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Ain Shams Engineering Journal xxx (2017) xxx–xxx

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Ain Shams Engineering Journal

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Civil Engineering

Evaluating and analyzing navigation efficiency for the River Nile(Case study: Ensa-Naga Hamady reach)

https://doi.org/10.1016/j.asej.2017.08.0062090-4479/� 2017 Ain Shams University. Production and hosting by Elsevier B.V.This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).

⇑ Corresponding author.E-mail addresses: [email protected] (N. Kamal), Nahla_Nri@

Yahoo.com (N. Sadek).Peer review under responsibility of Ain Shams University.

Production and hosting by Elsevier

Please cite this article in press as: Kamal N, Sadek N. Evaluating and analyzing navigation efficiency for the River Nile (Case study: Ensa-Naga Hreach). Ain Shams Eng J (2017), https://doi.org/10.1016/j.asej.2017.08.006

Noha Kamal ⇑, Nahla SadekNile Research Institute (NRI), National Water Research Center (NWRC), P.O. Box 13621, Cairo, Egypt

a r t i c l e i n f o a b s t r a c t

Article history:Received 7 June 2017Revised 1 August 2017Accepted 23 August 2017Available online xxxx

Keywords:NavigationManagementDredgingBottlenecksRiver NileGIS

Computer-based systems that aid users in judgment and evaluation the navigation efficiency were devel-oped. The effect of the dredging processes for many activities on the river stability at the second reach,which extends from Esna to Naga Hamady barrage in the river Nile, was analyzed. Rating curves down-stream Esna Barrage using statistical model Minitab 16 for before and after dredging the navigationalpath were estimated. The significant changes in water levels just after dredging was occurred and withtime the motion of bed particles towards the pools that were created from dredging which mentionedthe river became more dynamics. The morphological changes at the location of navigation bottlenecksfrom 1982 to 2015 were studied to conclude the factors might affect frequent sedimentation. The inte-grated management of the dredging process was concluded to avoid and mitigate the direct river distur-bance consequently keep navigational path efficiency and the results were presented using GIS.� 2017 Ain Shams University. Production and hosting by Elsevier B.V. This is an open access article under

the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).

1. Introduction

Natural rivers are normally utilized for navigation since it pre-sents a good opportunity for fuel saving, enhancing the environ-ment, and improving road safety. The constant demand on cargotransportation by River Nile decreases the stress on the road net-work of Egypt. Therefore, river navigation development was underthe consideration of the Egypt Government. Recently, second reachof the river Nile which extends from downstream Esna Barrage atkm 760.34 to upstream Naga Hamady Barrage at km 567.5 fromRoda gauge station was rehabilitated to become navigablethroughout the water year (first August to the end of July). In orderto renewal the reach for navigation, it was necessary to modify anavigational channel design within the river course and maintaina navigational depth according to international design with takeninto consideration the stability of the Nile river. The experts stillbelieve that safe navigation through the river can be available

during such a period by dredging the navigation bottlenecks toprovide sufficient depths. It was foreseen that dredging might leadto serious problems if not studied comprehensively. This is attrib-uted to the fact that the river disturbance due to bed dredging willalter the hydraulic characteristics and sediment transport insidethe reach. Operational decision – making about maintenancedredging in an engineered river like River Nile is complex; futuredischarges, water levels, and morphological changes remain uncer-tain. In this paper, computer-based system was developed to aidusers in judgment and evaluation the navigation efficiency usinga large scale of data analysis, including the effect of dredging onthe navigation management, the navigation bottlenecks, and someimpacts of hydraulic structures as Ports, Berths, and Pump Stations.In this study three sets of discharge and water level data were uti-lized to study and analyze the impact of continually dredging onriver morphology consequently navigation efficiency. The first setis the period before dredging from 1995 to 2000; the second setis during and just after dredging from 2003 to 2006 and finallythe set which is within maintaining the navigational path from2009 to 2013. Also, the advantages of this program are introducingthe decision question answers for dredging effect on the river sta-bility by analyzing a profile dredging, and calculating the mini-mum water level which can be abled to determine thenavigational bottlenecks locations. Geographic Information System(GIS) was used to present the analysis of results. These resultscould support decision-makers to plan for navigationmanagement.

