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Pollution in the inland waterway transportation: Impacts and Solutions

Pollution in the inland waterway transportation: Impacts and Solutions

~ 23 ~ the seabed. After 21 years of operating in the field of response to oil spill response and handling, it is found that the total amount of mineral oil discharged into the environment from onshore facilities and underwater floating facilities is more than doubled. hundreds of times more than the total amount of mineral oil from oil spills known to the media and regulatory agencies. Oil pollution arises from fishing vessels and inland vessels. In order to prevent oil pollution in the water environment, the Ministry of Transport issued Circular 20 / VBHN-BGTVT dated November 19, 2013 on the national technical standard to prevent pollution caused by inland waterway vehicles. According to the Ministry of Transport, inland water transport is one of the five modes of transport in our country play a very important role. Inland waterway transport not only plays a major role in transporting large volumes of goods and passengers, but also creates millions of jobs, contributing to ensuring social security and national defense and security. However, there are still many inadequacies in waterway transportation such as unequal waterway traffic; The phenomenon of exploitation of river resources as planned or Process technology is not as planned (exploitation of sand, gravel, etc.) are common in most rivers and canals in the country. The signaling system is not synchronized between the signal of the inland waterway management unit and the signal of the owner; The handling of domestic goods transportation and inland port management is inadequate; The force of the means of development is fast, uneven but concentrated in some urban areas and industrial parks. Therefore, the Ministry of Transport has proposed a scheme to facilitate the development of a synchronized inland

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Development issue of waterway transportation

Development issue of waterway transportation

. This fragmented development is common in all regions of Vietnam, with an average of 5 trucks / company. Orientation of development of inland waterway transportation of Vietnam to 2020 by the Ministry of Transport is to make the best use of natural conditions while concentrating investment plans to maximize the advantages of Inland waterway transport (bulk cargo transport, super-heavy cargoes, low cost, minimizing environmental pollution), meeting the requirements of socio-economic development and economic integration To ensure sustainable development. Total investment capital for development of inland waterway transportation infrastructure until 2020 is about 37.000 billion VND According to the above orientation, waterway traffic will be developed in a synchronous way to the route flow, harbor, loading and unloading equipment, means of transport and management capacity to meet cargo and passenger transportation requirements with higher quality, reasonable price and safety.Investment in inland waterway infrastructure linking other traffic networks form

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Strategies for the development of inland waterway transportation in Vietnam

Strategies for the development of inland waterway transportation in Vietnam

sections through large urban areas. The Ministry of Transport has also planned to modernize some key ports and ports in key economic zones and specialized ports; improving the rate of mechanized loading and unloading for local ports; Construction of a number of passenger ports. By 2020, it will be able to transport 190-210 million tons of cargo and 530-540 million passengers. According to the above orientation, waterway traffic will be developed in a synchronous way to the route flow, harbor, loading and unloading equipment, means of transport and management capacity to meet cargo and passenger transportation requirements. With higher quality, reasonable price and safety.Investment in inland waterway infrastructure linking with other transportation network to create smooth, continuous system. Combining the development of inland waterway transport with other sectors such as irrigation, hydropower. Open new routes such as coastal, international and container liner routes. To develop the transport fleet towards rejuvenation (average age of ship is 5 - 7 years), reasonable structure (tugboat pushes 30-35%, self-propelled ships 65-70%); Total fleet tonnage is 12 million tons; Increase the length of inland waterways managed and operated; Modernize the signaling system; Channeling of river sections through large urban areas. The Ministry of Transport has also planned to modernize some key ports and ports in key economic zones and specialized ports; improving the rate of mechanized loading and unloading for local ports; Construction of a number of passenger ports. By 2020, it will be able to transport 190-210 million tons of cargo and 530-540 million passengers.

