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Inland waterways
Published in P. Novak, A.I.B. Moffat, C. Nalluri, R. Narayanan, Hydraulic Structures, 2017
P. Novak, A.I.B. Moffat, C. Nalluri, R. Narayanan
Barges may be self-propelled or towed or pushed by tugs. On some continental canals diesel or electric tractors, or engines on a track along the canal, have replaced the original form of traction by horses. On larger canals and navigable waterways the traditional method of using tug boats, pulling a number of barges, was replaced almost universally by 1970 by the control of a group of barges by push boats (Section 11.2). This development has been mainly due to the following advantages of the push-tow ((Čábelka and Gabriel, 1985).
Construction of Steel Railway Bridges
Published in John F. Unsworth, Design and Construction of Modern Steel Railway Bridges, 2017
Mobile cranes are commonly supported on barges for superstructure erection over water. Mobile crane charts are typically only applicable up to a very small angle of tilt* from out-of-level crane pad or outrigger supports, or the tilting of barges.
Ship collision aspects unique to inland waterways
Published in Henrik Gluver, Dan Olsen, Ship Collision Analysis, 2017
Barge tows use both deep draft and shallow draft waterways. The size of barges is usually defined in terms of their cargo carrying capacity in tons (1 ton = 8.9 kN). The types of inland barges include open and covered hoppers, tank barges and deck barges. They are rectangular in shape and their dimensions are quite standard so they can travel in tows. In most cases they are pushed by a towboat. The number of barges per tow can vary from one or two in narrow canals (Fig. 4) to over thirty (Fig. 5) in wider rivers. There are very few restrictions on the size or the configuration of the tows, except for the limitations of the waterway. General information on barge dimensions and capacity, as well as on barge tow configurations may be found in AASHTO 1991. A statistical analysis of barge tow types, configurations and dimensions based on barge traffic data from rivers in Kentucky is reported in Whitney 1996 and barge traffic information in Louisiana waterways may be found in Modjeski and Masters 1984. Vessel traffic and ship impact study on the Rhine River in Switzerland are reported in Grob 1996. However, the geometry and structure of barges in Europe is often quite different from the typical barge construction in North America.
Transferia: solving local pain or bringing global gain?
Published in International Journal of Logistics Research and Applications, 2018
Dries Meers, Tom Vermeiren, Cathy Macharis
Different gains can be achieved by applying the concept in practice. As trucks can drop off and pick up their containers at the transferium instead of at the deep-sea terminal, they do no longer need to travel across the port, possibly the port city and the most congested area. This can reduce congestion problems in and around the deep-sea terminals and improve the air quality in the port and possibly the port city, by reducing transport emissions (Froeling et al. 2008). Besides, the transferium ground can also be used for the stocking of empty and full containers over a longer time (van der Steen 2010). If big volumes can be transported between port and transferium, the service frequency can be kept high, improving the service flexibility. A crucial aspect relates however to how the remainder of the transport (from transferium to end-destination) is performed (Figure 1). One possibility is to do it intermodal. This provides an extra bundling opportunity, as no other barges – besides the shuttle service between port terminals and transferium – have to navigate to the ports to pick up or deliver small volumes, as is current practice (Warffemius and Francke 2010). These barges are not prioritised and they might interfere with the port terminal planning of loading and unloading sea vessels. Applying the transferium concept, deep-sea terminals will have fewer barges calling for the transport of the same container volume. This allows for a better planning at the quays and can decrease the number of disturbances. Eventually, this can improve the terminal capacity utilisation and decrease waiting times of the barges.
A multi-attribute review toward effective planning of end-of-life strategies for offshore wind farms
Published in Energy Sources, Part B: Economics, Planning, and Policy, 2021
Ali Jadali, Anastasia Ioannou, Athanasios Kolios
A jack-up vessel is a mobile platform which has a buoyant hull, jib crane, and several movable legs. This type of vessel comes at a high cost and requires time and cost provisions for mobilization and demobilization. The barge vessel is a flat-bottomed boat which transports heavy components. The availability of lifting vessels and the weather conditions can have a negative impact on the time and cost of the decommissioning operation (Dalgic et al. 2015; Halvorsen-Weare et al. 2013).
A Heuristic Approach to Managing Inland Waterway Disruption
Published in Engineering Management Journal, 2021
Liliana Delgado-Hidalgo, Heather Nachtmann
The inland waterway transportation infrastructure consists of navigable channels, lock and dam systems, cargo handling equipment, dredged material placement facilities, and berthing facilities or inland ports. The primary vessels used in inland waterway transportation are barges, which are flat-bottomed ships grouped together and pushed or pulled by a towboat. The lock and dam systems are used to allow barges to navigate sections of the river at varying water depth levels.