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Despite the potential cost reduction and environmental friendliness of inland lock waterways, there is a noticeable lack of scientific research on their efficiency and performance. Moreover, empirical insights into the impact of waterway locks on logistics systems are insufficient. Similarly, despite extensive research on data envelopment analysis (DEA) in various logistics contexts, the efficiency of waterway locks remains underexplored. This study addresses these gaps by evaluating inland waterway transposition efficiency based on operational aspects and handling capacity. In this study, data from nine primary inland waterway locks in an emerging economy were examined, comparing their relative efficiency by input-output relationships. Efficiency indices, performance objectives, benchmarks, composite efficiency, and separability conditions were calculated and analyzed. Our results highlight external factors like vessel numbers and volume as efficiency influencers. The study uncovers strategies to enhance efficiency, mainly through operational improvements or leveraging performance indices from other units. Empirical findings present opportunities to optimize maritime logistics operations, especially in countries with expansive territories. This is a novel research that introduces efficiency analysis models for inland waterway locks and offers actionable insights for an underexplored research area. Lastly, the article offers promising research opportunities for maritime logistics systems' performance. [ABSTRACT FROM AUTHOR]

Intelligent navigation is a crucial component of intelligent ships. This study focuses on the situational awareness of intelligent navigation in inland waterways with high vessel traffic densities and increased collision risks, which demand enhanced vessel situational awareness. To address perception data association issues in situational awareness, particularly in scenarios with winding waterways and multiple vessel encounters, a method based on trajectory characteristics is proposed to determine associations between Automatic Identification System (AIS) and radar objects, facilitating the fusion of heterogeneous data. Firstly, trajectory characteristics like speed, direction, turning rate, acceleration, and trajectory similarity were extracted from ship radar and AIS data to construct labeled trajectory datasets. Subsequently, by employing the Support Vector Machine (SVM) model, we accomplished the discernment of associations among the trajectories of vessels collected through AIS and radar, thereby achieving the association of heterogeneous data. Finally, through a series of experiments, including overtaking, encounters, and multi-target scenarios, this research substantiated the method, achieving an F1 score greater than 0.95. Consequently, this study can furnish robust support for the perception of intelligent vessel navigation in inland waterways and the elevation of maritime safety. [ABSTRACT FROM AUTHOR]

There are approximately 7,000 miles of inland waterways in the UK, many of them built during the 18th and 19th centuries principally to transport bulk materials. These waterways provide numerous benefits to society and the economy. However, they have untapped potential for freight transport which could be released to provide more efficient solutions compared to other modes of transport. In addition to providing solutions to reduce emissions from land or air transportation, inland waterways also bring environmental and public health benefits to local communities. Therefore, these blue-green spaces should play a central role in government and local authority planning. This article explores some of the issues which prevent full use of inland waterways transportation from being achieved from the hydrodynamics point of view. Specifically, the concepts and ideas underpinning vessel operation are reviewed and discussed in detail in this article. It is shown how hydrodynamic concepts can inform public policy to maximise the efficiency of transportation from inland waterways.

Since the pollution from inland waterways account for a great portion of urban pollutions, to use clean energy in inland waters has become an efficient means in combatting inland waterway pollution. With the increasing global demand for clean energy, liquefied natural gas (LNG) is increasingly favored by various countries, and its application in inland waterways transportation is becoming increasingly widespread. This paper focuses on the evolutionary game interaction mechanism between the government, energy company and shipping company as the main participants in inland waterways LNG construction, considering the costs as fuzzy variables. The impact of participating in LNG construction implementation on the evolutionary stable strategy (ESS) was discussed. The research result indicates the following: (1) If the government, energy company and shipping company all participate in inland waterways LNG construction, the conditions are that the profits of the government, energy company and shipping company that choose to participate in LNG construction exceed the costs of not participating. (2) The convergence rates of ESS of the government, energy company and shipping company are positively correlated with the initial values of each other's choice strategies, negatively correlated with carbon tax, subsidy and the cost of implementing positive strategy. (3) The cooperation between the energy company and shipping company has no impact on the selection of government evolutionary game strategy. The premise for the energy company and shipping company to participate in LNG construction together is that both parties have excess returns. Therefore, to ensure the implement of LNG application in inland waterways, the government should carry out carbon tax and at the same time perform subsidy policy, with the common participation of the energy company and shipping company. [ABSTRACT FROM AUTHOR]

Germany has a wide-meshed waterway network. Although inland navigation is one of the most efficient transportation methods, its share of transport is steadily decreasing. The research project Smart-Port-Shuttle Hildesheim aims to strengthen the waterway system both from the aspect of inland navigation and from the aspect of ports. For this purpose, a holistic approach is chosen, which includes technological innovations on the one hand and integration into a logistical concept on the other. This paper focuses on the first point: a technological approach for a (partially) automated inland vessel. It will present the hardware setup and an evaluation of the sensors at a selection of critical points, such as in a lock, at a bridge passage, or during the passing of an obstacle. Different methods, such as Galileo E5a measurements for positioning or Simultaneous Localization and Mapping (SLAM) for constructing and updating the map of the branch canal, are analyzed. The data structure of the Robot Operating System (ROS) is presented, as the raw data are available to the audience. [ABSTRACT FROM AUTHOR]

