PROTOCOL
ON COMBINED TRANSPORT ON INLAND WATERWAYS
TO THE EUROPEAN AGREEMENT ON IMPORTANT INTERNATIONAL
COMBINED TRANSPORT LINES AND RELATED INSTALLATIONS
(AGTC) OF 1991
(Geneva, 17.I.1997)
The Contracting Parties,
desiring to facilitate the international transport of goods,
aware of the expected increase in the international transport
of goods as a consequence of growing international trade,
conscious of the adverse environmental consequences such
developments might have,
emphasizing the important role of all combined transport
techniques to alleviate the burden on the European inland
transport network and to mitigate environmental damages,
recognizing that combined transport on inland waterways and on
certain coastal routes can constitute an important element on
certain European transport corridors,
convinced that, in order co make international combined
transport on inland waterways and on certain coastal routes in
Europe more efficient and attractive to customers, it is essential
to establish a legal framework which lays down a coordinated plan
for the development of combined transport services on inland
waterways and on certain coastal routes and of the infrastructure
necessary for their operation based on internationally agreed
performance parameters and standards,
have agreed as follows:
Chapter I. GENERAL
Article 1
Definitions
For the purposes of this Protocol:
a) The term "combined transport" shall mean the transport of
goods in one and the same transport unit using more than one mode
of transport;
b) The term "network of inland waterways of importance for
international combined transport" shall refer to all inland
waterways and those coastal routes which conform to the minimum
requirements contained in Annex III to this Protocol if:
i) they are currently used for regular international
combined transport;
ii) they serve as important feeder lines for international
combined transport;
iii) they are expected to become important for
international combined transport in the near future (as defined in
"i" and "ii").
These coastal routes should be in line with the provisions of
Annex III, section "a", paragraph "xi";
c) The term "related installations" shall refer to terminals
in ports which are of importance for international combined
transport, providing for the transshipment of containers and other
intermodal transport units (swap-bodies, semi-trailers, goods road
vehicles, etc.) used in combined transport between inland water
vessels and sea, road and rail transport.
Article 2
Designation of the network
1. The Contracting Parties being also Parties to the European
Agreement on Important International Combined Transport Lines and
Related Installations (AGTC) of 1991 adopt the provisions of this
Protocol as a coordinated international plan for the development
and operation of a network of inland waterways of importance for
international combined transport as well as for terminals in
ports, hereinafter referred to as "international inland waterway
network for combined transport" which they intend to undertake
within the framework of national programmes.
2. The international inland waterway network for combined
transport consists of the inland waterways contained in Annex I to
this Protocol and of terminals in ports contained in Annex II to
this Protocol.
Article 3
Technical and operational minimum requirements
In order to facilitate combined transport services on the
international inland waterway network for combined transport,
Contracting Parties shall undertake appropriate measures in order
to achieve the technical and operational minimum requirements
referred to in Annex III to this Protocol.
Article 4
Annexes
The annexes to this Protocol form an integral part of the
Protocol.
Chapter II. FINAL PROVISIONS
Article 5
Designation of the depositary
The Secretary-General of the United Nations shall be the
depositary of this Protocol.
Article 6
Signature
1. This Protocol shall be open at the office of the United
Nations in Geneva for signature by States which are Contracting
Parties to the European Agreement on Important International
Combined Transport Lines and Related Installations (AGTC) of 1991
from 1 November 1997 to 31 October 1998.
2. Such signatures shall be subject to ratification,
acceptance or approval.
Article 7
Ratification, acceptance or approval
1. This Protocol shall be subject to ratification, acceptance
or approval in accordance with paragraph 2 of article 6.
2. Ratification, acceptance or approval shall be effected by
the deposit of an instrument with the Secretary-General of the
United Nations.
Article 8
Accession
1. This Protocol shall be open for accession by any State
referred to in paragraph 1 of Article 6 from 1 November 1997.
2. Accession shall be effected by the deposit of an instrument
with the Secretary-General of the United Nations.
Article 9
Entry into force
1. This Protocol shall enter into force 90 days after the date
on which the Governments of five States have deposited an
instrument of ratification, acceptance, approval or accession,
provided that one or more waterways of the international inland
waterway network for combined transport link, in a continuous
manner, the territories of at least three of the States which have
deposited such an instrument.
2. If the above condition is not fulfilled, the Protocol shall
enter into force 90 days after the date of the deposit of the
instrument of ratification, acceptance, approval or accession,
whereby the said condition will be satisfied.
3. For each State which deposits an instrument of
ratification, acceptance, approval or accession after the
commencement of the period of 90 days specified in paragraphs 1
and 2 of this article, the Protocol shall enter into force 90 days
after the date of deposit of the said instrument.
Article 10
Limits to the application of the Protocol
1. Nothing in this Protocol shall be construed as preventing a
Contracting Party from taking such action, compatible with the
provisions of the Charter of the United Nations and limited to the
exigencies of the situation, as it considers necessary for its
external or internal security.
2. Such measures, which must be temporary, shall be notified
immediately to the depositary and their nature specified.
