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In the search for space for producing renewable energy, possible negative effects of solar parks and wind farms along inland waterways can easily be overseen. This paper provides an exploratory description of effects for navigation like blinding of helmsmen, disturbance of radio communication and exaggeration of vessel’s radar images and concludes with a chapter on mitigating measures., Rivers, Ports, Waterways and Dredging Engineering

Rivers, Ports, Waterways and Dredging Engineering

Rivers, Ports, Waterways and Dredging Engineering

Rivers, Ports, Waterways and Dredging Engineering

Rivers, Ports, Waterways and Dredging Engineering

Rivers, Ports, Waterways and Dredging Engineering

Rivers, Ports, Waterways and Dredging Engineering

Rivers, Ports, Waterways and Dredging Engineering

Rivers, Ports, Waterways and Dredging Engineering

Rivers, Ports, Waterways and Dredging Engineering

Rivers, Ports, Waterways and Dredging Engineering

De Richtlijnen Vaarwegen bundelen de Nederlandse kennis op het gebied van het ontwerp en de inrichting van vaarwegen, zowel vaarwegvakken als havens, bruggen en sluizen. De richtlijnen geven aanwijzingen voor het kiezen van een maatgevend schip en maatgevende hydraulische randvoorwaarden voor zowel beroeps- als recreatievaart. De richtlijnen gelden voor vaarwegen tot en met CEMT-klasse VI. Door vaarwegen volgens dezelfde richtlijnen te ontwerpen, ontstaat een beter samenhangend vaarwegennetwerk.

De Richtlijnen Vaarwegen bundelen de Nederlandse kennis op het gebied van het ontwerp en de inrichting van vaarwegen, zowel vaarwegvakken als havens, bruggen en sluizen. De richtlijnen geven aanwijzingen voor het kiezen van een maatgevend schip en maatgevende hydraulische randvoorwaarden voor zowel beroeps- als recreatievaart. De richtlijnen gelden voor vaarwegen tot en met CEMT-klasse VI. Door vaarwegen volgens dezelfde richtlijnen te ontwerpen, ontstaat een beter samenhangend vaarwegennetwerk.

The Dutch Rijkswaterstaat is responsible for the design, construction, management and maintenance of the main infrastructure in the Netherlands. This includes the main inland waterway network and water systems. To support the design from a traffic point of view Rijkswaterstaat developed the Waterways Guidelines in 1996, which evolved into the latest 2017 edition (RVW2017) [Ref. 1]. The RVW2017 are restricted to waterways without current or with a limited longitudinal flow velocity (less than 0.5 m/s). However, it is evident that in almost all free-flowing rivers this longitudinal flow velocity is exceeded. That is why the Rijkswaterstaat decided in 2015 to develop integral guidelines for inland waterways, including rivers. These guidelines will consist of design guidelines, of tables and rules of thumb for dimensioning the waterway in a free-flowing river, as an extension of the existing RVW2017. The extension of the RVW2017 to rivers started in 2015 by following the same design scheme as in the existing guidelines, identifying all aspects that would change when considering flowing waters. Only these aspects were dealt with. In the next sections some aspects of straight river sections and bends are discussed., Rivers, Ports, Waterways and Dredging Engineering

The Pianc Design guidelines for inalnd waterways contain a generalised approach, based om the review of existing guidelines and the corresponding Concept Design Method, reflecting practice examples in the so called 'Practice approach' and in special cases using field experiments or real-time simulation techniques.

The Dutch Rijkswaterstaat is responsible for the design, construction, management and maintenance of the main infrastructure in the Netherlands. This includes the main inland waterway network and water systems. To support the design from a traffic point of view Rijkswaterstaat developed the Waterways Guidelines in 1996, which evolved into the latest 2017 edition (RVW2017) [Ref. 1]. The RVW2017 are restricted to waterways without current or with a limited longitudinal flow velocity (less than 0.5 m/s). However, it is evident that in almost all free-flowing rivers this longitudinal flow velocity is exceeded. That is why the Rijkswaterstaat decided in 2015 to develop integral guidelines for inland waterways, including rivers. These guidelines will consist of design guidelines, of tables and rules of thumb for dimensioning the waterway in a free-flowing river, as an extension of the existing RVW2017. The extension of the RVW2017 to rivers started in 2015 by following the same design scheme as in the existing guidelines, identifying all aspects that would change when considering flowing waters. Only these aspects were dealt with. In the next sections some aspects of straight river sections and bends are discussed., Rivers, Ports, Waterways and Dredging Engineering

The Pianc Design guidelines for inalnd waterways contain a generalised approach, based om the review of existing guidelines and the corresponding Concept Design Method, reflecting practice examples in the so called 'Practice approach' and in special cases using field experiments or real-time simulation techniques.

