WASTE MANAGEMENT FOR INLAND NAVIGATION ON THE DANUBE

Transcription

1 WASTE MANAGEMENT FOR INLAND NAVIGATION ON THE DANUBE Ship Waste Management Concept AT Work Package 3: Elaborating Ship Waste Management Concepts Activity 3.2: Ship Waste Management Concepts for the Upper Danube Section Output No: 3.17 Work Package Leader/ Organisation: Dr. János BERÉNYI Activity Leader/ Organisation: Dr. János BERÉNYI Author/Organisation: Hans Berger, via donau - Austrian Waterway Company Author/Organisation: Florian Plackner, via donau - Austrian Waterway Company Last modified by: Julia Kneifel, via donau Austrian Waterway Company Preparation of Document: Version: Final Version

2 TABLE OF CONTENT 0 List of Abbreviations Summary Introduction Methodology International Legal Framework National legal Framework Allocations of Competences in Austria Principles of Ship WAste Management The IWT Sector in Austria Types, amounts and Flows of handled goods Import, Export, Transit and Domestic Transport on the Austrian Danube Development of freight transport Inland Navigation companies in Austria Waterway Infrastructure Components Austrian Danube Ports and Transhipment Sites Austrian Danube Locks Bunkering stations Waste caused by inland navigation Oily and greasy ship borne waste Collection of oily and greasy ship waste in Austria Other ship borne waste Other hazardous ship waste Domestic Refuse Domestic sewage and sewage sludge Wastes caused by cargo Objectives for ship waste management in Austria Measures for Ship Waste management in Austria Measures for oily and greasy ship waste in Austria Measures for other hazardous ship waste Measures for domestic refuse...36

3 8.1.4 Measures for domestic sewage and sewage sludge Measures for cargo wastes Final Recommendations Evaluation of the Austrian Ship Waste Management Concept Table Index List of Figures References...45 Annex...49 Annex 1: Disposal systems for oily and greasy ship waste...49 Annex 2: Waste Reception of Other ship Borne Waste in Austrian Ports...51 Annex 3: Reference System for Ship Waste Collection in Austria...57

4 0 LIST OF ABBREVIATIONS Abbr. ADN AT AWG BMLFUW BMVIT BMWFJ CDNI CCNR DC HU idgf IGÖD ISRBC OSB RIS s.a. SchFG SK tdb Abbrevation European Agreement concerning the International Carriage of Dangerous Goods by Inland Waterways Austria / Austrian Waste Management Act (Abfallwirtschaftsgesetz) Austrian Federal Ministry of Agriculture, Forestry, Environment and Water Management Austrian Federal Ministry for Tranpsort, Innovation and Technology Austrian Federal Ministry of Economy, Family and Youth Convention on the Collection, Deposit and Reception of waste produced during navigation on the Rhine and inland waterways Central Commission for the Navigation of the Rhine Danube Commission Hungary / Hungarian In its current version (in der geltenden Fassung) Syndicate of public Danube ports in Austria (Interessensgemeinschaft öffentlicher Donauhäfen in Österreich) International Sava River Basin Commission Austrian Supreme Navigation Authority (Oberste Schifffahrtsbehörde) River Information Services sine anno Navigation Act (Schifffahrtsgesetz) Slovakia / Slovak to be discussed WANDA Output3.17_ATShipWasteManagement Concept Page 3 of 63

5 TEU UBA WRG WVO WEEE Twenty-feet Equivalent Unit Austrian Federal Environment Agency (Umweltbundesamt) Water Law Act (Wasserrechtsgesetz) Waterway Regulatoin (Wasserstraßenverordnung Waste of Electrical and Electronic Equipment WANDA Output3.17_ATShipWasteManagement Concept Page 4 of 63

6 1 SUMMARY Given the historical and technical developments in the last centuries the Danube River is gaining increasing importance as an international waterway. Although inland navigation is an environmental-friendly transport mode, concepts for handling the potentially negative side-effects of an increase in passenger and cargo traffic such as increasing amounts of ship waste from vessels still have to be developed. Aiming to protect the most diverse and valuable ecosystem of the Danube River from illegal ship waste discharge and at the same time enhancing the environmental performance of inland waterway transport, the development of a modern, sustainable and integrated ship waste management system along the Danube is necessary. The concept at hand focuses on the situation in Austria: After a description of the national legal framework, inland waterway transport along the 350 kilometres of the Austrian Danube stretch is analysed. This analysis is followed by a classification of the ship waste, its generation and available disposal solutions in Austria. The subsequent developed objectives provide guidelines for measures, which shall be implemented in the next years. The last chapter provides extracted recommendations for an enhancement of the Austrian Ship Waste Management System. The next paragraphs provide a summary of the most important aspects. Wastes generated onboard vessels Waste onboard the vessels is generated by three main sources, namely the operation of the vessel, the people staying onboard and waste related to the cargo. Each of these three main waste groups vary in terms of characteristics and amounts produced. However, increasing traffic volumes also lead to growing amounts of ship waste, which can be divided into ship borne waste and waste caused by cargo. Ship borne waste results from the operation of the vessels (oily and greasy ship borne wastes, paints, resolvents, ) and is also generated by the crew and passengers (e.g. domestic sewage, waste water, sewage sludge). Cargo wastes contain residual charges, washing and ballast water as well as slops and other shipload wastes. Legal-administrative framework and competences In Austria, competences are split between the federation, the provinces and the municipalities, each of which can have tasks and responsibilities related to the same subject matter. The Federal Ministry for Transport, Innovation and Technology (BMVIT) has competences of navigation right and waterway management, whereas the Ministry for Land and Forestry, Environment and Water Management (BMLFUW) is the responsible authority for water management. The BMLFUW is also responsible authority for hazardous waste. For non hazardous waste in general the provinces are in charge. Each of the authorities in charge develops regulations and provisions, which have been analyzed comprehensively during the WANDA project. To sum up, the guiding theme is the protection of the biosphere against harmful impacts. This leads to more or less detailed provisions in WANDA Output3.17_ATShipWasteManagement Concept Page 5 of 63

7 different laws and regulations. According to the precautionary principle and the principle of sustainability, waste management should aim to keep harmful impacts and emissions on the environment as low as possible. Resources should be treated with care. Material recycling processes should not generate materials with higher potential of endangerment than comparable primary resources and wastes which are land filled, should not endanger future generations. In order to fulfil these goals, the principles of waste prevention, recycling and reuse and as a last possibility disposal and monitoring have to be followed (European Commission, 2010). These principles are of major importance, since they give a priority order for the assessment of measures in (ship) waste management. Also, the Austrian navigation law contains provisions for handling of ship waste for the skippers, who have to avoid contamination of the waterway, shall facilitate waste prevention and have to store the waste onboard in a proper way. Separate waste collection is not foreseen. Ports and transhipment sites have to provide waste reception facilities. Vessels which, use public ports regularly for transhipment, can use the facilities free of charge; for them, the financing of the waste disposal is included in the port fees. For oily and greasy ship waste such as the bilge water, which is an oil-water mixture generated in high volumes - this provision can lead to lively discussions between port operators and skippers, who ask for waste disposal since the ports have to order suction vehicles and the costs for such services are high. However, public ports as well as landing stages for cabin vessels don't have to provide full waste disposal service, if they participate in a comprehensive waste management system on Austrian Waterways. Inland Waterway Transport in Austria Analyzing the trend of inland navigation from 1992 up to today, there has been a constant growth, interrupted by some years of bad navigational as well as bad socio-economic frame conditions. This growth can be expected to continue in the next decade, although it is hard to forecast it in absolute numbers. However, the total transport volume on the AT Danube has amounted to 9.3 million tonnes in 2009, with ores, old metal and petroleum products being the most important group of goods transported. The main routes and most frequented ports are areas, where waste reception facilities can be used by the vessels without much loss of time. This is important, since the operation of a vessel can cost several thousand euros per day and skippers minimize stops. The most frequently used ports are located in Linz and Vienna, located at the western and eastern edge of the Austrian Danube Stretch. The volume of freight transport is generally constant over the year, while the passenger transport has its peaks between late spring and early autumn. In 2009 more than one million passengers were transported on the Austrian Danube Stretch. The number of cabin vessels which navigate the Danube (app. 120), is increasing too. Since 2004, the number of lockings has been fluctuating around 100,000, whereby the portion of freight transport has declined and the portion of passenger transport has increased to nearly one third of the total traffic. WANDA Output3.17_ATShipWasteManagement Concept Page 6 of 63

8 About 90 percent of all transports on the Danube are accomplished as convoys. In 2009, a total of 95,948 vessel units were locked through upstream and downstream at the nine Austrian Danube locks (excluding Jochenstein power station at the Austro-German border). Approx. 44 percent of these units were motor cargo vessels and motor tankers, 23 percent were pushers and one third was passenger vessels. 48,802 cargo and tank lighters or barges were locked through as part of convoys (via donau, 2009). Import and transit account for the major portion of freight transport on the Austrian Danube. During the last years the portion of imports was around 50 percent, around 30 percent transit and about 15 percent export. The share of domestic transport is usually fluctuating around 3-4 percent. Most of the transports reach Austria from Eastern Europe, via the Slovak border. Given that close connection to South East Europe, harmonising ship waste management with other countries along the Danube, is necessary. Objectives and Measures for ship waste management in Austria Based on superior goals to protect the ecosystem of the Danube River and to enhance the environmental performance of the inland waterway transport, as well as secondary objects like waste prevention, reduction of discharges, recycling etc. measures for waste management have been defined. These measures are defined for every type of ship waste, taking the different knowledge base available into consideration. Together with objectives defined in the International Framework Concept of the WANDA project (international harmonization, prevention of deterioration, waste prevention, ) these measures determine the course of action for the future development of ship waste management in Austria. In order to adapt to demands of modern waste management as well as to ecological and socioeconomic demands a sufficiently dense network of waste reception facilities has to be developed. The extension of separate collection of recyclables for cargo vessels in the ports should be advanced. Furthermore especially for the collection of oily and greasy ship waste a combination of mobile collection vessels and onshore facilities shall be investigated. For financing the services a financing model based on the Polluter - Pays - Principle, indirect payment and facilitating waste prevention shall be implemented stepwise in the following years. For the efficient collection of hazardous ship waste, incorporation into the collection of oily and greasy ship wastes is considered. Due to increasing numbers of passenger and international cruising cabin vessels there is a need for the improvement of the collection, treatment and disposal of grey water, black water and sewage sludge (via donau, 2008). Final Recommendations In Austria, the current collection system for oily and greasy ship waste has to be further developed and also the collection of other hazardous ship waste should possibly be integrated into this system. Cooperation with shipping companies, utility-, disposal- as well as infrastructure companies for implementing waste reception facilities has to be facilitated for creating a needbased supply. Furthermore the extension of separate collection services in Austrian ports WANDA Output3.17_ATShipWasteManagement Concept Page 7 of 63