GNSS is an indispensable source of positioning, navigation and timing for many sectors, including inland waterway transport. Unfortunately, GNSS is also vulnerable to interference, including intentional jamming and spoofing. This paper evaluates the vulnerability of one of the key inland waterway systems—the automatic identification system (AIS)—to GNSS jamming and spoofing. The vulnerability is explored via a series of tests conducted in both laboratory and live-sky environments. The results clearly show the negative impact of both types of interference on AIS. The impact included denial of service and reporting of false position. Additionally, the effects on subsequent systems like river information services or nearby vessels are also showcased. The results presented provide valuable insight into the vulnerability of inland waterway transport. The need for understanding the system limitations and vulnerability rises with the increase in the implementation of autonomous systems into the inland waterway sector, as well as other critical infrastructure sectors. [ABSTRACT FROM AUTHOR]

Background: Shifting cargo from roads to eco-friendly inland waterway transport (IWT) is an important step towards reaching the decarbonization goals defined by the European Green Deal. The rehabilitation of nautical bottlenecks is essential to reach the fairway depth which is needed to allow a competitive transport on inland waterways. Aim: The goal of this paper is to (1) identify key performance indicators (KPI) associated with nautical bottlenecks caused by insufficient maintenance, (2) understand the effects of resolving nautical bottlenecks on the identified KPIs and (3) develop a conceptual framework. Methods: To develop the conceptual framework, we carried out a systematic literature review. We analysed the identified literature using qualitative content analysis and thus, derived relevant KPIs and their interdependencies. Findings: Ten KPIs were identified, which could be clustered as being either IWT-related, market-related or location-related. One example for an IWT-related KPI is the vessel draft, while market-related KPIs are e.g., referring to the KPI modal share and location-related KPIs to other KPIs such as fairway depth. Contribution: The conceptual framework visualizes the interdependencies between the KPIs and facilitates further research in this field, i.e., the development of a method for the evaluation of economic benefits of resolving nautical bottlenecks on inland waterways. A scientific method that allows the economic evaluation of resolving nautical bottlenecks it is essential to demonstrates the gain in quantitative net benefit if water levels are sufficient. A quantification of the net benefit serves as a motivator to intensify maintenance work on nautical bottlenecks and to facilitate decision-making regarding infrastructure projects. [ABSTRACT FROM AUTHOR]

This study assessed the safety measures and operational challenges of inland waterway transport along the Oron - Calabar route. Observation and structured questionnaires were used for the collection of data. Quantitative data was analyzed using descriptive statistics, while qualitative data was coded and analyzed using the 4-point Likert scale, which was converted to a relative importance index (R.I.I.) for each factor, posing a challenge to operators. The result showed that safety equipment was provided onboard boats by operators. The R.I.I. computed showed that boat and engine replacement (R.I.I. = 0.874) was the most challenging factor, while water hyacinth (R.I.I. = 0.418) was the least. Other challenges were frequent bad weather conditions, high running costs, floating logs and debris, extortion by law enforcement agents, difficulty making headway against the opposite current, high cost of safety equipment, passengers' refusal to adhere to safety measures, and poor berthing facilities in their order of impact. Proper funding and enforcement of safety measures are hereby recommended. [ABSTRACT FROM AUTHOR]

Given the uncertainty of the navigating conditions on the Danube River, the hydrological situation on the Bulgarian leg of the river is predicted using ARIMA methods. The forecast is based on statistical daily hydrological data for a period of five years. A mathematical routing model is developed under the condition that it is not possible for a self-propelled vessel to continue its voyage due to draft limitation. Options including waiting for navigation opening, partial lightening on a barge, and a complete or partial modal shift to rail or road transport through an alternative port are considered. An acceptable option is determined, taking into account the additional costs and transit time. A routing simulation is made using SPSS software. [ABSTRACT FROM AUTHOR]

As part of their reconstruction of the city following Allied bombing during World War II, the Tokyo Metropolitan Government infilled medium to small inland waterways (namely, canals and moats constructed during the 17th century) and utilised the resultant terrestrial strips for new purposes. Wartime damage reconstruction was conducted as part of the official city planning of Tokyo. During the 1940s, various waterways in Tokyo were infilled primarily with debris resulting from wartime bombing and, thereby, these landfills presented a model for the disposal of debris from disasters. In Japan, 115 municipalities were designated as war-damaged cities by the government, whose reconstruction was conducted as official city planning. The article examines how common the disposal of wartime debris via the in-filling of inland waterways was. The in-filling of Tokyo's inland waterways caused the loss of watery spaces that are nowadays regarded as cultural heritage assets with recreational potential. Studies have either criticised the infilling of waterways or else underscored opposition to the activity. How then was it possible for the authorities to decide on infilling and land reclamation as city planning? Was there any social support for this project? Relatedly, should the decision by the metropolitan government to infill inland waterways be regarded as inappropriate? This article considers these questions and evaluates the modification of such areas after WWII. [ABSTRACT FROM AUTHOR]