De Richtlijnen Vaarwegen bundelen de Nederlandse kennis op het gebied van het ontwerp en de inrichting van vaarwegen, zowel vaarwegvakken als havens, bruggen en sluizen. De richtlijnen geven aanwijzingen voor het kiezen van een maatgevend schip en maatgevende hydraulische randvoorwaarden voor zowel beroeps- als recreatievaart. De richtlijnen gelden voor vaarwegen tot en met CEMT-klasse VI. Door vaarwegen volgens dezelfde richtlijnen te ontwerpen, ontstaat een beter samenhangend vaarwegennetwerk.

De Richtlijnen Vaarwegen bundelen de Nederlandse kennis op het gebied van het ontwerp en de inrichting van vaarwegen, zowel vaarwegvakken als havens, bruggen en sluizen. De richtlijnen geven aanwijzingen voor het kiezen van een maatgevend schip en maatgevende hydraulische randvoorwaarden voor zowel beroeps- als recreatievaart. De richtlijnen gelden voor vaarwegen tot en met CEMT-klasse VI. Door vaarwegen volgens dezelfde richtlijnen te ontwerpen, ontstaat een beter samenhangend vaarwegennetwerk.

This joint paper, prepared by the Natural Resources and Infrastructure Division of the Economic Commission for Latin America and the Caribbean and experts from the World Association for Waterborne Transport Infrastructure (PIANC), looks at the benefits of developing a classification of navigable inland waterways in South America. Taking the European classification system as an example, the paper demonstrates the role such a system can play in developing inland navigation and highlights the potential benefits of a South American classification system, including helping to identify and monitor the status of existing waterways; providing a basis for estimating the need for infrastructure investment; facilitating access to financing; providing a common basis for bilateral and regional agreements; and contributing to a more sustainable use of inland waterways. The paper sets out an initial classification proposal, including overall objectives and requirements in terms of quality, the technical and operational classification criteria and monitoring mechanisms. As the process for developing a South American classification system is at an early stage, the aim of the paper is to highlight any strategic and technical issues that should be examined during national and regional discussions to design and implement a regional classification for inland waterways., Rivers, Ports, Waterways and Dredging Engineering

De Richtlijnen Vaarwegen bundelen de Nederlandse kennis op het gebied van het ontwerp en de inrichting van vaarwegen, zowel vaarwegvakken als havens, bruggen en sluizen. De richtlijnen geven aanwijzingen voor het kiezen van een maatgevend schip en maatgevende hydraulische randvoorwaarden voor zowel beroeps- als recreatievaart. De richtlijnen gelden voor vaarwegen tot en met CEMT-klasse VI. Door vaarwegen volgens dezelfde richtlijnen te ontwerpen, ontstaat een beter samenhangend vaarwegennetwerk.

This joint paper, prepared by the Natural Resources and Infrastructure Division of the Economic Commission for Latin America and the Caribbean and experts from the World Association for Waterborne Transport Infrastructure (PIANC), looks at the benefits of developing a classification of navigable inland waterways in South America. Taking the European classification system as an example, the paper demonstrates the role such a system can play in developing inland navigation and highlights the potential benefits of a South American classification system, including helping to identify and monitor the status of existing waterways; providing a basis for estimating the need for infrastructure investment; facilitating access to financing; providing a common basis for bilateral and regional agreements; and contributing to a more sustainable use of inland waterways. The paper sets out an initial classification proposal, including overall objectives and requirements in terms of quality, the technical and operational classification criteria and monitoring mechanisms. As the process for developing a South American classification system is at an early stage, the aim of the paper is to highlight any strategic and technical issues that should be examined during national and regional discussions to design and implement a regional classification for inland waterways., Rivers, Ports, Waterways and Dredging Engineering

South America, as of yet, has not been able to take full advantage of its extensive system of naturally navigable waterways and in making them an integrated part of the region’s transport network to cater for the ever increasing demand for cargo and human mobility. Infrastructure limitations are one of the major obstacles for the development of inland navigation in the region and, to a certain extent, they are being addressed in most national and regional transport plans and projects. However, this effort, in most cases, remain isolated, and the potential and role of inland shipping as a “natural resource” in itself, but also for transporting the region’s natural resources is, in general, absent as an integral part of the countries transport, mobility and or logistics policies. In this sense the economic and social value of the region’s inland waterway system is still underestimated. A common classification of the inland waterways (rivers, canals and lakes), which currently does not exist in the region, could be instrumental for achieving greater, better and more sustainable use and governance of inland navigation. The experiences of other regions in the world demonstrate that inland waterway classifications, far from being public sector formality or a purely academic exercise, are an essential, powerful and dynamic tool for supporting and implementing inland waterways policies and projects inasmuch as they allow to identify the limitations and the economic potential of navigable waterways in the region and to encourage and monitor the development of their capacity for transport of goods and people. Against this backdrop and in order to encourage reflection on a potential inland waterways classification for the South American region, this document uses the example of the European system of classification to demonstrate the role of classifications in the inland navigation development. Specifically, it looks at the 1996 European Agreement on Main Inland Waterways of I, Rivers, Ports, Waterways and Dredging Engineering

