#IWTS 2.0: "Mobilizing small waterway transport potentials" Digital IWT - The Future of Supply Chains
←
→
Page content transcription
If your browser does not render page correctly, please read the page content below
#IWTS 2.0: “Mobilizing small
waterway transport potentials”
Digital IWT – The Future of Supply
Chains
“#IWTS 2.0: Mobilising small waterway transport potentials”
https://northsearegion.eu/iwts20
Lay out cover by: Maritieme Akademie Harlingen. Cover photo: bremenports GmbH & Co. KG
This document is published within the #IWTS 2.0 project, an INTERREG Vb project of the North Sea Region as
one of the material for WP 5.
Author
Dr. Jan-Niklas Bamler
bremenports GmbH & Co. KG (bremenports)
Version: 1.0, 22nd February 2021
“#IWTS 2.0: Mobilising small waterway transport potentials”
https://northsearegion.eu/iwts20
Digital IWT – The Future of Supply
Chains
TABLE OF CONTENTS
Digital IWT – The Future of Supply Chains ........................................................................................................ 4
Aboard the MV “Esmeralda” once again ................................................................................................................. 5
IWT – an underestimated and underutilised Factor in Supply Chains ................................................................ 8
IW-NET: The Future of European IWT at bremenports .......................................................................................10
Review Questions ....................................................................................................................................................13
About #IWTS 2.0.................................................................................................................................................. 14
REFERENCES......................................................................................................................................................... 15
“#IWTS 2.0: Mobilising small waterway transport potentials”
https://northsearegion.eu/iwts20
Digital IWT – The Future of Supply Chains
“Oh, I’m so sorry you had to wait for me!”, Frank shouts as he runs down the quay gasping for air in
the early hours of a gloomy Monday morning at the Kalihafen within the industrial port of Bremen
(see Map 1). Waiting for him more than 15 minutes already to go for a trip along the River Weser in the
course of a logistics class assignment, his fellow student and neighbour Sabrina as well as the crew of
the inland vessel MV “Esmeralda” are far from being amused. “Can’t you be on time just once in your
life?”, Sabrina nags. “It’s not my fault”, Frank pleads, “The train I wanted to take was cancelled, so I
took my flatmate’s car but got stuck in traffic!” “They announced that train cancelling yesterday
already and how come I was able to make it on time with my car?”, Sabrina insists, “We live next-door
to each other! Didn’t you check beforehand? When I woke up, my app already told me to leave early
this mornin” Frank blushes, “Honestly speaking, I don’t even have those apps installed.”
It’s not only in a student’s life that information and As we can already assume by looking at gasping
timing are sometimes everything. When it comes latecomer Frank, digitalisation and automatization
to competing in logistics, being on time and the can be quite a helper in all of this. “Ok, Frank, let’s
right information at hand makes the difference get going now and see what other things we can
between those who succeed or fail to attract learn about the possible advantages of
customers and make a living. That goes even more digitalisation when abord”, Sabrina says
so IWT1, a mode of transport often anticipated as soothingly as they come to visit the MV
being particularly slow, rather old-fashioned in “Esmeralda” again (see previos case study,
general and therefore not too popular anyhow. Stemmler, 2020).
Map 1: The City of Bremen, locks Oslebshausen, Hemelingen, Kalihafen and bremenports office (own mapping, 2021, based on
OpenStreetMap, 2021).
1 Inland Waterway Transportation
Page 4
“#IWTS 2.0: Mobilising small waterway transport potentials”
https://northsearegion.eu/iwts20
Aboard the MV “Esmeralda” once again
Coming aboard the inland vessel Frank and
Sabrina receive a ruff but warm welcome by its
captain Bernd Blois: “Good morning you two!
Happy to see you again and that you actually
managed to get out of bed this early! But enough
talk for now, let’s get underway! We urgently need
to get Bremerhaven to pick up some more
containers and then continue to Brunswick, the
port of Braunschweig.”