The Indian government has undertaken several initiatives to enhance maritime and international trade, including lowering the cost of freight logistics, fostering social entrepreneurship, and developing inland waterways. After the declaration under the National Waterways Act of 2016, 111 National Waterways were also considered for integrated development. 17 National Waterways are moving freight. Consequently, opportunities for social entrepreneurship are created. Cargo transportation requires development of ports and terminals. It impacts the project influence area, creating a hinterland for cargo supply and generating employment opportunities for social entrepreneurs. This research focuses on the social entrepreneurship opportunities provided by the development of National Waterways in India, mainly for its stakeholders. Developing inland waterways is expected to create an ecosystem of social entrepreneurship. Descriptive statistics were used to answer the research question of the study. The findings of the research show that there may be numerous entrepreneurship opportunities through the development of inland waterways, such as bringing more tourism, boosting labour, the technology sector, and many more. These types of projects increase sustainable social entrepreneurship, which helps individuals. [ABSTRACT FROM AUTHOR]

A complex transportation environment is resulted from the increased density of water transportation in inland waterways, adversely affecting the safety of navigation. To improve navigation safety, a real-time ship path planning model based on an improved artificial potential field (APF) algorithm is presented in narrow inland waterways. Firstly, the collision risk index is proposed using the ellipsoid ship domain, which is used to indicate the safety area around the ship. Secondly, the synthetical potential field including attractive potential field, obstacle repulsive potential field, velocity repulsive potential field and boundary repulsive potential field is proposed in the APF model to guide ship navigation direction. Moreover, attractive turning points are innovatively integrated in the model to guide ship navigation in bend area in the waterway. The optimal path could be obtained by the synthetical force, which is calculated by the reverse gradient of the synthetical potential field with respect to position for the ship position at each moment. Finally, a case study including dynamic and static scenarios for inbound and outbound ships is implemented to evaluate the model's reliability. The results illustrate that the planned ship paths are in line with the navigation rules in narrow inland waterways. The study could be used to increase the security and effectiveness of ship navigation in inland waterways. • A real-time ship path planning model based on improved APF is proposed for narrow inland waterways. • Collision risks for ship encounters are visualized by three-dimensional graphs in the model. • A case study including overtaking, heading-on and static scenarios is conducted to validate the model. • Attractive turning points are added in the model to guide ship navigation. [ABSTRACT FROM AUTHOR]

Retention reservoirs are one of the basic elements of water management. Multifunctional, they are used for flood protection, drought prevention and other purposes. Water reservoirs can also play a fundamental role in improving navigability on the lower section of the Vistula River from the Włocławek barrage to the mouth of the Gdansk Bay. Their implementation is a determinant for the possibility of restoring the economic role of the river in question. Therefore, the purpose of this research was to determine the current navigation conditions and the state of the regulatory buildings on the Lower Vistula. The investments necessary to achieve international parameters of the waterway were also determined, together with the calculation of financial benefits related to their implementation. This was possible based on the conducted bathymetric measurements, spatial analyses, economic calculations and queries of the obtained studies. It was established that fairway depths of 1.4 m are ensured for 180 days per year on average. On the other hand, the construction of five barrages (Siarzewo, Solec Kujawski, Chełmno, Grudziądz and Gniew) will make it possible to achieve at least a navigability class IV (international) on the section of the Vistula River waterway. In addition, the barrages will enable the retention of 1.2 billion m3 of water and will be associated with financial benefits such as shipping use, flood protection and counteracting the effects of drought. On this account, annual revenues may amount to approximately PLN 3.5 billion. This shows that the construction of the reservoirs is profitable, and the proposed solutions should be implemented in the context of sustainable water management and adaptation to climate change. [ABSTRACT FROM AUTHOR]

Copyright of Journal of Peace Research & Conflict Resolution / Baris Arastirmalari ve Çatisma Çözümleri Dergisi is the property of Yalova University, Research Center for International Conflict Resolution and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Inland waterways and their connections to marine transport systems constitute a substantial resource for the establishment of green infrastructures, flood prevention, and environmental conservation. However, these developments have numerous inherent environmental hazards such as water and air pollution, a loss of habitats, increased coastal erosion, the transfer of invasive species between connected watercourses and lakes, and the transport of pollutants through watercourses to coastal areas. Climate change may aggravate these environmental problems through changing temperatures, reduced precipitation, enhancing the adverse impact of excess nutrient discharge, and the entry of invasive species. In this study, we analyse the main European inland waterway corridors and their branches to assess the ecological viability of a pan-European inland waterway network. The environmental viability of such network depends on the right assessment of ecosystem services and protection of biodiversity. A model structure for landscape conservation, green infrastructure development, water replenishment, and ecosystem reconstruction is proposed, considering a sustainable combination of multimodal inland waterway and rail transport. [ABSTRACT FROM AUTHOR]

