Guidelines For The Dimensions and Design of Waterways

Guidelines for
the dimensions and design

of waterways
for commercial traffic and leisure craft
WATERWAY
MANAGERS
COMMISSION
CCW
June 1996
wa terwa y guidelines
june 1996
Publication:
Waterway Managers Commission (CVB)
Compilation:
Waterway Managers Commission (CVB)
Editors:
R.J. Dijkstra, M.Sc. Civil Engineering (Delft)
Maps:
Directorate-Genera1 for Public Works and Water Management

Transport
Research Centre (AVV)
Translation:
Hook and Hatton LTD, Technical Translators

Northampton, England
Information:
Directorate-Genera1 for Public Works and Water Management

Transport Research Centre (AW)
Shipping Division
P.O. Box 1031
3000 BA Rotterdam
Telephone:
+31 10 282 5823
Fax:
+31 10 282 5645
june 1996
Genera1
CONTENTS
FORElWORD
INTRODUCTION
page
GENERAL
Chapter
Summary of contents and use of the guidelines
Chapter
Vessel and waterway

2.1 Introduction
2.2 Design standard vessels
2.2.1 Design standard commercial vessels
2.2.2 Design standard dimensions for leisure craft
2.2.3 Combination of commercial and leisure craft
2.3 Traffic constraints
2.3.1 Waterway compartments
2.3.2 Locks
2.3.3 Bridges
2.4 Hydraulic constraints
2.5 Wind
2.6 Environmental constraints
WATERWAY
Chapter
waterway
1-1
2-1
2-1
2-1
2-1
2-6
2-7
2-7
2-7
2-11
2-13
2-15
2-18
2-20
COMPARTMENTS
guidelines
Dimensions of waterway compartments

3.1 Introduction
3.2 Waterway compartments for commercial craft
3.2.1 Introduction
3.2.2 Straight waterway compartments
3.2.3 Bends
3.2.4 Wharves
3.2.5 Junction with side docks
3.2.6 Bifurcation points and crossings
3.2.7 Tuming basins
3.3 Waterway compartments for leisure craft
3.3.1 Introduction
3.3.2 Straight waterway compartments
3.3.3 Bends
3.3.4 Bifurcation points and crossings
3.4 Waterway compartments for mixed traffic
3-1
3-1
3-1
3-1
3-1
3-6
3-8
3-9
3-9
3-10
3-11
3-11
3-11
3-12
3-13
3-13
june 1996
LOCKS
Chapter
Dimensions of Locks
4.1 Introduction
4.2 Locks for commercial navigation
4.2.1 Introduction
4.2.2 Dimensions
4.2.3 Layout
4.2.4 Lock approaches
4.3 Locks for leisure craft
4.3.1 Introduction
4.3.2 Dimensions
4.3.3 Layout of yacht lock
4.3.4 Yacht lock approach
4.4 Mixed traffic locks
4.4.1 Introduction
4.4.2 Dimensions
4.4.3 Layout of mixed traffic lock
4.4.4 Approaches to mixed traffrc locks
4.5 Guard locks
4.5.1 Introduction
4.5.2 Situation
4.5.3 Dimensions
4.5.4 Equipment
4-1
4-1
4-1
4-1
4-2
4-3
4-6
4-15
4-15
4-15
4-16
4-17
4-18
4-18
4-18
4-18
4-19
4-22
4-22
4-22
4-23
4-24
Dimensions of bridges
5.1 Introduction
5.2 Bridges over commercial waterways
5.2.1 Introduction
5.2.2 Navigable profile
5.2.3 Situation in bends
5.2.4 Skew crossings over a waterway
5.2.5 Distance between bridges
5.2.6 Lay-bys
5.2.7 Fender walls and guide walls
5.3 Bridges over cruising waterways
5.3.1 Introduction
5.3.2 Navigable profile
5.3.3 Lay-bys, fender walls and guide walls
5.4 Bridges over mixed traffrc waterways
5.5 Bridges over locks
5-1
5-1
5-1
5-1
5-2
5-6
5-6
5-7
5-8
5-10
5-11
5-11
5-12
5-14
5-15
5-15
BRIDGES
Chapter
wa terwa y guidelnes
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MANAGEMENT
Chapter
ASPECTS
6-1
6-1
6-2
6-5
6-8
6-8
6-9
6-9
6-9
6-13
6-15
6-16
Management Aspects
6.1 Introduction
6.2 Zone along the waterway
6.3 Space above the waterway
6.4 Space under the waterway
6.5 Water leve1
6.6 Longitudinal and cross flow
6.7 Lighting
6.7.1 Locks
6.7.2 Bridges
6.8 Small-scale boating
6.9 Functional quality
APPENDICES
Appendix
Literature
Appendix
Terms and symbols
june
1996
FOREWORD
My predecessor, Mr. J.W. Tops, set up the Waterway Managers Commission (CVB) after
consultation with the heads of the Provincial Water Management Departments.
The Commissions task was initially limited to dimensioning the smaller waterways, but has
gradually expanded to include al1 navigational aspects of waterway design and the operation of
structures. In addition, on the initiative of the Commission, agreement has been reached on a fresh
harmonisation of the international rules for navigation Channel dimensions for both inland and
coastal shipping throughout Europe. The latter standardisation is of vita1 importante for the
position of the Netherlands as a centre of international transport.
In drawing up the rules, the CVB has always aimed at a high leve1 of precision by drawing on the
knowledge of many experts. Moreover, the major@ of the CVB guidelines have already been in
use for some years, so that the value of the CVB rules for the safe and smooth movement of
traffrc has already been proved in practice.
Now that the Commission has completed its task, 1 would like to express my great admiration for
what has been achieved. The people who served on the Commission or the different working
parties can be proud of their work. They have produced a final report that wil1 determine the
design of the Netherlands waterway network during the years to come.
It is therefore with much appreciation and pleasure that 1 approve the CVB rules.
G. Blom M.Sc.
Directer-Genera1 for Public Works and Water Management
june
1996
INTRODUCTION
l
Task
The Directer-Genera1 for Public Works and Water Management set up the Waterway Managers
Commission (CVB) after consultation with the heads of the Provincial Water Management
Departments. The original purpose of this Commission was to draw up guidelines for the dimensions
and design of the smaller waterways (Classes 1 to 111of the CEMT classification).
First Netherlands stanabrdisation
Europe possesses an extensive inland waterways network. From early days the backbone of this
network has been formed by a number of rivers which have been linked by canals in the course of
time. The dimensions of these links and of the vessels which use the network vary widely. It is vital
for the development of waterway traffic that the dimencions of the different waterways and of the
vessels which determine those dimensions should be properly related to each other. This requires
standardisation of the dimensions both of waterways and of shipping.
The frst step towards a certain measure of local standardisation was taken with the construction of
the local canal systems at the beginning of the nineteenth century. It subsequently took a considerable
time, however, before the adoption of a more structural regional approach. This found expression in
the Netherlands in the recommendations for the dimensions of the waterways in the west of the
country (Ringers Commission*) and for the waterways in the north of the country in 1949 (Klappert
Commission3).
First internutional stanabrdisation
As long-distance trafftc increased the need for an international waterway standardisation grew. This
resulted after the Second World War in the CEMT accepting a classification system in 1954 and 1961
in which the waterways were divided into five classesaccording to their dimensions. The basis of this
system was the dimensions of the five standard types of vessel which were in common use in Western
Europe at that time. The class to which a waterway belonged was made dependent on the largest
standardised type of craft that could use the waterway. The five standard vessel types are given in
Tablel.
CEMT = ConferenceEuropennedes Ministres des Transports
Verslag van de commissievan ingenieurs van den Rijkswaterstaaten van den Provincialen Waterstaatvan NoordHolland, van Zuid-Holland en van Utrecht, onder leiding van den DirecteurGeneraal van den Rijkswaterstaatinzake:
Normalisatie van de Nederlandschevaarwegen in het algemeenen van die in de Hollandsche laagvlakte in het
bijzonder, Algemenelandsdrukkerij, The Hague, 1932
Rapport CommissieVaarwegenNoorden des Lands, Staatsdrukkerij,The Hague, 1950
june
1996
2
Generaldesignatlon
Class of
waterway
(CEMT)
Length
French canal barge (peniche)

Campine
Dortmund-EmsCanal type
Rhine-Heme Canal type
Large Rhme barges
II
m
Iv
V
Table 1
Beam
Draught
Headroom
(ml
(4
OM
(m)
38.5
50.0
67.0
80.0
95.0
5.0
6.6
8.2
9.5
ll.5
2.2
2.5
2.5
2.5
2.7
3.55
4.20
3.95
4.40
6.70
Characteristlc
tonnage
(tonnes)
300
600
1000
1350
2000
CEMT classification of 1954
The Class IV waterway was recommended by the CEMT as the design standard waterway for
intemational transport. The CEMT also drew up guidelines for the dimensions to which the canals,
locks and bridges of this class of waterway had to conform. Similar detailed guidelines were not laid
down for the other waterway classes.
It was also observed during the 1961 conference that economies of scale in shipping would necessitate
the addition of a Class VI to the classification system, but no detailed agreements were reached on
the standard dimensions of the vessels using this class of waterway. This Class VI was later
interpreted as a waterway that was suitable for pushtows with four barges.
During the period between 1958 and 1969 not only the CEMT, but also the United Nations Economie
Commission for Europe (ECE) drew up a classification system. An advantage of this system was that
it also included al1 the Eastem European countries. A problem in drawing up the ECE classification
was that the dimensions of the East and West European waterways varied considerably, especially in
depth. The Western European vessels required a greater depth than was available on most of the East
European waterways. In order to circumvent this difficulty, the ECE classification was based solely
on the maximum carrying capacity of vessels able to navigate a waterway and not on standardised
vessel dimensions. As a result, this classification system could not be used for its primary purpose,
i.e. to determine whether a particular waterway could be used by a particular vessel. The ECE
classification was therefore not applied in Western Europe in practice.
Commencementof the CVB activities
The occasion for setting up the CVB was the Vaarwegennota
(Waterways
Policy Report), which had
been published in draft in 1975. The report noted (partly incorrectly, as it later appeared) that good
design standards were already in existente for the larger waterways, but were lacking for the smaller
waterways. The CVB commenced its activities in 1977, taking as its starting point the CEMT
classification of 1954, to which a Class 0 had meanwhile been added in the Netherlands for the very
smallest waterways and a Class VI for the waterways able to accommodate four-barge pushtows.
The Commission began its work with an inventorisation of the dimensions of the existing fleet of
Dutch inland waterway vessels. The survey showed that the fleet had further developed since the
publication of the CEMT guidelines. The standard beam dimensions had been maintained, but the
length and draught had been considerably increased over the course of time. Moreover, the air
draught of the Dutch vessels was traditionally higher than that given in the CEMT guidelines.
Adherente to the CEMT classification as it stood would have meant that new infrastructure such as
canals, locks and bridges would have been difficult to navigate or even unnegotiable by a great many
of the vessels belonging to that class. On the other hand, the Commission did not wish to abandon
june
1996
intemational standardisation. This is why the Commission decided to choose the following approach,
which makes a distinction between two concepts, i.e.
The design standard types of vessel in conformity with the CEMT classification: the
1.
dimensions of these design standard types form the lower limit for plating a waterway in a
particular standard intemational class.
The design standard vessel dimensions as laid down on the advice of the CVB: these
2.
standard dimensions form the reference point for the construction or improvement of
waterways or waterway infrastructure.
Table 2 lists the design standard vessel dimensions which have now been adopted in the Netherlands.
Type of vessel
*
**
Air draught*
Draught T (m)
Length
Beam
L ON
B (4
Laden
Waden
H (m)
Sailing yacht
12
4.0
1.9
12.0
Motor yacht
15
4.3
1.5
3.4
French canal barge
39
5.1
2.2
1.2
5.0
11
Campine
55
6.6
2.5
1.4
6.0
0-W
Hagenaar
56 or 67
7.2
2.5
1.4
6.3
111
Dortmund-EmsCanal type
67 or 80
8.2
2.5
1.5
6.3
Iv
Bhine-Hemekanaltype
85
9.5
2.8
1.6
6.7
Va
Large Bhine barges
110
ll.4
3.5
1.8
6.7/8.8**
vb
Two barge pushtow
186.5
11.4
4.0
CEMT
Class
1.8
8.8
Bridge height = air draught + 0.30 m

6.7 m is for waterways with little container traffc, 3 layers of containers; and also high enough for 70% of unladen
vessels.
8.8 m is for watenvays with a lot (c. 10,000TEU) of container traftc, 4 layers of containers; and also high enough
for 90-9596of unladenvessels.
(BA) Apply mis classonly to reconstructedwatenvays
Table 2
Design standard vessel dimensions adopted on the advice of the CVB

Guidelines for Class N waterways
It was found some time after the CVB began its activities that far more restricted dimensions could
be applied to Class 1, 11and 111waterways than might be expected from the CEMT guidelines. In
addition, there were also to be found in the Netherlands a large number of Class IV waterways which
When the designstandardvesseldimensionswere establishedthere was found to be a considerablenumber of vessels

in the Netherlands with a beam of 7.20 m and a lengthof 56 or 67 m. These vesselswere also very common on
Class 11waterways. Since thesevesselswere more economicalin terms of transport costs than the Campinebarge,
it was decidedat the time to introduce this intermediateclass. A comparablesituation also existed in Belgium.
waterwa y guidelines
june
1996
were smaller than prescribed by the CEMT guidelines, but which neverthelessserved wel1 in practice.
The CEMT guidelines were therefore too generous. This led the Commission to include the Class IV
waterways in its study and to draw up guidelines for the dimensions of these waterways as well.
Summary of al1 the CYB guidelines and recommendations
Once the CVB had been established, it seemed efficient to charge the Commission with other tasks
in the shipping field which required harmonisation between the centra1and provincial govemments.
This ultimately resulted in the CVB drawing up the following guidelines and recommendations:
Guidelines for the dimensions and design of fixed and moving bridges over waterways in
CEMT Classes 1 to IV
Guidelines for the dimensions and design of
Recommendations for the design of waterway banks
Guidelines for the dimensions and design of waterways and bridges for boating
Guidelines and recommendations for the dimensions, design and equipping of locks in CEMT
Classes 1 to IV
Guidelines for the dimensions and design of CEMT Class V waterways
Guideline for the operating times of structures
Guidelines for the operation of bridges
Guidelines for the operation of locks
Reconnaissancephase of automatically operated bridges
After the publication of the first CVB report with recommendations on the design of bank protection
for waterways, it appeared more efficient to transfer activities in this area to the CUR. The result
of this was that the whole coordination of recommendations for bank protection is now the
responsibility of a single organisation. Building on the work of the CVB, the CUR has since issued
several further reports .
Now that the CVB has completed its work, it is inconvenient to allow al1 the CVB reports to continue
to exist separately. The present report therefore includes al1 the CVB rules for the dimensions, design
and equipping of waterways and structures, together with the operation of structures. In addition, al1
the rules have been tested once more for their effectiveness and have been slimmed down, while a
fresh harmonisation with the current European guidelines has been carried out.
27s means that
the whole
of the previous regulations have lapsed with the publication of this jinal
report.
Approval procedure and status of the rules
In drawing up the rules the CVB always aimed at a high leve1of accuracy and adopted the following
procedure to this end. A working party was always formed at the start of each new project. Such a
working party consisted of a number of managers of national and provincial waterways, together with
experts in the theoretical aspects of the field concemed, supplemented where necessary with experts
in the practica1 aspectsof inland shipping or pleasure boating. These working parties carried out their
CUR = Civieltechnisch Centrum Uitvoering Researchen Regelgeving

(Centre for Canying out Civil Engineering Researchand Drawing up Rules)
waterway guidelines
june
1996
work in close cooperation with the Commission. The final reports of the various working parties were
always assessedand approved by the Commission and subsequently used as a basis for draft rules.
The rules were then tried out in practice for some time in order to seehow wel1 they functioned. The
draft rules were also sent for comment to the heads of the Provincial Water Management
Departments, al1the directorates and divisions of the Directorate-Genera1for Public Works and Water
Management, KSV Schuttevaer (association to protect the interests of barge masters), ANWB (Royal
Dutch Touring Club) and KNWV (Royal Dutch Watersport Association) and discussed within the
management departments concemed. After incorporation of the comments the rules were fnally
confirmed by the Directer-General for Public Works and Water Management. Although this procedure
was time-consuming, it did guarantee that any shortcomings could be rectified at an early stage. Long
experience has now been gained with the greater part of the rules.
The CVB has always made a sharp distinction between three types of rules. In order of importante
these are: standards, guidelines and recommendations.
Standards are basic magnitudes which may not be departed from, as otherwise the whole basis
of the standardisation falls away. An example are the design standard vessel dimensions.
Guidelines are rules which ought to be followed in principle. They provide a pointer for the
most appropriate dimensions from the navigational point of view. Failure to follow these rules
may result in a risk to natigation or hinder the smooth flow of traffic. The rules may be
departed from in very special circumstances, provided further investigation has shown that
this is indeed the right thing to do.
Recommendations are genera1 indications for the further equipping of the waterway and its
environs. They are generally related to the local situation and are not binding in character.
In drawing up the rules, the CVB has always operated on the principle that they are not binding, so
that every manager is free to depart from them. %e rules are therejore not binding in the sense that
rights can be derivedfrom them by thirdparties.
New CEMT and ECE classifkation
It became clear in the early 1980s that economies of scale in shipping were beginning to assume such
a form that the CEMT classifcation was rapidly becoming obsolescent. The CEMT guidelines in fact
contained four serious shortcomings at that time:
The CEMT classification made no provision for pushtows.
The recommended bridge heights made no allowance for the passage of container craft.
The Class IV waterway was recommended as the standard for intemational waterways, while
al1 new intemational waterways at that time were being made suitable for at least two barge
pushtows.
The divergent lengths of smal1and medium-sized motor vesselshad not been incorporated into
the CEMT guidelines.
In order to change this situation a resolution proposed by the Netherlands to replace the CEMT
guidelines was accepted at the PIANC Conference6 in Brussels in 1985. A similar proposal was made
by Czechoslovakia to the ECE at the same time. Since then, PIANC has taken the lead in amending
the classification. This resulted in 1992 in amendments to the CEMT and ECE classifications,
resulting in the complete harmonisation of the two systems. The new classification is given in Table3.
PIANC = PermanentInternational Organisationof Navigation Congresses
june 1996
6
Type der voirer
na", ables
Type 0 P inland
wateways
vb
95.110
Vl1
22 80
2.50-4.50
3200.5000
e
Ylb
140
15 02
1.95.15?j
390
22.90
2.50.4.50
+33
IIC
270.280
193.200
Table 3
HOOl2ooo
22 80
2 50.4 50
9mo.
18000
2.50.4 50
9600.
18OW
2 50-4.50
rn.
EB
ai
III
7.00
Er
700
i%
9.10
9.10
CEMT classifcation of 1992
Pushtows, container vessels and non-standard lengths of smal1and medium-sized motor vesselshave
now been incorporated
into the classification,
while
a solution
bas also been found for the non-
standard dimensions of the smal1 East European waterways. The Class IV waterway is now being
recommended by both organisations as the minimum standard for intemational communications. A
Class Va waterway is the preferred standard for modemisation, while a Class Vb waterway which
can accommodate twin barge pushtows is the recommended standard for new waterways.
A second PIANC initiative was to agree on a standardisation of the dimensions of inland waterways
which can also accommodatecoastal vessels. This led in 1996 to recommendations for the dimensions
of new waterways used by coastal shipping. This new standardisation has been harmonised with that
for inland shipping and is given in Table 4. These recommendations are expected to be adopted
shortly both by CEMT and the ECE.
The final result of al1 these activities is that we now possessin the Netherlands a system of rules that
has served as a model for the European classifcation and that has been fully harmonised with the
European rules.
waterway
guidelines
june 1996
length (m)
beam(ml
draught (m)
minimum brtdge
clearance
(m)
90
135
135
13.0
16.0
22.8
3.5 or 4.5
3.5 or 4.5
4.5
7.0 or 9.1
29.1
1.9.1
maximum perrmssibledlmenstonsof vessels
RK3 +)
class
1
2
3
*) RB = River/Sea vessel
Recommendation for the dimensions of new waterways used by coastal shipping
Table 4
Cruising
In contrast to commercial shipping, no classification existed for cruising. The CVB therefore
developed principles to serve as a basis for a classification based on the type of cruising waterway,
in which clearance height is an important factor. A distinction was made between waterways on which
motor boats determine the standard (M routes) and waterways for use by both motor boats and sailing
boats (SM routes). In addition, two classeshave been included for barge yachts. The classifcation
for cruising is given in Table 5.
Class in
BRTN 1990
Type of cruising route
Watenvay
class
SM1 + Ml
* routes in local water sport districts and small-scaleroutes
SM2+M2
* routes for mainly local traffic

* routes via sheltered inland waterways where a Class 3 route is available as an
ahemative for through navigation or for the main network
* routes for motor boa& where many bridges with a clearanceof 2.5 m have
aheady beenprovided
DZM + DM
SM3 + M3
* routes via sheltered inland waterways where no ahemativesof ths classare

available for through traffc
* routes for motor boatswhere many bridges with a cleamnceof 3.0 m have
aheady beenprovided
CZM + CM
+
BZM + BM
SM4 + M4
* routes on or directly connectedto large water areas:Delta region, Lake

IJsseVLakeMarken and WaddenSea
AZM+AM
cruising traffic
BYl
* route for barge yachts, excluding the largest craft, via sheltered inhmd
watenvays
I
BY2
I* route for al1categoriesof barge yachts on or directly connectedto large water
1 DZM +DM
I areas
BZM
barge yachts
Table 5
Classifcation for cruising traffic
The barge yachts consistof former commercial craft fitted with sails. These vesselshave now generally been tted
out as charter ships.
june
1996
Routes following sheltered inland waterways are in principle Class 2, but there must be at least
one Class 3 waterway between two cruising zones for through traffic.
The principles drawn up by the CVB as a basis for cruising waterway guidelines also served as a
basis for the Policy Vision for Cruising in the Netherlands (BRTN 1990). BRTN 1990 established
the Dutch main cruising network with the desired classification for each waterway. The BRTN
guidelines and the CVB guidelines are mutually comparable becausethe boat dimensions have been
harmonised with each other.
The BRTN guidelines enable the manager to establish the CVB class for the waterways which form
part of the main cruising network. A link has been established for this in Table 5. For waterways
not forming part of the main cruising network the managers must first draw up their own
classifcation based on the classification in Table 5 before the guidelines for dimensions can be
applied. When he establishesthe class the manager has the option of plating a waterway in a lower
class if the local circumstances, such as the existing depth, justify this, but he must take into
account the desired opportunities for opening up the waterway network for boating use.
Combined commercial and cruising traDc
For waterways which carry both commercial and cruising traffic the choices of class for
commercial and cruising trafftc are made independently of each other. If there are altemative or
parallel routes for cruising traffic, which cannot be used by commercial craft, it may be important
to keep these up to standard in order to separate leisure traffic from busy commercial trafftc on
safety grounds.
Future areas of attention
The rules have now been so far completed that it is not desirable to maintain such a large
organisation as the CVB any longer. Nevertheless, developments are in progress in a number of
fields which may necessitateamendment of the rules in the future. The following may be mentioned
as areas for future attention:
simplification of the equipping of lock approaches as a result of an increase in the number
of craft fitted with a bow propeller,
provision of lay-bys near bridges in the light of the reduced use of these lay-bys now that a
growing number of crafi are fitted with a bow propeller,
Future procedure for amending the regulations
After the abolition of the CVB, tasks like those performed by the CVB wil1 be taken over as
follows:
The Directorate-Genera1 for Public Works and Water Managements Transport Research
Centre (AW) wil1 have the task of monitoring the implementation of the guidelines and
warning when they need to be amended. The initiative for this may also be taken by any
centra1or provincial govemment manager.
The work of amending the guidelines is performed under the supervision of the AW,
which may be assisted in each field by a working party with sufficient practica1 experience.
wa terwa y guideines
june 1996
9
The composition of the working party is determined in joint consultation between the
centra1 and provincial governments.
Proposals for amending the guidelines are dealt with jointly by the centra1 government and
provincial managers or by the Shipping Consultative Group and the Inter-Provincial
Consultative Body (IPO) for waterways.
Decisions to amend the guidelines are taken by the Directer-Genera1 for Public Works and
Water Management, which also confirms the guidelines after hearing al1 the centra1
govemment and provincial managers.
Dr. R. Filarski M.Sc.

Chairman of the Waterway Managers Commission (CVB)
Rotterdam, June 1996
In October 1998, a new text of chapter 4 on locks was released by the Transport Research Centre
of Rijkswaterstaat. This text deals with the first point of Future areas of attention on page 9. At the
same time it was decided not to publish a new text for lay-bys near bridges, as there would be little
if any profit.
Ir. J.U. Brolsma

Transport Research Centre
Rotterdam, October 1998
Composition of the Waterway Managers Commission (CVB)

Dr. R. Fihdi
M.SC. (chaiman)
E.J. van der Kaa M.Sc.
A.J. Veraart M.Sc.

G. Verdoorn, ing.
A.P. Wiersma,M.Sc.
R.J. Dijkstra, M.Sc. (kcretary)
waferway
guidehes
Directorate-Generalfor Public Works and WaterManagement,

TransportResearchCentre
Directorate-Generalfor Public Works and Water Management,
IJsselmeerDistrict
Directorate-Generalfor Public Works and WaterManagement,
GeneralManagement
Provinceof Friesland
Provinceof Overijssel
Directorate-Generalfor Public Works and Water Management,
TransportResearchCentre
october
1998
Former members of the Watenvay Managers Commission (CVB)

Province of Groningen
J.W. Aarents, M.Sc.

(from 18 November 1988 to 27 April 1990)
J. Bovenberg, M.Sc.
(from 27 august 1982 to august 1985)
I.A.A. ten Broeke, M.Sc.

(Secretaty from 1 October 1987 w 27
P. Hellinga, M.Sc.
Directorate-General for Public Works and Water Management,

General Management
Directorate-General for Pnblic Works and Water Management,
August 1991) Traffic Engineering Division
Province of Zuid-Holland
(from 25 September 1987 to 18 November 1988)
E. van Hijum, M.Sc.
Province of Friesland
(from 25 September 1987 to 2 March 1989)
J.G. Hillen, M.Sc.

(from 1 October 1987 to 1 October 1992)
W.A. Himmelreich
(fmm 11 August 1977 to 1 Aprd 1984)
A. Hoogduin, M.Sc.
(Secretaty from 11 August 1977 to 1 Apnl 1985)
C. Kooman, M.Sc.
(Chairman from 11 August 1977 to 1 May 1979)
J.K. Korf, M.Sc.

