakeholders to increase the efficiency of freight transport especially when crossing national borders with the potential to contribute to financial advantages.“Mario Kaufmann, (Austrian waterway management company, viadonau)

„

5 Vessel position data exchange for logistics purposes

For logistics users: Better planning of the unloading resources (cranes, staff, etc…) and optimization of the logistics chain thanks to reliable information on arrival time based on actual vessel position have the potential to increase ef�ciency and thus result in �nancial bene�ts.

For vessel owners: Optimized waiting times at loading and unloading terminals and better plan-ability of the next transport have the potential to result in better vessel utilisation and thus in �nancial advantages.

bene�tsstakeholders

Vessel operators (�eetmanagers) & logistics users (e.g. terminaloperators, cargo senders and receivers, etc.)

quick facts


RIS-enabled Corridor Management is facilitating the following:

1. The generation, collection and sharing of information across borders throughout the entire waterway network

2. The provision to ALL stakeholders in the inland waterway transport sector with the speci�c information THEY need

3. The constant focus on the key stakeholders: • Logistics users: shippers, terminal operators, freight brokers, cargo senders, cargo receivers • Skippers (i.e. the persons responsible for navigation decisions) • Vessel operators / �eet managers (i.e. the persons responsible for cargo-related and commercial decisions) • Authorities: traf�c and transport authorities, lock operators, port authorities, vessel traf�c service (VTS) operators, customs, water police, navigation surveillance or captaincies, emergency service providers and rescue forces 4. The international availability and reliability of RIS

What is CoRISMa and RIS-enabled inland waterway transport Corridor Management?

CoRISMa (2013 – 2015) is a TEN-T funded project of �ve EU Member States to study and de�ne the next steps in the development of River Information Services (RIS): RIS enabled Corridor Management on inland waterways. CoRISMa is building on the already widely available RIS- related infrastructure and systems and is working on putting the spotlight �rmly on the wide range of services that RIS can offer to support and enhance inland naviga-tion.

With RIS-enabled Corridor Management we mean the provision and sharing of information services among waterway authorities and with waterway users and related logistic partners in order to optimise the use of inland navigation corridors within the network of Europe-an waterways.




consumption.





1 Lock Planning Danube Aschach (AT) – Jochenstein (DE)

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Level 1 and 2 of CorridorManagement

„ “A well-functioning data exchange

between Austria and Germany will confirm the advantages of internatio-nal interfaces providing reliable and easily accessi-ble information for lock management.“Thomas Zwicklhuber (Austrian waterway management company, viadonau)

„„„

62,449 cargo units transported on the Danube in 2014

38,716 passenger vessels traveled on the Danube in 2014

Fairway authorities and skippers

For authorities: Support of anef�cient use of the infrastructure

For skippers: Reducing waiting times and the overall travel time of a voyage

Start: October 2015End: December 2015Partners: viadonau (Austria) & Federal waterways and shipping administration, WSV (Germany)Pilot lead: Thomas Zwicklhuber (viadonau)




2 Berth Occupation Mosel Luxembourg (LU) – Koblenz (DE)

Level 1 and 2a of CorridorManagement

“This helpful service has great

potential assisting skippers in their voyage planning answering their specific needs for berth finding.“Wieland Haupt (German Federal waterways and shipping administration, WSV) & Max Nilles (Ministry of Sustai-nable development and the Infrastructure, Luxembourg)

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For skippers and �eet managers: An overview of the berth infrastructure as well as basic information about reserved time-slots at berths allows a skipper to prepare his/her voyage well and enables optimized selection of suitable berths ahead of arrival.