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Solution for Developing the Inland Port and Waterway Transportation Network

Solution for Developing the Inland Port and Waterway Transportation Network

authors also commented that the expansion of the fleet size in Vietnam has not been influenced by clear public policy interventions. This is proof that the transportation industry is flexible enough to meet the growing transport volumes while modernizing and expanding. But it is predicted that Vietnam will have difficulty using large size vessels, especially network infrastructure bottlenecks that limit the development of inland waterways or the use of ship river- sea ferries. In Western Europe in general and the Netherlands in particular, rapid expansion is supported by government tax incentives and other financial measures. In order for the inland waterway industry to develop, it is imperative that we take action in the areas of waterways, wharves, fleets, logistics, and infrastructure. When considering the financial budget of Vietnam, it is necessary to focus investment in waterways and ports of the main transport network. Ensure regular maintenance of priority waterways to facilitate better circulation of this market. Incorporating inland water transport and shipping has become a major option for transport companies, and supports the development of multimodal logistics warehousing. So, the main waterway traffic in Vietnam is the Red River Delta (18 provinces), the Mekong Delta (in 15 provinces). At general cargo traffic of these provinces, the proportion of inland waterway traffic and inland waterway traffic predominates.

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Solution to Ensure Maritime Safety of the Inland Waterway Transportation

Solution to Ensure Maritime Safety of the Inland Waterway Transportation

mouth adjacent Red River to Lach Giang mouth to strictly implement the protection. Ensure absolute safety for waterway operations. At the same time maintain regular working teams in coordination with the Traffic Inspectorate (Department of Transport) and Border Guard forces, mobilize the maximum of forces, equipment, vehicles, promote mobile patrol Serious violations in the field of inland waterway transport, especially the management and operation of river crossings. To concentrate on handling violations related to inland waterway means of high risk of causing accidents such as overloading, exceeding the prescribed number of people, violating the regulations on life-saving and fire-fighting equipment. Through patrol, inspection, the Marine Police Department has discovered the areas are drowning, the inadequacies of the system of waterborne traffic signs to recommend to the functional agencies to coordinate to fix, ensure order and safety of inland waterway traffic.

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Environmental pollution problem in the inland waterway transportation

Environmental pollution problem in the inland waterway transportation

, the average growth rate of inland water transport is from 8% -12% / year but the initial capital is Private waterways are only "dripping". So how to 2020, the road will only take 54.4% market share, railway 4.3%, inland waterway will increase to 32.4% as the project of phase transport restructuring The 2016-2020 period and the orientation towards 2025 have been set? Newspaper of People's Deputies wishes through the Seminar on "Removing points of congestion - offshore inland waterway", the QNA, experts, scientists, managers, enterprises sharing ideas, evaluating opportunities and challenges in the field of inland water transport markets. Thereby, proposing solutions to bring inland waterway transportation to be commensurate with the potential and great role in socio-economic development of the locality and the country. Vietnam is one of the very favorable countries for natural conditions, geographical position in the development of transport in general and inland waterway traffic development in particular. There are many countries in the world with no sea or unfavorable terrain conditions, but Vietnam is located in the center of Southeast Asia as well as Asia, in a very vibrant regional economy. It can be said that Vietnam has all five types of transport: waterway, maritime, aviation, railway and road. Born in Ho Chi Minh president, for traffic like blood vessels, good traffic, everything is easy, bad traffic is stagnant. All types of transport must have a harmonious cohesion to support each other, whichever is strong, promote to a certain extent, and to reduce it. In fact, our river network is very convenient, the whole country has 3,500 rivers and canals, of which more than 3,000 rivers, internal canals and more than 400 rivers and inter-

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A critical information related to domestic waterway transportation

A critical information related to domestic waterway transportation

modern technical features, apply new technologies, appropriate equipment, prevent from environmental pollution (equipment which contains sludge, waste from oil, sewage, garbage, hazardous waste, collection, transport, waste disposal,…) to use for developing water transport in general and domestic waterway in particular. Besides, in spite of Vietnamese favorable geographic position and 3.260 km of coastline, Vietnam provides a great opportunity for fleet development but in 2015 Vietnam ranks only 28th in the world. With 45 points, Vietnam is much lower than other countries in Asia such as China, Hong Kong, Singapore, Korea, Malaysia, and Japan. Due to the low export volume of Vietnam, the lack of seaport system, few deep water ports and outdated seaport infrastructure, the mother ships of major carriers do not favor to port. Moreover, the fleet of Vietnam sea ships is rather fragmented, low fleet weight and poor management capacity. Therefore, many companies exploit ships ineffectively, thus limiting their ability to link sea transport. Specifically, the inadequacies of the Vietnamese fleet include:

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An urgent issue relating to training and certification for inland waterway sectors