Having said so, their first duty takes them to
engine room to see if everything is still in good
shape, add some oil to the 1,200 horse-powered
engine and check the electric system that is still
hooked up to shore power, nowadays a
prerequisite at the port of Bremen to avoid
unnecessary environmental impacts and noise
through running diesel engines.
So, up next is the decoupling of the shore power
(see Picture 1) which can be tedious a task, not
only due to the heavy power cables which can
weigh up to 50 kg, but moreover, because there
quite some process involved: Picture 1: Shore-to-ship power box at the port of Bremen
(Author, 2021).
1. Beforehand skippers must obtain an
electronic key at least once and therefore: After Sabrina and Frank have had the honour of
a. Apply for a shore power connection by stowing the power cable on behalf of the crew,
phone, everyone meets on the vessel’s bridge. “Alright!”,
b. Visit the bremenports office on Frank shouts excitedly once a deeply rumbling
working days from 9 a.m. to 2 p.m. or sound starts filling the cool morning as the ship’s
the Hemelingen lock control station engine ignites, “The trip starts!” “Not quite yet,
from 5 a.m. to 10 p.m. on working days landlubber, let’s see what the lock tells us!”,
or on Sundays from 8 a.m. to 4 p.m. captain Blois replies as he smiles and reaches for
c. Identify themselves and sign a one of his three radios set to the local frequency
contract of the lock Oslebshausen. “Good morning! This is
d. Leave a € 50 deposit. the MV Esmeralda underway, requesting transit
e. Get back to their ships. for lock Oslebshausen.” “Good morning MV
2. Arriving at the berth skippers must: Esmeralda!”, the lock replies, “Proceed to waiting
a. Unlock the junction box, position, you just missed the last lockage and we
b. Connect cables, have a ship coming in from the Weser first.” “Ok,
c. Note down the initial meter reading, we’ll proceeding to waiting position in a moment.”
d. Flick power switches on,
Time to deal with further formalities via crackling
e. Lock junction box.
radio which occasionally picks up other port
3. Leaving the berth skippers must:
stations.
a. Unlock the junction box,
b. Disconnect cables, Whilst checking-out from the port necessitates
c. Note down the final meter reading, comparatively little information to be passed on to
d. Flick power switches off, port authorities – contact details of the person
e. Lock junction box responsible for the report, the vessel name, if this
f. Report both initial and final meter to has changed during the port stay, draft, the
the harbourmaster by phone or email. departure time and vessel’s destination – arrival at
Page 5
“#IWTS 2.0: Mobilising small waterway transport potentials”
https://northsearegion.eu/iwts20
the next port is much more sophisticated. of a big team, a supply chain. The containers we’re
Checking-in requires about 18 pieces of transporting must be loaded off and will then be
information: the provision of information on waiting for some time at the port to be picked up
contact details of the person responsible for the by boat, train or truck, each with their own delay
report, ENI number2, ship name, ship type, call and with no one coordinating whole the process
signs, flag of the ship, home port, load capacity, and building up further and further unnecessary
overall length and breadth, estimated time of postponement until the container gets where it’s
arrival, draft, last port visited, next port to be ought to.”
visited, if there is fumigated3 bulk cargo on board,
Two and a half hours, plenty of coffee and some
invoice recipient, actual recipients of services,
sandwiches later the vessel is finally on the Weser.
berth and special requirements that must be
Another 05:20 h to go to Bremerhaven, more
taken into account (Freie Hansestadt Bremen,
formalities, finding the right berth, landing,
2020).
hooking up the boat to the electricity, supervising
20 minutes later the ship starts moving slowly unloading and loading and the crew of the MV
towards wating position in front of the lock. As the “Esmeralda” is done, at least for today: “So, my two
vessel arrives, another radio message comes in: students, that was the uncomplicated part of the
“Lock Oslebshausen for MV Esmeralda. We’re journey. Tomorrow morning we’ll be heading for
sorry, more ships announced that they will be Brunswick, facing many more locks [see Figure 1]
coming in from the Weser and one of the pilots of and many sections with encounter prohibitions.
a seagoing ship insists on us waiting for him. That Let’s hope we’ll manage to slip through. Sadly,
will take some more time.” “Copy!”, Blois replies there’s no smartphone app to help us sailors,
with a shaking voice as he knocks down the truckers and train drivers coordinate ourselves to
handpiece of his radio with quite some force. avoid imponderables. But I’m sure you’ll get one
“Damn! These locks are just unpredictable! How now, won’t you, Frank?”, Blois teases as the
are we even to get to Bremerhaven without students go ashore to head home.
putting in too many over hours and how are our
containers ought to be on time? I better call my
boss to break the news to him and our customer.”