General Management
Noord Holland District
Traffic Engineering Division
Traffic Engineering Division
Province of Friesland
(fmm 11 August 1977 to 27 April 1990)
H.A. Nuhoff, M.Sc.

(fmm August 1985 to 1 October 1987)
J. de Ridder, M.Sc.

General Management
(fmm 27 April 1990 to 2 Match 1993)
J. Schalkoort
(fmm 1 April 1984 to 1 June 1987)
J.E. Schermer, M.Sc.

(Secretary from 27 August 1991 to 1 Dec 1993)
F.J.U. van Slooten, M.Sc.

Noord-Holland District
Traffc Engineering Division
Province of Groningen
(fmm 27 April 1990 to 7 November 1990)
J. Stolk, M.Sc.
(fmm 11 August 1977 ass. Sec. to 1 August 1983)
J.C. Teekens, M.Sc.

Traffc Engineering Division
(from 11 August 1977 to 1 December 1982; in a personal capacity fmm 1 January 1980)
N.W. Tromp, M.Sc.

(fmm 11 August 1977 to 19 June 1986)
C.J. van Veelen, M.Sc.

(fmm 19 March 1986 to 23 June 1993)
J. Verkade, M.Sc.
(Secretary fmm 1 April 1985 to 1 October 1987)
G. de Vries, M.Sc.

Overijssel District
Limburg District
TrafBc Engineering Division
Province of Noord-Holland
(fmm 22 July 1980 to 7 November 1990)
M. de Water, M.Sc.
(from 31 May 1979 to 27 August 1982)
waterwa y guidelines

General Management
june 1996
1-1
SUMMARY
OF CONTENTS AND USE OF THE GUIDELINES
The chapters in these guidelines have been grouped into five parts:
General: Chapters 1 and 2.
Waterway compartments: Chapter 3.
Locks: Chapter 4.
Bridges: Chapter 5.
Management aspects: Chapter 6.
Chapter 2 describes the constraints imposed by the vessel, the requirements of navigation, the water
and the enviromnent, on the basis of which the appropriate shape and dimensions of the wetted section
can be derived to ensure smooth and safe navigation on the designated part of a waterway.
The dimensions of the waterway compartments and the structures based on these constraints are set
out in Chapters 3, 4 and 5. The rules are intended for application to new construction and
reconstruction. The guidelines for waterway compartments do not necessarily apply to lock
approaches.
Besides the constraints which directly affect the dimensions of the wetted section, there are a number
of aspects which affect, or must be taken into account in connection with, the management of the
wetted and dry section needed for navigation and a smooth and safe use of the waterway. These
management aspectsare described in Chapter 6, which also describes how the dimensioning rules can
be used to test the existing infrastructure.
In the interests of user-friendliness, the text in these guidelines has been limited to simple rules for
the dimensions, form and accessibility of the waterway network. Where further advice and research
are desirable, this is indicated; the Shipping Division of the Transport Research Centre (AW), of
the Directorate-General for Public Works and Water Management in Rotterdam can offer guidance
here.
The CVB has produced a large number of reports containing the underlying principles and further
background information about the rules. These reports are obtainable from the AW on request.
Appendix 1 indicates which are the relevant reports for each chapter and section. and lists other
relevant literature. In the text itself bibliographical references are given only by exception.
The terms and symbols are explained in Appendix 2.
june 1996
2-1
VESSEL AND WATERWAY
2.1
Introduction
The following data are necessaryfor determining the form and dimensions of waterway compartments
and structures:
the design standard vessels (Section 2.2);
the traffic constraints affecting navigation (Section 2.3);
the hydraulic constraints (Section 2.4);
the wind constraints (Section 2.5);
the environmental constraints (Section 2.6).
The waterway manager is responsible for ensuring that the traffic on the waterway moves smoothly
and safely. As the controller of a lock or moving bridge, he is also responsible for the controlling the
road traffic using the lock or bridge.
The present guideline allots a global economie significante to this constraint in determining the rules:
trafftc should flow safely and smoothly, but not at any price. The measures to be taken must always
be weighed up in a policy analysis study.
2.2
Design standard vessels
2.2.1
Design standard commercial vesseis
When a vessel is described as design standard in relation to waterway dimensions, this is primarily
on the grounds of its dimensions and the frequency of its occurrence in the fleet. In addition, wind
sensitivity and tbe presence of bow propellers are also relevant to the required waterway dirnensions.
The following wil1 be dealt with in turn:
the fleet to be accommodated,
the choice of horizontal vessel dimensions,
the choice of air draught,
the choice of draught,
manoeuvrability,
the Community Certifcate,
visibility,
other waterway users,
the result, summarised in Table 2.2.1.1.
nte fleet to be accommodated
The composition of the present Dutch fleet has been taken as a basis. The following sources were
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1996
2-2
consulted for the fleet data:

CRR (Centra1 Register of Inland Vessels);
IVR (Register of Rhine Vessels, 1986);
Pushtow Survey 1986.
In addition, expected future developments have been anticipated. Classes 1, 11and 111have declined
greatly in importante; the number of smal1 vessels has steadily declined, a development which has
been further strengthened by the European Scrapping Regulations.
le choice of horizontal vesseldimensions
Classes1 to IV consist solely of motor vessels. Those vesselswhich occur relatively frequently in the
classification have been chosen as design standard vessels. 1 or 2 lengths were found to predominate
among the clearly defmed beam classes, so that it was possible to define a single design standard
vessel for each class of waterway. Table 2.2.1.1 gives a summary of the situation. The analysis
showed that there was a considerable number of vesselswhich formed an intermediate class between
the Campine barge and the Dortmund barge. In the Netherlands there is a number of waterways
which are navigable for these vessels, but not for Dortmund barges, while the transport costs are
lower for these vesselsthan for the Campine barges. This led to the introduction of a new Class IIA:
the Hague barge.
Class V includes the following types of vessels:
motor vessels,
single barge pushtows,
powered barge coupled to an unpowered barge,
two-barge pushtows,
motor vessel pushing a single barge,
low profile coasters
tugs.
In conformity with the new CEMT classification of 1992, the standard values for Class V motor
vessels and single barge pushtows are ll.4 x 110.00 m x m.
This is the guideline for Class Va. For motor vessels no distinction is made between ordinary cargo
vessels and container vessels as far as dimensions are concerned. Single barge pushtows (often a
Europa 11barge) generally fit wel1 within these dimensions.
Combinations of a powered and unpowered barge are not regarded as design standard vessels for
waterway dimensions on the premise that the manoeuvrability of permitted combinations is no worse
than that of the design standard motor vessels and pushtows.
Long formations with two-barge pushtows (Europa 11) are 185 m long; a powered push-barge with
a single unpowered barge is very slightly longer: 186.50 m. The latter has become the length standard
for Class Vb; the beam standard remains the same as for Class Va.
It follows from the above that the dimensions for two abreast pushtows are 22.80 x 110.00 m x m.
This broad formation is not regarded as design standard, as it is rarely found on Class V waterways
because it occupies too great a width.
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guidalines
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2-3
Coasters with a minimum air draught are regarded as ordinary Class V vesselsif they correspond to
them in dimensions, manoeuvrability and equipment. If not, an individual admission policy wil1 have
to be applied.
The manoeuvrability of tugs differs so greatly from that of motor vessels that they should really fa11
automatically under the individual adrnission policy. This type seldom occurs today and is not
considered further in these guidelines.
n
The choice of air draught
With Classes 1 to IV, the height which is exceededby 10% of the vessels in a certain beam category
has been chosen as the standard height.
For Class V the choke is less simple. For most vessels the height of the wheelhouse is the
determining factor. Wheelhousesare regularly rebuilt and made collapsible. Heights vary widely for
vesselscarrying containers, depending upon the number of layers of containers, the degree of loading
and the height of the containers, and whether or not ballast water has been taken on board. The air
draught has been determined for Class V by reference to the CEMT guidelines of 1992 for the
headroom under a bridge (seeTable 1.1.1). The design standard vessel heights given in Table 2.2.1.1
were determined from these guidelines, allowing for a safety margin of 0.3 m.
n
Re choice of draught
In contrast to the length, beam and air draught of a vessel, the draught is less important in
determining the accessibility of a waterway for that vessel, since the draught can be varied according
to the quantity of cargo taken on board. In the light of this, the standard draught of the laden vessels
is determined in a more global marmer.
The starting point is that 50% of the design standard vessels (the media@ built after 1945 must be
able to use the waterway without a limitation on draught. This was based on the following arguments:
A relatively large number of design standard vessels were found to have a maximum draught
around the median.
Laden vessels by no means always sail fully laden. There are tbree reasons for this:
draught restrictions on waterways elsewhere;
the transport of goods with a low weight by volume;
the size of consignment which is sometimes less than the vessels carrying capacity.
The criterion of 50% of vessels exceeding the draught applies to design standard vessels of
a particular class. Vessels of a lower class wil1 therefore be less affected by draught
restrictions in those casesor not at all.
The CEMT guidelines of 1992 have been adhered to as far as possible (Table 1.1.1).
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1996
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2-4
CEMT
class
Length
Beam
Draught T (m)
Air draught
L (m)
B (ml
Laden
Unladen
H (ml
Pniche
39
5.1
2.2
1.2
5.0
11
Campine barge
55
6.6
2.5
1.4
6.0
Hague barge
56 or 67
7.2
2.5
1.4
6.3
111
Dortmund-Ems Canal barge
67 or 80
8.2
2.5
1.5
6.3
IV
Rhine-Heme Canal barge
85
9.5
2.8
1.6
6.7
Va
Large Rhine barge
110
ll.4
3.5
1.8
6.7/8.8*
vb
Two-barge pushtow
186.5
11.4
4.0
1.8
8.8
(IIA)
*)
Type of vessel
6,7 m applies to waterways with little container traffic, 3 layers of containers;

and also high enough for 70% of the unladen craft.
8,8 m applies to waterways with a lot of (> c. 10,000 TEU) container traffic,
4 layers of containers; and also high enough for 90-95% of the unladen craft.
(BA) only in the event of modernisation
Table 2.2.1.1
Design standard commercial vessels
Manoeuvrability
The wind sensitivity of vessels is largely determined by the ratio of the lateral area above water A,,
to the lateral area under water 4,.
The manoeuvrability of the vessels at low speeds plays a much larger role at locks and bridges than
in waterway compartments. Bow propellers are effective at these low speeds. A high proportion of
the larger motor vessels in particular are already fitted with a bow propeller.
In Class V a canal-type bow propeller of at least 200 kW is recommended for large motor vessels if
A,Jhw > 4.5; this recommendation applies to two-barge pushtows in long formation if AJA,,,
> 3. The bow propeller is not used continuously, but only for corrections over a relatively short
time. Vessels with a lower lateral surface ratio are considered to have a normal wind sensitivity.
If a vessel is fitted with a different type of bow propeller and/or has a different capacity, the propeller
must be at least as effective at speeds of up to 10 kph as the reference type.
Bow propellers and use of the marine telephone (a marine telephone is obligatory) are also important
in connection with the need for lay-bys at moving bridges: the need to tie up has declined because
bridgemasters are often aware of the approach of a vessel wel1 in advance, while if the captain
unexpectedly has to wait, he can often keep the vessel in motion with the aid of the bow propeller
until he can sail on.
To ignore the use of the bow propeller might result in the overdimensioning of lock approaches, lock
basins and the navigable openings van guard locks. Moreover, the availability of bow propellers has
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1996
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changed the strategy of navigating in lock approaches: the need to tie up has declined because it is
easier to hold the vessel steady than previously. In addition, improved communications with the locks
(marine telephone) enable waiting at locks to be avoided by proceeding more slowly for some time
en route to the lock.
Single-barge pushtows are not usually ftted with a bow propeller, and this may stil1 apply to other
vessel types, too. The person in charge of the waterway/bridge/lock wil1 have to consider in each
individual case whether this justities departing from the rules given in these guidelines or whether
rules wil1 have to be incorporated into the admission policy.
As far as the manoeuvrability requirements for the principal means of steering the vessel are
concemed, it is assumed for waterway design purposes that design standard vessels satisfy the legal
requirements of the Inland Waterway Vessels Order.
The Community Cetijcate.
The issue of an inspection certificate (Community Certificate) for vessels is regulated in the Mand
Waterway Vessels Act. The Inland Waterway Vessels Order, that was issued under this act, lays
down a number of rules based on the European Communities guidelines within the framework of a
joint transport policy. The Community Certificate is not valid for the conventional Rhine barge.
The waterways are divided into zones in each country according to the character of the waterway. A
supplementary certificate can be issued to vessels with a Rhine Certificate which is valid for
navigating the different zones.
A vessel for which a Community Certificate has been issued must be admitted to al1 the waterways
which fa11within the zones listed on the certificate. An example of this is that a requirement may be
imposed for fitting a bow propeller, but no requirements may be imposed about the power of the bow
propeller.
Visibility
The BPR (The Netherlands Inland Waterway Policing Regulations) and the RPR (Rhine Navigation
Policing Regulations) require the helmsman to have a free view in al1 directions, either directly or
indirectly. They also prescribe what optica1 aids are permitted. It is assumed for the purposes of
waterway dimensioning that the vessels satisfy the legal requirements.
Other use of the waterways
Special vessels and loads, such as objects which cannot be transported by road, maintenance
equipment and floating cranes, may impose extra demands on the waterway profile and structures.
This also applies to requirements arising from water management and leisure use, other than for
leisure cruising.
A particularly high load, which occurs onIy a few times a year, could pass a fixed bridge, for
example, by making the bridge deck removable or, if ballasting affords a solution, by deepening the
waterway profile under the bridge.
june 1996
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Requirements may be imposed on the wetted profile and the locks etc., in the interests of water
management (discharge of water, ice and sediment).
These requirements are location-dependent and are not dealt with further in these guidelines.
The result
Table 2.2.1.1 gives an overview of the design standard vessels in the various commercial navigation
classes.
2.2.2
Design standard vessel dimensions for leisure craft
Because of the wide variation in the dimensions of leisure craft it bas not proved possible draw up
a standard vessel classifcation, as has been done for commercial craft. Standard vessel dimensions
have now been drawn up for each class of waterway based on measurementsof the leisure fleet along
waterways and in marinas al1 over the Netherlands, taking into account the changes which are
occurring in the fleet. The dimensions have been chosen in such a way that only 5% of the vessels
in each class of waterway have either a greater length, a greater beam, or a greater draught. This
approach means in practice that the other dimensions of at least 90% of the vessels which can pass
the bridge height of a given waterway class, also allow them to navigate the waterway. This
assumption prevents waterways and structures being designed to accommodate vessels with extreme
dimensions.
Class
Sailing Craft
Height
Draught
Beam
hngth
12.00
1.75
3.75
11.00
dimensionsin (m)
Table 2.2.2.1
Design standard vessel dimensions for leisure cruising and barge yachts
Table 2.2.2.1 summarises the design standard vessel dimensions for leisure cruising and barge yachts,
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1996
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based on the classification in Table 1.1.2. In this table BY 1 refers to barge yachts with the exception
of the very largest vessels. This is generally the design standard category for channels in sheltered
waters. BY2 denotes al1 categories which are design standard for the large water areas.
Section 6.8 considers specifc dimensions, including those for small-scale boating.
2.2.3
Combination
of commercial and leisure craft
For waterways with mixed trafftc, account must be taken of both classifications and the differente
in vessel size and navigation behaviour.
Examples are:
The commercial navigation guideline is standard in al1 casesas far as the depth and width of
the navigation Channelare concemed.
The dimensions, equipment and the locking routine at locks require special attention.
In relation to bridges, leisure cruising may affect the choice of fixed or moving and the
clearance of both fixed and moving bridges.
This mixed traffic must be taken into account when segregated lay-bys are set up.
These guidelines always indicate, where necessary, how special provision can be made.
2.3
TratKc constraints
2.3.1
Waterway compartments
Waterway compartmentsfor commercial craft

*
Profile variants and choice of profile for waterway compartments:
The desired size of the waterway depends on the required traffic flow. The trafftc flow is determined
by the traffic volume and the fleet composition.
A wider variety of commercial vessel types must be catered for with Class V than with the smaller
classes.
Up to a volume of about 30,000 commercial passagesper annum, the design of a waterway can be
based upon at most two-lane trafftc, keyed to design standard commercial craft; at that level, the size
and number of leisure craft does not play any part in determining the dimensions of the waterway.
Where there is a volume in excessof about 30,000 passagesper annum, further research is necessary.
At the chosen dimensions, multi-lane trafftc is sometimes possible for the smaller inland vessels.
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Three profile variants have been distinguished:

the normal profile for two-way traffk;
the constrained profile for two-way traffk;
the one-way profile.
The normal profile is recommended in principle, certainly for new canals.
Where a good case can be made for it, e.g. excessiveconstruction costs, a more constrained profile
can be chosen. In such a case, the traffk volume must be lower than 15,CKKlcommercial passagesper
annum, or the waterway compartments must be relatively short. The extent to which there can be a
departure from the normal profile depends upon the traffic volume and is limited for two-lane
waterways from the navigational standpoint by the tight profile, which is suitable for fewer than 5,000
commercial passagesper annum.
The one-way profile is intended for special cases.
The transition between two profile types must always be a gradual one.
*
The normal profile:
At commercial traffk volumes in excess of 15,000 vessels per annum the following leve1 of traffk
movement is applicable to Classes 1 to IV:
the passing of two laden design standard vessels with little or no reduction of speed;
the careful overtaking of one laden design standard vessel by another (careful = with
reduction of speed);
the passing of a laden design standard vessel by an unladen design standard vessel where
there is a troublesome side wind.
For Class V, these traffic situations have been extended with a number of variants, becauseof the less
homogeneous composition of the traffk. In addition, the traffk pattem has been analysed by a
probabilistic method, in which the concept of design standard vessels and characteristic traffk
situations was replaced by the whole range of possible traffic situations.
The application of a more constrained proflle over short sections of the waterway is acceptable, with
the introduction of traffk controls, where necessary. In these instances, the permitted draught of the
tighter profile must obviously be the same as the standard draught of the normal profile of the
neighbouring waterway section.
*
The constrained profile:
The constrained profile must be regarded as a minimum from the traffk point of view that is stil1 just
acceptable for waterways on which two design standard vessels must be able to pass. Only at very
low volumes (fewer than 5,000 commercial craft per annum) can the constrained profile be applied
over the whole length of the waterway.
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1996
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The following traffic situations have been made standard for the constrained profile:
carefl passing of two laden design standard vessels;
occasional overtaking of a laden design standard vesselby an unladen design standard vessel,
with the laden vessel greatly reducing speed;
careful passing of a laden design standard vessel by an unladen design standard vessel where
there is a troublesome side wind.
The overtaking manoeuvre of two laden design standard vessels need not be regarded as a design
requirement for the constrained profile, because, in general:
the traffic volume on waterways which are constrained over their whole length is relatively
low (often fewer than one vessel every two hours in each direction, nearly always fewer than
one per hour in each direction);
the speed differences between design standard laden vesselsin a constrained profile are small.
*
The one-way profile:
In special instances, where even the application of the constrained profile is not justified, e.g. for
economie reasons, short waterway compartments with a low trafftc volume of design standard vessels
may be given a proflle in which two design standard vesselscannot pass. In this one-way (single larie)
profile the design standard vessel can proceed at a restricted speed. Design standard vessels cannot
pass in such a profile, so that traffic control must be imposed. Smal1 craft can generally pass in this
one-way profile, however, which may in fact correspond to the constrained or even the normal profile
of a lower class. The traffc control measures can allow for this.
Such profiles are generally applied in areas where little space is available (e.g. urban areas,
traverses). It is precisely in these areas that the effect of the wind is greatly infhtenced by buildings
(gusts between buildings). Becauseovertaking manoeuvres between design standard unladen vessels
and design standard laden vessels are impossible (even when the laden vessel comes to a halt), the
speed of the unladen vessel is restricted and more of the waterway width is taken up.
The above factors are highly dependent on the local conditions. The dimensions for the single-lane
profile given in these guidelines therefore apply exclusively to short (possibly temporary) waterway
compartments where there are no troublesome side winds. In the other instances where a single-lane
profile is being considered, it is recommended that further research be carried out into the profile
dimensions.
*
Visibility:
The view of passing craft from vessels leaving side docks, lock approaches, bifurcation points and
crossings must be adequately assured. Rules are given for this in Sections 3.2.5 and 3.2.6.
In order be able to proceed safely a captain must be able to see what is in his fairway. A commonly
employed tule of thumb, which has been confirmed by empirical research, is that it must be possible
to perform a controlled stop within a distance of four times the vessel length.
These guidelines are therefore based on the assumption, in the design of waterways and the siting of
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guidelines
june
1996
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buildings along them, that there is a clear view of five times the length of the design standard vessel
(= stopping length + vessellength), calculated from the wheelhouse. If there is not a clear view over
this length, compensatory measures wil1 have to be taken.
Waterway compartmentsfor leisure crafr

Profile variants and choice of profile:
The desired size of the waterway is govemed by the required traffic flow. The traffic flow is
determined by the traffic volume and the composition of the fleet. Three profile variants are
distinguished depending upon the volume of leisure craft:
the normal profile;
the constrained proflle;
the density profile.
*
The normal profile:
The normal profile is the optimum cross profile of the waterway from the navigational point of view,
in which volumes of up to 30,000 passagesof leisure craft per annum can be handled smoothly and
safely.
This is the profile that should be chosen in principle for new waterways.
*
The constrained profile:
The constrained profile is the profile which is the navigational minimum for two-lane leisure craft
traffic. The constrained profile is applied at volumes of fewer than 5,000 leisure craft passagesper
annum. Where there are no other objections to it (e.g. on grounds of bank protection), the constrained
profile can also be applied at higher volumes (up to c. 10,000 passagesper annum).
The constrained profile can also be employed for short stretches and diffrcult passages(e.g. within
urban areas, where there are insuperable objections to widening the waterway).
*
The density profile:
The density profile is the density-dependent waterway cross-profile which must be chosen at volumes
of more than 30,000 passagesper annum. At volumes of more than 30,000 passages per annum
further research is desirable.
w
Watenvay compartmentsfor mixed trajjk
Waterway compartments for mixed trafftc follow in principle the rules for waterway compartments
used solely by commercial craft.
june
1996
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Up to a volume of about 30,000 passagesof commercial craft per annum and/or a volume likewise
of about 30,000 passagesof leisure craft per annum, a waterway can be designed on the basis of at
most two-lane traffic, keyed to the design standard commercial craft; in this instance, the size and
number of leisure craft plays no part in determining the dimensions of the waterway.
Where one of the two volumes exceedsabout 30,000 passagesper annum, further research is needed.
At the chosen dimensions, multi-lane traffic is sometimes possible for the smaller inland vessels and
leisure craft.
2.3.2
Lmks
Lock approaches and guard locks.
Lock approaches and guard locks are keyed to the profile breakdown in Section 2.3.1. A normal
profle in the waterway is therefore continued as a normal profile in lock approaches and guard locks.
Degree of loading of a lock
The average passagetime at a lock is determined by the ratio between the volume of vessels and the
locking capacity. This ratio, which is generally defined on a weekly basis, is referred to as the degree
of loading.
If the degree of loading exceeds40% the average passagetime begins to increase noticeably.
Locks for leisure craft

Capacity:
In al1 cases, the desired capacity of locks for leisure craft is translated into lock dimensions using
sirnulations. The guideline adopted in the latter is that, up to a volume of about 10,ooO leisure craft
per annum, the lock must be able to accommodate four vessels (two abeam, two in line). At a higher
volume the chamber is first enlarged in length (up to about 60 m) and then in width.
*
Locking in and out:
Locks for leisure craft are suffrciently wide for vessels to be able to lock in and out smoothIy and
safely. The si11depth must be at least equal to the standard draught + 0.4 m.
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n
Locks for commercial crafr

Capacity:
In most instances (up to about 10,000 passages per annum) the minimum lock wil1 provide
sufficient capacity. The minimum lock is a lock, which is suitable for locking 1 design standard vessel
per locking operation. According to the waterway profile variants given above, the minimum lock
fits into the constrained profile.
At higher traffic volumes, the number of chambers or the dimensions of the lock and the lock
approaches must be determined through specific research (such as simulations of chamber fillings at
different traffic volumes using the SIVAK simulation program).
*
Stopping:
The margin between the useful chamber length Lt, and the vessel length L largely determines the
locking-in time. If this margin becomes very small, the locking-in tirne increases disproportionately,
because the captain requires a lot of time to stop his vessel precisely within the margin.
When craft enter quickly they have to go hard astem, thus generating powerful translation waves,
which make it even more difficult to stop. The shortest total time for locking in and stopping seems
to be obtained when the vessel enters at a moderate speed and reduces speed as gradually as possible.
In practice, a margin of 0.1 L appears to be satisfactory.
Lock gates are vulnerable to collisions. The extent of the economie consequencesof a collision and
safety aspects determine whether the gates should be protected by catching devices. In weighing up
the consequencessuch factors have to be considered as the possibility of sailing round the lock and
the latters function as a primary water control structure.
*
Locking in and out:
The lock must have a sufficiently wide cross-profile to ensure that vessels do not touch the lock
bottom and sills, and to enable them to move quickly enough to allow locking in, stopping, tying up
and locking out to proceed smoothly.
The draught of the fore part of the vessel is generally less than that of the stem. With long two-barge
formations or long powered and unpowered barge combinations, stil1 more points of the vessel may
be design standard, becauseeach of the components of the formation squats more or less separately.
The draught of the fore part is found to be design standard in nearly al1 cases. Both large and smal1
vessels have draughts of up to 0.4 to 0.5 m.
A margin of 0.2 m is required to prevent the vessel touching the bottom.
The width of the lock is determined mainly by the requirement that vesselsmust be able to enter the
chamber from the lock approach and leave again safely and smoothly. With the aid of bow propellers,
modem craft can position the fore part very accurately for entering the lock. It may also be assumed
that the lock is provided with good guide walls and effective bumper rails. A smooth passageis found
to require a ratio of the wetted cross-profile of vessel, A,, to lock, A,, of 0.72 to 0.75.
june
1996
2-13
If the required space is not available in the cross-profile, locking must take place carefully under
adequate supervision.
*
Visibility:
With container vessels and empty barges, a visibility problem arises at the moment when the forepart
crosses the lock sill, so that there is a relatively high probability of a collision between the entrance
structure and the abutment. This poor visibility must be compensated for on the vessels, e.g. by
posting a look-out on the fore part of the vessel or by the use of optica1 aids (see the RPR).
w
Mixed traDc locks
The dimensions of leisure craft are such that, in mixed traffic, they can always be locked in a
chamber for commercial craft of CEMT Class 1 and above. The lock facilities wil1 then have to be
adapted to the needs of leisure craft.
Where there are more than 10,000 passagesof commercial craft per annum, consideration should be
given to a separate yacht lock. The desirability of this can be investigated using simulations and a
tost-benefit analysis.
2.3.3
Bridges
As elements of the waterway, bridges are keyed to the profile breakdown in Section 2.3.1 and
the type of craft. This has different consequencesfor fixed and moving bridges.
n
Bridges over leisure waterways
The choice of bridge configuration, including the number and width of the openings and the position
of a possible movable section, as wel1 as the bridge height are determined by:
the volume and nature of the leisure craft relative to the volume of road traffic;
the local conditions, such as adequate waiting space, the height of the connecting roads etc.
*
Fixed or moving bridges:
A moving bridge wil1 generally be chosen for SM routes. The clearance when the bridge is closed
is dependent on the function of the route and the traffic density on the waterway concemed. At a
volume of more than 15,000 passages per annum it is recommended, in the interests of the road
traffic, that the clearance of the closed bridge should be the same as that of the relevant M class.
It is recommended that a high moving bridge be provided where there is a high density of sailing craft
on a Class SM4 route. A high fixed bridge can be chosen, if necessary. This al1 depends on the
function of the waterway (connecting route, touring route etc.), the frequency of passageof the largest
waterway
guidelines
june 1996
2-14
yachts and the road traffic situation.