Article 11
Settlement of disputes
1. Any dispute between two or more Contracting Parties which
relates to the interpretation or application of this Protocol and
which the Parties in dispute are unable to settle by negotiation
or other means shall be referred to arbitration if any of the
Contracting Parties in dispute so requests and shall, to that end,
be submitted to one or more arbitrators selected by mutual
agreement between the Parties in dispute. If the Parties in
dispute fail to agree on the choice of an arbitrator or
arbitrators within three months after the request for arbitration,
any of those Parties may request the Secretary-General of the
United Nations to appoint a single arbitrator to whom the dispute
shall be submitted for decision.
2. The award of the arbitrator or arbitrators appointed in
accordance with paragraph 1 of this article shall be binding upon
the Contracting Parties in dispute.
Article 12
Reservations
Any State may, at the time of signing this Protocol or of
depositing its instrument of ratification, acceptance, approval or
accession, notify the depositary that it does not consider itself
bound by article 11 of this Protocol.
Article 13
Amendment of the Protocol
1. This Protocol may be amended in accordance with the
procedure specified in this article, except as provided for under
articles 14 and 15.
2. At the request of a Contracting Party, any amendment
proposed by it to this Protocol shall be considered by the Working
Party on Combined Transport of the United Nations Economic
Commission for Europe.
3. If the amendment is adopted by a two-thirds majority of the
Contracting Parties present and voting, the amendment shall be
communicated by the Secretary-General of the United Nations to all
Contracting Parties for acceptance.
4. Any proposed amendment communicated in accordance with
paragraph 3 of this article shall come into force with respect to
all Contracting Parties three months after the expiry of a period
of twelve months following the date of its communication, provided
that during such period of twelve months no objection to the
proposed amendment shall have been notified to the
Secretary-General of the United Nations by a State which is a
Contracting Party.
5. If an objection to the proposed amendment has been notified
in accordance with paragraph 4 of this article, the amendment
shall be deemed not to have been accepted and shall have no effect
whatsoever.
Article 14
Amendment of Annexes I and II
1. Annexes I and II to this Protocol may be amended in
accordance with the procedure laid down in this article.
2. At the request of a Contracting Party, any amendment
proposed by it to Annexes I and II shall be considered by the
Working Party on Combined Transport of the United Nations Economic
Commission for Europe.
3. If the amendment is adopted by the majority of the
Contracting Parties present and voting, the proposed amendment
shall be communicated by the Secretary-General of the United
Nations to the Contracting Parties directly concerned for
acceptance. For the purpose of this article, a Contracting Party
shall be considered directly concerned if, in the case of
inclusion of a new inland waterway section or a terminal or in
case of their respective modification, its territory is crossed by
that inland waterway section or is directly linked to the
terminal, or if the considered terminal is situated on the said
territory.
4. Any proposed amendment communicated in accordance with
paragraphs 2 and 3 of this article shall be deemed accepted if,
within a period of six months following the date of its
communication by the depositary, none of the Contracting Parties
directly concerned has notified the Secretary-General of the
United Nations of its objection to the proposed amendment.
5. Any amendment thus accepted shall be communicated by the
Secretary-General of the United Nations to all Contracting Parties
and shall enter into force three months after the date of its
communication by the depositary.
6. If an objection to the proposed amendment has been notified
in accordance with paragraph 4 of this article, the amendment
shall be deemed not to have been accepted and shall have no effect
whatsoever.
7. The depositary shall be kept promptly informed by the
secretariat of the Economic Commission for Europe of the
Contracting Parties which are directly concerned by a proposed
amendment.
Article 15
Amendment of Annex III
1. Annex III to this Protocol may be amended in accordance
with the procedure specified in this article.
2. At the request of a Contracting Party, any amendment
proposed by it to Annex III shall be considered by the Working
Party on Combined Transport of the United Nations Economic
Commission for Europe.
3. If the proposed amendment is adopted by a two-thirds
majority of the Contracting Parties present and voting, it shall
be communicated by the Secretary-General of the United Nations to
all Contracting Parties for acceptance.
4. Any proposed amendment communicated in accordance with
paragraph 3 of this article shall be deemed accepted unless,
within a period of six months following the date of its
communication, one fifth or more of the Contracting Parties have
notified the Secretary-General of the United Nations of their
objection to the proposed amendment.
5. Any amendment accepted in accordance with paragraph 4 of
this article shall be communicated by the Secretary-General to all
Contracting Parties and shall enter into force three months after
the date of its communication with respect to all Contracting
Parties except those which have already notified the
Secretary-General of the United Nations of their objection to the
proposed amendment within the period of six months following the
date of its communication according to paragraph 4 of this
article.
6. If one fifth or more of the Contracting Parties have
notified an objection to the proposed amendment in accordance with
paragraph 4 above, the amendment shall be deemed not to have been
accepted and shall have no effect whatsoever.
Article 16
Denunciation
1. Any Contracting Party may denounce this Protocol by written
notification addressed to the Secretary-General of the United
Nations.
2. The denunciation shall take effect one year after the date
of receipt by the Secretary-General of the said notification.
3. Any Contracting Party which ceases to be a Party of the
European Agreement on Important International Combined Transport
Lines and Related Installations (AGTC) of 1991 shall on the same
date cease to be a Party to this Protocol.