Time for a second breakfast aboard. “Does this
happen a lot?”, Sabrina wants to know. “Not often,
but too often”, Blois smiles. “We need to compete
with the other modes of transport and be fast and
at least somewhat predictable. The guys at the
lock do their best with the limited information they
have, but you just can’t tell when the inland vessels
will come in because they often announce their
arrival just 15 minutes beforehand and the pilots
accompanying the big seagoing ships rightfully
have the power to overrule everything due to
safety concerns and their ships go first anyhow.
Then, going through the lock itself can take 20 to
40 minutes, depending on the tide and thus the
amounts of water needed. When push comes to
shove like today, we’ll be waiting over two hours
just to get into the lock. And that’s only what
happens on our ship. See, we are just a little part
2
European Number of Identification, an official 3
Fumigation is the process of releasing toxic gases
registration number for inland vessels. (pesticides) into a cargo hold or compartment for the
purpose of eliminating or avoiding infestation by insects
or other pests that may cause the cargo to deteriorate.
Page 6
“#IWTS 2.0: Mobilising small waterway transport potentials”
https://northsearegion.eu/iwts20
Picture 2: Impressions of a trip from Bremerhaven to Braunschweig abord (Author,2021; bremenports, 2020; Claudia Behrend,
2020).
Page 7
“#IWTS 2.0: Mobilising small waterway transport potentials”
https://northsearegion.eu/iwts20
Figure 1: Overview of locks along the Mittelweser and the Mittelland Canal/Mittellandkanal (own visualisation, 2021, based on
Wasserstraßen- und Schifffahrtsamt Mittellandkanal / Elbe-Seitenkanal, 2021).
IWT – an underestimated and As a matter of fact, in 2018 more than 20,000 TEU4
and numerous bulk cargo was shipped from
underutilised Factor in Supply Chains Bremen to areas such as Lower Saxony, aside
As we have just vividly seen, there are many serving Bremen itself and minor amounts going to
calamities going along with IWT supply chains. the State of North Rhine-Westphalia, another
Moreover, as was shown in a previous case study, German federal state. With regards to the former
IWT is often underestimated in terms of overall destination, IWT thereby held 13% of total modal
size and importance especially when it comes to spilt at the ports of Bremen (own calculations
regions such as North-Western Germany. And one based on ISL, 2020, p. 3) and thus actively catered
must admit that this notion generally holds true, for regions that host some of the world's most
however, only to a certain extend. important and innovative hubs of the automotive
and transport industry or metallurgy, steel
Indeed, ports like Rotterdam, Antwerp, manufacturing and processing, often through the
Amsterdam enjoy a total hinterland modal spilt port of Braunschweig. Amongst the companies of
drastically more in favour of IWT when compared relevance are global players such as VW AG,
to those of Bremen for example, namely ca. 50% Continental AG, Siemens, Alstom, Bombardier,
in the mentioned Dutch ports versus only 4% at Bosch or Salzgitter AG, to name but a few in the
the port of Bremerhaven (Stemmler, 2020). metropolitan region of Hannover, Braunschweig,
Nevertheless, a closer look at the underlying Göttingen, Wolfsburg (Kegel, 2003;
numbers taking into account relative economic Metropolregion Hannover, 2015).
importance reveals that for certain areas, amongst
them German industry clusters of nation-, if not Additionally, trends are changing. The ports of
world-wide importance, are dependent on inland Bremen were able to increase their container
shipping. traffic with the German hinterland over recent
4
Twenty-foot Equivalent Units, a unit of cargo capacity
based on the volume of a 20-foot-long/6.1 m intermodal
container.