Start: September 2015 End: December 2015Partners: Germany (WSV) and Luxembourg (Ministry of Sustainable development and the Infrastructure)Pilot lead: Wieland Haupt (WSV)


Skippers, berth opera-tors & �eet managers

3 & 4 Traf�c Planning Rotterdam (NL) – Antwerp (BE)/Albert Canal and Rotterdam – Duisburg (DE)

Level 1, 2a and 2b of CorridorManagement

“This service will improve the reliabi-

lity and therefore the competitiveness of

inland waterway trans-port, making it an even more reliable partner on the overall logistics chain. Furthermore, it will also contribute to an even more efficient use of the waterway infrastructure”Giovanni Huisken & Lea Kuiters (Rijkswaterstaat)

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bene�ts

Start: October 2015End: December 2015Partners: Belgium (nv De Scheepvaart), the Netherlands (Rijks-waterstaat) and Germany (WSV). Pilot lead: Giovanni Huisken (Rijkswaterstaat)

quick facts







More reliable travel times and as a result better voyage planning and a better overview of the overall traf�c situation (actual and predicted) on the waterway and at locks. Improved just-in-timetransport on the inland waterway network and consequently a better position of inland navigation in the multimodal transport chain.

stakeholders




BackgroundCross-border shipping in Europe requires a minimum set of up-to-date network data in a standardized form, which is currently lacking. Therefore, a theoretical data model was developed that describes in a formalized way the physical waterway infrastructure. Such a network is necessary for route planning, voyage planning and corridor management on the European waterways. The aim of this pilot is to verify the imple-mentation possibilities of this network proposal.

ConceptThe proposed network model was developed taking into account the functional requirements of corridor management including route and voyage planning. The experience with the development of national networks and the INSPIRE directive formed the foundation of the CoRISMa network proposal. It represents a desirable instrument for collaboration between the fairway/waterway authorities responsible for parts of the network. It is a solid base for cross-border information exchange.


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„ “It is important to have a digital

European waterway network, because trans-port does not stop at the border. The pilot provides insight in the practical implementation possibili-ties of the data model “Wieland Haupt (WSV)

6 Fairway Network data model in practice

Start: 1 September 2015 End: 31 December 2015Partners: Germany (WSV) and the Netherlands (Rijkswaterstaat)Pilot lead: Wieland Haupt (WSV)



For all stakeholders: It provides access to a Europe-wide network and replaces multiple access to separate unlinked national/local networks. It offers a solid base for representation of traf�c and fairway data for planning tasks including the necessary functiona-lity.








Level 1: Infrastructure ManagementThis is the basic level. It deals with the basic infrastructure information and provides the fundamental fairway information required for route planning. On this level, you receive answers to the following questions: how many locks are on the way, are they open? What are the actual water levels and where can I obtain such information on international corridor level (e.g. through a consolidated Fairway Informati-on Service (FIS) portal or register)?

Level 2: Traf�c Management (levels 2a & 2b)This level builds on the previous one, adding traf�c information to Corridor Management. It’s logical: once you have the infrastructure infor-mation you will need the actual traf�c image. You are looking for information such as: how many vessels are on the fairway, what is my estimated time of arrival?

To know the traf�c situation on a corridor allows the stakeholders to plan their voyage better, or to know the position of speci�c vessels on the waterway network. Level 2a covers the actual traf�c situation and level 2b takes in addition the predicted traf�c situation into account. This way skippers, �eet managers and authorities can all access reliable travel times.

Level 3: Logistics ManagementThis is last level and it builds on levels 1 and 2 to support the transport management processes of the logistics partners. It introduces a new dimension: third-party information for logistics and transport management purposes. Here private stakehol-ders such as logistics and commercial stake-holders can bene�t in commercial terms from detailed knowledge on speci�c information on vessels and cargo. While logistics managers, skippers and �eet managers pro�t from this service, we make inland waterway transport (IWT) more economically competitive.

The 3 levels of Corridor Management

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CoRISMaTEN-T RIS Enabled Corridor Management

Documents

CoRISMa Poster EN - Project Emma · Background Passing through locks and bridges can cause delays to vessels sailing on European waterways. Delays and queues at locks are not predictable