Inland Freight Water Transport

Substantial Contribution to Climate Change Mitigation

The activity covers the purchase, financing, leasing, rental and operation of freight vessels navigating inland waterways. Vessels must have zero direct (tailpipe) CO2 emissions during operation. This can be achieved through battery-electric propulsion, hydrogen fuel cells or other zero-emission drivetrain technologies suitable for river and canal navigation.

Until 31 December 2025, vessels may alternatively qualify where direct CO2 emissions per tonne-kilometre are at least 50% below the reference value defined for inland waterway freight transport. Vessels using sustainably sourced biofuels compliant with RED II criteria may count these towards the emission reduction threshold during the transitional period.

Inland waterway freight is inherently more energy-efficient per tonne-kilometre than road transport. By requiring zero or near-zero emissions, this criterion ensures that the modal shift advantage is combined with fuel-source decarbonisation, delivering deep emission cuts across the logistics chain.

Substantial Contribution to Climate Change Adaptation

The activity must satisfy Appendix A of the Climate Delegated Act. Climate risks specific to inland freight navigation, including prolonged low-water periods reducing navigable draught, flood events closing waterway sections, and ice disrupting winter operations, must be assessed and addressed through adaptation plans.

DNSH: Climate Change Adaptation

A climate risk assessment must be performed in accordance with Appendix A. Material risks include drought-induced low water levels constraining cargo capacity, increased flooding frequency along major river corridors, changes in freeze-thaw cycles, and extreme precipitation affecting lock operations and port infrastructure.

DNSH: Water and Marine Resources

Vessels must comply with the CDNI convention or equivalent national waste reception regulations. Cargo hold washing water, bilge water and sewage must be properly collected and treated before discharge. Hazardous cargo must be transported in compliance with the European Agreement concerning the International Carriage of Dangerous Goods by Inland Waterways (ADN). Anti-fouling coatings must not release substances harmful to freshwater biodiversity.

DNSH: Circular Economy

Hull and propulsion components must be designed for longevity, repair and eventual recycling. Battery packs must meet the lifecycle and recycling requirements of Regulation (EU) 2023/1542. Operators must maintain a ship recycling plan addressing steel, non-ferrous metals, electronic equipment and hazardous materials, consistent with Regulation (EU) No 1257/2013 principles adapted for inland vessels.

DNSH: Pollution Prevention and Control

Any auxiliary engines must comply with Stage V emission limits under Regulation (EU) 2016/1628. The vessel must have adequate onboard storage and transfer systems to prevent fuel and oil spills. Noise and vibration must be managed to reduce impacts on crew and riverside communities. Air quality impacts at inland ports must be mitigated through shore power connections where available.