Supplement to the Waterway Guidelines 2011

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Supplement to the Waterway Guidelines 2011

Date 5 November 2013 Status Final version

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Colophon

Published by RWS Water, Traffic and Environment

Information RWS Water, Traffic and Environment desk (wvl-loket@ rws.nl)

Tel. +31 (0)88 798 2555

Produced by Drs. O.C. Koedijk

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Introduction

The Waterway Guidelines 2011 were published in December 2011. This Supplement to the Waterway Guidelines 2011 is being published for a number of reasons:

1. On 12 April 2013 the Rijkswaterstaat Executive Board decided that booms at bridges must be fitted with both stop devices and emergency stop devices when existing bridges are renovated or new bridges built.

2. The entry into force of the Barro Decree on 26 August 2011.

3. The completion of the Maritime Research Institute’s study concerning the in-corporation of class VI into the Waterway Guidelines.

Background

The legislation stipulates a criterion for granting an exemption to the requirement for an emergency stop device to be fitted. An external analysis commissioned by Rijkswaterstaat showed, however, that this criterion is not applicable, thus confirm-ing the original decision issued by the RWS Management Team on 5 October 2012. As a result, section 1 of this Supplement contains the text that has been added to the current Waterway Guidelines 2011.

The Barro Decree, containing general rules for the protection of national interests, entered into force on 26 August 2011. It provides a statutory basis for free zones along national waterways. The amendments in connection with the Decree are set out in section 2 of this Supplement.

The current Waterway Guidelines 2011 are restricted to class V vessels and to ca-nals (waterways without a current or with a longitudinal current < 0.5 m/s). RWS Water, Traffic and Environment commissioned research centre MARIN to conduct a study which resulted in guidelines for classes VIa and VIb, which are also lim-ited to canals. These guidelines are set out in section 3. Guidelines for class VIc (six-barge push towing) have not been included because the only canal of this class in the Netherlands (the Hartel Canal) has longitudinal currents in excess of 0.5 m/s. Other changes

Section 4 of this Supplement contains changes and amendments arising from the application of the Waterway Guidelines 2011 in projects, as well as a number of errata.

Quality assurance

On 9 September 2013 this document was presented for consultation to the Shipping Transport Managers Advisory Group (Adviesgroep Verkeersmanagers Scheepvaart), Infraprovider MN, operational specialists at RWS Water, Traffic and Environment and GPO. An impact analysis was performed in collaboration with RWS Water, Traffic and Environment’s Executive Development Department. GPO also submitted the document to national planning coordination body Landelijk Afstemoverleg Planvorm-ing and the TM and ICM expert groups. It was also sent to KV Schuttevaer.

Reader’s guide

The following sections contain amendments and additions to text passages, tables and figures in the Waterway Guidelines 2011 in bold type.

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Unless indicated otherwise, the tables and figures correspond to those in the Wa-terway Guidelines 2011.

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1 Emergency stop device

1.1 Admendment to 7.6.3 Safety precautions

Section 7.6.3 now reads as follows (additional text in bold):

Certain safety precautions are needed around the bridge or lock, in connection with intersecting road traffic. They include:

· it must be clear to waterway and road users if the bridge or lock is operated remotely or automatically

· clear visual and acoustic signals when the operating process is initiated, par-ticularly when barriers are closing or the deck of the bridge or the lock gates are opening or closing

· the safety of road and waterway users must not be put at risk even when equipment fails

· safety features incorporated into equipment and software may not be disa-bled during normal operations

Furthermore, certain additional safety precautions must be put in place at a lock or lock complex, in particular:

· clearly visible ‘no smoking’ signs must be mounted in and near the chamber and at the waiting and line-up area

· where road traffic passes over the lock gates, measures must be taken to guarantee the safety of passing traffic when the gates are opened

· the control console must have an easily accessible emergency stop button so that the lock passage can be interrupted in the event of danger

In addition to this, the following safety precautions must be taken around bridges:

· the control console must have an easily accessible emergency stop button so that the opening or closing of the bridge can be interrupt-ed in the event of danger

· the control console must have an easily accessible emergency stop button so that the lowering or raising of the booms can be interrupt-ed in the event of danger.

In all other cases, reference is made to the relevant Rijkswaterstaat guid-ance (ref. 47, 48).

