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AIPCN-France Third Mediterranean Days of Coastal and Harbour Engineering May 2013 Marseille 1/17 THE RHONE TRAFFIC MANAGEMENT CENTRE Pierre Emmanuel PAREAU Head of Maintenance and New Projects Department Compagnie Nationale du Rhône 2 rue André Bonin, 69316 Lyon Cedex 04 Tél: +33 (0)4 72 00 69 65, e-mail: [email protected] Romain Barthelet Responsible of Automatic Systems Division Compagnie Nationale du Rhône 2 rue André Bonin, 69316 Lyon Cedex 04 Tél: +33 (0)4 72 00 68 88, e-mail: [email protected] RESUME Long de 330km, le Rhône à grand gabarit constitue, prolongé par la Saône, une artère fluviale reliant les régions du Sud et de l’Est de la France au bassin méditerranéen. La Compagnie Nationale du Rhône concessionnaire du Rhône s’est engagée dans un projet de «Modernisation de la voie navigable» dont l’objet est de passer, par étapes, de la «manoeuvre des écluses» à la «gestion du trafic», en créant un centre unique pour la gestion du trafic et la téléconduite des 14 écluses du Rhône. Les cinq premières écluses ont été mises en service en 2009, les 9 autres écluses en 2010 et 2011. L’originalité de ce centre, outre le nombre d’écluses conduites depuis un seul point est la souplesse de fonctionnement qui permet de conduire n’importe quelle écluse depuis n’importe quel demi-pupitre, offrant ainsi une grande capacité d’adaptation en fonction du trafic et du nombre de personnes présentes. Le projet a été conçu et développé par les équipes d’ingénierie de la CNR SUMMARY The wide gauge section of the Rhone river is 330km long, which, prolonged by the Saone river, forms a corridor linking southern and eastern France with the Mediterranean basin. The Compagnie Nationale du Rhône (CNR) holds the concession to operate the Rhone river (navigation hydropower) and is currently carrying out a “Navigable Waterway Modernisation” project aimed at progressively upgrading aspects ranging from “lock operation” to “traffic management”, by developing a centre for traffic management and the remote control of the 14 locks built on the Rhone. The first 5 locks were commissioned in 2009, with the other 9 locks being commissioned in 2010 and 2011. The originality of this centre, besides the fact that it manages a large number of locks from a single location, is its flexibility as it permits operating any lock from any console, meaning that the centre can be adapted to deal with the traffic at a given moment and the number of persons available in the centre. The project has been designed and developed from the outset by CNR's engineering teams. Keywords: locks, remote-control, traffic management
Transcript
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THE RHONE TRAFFIC MANAGEMENT CENTRE

Pierre Emmanuel PAREAU

Head of Maintenance and New Projects Department Compagnie Nationale du Rhône

2 rue André Bonin, 69316 Lyon Cedex 04 Tél: +33 (0)4 72 00 69 65, e-mail: [email protected]

Romain Barthelet

Responsible of Automatic Systems Division Compagnie Nationale du Rhône

2 rue André Bonin, 69316 Lyon Cedex 04 Tél: +33 (0)4 72 00 68 88, e-mail: [email protected]

RESUME Long de 330km, le Rhône à grand gabarit constitue, prolongé par la Saône, une artère fluviale reliant les régions du Sud et de l’Est de la France au bassin méditerranéen. La Compagnie Nationale du Rhône concessionnaire du Rhône s’est engagée dans un projet de «Modernisation de la voie navigable» dont l’objet est de passer, par étapes, de la «manœuvre des écluses» à la «gestion du trafic», en créant un centre unique pour la gestion du trafic et la téléconduite des 14 écluses du Rhône. Les cinq premières écluses ont été mises en service en 2009, les 9 autres écluses en 2010 et 2011. L’originalité de ce centre, outre le nombre d’écluses conduites depuis un seul point est la souplesse de fonctionnement qui permet de conduire n’importe quelle écluse depuis n’importe quel demi-pupitre, offrant ainsi une grande capacité d’adaptation en fonction du trafic et du nombre de personnes présentes. Le projet a été conçu et développé par les équipes d’ingénierie de la CNR