9 should be advanced. Moreover also measures for waste avoidance and prevention on vessels should be implemented and further investigation on domestic waste water and sewage sludge produced by passenger vessels should be undertaken. Due to mainly navigation beyond national borders it is essential to ensure efficient cross border cooperation and international harmonization along the Danube River, including preparation of an international treaty for management of ship borne waste. Communication is an essential key factor for successful (international) ship waste management implementation. Therefore advancement of ship waste management has to be made on an international level to ensure the future maintenance of this sustainable and environmental-friendly transport mode, as well as conserve and improve the biosphere. 2 INTRODUCTION Austria has an expanse of 83,879 km², 96 % of the territory drains into the Danube, which has a length of about 350 kilometers on Austrian territory and thereby accounts for a portion of 25% to the discharge into the black sea. The Danube itself is not only an invaluable ecosystem, which has to be preserved for upcoming generations but also an international waterway having significant economic importance for the people living in this region. Given the historical and technical developments in the last centuries this waterway is gaining increasing importance. Although inland navigation is an environmental-friendly transport mode, concepts for handling the potentially negative side-effects of an increase in passenger and cargo traffic such as dealing with increasing amounts of generated ship waste from vessels which mainly navigate beyond national borders still have to be developed. Going back in history, the Danube Commission was the first organisation to provide recommendations for environmental protection of the Danube from pollution generated by vessels in the 1980s. However, it took some years until other projects and studies in this field were developed. Two outstanding studies which provide the basis for ship waste management until nowadays shall be highlighted here: A PHARE study elaborated in 2000 gives an overview of ship waste management along the whole Danube taking the developments in the Rhine region into consideration, where an international treaty for regulating ship waste management has been prepared at this time. Concrete measures for implementation in the Upper Danube Region - such as a measures for providing user friendly waste collection services - are determined in the study "Sustainable and EU conform collection and treatment of wastes from inland navigation on the Upper Danube" (via donau, 2004). Both of these studies clearly show that cross border cooperation and solutions are necessary for the development of a modern, sustainable and integrated management for onboard generated waste. Subsequently, national efforts with regards to ship waste management have to be harmonized on a superior level facilitated by transnational cooperation projects. Based on this leitmotif the WANDA (WAste management for inland Navigation on the DAnube) project has been developed, combining a conceptual approach with practical pilot actions for testing ship waste collection services. Within this three year project funded by the South East Europe WANDA Output3.17_ATShipWasteManagement Concept Page 8 of 63

10 Transnational Cooperation Programme (SEE) of the European Union, nine partners out of seven countries work together to reach the following core objectives: Preparation of trans-national coordinated ship waste management concepts Development of pilot activities for collection and disposal of ship borne waste Elaboration of an international financing model for oily and greasy ship waste Promotion of cross-border communication and knowledge transfer The document at hand focuses on the situation of ship waste management in Austria. After an overview of the national and international legal and administrative framework as well as important factors from inland waterway transport, ship borne waste is classified and the status quo situation is described. Furthermore, objectives for future developments of the Austrian ship waste management system have been identified. They serve as a basis for measures, which shall be implemented in the near future. 3 METHODOLOGY The results compiled in this report are based on literature and internet research, interviews with authorities on state level, provincial and municipal level as well as regular contacts with fleet operators and skippers. Additionally, visits of waste collection facilities in Austria and abroad have taken place. Also, the findings made during the implementation of pilot activities in the WANDA project are incorporated into the report. Moreover, during the WANDA project the representatives of the observer organisation gave their valuable feedback to the subject matter. Thus, this national ship waste concept is harmonised with current developments of ship waste management on international level. 4 INTERNATIONAL LEGAL FRAMEWORK Besides the national regulation for inland navigation also a number of international regulations exists, which dictate standards for ship waste management in different levels of detail 1. Especially for Austria the recommendations of the Danube Commission are of importance. Also Austria is represented within the Danube Commission and therefore has the possibility to actively influence and determine approaches and future development of the Danube Region. Essential terms are legally fixed within the so called Guidelines and Recommendations for the collection of ship waste for inland navigation on the Danube. Due to mainly navigation beyond national borders it is essential to ensure efficient cross border cooperation and international 1 Examples are CEVNI European Code for Inland Waterways der UN/ECE, 2009, or the AGN European Agreement on Main Inland Waterways of International Importance. WANDA Output3.17_ATShipWasteManagement Concept Page 9 of 63

11 harmonization along the Danube River. Especially key questions such as financing and treatment of oily and greasy ship waste shall be treated within an international approach. The Rhine region can be used as an effective example of cross border cooperation, where an international treaty for ship waste management has been developed and successfully implemented. To induce the essential international coordination, an International Framework Concept for ship waste management has been elaborated within the WANDA project. Based on status quo analysis of the Danube joint goals, objectives and measures are elaborated, which among others include the foundation of an international authority for coordination or the preparation of a Danube waste treaty. The concept was presented to the expert group of the Danube Commission in February 2011 and is available since fall NATIONAL LEGAL FRAMEWORK Besides the regulation of the handling practises, collection, storage and treatment of ship waste the national legal framework provides superior principles and objectives, which are used for developing measures to be implemented. The following analyses are based on a comprehensive screening of navigation law, waste management law, water law and environmental provisions of Austria. Additionally, related studies have been analysed and interviews and discussions with authorities on federal state level, provincial level as well as municipal level have been conducted. The following section gives an overview of the competences and the most important principles, which have to be followed for the determination of development of ship waste management in Austria in the coming years. However, emphasis is put on provisions for handling of ship wastes ALLOCATIONS OF COMPETENCES IN AUSTRIA The competences between the Federal State and the Provinces are regulated in the federal constitutional law (Bundesverfassungsgesetz, B-VG). The Federal Ministry for Transport, Innovation and Technology has competences of navigation right and waterway management in Austria. Water management is federal subject, the responsible authority is the Ministry for Land and Forestry, Environment and Water Management (BMLFUW), but it is partly indirectly executed by the province governors. The federal state also has competence for hazardous wastes and in cases where standardized regulations are necessary. For other kinds of waste the provinces are in charge. On federal level the BMLFUW holds liability, but in decency to the topic other ministries or authorities can be in charge as well. The legal frameworks for environmental protection are divided into a multiplicity of laws - a uniform environment law does not exist. On federal level the general affairs of environmental protection belong to the 2 For detailed information see Status Report National Framework Conditions Austria, which is available in English and German Language. Please refer to output number 3.3. WANDA Output3.17_ATShipWasteManagement Concept Page 10 of 63

12 BMLFUW, the nature protection acts are legislated by the provinces (Art 15 B-VG), therefore nine nature protection laws and a lot of connected regulations exist. Regulations for inland navigation, ports, handling stages, locks and the bilge water services can be found within the Navigation Act, the Inland Waterway Regulation, the Waste Management Law and the Water Law Act, in the Nature Protection Laws of the provinces and other related regulations. The appliance of special regulations can result from a topically or spatial covering and has to be reviewed subject to case. The national laws are also influenced by international regulations, especially those of the European Union. One important example is the Waste Framework Directive, which has been transposed to national law the Austrian Waste Management Act, or the Water Framework Directive. 5.2 PRINCIPLES OF SHIP WASTE MANAGEMENT The guiding theme throughout the analysed national legislation in Austria is the protection of the biosphere against harmful impacts. This leads to more or less detailed provisions in different laws and regulations. According to the precautionary principle and the principle of sustainability, waste management should aim to keep harmful impacts and emissions to the environment as low as possible. Resources should be treated with care. Material recycling processes should not generate materials with higher potential of endangerment than comparable primary resources and wastes which are land filled, should not endanger future generations. In order to fulfil these goals, the principles of waste prevention, recycling and reuse and as a last possibility disposal and monitoring have to be followed (European Commission, 2010). These principles are of major importance, since they give a priority order for the assessment of measures in (ship) waste management. In general, the regulations of the Navigation law are also in line with the principles described earlier in this section. However, provisions are of course much more detailed. The following paragraph highlights the essential provisions for handling ship waste onboard the vessels as well as the required equipment of ports and transhipment sites with waste reception facilities. Skippers have to consider the following aspects: Avoidance of contamination of the waterway. The amount of waste and waste water should be kept as low as possible. Dumping waste into the water is prohibited. Exceptions exist for residual charges, separated bilge water and untreated domestic sewage, if not more than 10 persons are on board, or treated domestic sewage not exceeding certain limit values. Duty of proper collection and disposal (of oily and greasy ship waste) on board of vessels. Prohibition of burning waste on board. WANDA Output3.17_ATShipWasteManagement Concept Page 11 of 63

13 Controls can be made by the surveillance authority. In order to ensure the proper disposal of oily and greasy ship waste, a valid oil control book has to be kept on board. If commanded by the responsible authority, also other records (for disposal of domestic sewage, slops, and unloading) have to be written into the oil control book. In case of accidental pollution several measures have to be taken (removal of pollution, information of authorities, and record in the ship s log). Separated bilge water can be discharged by vessels into the waterway, if the oil content does not exceed 15 mg/l; however, there are some restrictions: The discharge of separated bilge water or domestic sewage in ports, locks and certain areas of the waterway (nature conservation areas) is forbidden. Professional bilge water collection and treatment vessels are allowed to discharge the separated water, if the oil rate does not exceed 10 ppm along the whole Austrian Danube Stretch (not in ports or at locks). A separate collection of recyclables on board is not foreseen at the moment. Ports and transhipment sites have to consider the following terms: Public as well as private ports have to be equipped with waste collection facilities for waste generated on board, including used oil and bilge water. Besides proper collection, they have to be designed according to certain specifications (easy handling, avoidance of negative environmental impacts like dust or smell) and should be marked clearly and understandably. Moreover, the facilities for the collection of oily and greasy ship waste have to be secured against flooding and special technical requirements have to be followed. For public ports reliefs with regard to the obligation of reception of bilge water as well as for the duty for technical equipment (self-sucking pumps) can be foreseen, if the port is part of a comprehensive waste management system on Austrian waterways. These reliefs are not foreseen for used oils and other oily and greasy ship wastes. Other hazardous ship wastes have to be collected if noticed in advance. In public ports the use of the waste collection facilities is included in the port dues for vehicles that use the port regularly for transhipment. In private ports the services can be charged extra, only in cases of emergency and winter conditions the same regulations as for public ports are valid. Transhipment sites: Reception facilities for oily and greasy ship waste have to be provided if the volume of transhipment is at least 50,000 tons/year. Onshore facilities for cabin vessels have to be equipped with waste reception facilities for wastes produced onboard vessels. As for waste reception facilities for ports, certain terms have to be fulfilled (avoidance of negative environmental impacts (dust, smell, etc.,) easy handling, clearly visible and understandable marking system). If the operator WANDA Output3.17_ATShipWasteManagement Concept Page 12 of 63

14 participates in a comprehensive waste management system, the waste reception facilities do not have to be installed. The next chapter provides an overview of the inland waterway transport in Austria. 6 THE IWT SECTOR IN AUSTRIA Given the historical and technical developments over the last centuries, the Danube River is gaining increasing importance as an international waterway for the transport of both cargo and passengers. Indeed, transport volumes on the 350 kilometres 3 of Austrian Danube stretch have increased, although temporary navigation closures (e.g. due to high water) or reduced demands in some years have led to lower traffic. However, further growth is expected for the next years. Traffic volume, types of vessel 4 and the cargo transported are important parameters for the quantities and types of ship waste arising. The main routes and most frequented ports are areas, where waste reception facilities can be used by the vessels without much loss of time. This is important, since the operation of a vessel can cost several thousand euros per day and unnecessary stops therefore have to be kept to a minimum. The following sections provide information about transported goods, the various types of traffic as well as about the expected development of freight transportation. Key facts The total transport volume in Austria has amounted to 9.3 million tonnes in Import and transit account for the major portion of freight transport on the Austrian Danube. During the last years the portion of imports was around 50 percent, around 30 percent transit and about 15 percent export. The share of domestic transport is usually fluctuating around 3-4 percent. Most of the transports reach Austria from Eastern Europe, via the Slovak border. The volume of freight transport is generally constant over the year, while the passenger transport has its peaks between late spring and early autumn. 3 The Danube enters the Austrian territory at the German-Austrian border at river km 2,223.2 (right river bank) and at km 2,201.7 (left river bank). It leaves the Austrian territory at the Austro-Slovak border at km 1,880.2 on the left and at km 1,827.7 on the right river bank. This results in a length of km on the right and km on the left river bank. 4 On the Danube about 90 percent of all transports are carried out using convoys and only 10 percent using individual motorised cargo vessels, while it is the other way round in the Rhine area. A convoy consists of a motorised cargo vessel (with its own cargo hold) or a push boat and one or more non-motorised lighters which are securely attached to the motorised cargo vessel or push boat. This fact is important, because motorised units produce bilge water an oil water mixture which is collected onboard. If discharged illegally, it may harm the ecosystem severely. WANDA Output3.17_ATShipWasteManagement Concept Page 13 of 63

