[American Society of Civil Engineers 12th Triannual International Conference on Ports - Jacksonville, Florida, United States (April 25-28, 2010)] Ports 2010 - Vision from Inland Navigation

Vision from Inland Navigation Technology ‘09 Workshop

J.E. Clausner1, L. Alexander2 , and M.F. Kidby3

1US Army Engineer Research and Development Center, Coastal and Hydraulics Laboratory, ATTN: CE-ERD-HV-T, 3909 Halls Ferry Rd, Vicksburg, MS 39180-6199; PH (601) 634-2009; FAX (601) 634-2645; email: [email protected]

2University of New Hampshire, Center for Coastal and Ocean Mapping, Chase Ocean Engineering Laboratory, 24 Colovos Road, Durham, NH 03824; PH (603) 862-1745; FAX (603) 862-0839; email: [email protected]

3US Army Corps of Engineers Headquarters, ATTN: CECW-CO-D, 441 G Street, NW, Washington, DC 20314-1000; PH (202) 761-0250; FAX (202) 761-8957; email: [email protected]

ABSTRACT

A multi-agency Inland Navigation Technology '09 Workshop (INT ’09) with the theme “Digital Technology’s Impact on Safety and Efficiency” was held in Vicksburg, Mississippi, on February 3-4, 2009. Primary participants were the United States Army Corps of Engineers (USACE), the United States Coast Guard (USCG), the National Oceanic and Atmospheric Administration (NOAA) and representatives from the Unite States Inland Navigation Industry. The workshop presented current research and development efforts on digital technology educating attendees on current directions to expedite an effective adoption of digital technology to realize the “e-Navigation” vision. Following breakout sessions, the participants provided visions for the inland waterways for 2013 and 2020. There was agreement that the primary goal is to use electronic data to provide intelligent information to the vessel captain in order to make his/her job easier and safer. It was recognized this may be difficult to achieve due to the large amount of inter-agency coordination and standardized data formats/protocols required.

INTRODUCTION

Waterborne commerce uses the least amount of fuel, creates less pollution, and is the safest mode of transportation as compared to other modes including truck, rail, and air (Waterways Council Inc, 2009). The United States has an extensive, federally-maintained Marine Transportation System (MTS) that enables waterborne transportation of over $1 trillion in commerce and supports 13 million jobs (IWR 2009). The coastal portion of the MTS includes over 150 deep draft ports, defined as those with depths greater than 4.3m. However, most major ports have depth of 13 to 15m. Over 95% of foreign trade is shipped through our deep draft coastal ports (IWR 2009). In 2007, waterborne commerce in the US moved cargo valued at over one trillion dollars and directly supporting 13 million jobs (AAPA 2008).

779Ports 2010: Building on the Past, Respecting the Future © 2010 ASCE

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The Inland Marine Transportation System (IMTS), the focus of this paper, consists of over 19,300 km of channels, and 178 lock sites with approximately 224 lock chambers. The average age of the locks is 52.5 years (Waterways Council, Inc., 2009a). Each year the inland waterways move approximately 566 M metric tons, valued at approximately $70B (Waterways Council, Inc. 2009b).

There are two basic groups in marine transportation. Those that: 1) regulate transportation and provide services (e.g., USACE, USCG, and NOAA); and, 2) provide the transportation (i.e., Inland Navigation Industry).

The USACE navigation mission is to provide safe, reliable, efficient and environmentally sustainable waterborne transportation systems for movement of commerce, national security needs and recreation. The USCG mission is to ensure safe operation of marine transportation and the safety of those at sea, secure our maritime borders and serve as a responsible steward of the world’s oceans (USCG 2007). The NOAA mission also includes ensuring a safe, secure, efficient, and seamless movement of goods and people in the U.S. transportation system, including marine, surface and air and the environmentally sound development and use of the U.S. transportation system. Also, NOAA has objectives to support decisions in aviation, marine, and surface navigation and research, develop, and deploy more accurate and timely information products. Another NOAA objective is to support decisions in coastal resource management.

