Indicating your direction on the road is second nature to most motorists. If you don’t, you risk a fine or worse. On inland waterways, indicating your intentions is less common. But it is possible, explains Frank Maas of Cheiron-IT in this edition’s inland shipping special.
Rijkswaterstaat is working with trackpilot suppliers on sharing intentions: vessels digitally transmitting their intended course. To other vessels, to the nautical traffic control centre, and to bridges and locks. This is not a pipe dream, but a reality, as was demonstrated last year in Rotterdam. According to Renée Rijkhoek of NNVO, the nautical traffic controller of the future will therefore work in a less operational and more analytical manner once vessels start exchanging data with one another.
Meanwhile, Seafar founder Louis-Robert Cool argues that remote controlled sailing is no longer an experiment, but simply standard operating practice. Patrick Potgraven of the Ministry of Infrastructure and Water Management confirms this: by early 2026, more than thirty inland vessels had already been granted an exemption for partial control from a Remote Control Centre. Frank Reijerse of Koninklijke Binnenvaart Nederland, in a response, feels there is a need for a clear goal on the horizon for inland shipping: clarity on where the sector is heading.
But new technology also brings new risks, warns MARIN researcher Martijn Schipper. The skipper who relies too heavily on the track pilot is not a theoretical danger. It has already led to serious incidents. He therefore advocates the use of a human readiness level when it comes to the use of new technology, analogous to the technology readiness level.
Also read: SWZ|Maritime’s April 2026 issue: Dredging reimagined
Between what’s possible and permissible
Between what is possible and what is permissible, as Potgraven so aptly puts it. As is usually the case, technology is outpacing regulation, with over 1600 inland vessels already operating with a track pilot. The Zero Incidents Platform emphasises that safety must be the starting point here, not the brake.
The question is not whether inland shipping is changing. It is already changing. This also applies to roles on board and ashore. The question is who is in control. But that is actually reflected in all the contributions in this special, which was coordinated by editorial member Nicole van Spronsen. It is still the skipper.
This is editor-in-chief Robin Zander’s editorial accompanying the May 2026 issue.
Also read: SWZ|Maritime’s March 2026 issue: Imagine
SWZ app and archive
Our digital archive is available to subscribers both online and in our new app (available for Android and Iphone) and they can read the digitial version of our May issue there. Not yet a subscriber? Visit our subscription page.
Also read: SWZ|Maritime’s February 2026 issue: Designing the digital maritime future
The articles in SWZ|Maritime’s May issue
In addition to the regular sections such as Dutch news, Global news, Markets, book reviews, KNVTS news and Mars Report, the May issue features a special on digitalisation as well as other articles. They are:
- Tussen mogelijk en toelaatbaar
- Automatisering, decision support, autonomie… schipper
- Intenties delen
- Samen varen op data
- Veiligheid als vertrekpunt bij gebruik van trackpilot
- De toekomst van geautomatiseerd varen
- De binnenvaart vraagt om overzicht
- Naar een veiligere bruine vloot
- Electrification at sea
- Towline care and ship, port and tug crew safety
- CEDA – Attitude is key
- CEDA – Driving innovation in dredging
Picture: From providing support to taking over tasks, technology can already do a great deal in inland shipping. Our special highlights these developments and also examines the human factor (photo Radovan Vujovic/Shutterstock, cover picture of SWZ|Maritime’s May 2026 issue).
Also read: SWZ|Maritime’s January 2026 issue: Know how
