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Langat vessel particular Figure 2: Accidents at Langat
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Inland water transportation project is considered today as one of the mitigation option available for humanity to curb carbon footage. Collision in inland water transportation represents the biggest treat to inland water transportation; its occurrence is very infrequent but has grave consequence that makes its avoidance a very imperative factor. Th...
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As we are moving through the 21st century, it becomes obvious that we cannot any longer ignore or perceive only in a theoretical sense, one of the key aspects of the theory of the design society-negation of the schema-of-unrestricted-resources axiom [1]. Even the superficial analysis of social, political and ecological conditions show that current...
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... Ship companies have collectively paid 5.7 billion BDT in compensation, and district administrations, alongside NGOs, have provided financial assistance to victims' families. Additionally, government resources are spent on rescue operations, medical treatment, and vessel repairs 33 . Due to rising fatalities, district administrations and ministries provided 25,000 BDT 31 per victim's family, with an additional 50,000 BDT 31 from the Ministry of Disaster Management and Relief. ...
... Rescue operations, medical treatments, and vessel repairs further strain government and company resources. Sulaiman et al. 33 propose a cost-benefit analysis model to address these financial challenges. This model emphasizes the benefits of preventing ship collisions, aligning with our system's objectives. ...
In the twenty-first century, maritime routes are crucial for geographical and financial reasons in riverine countries. Compared to the available technology abroad, Bangladesh has insufficient monitoring of water vessels to tackle any possible disaster, such as vessel collisions for inland water transportation. One of the frequent outcomes of this architecture is regular capsizing, which sometimes leads to loss of lives. These accidents bear physical and economic costs, which are detrimental for a third-world country like Bangladesh. Considering this important issue, we attempted to develop an effective system to make river travel safe. In this study, our focus was on Bangladesh’s inland waterway transportation, particularly at night. We proposed a system with the help of laser technology that tracks both the host ship and its surrounding vessels and provides real-time tracking positions. Cameras are used to monitor the vessel’s movement. The diameter of the laser sphere is the primary source of data to work on for our proposed model, which is annotated using image processing. The control room will monitor data in the real-time setup, and data will be updated automatically. This proposal was presented through modeling and simulation based on laser detection and identification.
... In general, inland waterways are underused, but inland navigation is not considered as a truly competitive alternative to other means of land transport. Estimates suggest that inland navigation would carry up to 425 million tons per year, including the accession countries, in the European inland waterway network, if the necessary action towards an integration of IWT into managed intermodal logistics chains were undertaken [4], [5]. The development of the container transport on inland waterways depends directly on technicalexploitative characteristics of the network of inland waterways. ...
Presented article outlines a rationale, why it is necessary to develop competence about infrastructure risk in water transport. Climate changes are evident and require special attention and global monitoring. Current risk assessment methods for Inland waterway transport just consider some dramatic events. We present a new method for the assessment of risk and vulnerability of inland waterway transport where river depth represents a crucial part. The analysis of water level changes in the lower Danube was done for two significant periods (1965-1979 and 1998-2012).
... In general, inland waterways are underused, but inland navigation is not considered as a truly competitive alternative to other means of land transport. Estimates suggest that inland navigation would carry up to 425 million tons per year, including the accession countries, in the European inland waterway network, if the necessary action towards an integration of IWT into managed intermodal logistics chains were undertaken [4], [5]. The development of the container transport on inland waterways depends directly on technicalexploitative characteristics of the network of inland waterways. ...
Presented article outlines a rationale, why it is necessary to develop competence about infrastructure risk in water transport. Climate changes are evident and require special attention and global monitoring. Current risk assessment methods for Inland waterway transport just consider some dramatic events. We present a new method for the assessment of risk and vulnerability of inland waterway transport where river depth represents a crucial part. The analysis of water level changes in the lower Danube was done for two significant periods (1965-1979 and 1998-2012).
... According to all above mentioned, we can conclude that risk represent exposure to circumstances with potentially damaging effects arising from an event that is not handled appropriately. So, risk is defined as product of probability of accidental event occurrence and its consequence, and risk management needs to address both sides of an accidental event, the sources leading up to it and the consequences arising from it (Sulaiman, Kader, Saharuddin, 2011). ...
Climate changes require special attention and global monitoring. Impacts on nature and industry are increasingly evident. Water transport could be the backbone of the future European combined transport system. Unfortunately, risks in water transport are perhaps an under researched area and consequently, this article outlines a rationale, why it is necessary to develop competence about risk in water transport. The development of the cargo transport in river traffic depends directly on technical-exploitative characteristics of the network of inland waterways. Research of navigational abilities of inland waterways always comes before building ships or making a transport schedule. Navigation characteristics of rivers have to be determined as precise as possible, especially from the aspect of determination the possible draught of vessels.River transport due to their operational business and environmental conditions faced with several risks having different degrees of consequences. Current risk assessment methods for water transport just consider some dramatic events. We present a new method for the assessment of risk and vulnerability of water transport where river depth represents a crucial part. The analysis of water level changes on Serbian rivers during the last sixty years was done.
... According to all above mentioned, we can conclude that risk represent exposure to circumstances with potentially damaging effects arising from an event that is not handled appropriately. So, risk is defined as product of probability of accidental event occurrence and its consequence, and risk management needs to address both sides of an accidental event, the sources leading up to it and the consequences arising from it [11]. ...
Water transport could be the backbone of the future European combined transport system. The development of the cargo transport in river traffic depends directly on technical-exploitative characteristics of the network of inland waterways. Research of navigational abilities of inland waterways always comes before building ships or making a transport schedule. It is known that the size of the vessel's draught (T) is usually the limiting value in project tasks and it depend on the depth of the waterway or certain ports condition. This is the reason why navigation characteristics of rivers have to be determined as precise as possible, especially from the aspect of determination of the possible draught of vessels. Unfortunately, risks in water transport are perhaps an under researched area and consequently, this article outlines a rationale, why it is necessary to develop competence about risk in water transport. Climate changes require special attention and global monitoring. Current risk assessment methods for water transport just consider some dramatic events. We present a new method for the assessment of risk and vulnerability of water transport where river depth represents a crucial part. The analysis of water level changes in the middle Danube was done during the last sixty years.
Изложены основные положения методики оценки вероятностей возникновения опасных гидрологических явлений для судоходства на внутренних водных путях. Предложенная методика проста в использовании и имеет хорошие перспективы дальнейшего применения. Методы. Оценка возникновения риска прерывания судоход-ства (навигации) базируется на вероятностном анализе многолетних данных о ежеднев-ных уровнях воды периода открытого русла и продолжительности ледовых явлений, а также тенденций их изменения во времени путем сравнения полученных за последующие временные интервалы значений с предыдущими. Результаты. Выполнена ретроспективная оценка вероятности возникновения неблагоприятных условий для навигации в бассейнах нижней Волги и Дона, связанных с изменением характеристик уровенного и ледового режимов. Полученные результаты демонстрируют, что в исследуемых бассейнах в последние десятилетия уменьшается вероятность неблагоприятных гидрологических явлений, связанных с продолжительностью ледостава. Вероятности, обусловленные из-менением режима уровней воды в период открытого русла, имеют разнонаправленные тенденции: в бассейне нижней Волги наблюдается период повышенной водности, в бассейне Дона водность понижается.