SUMMARY The wide gauge section of the Rhone river is 330km long, which, prolonged by the Saone river, forms a corridor linking southern and eastern France with the Mediterranean basin. The Compagnie Nationale du Rhône (CNR) holds the concession to operate the Rhone river (navigation hydropower) and is currently carrying out a “Navigable Waterway Modernisation” project aimed at progressively upgrading aspects ranging from “lock operation” to “traffic management”, by developing a centre for traffic management and the remote control of the 14 locks built on the Rhone. The first 5 locks were commissioned in 2009, with the other 9 locks being commissioned in 2010 and 2011. The originality of this centre, besides the fact that it manages a large number of locks from a single location, is its flexibility as it permits operating any lock from any console, meaning that the centre can be adapted to deal with the traffic at a given moment and the number of persons available in the centre. The project has been designed and developed from the outset by CNR's engineering teams. Keywords: locks, remote-control, traffic management

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Figure 1 – CNR’s Developments on the Rhone

I - THE RHONE-SAONE CORRIDOR, A MEDITERRANEAN ARTE RY The Rhone has been developed by the Compagnie Nationale du Rhône in the framework of a concession with the threefold objective of providing hydroelectricity production, navigation and irrigation. The wide gauge section of the Rhone is 330 km long and permits the passage of multiple barge convoys of 4,400 tons. It has a guaranteed draught of 3 m and a head clearance of 6.30m. In 2011 river traffic amounted to 5.8 M tons for a flow of 1,300 million tonsxkm. North of Lyon, the Rhone is prolonged by the Saone river which also allows the passage of wide gauge vessels. Together they provide a navigable waterway more than 500 km long that serves the major industrial and agricultural regions of southern and eastern France.

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Since the Saone and Rhone flow into the Mediterranean, their natural outlets are the ports of Marseille and Sète, the latter being linked to the river by the Rhone canal. Nearly half (about 45%) of the traffic using the basin passes via one of these two seaports, though Marseille-Fos outweighs Sète in terms of volume. This highlights the importance of having a competitive maritime interface for the stakes of river development. However, taking this example alone, one out every two containers passes via the ports of northern Europe, thus avoiding the Rhone, whereas our ports on the Mediterranean are obviously the natural points of entry for these containers. The port reform set up in 2011 is therefore crucial for accelerating modal transfer from road to waterway. Its deployment over the past year has been encouraging for container traffic, which has increased at an annual rate of nearly 10% since April 2011. If other types of traffic are not as dynamic, we think that it probably due to the gloomy economic climate and the resulting contraction in key sectors, such as the construction and automobile industries. What is more, salt consumption was low during the winter of 2012 while cereal exports suffered a downturn, explaining the reduction of traffic in 2012 and putting an end to a decade of growth. Nonetheless, there is a bright side. Although it is too early to predict a general resumption of activity, container traffic could set the example with modal transfer; port reform also promises positive repercussions, even though confidence can only be built through time. Lastly, the creation of a Rhone-Saone ports committee, in addition to the impetus provided by the government, should boost modal transfer. In this context, the Port of Lyon Edouard Herriot provides a good illustration: the volume of river traffic handled by the port has risen by more than 7% over the year (compared to a fall for the basin) and it is heavily involved in container transport (+19%). Thus it forms the bridgehead and hub for river traffic, with an interesting and promising outlook for modal changes. However, traffic can only develop sustainably through attracting new clients and new transport. Changing logistic organisation and bringing new entities into the basin require considerable investments. The confidence that skippers and transporters are able to place in the waterway operator, in its capacity to stand by its commitments in the long term, are decisive factors for success. The arrival of new modern and high capacity units in recent years is proof of this confidence. As the operator of the navigable waterway of the Rhone, CNR is bound to strengthen its commitment to modernise navigation, a process that began in 2003 following the signature of its new contract. To this end, CNR started to implement a plan in 2004 that focuses on the following actions:

� Improving lock reliability,

� Commissioning a user information system (Inforhone.fr), producing ECDIS charts,

� Constructing new infrastructures (mooring points, a container terminal at Port de Lyon). The recent growth in traffic and the outlook for development highlight the need to adapt to meet the new challenges:

� Increasingly strict security and regulations for transport (monitoring hazardous substances, increasing numbers of passengers),

� Providing information to users and monitoring the passage of goods through the supply chain,

� An increased workload for locks (traffic doubled from 1998 to 2009).