The current study focuses on the impact loading phase characteristic of thin first year ice in inland waterways. We investigate metal grillages, fibre reinforced plastic (FRP) composites and nature-inspired composites using LS Dyna. The impact mode is modelled as (a) simplified impact model with a rigid-body impactor and (b) an experimentally validated ice model represented by cohesive zone elements. The structural concepts are investigated parametrically for strength and stiffness using the simplified model, and an aluminium alloy grillage is analysed with the ice model. The metal–FRP composite was found to be the most favourable concept that offered impact protection as well as being light weight. By weight, FRP composites with a Bouligand ply arrangement were the most favourable but prone to impact damage. Further, aluminium grillage was found to be a significant contender for a range of ice impact velocities. While the ice model is experimentally validated, a drawback of the simplified model is the lack of experimental data. We overcame this by limiting the scope to low velocity impact and investigating only relative structural performance. By doing so, the study identifies significant parameters and parametric trends along with material differences for all structural concepts. The outcomes result in the creation of a viable pool of lightweight variants that fulfil the impact loading phase. Together with outcomes from quasi-static loading phase, it is possible to develop a lightweight ice-going hull concept. [ABSTRACT FROM AUTHOR]

Lightweight ice-class vessels offer the possibility of increasing the payload capacity while making them comparable in energy consumption with non-ice-class vessels during ice-free periods. We approach the development of a lightweight hull by dividing ice–hull interactions into quasi-static loading and impact loading phases. Then, investigative outcomes of lightweight concepts for each loading phase may be combined to develop a lightweight ice-going hull. In this study, we focus on the quasi-static loading phase characteristic of thin first-year ice in inland waterways. We investigate metal grillages, sandwich structures and stiffened sandwich structures parametrically using the finite element method. The model is validated using previous experimental studies. In total over 2000 cases are investigated for strength and stiffness with respect to mass. The stiffened sandwich was found to be the most favorable concept that offered both a light weight as well as high gross tonnage. Further, significant parameters and their interactions and material differences for the three structural concepts were investigated and their trends discussed. The outcomes result in the creation of a viable pool of lightweight variants that fulfill the quasi-static loading phase. Together with outcomes from the impact loading phase, a lightweight ice-going hull may be developed. [ABSTRACT FROM AUTHOR]

The purpose of the present paper is to present the most important aspects for competency-based education and training for both maritime and the Inland Waterways sector, to ensure that every student/trainee in the EU possesses the same competencies on operational level (OL) and management level (ML) after graduating from their study or training. To reach these goals, trainers need to be able to educate and train students in the competency based system, which serves two purposes: defining minimum key competencies needed for crew members on board maritime and IWT vessels throughout the EU or worldwide, and thereby improving safety of navigation at sea and on the European interconnected waterways, and an increased level of labour mobility for crew members educated with the competencies as laid down in STCW 2010 and the new European directive.

A green and sustainable mode of transport, the inland waterway transport in India will see accelerated growth with the new Inland Vessels Act, 2021. This increased traffic growth in restricted waters will lead to economic, environmental, and safety challenges. Good manoeuvrability of inland vessels is critical to resolve these concerns. The world over, inefficient manoeuvring has resulted in several incidents which have affected the safety of navigation and maritime trade. Manoeuvrability of seagoing vessels must meet the minimum standards as per International Maritime Organization (IMO) Resolution MSC.137(76) and the MEPC1/Circ850/Rev.3 guidelines. In comparison, only a few countries, river commissions, and classification societies have specified criteria for navigation tests for inland vessels, and this does not include India. Manoeuvrability criteria and results of the tests are essential to facilitate the safe movement of vessels. This article discusses the results of full-scale manoeuvrability tests of inland vessels conducted by the author on India's national waterways and the Indo-Bangladesh Protocol route. It proposes manoeuvrability criteria for inland vessels plying in the inland waterways of India, including cross-regional protocol routes. The article also recommends measures to improve the safety of navigation in inland waters. [ABSTRACT FROM AUTHOR]

Technical‐biological bank protection measures – Design concept for the engineering practice To improve the ecological condition of inland waterways, extensive bank redesigns are planned over the next few years. More natural bank protection measures using plants are to replace the existing rip rap where possible to create more habitats for plants and animals and more structural diversity. So far, relatively little experience has been gained with technical‐biological bank protection measures on waterways with the current shipping impacts. On the basis of various research results and experience from a large‐scale nature experiment on the river Rhine near Worms, a first design concept for the engineering practice of the waterway and shipping administration was developed, taking into account the experience on small rivers without shipping. The concept was also integrated into a software. This means that bank protection with plants can now be dimensioned in addition to riprap revetments. The special features of living building materials, the hydraulic effects, the geotechnical failure mechanisms to be investigated and the individual design steps are presented below. [ABSTRACT FROM AUTHOR]

The article presents an analysis of offenses in inland navigation in 2013-2017, based on the number and reasons for issuing fines by Offices of Inland Navigation in Poland. In the investigated period, in Poland, over 1,300 fines were issued on the basis of five articles of the Act of 21st of December 2000 on Inland Navigation. Based on the collected data, the most common reasons for punishing crews of inland vessels were determined and the impact of these offenses on the safety of inland navigation in Poland was identified. In addition, recommendations for changes in the classification of offenses were presented due to the too wide spectrum of individual articles, which adversely affects the ability to interpret the most common offenses and makes it difficult to assess the causes and effects of their occurrence.