Article 17
Termination
Should, after the entry into force of this Protocol, the
number of Contracting Parties for any period of twelve consecutive
months be reduced co less than five, the Protocol shall cease to
have effect twelve months after the date on which the fifth State
ceased to be a Contracting Party.
Article 18
Notifications and communications by the depositary
In addition to such notifications and communications as this
Protocol may specify, the functions of the Secretary-General of
the United Nations as depositary shall be as set out in Part VII
of the Vienna Convention on the Law of Treaties, concluded at
Vienna on 23 May 1969.
Article 19
Authentic texts
The original of this Protocol, of which the English, French,
and Russian texts are equally authentic, shall be deposited with
the Secretary-General of the United Nations.
In witness whereof the undersigned, being duly authorized to
that effect, have signed this Protocol.
Done at Geneva on the seventeenth day of January 1997.
Annex I
INLAND WATERWAYS OF IMPORTANCE FOR INTERNATIONAL
COMBINED TRANSPORT <*>
Numbering of inland waterways of international importance
1. All inland waterways of importance for international
combined transport shall have two-, four- or six-digit numbers
preceded by the letters "C-E" <**>.
--------------------------------
<*> Inland waterways are considered to be important for
international combined transport if they are currently used for
regular international combined transport, if they serve as
important feeder lines for international transport or if they are
expected to become important for international combined transport
in the near future (refer to Article 1, paragraph "b").
<**> C-E inland waterways are contained in the European
Agreement on Main Inland Waterways of International Importance
(AGN) and in this Protocol.
2. Main elementary parts of the C-E waterway network shall
have two-digit numbers and their branches and secondary branches
("branches of branches") shall have four- and six-digit numbers,
respectively.
3. Trunk inland waterways which follow a mainly north-south
direction providing access to sea ports and connecting one sea
basin to another shall be numbered 10, 20, 30, 40 and 50 in
ascending order from west to east.
4. Trunk inland waterways which follow a mainly west-east
direction crossing three or more inland waterways mentioned in 3
above shall be numbered 60, 70, 80 and 90 in ascending order from
north to south.
5. Other main inland waterways shall be identified by
two-digit numbers between the numbers of the two trunk inland
waterways, as mentioned in 3 and 4 above, between which they are
located.
6. In the case of branches (or branches of branches), the
first two (or four) digits shall indicate the relevant higher
element of the waterway network and the last two shall indicate
individual branches numbered in order from the beginning to the
end of the higher element as described in the table below. Even
numbers shall be used for right-hand-side branches and odd numbers
for left-hand-side branches.
EUROPEAN INLAND WATERWAYS OF IMPORTANCE FOR REGULAR
INTERNATIONAL COMBINED TRANSPORT
Inland waterway section C-E waterway number
(1) France
Dunkerque-Arleux-Conde sur Escaut C-E 01
Deule
Bauvin-Lille-(Zeebrugge) C-E-02
Seine-North connection
(Compiegne-Arleux) (planned) C-E 05
Rhone
Marseille-Fos-Lyon C-E 10
Canal du Rhone a Sete C-E 10-011
Lyon-St.Jean de Losne C-E 10
(St.Jean de Losne-Mulhouse) (planned) C-E 10
Rhine
(Bale-) Strasbourg C-E 10
Seine
Le Havre-Rouen-Conflans C-E 80
Conflans-Compiegne C-E 80
(Compiegne-Toul) (planned) C-E 80
Conflans-Gennevilliers C-E 80-04
Gennevilliers-Bray-sur Seine C-E 80-04
Moselle
Toul-Nancy-Thionville (-Trier) C-E 80
(2) Belgium
Haute Meuse C-E 01
Mer du Nord-Leie C-E 02, C-E 07
Gent-Terneuzen Kanaal C-E 03
Schelde-Rijn Link C-E 03, C-E 06
Bruxelles-Rupel Kanaal C-E 04
Bovenschelde C-E 05
Albert Kanaal C-E 05
(3) Netherlands
Juliana-Canal C-E 01
Dordtsche Kil C-E 01
Sud Beveland-Canal C-E 03
Hollands Diep C-E 03
Schelde-Rijn-Link C-E 06
Waal C-E 10
Rijn C-E 10
Amsterdam-Rijn-Canal C-E 11
Maas-Waal-Canal C-E 12
Twenthe-Canal C-E 70
Lek C-E 70
(4) Germany
Rhein