As part of its second 5 year plan of Missions in the General Interest, CNR must pursue its activities in the following three areas:

� Continue and speed up the lock upgrading and reliability programmes,

� Traffic management, provide new services to skippers and crews, by facilitating the growth in traffic and by integrating new information technologies,

� Prolong opening hours for commercial vessels (24h/24h).

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Therefore the Company has embarked on a project to "Upgrade the navigable waterway" with the aim of passing through different stages from "lock operation" to "traffic management", by setting up a traffic management and monitoring centre, and by speeding up the programme to upgrade and increase the reliability of the locks. The first component of this project was to set up a Traffic Management Centre (CGN) whose long term mission is to manage traffic in real time and ensure remote control of the locks on the lower Rhone 24 hours a day. II - THE MAIN PRINCIPLES Setting up the Rhone Traffic Management Centre meets the need to improve the level of service provided to the traffic and the need to optimise the management of the navigable waterway and the operation of the locks. Managing the traffic on the river requires the permanent acquisition of information on traffic conditions, hydrometeorological conditions, the availability of the structures, specific conditions (warnings to the river traffic, incidents, damage, etc.), the position of boats and the goods transported, in order to plan lock passages, supply information and guide skippers and crews. Furthermore, the locks must be operated as efficiently as possible, to reduce waiting time and filling lock chambers without boats. Traffic management must gather, centralise and analyse all the information required to control a constantly evolving situation. Operating the locks requires dialog with the sailors, traffic forecasts, ordering boat passages, starting and monitoring lock passages, and filling a database. Therefore traffic management and operating the locks complement each other, while the tasks involves are common to both, especially the acquisition and diffusion of information and the organisation of passages. The management involved permits evolving from a fragmented view made up of each lock to a global view of the section of river in question. At the same time, the workload involved in managing, operating and monitoring changes as a function of the overall situation, the density of traffic and external events.

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Figure 2 – Block diagram of traffic management Designing the organisation of these activities leads to seeking a solution that:

� achieves the reactivity required to adapt in real time, � ensures the continuity of operations, � and guarantees the level of security, traffic safety, personal safety and the security of property.

Figure 3 - View of the new traffic management software due for commissioning in 2013.

EXCHANGES WITH THE PORT OF MARSEILLE

AND SAONE

RECORDING OF

LOCK PASSAGES

MONITORING OF THE

CHANNEL AND LOCKS

EXCHANGES WITH INLAND

PORTS

NOTICE TO SKIPPER AND EXCHANGES

WITH AUTHORITIES

ASSIGNMENT OF LOCK PASSAGES

AND COMMUNICATIONS

LOCK PASSAGES

AND DATABASE

CONDITION OF INFRASTRUCTURE

REAL-TIME BOAT LOCALISATION

PASSAGE FORECAST AND OPERATOR PLANNING

CRISIS MANAGEMENT

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III - THE PROJECT ORGANISATION

The project is managed wholly by CNR.

The CNR Operations Division is the client for the project: it sets out the objectives, the functions, follows up the schedules for implementation and manages the global budget for the operation.

The CNR Engineering Division acts as design and engineering manager for the project: it sets out the general technical design and supervises development and implementation. It also builds the SCADA and the automated systems.

The tasks of adapting the electric and control and instrumentation systems, the development of video and local communications management software applications are outsourced to specialised companies and overseen by the CNR Design Engineer. IV - PERIMETER AND GENERAL PRINCIPLES OFTHE PROJECT The perimeter of the project involves the 14 locks on the lower Rhone, including Port Saint Louis and Barcarin which provide access to the port of Marseille. Every operator at the remote -control centre has the technical capacity to operate any lock connected to the centre. They can supervise 2 lock passages simultaneously, except for the lock at Port Saint Louis which is controlled alone due to the presence of a lift bridge. The telecontrol operator operates the lock according to the same procedures as they would if controlling locally (control of cycles). They have similar interfaces (the same control buttons) and video and PA equipment to those used when operating from a control tower. The locks can also be operated from the control towers. The telecontrol project has been subjected to safety studies and an experimental phase on 2 locks. The telecontrol centre has ergonomically designed controls and information that are the same for all the locks.