Inland waterways are a cost-effective and environmentally friendly mode of freight transportation. Natural and man-made events can disrupt navigation and may halt barge traffic. Our research provides decision support during inland waterway disruption response to minimize cargo value loss through the development of a decomposition-based sequential heuristic (DBSH). The DBSH integrates the Analytic Hierarchy Process and linear programming to prioritize cargo and allocate barges to terminals. Compared to an existing approach, the DBSH is superior when solving large-scale decision scenarios, achieving reduced cargo value loss while drastically improving computational time. [ABSTRACT FROM AUTHOR]

This paper refers to the impact of the port management operations on the goods transshipped on the inland waterways. I proposed to analyze the administrative barriers and their impact on the level of goods transhiped. During the time more and more port operators state that the import/export/transit process it is hampered by a number of factors. External good practices, that might be beneficial for inland waterway in the Danube Region have been identified and described. The identified good practices can serve as examples to be used for the optimization of processes at the Danube inland waterway. The factors that influence the management of import- export operations in inland waterways and will be analyzed in this paper are: border Police, tax and customs; navigation/traffic control authorities; port authorities/administrations; waterway & canal administration; other relevant authorities imposing barriers. [ABSTRACT FROM AUTHOR]

Starting from the fact that over 80% of the global freight transport is using seas and oceans, it’s interesting to know how is splitting the inland freight transport on rail, road and inland waterways. Inland freight transport is dominated by road transport but attempts are being made, by various means, to increase the share of rail and inland waterway transport. The objectives proposed by EU for limiting greenhouse gas emissions require using of less polluting means of transport. The transformations in logistics chains cause by Industry 4.0 impose permanent adaptations of the transport modalities to the market requirements. The present paper proposes an analysis of the share of inland transport modes in the case of Romania and the influence of different factors for each mode of transport. [ABSTRACT FROM AUTHOR]

Lagos city has abundant navigable inland waterways which if fully harnessed would help minimise road traffic congestion, pollution and provide low cost means of long distance travel within the city. This study examines inland water transport services on Lagos lagoon focusing on Ikorodu-Ebutte Ero route. Primary data were obtained using structured questionnaires. While, secondary data were sourced from relevant government and private agencies. Data were analysed using descriptive techniques including frequency counts, tables and graphs. The results revealed an inadequate provision of terminal facilities and vessels in the area. It was also found that most (67.3%) of the trips via water transport in the were mainly for work purpose. In addition, low patronage was observed and it was found to be mostly due to comparatively high cost of fares and passenger safety concerns, as indicated by 67.4% and 58.7% of the respondents respectively. Furthermore, high income earners where found to patronise this mode than low income earners. The high frequency of use of water transport by the respondents (71.3% travel by water every day) indicates that, this mode has great potential of being widely adopted, if greater attention is given to its development by both the government and private sector. There is, therefore, a need for more investment in water transportation in the area through the provision of modern infrastructure and vessels. [ABSTRACT FROM AUTHOR]

This paper analyses strategies to overcome barriers to a modal shift to inland waterway transport (IWT). Barriers identified in research literature have been categorised as regulatory, financial, service quality and market characteristics. Using two cases involving Swedish entrepreneurs initiating IWT, this paper has shown how barriers to the modal shift to IWT can be managed where markets are limited. Modal shift involves multiple actors, and the entrepreneurs interacted with ports, shippers, shipping companies, regulatory actors, forwarders and hauliers, depending on the barrier. Strategies to manage barriers included negotiating, educating stakeholders, securing volumes, conducting a proof-of-concept run and identifying business opportunities for stakeholders. The findings can increase stakeholders' knowledge of IWT. Policy makers aiming to promote modal shift must understand that fees and legislation act as barriers. [ABSTRACT FROM AUTHOR]

Inland navigation is hardly ever used to transport cargo in cities. In most urban areas, it is performed almost exclusively via road transport, with the virtual exclusion of rail and inland transport. Research and implementation projects in several European cities have shown that employing inland navigation is a viable alternative for road transport in urban areas. The research involved a case study of transporting the same number of 40-foot containers by inland waterway and road and then comparing the results in terms of transport time, transport costs, and carbon dioxide emissions between two metropolitan areas in Poland. The article shows that River Information Services (RIS) system can contribute to improving freight transport efficiency not only on longer routes, but also in urban and inter-urban conditions. The findings were that inland shipping is much cheaper and more environmentally friendly, but transport takes much longer and is not always possible due to insufficient waterway infrastructure. The paper can be used as a road map to proceed with new approach to planning urban and inter-urban logistics, with the use of inland navigation supported by the RIS system. The study delivers evidence that the main benefits of using RIS for urban logistics are: optimization of the cargo route, improved supervision and control of cargo transport, optimization of inter-branch transport, optimization of the use of fleet, more efficient use of technical infrastructure of waterways, combination of many recipients/senders into one transport, and reduction of administrative barriers.