An urgent issue relating to training and certification for inland waterway sectors

inspections, and monitoring of the training of crewmembers and the pilot of inland waterway transport means shall be maintained. Annually, the Ministry of Communications and Transport, Vietnam Inland Waterways Administration shall set up inspection teams to inspect and supervise this work in localities and promptly handle violations. The Ministry of Transport has coordinated with other ministries, agencies, ministries and localities to develop a system of legal normative documents and guidelines for the implementation of the Law. So far, the system of legal normative documents has been issued to meet the practical requirements of training crewmen and riders, thereby creating a complete legal corridor to promote and raise High quality training crew, driver inland waterway transport means. In addition, the Ministry of Transport regularly reviews the system of relevant documents to promptly amend, supplement or synthesize the report proposing competent agencies to amend and supplement in the direction of creating favorable conditions. Most for organizations and individuals to participate are in learning. Along the work building the perfect system of legal documents, every year, Vietnam Inland Waterways Administration often organizes conferences in areas across the country to promote communication, dissemination and education of the traffic laws to managers, businesses and the public. The new documents, the new content related to the field of traffic safety, including the training of crew members, the pilot of inland waterway transport means was propagated to the organizations and individuals concerned. Based on the system of legal documents promulgated, Vietnamese Inland Waterway Administration has been active in developing plans and implementing a number of solutions. Monitoring and supervision of the implementation process is also particularly respected by Vietnam Inland Waterways Administration, and all examination councils in 2015 are monitored publicly and transparently.

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Modified Di erential Evolution Algorithm for a Transportation Software Application

Modified Di erential Evolution Algorithm for a Transportation Software Application

The assignment problem (AP) is a problem in which the decision-maker must match the task and the machine. Matching is required to get the lowest operating cost [9]. The extension of this assignment problem is often called the transportation problem, which not only assigns the task to the machine, but also forms the transportation sequence when there is more than one task assigned to one machine: this is called the vehicle routing problem (VRP). There are plenty of examples of the transportation problem in the literature, such as transportation mode selection (road, waterway, railway) [10,11], connecting the transport mode by assigning the inbound and outbound gates of the product [12–15], transportation planning with time windows [14,15–17], and optimal location assignment [18–21]. However, the AP aims to increase efficiency and sustainability by reducing time, cost, fuel consumption, and carbon dioxide emissions, increasing customer satisfaction levels and profits, and making other improvements.

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Pollution issues for domestic waterway transportation in Vietnam

Pollution issues for domestic waterway transportation in Vietnam

Inland waterway means and sea-going vessels operating on inland waterways must comply with regulations on environmental protection, in particular: Inland waterway means must comply with the current law on technical regulations. technique of pollution prevention by inland waterway vehicles; The ship must comply with the current law on national technical regulations on marine pollution prevention systems; inland waterway means and sea-going vessels operating on inland waterways must have equipment to shield and not let goods fall and disperse dust causing environmental pollution; do not dump wastes into inland waterways; inland waterway vessels and seagoing vessels must have plans for rescue of oil pollution and chemical pollution according to the law provisions on operation; Inland waterway vessels and sea-going ships causing oil spill incidents, means owners and ship owners must respond to oil spills according to current law provisions. Across the country today there are nearly 300 inland water ports divided into 3 types: focal ports and areas managed by the central and local authorities; Specialized ports and wharves managed by factories and enterprises; Free ports and wharves are managed by communes, districts, cooperatives and private enterprises. Emissions from transportation vehicles, construction machinery operating on ports and under rivers can pollute the air environment, increase greenhouse gas emissions ... causing climate change. The wharves and yards are usually not covered by roofs, or materials to shield them, goods are kept outside the yard, usually bulk goods, construction materials such as sand, stone, coal, ore, wood, fertilizer ... not shielded when there is wind to sweep sand dust, stone dust, coal, ores far away, affecting the health of people living in the surrounding area (causing respiratory diseases: pneumonia and bronchitis chronic). When it rains, rainwater will wash these goods down the water causing pollution of the water environment.