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2 Besluit algemene regels ruimtelijke ordening (Barro)

2.1 Amendment to 3.12.3

The entry into force of the Barro (Besluit algemene regels ruimtelijke ordening) De-cree prompted a review of section 3.12.3. The new version reads as follows (addi-tional text in bold):

3.12.3 Free zone

The free zone is a zone alongside the waterway that is kept free of any buildings, vertical vegetation etc. that may endanger the functioning of the waterway, by blocking the line of sight, for example (ref. 23). The free zone also prevents collision with buildings. The free zone need not be owned by or under the management of the waterway management authority. Under the Spatial Planning Act, the Water Act and the Barro decree the waterway management authority has powers to influence how the free zone is used, for example:

· when any structures, not just buildings, are constructed, such as structures at the mouth of a harbour

· when the dimensions of an existing structure are altered

· in the event of any other actions that alter the current conditions, and thus the use of the waterway

· when vegetation overhanging the waterway or obstructing visibility is re-moved or cut back

· to prevent excessively bright lighting or obstruction of visibility due to smoke or water vapour from industrial plants

· to ensure access for maintenance and the emergency services on at least one side of the waterway

The free zone is measured from the waterway boundary (figure 16) to the landward side. Where there is a vertical revetment, such as sheet piling or a quay wall, the waterway has a sharply defined boundary and determining the boundary will pre-sent few problems. Where there is a sloped embankment or wildlife-friendly bank, the waterway boundary is the point where the waterline intersects the embankment at the reference high water level (MHW).

Figure 16: Waterway boundary at wildlife-friendly bank

The groyne line is the waterway boundary on rivers; in the case of lakes or sea in-lets with a buoyed channel, the buoy line can be regarded as the boundary. In the case of large open areas of water where it is deep enough to navigate everywhere,

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the line of depth where an empty class I vessel can sail with enough keel clearance – i.e. the 1.7 m line of depth – applies.

The Barro Decree provides a statutory basis for the bank strip and free zone, now known collectively as the free zone. The dimensions in table 25 are measured from the waterway boundary as recorded in the Water Act register. Article 2.1.3 of the Barro Decree stipulates that, when a zoning plan pertaining to areas within a waterway boundary or in a free zone is adopted, consideration must be given to preventing any hindrance to:

· the passage of shipping, in terms of breadth, height and depth · the line of sight of the crew and of the navigation equipment on

the vessel

· vessels’ contact with control and guidance equipment · emergency service access to national waterways

· the carrying out of management and maintenance work on na-tional waterways

Cranes, elevators, sheds etc. must not overhang the waterway when not in use, and must remain on the landward side of the waterway boundary. Temporary designa-tion of green public spaces, recreadesigna-tional areas, traffic infrastructure, gardens, stor-age sites etc. will not generally be at odds with the objective of protecting waterway function.

Situation CEMT-class Junction/

port

Sea port access

II III IV, V or

VI Free zone (in

m) either side of a national waterway

10 20 25 50 40

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3 Guidelines for class VI waterways

3.1 Introduction

On behalf of RWS Water, Traffic and Environment, research institute MARIN per-formed a study in preparation for the extension of the Waterway Guidelines 2011 to include classes VIa and VIb. The study was in two parts. In part 1 (published in January 2013) minimum requirements for class VI waterways were added to the current Waterway Guidelines, based on the principle of two-lane traffic, handling up to 30,000 shipping movements a year. These minimum values were determined on the basis of extrapolation and previous simulations. A normal profile is always re-quired for a class VI waterway. Given that class VI vessels generally make more than 30,000 movements a year, part 2 of the study involved Simdas simulations taking the volume of traffic and the proportion of class VIa and VIb vessels as nor-mative variables. Part 2 identified high-volume increments for the fairway width. 3.2 Admendments to Waterway Guidelines 2011

1.3 Use of the guidelines

As a result of the extension to include classes VIa and VIb, the second paragraph on page 11 has been removed. The new wording of 1.3.1 is as follows:

1.3.1 Definition of scope

The Waterway Guidelines cover only:

· the transport engineering design; the structural design is beyond the scope of the Guidelines;