Figure 4 -A lock supervision screen The architecture of the equipment used at the telecontrol centre is similar to that used for the telecontrol of CNR's hydropower plants, and is based on an ABB micro-SCADA.

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Communication is ensured via CNR's existing computer network for both control and instrumentation flows and video, sound, etc. The telecontrol is adapted to existing systems. The oldest have been modernised and new equipment has been deployed or adapted to the locks to ensure telecontrol (video and interphone equipment, etc.) and satisfy the specifications of safety and ergonomics studies. The local adaptations of automation systems are implemented:

� without impeding or representing a risk for navigation: tests are performed on the platform and during programmed stoppages of navigation (in March);

� with the minimum impedance for all the other actions that have to be performed on the locks (civil engineering maintenance, mechanics, electrical renovation, etc.). This constraint was taken into account when phasing deployment.

V - ORGANISATION AND OPERATION OF THE RTMC V.1 - Organisation

Defining the organisation of the river traffic management centre requires knowledge and taking account of:

� elements that characterise river traffic � tasks to be performed that stem from the mode of operation adopted.

Analysis of river traffic has highlighted substantial seasonal variation, with the number of lock passages varying from 4,000 in January to 11,000 in July. Whatever the season, most of the traffic occurs during the day as night-time traffic only makes up 13% of the total.

The number of river traffic technicians is determined so that navigation is managed under the same conditions as presently (in terms of lock passage time and monitoring). Therefore number of river traffic technicians remains the same throughout the year, even if there is less traffic from October to March, which could justify a lower workforce. The number of technicians is set at 36 organised in teams working in 3 eight hour shifts or in 2 eight hour shifts. There are7 technicians on duty from 6 a.m. and 10 p.m. and 4 technicians at night depending on the progression of night-time traffic. The teams are supervised by three managers.

V.2 - Operating principles A river traffic technician can select any lock from their workstation (validated in remote control mode) that they manage in OPERATING mode or in MONITORING configuration.

They can perform a maximum of two tasks simultaneously:

� monitor two selected locks (one selection per ½ workstation),

� operate two locks (1 lock per ½ workstation),

� they can operate a lock (on a ½ workstation) and monitor a selection of locks (on the other ½ workstation).

NB: except for Port St Louis du Rhône which has a lifting bridge: when a river traffic technician selects this lock in operating mode, he cannot operate another lock or monitor a selection of locks.

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Figure 5 - Telecontrol console

In case of system failure, all the locks can be controlled from their control towers, the switch to local control is performed in less than 30 minutes.

VI –OPERATING SECURITY

Operating security guarantees the safety of passengers and personnel and the reliability of the structures is one of the keys of the success of the lock telecontrol project. This element was taken into account from the outset of design and will be until the new system is commissioned. A global approach has been adopted that is based on:

� Continuous action during different steps of the project to define the security studies to be carried out and the sensitive points to be given specific attention. It is manifested by assistance given to the owner by an independent external consultant.

� A workgroup dedicated to risk studies, composed of representatives of the designers (owner and engineer), and CNR traffic management personnel (lock keepers, technicians, local managers). During its different meetings, this workgroup fuels overall reflection on risk studies.

� Performing risk studies of SIST law type for each lock managed by telecontrol.

� The aim of the studies performed is to present a Preliminary Safety Study in conformity with the SIST law 2002-3 of 3 January 2002 relating to the safety of transport infrastructures and systems. A Preliminary Safety File (DPS) before carrying out the works (the subject of this document is attached in the appendices),

� A safety report drawn up by an expert or a qualified organisation

� A Safety File (DS) before the operation started. The risk analysis performed on the locks of Pierre-Bénite, Bourg les Valence and Avignon taking into account the current installations, operated locally, showed that the level of safety was globally satisfactory. The current system therefore served as reference to evaluate the GALE (Globally At Least Equivalent) level of the telecontrol project's safety.