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2 N. Kamal, N. Sadek / Ain Shams Engineering Journal xxx (2017) xxx–xxx

2. Literature review

There is a rapidly growing tourism industry based on Nilecruises that travel along the river to visit a number of pharaonictemples along the route. Therefore, the inland waterway transportis considered an important element in the economic developmentof Egypt. In order to accommodate navigating vessels, several stud-ies were carried out on the local and international levels based onfield investigations. Some of these researches can be used as thedata base for navigation system as Sadek et al. [1] which examinedthe effect of bank erosion and bend types on the efficiency forDamietta branch. They estimated that the relations between differ-ent bend parameters which may be used to predict the length ofnavigational path and the bank erosion to mitigate occurrence nav-igation bottlenecks. Also, Raslan et al. [5] showed the effect ofdredging on river aggradation and degradation. Sadek et al. [11]stated that the encroachment on the floodplain during the lastthree decades reduced the river capacity, which can help appearingnew navigation bottlenecks. RTA [12] has observed 71 potentiallocations as navigational bottlenecks along the River Nile, 6 naviga-tional bottlenecks in the second reach (from Esna to Nag HammadiBarrage). Sadek et al. [6], studied the morphological changesimpact on water surface profile predicted for the Nile River byusing mathematical model to analyze different hydraulic parame-ters. By comparing cross sections at year 1982 and year 1997, theyfound that sedimentation was more frequent than erosion; also,they found that the difference between the predicted water surface

Fig. 1. Schematic set-up of methodology for riv

Please cite this article in press as: Kamal N, Sadek N. Evaluating and analyzinreach). Ain Shams Eng J (2017), https://doi.org/10.1016/j.asej.2017.08.006

profile for 1982 and 1997 lied within the range of 0.6 m in case offuture discharge 350 Mm3/day and that was considered relativelysmall. Valipour et al. [3], forecasted the inflow of Dez dam reservoirby using Auto Regressive Moving Average (ARMA) and AutoRegressive Integrated Moving Average (ARIMA) models. Theyapproved that the accuracy of forecast accuracy increase usingboth models ARMA and ARIMA when the number of autoregressiveand moving average parameters reach to four in these models.RNPD produced a study to the impact of projects on the Nile River,RNPD [8] which included an investigation of water levels, thalwegline levels and known navigation bottlenecks.

3. Objectives

The main objectives of the present research can be summarizedas the following:

� Develop a computer-based system which supports the opti-mization of the river Nile navigation system using a large scaleof data analysis.

� Evaluate and analyze morphological changes at the locations ofnavigation bottlenecks along second reach.

� Investigate the impact of the implemented dredging activitieson the study reach stability.

� Evaluate the effect of maintaining the intakes of water plant andpower stations by dredging on the navigation efficiency.

er Nile navigation evaluation requirements.

g navigation efficiency for the River Nile (Case study: Ensa-Naga Hamady


Esna Barrage

Nag HammdiBarrage

Delta Barrage

Nag Hammadi Barrage

Aswan Barrage

Second Reach

Assuit Barrage

Esna Barrage

The Mediterranean Sea

Cairo

Minia

Assuit

Sohag

Qena

Esna

Fig. 2. Study area second reach (from Esna barrage to Nag Hammadi barrage).

Fig. 3. The interface of the developed program.

N. Kamal, N. Sadek / Ain Shams Engineering Journal xxx (2017) xxx–xxx 3

4. Methodology

The continuous dredging has negative impacts on channel char-acteristics on the long run. Furthermore, the dredging might alteron water surface profile. In this paper, it will be developed acomputer-based program including different parameters for navi-gation management. This research thus proceeded through differ-ent study phases. These phases are displayed under the followingheadlines as shown in Fig. 1:


� Data accumulation and study area description.� Develop a computer-based system to evaluate and analyze thenavigation efficiency for the river Nile.

