**4.1.1 Navigation and other water uses**

Following the economic decline in the former Yugoslavia in the 1980-ies, the armed conflict in the early 1990-ies has caused an additional decrease of transport and navigation on the Sava river, reducing the cargo traffic, which was around 10 million tons in 1982, and 5.7 million tons in 1990, to less than 1 million tons. A lack of investments into the waterway maintenance and infrastructure development resulted in unfavourable navigation conditions, characterized by a limited draft during long periods, a limited fairway width and a limited height for passages under some bridges, as well as insufficient marking. Navigability of the waterway, which used to be a class IV waterway in the past, was reduced to class III at many sections of the river. Given such an initial situation, ratification of the *FASRB* and establishment of the ISRBC provided a good basis for rehabilitation and development of navigation on the Sava river, which was further strengthened by simultaneous ratification of the *Protocol on Navigation Regime to the FASRB* (2004).

Since the beginning of the *FASRB* implementation, considerable efforts have been invested by the ISRBC and the Parties to provide conditions necessary for the Sava river to become an important, environment-friendly and navigation-safe lifeline for inland transport (ISRBC, 2009b; Komatina, 2011b). The undertaken activities have been focused on two major issues: (a) planning for rehabilitation and development of the Sava river waterway infrastructure, and (b) improvement of technical standards and safety of navigation, with the aim to prevent the environmental risks associated with navigation.

With regard to **rehabilitation and development of the waterway infrastructure**, the preliminary documentation has been developed, and future steps have been agreed upon by the Parties (ISRBC, 2011a, 2011b). Based on the assessment of transport demand (Fig. 12) and economic analyses, the upgrade of the whole waterway to class Va was shown to be feasible, the costs being 10% higher than the costs of rehabilitation of the whole waterway to class IV (ISRBC, 2008a). Nevertheless, in order to minimize negative environmental impacts of the project, the ISRBC has decided to develop the waterway to class Va only at 40% of the total length (section Belgrade – Brčko), while the rest part will be rehabilitated to class IV. For the same reason, no change of the present watercourse (i.e. no straightening of the river) has been planned, so that, in sharp bends, only one-way navigation is foreseen. Additionally, several other activities have been performed, including a full restoration of the waterway marking system after 20 years, removal of unexploded ordnances from the river banks, and the initial phase of establishment of the Sava RIS in accordance with the *EU RIS Directive*.

This part provides a brief summary of the achievements made, not only in the fields of navigation, other water uses, water protection and hazard management, but also with regard to "cross-cutting issues" (i.e. information management, hydrological and meteorological issues, cooperation, public participation and stakeholder involvement), which are dealt with in order to provide an overall support to the implementation process. Further information can be found elsewhere (Komatina and Zlatić-Jugović, 2010; Komatina, 2011a), or at the ISRBC web-site, www.savacommission.org, where majority of the

Following the economic decline in the former Yugoslavia in the 1980-ies, the armed conflict in the early 1990-ies has caused an additional decrease of transport and navigation on the Sava river, reducing the cargo traffic, which was around 10 million tons in 1982, and 5.7 million tons in 1990, to less than 1 million tons. A lack of investments into the waterway maintenance and infrastructure development resulted in unfavourable navigation conditions, characterized by a limited draft during long periods, a limited fairway width and a limited height for passages under some bridges, as well as insufficient marking. Navigability of the waterway, which used to be a class IV waterway in the past, was reduced to class III at many sections of the river. Given such an initial situation, ratification of the *FASRB* and establishment of the ISRBC provided a good basis for rehabilitation and development of navigation on the Sava river, which was further strengthened by

simultaneous ratification of the *Protocol on Navigation Regime to the FASRB* (2004).