Special attention is requested for the maintenance of upright mast routes. Outside these upright mast
routes it is recommended that a high fixed bridge be chosen instead of a lower moving bridge for
classes SM2 and SM3 where there is frequent sailing craft traffic.
*
Moving bridges:
The applicable guidelines for moving bridges are those for traffic volumes of up to 10,000 PAEs/24
hours and leisure craft volumes of up to 30,000 passagesper annum. Where there are more than
30,000 passages per annum, two moving openings should be provided. The desirability of
constructing an aqueduct to carry these high volumes can be examined in a policy analysis study.
*
Fixed bridges:
Fixed bridges should preferably span the whole profile. A central pier may be provided where
necessary, preferably in the axis of the waterway, provided that each opening has at least the bridge
width prescribed for the constrained profile.
Bridges over commercial waterways

Fixed bridges:
The following navigational requirements apply to fixed bridges:

normal profile: vessels must be able to pass freely under the bridge;
constrained profile: the bridge may slightly obstruct the waterway;
single-lane profile: some obstruction by the bridge is acceptable; key the dimensions to singlelane traffic.
The clearance is the same for al1 three profiles; the hindrance is a derivative of the width of opening
and the number of openings. The aim should be a bridge height that enables al1 Class 1-V vessels to
pass freely under the bridge. With existing arched bridges consideration should be given locally to
introducing apparent one-way traffic for the tallest craft: they can then pass only under the highest
part, that is narrower than the actual waterway. Where this is done, the indicated clearance must be
present over a width of 2 B (B = beam of design standard vessel).
*
Moving bridges:
With moving bridges a decision has to be made on the required clearance when the bridge is closed,
and so the navigational requirements must include a connection between the profile variants given
above and the height variants:
normal profile: the bridge may not cause any hindrance to commercial navigation in the
waterway; this means that the clearance and the width of opening are equal in principle to
waterway
guidelines
june
1996
2-15
those of a fixed bridge; the opening section is provided for the benefit of special loads, leisure
craft and charter craft (high variant).
constrained profile: the bridge may cause some obstruction in the waterway (middle variant
or low variant);
single profile: some hinder door the bridge is acceptable; key the dimensions to single-lane
traffic (low variant).
With the high variant the clearance and the width of opening are therefore the same in principle as
those for a fixed bridge. Financial and technical constraints wil1 determine in each case to what extent
this is feasible.
The clearance for the middle variant is one for which the bridge has to be opened for about a quarter
of al1 vessels.
With the low variant the bridge has to be opened for nearly every vessel.
The safety of navigation can be assured by imposing requirements on the downstream and upstream
profiles of the bridge and its approaches.
The smoothness of navigation depends partly on the location of the bridge opening.
n
Bridges over mixed traDc waterways
Where there is a combination of commercial and leisure craft, the highest values apply to the width
of opening and the clearance; in determining the clearance, allowance must be made for the differente
in standard water level.
As far as moving bridges are concemed, the more commercial traffic there is, the higher the clearance
of a moving bridge to serve leisure craft must be. This reduces the number of bridge openings and
so promotes the smooth and safe movement of craft.
It is recommended that, in many instances, the secondary openings of a moving bridge should be used
by motor vessels. Becauseof the often smaller width or span, the available clearance may sometimes
be somewhat greater there. As a result, the motor vessels can pass under the bridge outside the
fairway of the vessels which require the bridge to open, although extra care must then be given to
the siting of lay-bys.
2.4
Hydradic
constrahts
Water leve1
In these guidelines the standard water leve1 is dependent upon the type of craft using the waterway:
as far as the clearance for commercial craft is concemed, it is the value which is exceeded
for 1% of the time (partly based on the water leve1 used to deflne the height for Rhine
navigation);
wa terwa y guidelnes
june
1996
2-16
as far as the required bed leve1and/or permitted draughts for commercial craft are concemed,
it is the value which is not achieved for 1% of the time;
as far as the clearance for leisure craft is concemed, the basis is the value which is exceeded
for 2% of the time during the period from 1 April to 1 October.
In many instances the water leve1 is not a natura1 one, but the result of water leve1management.
In waterways with locks and/or weirs brief, but frequent, water leve1changes of a few decimetres
may occur, caused by translation waves generated by discharges, locking or the manipulations of a
weir. These water leve1changes may amount to several decimetres and must be allowed for in the
vertical dimensions of the waterway components.
The standard water levels are fixed by the manager and adopted in his management plan.
w
Lmgitudinal jlow
For canals it is generally recommended that no greater longitudinal flow should be permitted than 0.5
m/s, averaged over the cross-profile. This value is keyed mainly to the situation at bridges, sharp
bends, manoeuvring places, bifurcation points etc.
Vessels moving downstream require more width in bends when there is a longitudinal flow, but
vesselsmoving upstream require less. It is not known to what extent the two effects cancel each other
out. It is therefore recommended that further research be carried out where there is a longitudinal
flow of more than 0.5 m/s on a commercial waterway. This recommendation applies both to bends
and to straight stretches.
Nor should the velocity of the longitudinal flow at bridges and guard locks, averaged over the wetted
cross-profile, exceed 0.5 m/s. If the velocity is higher than this, the cross-profile must be
correspondingly widened for commercial craft or another solution found through further research to
ensure that the design standard vessel has sufficient power against the flow to be able to cape with
local flow velocities.
For leisure craft, flow velocities of up to 0.8 m/s are acceptable under certain conditions and where
the Channel is constricted.
At locks, it may be necessary to discharge water regularly or occasionally for the purposes of water
management. The positioning of the lock culverts affects the design and arrangement of the lock
approach. In most instances locking can proceed during the discharge.
n
Crossjlow
A number of types of cross-flow can be distinguished.

For through traffic they are:
spiral flow in a river;
crossing with a river;
discharge of a strearn into a canal;
pumping stations, intakes and discharge sluices
waterway
guidelines
june 1996
2-17
For slowly moving vessels the following must be added:

discharge, intake or pumping station at a lock.
Spiral flow in a river has been incorporated in the calculation determining the path width of vessels
in bends.
Cross-flow problems arising from a crossing with a river or a discharge at a lock are dependent on
the local situation and cannot be treated as standard for waterway compartments; research is needed
in these cases.
The maximum permissible cross flow differs for commercial craft and leisure craft.
*
Commercial craft:
The maximum permissible cross-flow velocity v, on a waterway is dependent on the ratio of vessel
length L to the width of the discharge opening b,. The absolute magnitude of the cross flow Q is also
an important factor.
A cross flow is permissible if Q < 50 m3/s and v, 5 0.3 rn/s. A higher cross-flow velocity may
be permitted for narrow cross-flow fields (where b, < c. 0.2 L):
v, S (1.5 - 6 b,,/L) m/s
v, is calculated at the bank and averaged over the water depth.
Further research is needed if Q 1 50 m3/s.
A smaller vessel than the design standard vessel for the class to which the waterway belongs can be
design standard for determining the permissible cross flow. It is therefore recommended that, for
narrow cross-flow fields where v, > 0.3 m./s, the permissibility of the cross-flow velocity should be
tested with reference to the length dimensions that wil1 occur on that particular waterway.
*
Leisure craft:
Because of the short length of a pleasure cruiser it can be pushed considerably off course if it finds
itself in a cross-flow field.
A cross flow is permissible if v, I 0.3 m/s and the cross-flow field is not longer than 0.5 L.
For smal1openings, such as pipes etc., where the cross-section of the discharge opening A < 0.2 m2,
a higher cross flow of up to 1 m/s is permissible:
v, S (1 - 0.35 A) m/s
Where the values are slightly exceeded, this need not lead imrnediately to extensive studies, but it
does mean that the problem requires attention. Consideration should be given to plating warning signs
at such points. Where the values are greatly exceeded, further research is required.
waterway
guidelines
june
1996
2-18
n
Water extraction
When water is extracted from a waterway, the obstruction caused by the altered flow pattem is
considerably less, so that, there, values up to 1.5 times higher can be employed for v,.
Waves
If vessels on open (not sheltered) water are exposed to wind waves, the latter affect their course. The
sideways displacement of the vessel is dependent on the wavelength, frequency and direction of the
waves, as wel1 as the vessels size and state of loading. To compensatefor this, the vessel must steer
at an angle, thus taking up more space across the waterway. For navigation channels through lakes,
this factor has been incorporated into a width allowance for commercial craft.
Reflection of vessel waves occurs on waterways with vertical bank protection. This can create a
troublesome wave pattem and, consequently, unsafe conditions for leisure craft. Vertical bank
protection should therefore be avoided as far as possible on mixed traffic routes.
At high traffic volumes, additional depth is sometimes required for leisure craft to compensate for a
fa11in water leve1and wave attack, together with extra width in order to counter vessel waves.
At bridges the presence of wind waves and vessel waves is allowed for in the calculation of the
clearance height.
2.5
Wind
Leisure crafi
On SM routes wind nuisance must be avoided as far as possible. By wind nuisance is meant
sudden lulls, abrupt transitions and wind effects causedby tal1 buildings etc. The junctions
of docks, branch canals etc. entering the waterway must be carefnlly designed to allow for
any wind nuisance. It is recommended that the wind nuisance caused by abrupt transitions
in existing situations should be reduced, e.g. by means of planting.

Objects (trees and buildings) along the bank can cause the wind to 1~11.A rule of thumb for
SM routes where sailing is stil1 possible is that the ratio of the distance (1) of the object from
the path of the moving sailing craft and the object height (h) relative to the water leve1must
be greater than 5 for long, closed objects, and greater than 3 for less substantial obstacles.
n
Commercial crafi
Unladen vesselsmay experience much hindrance from side winds. In order to prevent the
vessel being blown against the bank it must proceed obliquely into the wind. This increases
its demand on the width of the waterway, depending upon the shapeof the vessel, speed of
june
1996
2-19
travel and wind speed. If the side wind is constant, we may refer to a constant running angle
or drift angle, the equilibrium drift angle . The wind usually varies both in speed and
direction. Because of gusts, the maximum drift angle is considerably greater than the
equilibrium drift angle. These factors have been incorporated into a weighting on the
calculated width of the navigation charme1 (see Chapter 3). In the calculation a distinction is
made between:
the location of the waterway , coastal zone or inland zone, see figure 2.5.1;
the orientation of the waterway .
- mndary
between
coastal
zone
and intand zone
Figure 2.5.1
Division into coastal zone and inland zone in relation to side wind obstruction
Lmh and brdges
In Section 2.2.1 it is stated that a high proportion of larger vessels are fitted with a bow propeller of
sufficient capacity. With the other vessels, wind nuisance caused by structures is countered by the
captains taking anticipatory action. Consequently, no account is taken in these guidelines of wind in
the dimensioning of locks and bridges, although it is important to ensure in planning the area around
the lock that transitions in exposure to side wind are made as gradually as possible.
Sufficient attention must also be paid to guide and protective walls, which may causemore friction
at locks than at bridges.

waterway
guideines
june 1996
2-20
Environmental
2.6
constraints
The waterway managers management plan covers the other functions which have been
allocated to the waterway (see Section 1.3). These functions help to determine the design and
dimensions of the waterway. As a rule, the extent to which the different functional requirements are
to be met is weighed up in a policy analysis study. The extent of the proposed measuresdetermines
whether an environmental impact report is required.
n
It lies beyond the scope of these guidelines to give a method for this; we shall simply refer to a few
aspects of the design of:
banks;
locks;
bridges .
Bank
Where a hard element, such as a defence, cannot be avoided, it can be minimised by allowing the
bank more space.
Figure 2.6.1 shows as an example the effect of this on a Class V waterway. The minimum profile
required for navigation, as determined in Chapter 3, is indicated by crosses. If sheet piling is erected
immediately on the edge of this profile, it creates a trough profile which occupies a minimum of
space. This profile is popular with the inland waterway captains, but bad for
R300
I
- Frea spece
Figure 2.6.1
R500
I
Rl500perm
1
prufile
Space for banks
the natura1environment. In a rural environment, the greenest solution is the friendliest, both from the
tost and enviromnental points of view. The lowest maintenance costs are achieved by adhering as far
as possible to the equilibrium profile of the waterway and by choosing naturally reinforced protective
structures .
waterway
guidelines
june
1996
2-2 1
Particularly on waterways used by both commercial and leisure craft, it must be clear what type of
bank protection is present, which means that a slope protection must project above the water level.
NO rubble may be applied to vertical walls (which suggest an unlimited navigable depth). Account
must also be taken on these mixed traffic waterways of the effect of bank fear: rubble slopes force
leisure craft to the centre of the waterway.
n
L.OCkS
A large number of factors and enviromnental constraints affect the design of locks. They include:
reduction of salinity;
joint use by the water management authorities;
constraints imposed by nature, such as providing for the passageof fsh;
are altemative routes possible for some of the craft?
what are the construction, maintenance and operating costs and what are the costs for the
vessels (locking time)?
is a green chamber possible?
to what extent can advantagebe taken of flexible construction: easeof extension and recycling
of components?
what physical planning aspects are to be taken into account (design with sufficient space,
possible reservation of land for extension, . ..)?
water control aspects;
reduced use of tropical hardwood and preserved timber.
Bridges
With bridges many factors play a part in making a choice between moving or fixed. Some have
already been discussed in Section 2.3.3. To these may be added the following:
does the bridge cross a main traffic axis, trunk waterway or a less important waterway?
does the bridge carry a railway, motorway, a main road, a road of a lower order or an access
road to an industrial estate?
does the waterway form part of a waterway network?
what is the volume of sailing craft?
are there altemative routes?
what is the volume and character of the traffrc flows crossing the waterway?
what are the construction, maintenance and operating costs?
are there are any significant landscape, environmental or cultural heritage constraints?
what is the potential for container traffic?
what physical planning aspects are to be taken into account?
With moving bridges, the degree of interaction between the traffic flows is mainly dependent on the
headroom when the bridge is closed; this determines how often the bridge must be opened. The width
of the bridge opening and the location of the bridge are also important, because these determine the
passage tirne and thus the time that the bridge has to be open.
It is not part of our remit to give a complete overview of the functional requirements and constraints,
or of a method for weighing them up. This also applies to giving a method for weighing up the choice
between fixed or moving and the choice of type of moving bridge.
waterway
guideines
june
1996
Waterway compartments
3-1
DIMENSIONS
3.1
Introduction
OF WATERWAY
COMPARTMENTS
n
The following requirements must be imposed on the waterway compartments in order to
ensure as far as possible the safe and smooth movement of traffrc :
The waterway must be sufficiently deep to ensure that the vessels do not touch the bed and
are properly controlled.
The waterway must be sufftciently wide to ensure that the design standard trafftc manoeuvres
can be executed without excessive risk.
The waterway must be sufficiently spacious to ensure that the wear on the banks remains with
acceptable limits and that commercial craft can move at an economically acceptable speed.
This chapter wil1 deal in turn with waterway compartments for commercial craft (Section 3.2),
for leisure craft (Section 3.3) and for mixed traffrc (Section 3.4).
n
This system of guidelines is strongly oriented towards canals. As long as account is taken of
the specific characteristics of rivers, the method is also applicable to them in certain instances,
provided the longitudinal flow does not exceed about 0.5 m/s.
n
3.2
Waterway compartments for commercial craft
3.2.1
Introduction
w
The following components of waterway compartments for commercial craft are dealt with in
these guidelines:
straight waterway compartments (Section 3.2.2),
bends (Section 3.2.3),
wharves (Section 3.2.4),
junction with side do& (Section 3.2.5),
bifurcation points and crossings (Section 3.2.6), and
tuming basins (Section 3.2.7).
3.2.2
Straight waterway compartments
Free spaceprojle.
As far as the depth and width are concemed, the rules are given in the form of a free space profile.
The depth is given relative to the low standard water level.
waterway
compartmenrs
june
1996
3-2
The width is given at three levels:

at the leve1 of the minimum required waterway depth (usually the bed of the waterway),
in the keel plane of the laden vessel, and
in the keel plane of the unladen vessel to allow for the extra width which the unladen vessel
may occupy when there is a side wind.
A more or less arbitrary cross-section can be constructed through or round the fxed points thus
obtained (see fgure 3.2.2.1), taking into account the following conditions:
the underwater slope must be gradual;
the waterway profile enclosing the fxed points must be symmetrical if possible.
ES
0,5bTladm
0,5bTWm
*w
Figure 3.2.2.1 Free space profile for straight waterways

With the normal profile, the depth of the waterway must be at least 1.4 x the draught of the design
standard vessel. This factor is 1.3 for the tight and single-lane profiles.
The waterway depth given here must always be present. This means that the maintenance or
specification depth must be equal to or greater than the waterway depth stated here, depending upon
the expecteclsilt accretion and the frequency of dredging (se-eSection 8.8).
With the normal and constrained profiles, the width, at the leve1 of the minimum required waterway
depth given above, must be at least 2 x the beam of the design standard vessel. With the one-way
(single-lane) profile this width must be at least equal to the beam of the design standard vessel.
watefway
compartments
june
1996
3-3
The width in the keel plane of the laden vessel must be at least 4 x, 3 x and 2 x the beam of the
design standard vessel for the normal, constrained and one-way profiles, respectively.
The width in the keel plane of the unladen vessel must be equal to the width in the keel plane of the
laden vessel, plus an allowance for side wind (the side wind allowance, see Figure 3.2.2.1). Laden
vessels are scarcely affected by side wind.
For waterways which are sheltered over their whole length, e.g. by hard physical structures, a smaller
side wind allowance can be applied than that given above. The side wind allowance to be applied in
these instances must be established by further research. The side wind allowance to be applied to the
one-way profrle must likewise be established by further research. Spinneys and dikes usually provide
very little protection, while tal1 buildings may cause annoying gusts.
1
NORMAL PROFILE
1
11
IIa
IIa**
UI
m*+*
N
Va
vb
20.4
26.4
28.8
28.8
32.8
32.8
38.0
46.0
46.0
3.1
3.5
3.5
3.5
3.5
3.5
3.9
4.9
5.6
CON-D
10.2
13.2
14.4
14.4
16.4
16.4
19.0
22.8
22.8
2
3
3
3
3
4
4
5
9
4
6
6
1
7
8
9
11
18
15.3
19.8
21.6
21.6
24.6
24.6
28.5
34.0
34.0
10.2
13.2
14.4
14.4
16.4
16.4
19.0
22.8
22.8
3
4
4
4
4
5
6
7
12
5
7
7
9
9
10
11
15
24
10.2
13.2
14.4
16.4
19.0
22.8
5.1
6.6
7.2
8.2
9.5
11.4
*
*
*
*
PROFTLE
1
11
IIa
lIa**
UI
m***
N
Va
vb
2.9
3.3
3.3
3.3
3.3
3.3
3.6
4.6
5.2
ONE-WAY PROFILE
1
11
IIa
UI
N
V
2.9
3.3
3.3
3.3
3.6
5.2
*
**
***
Table 3.2.2.1
waterway
*
l
*
*
determineside wind allowance for the individual situation

design standardvessel67 m long
design standardvessel80 m long
Dimensions of free space profile for straight commercial waterways
compartments
june
1996
3-4
Half of the side wind allowance is applied on either side of the waterway, as indicated in Figure
3.2.2.1. The free space profile is symmetrical.
The profile dimensions are given in Table 3.2.2.1. Figure 2.6.1 shows the fitting of a free space
profile into a waterway cross-profile.
The dimensions of the Class V profiles included in the table are a staling-up of the Class IV
dimensions. These dimensions have been calibrated to the situation in two canals for which they are
known to be satisfactory. The calibration was performed with the aid of traffic simulations using the
probabilistic PRODIM model for dimensioning the waterway width.
An additional dimensioning step is required for Class Vb. In considering the fleet composition it was
assumedthat Class Vb vesselshad a 5 % share of the carrying capacity. But if there is a large growth
in the proportion of Vb vesselsor in the average carrying capacity, and the waterway is unfavourably
oriented to the wind direction, the additional width allowance given in Table 3.2.2.2 wil1 be required.
If this additional allowance is required only on parts of the waterway, the introduction of traffic
control measures wil1 often be preferable on economie grounds. Examples would be closing the
waterway during a gale or the creation of passing places.
Constrainedprofile
Normal profile
probability < .OOOl%
probability C .0001X
5% of
carryins
capacity
in Vb
5% of
carryins
capacity
in Vb
25% of
carrying
capacity
in Vb (*)
25% of
win8
capacity
in Vb (*)
allowance intand zone (m)

orientation = ()
0
30
60
90
120
150
0
0
0
0
0
0
0
0
0
0
9
9
0
0
0
0
0
0
5 (0)
0
0
5
1s (5)
1s (5)
allowancecoastalzone (m)
orientation = ()
0
30
60
90
120
150
0
0
0
0
0
0
17 (7)
7 (0)
0
0
17 (7)
32 (17)
0
0
0
0
0
0
46 (31)
16
6
16 6)
31 (26)
46 (31)
(*)
The value in bracketsis the ahowancewhich bas to be included is there 1sa

prohibition on empty twin barge setsusing the waterway when the wind is
strongerthan the design standardwind; this value is 13.5 m/s for the coastal
zone (Schiphol) and 10.5 m/s for the intand zone (Beek). Where no value is
given, the allowancedoesnot apply.
Table 3.2.2.2
waterway
Additional wind allowance (m) for Class Vb craft
compaflments
june
1996
3-5
Divergent fiee space projle for navigation channels through lakes
In canals, width and depth are linked by the requirement, that the wetted cross-section must be
sufficiently large to allow vesselsto proceed at a normal speed and to protect the banks from suction.
The profile of navigation channels in lakes is much more generous, so that the rules for width and
depth are independent of each other.
The most important differences from the constraints for canals are the following:
higher wind speed,
orientation more difficult for steering,
wind waves cause horizontal and vertical vessel movements, and
inaccurate buoyage.
Becauseof strong winds, and locally through other causes,currents can also occur in lakes. The effect
of these, however, is considered to be subsidiary to that of other factors. The effect of wind set-up
and drawing off must be included in the water leve1statistics. Wind waves may causea vessel to pitch
and rol1 so that the draught is temporarily increased.
The following rules apply to the ratio between the Channel depth h and the draught of the design
standard vessel T:
minimum requirement, no high wind waves:
(smal1 lakes)
minimum requirement, high wind waves:
navigationally desirable, high wind waves:
h/T = 1.2
h/T = 1.3
h/T = 1.4
The allowances for the Channelwidth of a waterway properly marked with buoys are given in Table
3.2.2.3. The additional allowances for bends and side wind obstrnction for much Class Vb traffic,
which apply to canals, also apply here.
Classes1 to Va
Class vb
Constrained
1 Normal
I Constrained
l-i
Normal
Inland
wne
Allowance for wind

waves
20
Allowance for visual

orientation
10
10
Allowance for
inaccuratebuoying
30
30
Table 3.2.2.3
coastal
wne
k 4
20
20
10
10
20
20
30
30
30
30
30
30
Width allowances (m) for navigation channels through lakes
It is recommended for the large (not sheltered) water areas, however (Wadden Sea, Lake IJssel, Delta
region), that a minimum width of 150 m be adhered to, wherever this can be done at limited
additional tost.
waferway
compartments
june
1996
3-6
The transition from the bed width of the canal compartment to that of the navigation Channel should
be made at an angle of 1 : 20 and the transition should commence wel1 back, e.g. half way, in the
canal section (see figure 3.2.2.2).
Lake
* -----
Bank
------Bk
Canal
- _-
/-
/__
--
--
. _.
_.
__------
--
--
/-
. _.
-1
-----./,,<~-~~-~~
AH -
lim on beacon
1:20
__
_ _ NavigaGon
Channel
axls
-.-.-_-.-.-
---
\J
Course
-!!-
--
-a
--
a-----,-
Figure 3.2.2.2 Junction of a canal with a navigation charme1through a lake
3.2.3
Bends
Minimum radius of bend
The radius of a bend in the waterway must be suffrciently large in order to reduce:
;:
d:
the rudder angle needed for the vessel to take the bend,
the speed reduction (10s~of momentum) in the bend,
the necessary course corrections,
loss of view.
The factor referred to under (d) is partly dependent on the building development and vegetation along
the waterway (see also Section 2.3).
To meet these requirements, the following are the minimum bend radii, R, for the axis of the
waterway :
*
normal profile:
R=6L
*
constrained profile:
R=4L
where L is the length of the design standard vessel.
waferway
compartments
june
1996
3-7
n
Width allowance in bends
Because vesselsrequire a greater lane width in a bend, the available width must be greater in bends
than in the straight waterway compartments. The lane width in a bend is govemed by the bend radius
and whether or not a vessel is laden.
If R > 10 L it is not necessary to widen the bend.
In the other instances, at angles of arc (0) from 30 O,the allowance on lane width At, = C L2/R,
where the following values apply to C:
empty Class 1 to IV vessels:
empty Class Vb vessels:
empty Class Va vessels:
laden Class 1 to Va vessels:
laden Class Vb vessels:
c
c
c
C
c
=
=
=
=
=
0.50
0.35
0.30
0.25
0.10
At angles of arc B < 30 the width allowance may be multiplied by B/30.