� Statistical analysis by Minitab16 for water level predictions,using the regression between discharge and water level duringthe study period.

� Morphological changes analysis and evaluation the results ofdredging and their impacts on navigational bottlenecks.

� Present, interface, and analyze using GIS.



Fig. 4. The flow chart of developed program.


� Assessment and evaluate of navigational bottlenecks.� Conclusions and recommendations.

5. Study area description, and data acquisition

This paper is focused on the second reach as shown in Fig. 2.This reach extends from downstream Esna Barrage to upstreamNag Hammadi Barrage with a total length of about 192 km. It ischaracterized by having many bends at Qena government thataffect river stability. It has also many historic temples and touristsites on both sides, which gives the importance of river transport.


On the other hand, it is usually exposed to many of human inter-ventions that increase the impacts of different low and high flowson morphological characteristics. Moreover, the drinking waterintakes, electricity stations, and river navigation route along thesecond reach may affect its stability.

One of the main advantages of this research is the study reachhas recently surveyed maps at year 2015 and the authors wereextracted many cross-sections which represent critical locationsfor river navigation efficiency. In addition, it has recent data forwater levels and discharges at the gauging stations. Therefore,the recent geometrical and hydrological data will use in thisresearch to possess results more accurate. Worth noting, GIS willuse to present all of these data.

Three data sets were compiled to describe the hydraulic condi-tions before the channel rehabilitation, just after the development(dredging) and after several years. This was achieved in order toevaluate the effect of the rehabilitation on the river morphologyand navigation efficiency. The compiled data sets encompassedthe discharge and water level at the years 1995, 1998 and 2000representing the period before dredging, while the period from2003 and 2006 during and just after dredging, and finally the per-iod from 2009 till to 2013 which describes navigational pathmaintaining.

6. Development of a computer-based system

A computer program has been developed by the authors withthe intention to evaluate and analyze the navigation in the RiverNile, to combine of bathymetric monitoring data, measured waterlevels, and morphological changes. The program facilitatesdecision-making on dredging activities during critical low-waterperiods and after the release of peak flows. This developed pro-gram contain five main components modules: (i) data base (ii) datamanagement, (iii) calculations and analysis, (iv) presentation andinterface, and (v) assessment and evaluation as shown in Fig. 1.

The program was developed by means of the Visual Basic lan-guage representing a flexible interface in Fig. 3; it operates withthree-way operation and linking between them as shown in Flowchart in Fig. 4. The first one is a database developed to store andanalyze all data of water levels and discharges measurement fromgauge stations, and discharges stations, where they are stored.Then linked with the second operation which analyzed these databy using statistical model Minitab 16, to analyze the relationship ofthe discharge with the corresponding water level at these stationsduring the period before dredging from 1995 to 2000, and afterdredging from 2003 to 2006 and finally within maintaining thenavigational path period from 2009 to 2013. The third is Geo-graphic Information System (GIS), which is used to present andanalyze the results.

The advantages of the presented developed computer basedsystem as shown in Fig. 1 are mainly introducing an evaluationand analysis to the navigation efficiency for the river Nile, bydeveloping database, which introduces optimum answers for deci-sion making questions for different scenarios (before, just afterdredging, and maintaining period the navigational path). Thesequestions represent in (where: by determining the bottleneckslocations on the study reach, analyzing and deducing the waterlevels, when: by defining the priorities of dredging locationsdepending on the Public services areas (water and power stations)which is determined in this research by using geo-database, howmuch: according to dredging volumes consequently the cost canbe determined, and what: the measurements & traffic controldepending on the morphological characteristics (straight -meander- braided) of the reach study.



Fig. 5. Graphic user interface of DB specifications.

