Inland & Maritime Waterways & Ports. Proceedings of the Technical Sessions

249 Pages·1982·5.853 MB·English

by  G. Willems, M. Abecasis and M. M. Catena (Auth.)

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INLAND & MARITIME
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VOIES NAVIGABLES ET PORTS
INTERIEURS ET MARITIMES
Conception - Construction - Exploitation
PERMANENT INTERNATIONAL ASSOCIATION
OF NAVIGATION CONGRESSES
ASSOCIATION INTERNATIONALE PERMANENTE
DES CONGRES DE NAVIGATION
Executive Committee - Bureau Exécutif
President
Prof. G. WILLEMS
Honorary Secretary General
of the Ministry of Public Works, Belgium
Vice Presidents
M. ABECASIS M. M. CATENA R. DE PAEPE
Chef du Service d'Hydraulique du ancien Directeur Général des Ports, Secretary General
Laboratoire National des Ingénieurs Civils, Lisbonne Madrid, Espagne of the Ministry of Public Works, Belgium
K-I. LASSON K. F. VALKEN
Former Director, Swedish Port Association, Chief Director, Waterways and Harbours Department,
Lidingõ, Sweden 's-Gravenhage, Netherlands
Secretary- General
H. VANDERVELDEN
Director General of the Office of Navigation,
Belgium
Secretariat: Résidence Palace, Quartier Jordaens, Rue de la Loi 155, 1040 Bruxelles, Belgique
Published for the
PERMANENT INTERNATIONAL ASSOCIATION OF
NAVIGATION CONGRESSES
by
PERGAMON PRESS
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First edition 1983
British Library Cataloguing in Publication Data
Inland and maritime waterways and ports =
Voies navigables et ports intérieurs et
maritimes.
1. Shipping - Congresses
I. Permanent International Association
of Navigation
387 HE562 80-42105
ISBN 0 08 026732 7
ISBN 0 08 026750 5 (11 vol. set)
In order to make this volume available as economically
and as rapidly as possible the typescripts have been
reproduced in their original form. This method unfor
tunately has its typographical limitations but it is hoped
that they in no way distract the reader.
Printed in Great Britain by A. Wheaton & Co. Ltd., Exeter
Officials of the XXVth Congress
Personalités officielles du XXVe Congrès
PATRON
His Royal Highness Prince Philip Duke of Edinburgh
Son Altesse Royale Le Prince Philippe Duc d'Edimbourg
PRESIDENT
Sir William Harris
DEPUTY PRESIDENT / SUPPLÉANT
J H H Gillespie
HONORARY VICE PRESIDENTS OF THE CONGRESS
VICE PRESIDENTS HONORAIRES DU CONGRÈS
Rt. Hon. Michael R D Heseltine MP Secretary of State for the Environment
Rt. Hon. George Younger MP Secretary of State for Scotland
Rt. Hon. Norman Fowler MP Secretary of State for Transport
Sir Humphrey Browne, Chairman, British Transport Docks Board
P A Cox, President, Institution of Civil Engineers
Councillor John A Crichton, Convenor, Lothian Regional Council
J P Davidson, Chairman, British Ports Association
G A Hepburn, Chairman, Forth Ports Authority
Rt. Hon. Tom Morgan, Lord Provost, Edinburgh
Sir Arthur Peterson, Chairman, National Ports Council
Sir Frank Price, Chairman, British Waterways Board
A C Swire, President, General Council of British Shipping
ORGANISING COMMITTEE
COMITÉ D'ORGANISATION
Chairman / Président J H H Gillespie
Deputy Chairman / Suppléant N N B Ordman
D P Bertlin F Irwin Childs
D C Coode D Jones
Capt. A F Dickson W J Leaman
R P Gibbs N N B Ordman
Mrs E S Gillespie
Secretary General / Secretaire Général John T Williams
Assistant / Adjoint C I Gazzard
Secretary / Secrétaire Miss Yvonne Brooks
Deputy Secretary / Suppléant Mrs Barbara O'Donoghue
Conference Assistants/Receptionists - Alison Shattock
Vivien Hopkirk
Lizzie Dickins
FOREWORD
The XXVth Congress was held in Edinburgh, May 10-16, 1981, under the distinguished Patronage of His
Royal Highness The Prince Philip, Duke of Edinburgh, K.G., K.T., who addressed the following message
to the participants:
BUCKINGHAM PALACE
It is easy to dismiss international conferences
as nothing more than social gatherings and talking
shops. However I am quite convinced that they
perform an extremely important function. Much
information is exchanged during the formal sessions
but equally, if not more important, are the
opportunities for contacts and discussions between
individuals concerned with similar problems and
the lasting personal friendships that can develop
from them.
The subject matter of the P.I.A.N.C. Congresses
is inevitably technical and I suspect that in the
early days it was generally believed that all
problems could be solved and all progress achieved
by technical means. It is true that since the last
time I was Patron of the Congress in London in 1957
there have been dramatic improvements, particularly
in cargo-handling techniques, but these have not
been achieved without major difficulties in management
and human relations. Also in the early days the
primary consideration was the improvement of navigation
and trade. Today many other factors such as pollution,
the conservation of nature and the special problems
of the less prosperous nations have to be taken into
account as well.
