THE RHONE TRAFFIC MANAGEMENT CENTRE Pierre Emmanuel

Transcription

AIPCN-France Third Mediterranean Days of Coastal and Harbour Engineering May 2013 Marseille
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
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 ARTERY
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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EXCHANGES
WITH THE PORT
OF MARSEILLE
AND SAONE
RECORDING OF
LOCK PASSAGES
MONITORING
OF THE
CHANNEL AND
LOCKS
EXCHANGES
WITH INLAND
PORTS
CRISIS
MANAGEMENT
REAL-TIME BOAT LOCALISATION
PASSAGE FORECAST AND OPERATOR PLANNING
NOTICE TO SKIPPER
AND EXCHANGES
WITH AUTHORITIES
ASSIGNMENT OF
LOCK PASSAGES
AND
COMMUNICATIONS
CONDITION OF
INFRASTRUCTURE
LOCK
PASSAGES
AND
DATABASE
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.
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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 lockkeeper 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 realtime 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 PAREAU
Direction du Patrimoine Fluvial et Industriel
Chef du département Maintien du Patrimoine et Travaux neufs
Romain Barthelet
Direction de l’Ingénierie
Responsable du pôle contrôle commande
LE CENTRE DE GESTION DE LA NAVIGATION DU RHONE
La Compagnie Nationale du Rhône est le concessionnaire de l’aménagement du fleuve Rhône pour
l’hydroélectricité, la navigation et l’irrigation. Elle s’est engagée dans un programme de modernisation
de la voie navigable pour évoluer progressivement de la conduite des écluses à la gestion du trafic en
construisant un centre unique qui supervise le trafic et opère les 14 écluses à grand gabarit du Rhône.
SURVEILLANCE DU
CHENAL ET DES
ECLUSES
ENREGISTREMENT
DES ECLUSAGES
ECHANGES
AVEC
INTERFACES
PAM ET
COUZON
ECHANGES
PORTS
CONNAISSANCE EN TEMPS REEL POSITION BATEAUX
GESTION DE
CRISE
PREVISION DES PASSAGES ET PLANNING DES OPERATEURS
AVIS BAT ET
ECHANGES
AUTORITES
INFORMATION DES
BATEAUX SUR
HEURES DE
PASSAGE
ETAT DES
INFRASTRUCTURES
AFFECTATION DES
ECLUSAGES ET
COMMUNICATIONS
AVEC BATEAUX
ECLUSAGES ET BASE
DE DONNEES
La gestion de trafic suppose de connaître en permanence l’état du trafic, les conditions
hydrométéorologiques, la disponibilité des ouvrages, les conditions particulières (avis à la batellerie,
incidents, avaries,…) la position des bateaux, les marchandises transportées, pour prévoir les
passages aux écluses, fournir des informations et guider les navigants.
Par ailleurs les écluses doivent être conduites dans les conditions les plus efficaces, pour limiter les
temps d’attente, les fausses bassinées.
La conduite des écluses nécessite des échanges avec les navigants, la prévision du trafic, la définition
de 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 de
chaque 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 liaison
constante avec les navigants et les autorités.
Chacun des opérateurs peut prendre en charge n’importe quelle écluse à n’importe quel moment. Il
peut réaliser 2 éclusages simultanés ou surveiller ( vidéo et VHF)de 1 à 14 écluses. Cette architecture
permet 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 de
données (vidéo) entre les écluses et le centre.
A un instant donné toutes les écluses sont soit conduites soit surveillées. Le système est totalement
transparent, il n’y a pas de différence pour les usagers entre une écluse conduite localement et une
écluse 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 les
domaines 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 été
confiées à des sociétés spécialisées.
La sûreté de fonctionnement garantissant la sécurité des usagers et du personnel et la fiabilité des
ouvrages est l’une des clés du succès du projet de téléconduite des écluses.Cet élément a été pris
compte 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 par
un consultant extérieur indépendant,
D’un groupe de travail, dédié aux risques, composé de représentants des concepteurs (MOA
et 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 autour
des études de risques,
Un Dossier Préliminaire de Sécurité (DPS) qui définit les mesures compensatoires à prendre
pour 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 le
lancement des travaux.
Un Dossier de Sécurité (DS) réalisé avant la mise en exploitation. Il a pour objectif de vérifier
que les mesures compensatoires définies sont mises en œuvre.
Les premières écluses ont été mises en service en 2009. Le projet s’est achevé début 2012. La
gestion du trafic a été progressivement organisée pour fluidifier le passage des écluses. En 2014, un
système d’AIS complètera le dispositif et permettra le suivi précis des bateaux et l’optimisation des
éclusages
Mots–clés : écluses, téléconduite, Rhône, gestion de trafic

THE RHONE TRAFFIC MANAGEMENT CENTRE Pierre Emmanuel

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