Like almost every other industry, the United States (US) Marine Transportation System (MTS) is trying to make best use of rapid advances in electronic data transmission, smaller and faster computers, greater storage of data, more sophisticated computer programs, etc. Also, like other industries, the US MTS is working hard to adopt a consistent vision and goals, which requires consensus among the various groups. The US is not alone in this effort in using electronic information to improve safety and efficiency. In many respects, Europe is more advanced than the US in adopting the “e-Navigation” concept. As defined by the International Maritime Organization (IMO):

E-Navigation is the harmonized collection, integration, exchange, presentation and analysis of maritime information onboard and ashore by electronic means to enhance berth to berth navigation and related services, for safety and security at sea and protection of the marine environment” (IMO 2007)

Major components of the system include electronic charts, radar, AIS, and precise positioning from satellite and/or land-based navigation systems. To go from concept to implementation, there are two main challenges:

1. Ensuring the availability of all system components and using them effectively to simplify the display of crucial navigation-related information.

2. Incorporating new technologies in a structured way while ensuring that their use is compliant with the existing navigational communication technologies and services.


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While most would agree on the goal of e-Navigation, it will be a challenge to make it a reality. A major factor is that there are two main groups, the regulators and the transporters, each with a different perspective: Those responsible for providing e-Navigation services, and those who will use and rely on them.

During INT 09, two main thrusts were emphasized. First, provide the mariner (i.e., the captains of the towboats navigating the inland waterways) with information that will improve their ability to navigate the inland waterway system more safely and efficiently. Second, to enable those agencies that facilitate/regulate navigation, to provide services that meet the mariner’s needs while at the same time facilitate their own record keeping and internal data needs. Data from inland waterway navigation, collected primarily by the USACE Institute for Water Resources’ (IWR) Navigation Data Center (NDC) http://www.iwr.usace.army.mil/NDC/ , are also used to optimize the inland waterway system from a maintenance and rehabilitation perspective. In particular, this includes the USACE navigation lock and dam system. The USACE lock system, with a replacement value of over $125 B dollars has an average age of 52.5 years. This exceeds the economic design life of 50 years, and leads to increasing amounts of scheduled and unscheduled outages due in large part to lack of sufficient funding. Lack of lock reliability is considered by the towing industry to be their major problem. Other Meetings that led to this Meeting. The genesis for this meeting started in 2006. The winter of 2005 witnessed a number of accidents on the Ohio River due to high water levels and flows which resulted in multiple serious accidents. In response to a Towing Industry request, the USACE Coastal and Hydraulics Laboratory (CHL) held a workshop in March 2006 to discuss solutions to the outdraft (cross current) problem at locks. The end result was the Real-time Current Velocity (RTCV) System developed by CHL (Waterways Journal 2006). The RTCV provides current velocity data automatically via the USCG Automatic Identification System (AIS), current vectors upstream and/or downstream from the lock walls along with wind direction and velocity, allowing the towboat captains to make more informed decisions on lock approaches. The RTCV was demonstrated in August 2006 and by mid-2010 should be installed at over 9 critical locks on the IMTS.

The success of the 2006 Outdraft Current Meeting spawned another workshop, the Navigation Lock and Dam Inspection and Emergency Repairs workshop (Hite et al. 2006), in which research and development (R&D) related to these topics was presented to USACE, other federal agencies, private companies, port authorities, and industry. The success of this workshop lead the towing industry to request a similar workshop to exchange information, Research and Development (R&D) efforts and Industry needs to facilitate improvements on the IMTS. A steering committee was formed in early 2008 consisting of representatives from the USACE R&D and HQ staff, USCG, NOAA and the towing industry. After some discussion, the workshop title of Inland Navigation Technology 09 (INT 09) was developed with the focus on digital technology’s impact on safety and efficiency.