In designing a waterway cross-profile the width allowances for each vessel (navigation lane) apply
at the leve1of the keel plane of the design standard vessel concemed.
At smal1 tangent angles (< 20 ) the differente in configuration between smal1 radii with a bend
widening or a radius R = 10 L without a bend widening is so smal1that R > 1OL is always chosen
in these instances.
For longitudinal flow velocities > 0.5 m/s frther research must be carried out to determine the bend
allowance.
n
Design of bemis
A bend widening is applied on the inner side of a bend in order to assist visibility and navigational
comfort. If the situation of a bend demands it, a two-sided bend widening (half of the necessary
widening on the inner, and half on the outer side of the bend) can be applied, or a one-sided bend
widening on the outer side of the bend.
The requirements imposed on bends at the junction of side docks and at bifurcation points and
crossings are less onerous than on bends on through waterways (see Sections 3.2.5 and 3.2.6).
The transition between the width of the straight length and the width in the bend should be a gradual
one in the ratio of 1:20, touching the arc (see figure 3.2.3.1).
waterway
compartmenrs
june
1996
3-8
Figure 3.2.3.1 Transition between straight length and bend
3.2.4
Wharves
w
The waterway managers management plan indicates where a wharf is necessary and/or
desirable.
Wharves must be avoided along the banks of very busy waterways (over 15,000 commercial vessels
per annum) with a normal profile, and certainly along Class V waterways.
For less busy waterways it is desirable that the design standard vessel tied up at the wharf should lie
wholly outside the theoretical bank line (i.e. the bank line of the adjacent canal compartments), if
possible. The wharf should therefore be set back by at least the beam of the design standard vessel.
The greater the length over which a waterway is flanked by wharves, the greater the decline in the
leve1 of traffrc flow. The number of existing wharves also affects the evaluation of the acceptability
of a plarmed wharf. There should preferably not be a continuous line of wharves, so that the true bank
line remains visible to passing vessels.
Special attention should be paid to the places where vesselscarrying dangerous substancesare loaded
or discharged. These should certainly be situated outside the (theoretical) bank line.
w
The depth in front of a wharf is, in principle, the same as that of the adjacent waterway. This
depth also applies to the transition from a wharf to the waterway. Responsibility for maintaining the
depth rests with the body responsible for the maintenance (generally the user) of the wharf.
The minimum length of the wharf is 1.1 x the length of the design standard vessel. The extra
length is necessary for tying-up and mooring manoeuvres. Where fixed loading and discharging installations are in use, greater length is needed for moving the vessel.
n
waterway
compartments
june
1996
3-9
w
A sudden change in the dimensions of the waterway cross-profile, e.g. at a wharf, can
adversely affect the steerability of vesselson the canal. The transition from a wharf to the waterway
must be gradual, at a shallower ratio than 1:2.
3.2.5
Junction with side docks
n
Where side docks join the waterway the view of passing vesselsfrom the vesselsleaving the
doek (and vice versa) must be suffciently assured on both sides. This is absolutely necessary if the
junction is als0 used as a tuming place.
There must be a triangle of unobstructed view on both sides, with a length of 5 L in the axis of the
through waterway and a length of L to the theoretical bank line along the side doek axis (see figure
3.2.5.1). These dimensions are keyed to the stopping length of the vessel.
The width of the doek must be at least 4 B (B = beam of design standard vessel) if vessels
are to be berthed on both sides. With busy side docks the angles at the entrance are bevelled, so that
the radius of the path of incoming and outgoing vessels amounts to at least 1.5 L.
n
Axls ofthrough
--------
watmvay
6L
-lm------
--.-
Figure 3.2.5.1 View at side docks
3.2.6
Bifurcation
points and crossings
w
As far as the view at waterway bifurcation points and crossings is concemed, the same rules
apply as for the view at side docks (see Section 3.2.5).
waterway
compaftments
june
1996
3-10
The minimum value for the radius of the bend between two waterway axes at bifurcation
points and crossings is 1.5 L.
8
Sufftcient space is present at bifurcation points and crossings to make it unnecessaryto carry
out bend widening to provide for the extra lane width of vesselsproceeding through a bend.
8
3.2.7
Tumiq
basins
m
Provision bas to be made in principle for tuming at a wharf, as vessels generally leave again
in the direction from which they have come. This tuming facility should be situated within an
acceptable distance of the wharf and, depending upon the use of the wharf, generally accessible by
vesselsproceeding ahead. In to avoid delays to trafflc on land, the tuming facility should preferably
be accessible without vessels having to pass under moving bridges. Entering a tuming facility astem
is acceptable only under exceptional circumstances and if other craft are not inconvenienced. The
distance over which vessels proceed astem should not be too great; the recommended maximum is
about 500 m. These rules may be applied with some flexibility on lightly used canals.
n
For side docks with a length greater than 4 or S x the length of the design standard vessel,
a tuming facility must be created at the end of the doek. If there is no separatetuming basin, use may
be made of the space at the T-junction. On a through waterway used by more than about 15,000
commercial craft a year, the tuming vessel must remain outside the half of the fairway on the other
side of the waterway.
The tuming facility is carried out as an open circle with a diameter of 1.3 x the length of the
design standard vessel L. This assumesthat the turning facility is not provided with a tuming post
or something similar. The depth within the circle should be the same as that of the waterway or
approach. Depending upon the local conditions, the use of a tuming post enables the required open
circle to be reduced to, say, 1.2 x the length of the design standard vessel. Particular attention should
be paid in al1 casesto protecting the bank from damage by propeller wash.
n
Long twin barge sets or combinations of a powered and unpowered barge can be uncoupled,
if necessary. There appears to be little point therefore in providing tuming basins in Class V
waterways for vessels longer than 110 m.
n
wafefway
compartments
june
1996
3-11
3.3
Waterway compartments for leisure craft
3.3.1
Introduction
The following components of waterway compartments for leisure craft are dealt with in these
guidelines:
n
straight waterway compartments (Section 3.3.2),

bends (Section 3.3.3),
bifurcation points and crossings (Section 3.3.4).
3.3.2
Straight waterway compartments
Free space profile
The rules for depth and width are given as a free space profile.
The depth is given relative to the low standard water level.
4B bas been adopted for the required navigable width of M and SM routes at the constrained profile
and 6B for the normal profile, with a side wind allowance in both cases. In this guideline, B is the
design standard vessel beam. The navigable width is given at a depth equal to the design standard
draught. These dimensions are relatively more generous than for commercial craft. The following
factors have played a part in the choice:
the relative inexperience of the leisure craft captain;
the greater waterway width required by leisure craft (less steady on course).
The determined profile dimensions for the barge yachts were determined in relation to the approach
adopted for commercial craft. This was done because of the greater skill of the captains and the
characteristics of these craft.
NO allowance was made for tacking by sailing craft. On longer stretches at least 30 m of waterway
width is needed for tacking by smal1 sailing craft up to c. 6 m long. About 20 m is acceptable for
shorter stretches. The minimum requirement for larger sailing vesselson longer stretches is 80 m and
50 m for shorter stretches.
In Table 3.3.2.1 the dimensions are given of the constrained and normal profiles for Classes 1 to 4
and for the barge yacht (BY).
Where a (S)M class is combined with a barge yacht class, the largest cross-profile covering both
should be chosen.
waterway
compartments
june
1996
3-12
Nonnal profile
CLASS
Constrainedprofile
Depth
Navigable
width
Depth
Navigable
width
SM1
SM2
SM3
SM4
1.55
1.80
2.10
2.30
21
23
23
25
1 45
1.70
1.95
2.10
14
15
16
17
Ml
M2
M3
M4
1.25
1.45
1.80
1.95
21
23
23
25
1.15
1.35
1.70
1.80
14
15
16
17
BYl
BY2
1.70
1.95
18
22
1.55
1.80
15
19
Table 3.3.2.1
Dimensions (m) of free space profile for straight cruising waterways
At volumes of 30,000 to 50,000 leisure craft passagesper annum the volume profile is applied. The
navigable width then equals the width for the normal M or SM profile plus at least 5 m width for
every 10,ooOpassagesabove a volume of 30,000 passagesper annum. This malcesno allowance for
tacking sailing craft, but allowance must also be made for the presence of the barge yacht. With the
volume profile, c. 0.3 m extra waterway depth is required to allow for wave action above the values
applicable to the normal profile.
Further research is advised for volumes in excess of 50,000 passagesper annum.
Routes through lakes and meres
Navigation routes which pass through lakes and meres receive an additional depth of 0.3 m to allow
for waves and wind set-up.
3.3.3
Bends
w
For waterways used exclusively by leisur; craft, the rules for the smallest category of
commercial craft apply in principle. The following supplementary and, where necessary divergent,
rules als0 apply:
Bend radii in longdistance Class 1 and 2 waterways must be at least 40 m, and at least 50
m for the larger waterway classes. These bend radii apply to the axis of the waterway.
Bend widening is carried out where bend radii (R) of less than 100 m and tangent angles (B)
of 20 o or more occur (see Figure 3.3.3.1). The bends of through Class 1 and 2 waterways
are widened by 1 m, and those of the larger waterway classes by 2 m. The bend widening
is intended as a width allowance in the plane of the design standard draught. The bend
widening should preferably be applied to the inner side of the bend.
waterway
compartments
june
1996
3-13
The transition between the width in the straight stretch and the width in the bend should be
a gradual one.
The transition length for Classes 1 and 2 is 20 m, and 40 m for the other classes.
Eend
wldenmg
Figure 3.3.3.1 Transition length and bend widening on cruising waterways
3.3.4
Bifurcation
points and crossings
n
So that he can proceed safely it is essential that the captain should be able to see what is in
his path. Although the stopping length for leisure craft is little more than 1 to 2 L, it should be
remembered that the leisure craft captain may require relatively a little more time and distance to
perform the necessary manoeuvres than the captain of a commercial vessel.
In the design of bifurcation points and crossings and the siting of buildings etc. along the waterways,
a free view of at least 5 L must be provided, measured in the fairway.
3.4
Waterway compartments for mixed traffic
Where a waterway carries both commercial and leisure craft, the profile embracing both
commercial and leisure craft should be applied. In practice, commercial vessels use the centre of the
waterway, while leisure crafi keep closer to the bank, which means that the available space is
efftciently used. Moreover, the peak period for leisure cruising often coincides with a quiet period
for commercial traffic.
n
Because of the additional space needed for the smaller leisure craft to counter the waves, careful
thought must be given to whether it is sufficient to choose the largest dimensions of the two guideline
systems. The pleasure cruiser proceeding along the bank also requires extra depth if it finds itself in
the suction of an overtaking commercial vessel. In such situations, at least the depth required for the
waterway
compartments
june
1996
3-14
constrained profle should be present where a broken profile is applied in the leisure craft lane (see
Table 3.3.2. l), augmented by up to 0.3 m to compensatefor the fa11in water level. The greater depth
is also required in the first section of a branch canal used for leisure cruising feeding into a main
waterway, in a doek or at a mooring site.
Further research is needed if the volume of either commercial or leisure craft exceeds 30,000
passagesper annum.
n
waterway
The rules formulated for commercial navigation apply to bends and visibility.
compattments
june
1996
Locks
4-1
DIMENSIONS OF LOCKS
4.1
Introduction
n
The dimensions of some of the existing locks wil1 differ from those proposed in these
guidelines. Minor departures need not lead immediately to navigationally unacceptable situations. The
manager must always take a critical standpoint in relation to the interest of the waterway and closely
examine whether the area to which these guidelines apply corresponds to the local conditions. The
extent to which the lock satisfes the navigational and other prescribed fimctions wil1 determine
whether it should be rebuilt. Section 6.9 contains criteria for evaluating the functional qua@.
Reconstruction and new building should be carried out in accordancewith these guidelines.

locks for commercial craft (Section 4.2),
locks for leisure crawl(yacht locks, Section 4.3),
mixed traffc locks (Section 4.4), and
guard locks (Section 4.5).
4.2
Locks for commercial craft
4.2.1
Introduction
n
These guidelines relate to locks in which the passagewidth in the lock entrance is equal to the
chamber width. Figure 4.2.1.l gives an overview of a lock complex.
The following
are the principal
dimensions
of a lock from the trafflc point of view:
the useful chamber length or locking length (the distance between the stopping marks);
the chamber width;
the si11depth;
the headroom at lift gates and at any bridges over the lock.
Section 4.2.2 gives only the dimensions of the minimum lock.
Where there is a large trafic volume (> c. 10,000 commercial passagesper annum) the number of
chambers and the chamber dimensions must be determined with the aid of simulation models. As a
means of enlarging the capacity of projected locks, consideration should first be given to increasing
the width, so that smaller vessels can lie alongside each other in the chamber. This reduces the time
taken by the design standard vessel to pass through.
locks
october 1998
4-2
Lock abutmsnts
IIIO
IIIIII
IIIII)
Water
Ime
---frma~--Watemwayawis-.-
_______-----.-
.-.-.-m----
Lay-by
Free epace
(L
_ _
(optionel)
L
Walting
space
_ _
L
Lock Approach
Partsof the lock:
Partsof the lock approach:
. lock chamberwith steps,mooring

rings and bollards
. lock abutmentswith gates
. levelling arrangement
(gatesor culverts)
. service buildings
. navigation srgnals
. lights
. communication equipment
. safety devices
.
.
.
.
Entrance
Lockchamber
LI
*
entrancewith guide walls

waiting spacewith moormgs
lay-by with moorings (optional)
free space
(manoeuvring spacefor mooring and the
transition to the waterway profile)
Figure 4.2.1.1 Diagram of a lock with lock approach
Besides the principal dimensions, the lay-out of the lock (Section 4.2.3) and the lock
approaches(Section 4.2.4) are of importante.
n
These guidelines are not concemed with the dimensions and design of the outer abutment and
the gates in the context of water control requirements. For these, reference should be made to the
guide lines of the Advisory Committee for Water Control Works (TAW).
n
4.2.2
Dimensions
The volume of lockage water is proportional to the rise and the chamber length and width.
Besides the amount of the construction costs, this may be a reason for keeping the two dimensions to
a minimum. The need to avoid touching the bottom has to be taken into account in deciding on the
lock depth; the wetted profile needed for vessels to leave smoothly is important for the width and
depth combined.
n
locks
october 1998
4-3
n
Taking into account the constraints and experiences referred to in Chapter 2, the dimensions
in Table 4.2.2.1 apply to the chamber. The dimensions given are the minimum dimensions to enable
design standard vesselsto passthrough reasonably smoothly. The ideal dimensions can be determined
by optimisation.
ChSS
Lock length
LW
W
Chamberwidth
Wc)
(m)
Sill depth *
43
62
75
75
90
95
125
210
6.0
7.5
8.0
9.0
9.0
10.5
12.5
12.5
2.2 + 0.6 = 3.0

2.5 + 0.6 = 3.1
2.5 + 0.6 = 3.1
2.5+0.6=3.1
2.5 + 0.6 = 3. I
2 8 + 0.7 = 3.5
3.5 + 0.7 = 4.2
4.0 + 0.7 = 4.7
1
(1:a)
111
(Illa)
IV
Va
Vb
Cm)
(Ha) only in the event of rebuilding

(Illa) length of design standardvessel80 m
For the passageheight (at lift gatesor bridge) seeSection 5.5
* sill depth = design standarddraught + underkeelclearance
Table 4.2.2.1
Dimensions of locks for commercial vessels
In calculating the chamber width, allowance was made for the use of wood fenders during mooring (2
x 0.2 m).
The constrained width dimensions given in the table presuppose the presence of solid guide walls to
assist locking in. A wider entrance would permit guide walls of more modest dimensions. A choice
can be made through tost optimisation.
The headroom at lift gates and bridges is dealt with in Section 5.5.
4.2.3
Layout
Stop hes and distance markings
The form and dimensions of stop lines and distance markings have been laid down by the Navigation
Signs Guidelines Committee.
For stop lines the following are the minimum distances to characteristic points:
with
with
with
with
with
locks
mitred gates, 1 m from the gate recess for Classes1 and 11,and 2 m for the other classes;
gates at right angles to the lock axis, 2 m from the gate recess;
a sill in the upper gates which is higher than the chamber floor: 2 m fiom the sill.
protected lock gates: 1 m from the intercepting structure;
locks with ebb and flood-tide gates: apply stop lines to both the ebb and flood-tide gates.
october 7998
4-4
With some types of filling and emptying systems, longer distances may be necessarythan those given
above.
Distance markings must be painted from the stop lines at 5 m intervals over a length of 20 m (Classes
1 and 11) or 40 m (other classes). They must be clearly visible on the lock wall and coping leve1 at
both high and low water leve1 from both laden and unladen vessels. With a minimum lock it is
sufficient to paint the markings on one side. With wide chambers (over 12 m) they must be painted on
both sides.
Bollards and mooring rings
Horizontal dimensions:
Because the bollards are often placed further forward on vessels with a pram bow than on a
conventional vessel, in order to make the best use of the locking length, it is desirable for there to be a
relatively short distance to the mooring rings and the bollards in the neighbourhood of the stop line in
Class V waterway locks, so that the most suitable can be chosen for each vessel. This gives the
following bollard distances from the stop line: 0 - 10 - 10 - 15 - 15 m etc. These distances can also be
employed for the smaller classes.
*
Vertical dimensions:
The lowest mooring ring is situated about 1.5 m above the low standard water level, but not more than
1.75 m above the minimum locking level. The topmost ring is placed as close as possible under the
edge of the coping level. The vertical interval is about 1.5 m. A bollard is placed above a vertical row
of mooring rings. Heights are measuredfrom the base of the bollard.
*
Symmetry:
Bollards and mooring rings are placed symmetrically on both sides of the lock.
*
Strength and design:

Bollards and mooring rings should be designed to withstand a tractive force of 100 kN for Classes 1
and 11, 150 kN for Classes 111and IV, and 200 kN for Class V. The tractive force must be absorbable
both in the direction parallel to the chamber wal1 and at right angles to it. In terms of the form and
direction of the tractive force, the top of the uppermost bollard must be designed to withstand the
fairly steep hawser of an empty vessel.
*
Floating bollards:
Floating bollards are used where there are large lifis, provided their use is economically justified.
There should preferably be two bollards on each float, one for laden and one for empty vessels. Table
4.2.3.1 gives the heights of the basesof the low and high bollards above the water surface.
Where it is not possible to place two bollards on one float, high and low bollards wil1 have to be
mounted altemately on adjoining tloats, with a high and a low bollard being placed as close together
as possible at the ends of the lock (distance c. 5 m).
If it is decided to apply a single height measurement,the last column of Table 4.2.3.1 wil1 apply.
The hawser guide of the high bollard in the neighbourhood of the pile tap should receive special
attention.
locks
october 1998
4-5
Class
Low bollard
High bollard
Smgle bollard
1
11
111
IV
V
15
1.5
1.5
15
2.0*
2.5
30
3.0
3.5
3.5*
2.0 - 2 5
2.0 - 2.5
2.4 - 2.5
2.4 - 2 5
Don? do it
all heights in (m) above the water surface

* allowing for smaller vesselsthan ClassV;
special attention to top of bollard to accommodatesteephawsers
Table 4.2.3.1
Height of bollard base for floating bollards
Ladders
Ladders are placed on both sides of the lock at distancesof not more than 30 m apart. They are placed
in principle alongside a vertical row of mooring rings at a distance not greater than 1 m. Place the first
ladders 5 m from the stop line.
The bottom of the ladder extends to 1 m below the minimum locking level. Hand grips are fitted at the
junction with the coping level.
I
Coping leve1and abutments
Height in minimum lock:

The coping leve1of the minimum lock must be situated at 1.5 m above the maximum locking leve1for
Classes 1 to IV, and at 2.5 m for Class V. For Class V, both the lock abutments and the guide
structures at the lock entrance must be situated at 4.5 m above the maximum locking leve]. With a
lower lock abutment the guide structure must be extended somewhat in order to avoid problems
caused by the projecting sterns of empty push barges.
*
Wind nuisance and height at wide locks:
In a Class V lock, which is considerably wider than the minimum lock, vessels may lie at an angle in
the lock, so that their push stem projects beyond the chamber wall. Tbe manager must himself
consider whether, in his situation, the frequency of the passageof high push barges, cross winds and
high water levels justifes maintaining a higher coping level.
For all waterway classes,two or more vessels may lie alongside each other in locks wider than 16 m.
Depending upon the local situation, the planting of a dense shelter belt may be desirable where this
occurs.
*
Personal safety:
If the coping leve1 is situated more than 2.5 m above the minimum locking level, a fence must be
erected behind the bollards. Such a fence is always desirable at locks used by leisure craft or where
sightseersare admitted to the coping level. Rescue equipment and frst aid supplies must be present in
a clearly visible position.
locks
october 1998
4-6
*
Bollards and mooring rings:
A vertical series of mooring rings must be inserted into the lock abutment outside the lock gates on
both sides of the chamber at intervals of about 1.5 m for the use of service vessels. The bottom
mooring ring is situated at 1.5 m above the low standard water leve1 and the top one as close as
possible under the edge of the coping level. A bollard is placed above the row of mooring rings at the
coping level.
Bollards are placed on the guide walls adjoining the entrance structure, the frst at about 15 m from
the bollards on the coping level, and the remainder at intervals of about 25 m. If the height of the
guide walls above the high standard water leve1 exceeds 3 m, mooring rings or bollards must be
placed under the bollards. The vertical distance between them is about 1.5 m, with the lowest one at
1.5 m above the low standard water level. At a distance of 10 - 20 m from the lock abutment a ladder
must be fixed to each of the two entrance structure arms, extending to 1 m below the low standard
water leve1or 1 m below the minimum locking leve].
I
Protecting the lock gates
It may be desirable to fit a protective structure (catching device) to the gates in some instances.
Information about this can be obtained from the Transport Research Centre of the Directorate-Genera1
for Public Works and Water Management.
I
Miscellaneous
*
*
Equip each lock with a marine telephone.

Where the lock is centrally operated, provide for communication by means of telephones on
posts in the waiting spacellay-by.
Instal an aural device for indicating when levelling will begin.
Provide fire extinguishers.
Ensure that the lock is accessible to ambulances and fire engines.
Take measuresto combat ice accumulation at mitred gates.
Design the operating mechanism of the gates to allow the gates to be opened when there is
only a smal1lift (0.1 - 0.2 m).
Instal a public address system.
Where a lock has a strict draught restriction, it is recommended that a depth gauge be
installed on the bed of the lock approach, at a sufficient distance ahead of the lock gate.
Fit staff gauges near the gates, inside and outside the lock. Where locks are centrally
operated, the water levels must be indicated in a centra1position.
Paint a vertical white strip at least 0.3 m high on the lock axis on the chamber side of the
gates to assist with estimating the distance of vesselsfiom the closed gate.
Ensure that the correct signals are given.
4.2.4
Lock approaches
*
*
*
*
n
These guidelines are limited to the principal dimensions and a few general aspects of lock
approaches,with the aim of giving an overall understanding.
It is supposed that now or in the near future almost all inland barges wil1 be equipped with a bow
propellor.
locks
october 1998
4-7
Situation of the lock approach
The lock approach must be straight over the whole of its length; the axis should preferably coincide
with the axis of the lock (see Figure 4.2.4.1).
brphin
Yva*rm
Ap--------&I
J
*)
Bk
-------S
B
Depth Imeofmax. pe
-.-.-.---.-.-.-.-.-.-.-.~.-w~Y~mspace
where many empty cti enterthe lock and the windcausesdifflculties, let B = 0.7
Blc = chamberwidth
S = safety lane
D = distance between the prolongation of the chamber wall and the inner side of the fender wall of the lay-by or the
depth line in the keel plane of laden vessels,measuredat right anglesto the lock axis
Bnl = width of navigation lane
B = beam of design standardvessel
Figure 4.2.4.1 Layout of lock approach

If the local situation requires it, the axis of the lock approach may be tumed somewhat relative to the
lock axis, but it must be carried out in such a way that vessels leaving sail clear of the moored craft.
Dimensions of the lock approach (Figures 4.2.1.1 and 4.2.4.1).
Width:
The waiting space must in principle provide space for as many vessels as can be locked in one
operation. The width of this space is therefore equal to the chamber width Blc. The width of the
locking-out lane is also equal to Blc. With the two adjacent safety lanes this locking-out lane is
comparable with the single-lane waterway profile.
*
Length:
The length is determined by (see Figure 4.2.1.1):
the length of the entrance structure Le;
the length of the waiting space Lw;
the length of the lay-by (optional) Llb;
the length of the free space Lfs.
october 1998
4-8
The functions of the entrance structure are:
to provide visual guidance;
to provide physical support or guidance for the fore part if the vessel is not properly on
course for the lock entrance;
to prevent a vessel that lies somewhat athwart the lock approach becoming jammed in the
lock abutment.
The entrance structure should be constructed as symmetrically as possible so that bank suction on
both banks is the same and also for a pleasing visual effect. The dimensions of the entrance structure
follow from Figure 4.2.4.1. The guide structures or guide walls have a slope of between l:4 and 1:6.
In the case of Class Va and Vb vessels, if the design standard vessel is frequently used, it is
recommended that the straight entrance structure arms are connected to the lock abutment by a curved
section (in connection with push barge sterns, see Figure 4.2.4.2); this recommendation does not
apply to locks wider than the minimum lock.
-.-_-.-_-
Lockaxis .-.-.-.-.-.---.-.-.-__
S
B
Lay-by
I waiting
space
I
l
--I
3,04a (4,033
l.~a(l,SW
For an explanation of the symbols seeFigure 4.2.4.1
Figure 4.2.4.2 Curved junction of guide walls with lock abutment

The length of the lay-by is 1.O to 1.3 times the lock length Lic. A waiting space is only needed if
demurrage is a regular occurrence. In some cases waiting can be prevented by adapting the speed of
the vessel on the basis of communication between the vessel and the lock. Vessels will generally
speaking not tie up if waiting times are less than about 10 to 15 minutes.
If a waiting space is an extension of the lay-by (see Figure 4.2.1.1X it is given the same width as the
lay-by. The length depends on the number of vessels that can be expected on a busy day. If located
across from each other, lay-bys and waiting areas can be used for each others purposes. If the
amount of traffic is unbalanced, this can avoid the situation where there is a need for waiting space on
only one side of the lock.
There has been an increased demand for places for vesselsto spend the night since the Navigation
and Rest Times Decree came into effect (Refi Inland por&, inventory of design aspects, K.S.V.
Schuttevaer/Dutch Department of Public Works (Rijkswaterstaat)). Existing waiting spacecan be
used for vesselsto spend the night or additional facilities can be constructed in the vicinity of locks as separateas possible from lock traftc - or elsewhere. In principle the design of places to spend the
night is based on mooring vesselsone abreast in connection with the prescribed uninterrupted rest
times. There are three categories of resting vessels:
locks
october 7998
4-9
-
tachograph users; they rest at any period during the day and tie up one abreast;
the daytime and semi-continuous trafftc (without tachograph); these vesselscan tie up more than
one abreast in clusters, limited by the lane widths maintained in the waiting spaces.
vesselstied up for the weekend; these can also tie up more than one abreast.
Quiet areas need to be created where vesselscan spend the night, for example in the fender walls of
a lock not used at night, or behind fender walls. In the case of continuous lock operation, these areas
must be kept as separateas possible from lock traffic.
For vessels flying cones, a separate waiting space/lay-by must be provided in conformity with BPRregulations. An examination of the standard traffic composition can provide guidance here. The
waiting space/lay-by must be accessible from the bank for emergency services.
The overall length of lay-bys and waiting spaces has to be geared to the overall needs in the design
year for locking and spending the night. These types of factors can best be estimated by means of
simulations using computer programs, for example SIVAK
*
Depth:
The depth of the lock approach is the same as that of the adjoining waterway and, in order to prevent
sedimentation on the sill, greater than the si11depth.
*
Summary of horizontal dimensions:

Table 4.2.4.1 gives the dimensions for the horizontal parametersdiscussed in this section.
class
1
11
Ha
111
IIIa
IV
Va
Vb
WW
(4
5.1
6.6
7.2
8.2
8.2
9.5
ll.4
11.4
6.0
75
8.0
9.0
9.0
10.5
12.0
12.5
uoww
(-)
3.0
3.5
4.0
4.5
5.0
5.0
6.0
7.0
5.0
6.0
6.5
7.5
8.5
8.5
10.5
ll.5
1.0-1.3
1.0-1.3
1.0-1.3
1.0-1.3
1.0-1.3
1.0-1.3
1.0-1.3
1.0-1.3
Blc = chamberwidth
S = safety lane
D = distance at right angles to the lock axis between the prolongation of the chamber wal1 and the inner side of the
fender wal1 of the waiting spaceor the depth line in the keel plane of laden vessels
Lw = length of the waiting space
Llc = chamberlength
Table 4.2.4.1
Overall horizontal dimensions of lock approach
Lock approach to a lock complex with two chambers:

Figure 4.2.4.3 gives examples of a lock complex with two identical locks for a situation with and
without central fenders.
locks
october 1998
4-10
1111
1111
Ilil
1111
IIIII!I
IIIIIII
IIIIIII
w*I~itingspace
26,+2s+38
+
-------
$i
Lay-bY
III,I,I
- v
IIIII,l
l Lay-byI~iargspace
/,IIIII
For an explanation of the symbols secFigure 4.2.4.1
Figure 4.2.4.3 Approach to a lock complex with two identical locks with and without a central
fender wall
Approaches to a lock in a waterway afJectedby a current
At locks which are situated near a waterway where the water has a certain flow velocity, special
attention must be paid to the design and dimensioning of the lock approaches where the current flows
past the lock approaches. With ponded-up rivers this applies particularly to the upstream side where
vessels have to enter the lock approach in front of the flow. There must be a generous accessto the
lock approach, with sufficient space immediately behind the entrance to allow the vessels entering to
carry out course corrections.
Lock approaches aflected by a dischargeflow
The two commonest discharge flow situations are:

a.
b.
water transport along separate conduits situated on either side of the lock chamber with
inflow and outflow openings in front of the lock abutments (see Figure 4.2.4.4);
water transport along an open watercourse situated on one side of the chamber with inflow
and outflow openings in the transition from the lock approach to the adjacent canal pound
(see Figure 4.2.4.5).
Ca> Where water transport takes place along separate conduits, attention should be paid to the
following points on the water extraction side (acceleration zone):
-
locks
The flow pattem must be as symmetrical as possible.