15 The most important ports in terms of transhipment and geographical position are located in Linz 5 and in Vienna. Ores, old metal and petroleum products form the most important group of goods transported. Since 2004, the number of lockings has been fluctuating around 100,000, whereby the portion of freight transport has declined and the portion of passenger transport has increased to nearly one third of the total traffic. More than 26,000 push boats, which pushed nearly 60,000 lighters and barges were locked in An increase of traffic volume is expected for the next decade; as a consequence measures for dealing with increased amounts of produced ship wastes have to be implemented. In 2009 more than one million passengers were transported on the Austrian Danube Stretch. Passenger liners transported persons, cabin vessels and were transported in other passenger vehicles, such as extra tours or charters. The number of cabin vessels which navigate the Danube (approx. 120), is increasing. During the last years, this increase amounted to 2-4 vessels/year. In section 6.1 types, amounts and flow of transported goods are discussed in detail. 6.1 TYPES, AMOUNTS AND FLOWS OF HANDLED GOODS The total water transhipment has amounted to 8.9 million tonnes in 2008, which was 6.4 percent less than in 2007, but still a much higher value compared with the precedent years. The most important group of goods was ores and old metal with a portion of 36.7 percent and petroleum products with 26.3 percent. The portion of the metal products in the year 2008 amounted to 11.4 percent. Further important goods are fertilizers, mineral raw materials and building materials, food and animal feeds, agricultural products and solid fuels. In 2008 waterlateral container handling increased by 15 percent in the community of public Danube ports (Enns, Krems, Linz, Vienna), whereby the absolute number amounts to 6,000 Twenty Feet Equivalent Unit (TEU) (via donau, 2009). 5 The private Voestalpine Industrial Port amounts to 45 percent, the public ports Linz to 13 percent and the public ports of Vienna to 14 percent of the waterborne transhipment in Thus, Vienna is the most important port nearby the eastern border, whereas Linz is located on the western edge. WANDA Output3.17_ATShipWasteManagement Concept Page 14 of 63

16 Figure 6-1: Loading of a cargo ship (via donau, s.a.) Import, Export, Transit and Domestic Transport on the Austrian Danube In Austria, imports make up by far the biggest part of all freight transports (5.73 million tonnes in 2008); almost 75 % of imports reached Austria via upstream transport; more than 60 % head for Linz, whereby the private Voestalpine Industrial Port received the biggest part. During the last years the largest part of all imports came from Slovakia, Ukraine and the Netherlands. Other relevant countries for imports are Germany, Hungary, Romania, Bulgaria, and Serbia. The transit of goods represents the second largest portion of freight transport (2008: 2.8 million tonnes). Nearly 80 % of freight transit is carried out upstream, the rest downstream. The most important transit routes are from Hungary to Germany and the Netherlands and from Slovakia to Germany. Other important routes are from Germany and the Netherlands to Hungary, as well as from Bulgaria, Romania, and Serbia to Germany (Statistik Austria, 2008c-d, 2009a, 2010a). The total volume of exports from Austria is much smaller than the volume of imports (2008: 2.17 million tonnes). Most of these exports go to Hungary and Germany. Other relevant amounts of exports go to Belgium, the Netherlands, Slovakia, and Serbia (Statistik Austria, 2008c-d, 2009a, 2010a). In 2008 nearly 60 % of the export originated from Linz (mainly upstream), over 30 % originated from Vienna (mainly downstream). WANDA Output3.17_ATShipWasteManagement Concept Page 15 of 63

17 Domestic transport constitutes the smallest part on the Austrian Danube (2008: less than 0.5 million tonnes (see also Figure 6-2)). Upstream, the only domestic freight transport route of relevance is from Vienna to Linz, while downstream most of the domestic freight transport takes place between Linz and Krems. Summing up, the larger part of traffic on the Austrian Danube takes place between Linz and the Austro-Slovak border. Linz has the role of a central hub in the freight transport on the Austrian Danube. WANDA Output3.17_ATShipWasteManagement Concept Page 16 of 63

18 Figure 6-2: Freight transport on the Austrian Danube (via donau, 2009) Development of freight transport As the Danube corridor opens up the growing markets of Central and Eastern Europe, the last few years have witnessed a strong growth in all transport modes. The overall transport volume on the Austrian part of the Danube (inland transport reception, shipment, transit) amounted to approximately 11 million tonnes in 2000 and to over 12 million tonnes in Forecasts indicate that even without the implementation of any significant measures transport volumes will increase to 15.2 million tonnes by The impacts of the current economic crisis will probably weaken the total growth. However, a trend leading to growing economical growth in South-East Europe can be expected for the next decade. Opportunities for navigation services are not only seen in the fields of bulk goods (primary products, agricultural and mineral oil products, fertilisers) but also with regard to higher quality products of the chemical, construction and paper industries. However, in order to make use of these chances, improvement measures have to be implemented. On the one hand, this will require the creation of intermodal transport chains which also include ports. On the other hand, the establishment of other industries in the ports will significantly strengthen the opportunities of the Danube as transport system. As examples, planned bio-fuel production plants in Enns and Pischelsdorf, as well as in the Vienna Oil Port, which is already under construction, can be mentioned. There the Danube represents the first choice for the transport of products to a refinery downstream. 6.2 INLAND NAVIGATION COMPANIES IN AUSTRIA Key facts (status 2011) WANDA Output3.17_ATShipWasteManagement Concept Page 17 of 63

19 The Austrian fleet comprises between 80 and 100 motorized vessels (passenger + cargo vessels). For freight transport, the biggest company in Austria is the Donau-Dampfschiffahrts- GmbH (DDSG), which has a fleet of more than 50 motorized vessels registered in Austria. Passenger transport is mainly provided by DDSG Blue Danube, Brandner Schifffahrt and Lüftner Cruises. The most important inland navigation company for freight transport in Austria is the Erste Donau-Dampfschiffahrts-GmbH (DDSG), which is a former state-run navigation company. The DDSG s fleet includes 51 motorized vessels registered in Austria. About 20 of them are motor cargo vessels, about 30 are push boats 6. In the field of tanker transport the Donautankschiffahrtsgesellschaft (DTSG) is most important. This company was part of the former state-run navigation company; now it belongs to the German Reederei Jaegers Group. The DTSG s motorized fleet currently consists of five tankers and one push boat. Additionally 14 tank barges are operated. DTSG also operates two bunkering boats in connection with its Vienna-based bunkering station. Danu Transport, which operates four push boats, is the third most relevant Austrian inland navigation company. Moreover, there is the rather small navigation and forwarding company Panta Rhei, which operates one cargo vessel (via donau, 2010b). Passenger transport is mainly provided by DDSG Blue Danube (six passenger vessels in Vienna and Wachau, operation of Twin City Liners between Vienna and Bratislava) and Brandner Schiffahrt (two passenger vessels). Moreover the German company Wurm + Köck operates two passenger vessels in the area of Linz, and several other companies operate small passenger vessels. Additionally, the Austrian company Lüftner Cruises operates ten cabin vessels and offers cruises mainly on the Danube, but also on the Rhine. Analyses of Austrian vessel registration statistics show, that there are 176 vessels registered in the country (June 2010). 77 of these are motorised cargo vessels, tankers, push boats, passenger and other motorized vessels, such as icebreakers, floating cranes or hopper barges. Regarding the age of these vessels and their engine power, no general statements can be made, since their characteristics vary greatly (BMVIT, 2010). 6 With the end of 2011 the DDSG closed its business. Conclusions about the future development of this part of the Austrian fleet can not yet be drawn. WANDA Output3.17_ATShipWasteManagement Concept Page 18 of 63

20 The difference of the number of motorized vessels registered (77) compared to those provided by the companies (100) is related to the fact that Austrian navigation companies do not necessarily have to register their vessels in Austria, but can do so in any other country. To sum up, the Austrian fleet comprises between 80 and 100 motorized vessels (passenger & cargo vessels). In the following chapter an overview of the waterway infrastructure along the Austrian Danube stretch is given. 6.3 WATERWAY INFRASTRUCTURE COMPONENTS Waste reception facilities have to be user-friendly in terms of accessibility, temporal availability and simplicity of the waste disposal. Subsequently, they have to be located at places where the frequency of vessels is high. In general, this is the case for ports, locks and bunkering stations. Key facts There are public ports in Linz, Enns, Krems and Vienna. The most important ports are located in Linz and Vienna. There are nine locks on the Austrian Danube Stretch, on three of them residuals and recyclables can be disposed by cargo vessels. Waste reception facilities for cargo vessels are available at ports, at some transhipment sites and bunkering stations. However, not all types of ship wastes can be disposed there. Transit vessels can dispose domestic refuse at the Austrian locks free of charge Austrian Danube Ports and Transhipment Sites In addition to the Austrian public ports in Linz, Enns, Krems and Vienna there are important private ports in Linz and in Ybbs. Moreover, relevant transhipment sites are located in Aschach, Pöchlarn, Pischelsdorf and Korneuburg. Table 6-1 gives an overview of these ports and transhipment sites and their location. Km Name of port Type of port 2,160 Aschach Transhipment site 2,131 Linz commercial port 2,128 Linz oil port Public ports 2,127 Linz voestalpine industrial port Private port 2,125 Linz Felbermayr heavy cargo port Private port 2,112 Enns Public port 2,058 Ybbs Private port WANDA Output3.17_ATShipWasteManagement Concept Page 19 of 63

21 2,044 Pöchlarn Transhipment site 1,998 Krems Public port 1,972 Pischelsdorf Transhipment site 1,942 Korneuburg Transhipment site 1,920 Vienna Freudenau 1,918 Vienna Albern 1,917 Vienna Lobau oil port Public ports Table 6-1: Ports and transhipment sites on the Austrian Danube (via donau, 2005; 2010a) Most of transports carried out originate from or head to the Linz harbours. In 2008 the Linz Voestalpine Industrial Port was responsible for 47% of water transhipment in Austria, the Linz commercial and oil ports (Linz AG) for another 13 %. Figure 6-3: Distribution of water transhipment at Austrian Danube ports and transhipment sites 2008 (via donau, 2009) WANDA Output3.17_ATShipWasteManagement Concept Page 20 of 63

22 They were followed by the three Vienna ports Freudenau, Albern, and Lobau (Wiener Hafen Group) with a water transhipment portion of 16 % in the same year, as shown in Figure Austrian Danube Locks Along the Austrian Danube there are nine locks every vessel has to pass. Their locations, including the kilometre index, are listed in Table 6-2. At the locks Abwinden, Persenbeug and Greifenstein residuals and recyclables can be disposed by cargo vessels. Km Name of lock 2,163 Aschach 2,147 Ottensheim 2,120 Abwinden 2,095 Wallsee 2,060 Persenbeug 2,038 Melk 1,980 Altenwörth 1,949 Greifenstein 1,921 Freudenau Table 6-2: Locks on the Austrian Danube Stretch Bunkering stations Five bunkering stations exist along the Austrian Danube; they are listed in Table 6-3. Km Location Company 2,128 Linz Rheintank 2,112 Enns AVIA Marine GmbH 1,942 Korneuburg MOL Austria 1,930 Vienna DTSG Bunkerservice 1,929 Vienna DDSG Table 6-3: Bunkering stations on the Austrian Danube In Korneuburg there is one operated by MOL Austria, which also uses Korneuburg for transhipment. MOL also offers bunkering by its mobile bunkering boat Stavo between km 1,958 and km 1,926. There are two bunkering stations operating in the area around Vienna. The bunkering station operated by DTSG/Jägers is called Eiltank 52. Its two bunkering boats Donauplus and WANDA Output3.17_ATShipWasteManagement Concept Page 21 of 63