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The INT 09 workshop was held at the US Army Engineer Research and Development Canter’s (ERDC) Coastal and Hydraulics Laboratory (CHL) located at the Waterways Experiment Station in Vicksburg, MS on February 3-4, 2009. Almost 60 people attended representing various federal agencies, industry and ports and academia. Table 1 lists the organizations represented and number of attendees.

Table 1. Inland Navigation Technology ’09 Attendees by Organization. Agency Attendees USACE 19 USCG 3 NOAA 2 Inland Navigation Industry 30 Academia 3 Committee on Marine Transportation System 1

During the two-day meeting, the USACE described inland navigation, related demonstration efforts, and Headquarters initiatives for safer, more reliable waterways and infrastructure. The USCG addressed the latest developments in e-Navigation (e.g., electronic charts, AIS, and aids-to-navigation), and how these developments might affect inland waterway operations. The NOAA discussed the Physical Oceanographic Real-Time System (PORTS) and other activities. Representatives from the towing industry, led by the American Waterways Operators (AWO) Technology Steering Group, described current/future needs, as well as ongoing/planned initiatives to meet challenges associated with projected future increases in inland commerce.

Following the technical presentations, four break-out groups addressed the workshop goal of developing a summary report that would include several topics to improve adoption of e-Navigation. Topics suggested for creating a vision of the future of inland waterway navigation (for years 2013 and 2020) include:

• Vision components • How the vision would be put into practice • R&D needed to meet the vision • Technical obstacles that must be overcome • Identify potential demonstrations.

A summary report from the workshop was published (Alexander et al. 2009).

The remainder of this paper expands on the report summary and describes the contributions from the four groups. Two groups focused on the year 2013 vision, and two on the year 2020 vision. This paper concludes with several steps now being taken to assist in reaching the improved “e-Navigation” vision.

BREAKOUT SESSION RESULTS

Assumptions. All breakout groups agreed with the following basic assumptions and goals:


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• Vessel traffic will increase by 10-20%, with rail and highway at or near capacity.

• Demands of commerce may change implementation timeline, but not the basic needs.

• Technology will continue to advance. The entire inland waterways network will be viewed as a complete system. All-weather navigation will be available.

• Water levels will be similar to 2008 levels. • Lock capacity will increase slightly as a few new locks come on line and

major lock rehabilitations increase chamber sizes. There will be unscheduled lock closures due to age of infrastructure.

• Mariner licensing/qualification requirements will become more stringent. There will be additional regulatory requirements for equipment carriage, environmental protection, and operational conditions.

• With increased information availability (through technology), the amount of information required (e.g., in preparation for a voyage) will increase.

• Reduced workload for mariner will continue to be a goal, although difficult to achieve.

• Technology will continue to aid the pilot/captain, not become a replacement for his/her judgment.

Vision of the present (2009) and near future. One group provided a short term vision that included the following. Rules/regulations as well as technology requirements should apply to all vessels, particularly recreational vessels. If new technologies become required, then the associated services must be reliably provided and consistently available, e.g., 24 hours per day/7days per week and 365 days a year. Current flow measurements are important not only for locks and dams, but for all critical areas. Crucial information, whether static or dynamic, must be reliable, and provided in a format capable of being used by onboard equipment/systems. There needs to be better information about “drift”, defined as ice and other floating debris, typically logs/trees and other waterway obstructions. The improved drift information should include debris type and when and where it will be through time.

Vision for 2013. In general, the vision for the US MTS for year 2013 included the following:

• Increased level of vessel traffic management -- both by design and circumstance;

• Increased levels of automation (e.g., seamless data communications); • Information will be tailored for both provider and users; • More mariners will be technology savvy, but have less pilothouse

experience than the previous generation; and • Information displays will show what is needed based on current situation

or task-at-hand. Components of the US Inland Waterway System in 2013. Several major components and capabilities were identified by the breakout groups. Electronic chart


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data and nautical publications will be commonly used. There will an increased use of smart data (data tagged with intelligence). There will be a reduction or elimination of printed Notices-to-Mariners (NTM), Notices to Navigation Interests (NTNI), & lock tickets. Advances by 2013 will allow system-wide updates of Aides to Navigation (AtoN), NTMs, NTNI, etc. By 2013. there will be seamless integration for the mariners, such as river permits, safety zones, Certain Dangerous Cargo (CDC) reports, bridge air gaps, lock lower gauge readings, etc.