Page 8
“#IWTS 2.0: Mobilising small waterway transport potentials”
https://northsearegion.eu/iwts20
years. Most noteworthy in this regard is an corresponding processes or process steps are
increase in traffic with North Rhine-Westphalia to currently still often carried out manually.
the detriment of ports of Rotterdam and Antwerp,
In fact, physical transport is often faster than the
partly outrunning their geographic advantage
corresponding flow of information which results in
provided by the Rhine which enables inexpensive
severe cost and time disadvantages compared to
pre- and post-carriage (ISL, 2020, p. 3).
competing road and rail transports. In particular,
And there is more to IWT than supplying industries the synchronization between inland ports,
with preliminary products to help these generate seaports and the connecting modes of transport
regional development and employment aside in the hinterland, which is necessary for process
shareholder value. optimization, still has a lot of catching up to do.
Thus, digital services and intelligent information
With IWT in its present state already consuming
technologies that collect data and information
just a fifth of energy per tonne-kilometre as
from various sources, process it and make it
compared to road transport and only half of rail
available to all stakeholders in a transparent
transport and thus being by far the most energy
manner, promise significant increases in efficiency
efficient mode of transport, the exploitation of
in both internal and cost logistics processes.
IWT’s full potential and a modal shift in its favour
can be regarded as a pre-requisite to help meet Another major issue are infrastructure
targets in terms of GHG5 (European Commission, bottlenecks. Larger locks, bridges or deepening,
2019; Savy, 2016). Inland ports located along rivers widening or straightening of fairways are,
and canals constitute potentially highly efficient however, costly and take time to construct
distribution hubs regulating various freight flows (European Court of Auditors, 2015, p. 13; Witte,
(Rodrigue, Debrie, Fremont, & Gouvernal, 2010) to Wiegmans, van Oort, & Spit, S. 57). Here, means of
cities in particular, linked to global transport via intelligent and cost-effective traffic flow
seaport gateways (Caris, Limbourg, Macharis, Van management measures are key.
Lier, & Cools, 2014). IWT thus has the potential of
IT-based predictions on navigability and traffic
providing environmentally friendly sustainable
situations could enable vessel operators and
solutions, whilst fuelling economic development.
skippers to optimize cruise speeds, reduce fuel
Yet, as was also illustrated before, these potentials consumption/GHG emissions and simultaneously
of IWT are often underutilised. save money and increase supply chain speed by
inhibiting wating for locks or at fairway sections
Predictability and reliability of IWT transport are
where encounters are prohibited through
the most important prerequisites for a more
sequencing and convoying. App-based service
competitive supply chain alternative to road and
system, could furthermore empowered vessel
train transport. Partially outdated information
operators and skippers to get an overview of the
systems in inland shipping represent one of the
current and predicted occupation of berths with
greatest obstacles to the efficient integration of
power supply and allow them to comfortably
inland ports into modern multi- and
book, activate and pay these services, aside
synchromodal transport chains (Ninnemann,
offering further ones. Further efficiency could
Tesch, & Czogalla, 2017). Thus, “to ensure the
come from automation techniques with regards to
competitiveness of the inland waterway system in
locks, presently often limited to specific operating
the medium and long term, a significantly more
intensive orientation of inland navigation towards
digital trends will be indispensable in the future.”
(DZIB, 2019, p. 2) In particular, there is great
potential for optimisation in the cross-company
communication between the inland ports and
other involved players in inland navigation, since
5
Greenhouse Gas emissions
Page 9
“#IWTS 2.0: Mobilising small waterway transport potentials”
https://northsearegion.eu/iwts20
Picture 3: The semi-autonomous vessel Gamma being tested in Belgium (Pauwels & van Overloop, 2021).