Problem statement: It has been posited that insufficient funding for lock maintenance on the inland waterway system causes scheduled and unscheduled delays that greatly threaten inland waterway system performance. We seek to express this in a concrete form and explore quantitatively the extent to which it may be true. Approach: Our approach is to estimate statistical models using Lock Use, Performance, and Characteristics data published by the US Army Corps of Engineers (USACE) Navigation Data Center. Important to this approach are that the models should seem practically appropriate, and special attention should be paid to the possibility of interaction among lock unavailability and usage variables. Results: Apparently, the cost of scheduled unavailability for lock maintenance expressed in disrupted commodity flow is in its fixed component; the decision to interrupt commodity flow is what affects inland waterway system performance compared with the extent to which flow is interrupted in time. At the same time, the cost of unscheduled unavailability (e.g. lock closures due to disrepair and natural causes) is in its variable component, meaning the extent to which flow is interrupted in time more greatly affects inland waterway system performance. [ABSTRACT FROM AUTHOR]

This article presents the activities of the European Union (EU) and Poland to develop inland waterways as an environmentally-friendly transport method. The paper presents positive aspects of transferring part of the load from other methods of transport, such as railways or cars, to inland vessels. It shows the level of development of inland navigation in the EU and indicates favorable natural conditions for doing so. The article addresses the issues of the insufficient state of waterway infrastructure in Poland and presents measures to improve it. It also identifies the main EU and government programs seeking to standardize a common transport space of the EU by developing inland navigation. [ABSTRACT FROM AUTHOR]

The main subject of this research was to identify recent basic trends in the development of inland waterway transport in the EU as well as to evaluate this from both EU transport policy objectives and logistics markets’ requirements. For this purpose, classical statistical and economic analysis methods as well as the documentation research method were used. The basic threats and barriers to the development of inland waterway transport are indicated, as well as various actions necessary to limit or eliminate them. An attempt was also made to assess the opportunities and prospects for the development of this transport mode in the next decade in the context of the development of the broader EU transport market. The main objective of this research was to perform a market assessment of the development prospects of this mode of transport in the era of dynamic developing logistic customer service standards, as well as progressive globalization and the 4th industrial revolution (digitalization). In this respect, political versus market-oriented scenarios of the development of EU inland shipping were analyzed and evaluated. The conclusions relate to the ongoing and upcoming modal shift on the EU transport market as well as regulatory measures undertaken by the EU. [ABSTRACT FROM AUTHOR]

• A delayed formulation using additional matrices is derived to model inland waterways. • The static behavior characterization leads to a delayed descriptor model formulation. • The LQR and the KF formulation needs to be extended to deal with such systems. • By contrast, MPC and MHE can be easily adapted for this formulation • This approach can be applied to any system characterized by a static behavior. This work regards the design of optimization techniques for the purposes of state estimation and control in the framework of inland waterways, often characterized by negligible bottom slopes and large time delays. The derived control-oriented model allows these issues to be handled in a suitable manner. Then, the analogous moving horizon estimation and model predictive control techniques are applied in a centralized manner to estimate the unmeasurable states and fulfill the operational goals, respectively. Finally, the performance of the methodology is tested in simulation by means of a realistic case study based on part of the inland waterways in the north of France. The results show that the proposed methodology is able to guarantee the navigability condition, as well as the other operational goals. [ABSTRACT FROM AUTHOR]

Estimating vessel arrival times is crucial for maintaining efficient transportation operations and ensuring the stability of the entire supply chain in maritime transportation. Vessel arrival uncertainty can lead to a domino effect of delays and inefficiencies throughout the supply chain. To address this issue and enhance the efficiency of maritime logistics, in this study, we introduce a novel methodology for predicting vessel arrival times in inland waterways. This methodology employs a tree-based stacking machine learning algorithm and considers factors such as vessel generic characteristics and inland waterway conditions, such as water depth and maritime traffic flow features. The model is validated using automatic identification system (AIS) data from the Dongliu section of the Yangtze River. The results reveal that the proposed model can achieve a prediction time accuracy of 90.5% for downstream vessels and 88.6% for upstream vessels, compared to their original arrival times. The model's outcomes also demonstrate the significant impact of water level and traffic volume on prediction accuracy, underscoring the potential of prediction models in enhancing the management of inland waterway transportation systems. • In inland maritime transportation, we are the first introduce a tree-based stacking method to forecast vessel ETA data. • We account for both vessel generic features and inland waterway circumstances during the prediction process. • We assess and incorporate vessel traffic flow data when predicting vessel arrival times. [ABSTRACT FROM AUTHOR]

[Display omitted] • Dynamic blue space experiences were captured using solicited research dairies. • Diaries provided novel insight into temporal trends in exposure outcomes. • Inland blue space exposure can lead to positive restorative outcomes across time. • Blue spaces can act as versatile public health resources. • Maintenance of high-quality blue spaces is needed to ensure future health benefits. Inland blue spaces, or freshwater environments, have been shown to provide people with positive mental health and wellbeing outcomes. Most inland blue space research focusing on wellbeing outcomes has so far been cross-sectional, utilising questionnaires and interviews. Therefore, there is significant uncertainty regarding the potential for inland waterways to benefit human populations over longer-term time scales. Across a sixteen-month data collection period, this study recruited four distinct sample groups to complete diaries for periods of three-months, focusing on inland blue space experiences in Scotland. The aim of the study was to use solicited diary methods to establish whether restorative exposure outcomes gained from visiting blue spaces may vary across time. Results from the diary data show that visiting freshwater areas consistently led to positive restorative outcomes, with minimal variation in restorative outcomes observed across time. Participants recorded three principal categories of blue space experiences; routine visits, getting fresh air; and day trips, with each visit type providing a range of restorative benefits. The findings highlight the potential for inland blue spaces to act as versatile public health resources and the need to consider long-term strategies to ensure these environments benefit populations across time. [ABSTRACT FROM AUTHOR]