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Demand Potential On Canal Utilization As Alternative Urbantransportation Medium In Makassar City

Demand Potential On Canal Utilization As Alternative Urbantransportation Medium In Makassar City

increasingly developing such as the prototyping of water transportation using the autopilot system, Reboat, in Macau [6]. However, in the application of this waterway-based transportation system, it is necessary to pay attention to different technical aspects that are not owned by conventional transportation systems by road [7]. In other cases, with the increasingly busy transportation medium on land and (soon) in waters, it is necessary to anticipate the impacts that will emerge later. For example, in a big city like Beijing, the increasingly crowded water transportation activities have contributed to more air pollution due to carbon emissions from ship exhaust [8]. Makassar City has three main canals with a total length reaching 15.11 km, consisting of the 7.83 km Jongayya Canal which empties into Makassar Strait, Panampu Canal 4.92 km which empties into the Paotere fish port area north of the city, and The 2.36 km Sinrijala Canal which empties into the Tallo River, east of Makassar. The Jongaya and Panampu canals are crossed the Sinrijala canal. Since 1990, these canals have been functioning as urban drainage and also as a main base for flood control. Canal is one of the potentials that can be utilized to solve congestion problems that occur in Makassar City, namely using canals as a mode of urban transportation, both as a trip for daily needs (formal) and recreational activities (non-formal). In addition, the use of canals as a means of transportation can also support the activities of the fishing industry in the Port of Paotere [9]. Canal transportation is one solution to reduce congestion problems that occur in Makassar.

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ROLE OF DANUBE INLAND NAVIGATION IN EUROPE

ROLE OF DANUBE INLAND NAVIGATION IN EUROPE

The variation in number of barges in tow means the tow size can change at loading/ unloading points and during navigation. The determination of the kind of link between the power unit and cargo space depends on navigation conditions (change of classes of navigable waterways) and characteristics of cargo flows. For example, for longer waterway reaches in the case where navigation conditions can be rapidly changed, decision between non-disrupted or disrupted link should be made having in mind waiting costs of power unit or cargo space. In the case of favourable navigation conditions and when cargo flows are of high-tonnage flows, it is necessary to make a decision on the type of link between power unit and cargo space. The type of link should depend on coordination between transport processes, cargo operation, port services, etc., or the ratio between travel time and standing time at loading and unloading points or ports. The main objective is to ensure maximum exploitation of inland waterway ships per time, cargo capacity, power, and achievement of maximum transportation capacity.

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Exploring the Influence of Freight Policies on Cargo Transportation System with Multi agent based Modeling

Exploring the Influence of Freight Policies on Cargo Transportation System with Multi agent based Modeling

The energy consumption is the result of the coordinated development of various transportation types. Because the energy consumption intensity of Railway and waterway is low, but of the highway and airway is relatively high. In the wake of freight changes of different transportation types, there are some fluctuations in energy consumption. Based on the above, we set the following four simulation scenarios to explore the impact of freight adjustment on the energy consumption.

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Assessment of Traffic Congestion by Traffic Flow Analysis in Pabna Town

Assessment of Traffic Congestion by Traffic Flow Analysis in Pabna Town

It has been found that intensive traffic congestion occurs during these hours. Traffic congestion becomes more acute due to the lack of regulations, insufficient parking space and footpath, pick and drop off travelers here and there by auto rickshaws. Right diverging and merging and cross movement of both cycle rickshaws and auto rickshaws at CMM and PMM intersections is also responsible for creating long queuing of vehicles from Bulbul College to PMM intersection.

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Numerical Modeling of Air Pollutants  Emitted by Waterway Transportation

Numerical Modeling of Air Pollutants Emitted by Waterway Transportation

The GB has an estimated volume of 1.8 billion m 3 in an area of about 400 km 2 with a length of 28 km in the north-south axis, and 20 km at its widest point. Its depth varies from 50 m in the inlet connection channel with the inner shelf to less than 1 m in internal areas, close to the margins. This Bay is a location of marine traffic and is within the MRRJ, where is the port of Rio de Janeiro. The Brazilian fleet of maritime support is increasing and supply vessels of logistical support to oil platforms use high-density oil. These ships are considered one of the major polluters, emitting several legislated pollutants.

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A model for Traffic noise prediction in heterogeneous traffic conditions

A model for Traffic noise prediction in heterogeneous traffic conditions

These equations have been tested using the‘t’ ratio test and are statistically acceptable. In the above equation, Qi factor is evaluated by PCNU, a unit called passenger car noise unit. Noise level generated by different types of vehicles varies according to its size and weight. Individual acoustic power levels of vehicles are too complex to be accounted at an instant of time due to a large number. A parameter designated as passenger car noise unit (PCNU) akin to that of passenger car unit (PCU) which is used to describe traffic density in heterogeneous traffic environment has been introduced. Subsequently the values computed are shown in table (3), which is arrived as explained below.