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The main impact on safety of implementing the telecontrol project is to eliminate both the presence of a lock keeper capable of intervening in the lock chamber and the visual control performed by the lock keeper of a large number of more or less dangerous situations. Consequently, the 3 measures considered that compensate for the lock keeper's distance from the site are the following:

� Reinforcing the video system composed of cameras, especially at the heads of the locks, which requires:

� Carrying out an ergonomics study on the development of the TCMC and supervision,

� Carrying out a study of the camera positions.

� A standby duty call with fast intervention in the case of a technical problem or incident,

� The presence of seasonal workers at certain locks to inform pleasure boat crews of the right procedure to follow.

In conclusion, the risk analysis showed that for each risk identified, the measures considered to reduce it were considered adequate enough for level of safety of the installation to be globally satisfactory and equivalent to the safety level of the reference installation. VII - ARCHITECTURE

The architecture of the telecontrol comprises 4 main systems which are the following:

� The control and instrumentation for remote lock operations � The emergency stop system to ensure the safety of the lock by tripping the power supply to the

control and instrumentation and operating devices � Video-monitoring to ensure visual control around the chamber and around the lock � The vocal communication management system (VHF radio with the boats, PA system in the

chamber and lock lay-bys to diffuse spoken and recorded messages, and telephones). All the systems make use of CNR's fibre-optic network, a computer network with a data flow rate of 1Gbits/s allowing real-time video image transmission. This network is backed up by an emergency network which, in case of failure of the main network, guarantees a bandwidth of 1Gbits/s dedicated to the telecontrol.

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Figure 6 - Flow diagram of the 4 systems

VII.1 - The control and instrumentation system This consists in interfacing the local automation devices (operating PLCs known as "APN", PLCs ensuring ultimate safety known as "CSU", general service PLCs, APX, with computerised systems with man-machine interfaces called "SCADA" developed on the basis of the micro-SCADA software from ABB.

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Figure 7- Control and instrumentation system

The local SCADAs dialog with the SCADA central servers at the RTMC that manage all the displays and controls on the 8 operator consoles at the RTMC. The central RTMC SCADA plays the role of main switchboard: it connects an operator console with one or more locks.

Figure 8 - Switching system

The RTMC operator has the process information of the locks they manage on 5 screens. These 5 screens allow him to manage 2 locks:

� On the 1stscreen: positions and statuses of the devices of the 1st lock � On the 2ndscreen: faults affecting the devices or the system of the 1st lock � On the 3èmescreen: positions and statuses of the devices of the 2ndlock

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� On the 4èmescreen: faults affecting the devices or the system of the2nd lock � On the 5èmescreen: selection of locks being managed.

Screens 1 and 2 compose the left ½ console. Screens 3 and 4 compose the right ½ console. By using their 5 screens, the operator can also send macro-commands interpreted and controlled by the site APN PLC:

� cycle commands: "upstream cycle", "downstream cycle", "stop", "confirmation" � selection commands (selection of devices, functions, etc.).

The RTMC operator has a push button situated on each ½ console of their workstation. It allows them to stop with certainty (by tripping the electric power supply) all the devices of the lock they are operating. This action, called "stop process", is ensured by the normal channel of the control and instrumentation channel system.

Figure 9 - RTMC operator workstation – instrumentation and control part The local and central servers are replicated in number and in separate geographical sites in order to ensure optimal system availability. These systems considered as belonging to CNR's core activity have been developed by teams internally in view to ensuring full control over the maintenance of these tools. The latter (PLCs, SCADA servers) are also used for other CNR operating systems, in particular the entire management of hydropower production. VII.2 - Remote emergency stops The stop process described previously uses the normal computerised channel of the instrumentation and control system. It is replicated by an independent system developed on the basis of specific PLCs known as “APS”. Each lock is equipped with an APS PLC linked to its correspondent at the RTMC by CNR's Ethernet IP communication network. The safety channel thus built permits the transmission of the emergency stop request that the RTMC operator can activate by pressing a button on a wall-mounted mimic diagram panel. The mimic diagram panel is equipped with 14 push buttons (1 per lock). The implementation, installation, programming and maintenance of the APS was specified in conformity with standard IEC 61-508. The Safety Integrity Level (SIL) defined by this standard has been assessed for locks and level 3 was chosen. The entire emergency stop system, from the trip push-button to the actuators on the site has been specifically designed and developed to obtain SIL3 certification.