In order to assist tying up in front of the flow, the longitudinal flow must be restricted to 0.30
m/s during chamber filling and water extraction. There must be no cross flow;
october 1998
4-11
posSI0LE
SOLLUWU
FDU GUDEWALIS
Figure 4.2.4.4 Lock approaches with water transport along conduits past the lock chamber, with a
waiting space on one side
POUND
WATER
-----
course
WITH
EXTRACTION
-----
POUND
WATW
Dlvislon betweon
open water
courso and lock approach
and lock approach
I
I
i----
WITH
DISCHARGE
.-.-------.---:-.-.-;---.-.---.-.-.---.-.-.Lockaxls
Waltlng
spaco
0~0eamofdeslgnstandadvessel
Figure 4.2.4.5 Lock approaches with a flow originating from water transport along an open
watercourse, and with a waiting space on one side
locks
october 7998
4-12
For vessels entering from the waiting space, cross flow must be avoided in the immediate
vicinity of the abutment; this can be achieved by partially sealing the guide wall from the
abutment end and providing it with gradually larger openings farther upstream (see Figure
4.2.4.4).
The guide wal1 bumper boards continue from the abutment to the fender wall of the waiting
space in order to provide mechanica1guidance.
With a waiting space on one side only, it is advisable to place some posts on the opposite side
on the line of the closed entrance structure arm.
The following applies on the water discharge side (deceleration zone):
The flow pattem must be as symmetrical as possible in order to reduce the occurrence of
eddies and limitation of the flow gradients.
Cross flow must also be avoided here.
Where water is transported along an open watercourse, the following points require attention
on the water extraction side (acceleration zone):
(bl
Where there is a waiting space on one side, it should preferably be situated opposite the
extraction point.
Limit the cross flow to 0.3 m/s; longitudinal flow is less of a problem here.
The following applies on the water discharge side (deceleration zone):
The angle between the axis of the water flow from the discharge point and the canal must be
small.
The discharge point must be situated more than 15 m in advance of the start of the laybyiwaiting space.
Where there is a waiting space on one side, it should preferably be situated on the side
opposite the discharge point.
The transverse component of the outflow in the bank line must be less than 0.3 m/s and the
longitudinal component less than 0.5 m/s.
It is advisable on safety grounds to lay a cable with floats as a bank marker at the discharge
point.
I
Guide and fender walls
Research into guide and fender walls is being carried out by the Transport Research Centre and the
Civil Engineering Division (both part of the Directorate-General for Public Works and Water
Management). The present guidelines are therefore limited to giving some genera1 rules for the
principal dimensions and design. The heights given relate to the standard high water leve1in the lock
approach.
locks
october 1998
4-13
Class
Height (m) l *)
*)
** )
11
IIa
111
IV
1.5
2.0
2.0
2.0
25
*)
For ClassV the helght is keyedto that of the lock abutmentand coping level.
In [m] comparedwith the height of the standardwater leve1in the approaches.
Table 4.2.4.2
Height of the upper side of the uppermost guide wall bumper rail
The situation and the layout of the guide walls in the entrance structure have been illustrated above.
The following are supplementary points:
The dimensions from Table 4.2.4.2 apply to the height of the upper side of the uppermost
bumper rail of the guide walls.
If the entrance structure consists of sheet piling or a retaining wall, the latter need not be
higher than the coping leve1to which they abut, for classes1 thru IV.
If a guide wall is significantly higher than the connecting lock coping, this height differente
has to be accommodated step-by-step.
The vertical distance between the bumper rails must be chosen such that the (push) stem of a
vessel does not come into contact with the structure where the bumper rails are fxed. This
dimension is approximately 0.5 m. This also provides good wind protection. This distance
also applies to bumper rails on sheet piling and retaining walls.
Except for the situation shown in Figure 4.2.4.4, underwater guide walls should preferably be
open and located symmetrically relative to the lock axis in order to prevent suction
phenomena.
The distance from the underside of the lowest bumper rail to the low standard water leve1
may not be greater than 0.2 m, and 0.5 m to the minimum locking leve]. In the case of
freestanding guide walls, the underside of the guide wall may be extended to 0.5 m below the
low standard water leve1by means of an underwater bumper rail (floating jetty) or by means
of blocks.
In the case of a freestanding fender wal1 and a water leve1variation of more than 0.5 m to 1.0
m, it is advisable to construct a floating guide wall. Floating guide walls are made from steel.
They can be mass-produced and they are easy to maintain in a shipyard. Figure 4.2.4.6 gives
two examples.
I
Implementation and arrangement of waiting space and lay-by
The following are the options for the implementation of the waiting spaceand lay-by:
by means of mooring posts;
as a freestanding or floating fender wall;
as sheet piling or retaining wall.
Types (a) and (b) are spnmg, whereas type (c) is rigid. The selection of a rigid or sprung structure is
determined by local circumstances. In this regard the depth of the water relative to the distance
needed between the point where the load acts and the bottom is important in order to give a sprung
structure sufficient opportunity to absorb enough energy.
locks
october 1998
4-14
Types (b) and (c) provide a continuous mooring facility. Generally speaking these are preferred to
type (a) because:
-
they are more suitable for use by vesselsof different lengths;

they are better able to withstand imperfect mooring manoeuvres;
they have a simple connection to the bank;
there is a good connection to the entrance structure.
Preferente is only given to type (a) from the point of view of tost in cases where there are separate
waiting spacesand for locks with a modest volume of trafftc.
Double-sided use of single-sided structures is permissible when designed as a place to spend the night
in connection with the desired peaceful location, but it is not recommended.
The implementation of lay-by places using mooring posts is discussed in Section 5.2.6.
The waiting spacesand lay-bys must be accessible fiom the bank so that the emergency services can
do their work.
The dimensions for the plating of bollards, mooring rings and ladders on the fender wall and
retaining wall can be derived from those given for the chamber walls in Section 4.2.3. Ladders are
attached to mooring posts where there is a connection to the bank (at least one connection per three
posts).
Lay-bys and waiting spacesthat have also been designed as places to spend the night need to have the
following facilities:
- a lighted mooring facility with a good connection to the bank; take smal1vessels into account
when the design is based on mooring posts;
- a facility for disposing of domestic and smal1quantities of chemical waste;
a car jetty in the vicinity at a suitable location in the approaches; at least one facility for
unloading/loading a car.
I
Lay-by for vesselscarrying dangerous substances
The guidelines for the siting and arrangement of lay-bys for vessels carrying dangerous substances
(vessels flying cones) are given in the BPR and the ADNR.
The minimum distance between a vessel flying cones that takes up a mooring and a vessel not flying
cones is 10 m for a vessel flying one blue tone (or showing one blue light), 50 m for two blue cones
and 100 m for three. A vessel flying one blue tone may moor alongside another vessel flying one
tone. The distance from the built-up area is 100 m for one and 300 m for two cones.
At locks where these distances cannot be achieved, no separate lay-by for vessels flying cones can be
provided and these vesselsmust wait outside the lock approach until they can be locked.
locks
october 1998
4-75
4.3
Locks for leisure craft
4.3.1
Introduction
Locks for leisure craft are found in cruising waterways and in mixed traffic waterways. For
mixed traffic, the building of a separate yacht lock is recommended if there are more than 10,000
commercial passages(including barge yachts/charter craft) per annum.
n
This chapter gives the standards for the dimensions and design of such a lock. The following will
receive attention in turn:
the dimensions of the lock chamber (Section 4.3.2);
the layout of the lock chamber (Section 4.3.3), and
the lock approach (Section 4.3.4).
4.3.2
Dimensions
The dimensions of a yacht lock are govemed by:
the volume of leisure craft;

the dimensions of the yachts;
the dimensions of the maintenance plant;
the type of leisure craft using the waterway: motor vessels,sailing craft or combined route;
possible function as a reserve lock for commercial craft.
The dimensions of the design standard yachts are given in Table 2.2.2.1.
The manager determines which route type is applicable.
n
The dimensions of the yacht lock must be determined in all casesby means of simulations.
The following dimensions are indicative:

The sill depth is equal to the draught + 0.4 m.
At a traffc volume of 10,000 leisure crafi per annum, the lock must be able to accommodate
four vessels(two abreast, two in line). The applicable length and beam are those exceeded by
about 30% of the crat?. The chamber width should be twice the beam of the 30% yacht + 1
m, but should not exceed 8 m.
At a volume of 10,000 to 25,000 leisure crafi per annum the chamber length will have to be
greater, but the lock should not be larger than 8 x 60 m x m. Where a greater length is needed,
it is better to build a chamber 10 - 12 m wide.
locks
october 1998
4-16
Where the traffic volume exceeds 25,000 leisure craft per annum, simulations wil1 yield
roughly the following dimensions: a chamber width of 10 - 12 m, and a chamber length of 80
- 120 m.
The vertical dimensions must be kept as smal1as possible. It is recommended that 1 m above
the high standard water leve1 be taken as the height of the coping leve], provided that the
height above the maximum locking leve1does not drop below 0.5 m.
The dimensions given for the chamber length apply between the stopping marks.
If the yacht lock is also used as a reserve lock for commercial craft, the dimensions of the
minimum lock given in Table 4.2.2.1 must be taken as the lower limit.
The clearance height at bridges is discussed in Section 5.5.
4.3.3
Layout of yacht lock
The following recommendations are made for the layout of a yacht lock:
In designing a levelling system, account should be taken of the sensitivity of yachts to
turbulente and translation waves.
The chamber wall should be smooth.
Construct the inner gates of locks in a tidal area as a smooth wall.
Where there is a rise of less than 4 m, place toggles in the chamber at a horizontal interval of
about 5 m. The bottom toggle should be sited at 1.25 m above the low standard water level,
provided that the height above the minimum locking leve1 does not exceed 1.5 m. The
uppermost toggle is placed as high as possible. The vertical distance between the toggles is
about 1.25 m. The frst row of toggles is placed as close as possible to the stopping mark.
Above each row of toggles a toggle is placed on the coping leve1as close as possible to the
chamber wall. If the coping leve1is less than 1 m above the average leve1of the higher pond
and the rise is less than 0.75 m, a pipe structure is erected on the coping leve1 between the
toggles.
Where there is a rise of more than 4 m and/or a rising/fall velocity of more than 1 m/s, use a
vertical mooring post or floating bollards instead of toggles.
Attach ladders to both chamber walls. They should extend to 1 m below the minimum locking
level. The maximum distance between the ladders is 15 m, and the first ladder is placed 5 - 10
m from the stopping mark. Fit hand grips at the coping leve1above the ladders.
Dimension the toggles to a maximum tensile force of 40 kN. Design the toggles in such a way
that, even if the hawser is at a steep angle, it does nor easily slip off them.
Where there is a rise greater than 1 m, provide an emergency stop to enable levelling to be
interrupted.
Paint stopping marks at a distance of 1 m from the gate recess.
Instal staff gauges near the gates inside and outside the lock.
locks
october 7998
4-17
4.3.4
Yacht lock approach
Location of yacht lock.
The situation of the yacht lock must allow the separation and merging of commercial and leisure crafl
to take place well outside the approach to the lock for commercial craft. the aim should be to allow
the two traffic flows to observe each other over a suffcient distance in advance of the merging point.
Dimensions of yacht lock approach
The diagram reproduced in Figures 4.2.1.1 and 4.2.4.1 also applies in principle to this lock approach,
except that the following qualifications and dimensions apply:
The angle of divergente of the entrance structure arms is 1 : 3.
Where there are more than 2,000 passages per annum, proceed on the basis of a waiting
space/lay-by on each side, which serve altemately as waiting spaceand lay-by.
The waiting space must be large enough to allow a complete chamber filling to moor there
comfortably at not more than two abreast.
The width Blc is equal to the chamber width up to a maximum width of 7 m.
Up to a chamber width of 7 m, the length of the waiting space L, is 1.2 x the locking length.
For a chamber width of 8 - 10 m, this ratio is 1.5 - 1.8.
For smal1locks (up to 6 yachts in the chamber) the free space Lvr is 60 m. For more than 6
yachts in the chamber this dimension becomes 10 x the number of yachts.
If a moving bridge is built over the waterway outside the free space, the above distance
applies to the beginning of the waiting area in front of the bridge.
The safety lane S (see Figure 4.2.4.1) is 2 m wide. Where there is a waiting space on only one
side the value for the distance D is 5 m.
The depth of the lock approach must be at least equal to the sill depth of the lock abutment.
Allowance should be made for special circumstances such as translation waves.
I
Implementation of a yacht lock entrance structure and waiting space/layby.
The carrying out of the waiting space/lay-by for leisure crafi as a sheet pile wall, quay wall or fender
wall is described in Section 4.4.
The same method of implementation can be used for the entrance structure, excluding the toggles,
mooring posts, mooring rings, ladders and footbridges, although a number of bollards must be
provided for maintenance vessels,and a horizontal warping rail on the uppermost bumper board.
locks
october 1998
4-18
4.4
Mixed traffic locks
4.4.1
Introduction
n
This section has been written as an extension of Section 4.2. The dimensions of leisure craft
are such (see Chapter 2) that they can always be locked in a chamber able to accommodate
commercial craft of Class 1 and over, so that chamber enlargement will be necessary to accommodate
mixed traffic only if there is a high volume of traffic (Section 4.4.2). In all cases,additional provision
will have to be made in the arrangement of the lock (Section 4.4.3) and its approach (Section 4.4.4).
4.4.2
Dimensions
If the capacity of a lock becomes too smal1for the combined trafftc flow (at more than about 10,000
commercial passagesper annum), a solution for extension will have to be found using a simulation
model and tost-benefit analysis. The first choice in this instance would be a separate chamber for
leisure craft (yacht lock); it is recommended that such a lock be made large enough for it to be used as
a reserve lock for commercial craft. The yacht lock is discussed in Section 4.3. The second choice
would be an enlarged chamber. The chamber can be enlarged either in length or in width (see Figure
4.4.2.1). The advantagesof a widened chamber over a lengthened chamber are:
The capacity is also increased for commercial craft separately (during the winter half of the
year);
Leisure craft are less affected by propeller wash from commercial craft.
The disadvantagesof a widened chamber over a lengthened chamber are:
the construction of the lock is more expensive;
there is a greater threat to the safety of leisure craft.
The lengthened variant is preferable because of the greater safety for leisure craft. Commercial craft
are expected to leave the lock carefully (in order to limit propeller wash).
4.4.3
Layout of mixed traffic lock
w
The following additional provisions need to be made in a lock designed solely for commercial
traffic if it is to accommodate mixed trafftc:
*
*
*
locks
The design of the system for filling and emptying the chamber needs to take into account the
sensitivity of yachts to turbulent water movement.
The chamber walls must be smooth.
Where the rise in the chamber wall between the mooring rings for commercial crafi = < 6 m,
insert toggles (with 40 kN shearing pins) for leisure craft at horizontal intervals of about 5 m.
october 7998
4-19
*
*
*
*
Insert the bottom toggle 1.25 m above the low standard summer water level, but not more
than 1.5 m above the minimum locking level. The vertical interval between the toggles is
about 1.25 m; the top one rests on the coping level. If the rise is less than 0.75 m, install a
horizontal warping rail on the coping level. The length over which the toggles are inserted in
the chamber walls is dependent on the type of lock (lengthened or widened) and the volume
of leisure craft.
Where the rise = > 6 m or where there is a rising and falling velocity of > 2 m/minute, use
floating bollards. Instead of fixed toggles use toggles on floats or vertical mooring posts.
At locks in the tidal zone attach toggles with shearing pins to the inner gates.
Over the length of chamber wall which has been adapted to leisure craft, the maximum
distance from the ladders is 15 m. A stowed ladder may take the place of a row of toggles.
Fit hauling chains for open sailing craft.
A---j--
++
Space
between
vosaols
I/
Mm
u-,
--I-
Extra width
relative
ta
*Sm
c3a-D
3,
- -+-
r&nT&=
Figure 4.4.2.1 Chamber enlargement for the combined locking of commercial and leisure crafi
4.4.4
Approaches to mixed
traffk
locks
w
The following supplementary requirements apply to approaches to mixed trafftc locks as
against those used solely by commercial craft:
*
locks
The overall length of lay-bys and waiting spacesfor commercial craft and leisure craft must
be geared to the overall needs in the design year for locking and spending the night. The three
standard situations for the volume of traffic which have to be taken into account are:
4-20
*
*
*
*
locks
- the standard week for commercial craft;

- the standard week for leisure craft;
- an average week for both commercial and leisure craft.
These types of factors can best be estimated by means of simulations using computer
programs, for example SIVAK.
Where there are many leisure craft, they are preferably given their own waiting space with a
minimum length of 30 m. The traffic intensity determines whether a longer facility is needed.
It must be possible to assemblethe maximum number of leisure craft expected per locking
operation, based on mooring two abreast. The lay-by must be kept outside the trafftc lane (see
Figure 4.2.4.1). The water depth in the lay-by must be in accordance with the guidelines for
recreational waterways.
In case only one lay-by is available for commercial navigation, the lay-by for leisure
navigation is on the other side of the waterway, as close to the lock as possible
Where leisure craft and commercial craft cannot be separated, the leisure craft can use the
waiting space of the commercial craft. In some casesthe waiting space for leisure craft can be
placed behind that for commercial craft (along behind solution). If the lay-by for
commercial craft is made up solely of mooring posts, a jetty (freestanding or floating) has to
be provided for leisure crat?.
Where the water leve1 is reasonably stable, the following standards apply to the arrangement
of the waiting space:
Where the waiting space is situated along a sheet piling wall, it is recommended that the
bumper boards be positioned as shown Figure 4.4.4.1. In the lock approach, where the
minimum locking leve1can occur, the lower edge of the bottom bumper board should not be
more than 0.5 m above that level. The indicated height of the pile tap is determined by the
waterway class. With high walls the vertical interval between additional bumper boards is
about 1 m. The horizontal distance between the toggles is about 5 m; the frst is placed about
3 m from the stop sign. A horizontal warping rail is placed between the toggles.
Where there is a quay wall without bumper boards, the toggles/mooring posts are placed on
the coping leve1 as they are with sheet piling walls. Mooring rings are fxed to the wall in
conformity with the pattem for toggles in bumper boards on sheet piling walls described
above.
Ladders extending to I m below the standard water leve1are attached to sheet piling walls
and quay walls. The horizontal distance apart is less than 30 m; the first ladder is sited at not
more than 10 m distance from the beginning of the waiting space. Handgrips are ftted to the
tops of the ladders.
Where the waiting space is carried out as a fender wall, the dimensions shown in Figure
4.4.4.2 are recommended. The positioning of bumper boards, toggles/mooring posts and
ladders is the same as for sheet piling walls. The footbridge along the fender wall has a
branch to the bank.
In the case of approaches with a widely varying water level, floating jetties equipped with a
horizontal pipe to fix the mooring lines are preferred for leisure craft (see Figure 4.4.4.3).
The mooring facilities must be designed so that hawsers at an acute angle do not come loose.
Where water is transported along an open watercourse (Figure 4.2.4.5), provision must be
made on the water extraction side on the line of the bank to prevent boats being sucked
aground.
october 1998
4-27
contln-
WmplnQrelt end togpla
,/ifT
Yf
2
-Tl
HWS+l.ZOm
;:
LWS + 0.80 m
-_-
Figure 4.4.4.1 Waiting spacefor leisure craft along a sheet piling wall
3 0.75 m
HWS = High &andud
LWS = Lcw rbndud
urmmar
sunmr
wabr
water
3 0.75 m
Iavel
level
r--/7
Figure 4.4.4.2 Leisure crafi waiting space carried out as a fender wall
locks
october 1998
4-22
4.5
Guard locks
4.5.1
Introduction
n
Guard locks form part both of the waterway and of the water defence system, and must
therefore satisfy both their water defence role and the ordinary requirements of the waterway.
When it is closed, the lock must act as a fully functioning water-control structure. For the dimensions
and design aspects of the water-control function, please refer to the guidelines of the Water Control
Works Advisory Committee (TAW).
In waterways which may not be closed, a boat lock may be built instead of a guard lock, and this will
then normally be open. On busy waterways the choice will always be a guard lock with a boat lock
alongside.
Guard locks in cruising waterways are given the same free space profle as that used at bridges
Fee Section 5.3).
The standards below apply to guard locks in both commercial and mixed trafftc waterways.
The requirements for a guard lock from the perspective of its waterway function are govemed by the
profile type of the waterway in which it stands:
with the normal waterway profile the guard lock may not form an obstacle to vessels using the
waterway;
with the constrained profile some obstruction is permitted, roughly corresponding to that
caused by fixed bridges;
some obstruction is also acceptable with the single-lane profile, related to the standards for
single-lane navigation.
The following aspects will be dealt with in turn:
situation (Section 4.5.2),
dimensions (Section 4.5.3) and
layout (Section 4.5.4).
4.5.2
Situation
A guard lock may not be situated within a distance of 2 L from a bifurcation point or a
waterway crossing point. Tbe axis of the guard lock must coincide with the axis of the straight
waterway compartment. This ensures that there is a good view of any approaching trafic and that
vesselscan continue to proceed along the same line. There is also space for a lay-by.
n
In order to limit excessive flow gradients (return flow and flow caused by the wind), the transition
between the guard lock profile and that of the adjoining waterway component must be a gradual one.
locks
october 1998
4-23
n
A barge profile is chosen for the cross-section of a guard lock. A distinction is made between
the normal, constrained and single-lane profiles.
Width of guard lock
With a normalprojle (> 15,000 vessels per annum) the lock would have to have the same navigable
width for a completely undisturbed passageas the waterway. A smal1reduction, however, to 95% of
the waterway width for Classes1 to Va can be justified on the following grounds:
a guard lock is short, so that any delay is less serious than in a long narrow passage;
the likelihood of a standard manoeuvre taking place under the standard conditions precisely in
the guard lock is a negligible one.
The lock constitutes a greater risk to Class Vb (the long twin-barge formation) than to the Class Va
motor vessel because of the formers great length.
It is assumed for the ConstrainedprojZe (volume < 5.000 vessels per annum), that overtaking and
passing in the guard lock are avoided by means of marine telephone contact. In this profile it is
accepted that design standard vessels experience somewhat more delay than in the waterway itself.
The reduction is increased here to 90% of the waterway width for Classes 1 to Va. For Class Vb with
bow propeller the reduction is brought back to 95%; no reduction is applied to craft without a bow
propeller.
For volumes of between 5,000 and 15,000 passagesper annum the manager himself determines the
dimension to be adopted for the width.
A lock width of 1.6 B (B = beam of design standard vessel) is used for the single-ZaneprojZe. This is
somewhat more generous than at fixed bridges, because there are no hydraulically open abutments at
locks.
Long passage openings
A width allowance of 0.02 L is applied to passage openings longer than half the length of the design
standard vessel L (e.g. at opened boat locks). For Class Vb without bow propeller the allowance is
0.025 L.
Ml depth
1.4 x the draught of the design standard vessel is taken as the sill depth for all classes.
locks
october 1998
4-24
4.5.4
Layout
Where a boat lock is present, it must be provided with guide walls, waiting space and lay-by
in conformity with the standards in Sections 4.2.4 and 4.3.4. A guard lock without an
adjoining boat lock must be provided with lay-bys or waiting spaces for use when the
waterway is closed.
NO guide walls are employed for the normal and constrained profiles, although a protectivestructure must be placed in front of those parts which are exposed to collisions.
Guide walls are applied to the single-lane profile (see Sections 5.2.7 and 5.3.3).
If sailing craft without engines use the lock, it is recommended that warping rails be fitted
along the wall. Mast jetties are necessary if the guard lock is ftted with lift gates with a low
headroom.
locks
october 1998
Bridges
5-1
DIMENSIONS
5.1
BlidgeS
OF BRIDGES
These guidelines have been drawn up for application to the construction of new bridges or
the reconstruction of old ones.
n
Some existing bridges do not conform to these guidelines, e.g. in respect of navigable width. This
does not automatically mean that they are unacceptable for navigation. The leve1 of traffrc flow is
very dependent on the local situation and can, moreover, be affected by a variety of measures. Thus
it is sometimes possible to increase the depth under bridges to enable vessels to pass through. This
type of measure is not covered by these guidelines, however.
n
Some of the waterway trafftc will have to wait at moving bridges. This wil1 require waiting
spaces,but the waterway wil1 also have to be Iarge enough and have the correct alignment to enable
the necessary manoeuvres to be performed. In this sense there is a correspondence with lock
approaches.
This chapter does not examine the arguments for choosing between moving and fixed
bridges. Some attention has been devoted to this in Sections 2.3.3 and 2.6.
n
The following aspects wil1 be dealt with successively in this chapter:

bridges
bridges
bridges
bridges
over commercial waterways (Section 5.2)

over cruising waterways (Section 5.3)
over mixed traffic waterways (Section 5.4), and
over locks (Section 5.5)
5.2
BAlges- over commercial waterways
5.2.1
Introduction
The following aspects wil1 be dealt with in turn:

the navigable profile (Section 5.2.2)
the situation in bends (Section 5.2.3)
oblique crossings (Section 5.2.4)
the distance between two bridges (Section 5.2.5)
lay-bys (Section 5.2.6) and
fender walls and guide walls (Section 5.2.7).
bridges
june
1996
5-2
5.2.2
The navigable profile
Chracterisation of nuvigable profile
The following aspects of the navigable profile are considered:

the headroom
the navigable width
the downstream profile
the upstream profile and
the long bridge openings.
Headroom at fixed bridges
The headroom is the vertical distance between the standard water leve1 and the underside of the span
over the waterway. The headroom comprises three parameters:
d=&+H+s
where (al1 units are in m):
= headroom relative to NAP (NAP = New Amsterdam Datum)
=
standard water leve1 relative to NAP (from Section 2.4)
h,
H
= standard air draught (from Section 2.2)
= clearance height
S
Unless otherwise indicated, the headroom is deemed to be present over the full navigable width of
the bridge.
The clearance height has been set at 0.30 m for al1 classes and obviates the following factors:
inaccurate knowledge of a vessels actual air draught;
errors in reading the headroom scale at the bridge;
vertical movement of the vessel caused by waves or variation in the number of revolutions
and/or travelling
speed.
Separate allowance must made be for large differences in water leve1 caused by translation waves.
Headroom at moving bridges
A policy analysis study is required to determine the headroom of a moving bridge (see Section 2.1)
in order to find the optimum variant. Section 2.3 gives three characteristic height variants which are
keyed to the waterway profile:
The high variant: a moving bridge over a normal waterway proflle is given the same
headroom as that at fxed bridges.
The middle variant: with this type the bridge must be opened for about 25% of commercial
craft. The corresponding headroom is 5.5 m for Classes 11to V, and 4.0 m for Class 1.
bridges
june
1996
5-3
The low variant: with this variant, the bridge must be opened for nearly every vessel. If there
are no leisure craft, the underside of the bridge may be built at only 0.5 to 1 m above the
surface of the canal.
The chosen headroom affects the dimensions of the lay-bys.
n
Navigable width at&ed bridges
The navigable width of a bridge is the smallest width under the bridge, measured at right angles to
the waterway axis, which can be fully used by the design standard vessel at the standard water level.
In Section 2.3 a distinction is made between the normal, constrained and single-lane profiles.
In order to ensure a safe passage,no central pier is provided for bridges over the nonnalprofile. For
a completely uninterrupted passage, a bridge would have to have the same navigable width as the
waterway.
A smal1reduction to 95 % of the waterway width can be justifed, however, on the following grounds:
a bridge is short, so that any delay is less serious than in a long narrow passage;
the likelihood of a standard manoeuvre taking place under the standard conditions precisely
under the bridge is negligible.
With arched bridges over a two-lane waterway there is the possibility of switching temporarily to
single-lane movement for design standard vessels under the highest part of the arch at times of high
water level. The required headroom must, however, be present over a width of at least 2 B (B =
width of design standard vessel). The manager must draw up appropriate traffic rules for this situation
and the attention of waterway users must be drawn to this possibility. The traffic movement can be
left entirely to the waterway users themselves.
It is also recommended that the centra1pier should be omitted from bridges over waterways with a
constrainedprofile. It is accepted for this profile that the design standard vessel may suffer somewhat
more obstruction than in the waterway itself. The reduction in the navigable width is here increased
to 90% of the waterway width for Classes1 to Va. A bridge abutment constitutes a much greater risk
to a Class Vb vessel (the long twin unit) than it does to a Class Va motor vessel. This is because the
pushtow is more sensitive to wind and more diffxult to control despite the bow propeller. For this
reason, the reduction is limited to 95% for Class Vb.
A central pier is acceptable in this profile, however. Where there is one, each of the openings must
be wide enough for safe single-lane trafftc, while the navigation lane to and from each opening must
lie at a sufficient distance from the bank or the edge of the navigation Channel.
The axis of the centra1pier must coincide as far as possible with the axis of the waterway. This means
that the bridge openings are situated eccentrically to the waterway axis. Where there are two bridge
openings, the minimum navigable width per opening can be read from Table 5.2.2.1. This assumes
that the abutments and the base of the centra1 pier are hydraulically 50% open. With a single-lane
profile, the axis of the bridge opening must coincide with the waterway axis. the dimensions from
Table 5.2.2.2 then apply to the navigable width.
bridges
june
1996
5-4
miss
Navigable wldth (m)
8.5
10.5
11.0
12.0
14.0
19.5 or 18.0
IIa
In
Iv
Va
Vb
20.5
* = with a slim central pier up to 2.3 m wide
Table 5.2.2.1
Minimum navigable width for a fixed bridge with two openings
B = Beamof design standardvessel
Table 5.2.2.2
Navigable width for a fixed bridge over a single lane profile waterway
Navigable width at moving bridges
Many bridges have both a moving section and a fxed navigable opening. The latter is situated on the
side which is the starboard bank for the majority of the laden crak The centre of the centra1 pier
must coincide as far as possible with the waterway axis. The navigable width of the fixed opening
must conform to the guidelines set out in Table 5.2.2.1.
The desired navigable width of the moving bridge section is determined by weighing up the
smoothness and safety of navigation against the costs of obstruction to road and waterway traffk. A
distinction is made between busy and quiet crossings; the tuming point is situated at about 10,000
vessel passagesper annum or 10,000 PAE per 24 hours. The appropriate navigable width is given
in Table 5.2.2.3.
1 Class 1 Navigable width (m) 1
Busy
Quiet
8.5
10.0
10.0
IIa
In
Iv
Va
vb
11.0
12.0
14.0
16.6
19.0
7.0
8.5
9.5
9.5
Quiet
Busy
= Single-laneand constrainedprofile
= Normal profile
Table 5.2.2.3
bridges
10.5
12.0
14.5
16.5
Navigable width at moving bridges

june
1996
5-5
n
The underwater profile
The wetted cross-profile in the bridge opening must be reduced as little as possible in order to avoid
suction effects. The following design requirements are important here:
the foundations of the piers must be high enough to permit the sideways influx of water
during the passageof a vessel;
the profile between the pier and bank must be reduced as little as possible;
bridge openings must always be symmetrically designed.
The wetted surface of the cross-profile at the site of the bridge must always be at least 85% of the
recommended waterway profile. Where there is a narrowing of the profile, the angle of convergente
of the banks must be 1:6 or less. If the wetted cross-profile of the waterway on either side of the
bridge has a surface of less than 85% of the recommended waterway profile, the wetted surface of
the cross-profile at the site of the bridge may not be less than the adjoining waterway profile.
The recommended waterway depth must be present over the whole width between the piers.
The upstream profile
The headroom following from the above must be available over the whole width of the bridge
opening.
In order to reduce to a minimum the possibility of a collision with the moving section of a bridge in
its opened position, draw bridges and bascule bridges must be designed in such a way that the moving
section does not fall within the clearance of the bridge when it is opened.
The navigable width is that measured between any bumper boards which may be present (see Section
5.2.7).
Depending upon their structure, bridges may give multiple reflections of radar signals from radar
equipment carried on board vessels using the waterway. These multiple reflections result in the
broadened - and often misleading - image of bridges on radar screens. In order to prevent these
misleading radar reflections, it is preferable that newly planned bridges which are wider than 20 m
and higher than 6 m (when closed) be built with an entirely sealed underside. The sealed underside
prevents multiple reflections between cross and/or longitudinal beams.
If this type of construction is not possible, the nuisance can be reduced by bevelling the inner
surface of the longitudinal girders or concealing them behind bevelled cladding. The angle of the
bevel should be 10 or more (see Figure 5.2.2.1).
Piers in the fairway must be fitted with radar beacons.
Where a number of bridges cross the waterway over a short distance, multiple reflections are
unavoidable, and this may give rise to the image of an apparent third bridge on the radar screen (false
echo). Special attention should then be paid to providing additional means of dispersing the radar
signals. Advice on this can be obtained from the Transport Research Centre of the DirectorateGeneral for Public Works and Water Management.
bridges
june
1996
5-6
Figure 5.2.2.1 Cross-section of a bridge showing longitudinal girders with bevelled inner surface
Long bridge openings
When a vessel passesunder a bridge, it can generally be manoeuvred in such a way that the width
taken up is less than that on a fairway, but when the navigable opening of a bridge or a series of
bridges with centra1piers, or over a single-lane profile, is longer than about 0.5 L, this reduction no
longer occurs. In this case, an allowance of 0.02 L is required on the navigation width.
5.2.3
Situation in bends
A fxed bridge in the bend of a waterway should preferably be built without a central pier, even if
the waterway has a constrained profile. This is to ensure that boat captains have a good view.
The navigable width of a fxed bridge in a bend must be at least equal to the recommended width for
a straight waterway, plus a width allowance for bends (see Section 3.2.3).
It is undesirable to build a moving bridge in a waterway bend, because neither the boat captain nor
the bridge keeper wil1 have a good view.
5.2.4
Skew crossings over a waterway
It is very inconvenient if the axis of the bridge opening and the axis of the waterway do not lie
parallel with each other. It may be possible for a vessel with a bow propeller to overcome the
difftculties of unequal hydrodynamic forces reasonably well, but this does not overcome the difftculty
of the deceptive visual guide path, even if the passage width of an skew bridge is so great that a
vessel can sail through it on a straight course.
The piers should therefore preferably be built parallel with the waterway axis.
Should an skew crossing nevertheless be necessary, e.g. for a railway, it is recommended that a
design such as that shown in Figure 5.2.4.1 be adopted.
bridges
june
1996
5-7
= pier or bascule
foundation
Figure 5.2.4.1 Situation of guide walls at an skew crossing
5.2.5
Distance between bridges
Three constraints
There are three reasons for regulating the distance between two successive bridges crossing a
waterway:
length is needed for course correction where a bridge has caused an obstruction;
length is needed for raising and later again lowering the wheelhouse of vessels with a high
load;
the distance between moving bridges must be either as smal1as possible or so great that it is
possible to stop, moor if necessary, start up again and approach the bridge on course without
too many difftculties.
Course correction
Where there are two successive fixed bridges without centra1 piers and with a passage width equal
to the full width of the waterway, there is no navigational reason for a preferred distance between
them. But where there is a strong cross wind,
bridges cause unevennesses
in the wind field which
affect vessels on the waterway. If the latter has not been widened to allow for wind obstruction, it
is recommended that a minimum distance of 3 L be maintained between two successive bridges in
order to give craft the chance to correct their course between the bridges.
Where there are bridges with centra1 piers, they must either be built adjoining each other or
constructed at a distance of at least 3 L apart. Where the distance is less than 3 L, a long passage
opening is created in the navigational sense, which necessitates enlarging the width of the bridge
opening by 0.02 L (see Section 5.2.4).
Collapsible wheelhouse
Vessels with a high load generally sail with a collapsible wheelhouse that can be temporarily lowered
when they pass under a bridge. Between the bridges it must be possible for the wheelhouse to be
bridges
june
1996
5-8
raised and lowered again for a suffkient period of time. The distance between the bridges required
for this is dependent on the speed of the vessel and the time needed to raise the wheelhouse, and has
been fixed at 500 m.
Moving bridges
It bas been calculated that a length of about 3 L is needed for stopping and mooring, while about 1.5
L is required for starting up again and approaching the bridge on course. This brings the minimum
total distance between two bridges to 4.5 L. These figures relate to situations where there is no
current, i.e. flows up to a maximum of 0.5 m/s (see Chapter 2.4). For vessels without a bow
propeller, the bridges must be operated in tandem at this distance.
Where the distance between two bridges is made as smal1as possible, it is a condition that the bridges
be operated in tandem for al1 craft.
5.2.6
Lay-bys
There must always be lay-bys on either side of a moving bridge, because a situation can
always arise in which the bridge cannot be operated.
n
The number of vessels that must be able to tie up at one time is determined by the operating regime
(e.g. closing at rush hours, blocks of time to allow trams to pass), traffic density and the height of
the bridge. The manager himself wil1 have to determine how many waiting vessels he can manage.
This section is limited to a lay-by for a single vessel.
A lay-by is preferably situated on the starboard side of the waterway. Beeauseof the increasing use
of bow propellers, it is no longer so necessary to take the wind direction into account in determining
the usability of the lay-by (entering, tying up, leaving), although it may be necessaty to provide wind
breakers in appropriate cases.
n
A lay-by for commercial craft must satisfy the following requirements:

a vessel must be able to tie up easily and approach the bridge again on course;
the waiting vessel must not form an obstacle to passing craft;
the height and the distance apart of the mooring posts and the height of the bollards must be
appropriate to the waterway class.
The layout and dimensions of the lay-by are given in figure 5.2.6.1.
The design of the strength of the mooring posts is not covered by these guidelines, which simply give
the height of the posts themselves and of the bollards placed on or against them. The height of a
mooring post is determined by three aspects of their use at the standard high water leve]:
there must be a bollard on the post at a suitable height;
for pushtows, the mooring pier must be high enough to prevent the projection of push barge
bridges
june
1996
5-9
sterns;
part of the structure must be high enough for it always to be clearly visible from the wheelhouse; i.e. it should be higher than the top of the fore part; in order to assist visibility, it is
recommended that reflective strips be placed on the front or that the front be painted white.
At low water levels the height of smal1laden vessels determines the height of the lowest bollards on
the mooring post. The lowest bollards are placed at 1.5 m above the standard low water level.
Intermediate bollards are placed between the highest and lowest bollard to give a height differente
between the bollards of about 1.5 m.
A connection with the bank is needed at lay-bys used for ovemight stays.
C
e
..f-
Navigablo
width
the keel plano
--
ID
____
-D
in
Class
1
n
IIa
In
Iv
Va
vb
15
22
22
22
22
22*
22*
6.5
8.2
9.0
10.0
11.5
13.7**
13.7**
2.0
2.0
2.0
2.0
2.0
2.5
3.0
Al1 dimensionsin (m)

*
**
***
(4
00
rm
=
=
=
=
=
=
=
If Class 1 vesselsseldomor never use the lay-by. 30 m

At a frequently used lay-by. 18.8 m
This is the minimum dimensionfor Classes1 to Va; 1.0 is recommendedfor enabling vesselsto get properly under
way; a shorter distancemay be chosenfor Class Vb if relatively few Class Vb crafi use the Iay-by.
Centre-tocentte distancebetweenmooring posts
Distance from the mooring poststo the outer line of the bridge opening, measuredat right anglesto the waterway
axis
Distance from the outer side of the mooring post to the bank (in the keel plane)
Distance from lay-by to bridge
Minimum height of the first and last posts in the lay-by relative to the standardhigh water leve1
Minimum height of intermediatepostsrelative to the standardhigh water leve1
Minimum height of highest bollard on mooring post relative to the standardhigh water leve1
Figure 5.2.6.1 Lay-by for commercial craft

bridges
june
1996
5-10
5.2.7
Fender walIs and guide walls
n
The purpose of fender walls and guide walls is to provide mechanica1and visual guides for
preventing or at least limiting darnage to the bridge and vessels passing under it.
Guide walls are used where the passage width is less than the values shown in Figure 5.2.7.1. In
principle, they are constructed symmetrically and taper outwards, with the width at the open end of
the taper equal to the values given in the table. These values may be departed from where there are
two bridge openings separatedby a narrow centra1pier.
Fender walls are used to protect piers and abutments where the width of the navigable opening is less
than the values given in the table accompanying Figure 5.2.7.1.
Advice on dimensions and details can be obtained from the Transport Research Centre and the Civil
Engineering Division of the Directorate-General for Public Works and Water Management.
Profile
Navigable width l *
Classes1 to Va
Navigable width at which guide walls are desirable

= width of mouth of taper
Incrcaseby 0.2 B to allow for craft without a bow propeller
Figure 5.2.7.1 Guide walls
june
1996
5-11
5.3
Bridges over cruising waterways
5.3.1
Introduction
n
The rules given for road traffic volumes of up to 10,000 PAE per 24 hours and leisure craft
volumes of up to 30,000 passagesper annum apply to moving bridges, in which case the choice of
bridge configuration, such as the number and width of navigable openings and the position of the
moving section, if provided, together with the bridge height, are determined by:
the volume and nature of the leisure craft in relation to the volume of road traffk;
the local conditions, such as suffkient waiting space, the height of the roads leading to the
bridge etc.
w
Existing moving bridges with a navigable width narrower than that recommended in this
section have little or no effect on the safety of waterway traffic, although their presence may increase
the waiting tirnes for road traffk.
Moving bridges with higher traffic volumes than those given above generally require a greater
passage capacity. Increasing the normal navigable width is no solution to this problem. Increased
capacity can be obtained by changing the mode of operation, for example, building a higher bridge,
inserting a second moving section, or building an aqueduct or tunnel. A policy analysis study should
be carried out as a guide to what measures to adopt. Where there are two navigable openings the
dimensions of each opening must be at least equal to those for the normal profile of the relevant
waterway class.
n
n
A policy study is also necessary to help in determining the navigable width of high-leve1
bridges and of bridges over large areas of open water. In these instances, local conditions may lead
to the choice of a greater navigable width than that recommended in this chapter.
Important factors to be considered here are:

the removal of effects which make it diffkult to estimate the width of the bridge opening,
such as wave action and the visual effect of a high, narrow opening.
the prevention of troublesome wind variations for sailing craft under sail and the creation of
suffkient space for such craft.
n
the following aspects wil1 be dealt with in turn:

the navigable profile (Section 5.3.2) and
lay-bys, fender walls and guide walls (Section 5.3.3).
bridges
june
1996
5-12
5.3.2
Navigable profde
Characterisation of nuvigable projle
The following aspects of the navigable profile wil1 be considered:

the headroom
the navigable width
long bridge openings
Headroom
Table 5.3.2.1 gives the recommendedbridge types and their headrooms. The following supplementary
remarks should be made:
On quiet waterways, Class M2 vessels can pass under bridges with heights up to c. 2.4 m.
To allow this, the standard draught should be increased to 1.25 m.
I
Table 5.3.2.1
Bridge type and headroomrelative to standardwater leve1
Bridge type and headrooms on cruising waterways
A moving bridge wil1 generally be chosen for SM routes. The headroom when the bridge is
closed is determined by the function of the route and the volume of traffk on the waterway
passing beneath. In order to avoid road traffic delays, it is recommended that, when the
volume of waterway traffk exceeds 15,000 passagesper annum, the headroom of the closed
bridge should be the same as for the relevant M class of leisure craft.
It is recommended that a high moving bridge (height: 17.5, 15.0 or 12.75 m) be built over
Class 4 routes with heavy sailing craft traffk. Altematively, a high fixed bridge (height of
at least 17.5 m) may be chosen. The choice is determined by the function of the waterway
(link route, touring route etc.), the frequency of passage of the largest yachts and the road
trafftc situation. Special attention is drawn to the need to maintain upright mast routes.
Apart from the upright mast routes, it is recommended that a high fixed bridge be chosen for
busy Class SM2 AND SM3 routes in preferente to a lower moving bridge. The bridge height
must then be at least 12.75 m.
The headroom is measured relative to the standard water level.
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5-13
Navigable width
Table 5.3.2.2 shows the recommended navigable widths. The following additional points should be
made:
The dimensions given apply to situations where there is adequate visibility. This generally
applies where unimpeded passage is possible over a length of at least 50 m on the waterway
compartments above and below the bridge, or if two or more bridge openings are provided.
Open structures or abutments must be used where the view is obstructed, e.g. at bridges in
or near a bend and at waterway bifurcations.
Fixed Bridge
Constrained
protle
Class
Normal
profile
Moving Bridge
Constrained
M profile
Normal
M,
Normal
SM profile
constrained
SM profde
E
1
2
3
4
6
7
7
8.5
Table 5.3.2.2
7
8.5
8.5
9.5
5
6
6
7
Navigable width for leisure craft
6
7
7
8.5
L
7
8.5
8.5
9.5
The moving bridge section must be situated in principle on the axis (the centre) of the
waterway. This principle may be departed from where the bridge does not need to be opened
very often.
Fixed bridges should preferably span the whole waterway profile. A central pier may be
provided where necessary (preferably on the waterway axis), in which case, each of the
bridge openings must have at least the width prescribed for the constrained profile.
It is assumed that sailing craft can pass under the bridges on SM routes. If sailing craft do
indeed regularly use the waterway, the bridges must conform to the SM guideline. In the
other cases, it is suffkient for them to conform to the M guideline for the constrained or
normal profile.
NO additional navigable width wil1 generally be requirecl for bridge openings which are not
situated at the centre of the bridge.
The following values apply to the navigable width of fixed and moving bridges over
waterways used by barge yachts: A minirnum of 6 m for BYl and 7 m for BY2.
n
Long navigable openings
A minimum of two navigable openings should be provided in bridges with a bridge opening of over
25 m in length.
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5.3.3
Lay-bys, fender walls and guide walls
n
A lay-by for leisure craft must be provided at moving bridges which are not always opened
at the first request. The lay-by should be situated in principle on the starboard side, but if the latter
is unprotected and often proves to be the exposed bank, or if the moving bridge section is simated
on the port side, the lay-by should be situated on that side in order to assist the smooth movement
on the waterway. A lay-by for leisure craft must be situated as close as possible to the bridge. The
bridge keeper must have a means of communicating with vessels in the lay-by. Where long waiting
times occur, information should be available about the bridge opening times.
The depth at a lay-by must be at least equal to the required depth of the adjoining waterway, at least
if al1 categories of craft use the moorings. Where they do not, the depth may be brought into
conformity with the category for wbich the lay-by has been designed. Allowance must be made for
the effects of wave action and falls in water leve1 caused by the passage of leisure craft. Measures
should be taken to combat propeller race erosion in order to ensure the safety of the structure.
The construction of fender walls and guide walls falls outside the scope of this guideline.
Some design requirements are given in Sections 4.2.4 and 4.3.4. The following additional points
should be made:
n
Bumper boards should be placed at a relatively smal1 distance apart. This prevents fenders
disappearing on, between, above or below a single bumper board and damaging the vessel.
The bottom bumper board is intended mainly for smal1 leisure craft. If a waterway is used
exclusively by smal1 leisure craft, this bumper board is sufficient. The provision of a third
bumper board at a height of 1.2 m + HW is recommended on large open water areas.
Additional bumper boards may obviously be necessary in al1 situations where allowance bas
to made for water leve1 fluctuations.
Guide walls must be provided with a warping rail for the whole of their length. A warping
rail is a pipe-like structure which runs parallel to a bumper board. Warping rails should be
attached at 0.80 m + HW. They should be given preferente over toggles and chains. At
bridges in areas where there are numerous smal1sailing craft, it is recommended that, instead
of a continuous warping rail, a catwalk be laid along one or both sides of the bridge pier,
along which the sailing craft can be drawn. This is particularly usel at bridges with a long
passage between high walls or a high bascule. An air current is often generated in such
openings and this may seriously hinder sailing craft.
It is recommended that mast jetties be provided at fixed bridges or at moving bridges which
are only occasionally operated. The mast can be safely lowered at these jetties and raised
again after the bridge has been passed. The jetties should therefore be placed on both sides
of the bridge, about 20 m distant from the bridge. They should be connected with the bridge
by pulling rails in order to make the passageeasier. There should also be pulling rails under
the bridge. The mast jetties should be so constructed that a sailing vessel does not project too
far into the fairway, but is neverthelessvisible under the bridge to craft approaching from the
other direction. The secondary span can sometimes be used in combination with the bank for
lowering the mast or as a passageway. This wil1 require sufficient navigable depth and a
vertical bank.
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5.4
Bridges over mixed trafk
waterways
Where there is a combination of commercial and leisure traffic, the navigable profile is the
one which embraces the separateprofiles determined for each of the two types of craft, taking into
account the differente in the standard water level.
n
It is further recommended with moving bridges that, as the volume of commercial trafftc increases,
the headroom for leisure craft should be increased accordingly. This reduces the number of bridge
openings and ensures a smoother and safer trafftc flow.
It is recommended in many instances that the secondary openings of a moving bridge should
be used for the passage of motor craft. Because of the often smaller navigable width, the available
headroom may sometimes be greater there. This wil1 enable motor craft to proceed outside the path
of the vessels which require the bridge to open.
n
n
A separate lay-by is necessary for leisure craft at moving bridges. The lay-by should
preferably be situated between the lay-by for commercial craft and the bridge. In principle 1.5 L is
available for this, where L = the length of the design standard commercial vessel. Care should be
taken to ensure that moored leisure craft do not obstruct the path of the through traffic.
Allowance must be made for the effects of wave action and fa11in the water leve1 caused by the
passage of commercial and leisure craft and, if possible, for the wind.
5.5
Bridges over locks
General:
The following points should be considered in the planning of bridges over locks:
Bridges must not be built over the lock chamber or the lock approaches, but over the upper
or lower section of the lock and outside the lock gates. The latter requirement is to secure
accessto the gates so that they can be replaced.
A bridge is preferably built over the lower section because the headroom is greater there.
Ensure that sufftcient visibility is preserved from the control room towards the lock approach.
The bridge piers must be built at least 1.5 m outside the chamber wall.
n
Fixed bridges:
Reference should be made to the preceding sections of this chapter for guidance on determining the
headroom of fxed bridges.
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n
Moving bridges:
Where there are high volumes of road and waterway traffic, it may be desirable to project
a bridge over both sections of the lock. In exceptional cases, a policy analysis study may
recommend the construction of a tunnel or aqueduct.
The headroom for leisure craft when the bridge is closed must be at least the value for fixed
bridges according to the M route given in Table 5.3.2.1.
The bridge deck must lie outside the plane of the lock wall.
There must be a good view from the control room of both the road and waterway traffic. The
control room should preferably be situated on the opposite side from the pivot point of the
bridge deck.
The bridge deck must be protected by guide walls.
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Management aspects
6-1
MANAGEMENT
6.1
Introduction
ASPECTS
This chapter deals briefly with a nurnber of matters which were not discussed in the preceding
chapters, but which are connected directly or indirectly with the design and dimensions, as wel1 as
with the use, of waterways and structures. In view of the character of the subjects (lighting,
operation, public participation, quality leve1 and admission policy) they have been referred to as
management aspects .
The information given can be incorporated into the management plan.
Having a voice
The traffic on a waterway can be affected by third party activities on, and the use of tbe land on
either side of, the waterway and the water.
Waterway traffic can also affect the waterway environs (noise nuisance, risk from the transport of
dangerous substances,etc.). This reciprocal interaction means that the manager of the waterway or
the structure must be able to influence and have a voice in such activities and use.
the zone along the waterway (Section 6.2);
the space above the waterway (Section 6.3);
the space under the waterway (Section 6.4);
the water leve1 (Section 6.5);
longitudinal and cross flow (Section 6.6);
Lighting
The correctly adjusted illumination of the structure and its surroundings is essential for the boat
captain, lock and bridge keeper during darkness (see Section 6.7).
n
Operation
Reference should be made for operational aspectsto the relevant CVB standards [39]. It is undesirable
that sailing craft on SM routes should have to strike their masts, e.g. because a bridge is not fully
operated. Where this neverthelessoccurs in practice, a sheltered mooring should be available to allow
the mast to be struck safely.
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n
Small-scale boating
Cruising waterways can be adapted and developed for the benefit of small-scale boating and similar
uses, provided that the safety and smooth flow of commercial and cruising traffic are not adversely
affected. Efforts can be made to create or maintain the maximum potential of connecting secondary
waterways, water courses etc. for leisure use. This is briefly discussed in Section 6.8.
n
Quality leve1
The manager of the waterway or the structure is responsible for maintaining or achieving the quality
leve1of the waterway previously laid down in a policy document. The desired quality is that quality
which satisfies al1 the requirements arising from the functions.
Quality appraisal is used to establish whether or not the waterway or the structure possessesthe
desired quality. The tests reveal what maintenance must be carried out or what measures must be
taken to allow the waterway or the structure to function again properly.
Section 6.9 sets out some of the relevant points in this regard.
n
Admission policy
It was noted in the preceding chapters that, in designing and dimensioning the waterway or structure,
the manager cannot always take into account al1 the constraints imposed by the requirements of
navigation. This wil1 then often lead to the introduction of admission requirements. These are stated
in the managers management plan.
6.2
Zone along the waterway
Wee zones
Three zones are distinguished along the waterways in the management context:
::
C.
the waterway managements zone of influence;