South America, as of yet, has not been able to take full advantage of its extensive system of naturally navigable waterways and in making them an integrated part of the region’s transport network to cater for the ever increasing demand for cargo and human mobility. Infrastructure limitations are one of the major obstacles for the development of inland navigation in the region and, to a certain extent, they are being addressed in most national and regional transport plans and projects. However, this effort, in most cases, remain isolated, and the potential and role of inland shipping as a “natural resource” in itself, but also for transporting the region’s natural resources is, in general, absent as an integral part of the countries transport, mobility and or logistics policies. In this sense the economic and social value of the region’s inland waterway system is still underestimated. A common classification of the inland waterways (rivers, canals and lakes), which currently does not exist in the region, could be instrumental for achieving greater, better and more sustainable use and governance of inland navigation. The experiences of other regions in the world demonstrate that inland waterway classifications, far from being public sector formality or a purely academic exercise, are an essential, powerful and dynamic tool for supporting and implementing inland waterways policies and projects inasmuch as they allow to identify the limitations and the economic potential of navigable waterways in the region and to encourage and monitor the development of their capacity for transport of goods and people. Against this backdrop and in order to encourage reflection on a potential inland waterways classification for the South American region, this document uses the example of the European system of classification to demonstrate the role of classifications in the inland navigation development. Specifically, it looks at the 1996 European Agreement on Main Inland Waterways of I, Rivers, Ports, Waterways and Dredging Engineering

The Waterway Guidelines 2011 were published in December 2011. This Supplement to the Waterway Guidelines 2011 is being published for a number of reasons: 1. On 12 April 2013 the Rijkswaterstaat Executive Board decided that booms at bridges must be fitted with both stop devices and emergency stop devices when existing bridges are renovated or new bridges built. 2. The entry into force of the Barro Decree on 26 August 2011. 3. The completion of the Maritime Research Institute’s study concerning the incorporation of class VI into the Waterway Guidelines., Guidelines for waterways

In december 2011 zijn de Richtlijnen Vaarwegen 2011 (RVW) verschenen. De uitgave van dit Supplement op de Richtlijnen Vaarwegen 2011 had een aantal aanleidingen, te weten: 1. Het besluit van het Bestuur RWS d.d. 12-4-2013, dat op afsluitbomen van bruggen zowel een stop- als noodstopvoorziening moet worden aangebracht bij nieuwbouw en renovatie. 2. Het per 26-8-2011 van kracht worden van het Besluit algemene regels ruimtelijke ordening (Barro). 3. Het gereed gekomen onderzoek van het Marin, gericht op uitbreiding van de Richtlijnen Vaarwegen met klasse VI., Richtlijnen Vaarwegen

As a result of diminishing budgets for maintenance, the Dutch waterway authority Rijkswaterstaat is amongst others in search for economizing infrastructural facilities for commercial inland vessels along its waterways. One type of those facilities are the mooring constructions for line up- and waiting areas at lock approaches. Another type are the guiding constructions for entering the lock chamber, the so called funnels. The mooring and guiding constructions basicly exist of piles, connected by crossbeams and can be designed in either a fixed or a floating version, depending on the fall of the waterway., Hydraulic Engineering, Civil Engineering and Geosciences

The Pianc WG 141 is proceeding in the conception of Design Guidelines for Inland Waterways. WG 141 aims to produce its first draft in the end of 2015. Part of the forseen content are classification of waterways and the object of reference vessels. The role of those subjects will be presented and discussed in the Workshop, that WG 141 will give during the Smart Rivers 2015 Conference, scheduled at the 8th of September., Hydraulic Engineering, Civil Engineering and Geosciences

The Waterway Guidelines 2011 were published in December 2011. This Supplement to the Waterway Guidelines 2011 is being published for a number of reasons: 1. On 12 April 2013 the Rijkswaterstaat Executive Board decided that booms at bridges must be fitted with both stop devices and emergency stop devices when existing bridges are renovated or new bridges built. 2. The entry into force of the Barro Decree on 26 August 2011. 3. The completion of the Maritime Research Institute’s study concerning the incorporation of class VI into the Waterway Guidelines., Guidelines for waterways