23 DTSG1 are serving the Danube section between km 1,936.5 and km 1,922. The DDSG s bunkering station also has a mobile bunkering boat which serves the section between km 1,936 and 1,920. DDSG also offers the disposal of oily and greasy ship wastes after notification in advance. These bunkering stations could eventually extend their services and offer waste reception facilities for vessels. 7 WASTE CAUSED BY INLAND NAVIGATION Waste caused by inland navigation can be distinguished into ship-borne waste and waste caused by the cargo. Ship borne waste is produced through the operation and maintenance of the vessel and by the persons onboard (crew members and passengers). Oily and greasy ship waste is generated on all vessels which are engine driven; cargo vessels normally are operated only by a few persons, while international cruising cabin vessels can carry several hundred people. Subsequently, amounts of domestic waste waters and domestic refuses have a certain scale of range, as a function of the number of persons onboard. The characteristics of cargo residues strongly depend on the type of the cargo itself: For harmful products, like chemicals or petroleum products and their residuals, other safety standards have to be followed than for cereals/crops. Ballast water can be added to waste caused by cargo; however, it also can be counted to other ship borne waste, since it is necessary for the navigation of the vessels. An overview of types of ship wastes and the structure used by the WANDA Consortium in order to follow a harmonized approach is given in Figure 7-1. According to waste management practises throughout Europe, every type of waste has to be classified. On the level of the European Union a six digit-code system the European Waste Catalogue (European List of Waste - Commission Decision 2000/532/EC) is in use. Thereby, a harmonized nomenclature for wastes shall be established which simplifies and harmonizes waste management (classification, transport, permits, statistics, etc.). For the classification two-digit and four-digit chapter headings are provided, the last two digits define the special type of waste: bilge oils from inland navigation have their own number in this system: 13 Oil wastes (except edible oils, 05 and 12) Bilge oils * Bilge oils from inland navigation. WANDA Output3.17_ATShipWasteManagement Concept Page 22 of 63

24 Figure 7-1: Waste caused by Inland Navigation (via donau, 2010, based on CCNR, 1996) However, in Austria another system which is based on a five digit code system is still in use for the classification of waste; Bilge water does not have its own number, but is classified as an oil-water mixture , waste oils have the digit code , and other oily and greasy ship wastes are classified as solid oily and greasy operational material (54 930). Statistics only show these superior groups, waste from inland navigation is not reported separately in official statistics. The following sections comprise detailed information about every type of ship waste, how it is generated onboard, characteristics, amounts, and how this waste is collected along the Austrian Danube stretch. 7.1 OILY AND GREASY SHIP BORNE WASTE Bilge water is the result of cleaning procedures or leakages of the body shell of the vessel. Water gets contaminated with oil, gas oil or grease and is collected in the bilge, which is the hollow space below the engine room (Bilgenentwässerungsverband 2009). WANDA Output3.17_ATShipWasteManagement Concept Page 23 of 63

25 The amount of generated bilge water is influenced by the age, construction, equipment and maintenance/ of the vessels, as well as the required engine activity, which itself depends on several other factors (upstream or downstream journey, full load or empty cargo hold, ). In general, less bilge water is produced on new or upgraded vessels with good cartridge seals and proper maintenance. Some average values about waste amounts, which were delivered by vessels using disposal services in the Rhine region are provided in Table 7-1. Type of vessel Average amount of bilge water [m³/service] Motorized cargo vessel 3.7 Tanker ships 4.0 Push boat 3.5 Passenger liner 1.8 Table 7-1: Average amount of bilge water for different types of vessels (BEG, 2003; cited in via donau, 2004) The data in Table 7-1 are based on an existing collection system in the Rhine region 7. However, it has to be mentioned that the amounts of bilge water which are delivered by the vessels fluctuate between 50 and 30,000 litres per service. The average amount for the year 2002 was about 3,200 litres per service. The number of services can be estimated at disposal services per ship and year, which means that about 9 m³ of bilge water are produced annually. A rough calculation based on the numbers of vessels of the Austrian fleet, results in an amount of 700 m³ and 900 m³ of bilge water produced annually. Compared to calculations based on traffic volumes, which took all vessels navigating on the Austrian Danube Stretch into consideration, the potential waste amounts to even more than 2000 m³ bilge water per year (via donau, 2005). Waste oils are produced sporadically, especially during times of oil changes for engines and aggregates these amounts increase. The amounts average between 100 and 125 litres per service. If the whole oil is changed, the amount can reach up to 500 litres (twin-engine vessel) (Gabriel, 2001). Potential waste amounts for all navigating vessels, including those registered 7 In Germany the existing system is a combination of mobile bilge water collection vessels and stationary components. More information can be gathered at and WANDA Output3.17_ATShipWasteManagement Concept Page 24 of 63

26 abroad have been calculated between 75 and 97 m³ of annually produced waste oils (via donau, 2005). Other (solid) oily and greasy wastes are used oil- and air filters, oil contaminated floor clothes and cleaning rags, oily containers and packaging materials. The amounts collected average between 10 and 20 kg/service (Gabriel, 2001). For Austria, 10 tons have been estimated being the annual waste potential, including all vessels navigating the AT Danube stretch (via donau, 2005) Collection of oily and greasy ship waste in Austria According to the Austrian navigation law, every port has to provide reception facilities for ship borne wastes, including oily and greasy waste ( 58 SchFG, 9 SchifffahrtsanlangenVO). Public ports have to bear the costs for the reception of bilge water and waste oil from vessels that regularly use the port for transhipment and therefore regularly pay port fees ( 68 SchFG). Other ships have to bear the costs for the deposit of bilge water and waste oil themselves. The current practise for the delivery of bilge water and waste oils is to call a suction truck upon demand. This service is offered by four Austrian ports: Linz Oil Port, Enns, Ybbs, and Vienna Lobau Oil Port. For small amounts of waste oil, as well as for solid oily and greasy wastes, containers are available at the Linz Commercial Port, in Ybbs, and at the three ports of Vienna. At the Linz Commercial Port and in Ybbs the containers are locked, however, and the port operator has to be contacted for access. Unless the users regularly use the respective port for transhipment, they have to pay for the deposit of their waste. Only in the three public ports of Vienna (Freudenau, Albern, and Lobau) the containers for small amounts of waste oil are freely accessible and can be used free of charge. Summing up, only the Linz Oil Port, the private port in Ybbs, and the Vienna Lobau Oil Port offer reception services for bilge water, waste oil, as well as for solid oily and greasy waste. In the other ports there are only some or no reception facilities at all. There are only few Austrian inland navigation companies that can use the reception service in the ports for free due to regular transhipment. For other companies the deposit of bilge water and waste oil in the ports is not attractive due to the high costs. They often contact the waste management companies directly. Considering this situation, the efficiency of the current system of waste collection and its financing seems questionable. Indeed vessels from abroad as well as transit vessels, which contribute to approximately 30 percent of all journeys on the Austrian Danube Stretch, also produce bilge water on the Austrian Danube Stretch. All in all, collection facilities for oily and greasy ship wastes need to be developed. Taking the hazardous nature of oily and greasy waste into consideration, which may cause great damage to the sensitive ecosystem of the Danube, the respective measures shall be given first priority. WANDA Output3.17_ATShipWasteManagement Concept Page 25 of 63

27 7.2 OTHER SHIP BORNE WASTE Other hazardous ship waste Other hazardous wastes are paints, varnishes, resolvents, cleaning supplies, batteries and fluorescent tubes. They are produced sporadically; the amounts can be estimated between 5 and 10 kg/service (Gabriel, 2001) which equals an amount of approximately one ton per year for the Austrian fleet. In Austria the ports have to provide a reception service after prior announcement; however, at the moment delivery is possible in the Port of Linz and the Port Ybbs. At the moment, only rough estimations can be made, however, one ton can be seen as a minimum for the waste potential Domestic Refuse Domestic refuse is waste deriving from household-related activities. It consists of organic as well as inorganic components; examples are leftovers, paper, glass and other kitchen wastes. Separate collection facilitates the recirculation of recyclables (used paper, glass, metal and plastic wastes 8 ), into industrial production processes. The main advantage is that separate collection if functioning well - helps to reduce the amounts of residuals 9. The amount of recyclables generated on cargo vessels is estimated at 65 kg/crew member, which is equal to a volume of about 700 litres/year and crew member (Gabriel, 2001). Residual wastes are other, mainly solid, materials generated by households. Examples are sweepings, food leftovers (if not collected separately), light bulbs, rubber, pottery, textiles or dirty paper. For cargo vessels, residuals produced amount to about 130 kg/crew member*year, which equals a volume of 1,200 litres/crew member and year (Gabriel, 2001). Bulky wastes such as pieces of furniture or mattresses have to be collected in suitable containers because of their size and shape. The collection of residual waste from cargo vessels is a standard procedure along the Austrian Danube Stretch, whereas bins for separate collection of recyclables are provided at the three locks but not in all ports; at the locks and in the public ports, the use is free of charge (see also Figure 7-2). Some ports have expressed scepticism about separate collection. Nevertheless, such procedures at Austrian Locks have been successful after the implementation of a labelling system and an information campaign (folders, display on ECDIS etc.). Beforehand the implementation of improvement measures, high rates of inappropriate waste separation have led to 8 Collection of organic wastes on cargo vessels is excluded for now. However, the question remains for passenger liners (kitchen leftovers, ). 9 The collection of residuals is more expensive. Besides this, they have a certain value as secondary raw materials: Through their input the need of primary resources can be reduced. Moreover, secondary raw materials reduce the energy demand as well as the demand for input materials the production of which is often harmful for the environment. WANDA Output3.17_ATShipWasteManagement Concept Page 26 of 63

28 high costs for the operator via donau-austrian Waterway Company, since tariffs for residuals had to be paid for the disposal. After implementation of this national project the share of residual wastes in 2008 was 50 percent, the other 50 percent collected were recyclables. Calculations show, that an amount of approximately 128 tons of residuals, 15 tons of waste paper and glass and two tons of plastics are collected annually in the four public ports of Linz, Enns, Krems and Vienna. Figure 7-2: Waste collection facilities in Austria (A. Paltram, 2009) Domestic sewage and sewage sludge Domestic sewage is generated in kitchens through the operation of washing machines and other water using devices, pools (grey water), bathrooms and toilets (black water, yellow water). If it is processed onboard by a purification plant, sewage sludge is generated as residue of the cleaning process. The amounts of domestic sewage and sewage sludge generated are mainly of relevance on passenger vessels, depending on the number of persons and the duration of their stay onboard. On cabin vessels, the amounts produced are much higher than on locally operating passenger liners where the duration of stay of passengers on board is shorter. However, the amounts of domestic sewage produced on the Austrian Danube Stretch can be estimated at approximately 51,000 m³ per year. WANDA Output3.17_ATShipWasteManagement Concept Page 27 of 63