hours and autonomous barges (see Picture 3), Canal therefore serve as living laboratories where
with the prior already in existence in many places infrastructure and traffic flow management on
and the latter presently being tested in Belgium inland waterways are test in real-life scenarios
(Pauwels & van Overloop, 2021). along TEN-T6 corridors, specifically for:
The ports of Bremen currently explore a number • Lock forecasting to reduce uncertainty in
of these potentials through research projects, with vessel voyage planning for larger inland
the biggest one of them being the EU / Horizon vessels for the Bremerhaven hinterland
2020 funded “IW-NET”. By approaching the issues transport. New methods of intelligent
faced from an infrastructure provider’s point of lock planning shall ease the flow of traffic
view, it provides future basis for many data-driven particularly with respect to the
business models at various process levels in inland requirements of larger vessels. The
navigation specifically with regards to traffic interaction of lock and vessel via mobile
management and interfaces (DZIB, 2019, p. 2). app will enable IWT operators to adapt
their speed and thus save fuel and reduce
IW-NET: The Future of European IWT GHG emissions. Further, exploration of
at bremenports data feedback loops between tide-
dependent harbour lock and upstream
As part of the Innovation driven Collaborative locks and terminals will take place.
European Inland Waterways Transport Network • Lock Planning in Bremen Oslebshausen /
(IW-NET), bremenports facilitates IWT as an industrial harbour to development of a
environmentally friendly and economically demonstrator app for lock requests and
advantageous alternative to road and railways announcements of vessels arriving from
track based transport, “by following a holistic Bremerhaven along the River Weser
approach that not only covers digitalisation and heading towards the Bremen industrial
multimodal integration in IWT but provides harbour and development of a planning
organisational and technological solutions for tool for optimized lock operation.
improved infrastructure management” (CORDIS, • Traffic forecasts for new IWT scenarios,
2020). e.g. opening the new RegioPort in
The ports of Bremen and its hinterland Minden, a greenfield intermodal facility at
connections via the River Weser and the Mittelland the Mittelland Canal and vessel types.
6
Trans-European Transport Network, a planned network
of roads, railways, airports and water infrastructure in
the European Union.
Page 10
“#IWTS 2.0: Mobilising small waterway transport potentials”
https://northsearegion.eu/iwts20• ICT7-supported management of fairway place when inexpensive renewable electricity is
sections where encounters are available or the lock could simply be opened in
prohibited. Establishment of machine order to allow high tides of the Weser to push the
learning tools to predict future conditions required amounts of water into the harbour.
and events e.g., berth occupation, Trough an intelligent, end-to-end networking of
navigability. shipping traffic monitored via AIS8 (see Picture 5
• Ship registration, berth planning in and Map 2), lock operations and the associated
relation with shore power supply, fresh pumping stations, energy and cost efficiency will
water supply, other ship supply services be increased drastically. The artificial intelligence
(e.g. food and spare parts) for barges of Tide2Use takes into account efficient, reliable
including invoicing of port fees as part of and predictive energy use and serve as an
a demonstrator app. An IT-supported information system for shipping by publishing the
shore power management shall enable times for optimal lock periods. The shipping
infrastructure managers to offer services companies, clearing agents and skippers can use
that are more convenient and thereby this information as suggestions for their planning
stimulate the widespread use of shore and thus reduce waiting times at the lock
power and ease administrative processes (bremenports, 2019).
(European Commission, 2020).
In combination with the overarching traffic
To do so, IW-NET will party build on a pre-existing management approach as provided in IW-NET, its
project called “Tide2Use”. app as part of a one-stop-shop solution that could
further be extended to synchronising different
bremenports industrial harbour necessitates a
modes of transport along supply chains, these
sufficient water level to ensure safe nautical
projects will provide the basis for not only enabling
conditions for seagoing vessels. Since water losses
a more enabling and thereby competitive
are unavoidable during the lock process in
framework for IWT in general, but will help
Oslebshausen (see Picture 4), supply of water by
achieving modal shift, environmental
pumps is necessary, but requires large amounts of
sustainability and become a practical business
precious and expensive energy. In fact, it is
advantage for the ports of Bremen and its
estimated that these pumps currently use around
hinterland economy.