· waterways in CEMT classes I to VIb and recreational waterways; · waterways without currents or with a longitudinal current up to 0.5 m/s

(canals)

· waterways that are not primarily intended for sea shipping;

· waterways other than the shipping lanes in the North Sea or Wadden Sea 3.2 Waterway profiles

3.2.1 Profiles for commercial navigation

As a result of the extension to include classes VIa and VIb, the first paragraph of 3.2.1 has been amended as follows:

The cross-section of the waterway must have dimensions that guarantee smooth, safe navigation. The necessary width dimensions of the waterways have traditionally been based on the ‘theory of shipping lanes’. The Waterway Guidelines generally apply to waterways up to class VIb with two-lane traffic, i.e. one ship travelling in each direction, with the exception of the single-lane profile, of course. In cases where there more than two lanes of traffic, a separate investigation must be con-ducted, in the form for example of a traffic handling simulation. This has been performed for classes VIa and VIb, resulting in a high-volume increment (table 16c) to be added to the width of the fairway bottom for two-lane traffic (table 15). The width of the waterway also depends on the volume of traffic expected on the waterway in question, combined with the type of vessels in the fleet and the dimensions of the reference vessel.

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The last sentence on page 29 has been amended as follows:

If the volume of traffic is expected to exceed 30,000 commercial vessel movements a year, the normal profile will no longer be adequate, and further investigation will be needed, except in the case of class VIa and VIb waterways, for which such an investigation has already been performed.

3.2.10 Choice of profile: summary

vessels/year description choice of waterway profile recreational

> 50,000 very busy further investigation required 30,000 – 50,000 busy high-volume profile

5,000 – 30,000 normal normal profile for two-lane traffic < 5,000 quiet narrow profile for two-lane traffic

Table 13: Relationship between appropriate waterway profile and traffic volume

vessels/year description choice of waterway profile commercial

> 50,000 very busy further investigation required (except for classes VIa and VIb)

30,000 – 50,000 busy further investigation required (except for classes VIa and VIb)

15,000 - 30,000 normal normal profile for two-lane traffic

5,000 - 15,000 quiet normal profile, narrow profile on short sections

< 5,000 very quiet narrow profile for two-lane traffic, single-lane profile in exceptional cases

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3.5 Straight sections of waterway for commercial navigation 3.5.4 Side wind increment

First paragraph: the sentence ‘The increment for class IV is the same as that for class Va (…)’ has been removed.

minimum waterway profile (m)

class depth width side wind increment ∆W

D* Wt Wd inland zone coastal zone

normal profile I 3.1 - 3.5 20.4 10.2 2 4 II 3.5 - 3.6 26.4 13.2 3 6 III 3.5 - 3.8 32.8 16.4 4 8 IV 3.9 - 4.2 38.0 19.0 5 11 Va 4.9 45.6 22.8 7 14 Vb 5.6 45.6 22.8 9 18 VIa 5.6 91.2 45.6 6 14 VIb 5.6 91.2 45.6 9 19 narrow profile** I 2.9 - 3.3 15.3 10.2 3 5 II 3.3 - 3.4 19.8 13.2 4 7 III 3.3 - 3.5 24.6 16.4 5 10 IV 3.6 - 3.9 28.5 19.0 7 15 Va 4.6 34.2 22.8 9 19 Vb 5.2 34.2 22.8 12 24 single-lane profile** I 2.9 - 3.3 10.2 5.1 II 3.3 - 3.4 13.2 6.6 III 3.3 - 3.5 16.4 8.2 to be to be IV 3.6 - 3.9 19.0 9.5 determined determined Va 4.6 22.8 11.4 Vb 5.2 22.8 11.4

* = guaranteed nautical depth excl. margin for maintenance

** = classes VIa and VIb must at any rate comply with the normal profile

Table 15: Minimum waterway profile for straight waterway sections

The waterway depth is based on the draught of the class Va vessel – 3.5 m accord-ing to table 2 – because the majority of vessels on class Va waterways are motor cargo vessels or Europa II barges with a maximum draught of 3.5 m. The reference vessel for a class Vb, VIa or VIb waterway is a pushed convoy or coupled unit with Europa IIa barges with a reference draught of 4.0 m.