29 The systems used for collection and treatment onboard are different: some vessels are equipped with onboard purification plants; this means that the cleaned water can be discharged into the waterway, if certain limit values are not exceeded 10. The remaining sewage sludge has to be pumped off. Vessels which do not have such onboard purification plants are equipped with storage tanks. Storage tanks can be sucked off with suction vehicles or with a discharge into the sewer junction. Although there are some sewer junctions available along the Austrian Danube Stretch (e.g. Linz, Engelhartszell, Grein or Vienna), especially big cabin vessels sometimes face capacity problems if they want to use them. In contrast, passenger vessels mostly use suction vehicles, which are a flexible solution, but have only limited capacity; the third possibility is a release of waste waters into the waterway. This seems to be a practical alternative at the moment, although it is forbidden for vessels that can transport more than ten persons. Calculations showed that the current number and utilisation of passenger transport vessels and its produced domestic sewage do not endanger the ecosystem Danube acutely. Nevertheless, it has to be taken into consideration that domestic sewage is not produced in a steady manner, but is mainly discharged into the river in the summer season. In addition, as an example, cabin vessels empty their whole wastewater tank at once and do not discharge the produced amount of domestic sewage on a daily basis. This way there is more highly concentrated pollution in the waterway at the time of disposal. As a result, this can cause accumulations at riverbanks and locks which should be avoided because of hygienic reasons and local contaminations in this complex ecosystem (via donau, 2008) Wastes caused by cargo Cargo residues consist of the same material as the cargo itself. Different standards for cleaning after unloading are defined: for bulk and general cargo the standard of unloading is clean sweeping, which has to be provided by the unloader. Sweepings have to be returned to the cargo if possible or disposed of, depending on the transported good. Additional cleaning measures (e.g. simply rinsing with water) are executed by the navigation operator, frequently while navigating, which means the discharge of residues together with the washing water into the waterway (see Figure 7-3). In the port area washing is forbidden. Washing Waters are produced as a result of washing the clean-swept or vacuum-cleaned cargo hold or stripped cargo tank; slops are a mixture of residual charges and washing water, rust or sludge which can be pumpable or not pumpable. According to interviews with public port op- 10 It is not allowed to discharge domestic sewage at ports, locks and specific sections of the waterway, e.g. especially protected areas (Inland Waterway Regulation). WANDA Output3.17_ATShipWasteManagement Concept Page 28 of 63

30 erators, the amounts of washing water and slops are very low due to closed cargo holds with metal floor plates (via donau, 2004). Figure 7-3: Cleaning of gang board while shipping (cargo vessel) Ballast water is bunkered to stabilize vessels and regulate the draft. If necessary, it is discharged into the waterway long distances away from the origin source. Two potential impacts of ballast water management were identified; however, no data are currently available to quantify possible impacts or make a concrete assessment. First, discharged ballast water could contain pathogens, and moreover be a travel medium for invasive species, which conquer new habitats 11. The second aspect related to ballast water could occur, if uncleaned cargo tanks were used for bunkering the ballast water. For vessels transporting hazardous goods, however, this is already regulated by ADN regulation, which strictly forbids discharge of unclean loading tanks. Moreover, according to ADN the ballast water system is not connected to the loading tanks, which subsequently could just be filled using mobile pumps and tubes. Hence, discharge of hazardous substances out of loading tanks is unlikely (Birklhuber, 2012). Ships used for the transport of tanked goods are repeatedly loaded with similar goods. Thus, small amounts of cargo residues can remain in the pipes or the tank. However, a standard of unloading has been defined, which is stripped. 11 For seaborne trade an international convention has been developed under the patronage of the International Maritime Organisation (IMO). The importance of invasive alien species is increasingly being recognized on both the international as well as the European Union level. Waterways, vessels and the ballast water are transport vectors for these species. WANDA Output3.17_ATShipWasteManagement Concept Page 29 of 63

31 The unloader (e.g. ETLB, Shell, OMV, etc.) is responsible for fulfilment of this standard of unloading. Cleaning measures of the tank that exceed the stripped standard are unusual in practice and only carried out in the case of repair works or a product change. Such cleaning is done by a special company at the shipyard. In both cases the cleanliness of the tank has to be confirmed with a certificate. In the case of product change at the customers desire, the customer usually bears the costs for a special tank cleaning, according to stipulation. However, if the product change is in the course of the delivery of another customer the shipping operator or the shipping company has to pay the costs of the cleaning. Other shipload wastes which may come from containers handled improperly or stored inadequately are related to the topic of accidental prevention and emergency plans. Within the next chapter, objectives for ship waste management in Austria are described. 8 OBJECTIVES FOR SHIP WASTE MANAGEMENT IN AUSTRIA For the determination of the future development of ship waste management it is necessary to define objectives, which serve as guidelines for implementation of measures for all types of ship waste. The developed target system is shown in Figure The objectives displayed therein are based on the national legal framework, such as the waste act, navigation law or water law. For international harmonisation purposes, the objectives determined in the International Framework Concept for Ship Waste Management have also been taken into consideration. Based on the superior goals, namely the Protection of the ecosystem of the Danube River and the Enhancement of the environmental performance of inland waterway transport, secondary objectives such as waste prevention, reduction of discharges, awareness raising, recycling or secure financing of waste management have been defined. A crucial factor for fulfilling these secondary objectives is the red marked Usage of waste reception facilities, which is a third level objective. To ensure the highest possible capacity utilisation, 1. a sufficient dense network of waste reception facilities 2. indirect payment mechanisms, meaning that payments are not carried out while the waste is disposed 3. efficient controls have to be developed. 12 A more detailed analysis is available in the AT SWMC full version September WANDA Output3.17_ATShipWasteManagement Concept Page 30 of 63

32 International Harmonisation aims at participation and development of common projects along the Danube, the consideration of international developments in legislation, waste disposal technologies, and compatibility with the Rhine Region. WANDA Output3.17_ATShipWasteManagement Concept Page 31 of 63

33 Figure 8-1: Objectives for ship waste management in Austria simplified version Within the next section measures for every type of ship waste in Austria are discussed. Seite 32 von 63

34 8.1 MEASURES FOR SHIP WASTE MANAGEMENT IN AUSTRIA This section provides an overview of measures, which shall be implemented in Austria during the next years. The measures themselves are based on the objectives discussed in chapter 8 and on the proposals elaborated in foregoing projects (via donau, 2005; Gabriel 2001). Indeed, the adaptation of the current system of handling oily and greasy ship waste is given highest priority compared to other ship waste Measures for oily and greasy ship waste in Austria The group of oily and greasy ship waste comprises fluids such as bilge water and used oils as well as solid oily and greasy ship waste. The bilge water is being collected in the bilge, which lies below the engine, sometimes waste oils are put into the bilge too. Modern vessels are equipped with shaft sealings which decrease the amount of generated bilge water and separate waste collection tanks. The solid oily and greasy ship waste is normally collected separate on board vessels. In order to advance the Austrian Ship Waste Management System and to adapt it to demands of the IWT businesses, to modern waste management as well as to ecological and socioeconomic demands, a sufficiently dense network of waste reception facilities has to be developed. In Austria, a collection system for oily and greasy ship wastes needs to be developed. A mobile or a stationary solution, as well as a combination of both are possible. For this purpose, a mobile vessel for the collection of oily and greasy ship wastes will be tested on the Austrian and Hungarian Danube Stretch during Based on detailed monitoring, an assessment of these services will be undertaken. Collection boats are operating in Germany and the Netherlands: These services seem to be user-friendly and cost-effective too (see via donau, 2005). However detailed analyses of the costs and environmental impacts shall be carried out and incorporated into an infrastructure development scenario. Independently, which solution will be developed further for collection of the bilge water, facilities for small amounts of waste oils and other oily and greasy ship wastes should still be provided in the ports. The collection of oily and greasy ship wastes is a cost-intensive task. This financial burden should not only be borne by the ports, as is the case at the moment. Rather, the Polluter-Pays Principle should be taken into consideration, which means that the IWT companies would share the upcoming costs in the future. One possibility, as it is recommended from the Danube Commission and also result of WANDA Financing Model is an international vignette system, which combines indirect payment with Polluter-Pays-Principle. Different tariffs for different types of vessels are possible. River Information Services are gaining increasing importance for the IWT. In Austria, some applications such as electronic maps, which display information about available waste reception facilities have already been developed. Nevertheless, possibilities for further use in ship waste management have to be examined and developed. Examples for applications are the display of reception facilities, the announcement of a mobile collection vessel, but also controlling purposes for authorities. Seite 33 von 63

35 International harmonisation and coordination is necessary for implementation of an efficient and sustainable ship waste management system. IWT transports on the Austrian Danube stretch are mostly carried out beyond the national border. Waste reception facilities can already be used by all vessels regardless of their flag, however, it is important, that unified standards and conditions for ship waste disposal are established along the whole Danube. In order to achieve this, a collection system for oily and greasy ship wastes should be harmonised as a first step in the Upper Danube Region (AT-SK-HU), since the three mentioned countries share a common Danube Stretch (AT-SK, SK-HU), are members of the European Union have similar interests in environmental protection, facilitation of IWT as environmental-friendly, economic competitive and sustainable transport mode as well as fulfilling European Standards of waste management. For facilitation of the common approach, follow-up projects taking into consideration the whole Danube stretch have to be developed. Waste prevention on the vessels should be boosted; besides investigations for waste prevention onboard, also funding programme for an upgrading of the technical equipment of the vessels, such as the shaft sealings shall be analysed. On the next side, an overview of the measures proposed for Austria with regards to oily and greasy ship waste as well as other hazardous ship waste, is provided. WANDA Output3.17_ATShipWasteManagement Concept Page 34 of 63

36 Measures for Oily and greasy ship wastes Other hazardous ship wastes Short term measures: 1-5 years Middle-term measures: > 5 years Edited by: Hans Berger, via donau Austrian Waterway Company Version: Project WAste management for inland Navigation on the DAnube - WANDA Duration: June March 2012 WANDA Pilot Activities Collection of Bilge Water, Used Oils, Other oily and greasy ship wastes Financing Model for oily and greasy ship wastes (Polluter-Pays-Principle, indirect payment, waste prevention, control mechanisms) Concept for the use of River Information Services for the managment of oily and greasy ship wastes & Information exchange and Cooperation with Danube Commission Project WAste management for inland Navigation on the DAnube Duration: June March 2012 WANDA Pilot Activities Collection in ports, bunkering stations, locks Development of a network of waste reception facilities: Infrastructure Feasability Study 3 possibilities Information exchange and Harmonisation with Rhine region (CCNR) Cooperation in the Upper Danube Region for the Developement of Waste Reception Facilities Development of a collection system for the collection of other hazardous ship wastes: 2 Possibilities Mobile Collection vessel Treatment onboard + 1 collection point for small amounts of used oils and other oily and greasy ship wastes + (1 collection point for small amounts of used oils and other oily and greasy ship wastes for passenger liners and international cabin vessels on main landing stages - tbd) Combination mobile Collection vessel + Onshore facilities + Collection vessel Whole AT Danube stretch or regional z.b. bunkering boat Stationary facilities Bunkering stations/collection tanks in ports/ pontoon EP 111 Onshore Facilities Collection tanks + (poss. treatment) in ports, Bunkering stations, EP 111 (= inkl. treatment) Assessement Criteria for a system: Costs Collected amounts Environmental Impacts User Friendliness Practicability Development & Enhancement of measures for waste prevention + Identification of funding programmes (e.g.. klima:aktiv) Information for IWT (waste reception facilites, waste prevention, emptying of bins etc.) Implementation of cross-border projects for ship waste management Collection with mobile vessel + 1 Collection point in every port + Collection points for passenger liners and international Cabin Vessels at main landing stages (tbd) Onshore Facilities Ports Bunkering stations Locks Main landing stages of passenger vessels/ international cabin vessels (tbd) Harmonised panel system Securing of financing means: Implementation of the WANDA Financing Model (Polluter- Pays, indirect payment, cross-border harmonised, waste prevention) Development of Control Mechanisms Usage of River Information Services (Announcement, Documentation, Controls) Securing of financing means 1. Integration into Financing Model for oily and greasy ship waste oder 2. Port Fees Figure 8-2: Measures for oily and greasy ship waste and other hazardous ship waste in Austria Seite 35 von 63