(Strasbourg)-Karlsruhe- C-E 10
Dutch / German Border
Wesel-Dacceln-Canal C-E 10-01
Datteln-Hamm-Canal (Western part) C-E 10-01
Rhein-Herne-Canal C-E 10-03
Neckar C-E 10-07
Dortmund-Ems-Canal C-E 13
(south of Mittelland-Canal,
incl. Dortmunder Haltung)
Mittelweser C-E 14
Elbe C-E 20
Elbe-Seitenkanal C-E 20-02
Hohensaaten-Friedrichsthaler waterway, C-E 31
Westoder
Mittelland-Canal (incl. Magdeburg link) C-E 70
Elbe-Havel waterway C-E 70
Havel-Oder waterway C-E 70
Untere Havel waterway
(incl. some canals within Berlin) C-E 70 (C-E 70-05,
C-E 71, C-E 70-12,
C-E-70-10, C-E
71-04, C-E 71-06)
Mosel C-E 80
Main C-E 80
Main-Donau-Canal C-E 80
Donau C-E 80
Saar C-E 80-06
(5) Switzerland
Rhein
Basel (-Strasbourg) C-E 10-09
(6) Czech Republic
Elbe C-E 20
Vltava C-E 20-06
(Morava) (planned) C-E 20
C-E 30
(7) Slovakia
Danube C-E 80
Van C-E 81
(Morava) (planned) C-E 20
C-E 30
(8) Austria
Danube C-E 80
(9) Poland
Odra
(from the mouth to Gliwice Canal) C-E 30
Wisla C-E 40
(from Gdansk to Warszawa)
(10) Hungary
Danube C-E 80
(11) Croatia
Danube C-E 80
(Danube-Sava Canal) (planned) C-E 80-10
Drava C-E 80-08
(from the mouth to Osijek)
Sava C-E 80-12
(from the mouth to Sisak)
(12) Yugoslavia
Danube C-E 80
(13) Bulgaria
Danube C-E 80
(14) Romania
Danube C-E 80
Danube-Black Sea-Canal C-E 80-14
(15) Russian Federation
St. Petersburg - Rybinsk Lock
(Volga-Baltic waterway, Rybinsk Reservoir) C-E 50
Rybinsk Lock - Astrakhan (r. Volga) C-E 50
Rybinsk - Moscow
(r. Volga, Kanal imeni Moskvy, r. Moskva) C-E 50-02
Vytegra - Petrozavodsk (Lake Onega) C-E 60
Mouth of r. Kama - Perm (r. Kama) C-E 50-01
Azov - Krasnoarmeisk
(r. Don, Volga-Don Canal) C-E 90
(16) Ukraine
Danube C-E 80
Danube-Kilia arm C-E 80-09
Dnipro
(from mouth to Kyiv) C-E 40
Coastal routes
Coastal route from Gibraltar to the north C-E 60
along the coast of Portugal, Spain, France,
Belgium, Netherlands and Germany, via the
Kiel Canal, along the coast of Germany,
Poland, Lithuania, Estonia and Russia to
Sankt-Petersburg-Volgo-Baltijskiy Waterway,
Belomorsko-Baltijskiy Canal, along the
coast of the White Sea to Arkhangelsk,
together with inland waterways which are
only accessible from chat route
Coastal route from Gibraltar to the south C-E 90
along the coast of Spain, France, Italy,
Greece, Turkey, Bulgaria, Romania and
Ukraine along the southern coast of the
Crimea to Azov, via the river Don to
Rostov-Kalach-Volgograd-Astrakhan,
together with inland waterways which
are only accessible from that route
Annex II
TERMINALS IN PORTS OF IMPORTANCE FOR INTERNATIONAL
COMBINED TRANSPORT <*>
Numbering of terminals in inland waterway ports
All terminals in inland waterway ports of importance for
international combined transport shall have numbers consisting of
the number of the waterway they belong to followed by a hyphen
followed by two digits corresponding to a port on a specific
waterway, numbered in order from west to east and from north to
south.
--------------------------------
<*> Terminals are considered to be important for international
combined transport if they form together with the respective
inland waterways and coastal routes a coherent network for
combined transport, and if they are already used for combined
transport.
Terminals in inland waterway ports contained in the European
Agreement on Main Inland Waterways of International Importance
(AGN) and in this Protocol shall be preceded by the letters "C-P";
terminals important only for international combined transport and
therefore contained only in this Protocol shall be preceded by the
letter "C".
List of terminals in ports
(1) France
C-P 10-36 Strasbourg (Rhine, 296.0 km)
C-P 10-39 Mulhouse-Ottmarsheim (Grand Canal d'Alsace,
21.0 km)
C-P 10-43 Aproport (Chalon, Macon, Villefranche-sur-Saone)
(Saone, 230.0 km, 296.0 km and 335.0 km,
respectively)
C-P 10-44 Lyon (Saone, 375.0 km)
C-P 80-04-01 Port Autonome de Paris:
Gennevilliers (Seine, 194.7 km);
Bonneuil-Vigneux (Seine, 169.7 km);
Evry (Seine, 137.8 km);
Melun (Seine, 110.0 km);
Limay-Porcheville (Seine, 109.0 km);
Montereau (Seine, 67.4 km)
Nanterre (Seine, 39.4 km);
Bruyeres-sur-Oise (Oise, 96.9 km);
St. Ouen-l'Aumone (Oise, 119.2 km);
Lagny (Marne, 149.8 km).