Automatic Identification System (AIS). The National Automatic Identification System (NAIS), administered by the USCG (2009), will be in widespread use by inland system operators. AIS will play a more significant role, but it is not known if the full capability of AIS will provide vessel and shore-based operators the level of increased situational awareness they require.

Lock operations will likely have more rules, for example an increase in assignment/management facilitated by AIS and supporting software. Vessel Traffic Systems (VTS), will play an increased role and will be enhanced by information on ice, flooding, and river buoy locations. Potentially, so-called “virtual buoys” (e.g., AtoNs shown on an electronic chart display, but not physically in-place) could be used.

Towboat operator’s wish list for 2013 will include better current flow information at critical locations, for example at locks and dams, bridges, and other locations where currents will make navigating the inland waterways difficult. Towboat operator’s desired capabilities in 2013 will also include much better information on drift (i.e., floating debris).

VISION: FOR YEAR 2020

In general, by 2020, navigation technologies will be more fully integrated and easier to use in the pilot house. This will include better information displayed on less equipment through increased integration of displays and components. There will be more government-private partnerships and collaboration. In particular, government agencies will need to deal with smaller/less capable entities (e.g., small companies and local governments).

By 2020, there will be more information available. This will enable better pre-voyage planning by providing expected weather conditions, waterway status, etc. Also, while in route, there will be much more rapid notification of changed conditions (e.g., high water, Maritime Security (MARSEC) levels. This will enable improved decision-making on operations/requirements/actions.

Electronic charts/nautical publications standards will be in place by 2020 for various file/data formats (e.g., Inland Electronic Navigation Charts (IENCs), internet protocol, XML, NMEA2K). This will enable development of new applications/uses for data. By 2020 improved communications will allow single data entry and one-time reporting to USACE, USCG, and IRS in standardized formats.


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Connectivity between vessels beyond AIS (e.g., transmitting/sharing radar data, intended maneuvers, depth areas, shoaling, etc.) will be available by 2020. This will new require standards, cooperative agreements between participants, and possible oversight/coordination by government agencies (e.g., NOAA & USCG).

On the industry side, there will be management of reciprocal towing agreements between companies to maximize use of towing capacity. This is now, in 2009, being done informally; to formalize the agreements will require some sort of clearing house.

Many new capabilities will be required to realize the above 2020 visions. A communication infrastructure is needed that is consistent, dependable and with sufficient bandwidth for all required information. Further, it needs to be low-cost, have minimal restrictions on use, and have continuous connectivity. Standard data exchange formats and connectivity protocols will be required. At present, there are many dead zones within the communication infrastructure. There is a need to identify these dead zones. Another answer to the challenge for the 2020 vision is to get commercial carriers involved with the funds to install and operate the lacking communication infrastructure not already now being provided by our various government agencies.

By 2020 there will be significant improvements in navigation equipment. The 2020 vision for the pilot house is to have a single screen that will display all needed information. The display will be a composite of the needed visual information and task-oriented. It will have the capability to display separate layers of information with audible warnings of hazardous conditions, generated by computer. Much of the pertinent information will be on a heads-up display in the wheelhouse allowing the pilot to look out the windows while viewing the display.

It will be possible by 2020 to have a computer simulation running, while vessels are underway, using current environmental conditions, vessel parameters and past best practices. This functional capability will be used for real-time decision support and/or for future training/evaluation (e.g., for lock approaches). Also by 2020, Global Positioning System (GPS) geo-fencing will trigger required reports based on vessel location and/or speed. Use of Forward Looking Infrared Radar (FLIR) capabilities and other low-visibility aids to improve navigation and safety will be routinely available by 2020.