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Figure 10 - The remote emergency stop system

VII.3 - The video-monitoring system Based on a reference framework of about 16 cameras located at strategic positions around the chamber and the approach areas, the RTMC video-monitoring system permits controlling the cameras and viewing the images on 3 dedicated screens on each ½ control console. The cameras must allow verifying the position of the boats in the chamber, that they are correctly lashed, especially in the case of pleasure craft whose crews are less experienced with this type of manoeuvre, and visually check that the lock passage proceeds smoothly. Electronic encoders have been installed in the chambers. They transform the analogue video signals received by the cameras into digital signals that are then compressed in MPEG4 standard. Each encoder then multicasts the images on the IP network. The encoder is programmed in order to diffuse images with:

� CIF quality (352x288 pixels), 2 CIF (704x288 pixels) or 4 CIF (704x576 pixels) � refreshment every 25, 12 or 6 images per second � an IP rate that can be limited (300kbits/s to 3000kbits/s)

In order to ensure high quality, most of the images are diffused in 4CIF, 25images per second without limiting the bit rate. All the images are managed at the RTMC by a main server that diffuses them from the encoders located on the sites. This video server is linked to the RTMC SCADA server so as to identify the locks managed by the operator of each console. It is replicated to guarantee good video system availability. The images are recorded digitally on a server and can be accessed from a specific workstation reserved exclusively for maintenance. The operators only have access to real-time images The record server is used as a backup in case the link with the RTMC server fails.

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Figure 11 – The video system VII.4 - The vocal communication system This system provides the RTMC with the same communications resources as those that were used by the lock-keeper in his control tower. To achieve this, local communications, whether telephone, VHF radio or via the PA system, are transmitted to the RTMC via the CNR computer network. The architecture of this system is quite similar to that of the instrumentation and control and the video, with:

� a local acquisition system: for the audio, the system is non-overlapping: • for telephone communications, acquisition is ensured by Media Gateway telephone

systems that convert analogue telephone messages for transmission via IP networks. They permit handling conventional telephone calls made to the locks,

• for VHF radio and the PA system, acquisition is ensured by ATA equipment (analogue telephone adapter) that converts VHF and PA signals (command and voice signals) for the IP network.

� a central management and switching system: this system is called CTI (telephone-computer

coupling). It entails a central server at the RTMC that links the operator's audio interfaces with the lock systems for which he is responsible.

The operator has a single and ergonomic "Audio" interface on their console that allows them to use any of the communication channels connected: VHF, telephone, PA, interphone.

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Figure 12 - Vocal Communication System

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Figure 13 – View of the vocal command station (VHF, telephone, PA system) VIII – THE WORKS The works essentially comprise the following:

� the equipping of a development and maintenance platform at Pierre Bénite. This platform accommodates the entire project team, the design and engineering management and the development teams. It also allows testing all the systems before their deployment in production. Tests are performed with software to simulate the hydraulic, electric and automation behaviour of two locks. 2 operator workstations at the RTMC have been installed on this platform.

� the works to equip the centre at Châteauneuf and the installation of remote control equipment.

These works were carried out from September 2008 to February 2009.

� the development of specific software and the procurement of computer hardware (video, vocal communication, operation). The development of software applications linked to the instrumentation and control system was performed by CNR’s teams, whereas the development of the video and vocal communication systems was entrusted to external companies under the supervision of CNR.