In the 96 years of the Association this is the
first Congress to be held in Scotland and I know that
all delegates will receive a very warm welcome in the
capital city. The ports and inland waterways of
Scotland should provide a great deal of interest.
Facing both the Atlantic and the North Sea, handling
all sorts of trade as well as deep sea fishing, the
oil industry, ship building and yachting interests,
there should be something for every taste.
When it is all over I hope that all delegates will
look back on the experience with pleasure and that it
will help you look forward with greater confidence and
determination.
1981
vi
AVANT-PROPOS
Le 25 Congrès a eu lieu à Edimbourg, 10-16 Mai 1981, sous le patronage distingué de son Altesse
Royale Le Prince Philippe, Duc d'Edimbourg, K.G., K.T., qui a adresse le message suivant aux
participants:
Ou a tendance à traiter les congrès internationaux comme n'ayant guère plus d'importance que des
réunions sociales et des discussions d'affaires. Je suis cependant convaincu qu'ils jouent un role
extrêmement important. Teut un échange d'idées se fait au cours des séances organisées mais également,
voire même plus importantes, sont les occasions de contacts et de discussions entre les personnes
concernées par des problèmes semblables, et les solides liens d'amitié personnelle qui peuvent s'y
établir;
Les sujets traités aux Congrès de l'A.I.P.C.N. sont inévitablement techniques, et il me semble qu'à
l'origine l'impression générale était que tous problèmes pouvaient se résoudre et tout progrès
s'accomplir par des moyens techniques. Il est vrai que depuis le dernier Congrès de Londres tenu sous
mon patronage en 1957 des progrès dramatiques se sont réalisés, en particulier dans les techniques de
la manutention des cargaisons, mais ceux-ci n'ont pas été accomplis sans difficultés majeures au
niveau de la direction et des rapports humains. Aussi au début la considération primordiale était
l'amélioration de la navigation et du commerce. Aujourd'hui bien d'autres éléments tels que la
pollution, la préservation de la nature et les problèmes spéciaux des nations moins prospères doivent
également être pris en considération.
Dans les 96 années de l'Association c'est le premier Congrès qui a lieu en Ecosse et je sais que
tous les délégués recevront un accueil très chaleureux dans la capitale de l'Ecosse. Les ports et
voies navigables de l'Ecosse devraient être d'un grand intérêt. Faisant face à la fois al'Océan
Atlantique et àl a Mer du Nord, gérant toutes sortes de commerce en même temps que la pêche des grands
fonds, l'industrie pétrolière, les chantiers navals et la navigation de plaisance, tout ceci devrait
fournir quelque chose pour tous les goûts.
Une fois le Congrès terminé, j'espère que tous les délégués conserveront un agréable souvenir de
cette rencontre et qu'elle vous aidera à affronter l'avenir avec plus de confiance et de détermination.
vu
INTRODUCTION
This was the first time that a PIANC Congress had been held in Scotland. Previous Congresses held
in the UK were: IV in Manchester 1890 (Inland Navigation only), XIII in London 1923 and XIX in London
1957.
The number of papers presented at the 25th Congress by members from 26 countries totalled 125, 60
of them for Section I, Inland Waterways and Ports and 65 for Section II, Maritime Ports and Seaways.
The substance of the technical discussions of the papers is given in this volume.
The text of the lecture "Shipping and Port Futures" given by T. L. Beagley, C.B., F.C.I.T. on 15th
May 1981, was published in the P.I.A.N.C. Bulletin No. 38, together with accounts of the technical
commission meetings held during the 25th Congress.
Reports of the Ladies' programme and other events associated with the 25th Congress will also be
published in the Bulletin.
We should like to express our gratitude to all those organisations and individuals whose support
helped to ensure the success of the Edinburgh Congress.
J. T. WILLIAMS
Secretary General
25th Congress, P.I.A.N.C.
IMWP II - A* ix
INTRODUCTION
C'était la première fois qu'un Congrès de AIPCN avait eu lieu en Ecosse. Des Congrès tenus dans le
Royaume Uni étaient: IV à Manchester en 1890 (Navigation Intérieure seulement), XIII à Londres en
1923 et XIX à Londres en 1957.
Le nombre de rapports présentées au 25 Congrès par des membres résidant dans 26 pays s'élevait
jusqu'à 125 dont 60 étaient pour la Section I, Voies Navigables et Ports de Navigation Intérieure,
et 65 pour la Section II, Ports et Accès Maritimes. L'essentiel des discussions techniques sur les
rapports est présenté dans ce volume.
Le texte du discours "Perspectives D'avenir pour la Navigation et des Ports" par T. L. Beagley,
C.B., F.CI.T. le 15 Mai 1981 a été publié dans le Bulletin No. 38 de AIPCN avec des compte-rendus
des réunions des commissions techniques qui ont eu lieu pendant le 25eme Congrès.
N
Des rapports sur le programme des dames et sur d'autres événements associés a u25eme Congrès seront
également publiés dans le Bulletin.