37 8.1.2 Measures for other hazardous ship waste Other hazardous ship wastes have a high danger potential, therefore - from a waste management point of view -, the aim is to separate them from the residual waste stream (Brezovich, 2011) and provide suitable waste reception facilities. Thereby, the integration into the collection of oily and greasy ship waste, which are also of a hazardous nature, is strongly recommended. Also, pilot actions for collection of those waste was foreseen within the WANDA project. Following the idea of one stop - all services, their collection should be integrated into the mobile bilge water collection vessel as first priority. Due to limited permissions of the foreseen vessel, this was not possible. Hence, onshore collection were carried out at Ennshafen, lock Persenbeug and at a site in Vienna (Riverkilomer 1925, right river bank) with collection trucks, providing rather low amounts, which are currently monitored (status end 2011). Financing the disposal services of other hazardous ship waste is an aspect that has to be considered carefully: If the collection of these wastes can be integrated into the collection of oily and greasy ship wastes, this should also be done for the financing. If they are collected separately, other possibilities such as the integration into port fees should be taken into consideration. Subsequently, the use of River Information Services as well as harmonisation on international level are recommended (see Figure 8-3) Measures for domestic refuse The current available waste disposal system along the AT Danube Stretch for domestic refuse seems to be sufficient providing a basis offer for vessels, which want to dispose their residuals. However, separate collection has not been implemented comprehensively. The installation of facilities for separate collection does not necessarily cause higher costs for the operators. Rather, if functioning well, volumes of residual wastes can be reduced, which can in fact lower costs. Nonetheless, an assessment of the situation on site has to be done in order to identify locations as well as the way of implementation, so that the facilities are used efficiently. For this purpose, the ports of Vienna as well as those of Enns and Linz have been visited in November A concept for improvement of the collection facilities in the ports of Vienna has been elaborated and the reception facilities in oil port Lobau have been upgraded in fall Also, for domestic waste generated onboard passenger vessels should be analysed with regards to residuals and recyclables. Subsequently, the question of organic wastes on passenger vessels, such as food leftovers has to be investigated. Figure 8-3 provides an overview about proposed measures along the AT Danube Stretch Measures for domestic sewage and sewage sludge Shortcomings in the current system have already been noticed in former years, stating a big need for measures and a big potential for improvement in the area of collection, treatment and disposal of grey water, black water and sewage sludge concerning passenger transport (via Seite 36 von 63

38 donau 2004, 2008). With regards to the growing number of passenger and international cruising cabin vessels, this topic is gaining increasing importance. Based on cooperation with passenger transport companies as well as national authorities an approach for waste water management on passenger vessels should be developed. An assessment of the impacts on the river ecosystems has to be carried out by experts. This expertise can be the basis for a priority ranking of measures to be taken (black water, grey water) as well as for necessary infrastructural measures. The possibility of direct versus indirect payment and possible tariff models have to be discussed with both the operators of the main landing stages and the operators of the passenger vessels. Direct payment may be an acceptable solution. Control mechanisms like a register for vessels and acceptance facilities have to be established for a minimization of discharges into the River Danube. Since cabin vessels navigate the whole Danube from the Upper Danube Region down to the Danube Delta, and hardly any international cabin vessels are registered in Austria, emphasis has to be put on a cross-border approach for the development of solutions. Figure 8-3 provides an overview about proposed measures along the AT Danube Stretch. WANDA Output3.17_ATShipWasteManagement Concept Page 37 of 63

39 Figure 8-3: Measures for other ship borne waste Seite 38 von 63

40 8.1.5 Measures for cargo wastes Based on the International Framework Concept, measures for the handling of cargo wastes on the national level have to be developed; profound analyses, incorporating skippers, unloaders and other important stakeholders shall help to identify hot spots for prioritisation of measures. If the implementation of reception facilities takes place as it has already in the Rhine region the rearrangement of the administrative framework as well as the securing of financial means will be necessary. An overview is given in Figure 8-4. Figure 8-4: Proposed measures for cargo waste in AT Seite 39 von 63

41 9 FINAL RECOMMENDATIONS The River Danube is an international waterway; more than 90 percent of the traffic in Austria is of cross-border nature. Hence efforts for further development of the national ship waste management system have to be harmonised with developments on international level. On the one hand, this implies strong cooperation on the political and administrative levels, for example within the Danube Commission. On the other hand, emphasis has to be put on the importance of implementing international (EU-funded) projects with a predetermined timeframe and clear results. As for the Rhine Region, the development of an international treaty regulating the handling of ship borne waste will be an important basic condition for provision of a unified ship waste management system along the Danube. Notwithstanding, the following recommendations are made for the further development of ship waste management in Austria: 1. In Austria, the current collection system for oily and greasy ship waste has to be developed further. This can be accomplished through the implementation of mobile or stationary waste reception facilities, or combined solutions. In order to cover all technical aspects, provide analyses of suitable locations as well as available funding means an infrastructure feasibility study has to be elaborated. In order to build on synergies and cost efficiency existing waste collection facilities should be reviewed regarding available capacities and technical standards. If eligible such facilities should be accessible for ship waste collection purposes. In Austria, especially the possibility of using Pontoon EP 111 should be reviewed. Once being installed, the usage of offered waste disposal services should be possible within clear defined conditions for any cargo- or passenger vessel regardless nationality. 2. The collection of other hazardous ship waste should be provided integrated into the collection system of oily and greasy ship waste. For efficiency reasons, this task should be incorporated into a future system for the collection of oily and greasy ship waste. However, small collection facilities shall be available in the ports, as foreseen in the Inland Waterway Regulation. Other solutions (collection onshore, campaign days, collection at locks, etc) should also be taken into account. 3. Cooperation with shipping companies, utility-, disposal- as well as infrastructure companies for implementing waste reception facilities has to be facilitated for creating a need-based supply. Involvement of IWT companies, including ports, authorities and waste disposal companies is essential to achieve best outputs for all process participants. Especially shipping companies have available information according waste amounts and practical experience with Seite 40 von 63

42 waste disposal. As users of waste perception facilities they have to be involved into the planning process to create a need-based supply. 4. The Polluter Pays Principle should be incorporated in a financing model for oily and greasy ship waste. Running expenses for running and maintaining waste collection infrastructure should be covered within a financing model, which considers the Polluter Pays Principle, indirect payment and facilitates waste prevention. Utilization of waste collection facilities by vessels of all flags requires international balance payments. Therefore the first step of international conciliation should be implemented in the Upper Danube Region (Austria Slovakia Hungary), each of which are member of the European Union and therefore have to apply similar standards for waste management. 5. Further investigation on domestic waste water and sewage sludge produced by passenger vessels should be undertaken. For domestic waste water and sewage sludge produced by passenger vessels a catalogue of measures has to be prepared together with the Federal Ministry of Transport, Innovation and Technology. However, comprehensive appraisals with regards to availability as well as demanded infrastructure, equipment of vessels and control mechanisms have to be elaborated. Also for this type of ship wastes, cross-border collaboration is essential. Furthermore also the question on current handling practises onboard, the collection and waste reception of organic waste/ food leftovers has to be investigated and analysed. 6. The extension of separate collection services in Austrian ports should be advanced. The extension of separate collection of recyclables for cargo vessels in Austrian ports should be advanced. The labelling/identification system, which was recommended by the Danube Commission and is installed at Austrian locks, should be implemented as far as possible. 7. Measures for waste avoidance and prevention on vessels should be implemented. For waste prevention on vessels measures should be developed. Furthermore shipping companies should be supported regarding implementation such as how to obtain subsidies. 8. Control mechanisms have to be developed. In order to avoid an evasion regarding waste charges and financing, gradual implementation of control measures have to be realised. Seite 41 von 63

43 9. The cognizant authorities shall cooperate and support the process of development of the AT ship waste management system For the set up of waste reception facilities as well as all related organisational issues, several permissions of different authorities have to be obtained. For efficiency reasons, cognizant authorities should support and coordinate this process as far as possible. 10. Concepts for cargo waste should be developed. For cargo waste, concepts which take the danger potential of different substances into account have to be developed. The construction of a catalogue of substances modelled on the CDNI system could be a first step. However, adaptations for the Danube stretch shall be made. Also the suggestions of the Danube Commission have to be proved and synchronized with the authorities of the Austrian water right. 11. Communication is an essential key factor for successful (international) ship waste management implementation. Communication among users, stakeholders and operators of the system is essential for a successful implementation of ship waste management. Modern technologies such as the River Information Services, but also traditional measures of communication, such as direct contact to skippers, distribution of brochures in ports and locks, mailing of newsletters, should be used in order to achieve a state-of the art, integrated and sustainable ship waste management system along the Danube. 12. Harmonisation on international level has high priority. The Danube is an international waterway. Hence a unified system, providing similar waste disposal services and technology standards shall be provided during the next years. In order to avoid inefficient stand-alone actions, the Austrian efforts shall be harmonised with the development on international level. This can be reached by active participation in international organisation, such as as the Danube Commission as well as implementation of projects, which combine an international as well as a national part. As in the Rhine Region, the development of an international treaty, which regulates the handling of the ship borne waste on international level, is a necessity for the Danube too. Seite 42 von 63

44 10 EVALUATION OF THE AUSTRIAN SHIP WASTE MANAGEMENT CONCEPT While some measures, for instance pilot activities for oily and greasy ship wastes, have been implemented during the runtime of the WANDA project, for some others, e.g. cargo waste, ballast water and waste water from passenger transport, detailed concepts still remain to be developed. In order to control the effectiveness of the identified measures and the achievement of objectives, the status of measures shall be evaluated periodically. This will make necessary adaptations possible as well. The time period recommended for these evaluations ranges between five to six years, based on the progress made in the meantime. Seite 43 von 63

45 11 TABLE INDEX Table 6-1: Ports and transhipment sites on the Austrian Danube (via donau, 2005; 2010a)20 Table 6-2: Locks on the Austrian Danube Stretch...21 Table 6-3: Bunkering stations on the Austrian Danube...21 Table 7-1: Average amount of bilge water for different types of vessels (BEG, 2003; cited in via donau, 2004)...24 Table 0-1: Possibilities of discharge of domestic refuse at the nine surveyed ports...51 Table 0-2: Estimated Amounts of collected domestic refuse in Austrian Public Ports...52 Table 0-3: Waste Reception facilities in Austrian Ports (via donau, 2008) LIST OF FIGURES Figure 6-1: Loading of a cargo ship (via donau, s.a.)...15 Figure 6-2: Freight transport on the Austrian Danube (via donau, 2009)...17 Figure 7-1: Waste caused by Inland Navigation (via donau, 2010, based on CCNR, 1996)...23 Figure 7-2: Waste collection facilities in Austria (A. Paltram, 2009)...27 Figure 7-3: Cleaning of gang board while shipping (cargo vessel)...29 Figure 8-1: Objectives for ship waste management in Austria simplified version...32 Figure 8-2: Measures for oily and greasy ship waste and other hazardous ship waste in Austria...35 Figure 8-3: Measures for other ship borne waste...38 Figure 8-4: Proposed measures for cargo waste in AT...39 Figure 0-1: Green Terminal Baja...50 Figure 0-2: Collected amounts of domestic refuse in Austrian Public Ports...52 Seite 44 von 63