(2) Belgium
C-P 01-02 Charleroi (Sambre, 38.8 km)
C-P 01-04 Liege (Meuse, 113.7 km)
C-P 02-01 Zeebrugge (North Sea)
C-P 03-04 Gent (Terneuzen-Gent Kanaal, 4.6 km)
C-P 04-05 Bruxelles (Kanaal Bruxelles-Rupel, 62.0 km)
C-P 04-05-02 Wiilebroek (Kanaal Bruxelles-Rupel, 34.0 km)
C-P 05-01 Avelgem (Boven Schelde, 35.7 km)
C-P 05-03 Meerhout (Albert Kanaal, 80.7 km)
C-P 06-01 Antwerpen (Schelde, 102.9 km)
(3) Netherlands
C-P 10-01 Rotterdam (Nieuwe Maas, 1002.5 km)
C-P 11-03 Amsterdam (Noordzeekanaal, 20.6 km)
C-P 12-01 Nijmegen (Waal, 884.6 km)
(4) Germany
C-P 10-04 Emmerich (Rhine, 852.0 km)
C-P 10-12 Duisburg-Ruhrort Hafen (Rhine, 774.0 km)
C-P 10-14 Dusseldorf (Rhine, 743.0 km)
C-P 10-15 Neuss (Rhine, 740.0 km)
C-P 10-18 Koln (Rhine, 688.0 km)
C-P 10-24 Koblenz (Rhine, 596.0 km)
C-P 10-29 Mannheim (Rhine, 424.0 km)
C-P 10-32 Germersheim (Rhine, 385.0 km)
C-P 10-33 Worth (Rhine, 366.0 km)
C-P 10-34 Karlsruhe (Rhine, 360.0 km)
C-P 14-01 Bremerhaven (Weser, 66.0 - 68.0 km)
C-P 14-04 Bremen (Weser, 4.0 - 8.0 km)
C-P 20-04 Hamburg (Elbe, 618.0 - 639.0 km) <1>
C-P 20-08 Magdeburger Hafen (Elbe, 330.0 and 333.0 km) <1>
C-P 80-12 Mainz (Rhine, 500.0 km)
C-P 80-31 Regensburg (Danube, 2370.0 - 2378.0 km)
C-P 80-32 Deggendorf (Danube, 2281.0 - 2284.0 km)
C 80-01 Passau (Danube, 2228.4 km)
--------------------------------
<1> Distances to ports on the river Elbe are measured: in
Germany - from the Czech / German State border; in the Czech
Republic - from the junction of rivers Elbe and Vltava at Melnik.
(5) Switzerland
C-P 10-09-02 Rheinhafen beider Basel (Rhine, 159.38 - 169.95 km)
(6) Czech Republic
C-P 20-15 Decin (Elbe, 98.2 and 94.2 km) <1>
C-P 20-16 Usti nad Labem (Elbe, 75.3 and 72.5 km) <1>
C-P 20-17 Melnik (Elbe, 3.0 km) <1>
C 20-01 Pardubice (Elbe, 130.0 km) (planned)
C-P 20-06-01 Praha (Vltava, 46.5 and 55.5 km)
(7) Slovakia
C-P 80-38 Bratislava (Danube, 1865.4 km)
C-P 80-40 Komarno (Danube, 1767.1 km)
C-P 80-41 Sturovo-JCP (Danube, 1721.4 km)
C 81-01 Sered (Vah, 74.3 km)
C-81-02 Sala (Vah, 54.5 km)
C 20/30-01 Devinska Nova Ves (Morava, 4.0 km)
(8) Austria
C-P 80-33 Linz (Danube, 2128.2 - 2130.6 km)
C-P 80-34 Linz-Voest (Danube, 2127.2 km)
C-P 80-35 Enns-Ennsdorf (Danube, 2111.8 km)
C-P 80-36 Krems (Danube, 2001.5 km)
C-P 80-37 Wien (Danube, 1916.8 - 1920.2 km)
(9) Poland
C-P 30 Gliwice Labedy (Gliwice Canal)
C-P 30 Opole (Odra)
C-P 30 Wroclaw (Odra)
C-P 40 Plock (Wisia)
(10) Hungary
C-P 80-42 Budapest (Danube, 1640.0 km)
(11) Croatia
C-P 80-47 Vukovar (Danube, 1333.1 km)
C-P 80-08-01 Osijek (Drava, 14.0 km)
C-P 80-12-01 Slavonski Brod (Sava, 355.0 km)
C-P 80-12-02 Sisak (Sava, 577.0 km)
(12) Yugoslavia
(13) Bulgaria
C 80-01 Vidin (Danube, 790.2 km)
C-P 80-56 Rousse (Danube, 495.0 km)
(14) Romania
C-P 80-51 Turnu Severin (Danube, 931.0 km)
C-P 80-57 Giurgiu (Danube, 493.0 km)
C-P 80-58 Oltenicta (Danube, 430.0 km)
C-P 80-60 Braila (Danube, 172.0 - 168.5 km)
C-P 80-61 Galaci (Danube, 157.0 - 145.4 km)
C-P 80-14-03 Constanta (Danube-Black Sea Canal, 64.0 km)
(15) Russian Federation
C-P 50-01 Sankt-Peterburg sea pore (Neva, 1397.0 km) <2>
C-P 50-02 Sankt-Peterburg river port (Neva, 1385.0 km) <2>
C-P 50-03 Podporozhie (Volgo-Baltijskiy Waterway,
1045.0 km) <2>
C-P 50-04 Cherepovets (Volgo-Baltijskiy Waterway,
540.0 km) <2>
C-P 50-05 Yaroslavl (Volga, 520.0 km) <2>
C-P 50-06 Nizhniy Novgorod (Volga, 907.0 km) <2>
C-P 50-07 Kazan (Volga, 1313.0 km) <2>
C-P 50-08 Ulianovsk (Volga, 1541.0 km) <2>
C-P 50-09 Samara (Volga, 1746.0 km) <1>
C-P 50-10 Saratov (Volga, 2175.0 km) <2>
C-P 50-11 Volgograd (Volga, 2560.0 km) <2>
C-P 50-12 Astrakhan (Volga, 3051.0 km) <2>
C 50-01 Rybinsk (Volga, 433.0 km) <2>
C 50-02 Kineshma (Volga, 708.0 km) <2>
C 50-03 Tolyatti (Volga, 1675.0 km) <2>
C-P 50-02-01 Moskva Northern Port (Kanal imeni Moskvy,
42.0 km) <2>
C-P 50-02-02 Moskva Western Port (Kanal imeni Moskvy,
32.0 km) <2>
C-P 50-02-03 Moskva Southern Port (Kanal imeni Moskvy,
0.0 km) <2>
C-P 50-01-01 Perm (Kama, 2269.0 km) <2>
C 50-01-01 Chaikovsky (Kama, 1933.0 km) <2>
C-P 90-03 Azov (Don, 3168.0 km) <2>
C-P 90-04 Rostov (Don, 3134.0 km) <2>
C-P 90-05 Oust-Donetsk (Don, 2997.0 km) <2>
C 90-01 Volgodonsk (Don, 1868.0 km) <2>
--------------------------------
<2> Distance from Moskva Southern Port.