Durham boats were a vital part of eastern North American inland transportation during the 18th and 19th centuries, but are underrepresented in the archaeological record. The discovery of a 19th-century shipwreck in Oneida Lake, New York, that closely resembles historical Durham-boat descriptions allowed for an analysis of this vernacular vessel type. The Oneida Lake shipwreck is fully described and compared to primary historical accounts to establish it as an archaeological example of the Durham-boat type. [ABSTRACT FROM AUTHOR]

Copyright of Vistula Scientific Quarterly / Kwartalnik Naukowy Uczelni Vistula is the property of Vistula University and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

In the paper selected approximate methods for calculation of inland waterways ship resistance and their verification by towing tests, compared on the example of a small urban ferry, are presented. The test results are made for both the bare hull and the hull with appendages (skeg, azimuthal propeller). Significant differences between results of the theoretical methods and experimental ones, especially in the case of the model with skegs and propulsion, are pointed out. The purposefulness of using several parametric methods and the use of average results at the preliminary design stage were also discussed. [ABSTRACT FROM AUTHOR]

Since modern waterway networks are increasingly confronted with ageing assets, waterway renewal will increase in importance for western countries. Renewal can be regarded an impetus for realising integrated waterway networks that internalise externalities, which entails broad stakeholder involvement. This can be coordinated through different inter-organisational structures. Applying a transaction-cost perspective, we contribute to the assessment of effective governance arrangements for renewing waterway networks in such an integrated fashion. Our aim is to examine efficient inter-organisational structures for waterway renewal, as perceived by actors involved in a case study of the Dutch waterways. Our findings show that waterway renewal incorporates additional functionalities in terms of capacity (expansion or reduction), but not so much in terms of quality (combining transportation aims with spatial objectives such as ecology or regional development). Inter-organisational structures that address geographical interrelatedness and, hence, broader stakeholder involvement were associated with uncertain and time-consuming transactions, because of extensive negotiations regarding the alignment of conflicting interests and the crossing of geographical and administrative boundaries. Also, a change in interdependency from hierarchical towards contractual relationships was required, putting dominant actors (the national government) in an unfamiliar position in which they loosen their grip on infrastructure investments. Perceptions on transactions centre on sectoral aims and individual assets, whereas the actual transaction may be different if a perspective is taken that includes the greater waterway system, the wider spatial surroundings and a longer-term horizon. We conclude that short-term, transportation objectives overrule longer-term, integrative objectives, which withholds strategic considerations required for aligning waterway interests. [ABSTRACT FROM AUTHOR]

A ship performance model is an important factor in energy-efficient navigation. It formulates a speed–power relationship that can be used to adjust the engine loads for dynamic energy optimisation. However, currently available models have been developed for sea-going vessels, where the environmental conditions are significantly different from those experienced on inland waterways. Inland waterway shipping has great potential to become a mode of transport that can both improve safety and reduce emissions. Therefore, this paper presents the development of an energy performance model specifically for inland waterway vessels (IWVs). The holistic ship energy system model is based on empirical methods, from resistance to engine performance prediction, established in a modular code architecture. The resistance and propulsion prediction in confined waterways are captured by a newly developed method, considering a superposing of shallow water and bank effect. Verification against model tests and high-fidelity simulations indicate that the selected empirical methods achieved good accuracy for predicting ship performance. The resistance prediction error was 5.2% for single vessels and 8% for pusher-barge convoys based on empirical methods. The results of a case study investigating the performance of a self-propelled vessel under dynamic waterway data, indicate that the developed model could be used for onboard power monitoring and energy optimisation during operation. • A novel holistic energy system model for inland vessels. • Modular code architecture by integrating hull hydrodynamics, propeller design, and engine modelling. • Hull resistance prediction including shallow water and bank effect. • Rapid and accurate prediction for power demand with limited input parameters. • Investigation on ship's energy consumption under dynamic water depth conditions and river currents. [ABSTRACT FROM AUTHOR]

In January 2011, fuel quality in inland water vessels was changed by EU regulation 2009/30/EC, aiming at improving air quality along waterways. We hypothesized that the implementation of this regulation both lowered the total deposition of polycyclic aromatic hydrocarbons (PAHs) and changed their composition in river valleys. We analyzed parent-, alkylated- and thio-PAHs in soil and vine leaves, at two waterways (Rhine and Moselle, Germany), as well as in one ship-free reference area (Ahr, Germany). Samples were taken annually (2010–2013) in transects perpendicular to the rivers. We did not find any relation of PAH concentration and composition on vine leaves to inland navigation, likely because atmospheric exchange processes distorted ship-specific accumulation patterns. We did find, however, an accumulation of ship-borne PAHs in topsoil near the waterways (1543 ± 788 and 581 ± 252 ng g − 1 at Moselle and Rhine, respectively), leading to larger PAH concentrations at the Moselle Valley than at the reference area (535 ± 404 ng g − 1 ) prior to EU fuel regulation. After fuel regulation, the PAH concentrations decreased in topsoils of the Moselle and Rhine Valley by 35 ± 9 and 62 ± 28%, respectively. These changes were accompanied by increasing proportions of dibenzothiophene (DBT) and low molecular weight PAHs. Both, changes in PAH concentrations and composition were traceable within 200 and 350 m distance to the river front of Moselle and Rhine, respectively, and likely favored by erosion of topsoil in vineyards. We conclude that the EU regulation was effective in improving soil and thus also air quality within only three years. The impact was greater and spatially more relevant at the Rhine, which may be attributed to the larger traffic volume of inland navigation. [ABSTRACT FROM AUTHOR]

