[雙語翻譯]--港航外文翻譯--關(guān)于石狩灣內(nèi)河航道的航線研究（原文）

1、Study on the Shipping Route of the lshikari Inland Waterway K. Takahashi'), K. Goto'), J. Sumie'), T. Terashima3), N. Otsuka4', T. Shibata'), N. Usami'), H. Saeki7) Iwakura. Construction $0.. Li

2、d., Minami 1, Nishi 7, cyuo-ku. Sapporo, Japan., takahashi-kmnet-ic.co.ip Cold Region Port and Harbor Research Center, Japan. Kumashiro System Frontier Co., Ltd. Japan. 'North Japan Port Consultants Co., Ltd. Japa

3、n. 'Toa Corporation, Japan. ' Hokuden General Engineering Design and Consulting Company Inc. Japan. Hokkaido University, Japan. 1 ABSTRACT ~ Most Japanese rivers have steep gradients and experience large sea

4、sonal flow variations. Due to these topographical characteristics, Japanese rivers are not typically used for inland waterway transport. However, the gentle gradient found throughout the middle and lower reaches of H

5、okkaido's lshikari River, Japan's third longest river and second largest in terms of basin area, gives the lshikari River potential as an avenue for inland transport. Large cities dot the lshikari River basin,

6、 but despite this, logistics based on inland watemay transport have not developed in Hokkaido. Instead, these basin cities generally rely on trucks to move goods to and from nearby ports, a fact that is behind the mo

7、unting pressure for reduced transportation costs. This study examines the possibility of using the lshikari River for inland waterway transport by looking at the river's physical suitability. I .Introduction Mos

8、t Japanese rivers tend to have steep gradients and experience large variations in seasonal flow. These disadvantages are why most Japanese rivers are not used for inland transport. The lshikari River in Hokkaido (Fig.

9、 l), however, offers an unusually gentle gradient throughout its middle and lower reaches (Fig. 2). giving it potential as a waterway for inland transport. In fact, the lshikari River, which is Japan's third long

10、est river (268km) and second largest in basin area (14,330kmz), has a history of supporting inland transport. Starting in the latter half of the 18OOs, it carried the survey teams that mapped out inland development p

11、lans for Hokkaido, and was also used to transport the settlers that came later. However, as railway and road networks developed, its use as a logistics pipeline declined. More recently, however, rivers have been gaini

12、ng renewed attention for their potential in reducing inland transportation costs, addressing global environmental issues and reducing CO2 emissions through a modal shift. providing waterfront amenities, and stimulati

13、ng education. Consequently, transportation options involving inland waterways are being looked at much closer. This study is a basic exploration of the practicality of using the lshikari River as a transport corrido

14、r. Firstly, two specific routes that would be utilized for transport on the lshikari River were assumed. Secondary, the suitability of different vessel types, the rivets flow, and restrictions imposed by existing str

15、uctures that span the river were considered. These factors were used to calculate the effective annual working days available for each proposed route. Finally, some issues that would have to be resolved were discusse

16、d. Fig. 1. Location of lshikari River. II. Route considerations A. Existing examples of inland waterway transport in Japan In the latter half of 1990% use of domestic rivers for 0-7803-8669-8/04/$20.00 02004 IEEE.

17、- 2276 - vessel length where current exists and twice vessel width through sections with no current. In addition, a depth equal to the vessel's full-load draft plus 10% is assumed to be required throughout the

18、channel and anchorages. Based on these rules of thumb, barges in the 300-ton class require channel widths of 2045m and a water depth of 2.0m, while barges in the 1,000-ton class require channel widths of 30-55m and a

19、 water depth of 3.0m. The maximum height for the pusher is assumed to be 3.5m above the water surface. D. Natural impediments both on the river and on the open sea, were investigated. Potential impediments to inland

20、wateway transport, 1) River impediments: Using historical flow data for lshikari River, both ordinary and droughty water levels were calculated at various points along the river. Based on the aforementioned channel re

21、quirements, it was found that the river possessed both the channel width and water depth required for a 1,000-ton class barge to travel 34.5km upstream from the estuary when the river is at droughty water levels, and

22、 that navigable waters were assured up to 41.5km upstream for a 300-ton class barge. This indicates that river navigation is practical under existing conditions. In the upper reaches, above 41.5km, some points do not

23、meet the channel width requirement. However, it is conceivable that with modest river improvements, a 300-ton barge could navigate up to 94.0km upstream. 2) Open sea impediments: In using Route 1, a vessel would ha

24、ve to navigate the open sea between lshikari Bay New Port and the lshikari River estuary. Consequently, it would be subject to ocean waves when the sea turned rough. Barges are typically vulnerable to high waves, and

25、 the breakpoint for safe navigation would be a wave height of lm. Seas off the wast of lshikari Bay New Port exceed l m approximately 40% of the year, and during winter lwamizawa Bridge months they exceed this limit

26、70% of the time. Navigation would thus be curtailed during those periods. E. Restrictions due to bridges and other structures Fig. 4 and 5 show the location of all bridges and other such structures constructed alo

27、ng the lshikari River, Barato River, and the lshikari Drainage Channel. Tables 1 and 2 compare the clearances and spans of these structures. Route 1 does not offer any particular clearance or span problems for the fi

28、rst 41.5km after the estuary, meaning that our assumed vessel could safely navigate under present conditions. Along Route 2, however, some bridges spanning the lshikari Drainage Channel do not meet clearance requirem

29、ents during high water. Under existing conditions, therefore, navigation would not be practical. However, a review of current land use around the drainage channel suggests that reworking the bridges would not impose

30、any significant effect on the area. A drainage water gate, canal bridge, and canal water gate along Route 2 also require attention as their spans are narrower than required. However, since the current is extremely sl

31、ow in these areas, navigation would be possible as long as the channel width was at least equal to the hull width. Furthermore the drainage water gate, located where the drainage channel joins lshikari Bay New Port,

32、 is always kept closed to prevent salt water from reaching the Barato River. It would therefore be necessary to overwme this obstacle in some way, such as through the construction of a lock. The canal water gate, on t

33、he other hand, is not a serious impediment. Located at the juncture of the Barato and lshikari Rivers, it is only closed when the water level of lshikari River rises. Data over the past five years indicates that, on

34、average, it is only closed 12.6 days per year. Upstream limits to navigation are determined by a head works 55.4 km from the estuary. A lock or other such facility that could bypass this obstacle could extend navigab