46 13 REFERENCES Birklhuber (2012): Mündliche Auskunft zum ADN. Bundesministerium für Verkehr, Innovation und Technology. Radetzkystrasse Wien. Brezovich, (5.2011): Das neue Österreichische Abfallwirtschaftsrecht Praxishandbuch für die Entsorgung und Behandlung betrieblicher Abfälle. WEKA Verlag. Wien. Dirmhirn, (2011): Besprechung Magistrat Linz. Mündliche Auskunft. März Gabriel, Ruzek (1998): Untersuchung möglicher Sammelsysteme für die Abfälle der Donauschiffahrt. Endbericht. Auftraggeber: Bundesministerium für Umwelt, Jugend und Familie, Abt.III/4, Stubenbastei 5, 1010 Wien (Hrsg.). Gabriel, Renate (2001): Report zum Workshop: Erfassung von Abfällen aus der Donauschifffahrt im Hafen Enns. Phare Environment Consortium (2000): Ship borne oily water and waste on the Danube: Feasibility Study. Final Report. Carl Bro International. Glostrup Statistik Austria (2010): Güterverkehr auf der Donau im Jahr Statistik Austria. Wien via donau (2004): Nachhaltige und EU-konforme Sammlung und Behandlung von Abfällen der Binnenschifffahrt auf der oberen Donau. [ Sustainable and EU conform collection and treatment of wastes from inland navigation on the Upper Danube ]. Wien. via donau (2005): Handbuch der Donauschifffahrt. via donau Österreichische Wasserstraßen-Gesellschaft mbh. Wien via donau (2007): Optimierung der Sammlung und Entsorgung von Abfällen aus der Güterschifffahrt auf österreichischen Donau-Schleusen. [ Optimization of collection and disposal from wastes of cargo vessels on Austrian Danube Locks ] via donau. Vienna via donau (2008): Sammlung, Behandlung und Entsorgung von Grauwasser, Schwarzwasser und Klärschlamm der Fahrgastschifffahrt auf dem Österreichischen Donauabschnitt. [ Collection, Treatment and Disposal of grey water, black water and sewage sludge from passenger transport vessels on the Austrian Danube Stretch ] via donau. Vienna via donau (2009): Donauschifffahrt in Österreich - Jahresbericht via donau Österreichische Wasserstraßen-Gesellschaft mbh. Wien. via donau (2011): Mag. Thomas Hartl, mündliche Auskunft ZKR (1996): Übereinkommen über die Sammlung, Abgabe und Annahme von Abfällen in der Rhein- und Binnenschifffahrt (CDNI). Zentralkommission für die Rheinschifffahrt. Straßburg Other resources Seite 45 von 63

47 Ager, Albert (2003): Verfassungs-, verwaltungs- und europarechtliche Rahmenbedingungen für ein Roadpricing-Konzept. Dissertation. University of Salzburg APDF, 2010: Comment to the Categorization of Ship Wastes. National Company The Administration of River Ports on the Danube. Giurgiu Austrian Hydro Power AG (2007): Die Kraftwerke an der österreichischen Donau. Austrian Hydro Power AG. Vienna BMLFUW (2009a): Nationaler Gewässerbewirtschaftungsplan Donau Rhein Elbe. Entwurf (BMLFUW-UW.4.1.1/0003-I/42009). Bundesministerium für Land- und Forstwirtschaft, Umwelt und Wasserwirtschaft. Vienna. BMLFUW (2009b): Organisatorische Aspekte der österreichischen Abfallwirtschaft. Endbericht. Studie zu GZ BMLFUW-UW.2.1.8/0009-VI/3/2008. Auftragnehmer: denkstatt GmbH. Vienna BMVIT (2010): Vessel registration statistics. Federal Ministry for Transport, Innovation and Technology. Vienna Donaukommission (2009): Expertengruppe Schiffsbetriebsabfälle Ergebnisbericht. Danube Commission. Budapest Dorgeloh, Kaiser, Reitz (2007): Untersuchung von Schiffskläranlagen. 1. Sprechtag Abwasserentsorgung in der Seeschifffahrt. 6. November 2007, Hamburg. Prüf- und Entwicklungsinstitut für Abwassertechnik an der RWTH Aachen Hadházi, Dániel (2003): Parameter Analysis of a Ship-borne Waste Handling Vessel for Upper Danube Service. Proceedings of the European Inland Waterway Navigation Conference, June Györ UBA (2006): Bundesabfallwirtschaftsplan Umweltbundesamt. Vienna Internet Bilgenentwässerungsverband (2009): Bilgenentwässerungsverband. Available at: last access on Brandner Schiffahrt (2010): Brandner Cruises on the Danube. Available at - last access on Danube Commission (2010): Convention regarding the regime of navigation on the Danube Available at - last access on DDSG GmbH (2010): Bunkerservice. Available at - last access on Seite 46 von 63

48 Donauschiffahrt Wurm + Köck (2010): Unsere Flotte. Available at - last access on European Commission (2010): available at: Last access: January 2012 ICPDR (2006): Danube Facts and Figures: Austria. Available at: last access on: IMO, 2010: International Maritime Organisation. Available at: ourwork/environment/ballastwatermanagement/pages/default.aspx. last access: June 2011 Kommission der europäischen Gemeinschaften (2008): MITTEILUNG DER KOMMISSION AN DEN RAT, DAS EUROPÄISCHE PARLAMENT, DEN EUROPÄISCHEN WIRTSCHAFTS- UND SOZIALAUS- SCHUSS UND DEN AUSSCHUSS DER REGIONEN: HIN ZU EINER EU-STRATEGIE FÜR DEN UMGANG MIT INVASIVEN ARTEN. =COM:2008:0789:FIN:DE:PDF. Last access: September 2011 Kommunalkredit Public Consulting (2010): Betriebliche Verkehrsmaßnahmen. Available at: /verkehr_und_mobilitt/betriebliche_verkehrsmanahmen - last access on Lüftner Cruises (2010): Unsere Flotte. Available at - last access on MOL Austria (2010): Bunkergasöl. Available at - last access on Reederei Jaegers Group (2010a): DTSG. Available at - last access on Reederei Jaegers Group (2010b): DTSG Bunkering Service. Available at - last access on Rheintank (2010): Unsere Bunkerstationen. Available at - last access on via donau (2010a): Danube Ports Online. Available at - last access on: via donau (2010b): The Blue Pages. Companies in Austria. Available at - last access on: via donau (2010c): Verkehrsprognose. Available at - last access on: Seite 47 von 63

49 via donau (2010d): Umschlagsprognose. Available at - last access on: via donau (2010a): Danube Ports Online. Available at last access on: Interviews Schifffahrtsunternehmen: Croisi Europe, Danu Transport, DDSG, DDSG Blue Danube, DTSG Häfen und Umschlagsländen Agrarspeicher, Donau Chemie, Donauraum Wien, Garant, Hafen Linz, Hafen Wien, MOL Austria Öffentliche Stellen und internationale Organisationen BMVIT, CCNR, Danube Commission, via donau Seite 48 von 63

50 ANNEX ANNEX 1: DISPOSAL SYSTEMS FOR OILY AND GREASY SHIP WASTE For collection of bilge water, three basic possibilities can be distinguished: 1. Collection and treatment on board of every vessel 2. Usage of mobile systems a. Collection and treatment onboard b. Collection by waste collection vessel, treatment onshore 3. Onshore based facilities The following section gives an overview about advantages and disadvantages of every system used. 1. Collection and treatment on board of every vessel Treatment on board of every vessel in the Danube Region has started in the 1970s with the installation of gravitation based bilge water separators (Gabriel, 2001). The bilge water is cleaned and the cleaned water is discharged into the waterway. The use of this equipment is still allowed in Austria; however, interviews made with IWT companies indicate that only a few vessels use them currently. The technology used - from our point of view is not the best one available, since the cleaning capacity is worse than those reached by professional waste treatment plants. Moreover, in the Rhine region, the usage of such equipment is not foreseen. Hence, an equipment of vessels with gravity oily separation equipment is not a feasible alternative in Austria and is therefore excluded from further investigation. 2. Usage of mobile systems Another possibility is to use mobile collection boats. This way, oily and greasy ship waste is collected in Germany and the Netherlands. The main advantage is that these services are very user-friendly and that additional time for the skippers who want to deliver their waste is kept to a minimum. Two main systems can be distinguished, namely collection boats, which have treatment plants onboard and discharge cleaned water back into the waterway (Germany), and boats which simply collect the oily and greasy ship wastes, with treatment then being made onshore (Netherlands). In the Austrian Inland Waterway Regulation the operation of such a mobile bilge water collection and treatment vessel is foreseen; the limit values for a discharge of cleaned water back into the Danube are 10 ppm. However, additional permissions are necessary for the operation of such a boat, such as from waste management act or water right, which regulates procedures and limit values for discharge into the waterway. Indeed, pilot tests in Austria showed that the bilge water can contain other substances which can t be removed even by ultrafiltration but would require subsequent biological treatment which can be provided by municipal sewage plants. To sum up, mobile Seite 49 von 63

51 vessels are a very flexible solution, however treatment on board is limited due to restricted space. These aspects have to be taken into consideration for deeper assessment of an infrastructure development scenario. 3. Onshore based facilities Onshore-based facilities are tanks, pontoons or the currently used system of suction vehicles. If being installed and operated permanently, they have the advantage of continuous availability. However, suitable locations which can be accessed by vessels easily are necessary. First experiences made with the Green Terminal Baja (see Figure 0-1) show a very low capacity utilisation during the first months of operation. The same is valid for the waste collection services in Vukovar Port, which is combined with a bunkering station. In Austria, the DDSG operates an onshore based facility in Linz for its own vessels which shall be renewed and upgraded to the state of art. Once being installed, an opening of such privately owned stations to vessels of other fleets could provide an efficient solution for collection of ship waste. Figure 0-1: Green Terminal Baja 4. Combination of mobile and onshore based facilities For providing efficient, user-friendly waste reception facilities, combinations of mobile collection vessels, which serve certain section of the waterway with onshore facilities, shall be investigated deeper. Indeed, combined systems may have different requirements with regards to the equipment leading to varying costs. Hence, an optimum between low costs, high capacity utilisations and high cleaning capacity has to be provided. Seite 50 von 63

52 ANNEX 2: WASTE RECEPTION OF OTHER SHIP BORNE WASTE IN AUSTRIAN PORTS Generally, the collection facilities for domestic refuse (see Table 0-1) are freely accessible and there is no need for an appointment. However, depending on the port they are located several meters away (5 300 m) from the transhipment area. Type of waste Waste paper 5 Clear and coloured glass 4 Plastic packaging 3 Metal packaging 4 Number of ports with possibility of discharge Table 0-1: Possibilities of discharge of domestic refuse at the nine surveyed ports At the public ports the use of the containers is included in the port dues, private ports charge after stipulation. The waste collection facilities are well known by the navigation and commonly marked in port plans, which are available as folders or posted at the port. However, the marking of the collection area and of the containers is partially insufficient. In particular big containers are often not or poorly labelled by provisionally built metal signs (e.g. ports Enns and Krems). At the time, a standardized marking and colour guidance system does not exist. Nonetheless, for stickers and containers mainly the colours characteristic in Austria for the several waste fractions are used. In most surveyed ports there are bins or containers for residual waste. Partially they can also be used for the disposal of bulk waste (e.g. port Enns). However, in most cases this is not allowed and bulk waste cannot be disposed at all or only separately after appointment (e.g. Linz Commercial port, Linz Oil port and port Ybbs). Recyclables can be disposed at around the half of the ports. In general, there is a great scepticism among the port operators regarding the provision of containers for recyclables, because according to the queried persons the commercial navigation does not separate its waste. For example, the port Vienna Freudenau provided containers for glass for a short period of time. They had been removed after several months because they had not been used at all. Regarding the general trend, even if there have been negative experiences in the past, there is a willingness of expanding and providing containers for recyclables (via donau, 2007). Based on the query of available waste reception facilities in Austrian ports, basic values about annual amounts of collected waste in the public ports (Linz Commercial Port and Oil Port, Ennshafen, Port Krems, three ports of Vienna) can be provided (see Table 0-2). Seite 51 von 63

53 Waste Category Mean density (kg/m³) 13 Collected Volume (m³/year) Mass (tonnes/year) Residual waste 110 1, Waste paper Clear and Coloured Glass Plastic Packaging Metals 70 No estimation possible No estimation possible Table 0-2: Estimated Amounts of collected domestic refuse in Austrian Public Ports The results of the calculations are based on several assumptions, like fill level of bins, shared use of bins, time interval of collection, mean density etc 14. Therefore it is important to keep in mind, that these are approximations showing the range of collected amounts. Collected amounts of domestic refuse in Austrian Public Ports (tonnes/year) tonnes/year Residual waste Waste paper Clear and Coloured Glass Plastic Packaging Figure 0-2: Collected amounts of domestic refuse in Austrian Public Ports 13 Gabriel, Ruzek, The calculation sheets are attached in the annexes. Seite 52 von 63