Table 16: Extra wind increment for class Vb (m) has been renumbered Table 16a Section 3.5.5 has been renumbered 3.5.5.a; section 3.5.5.b has been inserted.

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3.5.5.a Extra wind increment for classes Vb and VIb

An extra wind increment is required for class Vb and VIb waterways if the propor-tion of this class of vessel in the total cargo capacity exceeds 5%. If strong growth is expected in the proportion of Vb and VIb vessels or in the average cargo capaci-ty, and the orientation of the waterway relative to the wind direction is unfavoura-ble, this width increment applies over and above the values listed in table 15. Table 16a gives two values, associated with a proportion of class Vb vessels in total cargo capacity of 5% and 25% respectively. Values may be interpolated between these percentages. The assumption is that two-barge pushed convoys on canals always travel in long formation, even if the barges are empty. Table 16a indicates the waterway orientation relative to north. The values in table 16b should be applied identically to class VIb vessels.

normal profile (*) cargo capacity with

VIb £ 5%

cargo capacity with VIb ≥ 25% inland increment (m) orientation of waterway = 0º 0 28 30º 0 14 60º 0 0 90º 0 14 120º 0 28 150º 0 31 coast increment (m) orientation of waterway = 0º 0 28 30º 0 10 60º 0 0 90º 0 10 120º 0 28 150º 0 31

(*)Class VIb must at any rate comply with the normal profile

Table 16b: Extra wind increment for class VIb (m)

3.5.5.b High-volume increment for classes VIa and VIb

Class VIa and VIb waterways have a volume of traffic in excess of 30,000 movements a year. In such cases, the above dimensions for two-lane traffic (table 15) are not adequate, and a high-volume increment must be applied. This is also the case if the average cargo capacity exceeds 1950 tonnes. The applicable high-volume increment is shown in table 16c; increments should be interpolated for intermediate values. The increment applies to the width of the fairway bottom (Wd). In the event of more than 150,000 vessels a year and/or an average cargo capacity in excess of 3150 tonnes, further investigation will be required.

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annual number of

vessel move-ments

average cargo capacity [tonnes]

1950 2150 2350 2550 2750 2950 3150 30,000 0 0 3 9 18 29 44 60,000 16 16 19 25 34 45 59 90,000 32 32 35 41 49 61 75 120,000 48 48 51 57 65 77 91 150,000 64 64 67 73 81 93 107

Table 16c: High-volume increment for class VIa and VIb waterways (m)

3.5.6 Fairways in lakes

After addition of classes VIa and VIb, table 17 reads as follows:

waterway class classes I to Va class Vb, VIa and VIb

profile narrow normal narrow normal

zone inland coast inland coast inland coast inland coast increment for

wind-generated waves - 15 - 15 - 20 - 20

increment for visual

orientation 10 10 20 20 10 10 20 20

increment for

buoy-age inaccuracies 30 30 30 30 30 30 30 30

Table 17: Width increments (m) for fairways in lakes

In large bodies of water (Wadden Sea, IJsselmeer lake, Delta area) it is recom-mended that, if possible at little extra cost, a width of at least 150 m be applied from class IV upwards. Fairways for commercial vessels wider than 250 m are ad-vised against, to prevent crossing traffic from having to spend too long in the fair-way. The extra increments for bends and side winds applying to canals when there is a lot of class Vb, VIa and VIb traffic (tables 16a, 16b and 21) also apply to lakes. 3.7 Bends 3.7.2 Width increment CEMT class C1 laden vessel C2 empty vessel I to Va 0.25 0.50 Vb 0.20 0.40

VIa and VIb 0.20 0.40

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CEMT vessel length DB1for the laden vessel (m) Class L 4.L 6.L 8.L I 39 2.5 1.5 1.0 II 55 3.5 2.5 1.5 III 85 5.5 3.5 2.5 IV 105 6.5 4.5 3.5 Va 110 7.0 5.0 3.5 Vb 185 9.5 6.0 4.5 VIa 145 - 4.8 3.6 VIb 185 - 6.2 4.6

CEMT vessel length DB2for the empty vessel (m)

Class L 4.L 6.L 8.L I 39 5.0 3.5 2.5 II 55 7.0 4.5 3.5 III 85 10.5 7.0 5.5 IV 105 13.0 8.5 6.5 Va 110 14.0 9.0 7.0 Vb 185 18.5 12.5 9.5 VIa 145 - 9.7 7.2 VIb 185 - 12.3 9.2

L = length of reference vessel

Table 21: Bend widening DBfor three bend radiuses 3.9 Turning facilities

3.9.3 Diameter of turning basin

An amendment to the last paragraph gives the following wording:

Two-barge pushed convoys or coupled units can uncouple if necessary. It is not therefore necessary to build turning basins in class Vb, VIa or VIb waterways for vessels longer than 135 m.

