PIANC Smart Rivers 2022
Reviewing full paper
Topic:
Inland Navigation Structure
Logistics
River System Management
Smart Shipping
Special Sessions
Waterway Infrastructure
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1
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Afghanistan
Albania
Algeria
America
Andorra
Angola
Antigua and Barbuda
Argentina
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Australia
Austria
Azerbaijan
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Bangladesh
Belarus
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Botswana
Brazil
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United States of America
Uruguay
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Vanuatu
Venezuela
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Wallis and Futuna
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Yemen
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Is corresponding author or not (one only):
Author
2
Name:
Affiliations:
Region:
Afghanistan
Albania
Algeria
America
Andorra
Angola
Antigua and Barbuda
Argentina
Armenia
Aruba
Australia
Austria
Azerbaijan
Bahamas
Bahrain
Bangladesh
Belarus
Belgium
Belize
Benin
Bermuda
Bhutan
Bolivia
Bosnia and Barbados
Bosnia and Herzegovina
Botswana
Brazil
British Virgin Islands
Brunei
Bulgaria
Burkina Faso
Burundi
Cambodia
Cameroon
Canada
Cape Verde
Cayman Islands
Central African Republic
Chad
Chile
China
China(Hong Kong)
China(Macao)
China(Tai wan)
Colombia
Comoros
Costa Rica
Croatia
Cuba
Cyprus
Czech Republic
Democratic Republic of the Congo
Denmark
Djibouti
Dominica
Dominican Republic
Ecuador
Egypt
El Salvador
Equatorial Guinea
Eritrea
Estonia
Ethiopia
Falkland Islands
Faroe Islands
Fiji
Finland
France
Gabon
Gambia
Georgia
Germany
Ghana
Gibraltar
Greece
Grenada
Guatemala
Guinea
Guinea-Bissau
Guyana
Haiti
Honduras
Hungary
Iceland
India
Indonesia
Iran
Iraq
Ireland
Israel
Italy
Jamaica
Japan
Jordan
Kazakhstan
Kenya
Kiribati
Kuwait
Kyrgyzstan
Laos
Latvia
Lebanon
Lesotho
Liberia
Libya
Liechtenstein
Lithuania
Luxembourg
Macedonia
Madagascar
Malawi
Malaysia
Maldives
Mali
Malta
Mauritania
Mauritius
Mexico
Micronesia
Moldova
Monaco
Mongolia
Montenegro
Morocco
Mozambique
Myanmar
Namibia
Nauru
Nepal
Netherlands
New Zealand
Nicaragua
Niger
Nigeria
North Korea
Norway
Oman
Pakistan
Palau
Palestine
Panama
Papua New Guinea
Paraguay
Peru
Philippines
Poland
Portugal
Puerto Rico
Qatar
Romania
Russia
Rwanda
Saint Kitts and Nevis
Saint Lucia
Saint Vincent And The Grenadine
San Marino
Sao Tome and Principe
Saudi Arabia
Senegal
Serbia
Seychelles
Sierra Leone
Singapore
Slovak Republic
Slovenia
Solomon Islands
Somalia
South Africa
South Korea
Spain
Sri Lanka
Sudan
Suriname
Swaziland
Sweden
Switzerland
Syria
Tajikistan
Tanzania
Thailand
Togo
Tonga
Trinidad and Tobago
Tunisia
Turkey
Turkmenistan
Tuvalu
Uganda
Ukraine
United Arab Emirates
United Kingdom
United States of America
Uruguay
Uzbekistan
Vanuatu
Venezuela
Vietnam
Wallis and Futuna
Western Samoa
Yemen
Zambia
Zimbabwe
Email:
Is corresponding author or not (one only):
Author
3
Name:
Affiliations:
Region:
Afghanistan
Albania
Algeria
America
Andorra
Angola
Antigua and Barbuda
Argentina
Armenia
Aruba
Australia
Austria
Azerbaijan
Bahamas
Bahrain
Bangladesh
Belarus
Belgium
Belize
Benin
Bermuda
Bhutan
Bolivia
Bosnia and Barbados
Bosnia and Herzegovina
Botswana
Brazil
British Virgin Islands
Brunei
Bulgaria
Burkina Faso
Burundi
Cambodia
Cameroon
Canada
Cape Verde
Cayman Islands
Central African Republic
Chad
Chile
China
China(Hong Kong)
China(Macao)
China(Tai wan)
Colombia
Comoros
Costa Rica
Croatia
Cuba
Cyprus
Czech Republic
Democratic Republic of the Congo
Denmark
Djibouti
Dominica
Dominican Republic
Ecuador
Egypt
El Salvador
Equatorial Guinea
Eritrea
Estonia
Ethiopia
Falkland Islands
Faroe Islands
Fiji
Finland
France
Gabon
Gambia
Georgia
Germany
Ghana
Gibraltar