Table 1The Statistical Analysis of the changes in water level for D.S. Esna barrage (1995–2013).

Water level Mean SEMean StDev CVariation Wl1 Median wl3 Minimum Maximum Skewness Kurtosis

1995 73.00 0.06 1.10 1.51 72.34 72.88 73.90 70.90 74.96 0.18 �0.851998 73.58 0.05 1.04 1.42 72.78 73.73 74.50 70.94 74.93 �0.43 �0.982003 73.13 0.06 1.14 1.56 72.40 72.82 74.36 71.09 75.13 0.30 �1.082006 73.32 0.06 1.18 1.60 72.52 73.16 74.44 71.24 75.21 0.03 �1.222009 73.00 0.06 1.07 1.47 72.20 72.84 73.52 71.20 74.88 0.37 �0.902013 73.06 0.06 1.09 1.49 72.36 72.99 74.10 71.00 74.91 0.12 �1.04

Table 2The statistical analysis of the changes in discharge for D.S. Esna barrage (1995–2013).

Discharge Mean SEMean StDev CVariation Q1 Median Q3 Minimum Maximum Skewness Kurtosis

1995 133.91 2.82 52.52 38.87 101.25 129.30 179.12 35.30 226.12 0.17 �0.871998 161.72 2.56 48.94 30.26 124.06 169.62 205.13 37.18 225.34 �0.43 �0.962003 145.63 2.75 51.55 35.40 112.99 130.75 200.68 59.03 233.85 0.35 �1.082006 151.52 2.78 53.05 35.01 114.07 143.16 204.32 62.79 240.24 0.20 �1.182009 146.77 2.51 47.88 32.62 108.20 147.96 183.31 60.99 223.24 0.01 �1.142013 149.63 2.65 50.66 33.86 118.82 143.44 197.14 62.33 232.83 0.11 �1.08

Fig. 6. Discharge frequency D.S. Esna barrage before and after dredging at 1995 and 2013.


Please cite this article in press as: Kamal N, Sadek N. Evaluating and analyzing navigation efficiency for the River Nile (Case study: Ensa-Naga Hamadyreach). Ain Shams Eng J (2017), https://doi.org/10.1016/j.asej.2017.08.006


Fig. 7. Discharge density D.S. Esna barrage before, just after dredging and maintaining period at 1995, 2003, 2006, and 2013.


6.1. Data base for water levels and discharges

The data management component performs the function ofstoring and maintaining the information that it can be used to sup-port decision makers. In addition, the data management compo-nent consists of database management system [4].

The need to create database for water level, and dischargesmeasurements is important to support decision making processon river Nile navigation. Decisions are routinely made by organiza-tions based on the information collected and stored in databases.In addition to database management systems, which effectivelyapply and implement databases in real systems, a good graphicuser interface. (GUI) is needed to allow users to access and manip-ulate their measurement records or data in databases. Visual Basicis an ideal candidate to be selected to provide this GUI functional-ity. In this application the database specifications are allow to: con-nect to the data source locations, browse through the workspaces,examine or explore the data, manage data, data tables and drawgraphs, analyze and search for data as shown in Fig. 5. In addition,the database application helps in the preparation the data to MIN-TAB16 statistical model.

6.2. Data analysis by statistical model Minitab16

The developed program linked between the database and statis-tical model Minitab 16, to analyze the relationship for the dis-charge with the corresponding water level at the gauge stationsduring the study period. The water level regressions were esti-mated with an extended version of regression model, based on sta-tistical relations between several upstream water levels gaugesand discharge station.