3.11.3 Oceangoing vessels Addition to 5th line:

(as far as the turning facility at the passenger terminal, km distance mark 26.5)

4 Locks

4.3.2 Minimum capacity lock

A minimum capacity lock is a lock that can take a single reference vessel at a time. The dimensions in table 27, based on the reference vessel measurements (table 2), apply to the chamber. The first figure in the sill depth column is based on the draught according to the CVB guidelines of 1996. In practice, however, vessels have a slightly larger draught. Depending on demand, the waterway management

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author-ity may decide to apply the second value when building or enlarging a lock. The keel clearance above the sill is 60 cm up to and including class III, 70 cm in class IV to Vb, and 100 cm for classes VIa and VIb, at the minimum lock passage water level or the reference low water level.

CEMT chamber length chamber width sill depth*

class Lk Bk I 43 6.0 2.8 - 3.1 II 60 7.5 3.1 - 3.2 III 80 - 95 9.0 3.1 - 3.3 IV 95 - 115 10.5 3.5 - 3.7 Va 125 - 150 12.5 4.2 Vb 210 12.5 4.7 VIa 160 23.8 5.0 VIb 215 23.8 5.0

* sill depth = maximum draught of reference vessel + keel clearance; an extra increment may need to be introduced for translation waves

Table 27: Dimensions (m) of minimum capacity lock 4.3.6 Hawser forces on bollards

Bollards and mooring rings should be dimensioned for a typical load (excluding any safety factor) of 150 kN for classes I and II, 200 kN for classes III and IV and 250 kN for class V (ref. 27). The specifications for classes VIa and VIb are 300 kN and 350 kN respectively. The basis for these values is derived from the regula-tions on the strength of hawsers for use on inland navigation vessels, which is calcu-lated as follows:

· vessels where: L.B.T < 1000m3_{: F = 60 + (L.B.T) / 10 kN}

· vessels where: L.B.T > 1000m3_{: F = 150 + (L.B.T) / 100 kN}

4.3.7 Floating bollards

Floating bollards are used when the lift is greater than 4 m. Each float may carry two bollards: one for laden and one for empty vessels. Table 28 shows the heights from the base to the low and high bollards relative to the water surface.

CEMT class low bollard high bollard single bollard

I 1.5 2.5 2.0 - 2.5

II 1.5 3.0 2.0 - 2.5

III 1.5 3.0 2.4 - 2.5

IV 1.5 3.5 2.4 - 2.5

V 2.0 3.5 not advised

VIa and VIb 2.0 3.5 not advised

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The following sentence has been added to the end of section 4.3.7:

Newer class VIa motor vessels (with an approx. 50 cm larger moulded depth) also require consideration during the design process.

4.4 Locks for mixed shipping

The following sentence has been added at the end of the 1st paragraph:

If there are fewer than 5000 movements by recreational craft each year, the minimum requirements in terms of facilities should be determined in consultation with the nautical manager.

4.6 Holding basins

4.6.3 Width of holding basin

class B Bk S = Br Lo / Lk I 5.1 6.0 3.0 1.0 - 1.2 II 6.6 7.5 3.5 1.0 - 1.2 III 8.2 9.0 4.0 1.0 - 1.2 IV 9.5 10.5 5.0 1.0 - 1.2 Va 11.4 12.5 6.0 1.0 - 1.2 Vb 11.4 12.5 7.0 1.0 - 1.2 VIa 22.8 24 12 1.0 - 1.2 VIb 22.8 24 12 1.0 - 1.2

Table 29: Minimum dimensions (m) of holding basin at a lock with a single chamber