(16) Ukraine
C-P 80-09-02 Kilia (Danube-Kilia Arm, 47.0 km)
C-P 80-09-03 Ousc-Dunajsk (Danube-Kilia Arm, 1.0 km)
C-P 40-05 Kyiv (Dnipro, 856.0 km)
C-P 40-09 Dnipropetrovsk (Dnipro, 393.0 km)
C-P 40-12 Kherson (Dnipro, 28.0 km)
Annex III
TECHNICAL AND OPERATIONAL MINIMUM
REQUIREMENTS OF EUROPEAN INLAND WATERWAYS OF
IMPORTANCE FOR INTERNATIONAL COMBINED TRANSPORT
a) Technical characteristics of C-E waterways
The main technical characteristics of C-E waterways shall
generally be in conformity with the classification of European
inland waterways set out in Table 1.
For the evaluation of different C-E waterways, the
characteristics of classes Vb - VII are to be used, taking account
of the following principles:
i) The class of a waterway shall be determined by the
horizontal dimensions of motor vessels, barges and pushed
convoys, and primarily by the main standardized dimension,
namely their beam or width;
ii) The values for Class Vb in Table 1 are to be regarded
as important minimum objectives to be reached within the
framework of relevant infrastructure development programmes.
For new inland waterways to be utilized for combined transport
a minimum draught of 280 cm should be ensured;
iii) The following minimum requirements are considered
necessary in order to make a waterway suitable for container
transport:
inland navigation vessels with a width of 11.4 m and a
length of approximately 110 m must be able to operate with
three or more layers of containers; otherwise a
permissible length of pushed convoys of 185 m should be
ensured, in which case they could operate with two layers
of containers;
iv) When modernizing existing waterways and / or building
new ones, vessels and convoys of greater dimensions should
always be taken into account;
v) In order to ensure more efficient container transport,
the highest possible bridge clearance value should be ensured
in accordance with footnote 4 of Table 1 <1>;
--------------------------------
<1> If, however, the proportion of empty containers exceeds
50%, observance of a value for the minimum height under bridges
which is higher than that indicated in footnote 4 to Table 1
should be considered.
vi) On waterways with fluctuating water levels, the value
of the recommended draught should correspond to the draught
reached or exceeded for 240 days on average per year (or for
60% of the navigation period). The value of the recommended
height under bridges (5.25, 7.00 or 9.10 m) should be ensured
over the highest navigation level, where possible and
economically reasonable;
vii) A uniform class, draught and height under bridges
should be ensured either for the whole waterway or at least
for substantial sections thereof;
viii) Where possible, the parameters of adjacent inland
waterways should be the same or similar;
ix) The highest draught (4.50 m) and minimum bridge
clearance (9.10 m) values should be ensured on all parts of
the network that are directly connected with coastal routes;
x) A minimum bridge clearance of 7.00 m should be ensured
on waterways that connect important sea ports with the
hinterland and are suitable for efficient container and
river-sea traffic;
xi) Coastal routes listed in Annex I above are intended to
ensure the integrity of the C-E waterways' network throughout
Europe and are meant to be used, within the meaning of this
Protocol, by river-sea vessels whose dimensions should, where
possible and economically viable, meet the requirements for
self-propelled units suitable for navigating on inland
waterways of classes Vb and above.