6.2.1. Water levels estimation by statistical modelThe historical measured data of the major gauging stations were

used to analyze and evaluate the relationship of the dischargepassing D.S. Esna barrage with the corresponding water level atthis station during the period 1995–2013 using simple regressionmodel. These data represent the situation before dredging from1995 to 2000 and the case during the dredging process from year2003 to 2006 while the situation after dredging and navigationalpath maintaining continually during the period from 2009 to


2015. These historical data were analyzed using statistical modelMinitab 16. The analysis of the data represents the descriptivestatistics of the water level and discharge characteristics for eachyear. They were the arithmetic mean, median (center value), stan-dard error (the dispersion in the distribution of samples means)standard deviation (The most common measure of dispersionSTDV) and minimum and maximum values, first and third Quar-tiles and finally skewness and kurtosis as shown inTables 1 and 2. From these tables it is clear that the negative valuesof kurtosis that indicate a distribution that is flatter than normal. Inaddition, the mean discharge value at year 1998 increased than atyear 1995 due to the flood was very high in this year. In order tomanage it, the Ministry of Water Resources and Irrigation (MWRI)released more discharge downstream the high dam. Fig. 6 describedischarge frequency D.S. Esna Barrage before and after dredging at1995 and 2013, and Fig. 7 describes discharge density D.S. EsnaBarrage before, during, and just after dredging, and maintainingnavigation path at 1995, 2003, 2006, and 2013. From Figs. 6, 7and Table 2, it can observe that before dredging the discharge val-ues were ranged between minimum 35 mm3/day and maximum226 mm3/day at 1995. While after dredging, the discharge valuewas ranged between minimum 60 and maximum 230 mm3/dayat 2013. In addition, the change of standard deviation value duringthe study period was occurred. From the data results it can be con-cluded that the dredging has an effect on water levels, causeswater level to drop. This means that it needs to pass little more dis-charges to satisfy demand. This change of water levels and dis-charges causes these little changes on mean standard deviationof the tabulated values from year to another.

Also in this paper, the rating curves for water levels anddischarge downstream Esna barrage during the period 1995–2013 were deduced by using the daily water levels and dis-charges for each year using the same statistical model Minitab16 and fitted as shown in Figs. 8 and 9. These equations werederived by the least square method with a correlation factorranges between 98% and 99%. From the results it can becleared that the linear model (p-value = 0.000) appears to pro-vide a good fit to the data. A visual inspection of the plotreveals that the data are evenly spread about the regressionline implying no systematic lack of fit. The lines labeled c1are the 95% confidence limit for the downstream Esna barrage



Fig. 8. The rating curves for water levels and discharge downstream Esna barrage during the period 1995–2013.




Fig. 9. The rating curves for daily water levels and discharges downstream Esna barrage during the period 1995–2013.

Fig. 10. The confidence intervals for water levels and discharge downstream Esna barrage during the period 1995 before dredging to 2013 after dredging.

Table 3The changes in water level at D.S. Esna barrage before and after dredging.

Discharge (million m3/day) Drop in W.L. DWL (m)

DWL before dredging (1995–2000)

DWL during and just afterdredging (2003–2006)

DWL after several years situation(maintaining period) (2009–2013)

2000–1995 2000–1998 2003–2000 2006–2003 2009–2006 2013–2009

35 �0.03 �0.01 �0.21 �0.08 0.16 �0.0950 �0.03 �0.01 �0.20 �0.05 0.12 �0.1075 �0.03 �0.01 �0.18 �0.01 0.05 �0.11100 �0.03 �0.01 �0.16 0.02 0.00 �0.12150 �0.02 0.00 �0.13 0.04 �0.07 �0.12200 �0.01 0.00 �0.09 0.00 �0.08 �0.11226 0.00 0.00 �0.07 �0.04 �0.06 �0.10


discharge. The line label P1 are the 95% prediction limit fornew observation. Fig. 10 describes the confidence intervals forwater levels and discharge downstream Esna barrage duringthe period 1995 before dredging and 2013 after dredging as


the example to show the major changes for the rating curvesover the dredging years. In addition the relations which esti-mated at year 1995, 1998, 2000, 2003, 2009 and 2013 whichshown in Fig. 8 can be read as follows:



Fig. 11. The hydraulic structures geo-database.