Since the beginning of the *FASRB* implementation, considerable efforts have been invested by the ISRBC and the Parties to provide conditions necessary for the Sava river to become an important, environment-friendly and navigation-safe lifeline for inland transport (ISRBC, 2009b; Komatina, 2011b). The undertaken activities have been focused on two major issues: (a) planning for rehabilitation and development of the Sava river waterway infrastructure, and (b) improvement of technical standards and safety of navigation, with the aim to

With regard to **rehabilitation and development of the waterway infrastructure**, the preliminary documentation has been developed, and future steps have been agreed upon by the Parties (ISRBC, 2011a, 2011b). Based on the assessment of transport demand (Fig. 12) and economic analyses, the upgrade of the whole waterway to class Va was shown to be feasible, the costs being 10% higher than the costs of rehabilitation of the whole waterway to class IV (ISRBC, 2008a). Nevertheless, in order to minimize negative environmental impacts of the project, the ISRBC has decided to develop the waterway to class Va only at 40% of the total length (section Belgrade – Brčko), while the rest part will be rehabilitated to class IV. For the same reason, no change of the present watercourse (i.e. no straightening of the river) has been planned, so that, in sharp bends, only one-way navigation is foreseen. Additionally, several other activities have been performed, including a full restoration of the waterway marking system after 20 years, removal of unexploded ordnances from the river banks, and the initial phase of establishment of the Sava RIS in accordance with the

**4.1 Current status of the** *FASRB* **implementation** 

documents, mentioned throughout the text, are available.

prevent the environmental risks associated with navigation.

*EU RIS Directive*.

**4.1.1 Navigation and other water uses** 

Fig. 12. Estimated margins of traffic volume on the Sava river for year 2027 (ISRBC, 2008a)

The **administrative and legal framework** has been strengthened by development of a set of rules and other documents related to technical issues and safety of navigation, harmonized with the corresponding EU and UNECE regulations (ISRBC, 2009b, 2009c). The *Protocol on Prevention of Water Pollution caused by Navigation to the FASRB* (ISRBC, 2009a) has been developed and signed, and is currently undergoing ratification. The *Protocol on Sediment Management to the FASRB*, aiming to regulate, *inter alia*, the sand and gravel exploitation in accordance with the *Sava River Basin Management Plan* (*Sava RBM Plan*), has entered the process of final harmonization by the Parties.

In order to ensure **environmental sustainability**, the issue of navigation development is considered as an integral part of the *Sava RBM Plan*, which is being developed in accordance with the *EU WFD*. A considerable attention has been paid, as well, to the improvement of technical standards and safety of navigation, through implementation of concrete projects (restoration of the waterway marking system, development of the Sava RIS) and strengthening of the administrative and legal framework, including the protocols to the *FASRB*, fully in line with the corresponding EU and UNECE regulations. Finally, the waterway planning has been based on a clear intention to minimize negative environmental impacts of the rehabilitation works, and accompanied with an active involvement of the ISRBC in the relevant processes on Danube and European levels (International Commission for the Protection of the Danube River [ICPDR] et al., 2008; *Manual on Good Practices in Sustainable Waterway Planning*, 2010).

Partly as a consequence of the above mentioned achievements, there are already several indicators of development in traffic and opening of new cargo flows on the Sava river, such as opening of transport of oil products from (Bosanski) Brod, new developments in Serbian ports (Sremska Mitrovica, Šabac), as well as the first passenger cruise along the whole Sava river waterway after 150 years.

Integrated Water Resources Management as a

climate change assessment in the basin.

**4.1.3 Cross-cutting issues** 

initial phase launched.

planned.

Basis for Sustainable Development – The Case of the Sava River Basin 35

ICPDR. The *Protocol on Emergency Situations to the FASRB*, aiming to enhance prevention, preparedness, response and mutual assistance of the Parties in case of emergency situations, has been drafted and entered the process of harmonization by the Parties. As an important future activity, development of a water contingency management plan for the basin is

In the field of **flood management**, the *Flood Action Plan* for the Sava river basin (ICPDR & ISRBC, 2009) has been prepared in accordance with the *Flood Action Programme for the Danube River Basin* of the ICPDR, providing the first programme of measures for each Party to achieve the defined targets for flood management in its part of the Sava basin until 2015. The *Protocol on Flood Protection to the FASRB* (ISRBC, 2010a), which aims to provide the legal basis for cooperation of the Parties in line with the *EU Flood Directive*, including the preparation of the *Flood Risk Management Plan* for the Sava river basin, has been developed and signed, and is currently under ratification. A number of preparatory activities toward the *Flood Risk Management Plan* have been performed so far, including an assessment of current flood management practices in the Parties, establishment of a database on the existing flood protection facilities, preparation of a GIS-based, indicative flood extent map for the whole Sava river (Fig. 13), development of a preliminary hydrological model of the Sava river basin and the hydraulic model of the Sava river, and launching an UNECEsupported project, aiming to assist linking the flood risk management planning and the