10% of the total consumption of the port
infrastructure. In order to smartly cater for
sufficient water levels in future, pumping is to take
7
Information and Communications Technology 8
Automatic identification systems, whereby
transponders provide position, identification and other
information about the ship to other ships and to coastal
authorities automatically.
Page 11
“#IWTS 2.0: Mobilising small waterway transport potentials”
https://northsearegion.eu/iwts20Picture 4: The access to the industrial port of Bremen – the lock Oslebshausen – will soon be digitally optimised (bremenports,
2019).
Picture 5: Exemplary snapshot of raw AIS ship data (Author, 2021).
Page 12
“#IWTS 2.0: Mobilising small waterway transport potentials”
https://northsearegion.eu/iwts20Map 2: Exemplary visualisation of an AIS ship data and ports along the Weser (own mapping, 2021, based on vesselfinder.com,
2021).
Review Questions
1. Compare three IWT sailing schedule scenarios for vessels going from Bremen (industrial port) to
Braunschweig: a traditional, unoptimized one (S1), one partly optimised through traffic management (S2)
and one fully optimised through traffic management additionally relying on autonomous vessels and
automatic locks (S3). Display results using path-time-diagrams generated in Microsoft Excel or an open-
source alternative like OpenOffice or Google Sheets. Use the information presented in the text, research
for ports for mooring along the way using web search, measure distances travelled on waterways through
a web mapping service like Google Maps. Assume the start of the trip on a Monday morning 6:30 a.m.,
an average speed of 10 km/h, 30 minutes for the lockage process itself/within the lock, mooring only at
ports and a neglect of encounter restrictions on the way for all scenarios. Further assume 1h average
waiting time in front of locks for half of them and 20 minutes for the other half for S1, 15 minutes average
waiting in front of locks for S2 and no waiting times at locks for S3. S1 and S2 further assume a maximum
14h workday followed by a break of 10 h and lock operating hours from 6 a.m. to 10 p.m. Monday to
Saturday and 8 a.m. to 4 p.m. on Sundays. Research further information and make own assumptions if
required. Proof each assumption with at least two reliable sources and shortly argue for their reliability.
From the result, put together an appealing presentation summarising your insights on not more than five
slides, one slide for the title, one per scenario and one for conclusions.
2. Research other traffic management systems, e.g. for air traffic control or railway operations and compare
these to what is intended in inland navigation along the Central Weser, what any additional tasks of such
systems are, what difference and similarities there are and how these can be justified and what would
change in the case of autonomous vehicles. Summarise your insight using 2,000 to 3,000 words.
Page 13
“#IWTS 2.0: Mobilising small waterway transport potentials”
https://northsearegion.eu/iwts20About #IWTS 2.0
This case study has been prepared as part of the EU-funded project #IWTS 2.0. IWTS stands for Inland
Waterway Transportation System. This project includes ten partners in the North Sea Region with one goal:
mobilising inland waterway solutions. Solutions include infrastructure upgrades of waterways, new vessel
concepts and innovative business models. bremenports GmbH & Co. KG, the infrastructure manager of the
Ports of Bremen and Bremerhaven, is the German partner in #IWTS 2.0.
For more information see here: https://northsearegion.eu/iwts20
bremenports GmbH & Co. KG at a glance
bremenports GmbH & Co. KG are the public
infrastructure managers of the Ports of
Bremen and Bremerhaven.
With 400 staff, we ensure port availability on
365 days a year, 24/7. Further, we develop the
ports to meet future needs, balancing
ecological, economic and social requirements.
Bremerhaven
Our role in #IWTS 2.0 is to bring inland
shipping onto the mental radarscreens of
students and logistics decision makers.
https://www.bremenports.de Bremen
Page 14
“#IWTS 2.0: Mobilising small waterway transport potentials”
https://northsearegion.eu/iwts20REFERENCES
bremenports. (2019). Oslebshauser Schleuse soll intelligent werden. Forschungsprojekt zur Digitalisierung
des Schleusenbetriebs. Retrieved 02 09, 2021, from https://bremenports.de/unternehmen/oslebshauser-
schleuse-soll-intelligent-werden/
Caris, A., Limbourg, S., Macharis, C., Van Lier, T., & Cools, M. (2014). Integration of inland waterway transport
in the intermodal supply chain: a taxonomy of research challenges. Journal of Transport Geography(41), pp.
