Rigo Inland Map

[Madox Valdivia]

N2The availability of supporting bunker infrastructure for zero-emission energy sources will be key to accommodate zero-emission inland waterway transport (IWT). However, it remains unclear which (mix of) zero-emission energy sources to prepare for, and how to plan the bunker infrastructure in relative positions and required capacity at corridor scale. To provide insight into the positioning and dimensions of bunkering infrastructure we propose a bottom-up energy consumption method combined with agent based network simulation. In the method, we first produce a two-way traffic energy consumption map, aggregated from the energy footprint of individual vessels on the transport network. Next we investigate the potential sailing range of the vessels on the network if they would sail the same routes, but with alternative energy carriers. Based on the sailing range of the vessels for different energy carriers, the maximum inter-distance between refuelling points can be estimated. By aggregating the energy consumptions of all the vessels on the network, we can estimate the required capacity of a given refuelling point. To demonstrate the basic functionality we implement the method to four representative corridor scale inland shipping examples using zero-emission energy sources including hydrogen, batteries, e-NH3, e-methanol and e-LNG. The application in this paper is limited to four abstract cases. A recommended next step is to apply this approach to a more realistic network.

AB - The availability of supporting bunker infrastructure for zero-emission energy sources will be key to accommodate zero-emission inland waterway transport (IWT). However, it remains unclear which (mix of) zero-emission energy sources to prepare for, and how to plan the bunker infrastructure in relative positions and required capacity at corridor scale. To provide insight into the positioning and dimensions of bunkering infrastructure we propose a bottom-up energy consumption method combined with agent based network simulation. In the method, we first produce a two-way traffic energy consumption map, aggregated from the energy footprint of individual vessels on the transport network. Next we investigate the potential sailing range of the vessels on the network if they would sail the same routes, but with alternative energy carriers. Based on the sailing range of the vessels for different energy carriers, the maximum inter-distance between refuelling points can be estimated. By aggregating the energy consumptions of all the vessels on the network, we can estimate the required capacity of a given refuelling point. To demonstrate the basic functionality we implement the method to four representative corridor scale inland shipping examples using zero-emission energy sources including hydrogen, batteries, e-NH3, e-methanol and e-LNG. The application in this paper is limited to four abstract cases. A recommended next step is to apply this approach to a more realistic network.

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This keynote paper presents the PIANC Inland Navigation Commission (INCOM; ). INCOM is one of the 4 technical commissions of PIANC, which is targeting to Inland Navigation, and particularly to the waterway infrastructure and management.

In 2016, the WG 179sent a questionnaire to all PIANC National Sections to collect information about the applied classification for inland waterways in their countries and their suggestions for modernizing the current ECMT (1992) and UN/ECE classifications.

Based on the results of the questionnaire, the WG concluded that in Europe the connected waterways share a common classification. However, inland navigation and the inland waterways fleet in other countries is rather different from that in Europe. The WG started an investigation into developments in the inland waterways fleet in Europe. The overall waterway network was studied, and the specific dimensions of existing locks and bridges have been considered in drafting a new classification proposal.

This report contains a detailed analysis of the current engineering practice and offers guidelines for a more uniform, systematic approach to fatigue related issues. It provides a summary of the appropriate design tools, analysis methods, technical codes, other guidelines and best practices. It gives examples of both correct and incorrect solutions, provides the discussion of crucial issues and presents the lessons learned from fatigue failures of hydraulic structures. Apart from the design, the report also provides proper recommendations and best practices for the repair of different fatigue damages and for the management (particularly monitoring and assessment) of structures exposed to fatigue.

The matters that have been investigated include: Nature of fatigue in hydraulic structures, significance and specific character of fatigue damage; Identification of fatigue loads, their sources, characters and correlations.

Composites have been evolving over the years and are making major in-roads into the marine, aviation and other industries where corrosions and self-weight are the major impediments to advancing the state-of-the-art. Civil Works engineers have been reluctant to take advantage of these composite materials and systems, partially because of the absence of well documented success stories, accepted design and construction practices or specifications, limited understanding of composite system behavior, absence of training in design, construction, evaluation and repair, higher initial costs in some applications and others including unfavorable reputation for recycling. A few navigational structures using fiber reinforced polymer (FRP) composites have recently been designed, manufactured and installed in the United States of America, France, United Kingdom, the Netherlands, and other countries. US Army Corps of Engineers is embarking on higher volume applications of composites for navigational structures.

This report summarizes the state of the art of FRP composites for hydraulic structures including design, construction, evaluation and repair. For clarity and brevity, only essential concepts related to composites, major manufacturing methods, key structural characteristics and engineering science issues of composites are briefly included in the report, while more in-depth general discussions related to composites are directed for deeper exploration by readers through an extensive set of references provided in this report. Emphasis is placed on applications of composites in waterfront, marine, navigational structures including lock gates, gates and protection systems. Design of composite hydraulic structures is presented or referenced for the cases available, such as design of FRP Recess Panel, Wicket Gates, Miter Gates, FRP gates and repair of corroded Steel Piles. This is followed by discussions on operation and maintenance guidance including nondestructive inspection ad evaluation techniques. Cost considerations are discussed in Chapter 7. The report concludes with summary remarks and recommendations.

Since 2008, there are a lot more waterways that have implemented or in the process of implementing remote operation technology. At the same time, events around the world have led to a much tighter security posture for marine transportation. These have a significant impact on remote operation of locks and bridges.

The WG have collected recent development and case studies from different countries on remote operation of structures. The standards, guidelines and best practices in this field have been reviewed critically. The matters that have been investigated include:

Hydropower structures are rarely built for a single purpose. Hydropower is usually incorporated in a multipurpose system used for water storage (irrigation and drinking water), flood attenuation and water management, navigation, and amenity. In most fully developed economies, all the large commercially viable hydropower potentials have been developed. Even in developing economies, hydropower is often well developed with most of the larger schemes having been developed or under development. However, there is considerable potential in all countries to increase hydro capacity using small, mini- or micro-sized turbines on smaller water courses, rivers, and even man-made canals.

Any organization that controls or manages a water course can utilize the potential of moving water to generate renewable energy and inland navigations are an obvious possibility with existing infrastructure creating differences in level and water movement.

In the past, the developers of navigations paid little attention to the effect on the environment of the creation of the navigation. Rivers and water courses were blocked with weirs and dams to facilitate the passage of vessels, preventing the long-distance migration of diadromous fish to/from the sea and even the localized potamodromous movement of fish within the freshwater river system. The transportation of silt downstream during floods, often a source of land fertilization for deltas in the lower reaches, can be blocked by the dams, weirs and other control structures causing land degradation a long way downstream.

This report provides recommendations for the study of saltwater intrusion in inland waterways and, where necessary or required, its mitigation. Mitigation methods are summarised as well as measurement and modelling techniques that can be used to predict or determine the effectiveness of various measures. Attention is given to both inland waterways (i.e. waterways that are enclosed via dams with shipping locks) and to open river estuaries.

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