Fig. 13. Indicative map of important flood prone areas along the Sava river (ISRBC, 2009d)

In the field of **information management**, the *Sava GIS Strategy* (ISRBC, 2008b) has been developed, taking into account the *EU INSPIRE Directive* and the Water Information System for Europe. Subsequently, the implementing documents for the Sava GIS establishment have been prepared, the funding for the initial phase of the GIS establishment secured, and the

As for the **hydrological and meteorological issues**, advances in the exchange of hydrometeorological information and data within the basin have been made, including a revival of the *Hydrological Yearbook of the Sava River Basin* (ISRBC, 2010b) after more than 20 years.

In addition to navigation, efforts have also been made to develop **other economic activities** that can benefit from the use of river infrastructure. Being aware of great potentials for development of tourism in the basin in an environmentally friendly manner, the first *Nautical and Tourist Guide of the Sava River* has been developed in cooperation with regional chambers of commerce of the Parties (ISRBC, 2011c), while the preparation of a master plan for development of nautical tourism in the basin is planned to be undertaken as the next step. The preparation of another project, focusing on the contribution of small and medium enterprises to sustainable development of the Sava river basin, which has recently been initiated, targets not only river transport and tourism, but also other economic activities, including fish farming and shipbuilding.

### **4.1.2 Water protection and hazard management**

The key activity in the field of **river basin management** has been the preparation of the first *Sava RBM Plan* in accordance with the *EU WFD*, given the commitment of the Parties to respect the *WFD*, although some of them (i.e. the non-EU member states) are not legally bound to do so. An important step in this regard was the development of the *Sava River Basin Analysis Report* (ISRBC, 2009d), a comprehensive document dealing with both water quality and quantity issues, hydrology and hydromorphology of the basin, and providing the first overview and thematic GIS maps of the basin (ISRBC, 2009e). To ensure an integrated approach from the very beginning of the *RBM Plan* preparation process, the Sava River Basin Analysis also included consideration of the flood management and navigation development issues. Further preparation of the first *Sava RBM Plan*, supported by the European Commission, is in progress. Following the drafting of the *Plan* in fall 2011, and the subsequent public consultation process, the *Sava RBM Plan* is expected to be finalized and adopted by the Parties in 2012.

As regional climate modelling suggests an overall reduction of around 15% to 30% in mean annual runoff in the Sava river basin by the middle of this century, which could be challenging for all investments made in the basin, the development of a *Climate Adaptation Plan for the Sava River Basin* has been undertaken by the World Bank. The main aim of this effort is to fill the knowledge gap on the climate change impact on the water sector in the basin and to show how to increase the climate resilience of critical water management infrastructure investments and of integrated water resource management in the region, by elaborating alternatives for adaptive management actions in water management sub-sectors, including navigation, hydropower, agricultural water use, flood protection and environmental protection.

In addition to these activities, the *Protocol on Sediment Management to the FASRB*, stipulating the preparation of a sediment management plan for the basin in accordance with the *Sava RBM Plan*, has been prepared and is undergoing final harmonization by the Parties, while the *Protocol on transboundary impact to the FASRB* is under development on the ISRBC level.