Fig. 12. The geo-database structure.




Fig. 13. DTM at 2003 and DTM at 2015 at D.S. Esna barrage region.




Fig. 14. Elevation difference DTM 2003-DTM2015.




Fig. 15. The location of navigation bottlenecks and water stations at study reach (1982).

Table 4The location of navigation bottlenecks at the study reach (1982) [9].

No. Name km (Roda) km (Aswan) Position X Position Y

1 Dandrah 636 291 782024.9 386096.42 Abnod 654 273 792057.8 372981.23 El Ashey 690 237 788015.9 343607.44 El Karnak 701.5 226.8 777135.9 323514.25 El Mallah 737 190 776632.2 318648.96 Waborat Armant 756 171 772462.1 300569.1

0 300 350 400 450 500 550 600 650 700 750 80025060

850Distance from West Bank (m)

Elev

atio

n (m

)

50 100 150 200

1982DepositionErosion

2005

65

70

75

802015

Min WL 70.00

Waborat Arment Cross Section at Km 171 D/S Aswan

Fig. 16. Waborat Arment navigation bottleneck cross section at km 171 D.S. Aswan Dam.




(b) 2015 Waborat Cross Section Ortho Photo

Navigation Path 2015

(a) 2005 Waborat CrossSection Ortho Photo

Fig. 17. Waborat Arment navigation bottleneck ortho photo.

0 35 50 60 80 85 90 100055

300250

60

Elev

atio

n (m

)

0 400 4 500 550 0 650 700 750 0 0 0 95050 100 150 200

1982Deposition

2005

65

70

75

802015

Min WL 69.80

El Mallah Cross Section at km 190 D/S Aswan

Distance from West Bank (m)

Erosion

Fig. 18. El Mallah navigation bottleneck cross section at km 190 D.S. Aswan Dam.

(a) 2005 El MallahCross Section Ortho Photo


(b) 2015 El MallahCross Section Ortho Photo

Fig. 19. El Mallah navigation bottleneck ortho photo.




55

60


Elev

atio

n (m

)

0 350250 300 400 450 500 550 600 650 700 750 800 85050 100 150 200


2005

65

70

75

802015

Min WL 68.1

El Karnak Cross Section at Km 226.8 D/S Aswan

Fig. 20. El Karnak navigation bottleneck cross section at km 226.8 D.S. Aswan.


1995 Wl¼70:16þ0:02143�Q �0:000001�Q2 R2 ¼99:5% ð1Þ1998 wl¼70:15þ0:02123�Q �0:0000001�Q2 R2 ¼99:5% ð2Þ2000 Wl¼70:135þ0:0213�Q �7E�08�Q2 R2 ¼99:0% ð3Þ2003 Wl¼69:90þ0:0203�Q þ0:00002�Q2 R2 ¼99:1% ð4Þ2006 Wl¼69:72þ0:02514�Q �0:000011�Q2 R2 ¼99:0% ð5Þ2009 Wl¼70:01þ0:02111�Q þ0:00003�Q2 R2 ¼99:3% ð6Þ2013 wl¼69:94þ0:02032�Q þ0:000003�Q2 R2 ¼98:9% ð7Þ

These relations are used to study and analyze the impact ofrecently navigational development on the water level conse-quently on the river morphology as the following section.

6.2.2. The effect of dredging on water level and river navigationThe variation of water levels, along the River Nile from down-

stream Esna barrage was estimated during the study period toinvestigate the dredging effect on the river navigation using thederived rating curves downstream Esna barrage as shown inTable 3. From this table, it is clear that no significant changes inwater levels during the period 1995–2000 before dredging. Onthe other hand, there is a noteworthy drop in the water level justafter dredging by about 21 cm at year 2003. From these results,it can conclude that it need passing more discharge during theminimum water requirements to avoid navigation problems butthis is considered contrary to the policy of the Ministry of rational-izing consumption. From these results, it can conclude that the ero-sion and sedimentation processes increased as a result of riverdisturbance during the dredging while the river tends to stabilityduring the navigation maintain.

