Szil

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Szilárd SÁRKÖZIexpert on meteorology
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Whether the present-dayradar equipped and
highly poweredships are affected bythe weather
on inland waterways calmer than seas ,and
whether the skippersrequire such information at
all?
If accident investigations state thatit can be a
factor in casualties no matter in what
relationand in how many cases the answer
should beyes!
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Experiences fromaccident investigationson the
Danube by the TSB of Hungary
TSB No. 2006-043-6725, 21st November, 2006,
Budapest, 1643 rkm towboat collided to a
city bridge-pier, foundered sinking avoided
by manoeuvreing onto the riverbankhttp//www.kbsz
.hu/images/Vizi_zarojelentesek/2006-043-6.pdf
withFOG PATCHES
TSB No. 2007-005-61020, 1st January, 2007,
Vác, 1679 rkm tugboat with two barges
collided to a ferry, one barges skin ripped
sinking avoided as ripped over the water-line
TSB No. 2007-069-6745, 9th December, 2007,
Dunaföldvár, 1561 rkm pushboat with eight
barges collided to bridge-pier, one barge
foundered sinking could be avoided by
pumpinghttp//www.kbsz.hu/images/Vizi_zarojelente
sek/2007-069-6.pdf
Casualties can happen with radar equipped vessels
too,while switching over visual navigation to
radarand approaching an obstacle at the same
time.
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(continued) Experiences fromaccident
investigationson the Danube by the TSB of
Hungary
with WIND-channels
TSB No. 2010-001-694x, 2nd January, 2010,
Dunaföldvár, 1561 rkm 3-by-3 formation of
barges collided to bridge-pier, formation
scattered out blocking of fairway luckily
avoided(in progress)
TSB No. 2010-026-6855, 17th May, 2010, Tass,
1586 rkm barge pontoon of a formation
sunk(!) in the middle of the intl fairway
blocking of fairway avoided only by
high-water(in progress)
Affect unloaded vessels (or) with big lateral
surface,and/or where violent wind blowsand a
reach of the lowland meanders falls parallel with
the windit can intensify the current
line,results in an effect, not necessarily from
the direction of the wind.
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(summarising) Experiences fromaccident
investigationson the Danube by the TSB of
Hungary
S 1. Fog patches and wind-channels seem to
be the typical weather factors affecting inland
waterways 2. One casualty per year respectively
and repeatedly relating to these two
weather phenomena X. Consequences can be
long-period blocking of international waterway
due to turning sideways or sinking
endangering water supplies of big cities by the
river in case of leaking dangerous
materials into water, and mostly avoided by
chance...
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Shallowand occasionally movingFOG PATCHES
the so called calm, slowly changing elementhas
actually a sudden and sly feature !
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low-level WIND-CHANNELSof relief originand
related currents
Local amplification of a bigger scale low-level
air-streamdue to small, kilometre-size, some
10-metre-high horsebacks( being more of them by
the lowland reaches as wellbetween 1590 and 1450
rkm ) lateral cuts in a long riverside
feature( horseback or forest ) the rivers
surface itself among its bordering features
so thus both results inan anticlockwise turning
forceright under the bridge.
2. northern componentsintensify the current
lineheading to the right bank
1. westerly componentscross the riverside
horsebackonly laterally, beyond the bridge,
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(The initial problem) Weather
datarepresentative to waterways from the NMS
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(Solution 1) Weather
datarepresentative to waterways from the road
meteo
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(Solution 2) Wind measurementsrepresentat
ive to waterways
onto high-voltage line spans
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(Solution 3) Weather
datarepresentative to waterways new
installations
... should be considered too,since locations
mentioned abovedo not necessarily followthe
distribution of weather phenomena.
For surveying these featurespreliminary mobile
monitoring measurementsshould be carrying out on
vesselssailing the same longer passage
regularly.
The costs of oneeasily fits in the budget
ofe.g. a RIS radio relay transmitter.
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(Solution 4) Sharing observationson a
common interest base via RIS services
Involving e.g. ferry-men, river-police,
etc.into such a movementwould broadly enrich
datae.g. on the existence fog.
skippers would readily share their own
observations on hazardous weather in order to
receive other vessels ones dispatchers would
happy as well to handle in order to be able
answering meteo questions coming on air
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(continued) Sharing observationson a common
interest base via RIS services
For establishing such a system,the following
steps should be worked out a simplified
observation scheme of weather phenomena
hazarduos to inland waterways, which can be
carried out easily by any skipper how such data
to be broadcasted among skippers via RIS, in
order to avoid engaging marine radio channels
and to be able to relay automatic real-time
measurements as well a skipper friendly
visualisation of such data.
Remarks 1. such an operative system works in the
field of aviation where weather phenomena
hazardous to flights are obligatory to report
in states involved in intl aviation 2. there are
working examples among amateur meteorologists
on a voluntary base as well.
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CONCLUSIONS
1. According to accident investigationsweather
can be a factor in casualties on inland waterways
as well. 2. Since general meteorological
networkscannot supply representative data and
productsinitiative solutions may come from
other branches of state-owned transportation and
industry by bilateral cooperation and/or
voluntary activity of marine partners themselves
on a common interest base. 3. To induce such
collaborationswe suggest to establish
meteorological task forces,both on regional and
European levels at competent organisations for
surveying local potentials and to set
international guidelines and standards on the
interchange and presentation of river related
weather data. 4. For future improvement
investments should be done as wellinto sample
systems and surveying measurements,preferably by
RIS providers from development funds.