126-136.
CORDIS. (2020). Innovation driven Collaborative European Inland Waterways Transport Network. Retrieved
01 17, 2021, from https://cordis.europa.eu/project/id/861377
DZIB. (2019). Digitalisierung in der Binnenschifffahrt. Perspektiven digitaler, datengetriebener
Geschäftsmodelle. Hamburg.
European Commission. (2019). Inland waterways. Retrieved 01 15, 2021, from
https://ec.europa.eu/transport/modes/inland_en
European Commission. (2020). Grant Agreement number: 861377 - IW-NET. Unpublished. Brussels.
European Court of Auditors. (2015). Inland Waterway Transport in Europe: No significant improvements in
modal share and navigability conditions since 2001 (Special Report). Luxemburg.
Freie Hansestadt Bremen. (2020). Bremische Hafenordnung. Retrieved 02 03, 2021, from
https://www.transparenz.bremen.de/sixcms/detail.php?gsid=bremen2014_tp.c.90701.de&template=20_gp_i
fg_meta_detail_d#jlr-HfBetrOBRV14Anlage1
ISL. (2020). Aktualisierung der Analyse und Prognose des See- und Hinterland-verkehrs der bremischen Häfen.
Zusammenfassung des Endberichts. Bremen.
Kegel, U. (2003, 12). Flexible Handhabung des Zentrale-Orte-Konzepts am Beispiel der Region Braunschweig.
Informationen zur Raumentwicklung(12), pp. 737-743.
Metropolregion Hannover. (2015). Zusammenwachsen! Arbeitsprogramm 2015–2019. Kurzfassung.
Hannover: Metropolregion Hannover Braunschweig Göttingen Wolfsburg GmbH.
Ninnemann, J., Tesch, T., & Czogalla, O. (2017). Digitalisierung des Elbkorridors – Elbe 4.0. Retrieved 02 03,
2021, from http://www.hamburg.de/contentblob/8769364/754e88b8bfda8e5620fc66ca25b
OpenStreetMap. (2021). OpenStreetMap. Retrieved 02 15, 2021, from https://www.openstreetmap.org
Pauwels, E., & van Overloop, G. (2021). Semi-autonome Binnenschiffe – Erste Erfahrungen aus einem Piloten
in Flandern. Presentation at the #IWTS 2.0 – Best-Practice-Event 12th Jan. 2021. Bremen.
Rodrigue, J.-P., Debrie, J., Fremont, A., & Gouvernal, E. (2010). Functions and actors of inland ports: European
and North American dynamics. Journal of Transport Geograph, 8(4), pp. 519-529.
Savy, M. (2016). Logistics as a political issue. Transport Reviews, 36(4).
Stemmler, L. (2020). Of Containers and Feedstuff - Inland Shipping in Northern Germany: Two Case Studies.
Bremen.
vesselfinder.com. (2021). Retrieved 02 18, 2021, from www.vesselfinder.com
Wasserstraßen- und Schifffahrtsamt Mittellandkanal / Elbe-Seitenkanal. (2021). Bündelungsstelle
Telematikdienste. Retrieved 02 08, 2021, from https://www.wsa-mittellandkanal-elbe-
seitenkanal.wsv.de/Webs/WSA/Mittellandkanal-ESK/DE/MLK-ESK/AnfahrtAdressen/TD/td_node.html
Witte, P., Wiegmans, B., van Oort, F., & Spit, T. (n.d.). Research on Transportation Business & Management 5.
Page 15
“#IWTS 2.0: Mobilising small waterway transport potentials”
https://northsearegion.eu/iwts20Page 16
“#IWTS 2.0: Mobilising small waterway transport potentials”
https://northsearegion.eu/iwts20You can also read
