Sustainable development has become a guiding principle of human activities nowadays. Sustainable transport can take a great part in future development. Today this is not the case, and road transport contributes to this above all. For sustainable transport development the necessity of modal shift is inevitable and the inland waterway navigation should get the higher share of the total transport where there is an alternative. This presentation shows the reasons why the inland waterway navigation can increase the level of sustainability.

Abstract. Sustainable development has turned into a daily concept by now. Similarly, sustainable transport also appears increasingly o en, primarily in transport policy and strategic plans. However, it would be equally important if we could apply this aspect for certain activities such as haulage and forwarding that are a part of transport. Today, forwarders select an optimal alternative concerning only the criteria related to the economic e ectiveness of the transport task. In many cases, shippers are not aware neither of the concept of sustainable transport nor of harmful e ects they generate. Hence, although there is a concept of 'freight integrator' , only very few are able to meet the requirements laid down for it. No widespread method has been developed yet to compare transportation options. A similar situation can be faced discussing a traditional, purely economic approach and a theoretical modern aspect that would be in accordance with the principles of sustainable transport. e model that was developed at the Department of Aircra and Ships of Budapest University of Technology and Economics was designed speci cally to compare various options in terms of sustainability. e indicators as the elements of decision-making criteria applied in the model were derived from the indicators used for assessing the transport sector but modi ed according to the requirements of the decisionmaking task for a freight integrator. Finally, such sustainable performance index of certain alternatives is determined by two fundamentally di erent aggregation methods as ' neness index' . is article presents the model structure and application using a concrete example.

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Terrestrial laser scanning is an effective technology to capture high density and accurate point clouds about objects with complex geometry. Ship industry requires 3D hull models for multiple reverse engineering purposes; renovation, as-built analysis, simulations etc. The paper discusses how terrestrial laser scanning can be applied to capture ship hull geometry to support hydrodynamic simulations. It presents recommendations of survey geometry and methods considering scanner locations, reflectivity issues. Hydrodynamic simulations require specific types of surface models as inputs; data processing procedure is discussed how the point clouds are effectively transformed to models to be applied. Resource analysis is also included, such as duration of survey and processing, equipment to be used.

As the second longest river in Europe, the Danube connects 10 countries on its way to the Black Sea, being an international waterway used by vessels of different provenience. Thus, there are in fact 10 different social, economic and political systems at work when dealing with the waste generated by the vessels. This uncoordinated approach has affected the manner in which ship borne waste are dealt with. Policies and strategies on international and national level call for state of the art, economic and environmental viable solutions for managing waste. Taking into account this context, much effort has been made at EU level in order to find suitable solutions for the SouthEastern part of Europe. The studies and projects initiated in this respect have led to the conclusion that an International Danube Ship Waste Convention needs to be developed. Such a convention-which basis is elaborated in the frame of the EU funded project CO-WANDA-assumes the implementation of a uniform system for the collection and treatment of oily and greasy ship wastes along the River Danube. The establishment and maintenance of the necessary network of reception facilities (mobile bilge water collection vessels, shore-based reception stations and treatment facilities) is certainly cost-intensive. Therefore, a financing model is necessary, which should incorporate the polluter pays principle, encouraging waste prevention, as well as the principle of indirect payment, thus discouraging an evasion of the deposit of waste. To give an insight into the work, that has been done in CO-WANDA, this paper will address advantages and disadvantages of two different approaches to ship waste management, describe