For the purpose of an efficient **accident prevention and control** in the Sava river basin, participation in testing of the existing Accident Emergency Warning System of the ICPDR is continuously being done, and efforts are being made to improve the work of the Principal International Alert Centres in the Parties to the *FASRB*, including the organization of training courses for the operational staff of the Alert Centres, in cooperation with the

In addition to navigation, efforts have also been made to develop **other economic activities** that can benefit from the use of river infrastructure. Being aware of great potentials for development of tourism in the basin in an environmentally friendly manner, the first *Nautical and Tourist Guide of the Sava River* has been developed in cooperation with regional chambers of commerce of the Parties (ISRBC, 2011c), while the preparation of a master plan for development of nautical tourism in the basin is planned to be undertaken as the next step. The preparation of another project, focusing on the contribution of small and medium enterprises to sustainable development of the Sava river basin, which has recently been initiated, targets not only river transport and tourism, but also other economic activities,

The key activity in the field of **river basin management** has been the preparation of the first *Sava RBM Plan* in accordance with the *EU WFD*, given the commitment of the Parties to respect the *WFD*, although some of them (i.e. the non-EU member states) are not legally bound to do so. An important step in this regard was the development of the *Sava River Basin Analysis Report* (ISRBC, 2009d), a comprehensive document dealing with both water quality and quantity issues, hydrology and hydromorphology of the basin, and providing the first overview and thematic GIS maps of the basin (ISRBC, 2009e). To ensure an integrated approach from the very beginning of the *RBM Plan* preparation process, the Sava River Basin Analysis also included consideration of the flood management and navigation development issues. Further preparation of the first *Sava RBM Plan*, supported by the European Commission, is in progress. Following the drafting of the *Plan* in fall 2011, and the subsequent public consultation process, the *Sava RBM Plan* is expected to be finalized and

As regional climate modelling suggests an overall reduction of around 15% to 30% in mean annual runoff in the Sava river basin by the middle of this century, which could be challenging for all investments made in the basin, the development of a *Climate Adaptation Plan for the Sava River Basin* has been undertaken by the World Bank. The main aim of this effort is to fill the knowledge gap on the climate change impact on the water sector in the basin and to show how to increase the climate resilience of critical water management infrastructure investments and of integrated water resource management in the region, by elaborating alternatives for adaptive management actions in water management sub-sectors, including navigation, hydropower, agricultural water use, flood protection and

In addition to these activities, the *Protocol on Sediment Management to the FASRB*, stipulating the preparation of a sediment management plan for the basin in accordance with the *Sava RBM Plan*, has been prepared and is undergoing final harmonization by the Parties, while the *Protocol on transboundary impact to the FASRB* is under development on the ISRBC level. For the purpose of an efficient **accident prevention and control** in the Sava river basin, participation in testing of the existing Accident Emergency Warning System of the ICPDR is continuously being done, and efforts are being made to improve the work of the Principal International Alert Centres in the Parties to the *FASRB*, including the organization of training courses for the operational staff of the Alert Centres, in cooperation with the

including fish farming and shipbuilding.

adopted by the Parties in 2012.

environmental protection.

**4.1.2 Water protection and hazard management** 

ICPDR. The *Protocol on Emergency Situations to the FASRB*, aiming to enhance prevention, preparedness, response and mutual assistance of the Parties in case of emergency situations, has been drafted and entered the process of harmonization by the Parties. As an important future activity, development of a water contingency management plan for the basin is planned.

In the field of **flood management**, the *Flood Action Plan* for the Sava river basin (ICPDR & ISRBC, 2009) has been prepared in accordance with the *Flood Action Programme for the Danube River Basin* of the ICPDR, providing the first programme of measures for each Party to achieve the defined targets for flood management in its part of the Sava basin until 2015.

The *Protocol on Flood Protection to the FASRB* (ISRBC, 2010a), which aims to provide the legal basis for cooperation of the Parties in line with the *EU Flood Directive*, including the preparation of the *Flood Risk Management Plan* for the Sava river basin, has been developed and signed, and is currently under ratification. A number of preparatory activities toward the *Flood Risk Management Plan* have been performed so far, including an assessment of current flood management practices in the Parties, establishment of a database on the existing flood protection facilities, preparation of a GIS-based, indicative flood extent map for the whole Sava river (Fig. 13), development of a preliminary hydrological model of the Sava river basin and the hydraulic model of the Sava river, and launching an UNECEsupported project, aiming to assist linking the flood risk management planning and the climate change assessment in the basin.

Fig. 13. Indicative map of important flood prone areas along the Sava river (ISRBC, 2009d)