� the local adaptation of the locks, comprising in particular works on automation devices, and

improving the video equipment. This adaptation was done according to scheduling dictated by the annual stoppage of navigation on the Rhone which takes place every year during March for a period lasting from 7 to 10 days. Modifications made to the electrical system and automation devices were prepared the previous year (from April to September), then deployed from October to February, in parallel with the existing systems and finally connected when navigation was stopped in March. Therefore in March 2008, 2 locks, Avignon and Bourg-les-Valence, were prepared locally. In March 2009, 3 other locks were “adapted”. 5 more were in March 2010 and the 4 remaining locks were adapted in March 2011. Once adapted, the locks can be connected to the centre outside the periods when navigation is stopped. The first 2, Avignon and Bourg-les-Valence, were connected in April 2009, the 3 following locks were connected in November 2009, 4 in 2010, and the last 4 in autumn 2011.

� the connection of the locks of Port Saint Louis and Barcarin to CNR’s fibre optic network: these 2

locks on the southern end of the Rhone are not directly connected to CNR’s Ethernet network. A fibre optic link was laid along Barcarin canal in 2011 to link these two locks.

IX – THE REMOTE MAINTENANCE SYSTEM

CNR’s teams have developed system maintenance software in parallel with the telecontrol system. This application is used for the remote monitoring of the equipment of the River Traffic Management Centre and the locks under telecontrol. Several screens permit monitoring lockage operations in real-time and checking the operation of the global system, perform initial diagnostics and visualise the faults and alarms. In addition to well-designed ergonomics, the screens are accessible to all the personnel concerned (operation, maintenance) via the CNR intranet. The advantage of this is that the departments involved are informed in real-time by the telecontrol system and it facilitates remote maintenance and troubleshooting operations.

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Figure 13 – View of the RTMC control screen

Figure 14 - View of alarms

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AIPCN-France troisièmes journées méditerranéennes du génie côtier et portuaire mai 2013 Marseille

Pierre Emmanuel PAREAUDirection du Patrimoine Fluvial et Industriel

Chef du département Maintien du Patrimoine et Trava ux neufsCompagnie Nationale du Rhône

2 rue André Bonin, 69316 Lyon Cedex 04Tél: +33 (0)4 72 00 69 65, e-mail: [email protected]

Romain BartheletDirection de l’Ingénierie

Responsable du pôle contrôle commande Compagnie Nationale du Rhône

2 rue André Bonin, 69316 Lyon Cedex 04Tél: +33 (0)4 72 00 68 88, e-mail: [email protected]

LE CENTRE DE GESTION DE LA NAVIGATION DU RHONE

La Compagnie Nationale du Rhône est le concessionnaire de l’aménagement du fleuve Rhône pourl’hydroélectricité, la navigation et l’irrigation. Elle s’est engagée dans un programme de modernisationde la voie navigable pour évoluer progressivement de la conduite des écluses à la gestion du trafic enconstruisant un centre unique qui supervise le trafic et opère les 14 écluses à grand gabarit du Rhône.

La gestion de trafic suppose de connaître en permanence l’état du trafic, les conditionshydrométéorologiques, la disponibilité des ouvrages, les conditions particulières (avis à la batellerie,

INFORMATION DES BATEAUX SUR

HEURES DE PASSAGE

AFFECTATION DES ECLUSAGES ET

COMMUNICATIONSAVEC BATEAUX

ENREGISTREMENT DES ECLUSAGES

ECHANGES AVEC

INTERFACES PAM ET

COUZONECHANGES

PORTS

GESTION DE CRISE

CONNAISSANCE EN TEMPS REEL POSITION BATEAUX

PREVISION DES PASSAGES ET PLANNING DES OPERATEURS

SURVEILLANCE DU CHENAL ET DES

ECLUSES

ECLUSAGES ET BASE DE DONNEES

AVIS BAT ETECHANGES AUTORITES ETAT DES

INFRASTRUCTURES

INFORMATION DES BATEAUX SUR

HEURES DE PASSAGE

AFFECTATION DES ECLUSAGES ET

COMMUNICATIONSAVEC BATEAUX

ENREGISTREMENT DES ECLUSAGES

ECHANGES AVEC

INTERFACES PAM ET

COUZONECHANGES

PORTS

GESTION DE CRISE

CONNAISSANCE EN TEMPS REEL POSITION BATEAUX

PREVISION DES PASSAGES ET PLANNING DES OPERATEURS

SURVEILLANCE DU CHENAL ET DES

ECLUSES

ECLUSAGES ET BASE DE DONNEES

AVIS BAT ETECHANGES AUTORITES ETAT DES

INFRASTRUCTURES

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AIPCN-France troisièmes journées méditerranéennes du génie côtier et portuaire mai 2013 Marseille