Table 1 <**>
CLASSIFICATION OF EUROPEAN INLAND WATERWAYS OF
INTERNATIONAL IMPORTANCE FOR COMBINED TRANSPORT <***>
--------------T---------T----------------------------------------T--------------------------------T-------T-------¬
¦ Type ¦ Classes ¦ Motor vessels and barges ¦ Pushed convoys ¦Minimum¦Graphi-¦
¦ of inland ¦ of +----------------------------------------+--------------------------------+height ¦ cal ¦
¦ waterway ¦navigable¦ Type of vessel: ¦ Type of convoy: ¦under ¦symbols¦
¦ ¦waterways¦ General characteristics ¦ General characteristics ¦bridges¦on maps¦
¦ ¦ +--------T-------T-------T-------T-------+---T------T-----T-------T-------+<2> ¦ ¦
¦ ¦ ¦Designa-¦Maximum¦Maximum¦Draught¦Tonnage¦ ¦Length¦Beam ¦Draught¦Tonnage¦ ¦ ¦
¦ ¦ ¦tion ¦length ¦beam ¦ <5> ¦ ¦ ¦ ¦ ¦ <5> ¦ ¦ ¦ ¦
+-------------+---------+--------+-------+-------+-------+-------+---+------+-----+-------+-------+-------+-------+
¦ ¦ ¦ ¦L(m) ¦B(m) ¦d(m) ¦T(t) ¦ ¦L(m) ¦B(m) ¦d(m) ¦T(t) ¦H(m) ¦ ¦
+-------------+---------+--------+-------+-------+-------+-------+---+------+-----+-------+-------+-------+-------+
¦ 1 ¦ 2 ¦ 3 ¦ 4 ¦ 5 ¦ 6 ¦ 7 ¦ 8 ¦ 9 ¦ 10 ¦ 11 ¦ 12 ¦ 13 ¦ 14 ¦
+-------------+---------+--------+-------+-------+-------+-------+---+------+-----+-------+-------+-------+-------+
¦ ¦Vb ¦Large ¦95 - ¦11.4 ¦2.50 - ¦1,500 -¦ ¦172 - ¦11.4 ¦2.50- ¦3,200- ¦5.25 or¦ ¦
¦ ¦ ¦Rhine ¦110 ¦ ¦2.80 ¦3,000 ¦ ¦185 ¦ ¦4.50 ¦6,000 ¦7.00 or¦ <*> ¦
¦ ¦ ¦vessels ¦ ¦ ¦ ¦ ¦<*>¦<1> ¦ ¦ ¦ ¦9.10 ¦ ¦
¦ OF ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦<4> ¦ ¦
¦ +---------+--------+-------+-------+-------+-------+---+------+-----+-------+-------+-------+-------+
¦ ¦VIa ¦ ¦ ¦ ¦ ¦ ¦ ¦95 - ¦22.8 ¦2.50- ¦3,200- ¦7.00 or¦ ¦
¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦<*>¦110 ¦ ¦4.50 ¦6,000 ¦9.10 ¦ <*> ¦
¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦<1> ¦ ¦ ¦ ¦<4> ¦ ¦
¦INTERNATIONAL+---------+--------+-------+-------+-------+-------+---+------+-----+-------+-------+-------+-------+
¦ ¦VIb ¦ <3> ¦ 140 ¦ 15.0 ¦ 3.90 ¦ ¦ ¦185 - ¦22.8 ¦2.50- ¦6,400- ¦7.00 or¦ ¦
¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦<*>¦195 ¦ ¦4.50 ¦12,000 ¦9.10 ¦ <*> ¦
¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦<1> ¦ ¦ ¦ ¦<4> ¦ ¦
¦ +---------+--------+-------+-------+-------+-------+---+------+-----+-------+-------+-------+-------+
¦ ¦VIc ¦ ¦ ¦ ¦ ¦ ¦ ¦270 - ¦22.8 ¦2.50- ¦9,600- ¦ ¦ ¦
¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦280 ¦ ¦4.50 ¦18,000 ¦ ¦ ¦
¦ IMPORTANCE ¦ ¦ ¦ ¦ ¦ ¦ ¦<*>¦<1> ¦ ¦ ¦ ¦9.10 ¦ ¦
¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦<4> ¦ <*> ¦
¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦195 - ¦33.0-¦2.50- ¦9,600- ¦ ¦ ¦
¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦200 ¦34.2 ¦4.50 ¦18,000 ¦ ¦ ¦
¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦<1> ¦<1> ¦ ¦ ¦ ¦ ¦
¦ +---------+--------+-------+-------+-------+-------+---+------+-----+-------+-------+-------+-------+
¦ ¦VII ¦ ¦ ¦ ¦ ¦ ¦<6>¦275 - ¦33.0-¦2.50- ¦14,500-¦9.10 ¦ ¦
¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦285 ¦34.2 ¦4.50 ¦27,000 ¦<4> ¦ <*> ¦
¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦<*>¦ ¦<1> ¦ ¦ ¦ ¦ ¦
L-------------+---------+--------+-------+-------+-------+-------+---+------+-----+-------+-------+-------+--------
--------------------------------
<*> Рисунки не приводятся.
<**> This classification is in line with the classification
given in Annex III of the European Agreement on Main Inland
Waterways of International Importance (AGN) of 19 January 1996.
<***> Classes I - Va are not mentioned, being of regional
importance or of no relevance for combined transport.
Footnotes to Table 1
<1> The first figure takes into account the existing
situations, whereas the second one represents both future
developments and, in some cases, existing situations.
<2> Allows for a safety clearance of about 0.30 m between the
uppermost point of the vessel's structure or its load and a
bridge.
