Abstract
Waterway and canal systems are particularly cost effective in the transport of bulk and containerized goods to support global trade. Yet, despite these benefits, they are among the most under-appreciated forms of transportation engineering systems. Looking ahead, the long-term view is not rosy. Failures, delays, incidents and accidents in aging waterway systems are doing little to attract the technical and economic assistance required for modernization and sustainability. In a step toward overcoming these challenges, this paper argues that programs for waterway and canal modernization and sustainability can benefit significantly from system thinking, supported by systems engineering techniques. We propose a multi-level multi-stage methodology for the model-based design, simulation and formal verification of automated waterway system operations. At the front-end of development, semi-formal modeling techniques are employed for the representation of project goals and scenarios, requirements and high-level models of behavior and structure. To assure the accuracy of engineering predictions and the correctness of operations, formal modeling techniques are used for the performance assessment and the formal verification of the correctness of functionality. The essential features of this methodology are highlighted in a case study examination of ship and lock-system behaviors in a two-stage lock system.
Highlights
Waterway systems have provided an economical means for transporting high-bulk and manufactured goods over long distances since the industrial revolution
These long-term benefits are threatened by a host of problems: (1) Traffic demands on canal systems that have far exceeded initial expectations; (2) Increases in the prevalence and severity of delays caused by aging infrastructure; (3) Locks that are too small for modern ships and barges; and
The down-stepping process will be accomplished in a sequence of three fluid-flow operations: Step 1: Water is transferred from Lock 2 to the reservoir; Step 2: Water is transferred from the reservoir to Lock 1 for equalization of the water level with Lock 2; and after the ship is towed into Lock 1, Step 3: Water is transferred from L1 back to the reservoir R, thereby allowing the ship to be lowered to sea level, towed out
Summary
Waterway systems have provided an economical means for transporting high-bulk (e.g., grain, steel, minerals, hazardous materials) and manufactured goods over long distances since the industrial revolution. This, in turn, points to a strong need for improved awareness and performance through sensing, fast control response and high resilience [4,5] Indicators of this trend can be found in the modernization of traffic management systems for the Bosporus Straits (Turkey), Tsushima Straits (Korea) and the Panama Canal (Panama). The water lock fluid system performance will be represented as transfer equations, and the continuous system time-history simulations will be computed in OpenModelica [10] At this point, the bridge between the continuous time-history simulation representation and the finite-dimensional real-time system (timed automata) representation is manual, with discrete block approximations of the continuous time history simulation acting as the timing constraint input for control verification in UPPAAL
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