In december 2011 zijn de Richtlijnen Vaarwegen 2011 (RVW) verschenen. De uitgave van dit Supplement op de Richtlijnen Vaarwegen 2011 had een aantal aanleidingen, te weten: 1. Het besluit van het Bestuur RWS d.d. 12-4-2013, dat op afsluitbomen van bruggen zowel een stop- als noodstopvoorziening moet worden aangebracht bij nieuwbouw en renovatie. 2. Het per 26-8-2011 van kracht worden van het Besluit algemene regels ruimtelijke ordening (Barro). 3. Het gereed gekomen onderzoek van het Marin, gericht op uitbreiding van de Richtlijnen Vaarwegen met klasse VI., Richtlijnen Vaarwegen

The Pianc WG 141 is proceeding in the conception of Design Guidelines for Inland Waterways. WG 141 aims to produce its first draft in the end of 2015. Part of the forseen content are classification of waterways and the object of reference vessels. The role of those subjects will be presented and discussed in the Workshop, that WG 141 will give during the Smart Rivers 2015 Conference, scheduled at the 8th of September., Hydraulic Engineering, Civil Engineering and Geosciences

As a result of diminishing budgets for maintenance, the Dutch waterway authority Rijkswaterstaat is amongst others in search for economizing infrastructural facilities for commercial inland vessels along its waterways. One type of those facilities are the mooring constructions for line up- and waiting areas at lock approaches. Another type are the guiding constructions for entering the lock chamber, the so called funnels. The mooring and guiding constructions basicly exist of piles, connected by crossbeams and can be designed in either a fixed or a floating version, depending on the fall of the waterway., Hydraulic Engineering, Civil Engineering and Geosciences

De uitgave van dit Supplement op de Richtlijnen Vaarwegen 2011 had een aantal aanleidingen, te weten: 1. Het besluit van het Bestuur RWS d.d. 12-4-2013, dat op afsluitbomen van bruggen zowel een stop- als noodstopvoorziening moet worden aangebracht bij nieuwbouw en renovatie. 2. Het per 26-8-2011 van kracht worden van het Besluit algemene regels ruimtelijke ordening (Barro). 3. Het gereed gekomen onderzoek van het Marin, gericht op uitbreiding van deRichtlijnen Vaarwegen met klasse VI. In dit supplement zijn voorts in hoofdstuk 4 wijzigingen en aanpassingen opgenomendie voort kwamen uit het toepassen van de RVW 2011 bij projecten. Daarnaast gaat het om enkele errata.

The Pianc Working group 141 is in progress to develop design guidelines for Inland Waterways. In advance of publication of the final report, this paper consists of paragraph 6.2 of the report to come. The possibility exists that the content of this paper needs to be revised to suit with the other (future) subjects in the framework of the final report. The best practice approach can be used if the design case under consideration is not handled in existing guidelines, or if there are doubts about the applicability of their recommendations. This means one is looking for comparable existing design cases. This can be helpful e.g. for fairway design in rivers., Hydraulic Engineering, Civil Engineering and Geosciences

De uitgave van dit Supplement op de Richtlijnen Vaarwegen 2011 had een aantal aanleidingen, te weten: 1. Het besluit van het Bestuur RWS d.d. 12-4-2013, dat op afsluitbomen van bruggen zowel een stop- als noodstopvoorziening moet worden aangebracht bij nieuwbouw en renovatie. 2. Het per 26-8-2011 van kracht worden van het Besluit algemene regels ruimtelijke ordening (Barro). 3. Het gereed gekomen onderzoek van het Marin, gericht op uitbreiding van deRichtlijnen Vaarwegen met klasse VI. In dit supplement zijn voorts in hoofdstuk 4 wijzigingen en aanpassingen opgenomendie voort kwamen uit het toepassen van de RVW 2011 bij projecten. Daarnaast gaat het om enkele errata.

The Pianc Working group 141 is in progress to develop design guidelines for Inland Waterways. In advance of publication of the final report, this paper consists of paragraph 6.2 of the report to come. The possibility exists that the content of this paper needs to be revised to suit with the other (future) subjects in the framework of the final report. The best practice approach can be used if the design case under consideration is not handled in existing guidelines, or if there are doubts about the applicability of their recommendations. This means one is looking for comparable existing design cases. This can be helpful e.g. for fairway design in rivers., Hydraulic Engineering, Civil Engineering and Geosciences