A sophisticated procedure on the basis of a geographic information system (GIS) was developed to contribute to the assessment and evaluation of the trafficability of inland waterways. Besides the given geometry of a free flowing river, the results of hydrodynamic numerical river basin models (HN-model), the ship dynamic parameters of an inland vessel and additional information from the Inland Electronic Navigational Chart (Inland ENC) are taken into consideration in the assessment procedure RiNA ( River Navigation Assessment ). After the transmission of various, complex initial data into a mutual system, firstly the so-called single potential areas are generated from the nautically relevant parameters (e.g. flow depths, flow velocities, draught, safety distance, fairway, berths, regulation of the traffic). Then those single potential areas are transferred to total potential areas by suitable combination. The total potential areas represent a surface distribution of the navigable areas of waterways and show the trafficability. These total potential areas are prepared regarding different discharge scenarios, types of ships, changes in the draught, direction (up-/downstream) and then validated by recorded passages of vessels. With this procedure an assessment and evaluation of waterways according to nautical criteria (among others flow velocity, draught, driving rules) can be performed and critical points (e.g. bottlenecks) can be shown, which in future leads to an optimized use of the waterways. On the basis of different case studies of the river Rhine in Germany the application of the assessment procedure were shown. [ABSTRACT FROM AUTHOR]

The dynamic development of road transport has caused an imbalance in transport systems. For the balance of the transport system, an increasingly important role should be played by networks such as railways and inland waterways, which, due to ecological aspects and minimal participation in the generation of external costs, are the most socially friendly. The layout and length of inland waterways in Poland has remained at a similar level for years. The specificity of the waterway infrastructure influences the factors that shape the demand for transportation by inland waterways. The navigation conditions impact directly the main design parameters of the ships used for transportation on inland waterways, including the relatively small carrying capacity of the barges, as well as the volume of traffic. An inadequate development of navigable waterways in Poland, concerning both natural elements (channeled rivers, free-flowing channels) and shipping parameters (discharge dimensions, depth and width of the trail, height of bridges), affects the specificity of inland navigation and relegates it to a marginal role in the Polish transport system. The share of inland waterway transport for total freight decreased from 0.8% to 0.4% between the years 2000 and 2014. The aim of this article is to draw attention to the fact that inland shipping services, in the transport market, are sufficient to determine the existence of waterways. All other factors only stimulate or restrict its place in the transport system. The preferential use of natural waterways is the essential limitation which restricts their adaptation to the changing transport needs. Thus, the density of waterways is much lower compared to other transport networks and the development of potential inland waterway transport is primarily determined by the quality and spatial arrangement of the existing waterways. [ABSTRACT FROM AUTHOR]

Despite increasing need for cargo shipping, little knowledge exists on emissions from inland navigation. Here we characterized and compared patterns of metals, and parent-, thio- and alkylated PAHs in gaseous and particulate emissions from inland navigation vessels (INVs) with those of road traffic, domestic heating (solid fuels) and ocean going vessels (OGVs) using data from this study and the literature. Diagnostic tools for tracing the environmental impact of inland navigation are proposed. INV and diesel fueled road traffic emissions were differentiated from OGVs and coal combustion via V/Ni values. The PAH inventory of particulate INV emissions also differed significantly from other emitters via a higher proportion of three ring PAHs. The ratio of phenanthrene to dibenzothiophene distinguished diesel fueled road traffic, lignite combustion, OGVs and INVs from gasoline fueled road traffic and wood combustion. The 1,7/(1,7 + 2,6) and 1,7/(1,7 + x4) dimethylphenanthrene ratios (x4 = sum of 1,3-, 2,10-, 3,9- and 3,10-dimethylphenanthrene) separated INV, road traffic (diesel), domestic heating and OGV emissions and are recommended for future application in environmental quality studies. [ABSTRACT FROM AUTHOR]

Transport has an immense impact on the environment. The largest share of environmental pollution is caused by road transport. The atmosphere is threatened by fuel combustion of engines of road vehicles, thereby leading to the global warming of Earth. In addition to having an adverse impact on the environment, such as greenhouse gas emissions and carbon dioxide emissions, road transport also leads to external effects such as noise pollution, vibration, congestion and traffic accidents. The volume of transport in the world, notably on the roads, is increasing day by day. We should take the necessary steps to move to more environmentally-friendly modes of transportation, such as rail and inland navigation. Rail transportation is currently the largest competitor of road transport. If the waterways infrastructure is improved, there would be a decrease in the traffic flow of motorways and thus, we can move to a more environmentally-friendly transportation. [ABSTRACT FROM AUTHOR]