incidents, avaries,…) la position des bateaux, les marchandises transportées, pour prévoir lespassages aux écluses, fournir des informations et guider les navigants.Par ailleurs les écluses doivent être conduites dans les conditions les plus efficaces, pour limiter lestemps d’attente, les fausses bassinées.

La conduite des écluses nécessite des échanges avec les navigants, la prévision du trafic, la définitionde l’ordre de passage des bateaux, le lancement et la surveillance des opérations d’éclusage,l’alimentation d’une base de données. La gestion permet de passer d’une vision parcellaire autour dechaque écluse à une vision globale sur l’ensemble du tronçon considéré.

Le centre est situé à Châteauneuf du Rhône, il fonctionne 24 heures sur 24 et reste en liaisonconstante avec les navigants et les autorités.

Chacun des opérateurs peut prendre en charge n’importe quelle écluse à n’importe quel moment. Ilpeut réaliser 2 éclusages simultanés ou surveiller ( vidéo et VHF)de 1 à 14 écluses. Cette architecturepermet d’adapter le nombre d’opérateurs au trafic (7 en journée et 3 ou 4 la nuit).

Le composant clé du système est le réseau fibre optique sécurisé qui permet l’échange de flux dedonnées (vidéo) entre les écluses et le centre.

A un instant donné toutes les écluses sont soit conduites soit surveillées. Le système est totalementtransparent, il n’y a pas de différence pour les usagers entre une écluse conduite localement et uneécluse téléconduite.

L’architecture de téléconduite comprend 4 systèmes :

� Conduite à distance (SCADA)� Arrêt d’urgence sécurisé � Video� communication (VHF, téléphone, phonie dans le sas)

Sur le plan technique le projet a rassemblé de nombreuses compétences internes de la CNR dans lesdomaines des infrastructures réseau, de la téléphonie, du développement de logiciel d’automatismes,de la construction et des métiers associés. Certaines prestations spécifiques (vidéo , audio)ont étéconfiées à des sociétés spécialisées.

La sûreté de fonctionnement garantissant la sécurité des usagers et du personnel et la fiabilité desouvrages est l’une des clés du succès du projet de téléconduite des écluses.Cet élément a été priscompte dès le début de la conception et le sera jusqu’à la mise en service du nouveau système.

La démarche retenue est globale, elle s’articule autour :

� D’une action continue aux divers stades du projet pour définir les études de sûreté à réaliser,les points sensibles à étudier. Elle se concrétise par un appui au maitre d’ouvrage assuré parun consultant extérieur indépendant,

� D’un groupe de travail, dédié aux risques, composé de représentants des concepteurs (MOAet MOE), et de professionnels de l’activité navigation de la CNR (éclusiers, techniciens,managers locaux). Lors de ses différentes réunions, il a alimenté la réflexion globale autourdes études de risques,

� Un Dossier Préliminaire de Sécurité (DPS) qui définit les mesures compensatoires à prendrepour conserver un niveau de risque acceptable. Il est réalisé avant la réalisation des travaux.Un rapport de sécurité établi par un expert qualifié approuve le dossier, ce qui permet lelancement des travaux.

� Un Dossier de Sécurité (DS) réalisé avant la mise en exploitation. Il a pour objectif de vérifierque les mesures compensatoires définies sont mises en œuvre.

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AIPCN-France troisièmes journées méditerranéennes du génie côtier et portuaire mai 2013 Marseille

Les premières écluses ont été mises en service en 2009. Le projet s’est achevé début 2012. Lagestion du trafic a été progressivement organisée pour fluidifier le passage des écluses. En 2014, unsystème d’AIS complètera le dispositif et permettra le suivi précis des bateaux et l’optimisation deséclusages

Mots–clés : écluses, téléconduite, Rhône, gestion d e trafic


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