4.9 Fenders

4.9.1 Fenders for commercial vessels

class I II - III IV V VIa and VIb

height 1.5 2.0 2.5 3.0 3.0

Table 30: Height of top horizontal fender above MHW in holding basin (m)

the measurements in table 30 are a minimum requirement for the top of the highest horizontal fender; newer class VIa motor vessels (with an approx. 50 cm larger moulded depth) also require consideration during the design pro-cess; if the funnel is formed by sheet piling or retaining walls, they need not be higher than the lock plateau which they abut

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5.4 Fixed bridges 5.4.2 Headroom class headroom at MHW I 5.25 II 6.1 III 6.6 IV 7.0 V 9.1

VIa and VIb 9.1

Table 32: Minimum headroom HB (m) at fixed bridges for commercial vessels

The minimum headroom HB shown in table 32 should be available over the entire

width of the bridge at MHW, at newly built bridges in any case. The headroom for classes IV, V, VIa and VIb is suitable for navigation with three or four layers of containers respectively, 50% of which are full. Local circumstances might give cause to build the bridge higher.

5.4.8 Overview of passage widths

class normal narrow profile single-lane

profile no central pier with central pier profile I same width as water-way no central pier al-lowed same width as waterway 9.0 8.0 II 11.5 10.0 III 14.0 12.5 IV 16.5 14.5 Va 19.5 17.0 Vb 22.0 18.5

VIa and VIb not advised* not advised* not advised*

* = Classes VIa and VIb must at any rate comply with the normal profile

Table 33: Minimum passage width (m) of fixed bridges for commercial vessels

5.6 Movable bridges 5.6.2 Headroom class high version container shipping medium ver-sion low version I 5.25 5.25 4.75 height of rec. craft II 6.1 5.6 5.6 III 6.6 6.2 6.2 IV 7.0 7.0 6.4 V 9.1 9.1 7.4 not advised

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Table 37: Headroom (m) under movable bridges on commercial routes

5.6.4 Passage width under movable part of bridge class normal profile narrow profile single-lane profile I no movable part (fixed bridge), unless it is an open waterway 8.5 7.0 II 10.5 8.5 III 12.0 10.5 IV 14.0 12.0 Va 16.5 14.5 Vb 19.0 16.5

VIa and VIb n.a.* n.a.*

* = Classes VIa and VIb must at any rate comply with the normal profile

Table 38: Passage width of movable part of bridge (m) for commercial navigation

5.9 Waiting areas

5.9.2 Waiting area requirements for commercial vessels

class a b c d/L e f (m) (m) (m) *** (m) (m) I 15 6.5 2.0 0.5 3.0 2.5 II 22 8.5 2.0 0.5 3.5 3.0 III 22 10.0 2.0 0.5 3.5 3.0 IV 22 11.5 2.0 0.5 4.5 3.5 Va 22* 13.5** 2.5 0.5 5.0 4.0 Vb 22* 13.5** 3.0 1.5 5.5 4.5 VIa **** 22* 22* 20 (25) 27 (33) 3.0 4.0 1.0 1.5 5.5 5.5 4.5 4.5 VIb 22* 27 (33) 4.0 1.5 5.5 4.5

all dimensions in m (except for d/L)

* if class I vessels rarely or never use waiting area, 30 m ** frequently used waiting area, 19 m

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*** this is the minimum dimension for classes I to Va; 1.0.d/L is recommended for smooth progress; a shorter distance may be chosen for class Vb if relatively few Vb vessels use the waiting are; L = length of reference vessel

**** top values for motor vessels, bottom values for pushed convoys and coupled units (wide formation)

a = distance between centres of dolphins

b = distance from dolphins to facing edge of bridge opening, measured perpendicular to axis of waterway. Values in brackets to be applied in event of frequent use

c = distance from the facing edge of the mooring dolphin to the bank (in the keel plane)

d = distance between waiting area and bridge

e = minimum height of first and last dolphin in waiting area relative to reference high water level. Newer class VIa motor vessels (with an approx. 50 cm larger

moulded depth) also require consideration during the design process. f = minimum height of intermediate piles relative to reference high water level, also

min-imum height of highest bollard on dolphin relative to reference high water level.

Newer class VIa motor vessels (with an approx. 50 cm larger moulded depth) also require consideration during the design process.