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Review of the Waterways Freight Facilities Grant Scheme

Review of the Waterways Freight Facilities Grant Scheme

In more than one instance we found firms which had premises close to the waterway, but not close enough. They had not initially considered the use of canal transport, and because the current operations would mean a very short road movement (only 100 yards in one case) and transhipment to barge, switching modes was not attractive even with grant. It is in this area that a liberalised Grant scheme may have some effect. However, a more positive approach may be to offer a capital or operating grant at the planning stage of a new development, if water transport is to be used for a period for some or all of the traffic. This would encourage firms to locate at waterside sites, and incorporate appropriate handling systems from the outset. It is a long term measure, whereas Section 36 grants can encourage change of mode in marginal cases, but will only be effective if their scope is broadened.

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Predicting ephemeral gully erosion with RUSLER and EphGEE

Predicting ephemeral gully erosion with RUSLER and EphGEE

Abstract Ephemeral gully erosion is not included in predictions made with the Revised Universal Soil Loss Equation, version 2 (RUSLE2). A new distributed application called RUSLER (RUSLE2-Raster) predicts distributed soil loss and its output can be linked with the new Ephemeral Gully Erosion Estimator (EphGEE). These models were applied to a 6.3 ha research watershed near Treynor, Iowa, USA, where runoff and sediment yield were measured from 1975 to 1991. Using a 3-m raster DEM, results indicate that ephemeral gully erosion contributed about one-third of the amount of sheet and rill erosion, and that considerable deposition of sediment originating from both sources occurred within the grassed waterway. For ambient conditions, predicted annual average watershed sediment yield was 17.5 Mg ha -1 year -1 , 20%

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All Ireland Daubenton's bat waterway monitoring scheme 2006 2008

All Ireland Daubenton's bat waterway monitoring scheme 2006 2008

Width of waterway was found to be highly significant suggesting an increase in bat ‘passes’ with waterway width. There is some suggestion in the untransformed means that the number of passes may peak at 20m, but numbers of surveys on such wide rivers were small and the effect is not statistically significant. This is similar to the BCT NBMP results, which also recorded higher counts at wider rivers. However, waterway sites surveyed in Ireland tend to be narrower compared to the waterway sites included in the BCT’s dataset. This proportionately higher number of wider rivers in the UK may be a reflection of larger rivers found in the UK compared to rivers in Northern Ireland and the Republic of Ireland. Analysis using both the Irish (BCIreland 2007 results) and UK data (BCT 2007 results) has shown that, once river width is accounted for, there is no difference in total bat ‘passes’ between the two datasets and that this parameter is a significant influence on mean number of Daubenton’s bat passes recorded on linear waterway sites in both countries. The fact that both methods followed for the datasets are exactly the same, provides a great opportunity to undertake future analysis and therefore, BCIreland should continue to liaise closely with the BCT in relation to this monitoring scheme.

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Safety issue in maritime industry

Safety issue in maritime industry

Ensuring maritime safety and security is a prerequisite for developing the marine economy. Therefore, the relevant units have strengthened the inspection work for transport enterprises and port enterprises in the performance of maritime security, well served the travel needs of the people, ensuring order traffic safety, especially water transport route from shore to island. Continued implementation of the project to maintain the Vietnamese fleet in the White and Gray list of Tokyo MOU is focused. In the last 6 months of 2019, the Vietnam Maritime Administration will hold a conference on maritime security training, prevention of piracy and armed theft in the Northern and Southern regions for seaport enterprises and ship owners. The propaganda and dissemination of legislation on maritime safety, maritime security and prevention of environmental pollution in the Central and South regions as well as organizing a port security exercise in 2019 in Quang Nam and handling the definitive handover of the coastline to Sa Ky - Ly Son island. Viet Nam's marine strategy defines a goal by 2020 that will strive to make our country a strong nation in the sea, enriched from the sea. This poses a great responsibility for Vietnam's maritime industry. To do that, Vietnam Maritime Administration (HHVN) has set out a series of key tasks that need to be performed, including ensuring maritime security and safety.

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