Nous voudrions exprimer notre gratitude à toutes personnes et organismes dont l'appui a assuré le
succès du Congrès d'Edinbourg.
J. T. WILLIAMS
Secrétaire Général
25ème Congrès, A.I.C.P.N.
x
INLAND WATERWAYS AND PORTS
SECTION I —SUBJECT 1
New means for the protection of banks and bottom of waterways against the
attack by currents and waves, including those generated by ships
Monday 11 May 1981
Chairman: J CHAPON (France)
Ingénieur Générale des Ponts et Chaussées
Vice-Président du Conseil Générale des Ponts et Chaussées
Ministère de l'Environnement et du Cadre de Vie, Paris
Vice Chairman: Prof C E D ALMEIDA (Brazil)
Departamento de Hidráulica, Sao Paulo
Reporter General: J THEUNS (Belgium)
Inspector General of the Maritime Services of the River Scheldt
Ministry of Public Works
Secretary: C COCOZZA (France)
Ingénieur des Ponts et Chaussées
Directeur de VExploitation du Port Autonome de Paris
Asst. Secretary: A ECHOMASSEL (France)
Secrétaire Adjoint, Section Française
All page numbers cited in these discussions refer to Inland Waterways and Ports, Volumes 1-5,
Proceedings of the XXV Congress of the Permanent International Association of Navigation Congresses
(PIANC) Edinburgh, 1981, ISBN 0 08 026753 X Pergamon Press, 1981
Speakers
M HAGER (FRG), R TENAUD (France), A J WOESTENENK (The
Netherlands), C EVANS (UK), C H GAUM (USA), R AGOSTINI (Italy),
D MUSKATIROVIC (Yugoslavia), Y ZECH (Belgium), P BROUNS (Belgium),
J D WINDERS (UK), T SAVILLE Jr. (USA), G DELMAS (France), R DE
PAEPE (Belgium), H OEBIUS (FRG), W MELLEMA (USA), G GLAZIK
(GDR), J De KONING (The Netherlands), P R LISLE (UK)
JAN THEUNS (BELGIUM) REPORTER GENERAL case of a canal, the water level generally varies
little and the defence can be limited to a
Nearly all the papers point to the reasons why relatively modest height. The defence in the
the protection of banks and bottom of waterways case of a river is much more extensive; we may
has commanded increasing attention in recent distinguish a defence project at the low water
decades. These reasons are : the growth in the level (ship wave zone) against the hydraulic
number of self-propelled vessels, the higher- effects of navigation; above that is a defence
powered engines installed in the vessels, the which must be stable for frequent floods (e.g.
introduction of pushed convoys and the in annual); and at a still higher level, the bank
creased speed of vessels. must be protected against the hydraulic actions
of extreme floods.
It should further be noted that bank revetment
represents quite a large percentage in the Although the hydraulic phenomena due to navi
investment cost of a new canal and especially gation are already well-known, certain papers
for the modernisation works on existing canals. deal as well with some particular aspects, such
as the return current, the critical speed of
Several papers mention the fact that environ the vessel and the lowering of the water level.
ment and ecology are playing an increasingly
important role in projects for the defence of Several papers stress the research carried out
waterway banks. on the propeller current. The theory applied
in this research work is the theory of an
For the above reasons, renewed attention is immersed jet. The theoretical results are
being devoted in all countries to bank defence checked and supplemented by field tests and
projects. The ultimate aim is to arrive at a scale-model tests. Some papers emphasise a
project offering adequate protection against special aspect of hyraulic action, i.e. the
erosion resulting from hydraulic actions, a pressure variations in the banks and bottom of
project with the lowest possible sum of invest the canal. These variations are of a dynamic
ment and maintenance costs, and a project and cyclical nature.
harmonising with the environment and permitting
the preservation of flora and fauna. The bank protection processes from the object
of the largest number of papers. Indeed,
Some papers draw special attention to the protection of banks is most frequent on water
protection of banks and bottom of a waterway ways, whereas bottom protection is in general
at the places where manoeuvres and berthing met with only near the landing-stages and in
occur. The reason for erosion in these places the bends of a canal, or else in order to obtain
is the more frequent utilisation of landing- a watertight basin.
stages and the fact that ships are less and
less assisted by tugs, as they have their own The bank revetments most widely used at the
means of manoeuvring (bow-thrusters). present time are: rock fillings on a filter,
concrete slabs, sheet piling in concrete and
The causes of erosion of banks and bottom of steel, gabions and revetments in asphalt
waterways are well-known. The principal causes concrete.
on canals are the hydraulic phenomena resulting
from navigation. In the case of free-flowing It emerges from the papers, however, that a
and canalised rivers, there are additionally simple rock filling with or without penetration
the hydraulic phenomena due to flow and more (cement concrete, asphalt concrete) or in
particularly to the evacuation of flood waters. corporated in the gabions, is the most common
For example, the rapid fall of the water level revetment. A primary requirement for this
after a spate is one reason for the erosion of revetment is an adequate filter. There has
banks. been an important development in the design of
filters as a result of the introduction of
Defence of the banks of a waterway therefore synthetic fabrics based on artificial fibres.
differs as between a canal and a river. In the These filters are used in a number of countries
3