Figure 40: Waiting area for commercial vessels

6.5 Mooring structures at overnight stay harbours 6.5.1 Dolphins

CEMT class I II III IV Va Vb VIa and

VIb height of intermediate

piles

2.5 3.0 3.0 3.5 4.0 4.5 4.5

height of first/last pile 3.0 3.5 3.5 4.5 5.0 5.5 5.5

* =Newer class VIa motor vessels (with an approx. 50 cm larger moulded depth)

also require consideration during the design process.

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4 Other changes

4.1 Introduction

This section incorporates questions and comments from users received since the Waterway Guidelines 2011 were published.

4.2 Changes

2.3 Motor cargo vessels 2.3.3 Container ships

The following sentence has been added at the end:

Laden container ships generally have a smaller draught than indicated in tables 2, 7 and 8.

3.5 Straight sections of waterway for commercial navigation 3.5.1 Waterway depth

The following paragraph has been added to the end of section 3.5.1:

The design waterway depth is based on the draught of the reference vessel when fully laden. It has been found that this gives the best cost-benefit ratio, thus allowing efficient freight transport.

3.5.4 Side wind increment

The final paragraph in 3.5.4 has been amended/extended and now reads as follows: The waterway profile must also comply with the minimum dimensions in figure 5 in the vicinity of engineering structures (aqueducts, safety locks, bridges etc.). If the structures are designed for existing waterways, they will be based on the existing waterway width.

3.7 Bends

3.7.2 Width increment

The 3rd paragraph on page 48 has been removed; the 3rd paragraph now reads as follows:

When longitudinal currents exceed 0.5 m/s further investigation is required to de-termine how much the bend must be widened.

4.2 Lock capacity

4.2.3 Standard waiting time at locks

The following paragraph has been added to the end of section 4.2.3:

The standard for recreational craft is an average waiting time of no more than 1 hour on the ten busiest days of the season. The 9 busier days may be spread throughout the season.

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5.4 Fixed bridges on commercial routes 5.4.7 Passage width in single-lane profile 5.6 Movable bridges on commercial routes

5.6.4 Passage width under movable part of bridge

The 2nd paragraph of section 5.6.4 has been amended and now reads as follows: A bridge over a waterway with a normal profile should be a fixed bridge that spans the entire waterway. On an open waterway (see 3.11.1) that carries vessels with special cargoes, the bridge should have a movable part and a central pier. The passage width for the narrow profile in table 38 is sufficient for the movable part of the bridge, although the width of special cargoes may sometimes be regarded as the standard.

5.9 Waiting areas and guide fenders 5.9.5 Fenders

The last sentence of the 1st paragraph of section 5.9.5 has been amended and now reads as follows:

A fender must stand at least 15 cm proud of the abutment of the bridge when un-loaded, and must not narrow the passage access of the waterway by any more than 5 cm on either side (see detail in figure 41).

6.4 Overnight stay harbours for commercial vessels 10.3 Terms and definitions

The nautical engineering term ‘moulded depth’ has been added on page 176, and the definition reads as follows:

moulded depth

The vertical distance measured from the underside of the upper deck to the top of the keel.

9.1 References

The following references have been added to the list:

47. Rijkswaterstaat Dienst Verkeer en Scheepvaart: Topkader gebruik, be-diening en bsturing schutsluis en beweegbare brug Rijkswaterstaat, Delft 2013.

48. Rijkswaterstaat Dienst Verkeer en Scheepvaart: Stop en noodstop bij beweegbare bruggen en sluizen, Delft 2013.

49. Ministers van I & M resp Veiligheid: Besluit algemene regels ruimtelijke ordening (Barro), Den Haag, 22-8-2011.

50. Staatssecretaris V&W resp. Minister van Justitie: Wet van 29 januari 2009, houdende regels met betrekking tot het beheer en gebruik van wa-tersystemen (Waterwet), Den Haag, 2009.

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9.2 Background reports

The following reports have been added to the list:

Onderzoeksrapport Fase 1 – Uitbreiding Richtlijnen Vaarwegen. Marin, 10-1-2013.

Onderzoeksrapport Fase 2 – Uitbreiding Richtlijnen Vaarwegen. Marin, 7-2-2013.

Supplement to the Waterway Guidelines 2011