AIS devices will be on many buoys by 2020 to provide their present location and depth. Electronic publishing of buoy positions and water depth, e.g., via web site, will also be a potential capability by 2020. Included will be system-wide reporting of discrepancies in AtoN locations (i.e., where they are supposed to be vs. their current location).

Locks and Bridges. Improvements at locks and bridges will also be available by 2020. This will include extending improved positional technology to other locations such as bridge piers. For example laser range finders installed on bridge piers or


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wireless ranging sensors could enable vessel captains to know how close the vessel is to these structures. Air gap sensors will be available by 2020 and deployed at most bridges. The air gap data will be available real-time and projected for planning purposes, up to a minimum of 2 days in advance and longer if possible. The initial focus for this effort will be the top 20 problem bridges identified by industry. Also, RTCVs will be installed for those bridges where currents cause navigation problems, for example the Mississippi River Bridge at Vicksburg, MS. An issue to be addressed is that the bridge owner, typically state Departments of Transportation or railroad companies, must approve the RTCV installation.

Barges, Contents, Tonnages and Communications. By 2020, there will be electronic means for tracking barges and their contents. The system needs to be one that automatically manages itself and is not dependent upon direct human intervention. A related capability is the communication of barge and content information to the USACE which needs this information from towboats/barges prior to arrival at locks. By 2020, these data on barges, contents and accurate tonnages, etc., will be transmitted automatically, facilitated by standardized dimension descriptions and commodity codes. This will allow the electronic sharing of information, with data flow in both directions, i.e, from industry to the USACE and from the USACE to industry. Workshop attendees suggested the possibility of making the lock into a “weigh station” to assist in making more accurate measurement of tonnage in the lock.

By 2020, waterways will be managed as a system to avoid or at least minimize traffic jams at locks.

Tows will collect better water depth information by doing statistical analysis of depth sounders located at all four corners of a tow.

Some “Way-out-There” Visions. One group suggested three visions that really push the envelope of inland navigation technology. One vision is to have automated towboats and remote monitoring, which would allow vessels to more safely navigate with less distance between the vessels than they do now. This so-called “navigating off the bridge,” would alert the mariner to change heading, and suggest collision avoidance recommendations. The second vision suggested was that SMART AIS have the ability to automatically detect vessel equipment failure, the information needed and provide it automatically (e.g., positioning), was suggested. The final vision was a River Highway Concept where by queuing technology (near-term) dock-to-dock could be implemented by 2020. This would involve defining lanes to facilitate safe transits at some locations.

Necessary R&D Activities. The following items were identified as needed R&D activities to realize the visions described above. First, examine other transportation modes for ideas (e.g., aviation flight plans, dynamic overhead signs for highways, FedEX/UPS package shipping code sharing, etc.). Second, use computers onboard vessels to run models that would simulate vessel avoidance. Third, use predictive maintenance and monitoring of key lock components. The Corps is now instituting


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Facilities Engineering Management (FEM) using the commercial software MAXIMO and sensors on key lock components, e.g., locks, gates, motors, pumps, cylinders, etc., to improve preventative maintenance and reduce failures.

Technical Obstacles. Two technical obstacles were identified to achieving the visions described. First, limitations in AIS bandwidth and other maritime radio frequency allocations will reduce the amount of data that can be effectively transmitted. A second obstacle noted was the challenge to integrate among and between private companies and government agencies, particularly because individual companies often have their own proprietary systems for data management.