Greece
Grenada
Guatemala
Guinea
Guinea-Bissau
Guyana
Haiti
Honduras
Hungary
Iceland
India
Indonesia
Iran
Iraq
Ireland
Israel
Italy
Jamaica
Japan
Jordan
Kazakhstan
Kenya
Kiribati
Kuwait
Kyrgyzstan
Laos
Latvia
Lebanon
Lesotho
Liberia
Libya
Liechtenstein
Lithuania
Luxembourg
Macedonia
Madagascar
Malawi
Malaysia
Maldives
Mali
Malta
Mauritania
Mauritius
Mexico
Micronesia
Moldova
Monaco
Mongolia
Montenegro
Morocco
Mozambique
Myanmar
Namibia
Nauru
Nepal
Netherlands
New Zealand
Nicaragua
Niger
Nigeria
North Korea
Norway
Oman
Pakistan
Palau
Palestine
Panama
Papua New Guinea
Paraguay
Peru
Philippines
Poland
Portugal
Puerto Rico
Qatar
Romania
Russia
Rwanda
Saint Kitts and Nevis
Saint Lucia
Saint Vincent And The Grenadine
San Marino
Sao Tome and Principe
Saudi Arabia
Senegal
Serbia
Seychelles
Sierra Leone
Singapore
Slovak Republic
Slovenia
Solomon Islands
Somalia
South Africa
South Korea
Spain
Sri Lanka
Sudan
Suriname
Swaziland
Sweden
Switzerland
Syria
Tajikistan
Tanzania
Thailand
Togo
Tonga
Trinidad and Tobago
Tunisia
Turkey
Turkmenistan
Tuvalu
Uganda
Ukraine
United Arab Emirates
United Kingdom
United States of America
Uruguay
Uzbekistan
Vanuatu
Venezuela
Vietnam
Wallis and Futuna
Western Samoa
Yemen
Zambia
Zimbabwe
Email:
Is corresponding author or not (one only):
Abstract :
*(250~1000 words)
The Tapajós River is currently the most utilized shallow draft waterway in Brazil, with the transport of over 12 million tonnes of commodities in 2020 and projections of over 40 million tonnes per year by 2035. The waterway is an important link in the transportation chain for agricultural commodities (specifically soybean and corn) produced in the Brazilian state of Mato Grosso. Currently, agricultural products are transported approximately 1000 km by truck and then loaded onto shallow-draft barges on the Tapajós River at the city of Miritituba, Pará. The commodities are then transported to and loaded onto deep-draft vessels at ports along the Amazon River in either Santarém or Belém. However, the Tapajós River offers an opportunity for conversion to a deep draft system where commodities could be directly loaded onto ocean-going vessels. This is due to the deep-water conditions along the majority of its length and the very low sediment supply, which limits depositional rates of proposed deepening projects. The Brazilian Department of Transportation Infrastructure (DNIT) together with the US Army Corps of Engineers (USACE) developed a feasibility study that explored sixteen (16) separate transportation scenarios, including conversion of the Tapajós River to a deep-draft waterway up to Miritituba. The geologic setting demonstrates the potential for the deep-draft conversion (similar to the Trombetas River – an Amazon tributary in the same geographic region). A hydrology study combined with the development of a one-dimensional unsteady hydraulic model was used to determine system reliability of each of the proposed scenarios. In addition, several design tools were developed to estimate the benefit-cost ratio associated with the transportation scenarios. These tools included: 1) dredging cost estimator for various design vessels, drafts, and channel reliability; 2) sediment transport model to determine future maintenance dredging volumes and costs; and 3) an economic assessorial model to calculate total transportation costs under each scenario. The alternatives that included deep draft navigation up to Miritituba provided a cost savings of $3.4 per tonne when compared to the current transportation strategies; or a potential future annual savings of over $100 million USD per year. Average annual dredging costs associated with the deepening scenario is a fraction of the total savings to the navigation sector, resulting in a significant benefit-cost ratio.
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