the building-free zone;
the bank zone or control zone.
Zone (b) coincides with or falls inside zone (a). Zone (c) falls inside zone (b).
Zone (a): The zone of injluence
It is desirable that the waterway manager should have some control over land use in the zone of
influence in order to prevent or limit the disadvantageous effects on the operation of the waterway
of activities taking place in this zone. Such control can best be obtained through development plan
provisions and a licensing policy. The licensing policy should cover at least the following activities
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in the zone of influence:

making and laying-out a development (not only a building, but also, for example, the exit
from a yacht marina);
changing the dimensions of an existing development;
carrying out other operations which alter the present situation and thereby affect the use and
management of the waterway.
It is also recommended that the possibility be created for the waterway manager to regulate, in
development plan provisions or otherwise:
the removal of trees where they hang over the waterway;
the removal of trees where they obstruct the visibility of vessels on the waterway;
the removal of dazzling lighting;
the prevention of damage to civil engineering works;
the carrying out of maintenance.
It is desirable that the waterway managers voice in the zone of influence should be laid down in
regulations. The dimensions in Table 6.2.1 should be incorporated into the development plan
provisions as dimensions within which the municipalitys powers to amend and grant exemptions are
made subject to the agreement of the waterway manager.
Class
Zone of influence (m)
1
II
111
IVandV
15
20
25
30
Table 6.2.1
Zone of influence along waterways
The zone of influence is defined from the bank line. Where the line of the bank is a receding one or
the banks are irregular, the theoretical or continuous bank line shall apply.
n
Zone (b): Re building-free zone
The limit of building development, as used here, corresponds to the limit of building as employed in
the development plan. It is therefore not the boundary of the waterway zone or of the area used for
hydraulic purposes. Buildings which are not tied to the waterway may not be erected in the
building-free zone. Uses such as public open space, traffic purposes, yards, gardens, storage, etc. are
permitted in the building-free zone (subject to conditions).
The following aspects play a role in determining the building distance from the waterway:
the extent to which the building development is tied to the canal;
the effect of the buildings on the radar image on board the vessels on the waterway;
the location of the waterway (inside or outside the built-up area);
the visual effects of the height of the buildings on waterway users, the tunnel effect and the
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possible effects of smoke and fumes;

the location of the buildings relative to the waterway (e.g. view over the inside of a bend);
nuisance caused by street lighting to waterway traffic;
the waterway cross-profile;
the transport of dangerous substances(the present report makes no recommendations about
the transport of dangerous substances, in view of the separate legislation on this matter);
the noise nuisance caused by waterway traffic;
future improvement of the profile;
future enlargement (upgrading the waterway class).
The building distance in Table 6.2.2 is given from the bank line; where the line of the bank is a
receding one or the banks are irregular, the theoretical or continuous bank line shall apply.
In rural areas (m)
) C1ass
1
20
25
30
Table 6.2.2
i!llu
~~s~~
10
15
20
20
Building distance along waterways
These building distances do not apply to boat-oriented industries, loading and discharging
installations, etc. These must obviously be linked to the waterway infrastructure, provided they do
not obstruct the free view on the inside of a bend or at a bifurcation point. In addition, special
structures such as cranes, elevators and canopies may not extend beyond the continuous canal profile
(within the extended theoretical bank line).
With regard to wind turbines, the building distances given apply as a minimum dimension for the
position of the mast. A check must also be made to ensure that the rotating vanes remain on the
landward side of the bank line. Wind turbine parks may also cause interference with both on-board
radar and shore-based radar systems. It is therefore desirable that, when series of wind turbines are
built, they should be placed sufficiently far inland not to black radar visibility on the waterway.
Where there are wind turbines in the neighbourhood of shore-basedradar stations this means that they
must be sited inland of the line radar station-waterway. In order to prevent the reception of a
distracting radar image of a wind turbine in the waterway it is also desirable to site the wind turbines
at a minimum distance of 50 m back from the waterway and to give the wind turbine masts a conical
form.
w
Zone (c): The bank zone or control zone
A verge is needed for maintaining the waterway and for the plating of directions to the waterway
traffic. This bank zone should be zoned as waterway or water under the control of, and
preferably owned by, the waterway authority. It is difftcult to draw up standards for the width of this
zone. The width is determined mainly by constructional requirements (anchorage, slope, etc.) and
traffic requirements. These requirements wil1 differ from place to place. In principle, the width of the
bank zone of smaller waterways can locally be ml, provided the responsibility for bank maintenance
rests with third parties.
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With important waterways the zone must also be able to accommodate inspection and maintenance
roads, and sometimes also a water control structure, etc. In the latter case, it wil1 zoned for hydraulic
use.
To assist in drawing up official reports, action in the event of accidents and for other management
purposes, hectometre (or kilometre) posts, which are legible to the boat captain, must be placed along
the waterway.
The Waterway Frontages Working Party has given minimum dimensions for the bank zone along
the national waterways, together with advice on the weighting to be applied at bottlenecks.
6.3
Space above the waterway
Pipelines and cables crossing the waterway
Rules for the use of the space above the waterway relate to bridges and pipelines and cables crossing
the waterway. Bridges are discussed in Chapter 5.
For the temporary crossing of pipelines and cables above the waterway, e.g. high pressure pipelines
for sand, the standards for bridges apply.
Permanent crossings of pipelines and cables are carried as far as possible under the waterway profile
(see Section 6.4) or via a bridge or lock. Separate permanent crossings above the waterway occur
only with overhead power lines.
w
Open and closed waterways
Waterways can be divided into open and closed waterways. Open waterways are defined as waterways
without a height limit and waterways with lift and other bridges with a headroom of at least 24 m.
The headroom on closed waterways is less than 24 m.
n
Overheadpower lines
The height of the lowest conductors of an overhead power line must be equal to at least the free
headroom plus a margin for spark discharge and sagging of the cables. This margin is determined by
the nature of the overhead power line and the distance between the pylons and must be defmed in
consultation with the electricity company.
*
Headroom for commercial crafr and mixed trafic
The height of laden and unladen inland waterway barges is relatively smal1 in comparison with the
height of floating derricks, dredgers, special loads and sailing craft. The height of such work vessels
and sailing craft accordingly also determines the free headroom of overhead power lines.
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It is not possible to give a single figure for the free headroom of overhead power lines over open
waterways. Local circumstances such as industrial activities and the presenceof boatyards may impose
specific requirements on the height of overhead power lines. In principle, the free headroom of newly
planned or replacement overhead power lines over open waterways must be at least equal to the
existing free headroom over the waterway or over the route of which the waterway forms a part. 30
m is the minimum value for al1 classes.
Closed waterways with fixed bridges can also be used by high work vesselswhich temporarily strike
their mast(s) for the passageof the bridges. The free headroom of overhead power lines over a canal
compartment between two bridges must therefore generally be greater than the headroom of the fxed
bridges .
A lower free headroom is acceptable for closed waterways than for open waterways. The value for
Class 1 is 20 m, with 25 m for Classes11to V. These values have been chosen for pragmatic reasons
in consultation with the electricity companies.
*
Headroom for leisure crafr
The standards for the free headroom under overhead power lines over cruising waterways are given
in Table 6.3.1. The standards apply to newly planned or replacement overhead power lines.
Free headroom(m)
Class
SM routes
M routes
20
20
25
30 *)
10 *+)
10 **)
15
15
1
2
3
4
*) If the waterway depth is less than 2.10 m., choosethe height of 25 m

**) If sailing craft use the route, choosethe height of 15 m
Table 6.3.1
Free headroom under overhead power lines over cruising waterways
The free headroom is relative to the standard water level.

Where existing overhead power lines have a free headroom of less than the guideline height given in
Table 6.3.1, it is recommended that waming signs be placed in conformity with the Mand Waterways
Police Regulations .
*
Oblique crossing
Overhead power lines over waterways cause radar echoes on the radar screens of vessels. These
echoes may have the shape of a ship.
In order to limit radar interference on waterways narrower than 150 m, it is desirable that overhead
power lines should cross the waterway at an oblique angle. The crossing angle is deflned by
projecting a perpendicular line from the centre line of the waterway onto the route of the high tension
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cables. This perpendicular line should touch the starboard bank of the waterway at a distance of 150
m or less. This wil1 ensure that an overhead power line echo does not become visible in the waterway
to vessels proceeding along the starboard bank until a distance of 150 m or less in front of the radar
aerial from the starboard bank.
Spacers in overhead power lines above the waterway should preferably be avoided. Where this is not
possible, the spacers should be placed as close as possible on the line of the banks of the waterway.
On waterways broader than 150 m, the radar interference from overhead power lines can be limited
by improving the identifiability of overhead power routes with the aid of radar reflectors. A minimum
of three radar reflectors should be placed in the line above the waterway at 40 m intervals. The
reflectors should have a limited angular aperture and be aimed at the directions of approach of the
vessels on the waterway. In this way the overhead power route is identified on the radar screen by
three or more points.
The echo of overhead power cables can be distinguished stil1 more easily from ship echoes if the
crossing angle of the overhead power line with the waterway is made not less than 105 for a Class
IV or V waterway and not less than 100 for waterways of Class 111and below.
l
If spacers are inserted in overhead power lines, this should be done in the immediate vicinity of the
radar reflectors referred to above, to ensure that the radar reflectors remain individually observable
(see Figure 6.3.1)
wrong
-x-x
right
-x-x0
XX-
x = spacer
0 = dar reflector
Figure 6.3.1
*
Position of spacers
Anchorages and overheadpower lines
Anchorage must be prohibited in the immediate vicinity of overhead power lines.

*
Position of the electricity pylons
The pylons of an overhead power line on either side of the waterway must be kept outside the limit
of building development (see Section 6.2).
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6-8
6.4
Space under the waterway
Underwater mains, cables and pipelines
Underwater mams, cables and pipelines may be carried under a waterway. Where this is done, an
earth covering is needed to protect them from anchor movements and maintenance dredging. The
depth of the earth cover is determined mainly by the anchor penetration depth. This depth depends
on the type of anchor, the weight of the anchor and, particularly, on the composition of the soil.
In general, on the basis of the depth for the normal profile, a minimum earth cover of 1 m is required
for al1 classes of cruising waterways. The required cover for Class 1 and 11commercial waterways
is 1 m, and 1.5 m for Classes 111to V. At bridges and locks, where the likelihood of sudden anchor
movements and/or scouring is relatively great, and where there are important pipelines, an additional
earth cover of 0.5 m is recommended. An additional earth cover is recommended where the bed is
subject to natura1 erosion.
Because of the tendency of the pipeline to stretch, an additional earth cover is required for high
pressure pipelines.
Where there are longitudinal flow velocities of more than 0.5 m/s or there is very soft ground, further
research is needed to determine the minimum earth cover.
The minimum earth cover must be present over the whole width of the bed, below the maximum
disturbed depth as shown in Figure 6.9.1. Account must be taken here of plans to deepen the
waterway. The earth cover must also be present 2 to 3 m within the bank line under the slope, in
order to prevent damage to the slope.
A smaller depth is acceptable if a good protective cover is applied.
n
Tunnels and aqueducts
The same recommendations apply in principle to the minimum earth cover for tunnels and aqueducts
as for underwater mams and pipelines.
It may be decided on economie grounds to apply a concrete protective cover to the tunnel tube. If this
is done, no earth cover is needed.
6.5
Water leve1
Section 2.4 sets out the agreed standard water levels. In many instances, the water leve1is not
a natura1 phenomenon, but the result of water leve1 management. Where water leve1 management
(water quantity management) and waterway management (navigational management) are not the
responsibility of a single manager, a careful mutual adjustment between the two is necessary.
n
The waterway manager provides a reporting service for waterway users and erects staff gauges at the
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6-9
appropriate places.
In addition, structures must be provided with a height scale from which, with a view to liability in
the event of a collision, the water level, and the actual headroom at bridges (i.e. including the
clearance) can be read.
6.6
Longitudinal
and cross flow
Longitudinal jlow
If the longitudinal flow departs from the normal situation, e.g. because of water discharge, The
waterway manager must give waming of this at bridges and locks. For longitudinal flow see also
Section 2.4.
n
Crossjlow
The manager should wam waterway users of existing cross-flow situations.

Where new cross-flow situations arise, provisions relating to the flows and the design of the outlet
opening must be included in any licence granted.
The rules set out in Section 2.4 apply here.
6.7
Lighting
6.7.1
Lwks
General
Locks and lock approaches must be provided with lighting which satisfies a number of minimum
conditions:
Lock complexes must present a clear view when approached from the water during darkness.
The lighting must be sufficiently even (uneven lighting creates black holes).
The lighting must not be allowed to cause dazzle during locking in and out (position of
lighting fittings).
Signals, lock selection lights and the site lighting of a lock must be adjusted to each other to
ensure that they have sufficient attention value.
The lighting of the signs requires due attention. Depending upon the site lighting, colour
recognition can become poor or even impossible.
The lighting in the lock control room must be adjusted to the dark outside surroundings.
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Images recorded by television cameras must be sufficiently clear to provide adequate

information to the lock personnel.
Uniformity is desirable in the lamp standards, light spot heights and light colour.
The marking of vertical planes is an effective means of support for the visual guidance of
vessels (e.g. marking on fender walls and guide walls).
The additional effort needed for observation and orientation during darkness should not be so
great for either boat captains or operating personnel as to lead to unsafe situations.
Those places where operations must be performed in darkness must be sufficiently visible.
The locations of interest to the boat captain are:
the free space
the lay-by and waiting space
the chamber entrance
the chamber
the lock site
the chamber exit
the exit zone
The locations of interest to the operating personnel are:
the vessels in the lay-bys and waiting space
the locking in of the vessels
the chamber, the gates
the lock site
the locking out of the vessels.
l?ze required light leve1
Besides the conclusion that locks must be illuminated, it is important to know the necessary leve1 of
illumination with the attendant light parameters. It is generally accepted not only that a higher light
leve1 results in a lower risk factor, but also that there is a boundary to this. There is an optimum
value for the leve1of illumination. This is the value at which the required risk factor has been largely
achieved and the costs of additional lighting measures to reach a higher leve1 of illumination are no
longer justified. A value of 10 lux is taken for the average value of the light strength on the horizontal
surfaces of the parts of the lock referred to above (the human eye can just comfortably distinguish
a differente in contrast of a factor of 2). The situation in moonlight is 0.1 cd/m. A luminan~ of 2
x 0.1 = 0.2 cd/m* is needed to enable an object to be distinguished under those conditions. It is
recommended that a reserve of a factor of 3 be built in for poor weather conditions, rain or mist. The
minimum luminance should then be 3 x 0.2 = 0.6 cd/m, which corresponds to a horizontal light
strength of c. 10 lux. Vertical surfaces (at right angles to the direction of view) are far more
conspicuous than horizontal ones (which are viewed from an angle). The light strength value may
therefore be lower. Measurements carried out in the field show that 3.5 lw is a sufficient leve1 of
illumination.
Some critical areas of the lock require a greater lighting contrast (both for the lock users and the
operating personnel). This can be achieved either by lighting the horizontal and vertical surfaces of
these areas, on which the light has to fall, more strongly or providing them with white (contrastive)
markings.
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The latter solution is preferable becauseit reinforces the lighting and, as such, consurnesless power,
creates fewer obstacles (lamp standards), does not cause confusion and dazzle and, lastly, also has
a function in daylight.
The critical areas of the lock include the chamber entrance and exit (gates and entrance structure).
The vertical light strength should be higher here than elsewhere by a factor of 2, i.e. 7 lux. The
chamber, the waiting space and, to a lesser extent, the lay-by are areas of activity where careful
observation is necessary (vessels have to manoeuvre, tie up and the captain sometimes has to go
ashore; the many obstacles on the site must therefore be clearly visible).
The lighting of the lay-by and free space is intended mainly to assist orientation. At the lay-by, a
vertical light strength of 3.5 lux and a horizontal light strength of 5 lux are sufficient. Figure 6.7.1.1
gives a summary of the light strengths referred to.
Ambient light and visual guidance
Lighting in the lock surroundings can affect the illumination of the lock complex. The approach to
be adopted is wholly dependent on the local situation. Misleading ambient light can give the boat
captain a false impression of the course of the waterway or the entrance to the lock chamber. A
solution might be to illuminate the waterway or the lock complex over a suffcient length, or to adjust
the ambient light over the complex.
Guiding
vesseb
with berm
retlectax
@wking)
I
Eotlom
line
l
Watenway
axb
-7
Lock
Illuminated
axia
~ea
Lock
abutments
Walthg
Frwap-
Lay-by
4
Lock&nhxh
;;
Entm-i
Lockchambsr
Lock
Light strength
A Ev
Figure 6.7.1.1 Ilhunination levels for lock and lock approach.
management
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1996
6-12
The ratio of light strengths in that case should not exceed a factor of 2. In order to assist the visual
guidance of vessels to or from the illuminated zone, it is recommended that reflectors or
retro-reflective material be installed over a distance of at least 5 vessel lengths (design standard
vessel), e.g. on the existing buoys or on berm boards along the waterway.
Evenness
To ensure the evennessof the lighting, a minimum value of E,,,,JE, = 0.3 should be applied to both
the vertical and the horizontal surfaces.
Dazzle
A lighting installation can cause dazzle. The relevant factors are the combination of selected light
fitting and lamp and how they are set up. The threshold increment indicates the degree of dazzle. It
should be less than 10%.
Colour recognition and type of lamp
The colour of the light is a factor in the recognition of signs and signals. The colour can be freely
chosen. White or yellow light do not demonstrably affect safety and comfort, so that the costs of
power consumption can be the deciding factor. Energy-saving lamps should therefore be considered
frst for the choice of lamp. This category includes high pressure or low pressure sodium lamps. High
pressure sodium lamps emit a light with which a reasonable colour recognition is possible. With low
pressure (monochromatic) sodium lamps colour recognition is impossible. If colour recognition of
trafftc signs is required, for example, this can be achieved by illuminating signs separately with white
light or illuminating them internally. Low pressure sodium lamps are not permitted within a radius
of 3 m of vessels flying cones.
Marking
The degree of illumination can be affected by the marmer of marking surfaces. White marking is a
good way to ensure sufftcient contrast in dark surroundings with little light.
n
Times of lighting and dimming
It is important to examine critically on tost grounds the times during which a lighting installation
operates. This concerns both the switching on and off times and the possibilities for reducing or even
turning off the lighting in certain circumstances during parts of the darkness period.
A customary value for switching is c. 40 lux (measured horizontally).
Lght fttings
There are various fittings for conventional lighting, depending on the type of lamp, the power of the
lamp and the desired light distribution. A distinction is made between diffusion-type and
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1996
6-73
concentration-type fittings. Mainly concentration-type fittings are recommendedfor locks. The fittings
must be installed outside the line of the chamber wal1 and guide walls; the base of the standard should
be at least 2 m distance from bollards etc.
Maintenance
The lighting must be so designed that it is easily accessible for maintenance.

w
Requirements and stanaardsfor carrying out an installation
The current electricity safety standards must be observed. The electricity supply companies should
be consulted in this regard.
6.7.2 Bridges
w
Lighting requirements
Good illumination at bridges contributes to a smooth and safe passageunder the bridge by ensuring
that
the boat captain can see properly where he is sailing, and
the bridge keeper can see the vessels on the waterway.
There are usually also signal lights at bridges. These must be treated in relation to the other lighting.
Section 6.2 sets out constructional requirements for the underside of bridges to prevent the reception
of misleading radar information. Bridge piers and guide walls must also be fitted with effective radar
reflectors.
n
Fixed bridges
Fixed bridges built over the normal profile and without a centra1pier do not require any illumination.
Fixed bridges without a central pier built over the tight profile may narrow the waterway somewhat,
so that the abutmentsjust project out into the water. It is sufftcient to paint the verticaI surfaces which
defne the passageopening white and to ilhuninate them at 3.5 lwr during darkness.
Fixed bridges with a centra1pier and built over a single-lane profile have guide walls. This situation
requires good visual guidance, which is achieved by illtinating
a number of vertical white-painted
surfaces at 7 lux, i.e. parts/heads of piles of the entrance structure and heads of the piers and/or
abutments. The entrance should be ilhuninated symmetrically, see Figure 6.7.2.1.
management
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1996
6-74
C
Consplcuoru
vlsoal
guidanca
Guide
AdditIonPI
---
wall
polnta
to ba Ut for
dwing
darknesx
in front
gulde
of OntIXsnCO
wal
on exit
side
--cm
cf movement
Dlroctlon
of moveme)nt
Figure 6.7.2.1 Lighting on entrance structure with unequal arms

Where there are fixed yellow navigation lights, the distance apart and light strength of two lights must
be so chosen that it is possible to distinguish in darkness at a distance of 5 L that there are two lights.
At a distance of 1 to 2 L these yellow lights wil1 act as a direction point for the centre line of the
opening, so they must also be placed above exact centre of the opening. With long navigation
openings consideration should be given to fitting an additional guide light in the centre line against
the underside of the bridge on the exit side. If no yellow lights are required, a fixed white light above
the centre of the navigation opening forms a useful visual guide.
The outside of the navigation opening is lit at a vertical strength of not more than 3.5 lux. If the
lighting is stronger, the contrast with the waterway behind (a black hole) is too great.
As an aid to visual guidance after the passageof a bridge, reflectors can be placed on the bank over
a minimum distance of 5 L.
Trafftc and information signs and height gauges must be made visible by correct treatment of their
surfaces and lighting them up.
n
Moving bridges
The same standards apply to moving bridges as to fixed bridges, with the following addition:
The red and green signal lights also serve as visual guides and must therefore be placed on
both sides at exactly the same distance from the outer side of the navigation opening. These
lights must not dazzle and must be of a lower strength during darlaress than during daylight.
Lay-bys are ilhuninated at a vertical light strength of 3.5 lux and a horizontal light strength
of 5 lux.
Supplementary lighting may be needed for remote operation with the help of television
cameras.
management
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_- -.-
6-15
6.8
Small-scale boating
Some recommendations are given below about the use of waterways for small-scale boating.
Savings can also be achieved on the maintenance of these waterways by taking into account the user
requirements imposed by cleaning boats. It is recommended that the dimensions given in Table 6.8.1
for such a use 1 e adhered to.
n
Descrtption of use
Minimum height for somecleaning boa&
absoluteminimum height for canoesand rowing boats.
Minimum height for skating.
Minimum height for cleamngboats, rowing boatsand canoes.
Minimum height for smal1pleasuremaft; height for skating routes.
Height for major skatingtours
0.9
1.2
1.25
1.5
2.0
Depth
Technically navigableby cleaning boats;

acceptablefor canoeingand rowing boat trips only over very
short distances.
Technically usablefor wind surtng.
Minimum depth for canoeingand rowing boat tours;
cxmstraineddimensionfor small leisure craft.
Normal depth for small leisure craft;
also minimum depth for normal dredgersand removal of choking
waterweeds.
0.5
0.8
1.0
1.2
1 Bridge width
1.1
2 to 2.5
2.5
Minimum widtb for canoes.