<3> Allows for expected future developments in ro-ro,
container and river-sea navigation.
<4> Checked for container transport:
5.25 m for vessels transporting 2 layers of containers;
7.00 m for vessels transporting 3 layers of containers;
9.10 m for vessels transporting 4 layers of containers.
50% of the containers may be empty or ballast should be used.
<5> The draught value for a particular inland waterway to be
determined according to the local conditions.
<6> Convoys consisting of a larger number of barges can also
be used on some sections of waterways of class VII. In this case,
the horizontal dimensions may exceed the values shown in the
table.
b) Operational minimum requirements for C-E waterways
C-E waterways should meet the following essential operational
criteria in order to be able to ensure reliable international
traffic:
i) Through traffic should be ensured throughout the
navigation period, with the exception of the breaks mentioned
below;
ii) The navigation period may be shorter than 365 days
only in regions with severe climatic conditions, where the
maintaining of channels free of ice in the winter season is
not possible and a winter break is therefore necessary. In
these cases, dates should be fixed for the opening and closure
of navigation. The duration of breaks in the navigation period
caused by natural phenomena such as ice, floods, etc. should
be kept to a minimum by appropriate technical and
organizational measures;
iii) The duration of breaks in the navigation period for
regular maintenance of locks and other hydraulic works should
be kept to a minimum. Users of a waterway where maintenance
work is planned should be kept informed of the dates and
duration of the envisaged break in navigation. In cases of
unforeseen failure of locks or other hydraulic facilities, or
other force majeure, the duration of breaks should be kept as
limited as possible using all appropriate measures to remedy
the situation;
iv) No breaks shall be admissible during low water
periods. A reasonable limitation of admissible draught may
nevertheless be allowed on waterways with fluctuating water
levels. However, a minimum draught of 1.20 m should be ensured
at all times, with the recommended or characteristic draught
being ensured or exceeded for 240 days per year. In regions
referred to in subparagraph "ii" above, the minimum draught of
1.20 m should be ensured for 60% of the navigation period on
average;
v) Operating hours of locks, movable bridges and other
infrastructure works shall be such that round-the-clock
(24-hour) navigation can be ensured on working days, if
economically feasible. In specific cases, exceptions may be
allowed due to organizational and / or technical reasons.
Reasonable hours of navigation should also be ensured during
holidays and at weekends.
c) Technical and operational minimum requirements for
terminals in ports
The network of C-E waterways shall be complemented by a system
of terminals in inland waterway ports. Each terminal shall meet
the following technical and operational minimum requirements:
i) It should be situated on a C-E waterway;
ii) It should be capable of accommodating vessels or
pushed convoys used on the relevant C-E waterway in conformity
with its class;
iii) It should be connected with main roads and railway
lines (preferably belonging to the network of international
roads and railway lines established by the European Agreement
on Main International Traffic Arteries (AGR), the European
Agreement on Main International Railway Lines (AGC and the
European Agreement on Important International Combined
Transport Lines and Related Installations (AGTC));
iv) Its aggregate cargo handling capacity should be in the
order of 30,000 to 40,000 TEUs a year;
v) It should offer suitable conditions for the development
of a port industrial zone;
vi) All the facilities necessary for usual operations in
international traffic should be available;
vii) With a view to ensuring the protection of the
environment, reception facilities for the disposal of waste
generated on board ships should be available in ports of
international importance;
viii) Efficient transshipment of containers and other
intermodal transport units (swap-bodies, semi-trailers, goods
road vehicles, etc.) should be ensured and sufficient capacity
for the intermediate storage of containers and suitable
equipment for container handling should be available;
ix) Regular container handling should be made economical
with specific and tailor-made terminals for combined
transport;
x) Apart from the actual transshipment of containers
(mainly with container cranes having a capacity of 15 to 20
units per hour) a large number of other services should be
offered by these terminals. These services could include the
organization of the onward transport of containers, the
storage of empty units as well as maintenance and repair of
damaged containers;
xi) For ro-ro services special facilities should be
available, such as loading ramps, special berths and parking
areas;
xii) Berths for inland water vessels used in combined
transport should provide for a guaranteed draught of at least
2.80 m and desirably 3.5 m, a length suitable to accommodate
vessels with a length of at least 110 m and a bridge clearance
equal to that of the adjoining waterways.
xiii) Efficient handling of consignments in the terminals
can substantially contribute to achieving efficient
international combined transport services, especially if the
following requirements are met:
The period from the latest time of acceptance of goods to
the departure of vessels and from the arrival of vessels to
the beginning of unloading of containers should not exceed one
hour, unless the wishes of customers regarding the latest time
of acceptance or disposal of goods can be complied with by
other means;
The waiting periods for road vehicles delivering or
collecting loading units should be as short as possible (20
minutes maximum);
These requirements can be met through appropriate
arrangement and dimensioning of the various elements of the
transshipment terminal (see "viii");
xiv) The individual functional areas of a terminal are
again composed of a number of system components. In order to
obtain a transshipment terminal which is optimal in all
respects, it is necessary to provide well-balanced dimensions
for the individual system components, since the efficiency of
the terminal is determined by its weakest component.
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