6.3. Presentation, and analysis by using GIS

6.3.1. PresentationThe presentation is the most important part of developed com-

puter system for supporting decision making, which give a masterplan for operational decision – making about maintenance dredg-ing with a large scale of data analysis on river Nile for navigationmanagement.

6.3.2. GIS analysisGIS is a computer system capable of assembling, storing, manip-

ulating, and displaying geographically referenced information. Theway maps and other data have been stored or filled as layers ofinformation in a GIS makes it possible to perform complex analy-


ses, information retrieval, topological modeling, networks, overlay,and data output [2].

- GIS database: GIS database schema is established for struc-tures along the second reach of Nile River as a global mode. As afirst step, the base map of Nile River has been established. The database schema from personal geo-data base type which includes dif-ferent modules and layers were implemented in different functionsfor the developed the Nile River system in Geographic informationsystem, every layer represented unique structure: ‘‘bridges, Ports,Hydropower stations, Berths, drinking water intakes, water qualitymonitoring sites” as shown in Figs. 11 and 12. These structuresalong the river affect the erosion and sedimentation process conse-quently impact on the navigation path efficiency, also on the waterquality. GIS in this paper is an essential for supporting decisionmakers and river managers by providing valuable informationwithin a river study reach. Such information can be used todevelopmanagement plans and planning dredging process in orderto preserve river environments. This requires investigations into awide range of datasets, which can be collected as field and desk-based. GIS has been demonstrated repeatedly as managing andanalyzing this wide range of spatial and tabular data. Indeed, thisaids decision makers and provides a full picture about what is hap-pening in the river and therefore allows the most appropriate deci-sion regarding prioritization of where and when to restore themost vulnerable areas of the river [7].

6.3.3. The effect of dredging on river morphology using GISGIS was used to evaluate the morphological changes, which

occurred at the study region D.S. Esna Barrage affected by dredg-ing. Fig. 13 shows digital terrain model DTM for this region at2003 representing the period during dredging and DTM for themaintaining period along the navigational path at 2015 using theavailable data surveyed by Nile Research Institute. While Fig. 14illustrates the changes, which occurred at the bed level conse-quently the erosion and sedimentation was analyzed. From thesefigures, it can conclude that the elevation was decreased aroundthe study region causing the drop in the water level according tothe cross section in Fig. 13. These results are considered the samethat were performed by rating curve. In addition, it can concludethat the erosion and sedimentation processes were increased dur-ing and after dredging indicating the river became more dynamic.

7. Navigation bottlenecks

Navigation bottlenecks appear due to riverbed aggradation andany hydraulic structures, which may be caused river morphology



(a) 2005 El Karnak CrossSection ortho Photo

Navigation Path Modifications at 2015 according to human

interventions

(c) 2015 El Karnak CrossSection navigation path modification

New Water Station

(b) 2015 El Karnak CrossSection ortho Photo

Fig. 21. El Karnak navigation bottleneck ortho photo.


changes. Therefore, this change requires frequently maintenanceworks to keep the path navigable along the year. However, themajor questions is how long the path will be navigable and whataffects its operational efficiency searched for quenching answersin this section.

7.1. Effect of dredging around the water and power station intakes onriver navigation

One of the problems, may affect the navigation efficiency, is thecontinually dredging around the water and power station intakesrequired for keeping their operational efficiency especially whendredging in the opposite side of navigational path. Fig. 15 describesthe location of water stations according to navigation bottlenecksfrom year 1982 up till now using Geographic information System(GIS). According to RTA [12], there are six critical navigation bottle-necks locations along the second reach as shown in Table 4. Fromthe figure and table, it can be noticed that there are one water


plant station upstream and three downstream at El Karnak bottle-necks location. Also, El Ashey bottleneck location; there are fourwater plant upstream and two downstream it. Therefore, it canconclude that these water stations may cause negative impactson the river morphology resulting from continually dredgingaround them consequently may effect on navigation bottlenecks.Thus, it can recommend that the intakes locations need studyingby numerical model for simulating the motion of sediment withwater and then it can be predicted the rate of deposition with timeto get the results more accurate.