Minimum width for cleaning boats.
Widtb for canoeingand skating;
minimum width for touring rowing boats.
Minimum widtb for windsurfers.
Constrainedprofile for rowing boat tours and cleaning boats;
minimum width for smal1leisure craft.
Normal profile for rowing boat tours and windsurfng.
3 to 3.5
4.0
6.0
ah diiensions in m
Table 6.8.1
Dimensions for small-scaIe boating
Relatively smal1craft, such as canoes, surf boards and motor boats shorter than about 5 m are used
for small-scale boating .
The following recommendations supplement the data in Table 6.8.1:
free headroom under overhead power lines 10 m; 15 m if there are sailing craft;
navigable width for the tight profile at least 5 m and at least 10 m for the normal profile;
fixed and moving bridges on busier roads and railways should be so designed that canoes do
not need to be ported across.
For use combinations within this scheme, the highest value applies. The latter also applies to
combinations with large-scale boating and commercial traffic.
management
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1996
6-17
t AA
standard water leve1
T (1) = register draught
h (1)
bad
Intervenbon depth
malntenance
rl
or nautical depth
score
actual
depth
Figure 6.9.1
Quality score for bed leve1
The actual dredging frequency is largely determined by the pollution class of the dredge spoil and the
associateddisposal problems. The spoil in the neighbourhood of structures may be polluted as a result
of maintenance in earlier years.
The quality score for the bed leve1 is good if the actual depth is lower than halfway between the
nautical and intervention depths.
The score is poor if the actual depth is higher than the intervention depth.
Fair lies between the two.
The score can also be poer if the minimum earth cover for cables, underwater mains and pipelines
is no longer present, e.g. as a result of scouring causedby narrowing of the profile. Moreover, strong
scouring can threaten the stability of a bridge.
The manager himself determines on the basis of the trafftc pattem when the width of the waterway
is no longer adequate and improvement is required. Improvement can often be postponed by the
introduction of traffic control.
Dimensions of structures
The manager also determines with reference to the trafftc pattem when improvement is needed to the
navigation width and headroom of bridges and the chamber dimensions of locks.
Availability of structures
Waterway users first notice that the functioning of locks and bridges is less than adequate when there
management
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1996
6-18
are defects in the closing and operating mechanisms. Such shortcomings in operational safety have
direct economie consequencesfor goods transport. Safety is of almost equal importante in this regard,
because inadequate safety often leads to restrictions being imposed on vessels.
Score-->
Fair
GOCXI
Poor
Operationalreliability
- interruptions
Possibleinterruptions
in long term
Frequent interruptions Frequent interruptions

in mediumterm
I now or in near future
- closures
Possibleclosuresin
long-term; possible
occasionalclosuresin
mediumterm
Frequentclosures in
mediumterm; already
occasionalnow
Frequentclosures now
Safety of users,
opemtional persormel
and environment
NO significant damage
Ouxsional , minor
material damage;
smal1chanceof injury
Frequentmaterial
damage;real chanceof
injury
Table 6.9.1
Quality score of locks and moving bridges
Locks and bridges are available for navigation if they are operationally reliable and safe. The
availability requirements differ on business economie grounds for each location and are a function of
the type of craft, the traffic volume and the availability of an altemative route.
The availability requirements can be converted by the manager into quality criteria and intervention
levels using Table 6.9.1. To do this he must first investigate the likelihood and duration of closures
and interruptions.
1
Safety aspects in relation to leisure craft
It is desirable that there should be facilities at distances of not more than 20 to 30 km along cruising
waterways for removing sick and injured people from on board vessels. This means that ambulance
and other personnel must be able to reach where the boat is moored.
Lay-bys or refuges should be provided along busy cruising waterways where the banks consist of
sheet piling or rubble facing. Such provision can generally be combined with existing yacht marinas
etc.
On large water areas, on busy cruising waterways and on waterways with busy commercial traffic,
measures should be taken to limit the nuisance caused to moored leisure craft by wave agitation and
suction. The maximum permissible wave height for moored or anchored leisure craft is 0.2 to 0.3 m.
management
aspects
june
1996
6-16
6.9
Functional
quality
Quality appraisal
Quality appraisal shows whether or not the waterway and structures satisfy their allocated functions
and the associated functional requirements. There are three scores: good, fair and poor.
If the quality is poor, this means that the intervention level has been reached: there must be
intervention. By carrying out maintenanceand/or remedial measures, the elements, together with the
waterway or the structure, can be restored to the desired quality for each function or brought up to
it for the first time.
The process of choosing the required measures, from the standpoints of safety, economy (waterway
traffk in combination with the road traffic crossing the waterway) and the environment, is set out in
the management plan.
It is important in this connection to award a quality score to the functions of the waterway or parts
of it in order to determine priorities (and a timetable) for intervention.
The present standards are limited to the navigational function of the waterway and the structures.
Quality scores are given in this section for:
the free space profile of the waterway;
the dimensions of structures;
the availability of structures.
Lastly, some safety aspects of leisure cruising are dealt with.
The waterway free space profile
The desired depth of waterway beds is given in Chapter 3.

The choice of depth is very important for commercial craft, because it govems the possible degree
of loading, speed of travel and waiting time (in tidal areas). Too little depth rapidly results in
demonstrable economie 10s~.The permitted draught in relation to the standard water leve1 is given
in the waterway register; this register draught (T,) is determined by the manager and may differ
from the desired value given in Chapters 2 and 3.
Intervention becomes necessary if the intervention depth (h,) is reached in the navigation lane (see
Figure 6.9.1). The value of hi for a constrained profile is 1.25 x T, and 1.35 x T, for a normal
profile.
The manager determines the maintenance depth (or nautical depth) from this intervention depth,
on the basis of the characteristics of the bed, the silt accretion rate and the desired dredging
frequency. The recommended minimum cover for pipelines, cables and underwater mains is measured
in relation to the maximum disturbed depth corresponding to this maintenance depth (0.1 to 0.2 m
deeper).
management
aspects
june
1996
Appendices
Bl-
APPENDIX
1 LITERATURE
The fgures afer the sections refer to the literature listed on the following pages containing relevant
background infomation.
GENERAL
Summary of contents and use of the guidelines
Vessel and waterway

Introduction
2.1
Design standard vessels
2.2
Trafflc constraints
2.3
2.4
Hydraulic constraints
Wind
2.5
Environmental constraints
2.6
WATERWAY
12, 13, 15, 16, 21, 23, 24, 25, 26, 29, 32, 33,
13, 15, 16, 17, 20, 21, 27, 29, 32, 33,
13, 19, 21, 22, 23, 30,
13, 21,
21
34, 40
34, 40
32, 40
29,40
0
COMPARTMENTS
Dimensions of waterway compartments

0
Introduction
3.1
Waterway compartments for commercial navigation 13, 20, 21, 25, 27, 28, 29, 30
3.2
24, 40
Waterway compartments for leisure cruising
3.3
29,
30, 40
Waterway compartments for mixed traffic 13, 20, 21, 24, 25, 27, 28,
3.2
LOCKS
Dimensions of Locks
Introduction
4.1
Locks for commercial navigation
4.2
Locks for leisure cruising
4.3
Locks for mixed traffic
4.4
Guard locks
4.5
15, 32,
15, 22, 26, 32,
15, 22, 26, 32,
15, 22,
0
41
40
40
32
14, 23, 26, 33, 34,

24,
14, 23, 24, 26, 33, 34, 37,
15, 22,
0
37
40
40
32
BRIDGES
waterway
Dimensions of bridges
Introduction
5.1
Bridges over commercial waterways
5.2
Bridges over cruising waterways
5.3
Bridges over mixed traffk waterways
5.4
Bridges over locks
5.5
guidelines
june 1996
Bl - 2
MANAGEMENT
waterway
ASPECTS
Management Aspects
6.1
Introduction
6.2
Zone along the waterway13, 24, 30, 31, 40
6.3
Space over the waterway
6.4
Space under the waterway
6.5
Water leve1
6.6
Longitudinal and transverse flow
6.7
Lighting
6.8
Small-scale boating
6.9
Functional quality
guidelines
17, 33, 34, 35, 39

13, 24, 30, 36,
13, 24,
13, 24,
13, 19, 24,
june
37, 40
30, 40
30, 40
30, 40
15, 23
24,40
39
1996
Bl -3
UI
Vaarwegennota; Tweede Kamer, 1980 - 1981 session, 16641, nos. 1 - 2.
PI
European Conference of Ministers of Transport E.C.M.T., Vienna 30-31 May 1961, Paris
21 November 1961, Council of Ministers, Resolutions page 41 - 43:
Resolution no. 8 conceming the classification of Inland Waterways and standard dimensions
for boats and structures.
r31
United Nations Economie Commission for Europe

Trans/SC3/24, 14 June 1961.
r41
European Conference of Ministers of Transport E.C.M.T., Paris 19 June 1992,

New classification of inland waterways; CEMT/CM(92)6 Final.
[51
Ministry of Transport, Pnblic Works and Water Management

Derde Nota Waterhuishouding.
Second Chamber, 1988-1989, 21250, nos. 1-23.
Wl
Ministry of Housing, Physical Planning and the Environment

Vierde Nota Physical Planning + Extra.
Second Chamber, 1988-1989, 20490, nos. 1-2.
[71
Ministry of Transport, Public Works and Water Management

Omgaan met water.
1985
k31

Beheersplan voor de rijkswateren 1992-1996 (BPRW)
1993
PI

Structuurschema Verkeer en Vervoer - 11
1991
uo1
Commissie van Ingenieurs van den Rijkswaterstaat en van den Provinciale Waterstaat van
Noord-Holland, van Zuid-Holland en van Utrecht
Normalisatie van de Nederlandse vaarwegen in het algemeen en van die in de Hollandse
laagvlakte in het bijzonder.
Algemeene landsdrukkerij, The Hague, 1992
Dl1
Commissie Vaarwegen Noorden des lands

RaPPOrt
Staatsdrukkerij, The Hague, 1950
Wl
Waterway Managers Commission

Maatgevende schepen ten behoeve van richtlijnen vaarwegen CEMT-klassen 1 t/m IV;
July 1980.
1131
june
1996
Bl -4
Richtlijnen voor de afmetingen en vormgeving van vaarwegen van de CEMT-klassen 1 t/m

IV; April 1987.
v41

Richtlijnen voor de afmetingen en vormgeving van vaste en beweegbare bruggen over
vaarwegen van de CEMT-klassen 1 t/m IV; March 1985.
r151

Richtlijnen en aanbevelingen voor de afmetingen, vormgeving en inrichting van sluizen van
de CEMT-klassen 1 t/m IV; concept; May 1992.
1161 WL 1Delft Hydraulics
Breedte van klasse V vaarwegen; manoeuvreereigenschappen van klasse V schepen;

inventarisatie van meetgegevensvan de Commissies van Onderzoek;
Deel 1, November 1991.
1171
WL 1Delft Hydraulics
Breedte van klasse V vaarwegen; invloed van vaarwegbreedte op verkeerssituaties en reistijd;
simulaties en berekeningen;
Deel 11, November 1991.
Wl
WL i Delft Hydraulics
Breedte van klasse V vaarwegen; onderzoek van Duitse literatuur;
Deel 111,November 1991.
rw
Breedte van klasse V vaarwegen; invloed van dwarsstroom op de vaarstrookbreedte; band A
en B; Deel IV, verslag onderzoek, November 1991.
Wl
WL i Delft Hydraulics
Breedte van klasse V vaarwegen; dimensionering van de bermstrook op basis van
scheepsbestuurbaarheid;verslag bureaustudie;
Deel V, November 1991.
Bl
Klasse V vaarwegen; dwarsprofielen, richtlijnen voor afmetingen en vormgeving.
Deel VI, Eindrapport, April 1994
Wl
Klasse V vaarwegen; sluizen, richtlijnen voor afmetingen en vormgeving.
Deel 1X, Interim rapport, April 1993
r231
Klasse V vaarwegen; bruggen, richtlijnen voor afmetingen en vormgeving.
Deel X, Interim rapport, June 1993
r241

Richtlijnen voor de afmetingen en vormgeving van vaarwegen en bruggen voor de
recreatievaart; June 1990.
waterway
guidelines
june
1996
Bl - 5
1251
Ministry of Agriculture, Nature Conservation and Fisheries + Ministry of Transport, Public

Works and Water Management + Ministry of Housing, Physical Planning and the
Environment + Ministry of Economie Affairs + Interprovinciaal Overleg 111.
Beleidsvisie recreatietoervaart in Nederland 1990 (BRTN)
Secretariaat: Provincie Utrecht, dienst Ruimte en Groen, December 1990
PI
Binnenvaartpolitiereglement.
Staatsblad 682, 26 October 1983, SDU The Hague
[271
Waterway Managers Commission Waterway Compartments Working Party

Verslag inventarisatie van bestaande Nederlandse vaarwegen van de klassen 1.. .IV,
deelrapport 1; March 1980.
PI

Literatuurstudie betreffende het dwarsprofiel van rechte vaarwegvakken van de klassen 1 t/m
IV, deelrapport 11;March 1980.
PI

Normen voor het dwarsprofiel van rechte vaarwegvakken van de klasse I...IV,
deelrapport 111;May 1982.
[301

Dimensionering van bochten en nevenaspekten, deelrapport IV; February 1986.
r311
Directorate-Genera1for Public Works and Water Management , Waterway Frontages Working

Pal-tY
Rooilijnen vaarwegen (concept); April 1985.
r34
Waterway Managers Commission Locks Working Party

Richtlijnen en aanbevelingen voor de afmetingen, vormgeving en inrichting van sluizen van
de CEMT-klassen 1 t/m IV; Eindrapport, September 1990.
1331
Waterway Managers Commission Bridges Working Party

Basisonderzoek nautische richtlijnen CEMT-klassen 1 t/m IV; .
Nota S 77.47.4, December 1981.
1341

Vooronderzoek t.b.v. het opstellen van richtlijnen voor de afmetingen en vormgeving van
vaste en beweegbare bruggen over vaarwegen van de CEMT-klassen 1 t/m IV;
Nota S 77.47.2, December 1981.
1351

Invloed van het disconteringspercentage bij de bepaling van de optimale doorvaartwijdte van
beweegbare bruggen.
Nota S 82.15.01, February 1982.
[361
Directorate-Genera1 for Public Works and Water Management, HOBU Working Party
Rapport hoogspanningsleidingen, pijpleidingen en kabels in en nabij Rijkswerken;
Utrecht, September 1981.
waterway
guidelines
june
1996
Bl - 6
r371
Directorate-Genera1 for Public Works and Water Management, Transport Research Centre
(AVV), Infrastructure and Exploitation Division
Radarhinder van hoogspanningsleidingen; notitie 93.310; Rotterdam, October 1993.
[381
Brolsma, J.U.
Nieuwe classificatie van binnenvaarwegen.
Directorate-Genera1 for Public Works and Water Management, Road en Hydraulic
Engineering Division, Waterbouwinfo 15, January 1993
Wl
Waterway Managers Commission, WAAK Working Party

Concept Richtlijnen voor de bediening van bruggen.
Concept Richtlijnen voor de bediening van sluizen.
Verkenningsfase automatisch bediende bruggen.
Directorate-General for Public Works and Water Management, Transport Research Centre
(AW), Rotterdam, 1995.
[40]
Waterway Managers Commission Cruising Waterways Working Party

Richtlijnen voor vaarwegen met recreatievaart; December 1987.
1411
Sdu Uitgeverij Koninginnegracht, The Hague

Vervoer gevaarlijke stoffen over de binnenwateren VBG/ADNR, 1994
june
1996
A2-1
APPENDIX
2 TERMS and SYMBOLS
TERM!3
AIR DRAUGHT
The air draught of a vessel is the vertical distance between the water line and the highest point of the
stationary vessel when al1 the easily strikable parts (such as radar, masts, aerials, flag mast etc.) have
as far as possible been struck.
AVAILABILITY REQUIREMENTS
These requirements determine whether an object can be used safely, i.e. is available. It is essential
to define availability requirements as a basis for determining intervention levels. The former, in fact,
determine when damage has unacceptable social consequences,and, allowing for a safety margin,
also determine the intervention level.
BANK LINE
The bank line is the line of division between water and land.
BANK LINE (THEORETICAL)
The theoretical bank line is the imaginarily extended bank line of adjacent waterway compartments
where a waterway has been locally widened, e.g. at a wharf.
BARGE YACHTS
The totality of the former commercial craft which have been brought under sail again and which
form, together with charter vessels, the largest category of pleasure craft in private ownership.
BOATING (= WATER SPORTS)
Water recreation involving the use of a pleasure craft.
CARRYING CAPACITY
Maximum weight of the load which may be carried by the vessel, expressed in tons.
CHAMBER LENGTH
The useful chamber length is the horizontal distance between the stopping marks of the chamber.
CLEARANCE HEIGHT
The clearance height is the distance which is prescribed on safety grounds between the top of the
design standard vessel and the underside of the bridge.
CLOSED WATERWAY
A closed waterway is a waterway with a headroom of less than 24 m.
DESIGN STANDARD VESSEL DIMENSION
The vessel length, beam, draught or height exceeded by not more than 5% of the leisure craft using
a particular class of waterway.
waterway
guidelines
june
1996
A2-2
ECCENTRKALLY PLACED BRIDGE OPENING

When the eccentricity of a bridge opening is greater than 0.15 x the navigable width of the adjoining
canal pound in the keel plane of the design standard vessel, this bridge opening is defined as an
eccentrically placed bridge opening.
ECCENTRICITY
The eccentricity of a navigation opening is the distance between the axis of the waterway and the axis
of the bridge opening.
ECOLOGY
Science which studies the relationships between organisms and their environment.
FENDER WALL
Structure along the waiting space and lay-by used for mooring craft.
FIXED POINTS
Fixed points are positions in the cross-section of a waterway which establish the minimum required
free space profile.
FREE SPACE PROFILE
The free space profile is the part of the cross-section of a waterway that is freely available for the
movement of vessels.
FUNCTIONAL REQUIREMENTS
Requirements which are imposed on the layout of a water system or control structure in order to
ensure that they are able to perform their functions, and which are translatable into quality
requirements (including technical ones).
GUIDE WALL
Tapering structure, connecting to the lock abutment, to provide mechanica1and visual guidance to
vessels entering a lock chamber.
HEADROOM
The (free) headroom is the vertical distance between the standard high water leve1 and the underside
of a span over the waterway which is available at al1 times for the passage of waterway trafftc.
INTEGRATED WATER MANAGEMENT
The aim of this form of management is to adopt an integrated approach not only to the water systems
with their beds and banks, the groundwater including al1 its substances and biological communities,
but also the interests and functions involved, and to manage them as far as possible as a single whole.
INTERVENTION
An intervention is a management activity concemed with maintaining or bringing up to the desired
quality leve1the designated functions of a water system. Interventions may consist of activities in the
area of construction, improvement, restoration, routine maintenance, long-term maintenance, or other
activities arising from the management of water systems, such as research, supervision, monitoring,
etc.
waterwa
y guidelines
june 1996
A2-3
INTERVENTION LEVEL
The moment when an intervention leve1for a function is reached is determined by the risk that arises
from the loss of that function.
This risk is defined as the likelihood of loss of function multiplied by the consequential economie and
social 10s~.The situation in which the risk resulting from loss of function is no longer acceptable is
called the intervention leve]. This situation arises when the capitalised risk becomes greater than the
capitalised intervention and maintenance costs. The moment when this unacceptable quality leve1 is
reached forms the basis for determining the time for carrying out remedial action, which wil1 often
be earlier. There are cases in which intervention is necessary independently of the extent of the
consequential social loss or where a criterion set elsewhere or in a different manner is exceeded. The
intervention leve1 lies, by definition, above the leve1at which complete loss of function occurs. This
chosen safety margin may differ for each object and is dependent on the risk referred to above. The
manager himself defines this margin and incorporates it into the management plan.
KEEL PLANE
The keel plane is the imaginary horizontal platte that touches the part of the vessel which extends
deepest underwater .
LAY-BY
Mooring area where vesselswaiting to enter the lock, but which cannot join the next locking, can tie
UP.
LEISURE CRUISING (= THROUGH LEISURE TRAFFIC)
Making a trip of one or more days in a pleasure craft which involves leaving the waterways in the
neighbourhood of the home port.
LOCKING LEVEL
Maximum locking level: Water leve1 above which locking is no longer permitted.
Minimum locking level: Water leve1below which locking is no longer permitted.
MANAGEMENT
Being responsible for, and enaging in, the maintenance or attainment of, a previously defined standard
for the managed object or the managed function.
MANAGEMENT
PLAN
The management plan provides information, both to the managers own organisation and to third
parties, about how management is being performed.
MOTOR BOAT
A leisure craft that has been designed and equipped to be propelled exclusively or nearly exclusively
by means of its own motor or motors.
MOTOR BOAT ROUTE (M ROUTE)
A navigation route used by motor boats, where motor boats are used as the norm for the standards.
NAVIGATION WIDTH
The navigation width of a bridge is the narrowest width under that bridge, measured at right angles
to the waterway axis, which can be fully used by the design standard vessel at the standard water
leve1.
waterway
guidehnes
june
1996
A2-4
The navigation width of a guard lock is the minimum horizontal distance in the navigation opening
between the walls of a guard lock, measured at right angles to the axis of the navigation opening,
which is available for navigation.
PROTECTED (SHELTERED) WATER
The whole of the Netherlands inland lakes and waterways, with the exception of the large Delta
lakes, Lake IJssel/Lake Marken and Wadden Sea.
OPEN WATERWAY
An open waterway is a waterway with a headroom of 24 m or more.
QUALITY (DESIRED)
The desired quality is the quality which satisfies al1 the functional requirements deriving from the
functions .
SAILING and MOTOR BOAT ROUTE (SM ROUTE)
A navigation route used by sailing craft and motor boats, where sailing craft and motor boats are used
as the norm for the standards.
SAILING CRAPT
A pleasure craft that has been designed and equipped to be propelled by wind power.
SMALL-SCALE BOATING
Boating using relatively smal1craft (canoes, rowing boats, surf boards and sailing and motor boats
shorter than c. 5 m).
STANDARD HIGH WATER LEVEL
The standard high water leve1 for commercial craft is the water leve1 which is exceeded for an
average of 1% of the time. The corresponding figure for leisure craft is 2% during the summer half
year.
STANDARD LOW WATER LEVEL
The standard low water leve1 for commercial craft is the water leve1 which is not reached for an
average of 1% of the time. The corresponding figure for leisure craft is 2% during the summer half
year .
TURNROUND TIME
The time needed at a lock for closing and opening the gates and for levelling during one locking
operation.
UNDERKEEL CLEARANCE
Smallest distance between the underside of the keel plane of a vessel and the upper side of the si11or
floor of a lock or bottom of the waterway.
Gross underkeel clearance: when the vessel is stationary.
Net underkeel clearance: when the vessel is moving.
WAITING SPACE
Mooring area where vessels have to wait before entering the lock for the next locking operation.
june
1996
A2-5
WATERWAY DEPTH
The waterway depth is the vertical distance between the standard low water leve1 and the bed of the
waterway, measured on the waterway axis.
WATER SYSTEM
A geographically demarcated, interrelated and functioning totality of surface water, groundwater,
underwater beds, banks and infrastructure, including the biological communities which they contain
and al1their associatedphysical, chemical and biological characteristics and processes. The boundaries
of such a water system are determined primarily by their morphological, ecological and functional
interrelationship.
waterway
guidelines
june 1996
A2-6
SYMBOLS
SpbOl
Unit
Dejnition
m*
Cross-section of discharge or intake opening
Aaw
m*
Lateral area of vessel above water
AC
m*
Area of wetted cross-section of waterway/structure
&
m*
Area of underwater cross-profile (area of midship section) of vessel
m*
Lateral area of vessel under water
Width of waterway
b,
Bed width
bo
Width of discharge opening
bT
Profile width over draught T
Beam of design standard vessel
Bk
Chamber width
Bd
Width of navigation lane
Headroom relative to NAP
Distance between the extension of the chamber wal1 and the inner side of the
fender wal1 of the waiting space or the depth contour in the keel plane of
laden vessels, measured at right angles to the lock axis.
IUX
Light strength
Depth relative to the standard water leve1
Intervention depth
h,
Standard water leve1relative to NAP (New Amsterdam Datum)
Air draught of design standard vessel
Length of design standard vessel
Length of lock entrance structure
Useful chamber length
waterway guidelines
june 1996
A2-7
LW
Length of waiting space
Lfs
Length of free space
LI
Length of of lay-by
m3/s
Cross-flow rate
Radius of bend
Clearance height
Width of safety lane
Draught of design standard vessel
Registered draught
vc
tllh
Cross-flow velocity
Navigation width of guard locks
Tangent angle of transition arc
CY
B
Angle of arc
Ab
Lane width allowance
waterway
guidelines
june
1996

Guidelines For The Dimensions and Design of Waterways

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Guidelines For The Dimensions and Design of Waterways

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Guidelines for

the dimensions and design

Waterway Managers Commission (CVB)

Waterway Managers Commission (CVB)

R.J. Dijkstra, M.Sc. Civil Engineering (Delft)

Directorate-Genera1 for Public Works and Water Management

Research Centre (AVV)

Hook and Hatton LTD, Technical Translators

Directorate-Genera1 for Public Works and Water Management

Summary of contents and use of the guidelines

Vessel and waterway

Dimensions of waterway compartments

Terms and symbols

First Netherlands stanabrdisation

First internutional stanabrdisation

CEMT = ConferenceEuropennedes Ministres des Transports

Rapport CommissieVaarwegenNoorden des Lands, Staatsdrukkerij,The Hague, 1950

French canal barge (peniche)

CEMT classification of 1954

Commencementof the CVB activities

The occasion for setting up the CVB was the Vaarwegennota

Policy Report), which had

French canal barge

Large Bhine barges

Two barge pushtow

Bridge height = air draught + 0.30 m

(BA) Apply mis classonly to reconstructedwatenvays

Design standard vessel dimensions adopted on the advice of the CVB

When the designstandardvesseldimensionswere establishedthere was found to be a considerablenumber of vessels

Summary of al1 the CYB guidelines and recommendations

Approval procedure and status of the rules

CUR = Civieltechnisch Centrum Uitvoering Researchen Regelgeving

New CEMT and ECE classifkation

PIANC = PermanentInternational Organisationof Navigation Congresses

CEMT classifcation of 1992

into the classification,

bas also been found for the non-

maximum perrmssibledlmenstonsof vessels

Recommendation for the dimensions of new waterways used by coastal shipping

Type of cruising route

* routes in local water sport districts and small-scaleroutes

* routes for mainly local traffic

* routes via sheltered inland waterways where no ahemativesof ths classare

* routes on or directly connectedto large water areas:Delta region, Lake

I* route for al1categoriesof barge yachts on or directly connectedto large water

Classifcation for cruising traffic

Dr. R. Filarski M.Sc.

Ir. J.U. Brolsma

Composition of the Waterway Managers Commission (CVB)

E.J. van der Kaa M.Sc.

A.J. Veraart M.Sc.

Directorate-Generalfor Public Works and WaterManagement,

Former members of the Watenvay Managers Commission (CVB)

J.W. Aarents, M.Sc.

I.A.A. ten Broeke, M.Sc.

Directorate-General for Public Works and Water Management,

(from 25 September 1987 to 18 November 1988)

E. van Hijum, M.Sc.

(from 25 September 1987 to 2 March 1989)

J.G. Hillen, M.Sc.

J.K. Korf, M.Sc.

Directorate-General for Public Works and Water Management,

(fmm 11 August 1977 to 27 April 1990)