Demonstration Projects. Several potential demonstrations were suggested by the attendees. Demonstration projects provide good opportunities to see early-on what works, what does not, and what needs to be improved prior to wide-scale implementation. A real-time distance measurement from the head of the tow to the lock approach wall bullnose has been developed. However, a full scale test needs to be done. Mel Price Lock north of St. Louis was suggested as a good location. A demonstration of AIS mounted on an AtoN that would provide real-time depth as well as position was suggested. Also recommended was an early demonstration of automated information exchange at locks. Managing a portion of a river with multiple locks as a single entity instead of as individual locks was recommended as a demonstration. Last, the use of “virtual” buoys (or alternatively, an electronic navigation aid) was suggested as yet another demonstration.

SUMMARY

The Inland Navigation Technology ‘09 Workshop, with the theme of “Digital technlogy’s Impact on Safety and Efficiency,” sponsored by and attend by the USACE, USCG, NOAA, and the Inland Towing Industry, was held in Vicksburg, MS, on 3-4 February 2009. After educating participants in the activities of the various groups related to digital technology’s impact on e-Navigation along the inland waterways, the nearly 60 attendees brainstormed, resulting in the summary document (Alexander et al. 2009), which contains visions of how digital technology might be used in to improve safety and efficiency in 2013 and 2020. The workshop, the second of this type involving government agencies and industry and highlighting R&D, was considered a success. The Inland Towing Industry has asked to Corps to continue this type of workshop every other year.

On-going Activities to Achieve the Visions. Since the workshop, there have been several notable activities to use digital technology to improve safety and efficiency. Most notable is the use of American Reinvestment and Recovery Act (ARRA) funds to create the Lock Operations Management Applications (LOMA) tool. This is software that will allow Corps lock operators to view the AIS position of approaching vessels to more safely and efficiency manage traffic through and around the locks. Second, ARRA funds are planned to be used to place AIS receivers at all Corps locks, which is needed to make LOMA functional.


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ACKNOWLEDGEMENT

Funds for Inland Navigation Technology ‘09 workshop were provided the USACE Navigation Systems Research Program. Permission to publish this information was granted by the Chief of Engineers. The authors wish to express their thanks to those attending the INT 09 workshop for their insights.

REFERENCES

Alexander, L, Clausner, J, Noble, S, and Walker, J. “Summary Report Inland Navigation Technology ’09 “Digital Technology’s Impact on Safety and Efficiency”, http://chl.erdc.usace.army.mil/dirs/events/299/0%20INT09%20Summary%20Report.pdf

American Association of Port Authorities (AAPA). (2008). “US Public Port Facts,” http://www.aapa-ports.org/files/PDFs/facts.pdf > (July 2008).

Hite, J., Clausner, J., and McComas, D., editors. 2006. “Navigation Lock and Dam Inspection and Emergency Repairs Workshop Summary,” ERDC/CHL SR-06-2, US Army Engineer Research and Development Center, Vicksburg, MS, http://libweb.wes.army.mil/uhtbin/hyperion/CHL-SR-06-2.pdf

Institute for Water Resources (IWR) (2009). “Value to the Nation, Navigation,” http://www.vtn.iwr.usace.army.mil/navigation/naveconomic.htm

IMO. 2007. Report of the International Maritime Organization, Maritime Safety Committee, 81st Session, London.

USCG (2009). NAIS Home Page, http://www.uscg.mil/ACQUISITION/nais/default.asp March 3, 2009.

Waterways Council Inc. (2009a). Captial Currents. http://www.waterwayscouncil.org/CapCurrents/Capitol%20Currents%20071409.pdf >Jul 14, 2009.

Waterways Council, Inc. (2009b). “Industry overview.” http://www.waterwayscouncil.org/WWSystem/WCI_086454_09IndustryStepSheets_Comp5.pdf

Waterways Journal. (2006) “Engineers Demonstrate Real-Time Outdraft Monitor,” http://www.waterwaysjournal.net/news100906.htm


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Documents

[American Society of Civil Engineers 12th Triannual International Conference on Ports - Jacksonville, Florida, United States (April 25-28, 2010)] Ports 2010 - Vision from Inland Navigation