54 The following table gives an overview of the possibilities of disposal for different kinds of wastes at the Austrian Danube ports. Furthermore, the table contains information about necessary appointments and the way of handing over the waste. Seite 53 von 63

55 Ports Linz Commercial Port Linz Oil Port Linz Port Voest Port Enns Port Ybbs Waste collection facilities Y/N Appointment Way of handing over Y/N Appointment Way of handing over Y/N Appointment Way of handing over Y/N Appointment Way of handing over Y/N Appointment Way of handing over Residual waste Yes No 16 containers at 1,100 l each Yes No 12 containers at 120 l each, 2 containers at 1,100 l each Yes No 1 container at 1,000 l Yes No 5 containers at 7 m³ each Yes Yes, at the company Schaufler, head of department Danube port 3 containers at 24 m³ each (additionally various containers at 120 to 1,100 l containers in reserve) Waste paper Yes No 5 containers at 1,100 l each No - - Yes No 1 container at 1,000 l No - - Yes Yes, at the company Schaufler, head of department Danube port 1 container at 24 m³ (additionally various containers at 120 to 1,100 l containers in reserve) Clear glass Yes Yes, at the port operator 1 container at 1,000 l Yes Yes, at the port operator 1 container at 1,000 l Yes No 1 container at 1,000 l No - - No Planned Coloured glass Yes Yes, at the port operator 1 container at 1,000 l Yes Yes, at the port operator 1 container at 1,000 l Yes No 1 container at 1,000 l No - - No Planned Plastic packaging Yes No 2 containers at 1,000 l each No - - Yes No 1 container at 1,000 l No - - No - - Metal packaging Yes No 1 container at 6 m³ for scrap metal (no separate collection of metal packaging) No - - Yes No, except the disposal of scrap and scrap metal (appointment at the port operator) 1 container at 1,000 l (metal packaging), 1 container at 5 m³ (scrap and scrap metal) No - - Yes See residual waste Various waste grounds, separated by type of metal Bulk waste Yes Yes, at the port operator 1 container at 6 m³ Yes Yes, at the port operator 1 container at 6 m³ (at the commercial port) No - - Yes See residual waste See waste residual Yes See residual waste In-house waste ground for bulk waste Hazardous wastes Yes Yes, at the port operator 1 container at 6 m³ and various small containers Yes Yes, at the port operator 1 container at 6 m³ and various small containers (at the commercial port) No - No - - Yes See residual waste Various containers, separated by type of substance Bilge water Yes Yes, at the port operator Suction vehicle (movement to Oil port necessary) Yes Yes, at the port operator Suction vehicle No - No - - Yes See residual waste Suction vehicle Waste oil (big amounts) Yes Yes, at the port operator Suction vehicle (movement to Oil port necessary) Yes Yes, at the port operator Suction vehicle No - No - - Yes See residual waste Suction vehicle Waste oil (small amounts) Yes Yes, at the port operator 2 containers at 200 l each, 2 containers at 1,000 l each Yes Yes, at the port operator 2 containers at 200 l each, 2 containers at 1,000 l each (at the commercial No - No - - Yes See residual waste Various containers, separated by type of substance Seite 54 von 63

56 port) Oily and greasy wastes Yes Yes, at the port operator See hazardous wastes Yes Yes, at the port operator See hazardous wastes No - No - - Yes See residual waste Cargo residues Yes Returning of cargo residues to the cargo if possible, standard of unloading is clean swept Yes Returning of cargo residues to the cargo if possible, standard of unloading is clean swept or stripped Yes Returning of cargo residues to the cargo if possible, standard of unloading is clean swept Yes Returning of cargo residues to the cargo if possible, standard of unloading is clean swept Yes Returning of cargo residues to the cargo if possible, standard of unloading is clean swept Swilling-out water Yes Yes, at the port operator Suction vehicle Not regulated - Suction vehicle Not regulated - Suction vehicle Not regulated - - Not regulated - - Slops Not regulated - - Not regulated - - Not regulated - - Not regulated - - Not regulated - - Ports Port Krems Port Vienna Freudenau Port Vienna Albern Port Vienna Lobau Waste collection facilities Y/N Appointment Way of handing over Y/N Appointment Way of handing over Y/N Appointment Way of handing over Y/N Appointment Way of handing over Residual waste Yes No 1 container at 1,100 l, 1 container at 15 m³ Yes No 2 containers at 1,100 l each Yes No 2 containers at 1,100 l each Yes No 1 container at 1,100 l Waste paper Yes No 1 container at 1,100 l (one additional container is planned) No - - Yes No 1 container at 1,100 l No - - Clear glass Yes No 1 container at 220 l No - - No - - No - - Coloured glass Yes No 1 container at 220 l No - - No - - No - - Plastic packaging Yes No 1 container at 1,100 l No - - No - - No - - Metal packaging Yes No 1 container at 220 l (metal packaging), 1 container at 15 m³ (scrap metal) No - - No - - No - - Bulk waste No - - No - - No - - No - - Hazardous wastes No - - No - - No - - No - - Bilge water No - - No - - No - - Yes Yes, at the port operator 1 container at 1,000 l Waste oil (big amounts) Waste oil (small amounts) Oily and greasy wastes No - - No - - No - - No - - No - - Yes No 1 container at 1,000 l Yes No 1 container at 1,000 l Yes No 1 container at 1,000 l No - - No - - No - - No - - Cargo residues Yes Returning of cargo Yes Returning of cargo Yes Returning of cargo Yes Standard of unloading is Seite 55 von 63

57 residues to the cargo if possible, standard of unloading is clean swept residues to the cargo if possible, standard of unloading is clean swept residues to the cargo if possible, standard of unloading is clean swept stripped Swilling-out water Not regulated - - Not regulated - - Not regulated - - Not regulated - - Slops Not regulated - - Not regulated - - Not regulated - - Not regulated - - Table 0-3: Waste Reception facilities in Austrian Ports (via donau, 2008) Seite 56 von 63

58 ANNEX 3: REFERENCE SYSTEM FOR SHIP WASTE COLLECTION IN AUSTRIA On the following pages, a reference system for the development of ship waste collection in Austria is provided. It consists of the investigated objectives as well as the measures, which shall be implemented in Austria in the upcoming years. However, the information contained therein has been integrated into the document at hand. Seite 57 von 63

59 Superior Objectives Domestic Refuse International Harmonization Prevention of deterioration Achievement of good chemical and ecological status of the surface water/ groundwater Enhancement and Restoration of bodies of surface waters Preservation of protected areas Waste Prevention Saving of resources Secondary Objectives Progressive reduction of pollution from discharges and emissions of hazardous substances Awareness raising Modernisation of IWT/ fleet innovation Polluter-Pays Principle Recovery/ Recycling (Resource:energy, raw materials) Stable and Lasting Financing (Resource: Financial means) Usage of the Waste Reception Facilities Sufficient dense network of waste reception facilities Indirect Payment Short Term Measures 1 5 years Development of waste reception facilities at transhipment sites (> 50,000 tons transhipment/year) Information for the IWT Sector/ for the skippers To be discussed Financing through port fees (already implemented) Passenger Vessels: direct payment Bins for separate collection of recyclabes in the ports, + accompanying measures (appealing structure of areas, information panels, etc.) Investigation of demand for waste reception facilities for passenger vessels& international cruising vessels (tbd) + installation of waste collection points, if necessary To be discussed Middle Term Measures > 5 years Establishment of a unique marking/labelling system in the ports/transhipment sites/ main stages Evaluation of the collection at the three Austrian Locks Legend: Relations Direct Connection Objective - Measures For Passenger Vessels & International Cruising Boats: Development of tariff models,which facilitate separation of wastes Harmonization in the Upper Danube Region (tbd) Indirect Connection Objective - Measures Information about tariffs Harmonization of measures with the Rhine region (tbd) Connection between Objectives Seite 58 von 63

60 Superior Objectives Oily and greasy ship wastes International Harmonization Prevention of deterioration Achievement of good chemical and ecological status of the surface water/ groundwater Enhancement and Restoration of bodies of surface waters Preservation of protected areas Waste Prevention Saving of resources Secondary Objectives Progressive reduction of pollution from discharges and emissions of hazardous substances Awareness raising Modernisation of fleet/ fleet innovation Polluter-Pays Principle Recovery & Recycling (Resource: Fossil Fuels) Stable and Lasting Financing (Resource: Financial means) Control Mechanisms (Resource: Waterway) Usage of the Waste Reception Facilities Short Term Measures (1-5 years) Sufficient dense network of waste reception facilities Control Mechanisms Indirect Payment Cooperation and Information exchange with Danube Commission Pilot Actions: Mobile Collection of Bilge Water, Used Oils, Other Oily and greasy Ship Wastes Information for the IWT about disposal facilities (cargo vessels, passenger liners) Development of a financing model that facilitates waste avoidance; incorporation of Polluter-Pays Principle Cooperation in the Upper Danube Region for development of waste reception facilities Follow up: Establishment of a collection system for oily and greasy ship wastes in AT Concepts for control mechanisms (e.g. Oil Log) Possibility for Skippers to send a demand for disposal via RIS Middle Long Term Measures (> 5 years) One Collection Point in every port for other oily and greasy wastes (filters, bins, rags, ) and small amounts of waste oils Reception facilities for other oily and greasy ship wastes and small amounts of waste oils for passenger vessels & international cabin vessels (to be discussed) Preparatory Work for supply of financing model by RIS Identification of waste prevention measures Implementation of a financing model (polluter pay s principle, indirect payment) Identification of support programmes (e.g. klima:aktiv) Harmonization of the collection of oily and greasy ship wastes in the Upper Danube Region Implementation of RIS for supply of the financing model Legend: Relations Direct Connection Objective - Measures Harmonization of measures with the Rhine region (tbd) Operation of collection services Implementation for Control Mechanisms Documentation via RIS(optional) Indirect Connection Objective - Measures Imlemenation of measures for waste prevention with support of funding programmes Connection between Objectives Seite 59 von 63

61 Superior Objectives Other hazardous ship wastes International Harmonization Prevention of deterioration Achievement of good chemical and ecological status of the surface water/ groundwater Enhancement and Restoration of bodies of surface waters Preservation of protected areas Waste Prevention Saving of resources Secondary Objectives Progressive reduction of pollution from discharges and emissions of hazardous substances Usage of the Waste Reception Facilities Awareness raising Modernisation of IWT/ fleet innovation Polluter-Pays principle Recovery/ Recycling (Resource: Fossil Fuels) Stable and Lasting Financing (Resource: Financial means) Control Mechanisms (Resouce: Waterway) tbd Sufficient dense network of waste reception facilities Control Mechanisms (tbd) Indirect Payment Short Term Measures (1 5 years) Integration into mobile collection services for oily and greasy ship wastes Information for the IWT Sector (emptying residues, disposal facilities,...!) Option: Integration into the Financing Model for Oily and greasy ship wastes Financing through port fees Provision of one collection point per port Establishment of a unique marking/labelling system in the ports Possibility for Skippers to send a demand for disposal via RIS Middle Term Measures > 5 years Waste collection points at main stations for passenger liners/international cruising ships Pilot actions: Collection at locks (to be discussed) Harmonization in the Upper Danube Region Legend: Relations Direct Connection Objective - Measures Option: Integration into the Financing Model for Oily and greasy ship wastes Harmonization of measures with the Rhine region (tbd) Indirect Connection Objective - Measures Documentation via RIS (optional) Connection between Objectives Seite 60 von 63