7.2. Morphological changes at the navigation bottlenecks

The morphological changes analysis for critical navigation bot-tlenecks cross-sections along the study reach describe at Figs. 16–27. These sections were extracted from hydrographic survey andtopographic maps, which produced by Nile Research Institute atyear 1982, 2005 and 2015. In addition to using, the Orth-photo,



Elev

atio

n (m

)

55

60

Distance from West Bank (m)0 350250 300 400 450 500 550 600 650 700 750 800 85050 100 150 200


2005

65

70

75

802015

Min WL 67.6

El AsheyCross Section

Fig. 22. El Ashey navigation bottleneck cross section at km 237 D.S. Aswan.

(a) 2005 El Ashey Cross Section ortho Photo (b) 2015 El Ashey Cross Section ortho Photo

Fig. 23. El Ashey navigation bottleneck cross section ortho photo.


Elev

atio

n (m

)

55

60

0 350 950250 300 400 450 500 550 600 650 700 750 800 850 900 100050 100 150 200


2005

65

70

75

802015

Min WL 65.9

Abnod Cross Section at Km 273 D/S Aswan

Fig. 24. Abnod navigation bottleneck cross section at km 273 D.S. Aswan.


which included the navigational path to evaluate and analyze anychanges, occurred as the human interventions, their effects on rivercharacteristics and navigational path during the study period.Fig. 16 shows the cross section of Wabrat Arment bottleneck loca-tion at km 171 down stream Aswan dam, the area of attachmentisland at the west bank increased from 2005 to 2015 and the depo-sition occurred in the middle channel at the navigational path asshown in Fig. 17a and b.


Fig. 18 shows the cross section at El Mallah bottleneck loca-tion at km 190 D/S Aswan, it is clear that the deposition wasoccurred in the east channel at the navigational path as theresult of bank erosion that happened at the eastern side. Inaddition to a deposition that occurred in the middle of naviga-tional channel, where the reformed island area on the eastchannel at 2015 increased comparing with 2005 as shown inFig. 19.



(a) 2005 Abnod Cross Section


(b) 2015 Abnod Cross Section

Fig. 25. Abnod navigation bottleneck cross section ortho photo.

55

60


Elev

atio

n (m

)

9500 40 45 50 55 60 65 70 75 80 85 90 100030 350 00000000000025050 100 150 200


2005

65

70

75

802015

Min WL 65.1

Dandra Cross Section at Km 291 D/S Aswan

Fig. 26. Dandara navigation bottleneck cross section.

(a) 2005 Dandara Cross Section (b) 2015 Dandara Cross Section with navigation path

Fig. 27. Dandara navigation bottleneck cross section ortho photo.


On the other hand, the cross section at El Karnak navigation bot-tleneck location at km 226.8 D.S. Aswan dam in Fig. 20. It is obvi-ous that there was a deposition happen in the west side of


navigational channel, and erosion in the east channel during theperiod from 1982 to 2005, otherwise from 2005 to 2015 the depo-sition increased in the east of navigational channel, and the erosion



Table 5Total amount of Erosion and Deposition along the reach (1982–2005).

No. Name of navigation bottleneck Erosion Deposition

1 Dandrah 4171.73 10856.122 Abnod 3304.91 8143.293 El Ashey 548.26 2436.374 El Karnak 3505.65 4970.295 El Mallah 2907.67 110.456 Waborat Armant 1920.03 203.65

Table 6Total amount of erosion and deposition along the reach (2005–2015).

No. Name of navigation bottleneck Erosion Deposition

1 Dandrah Not available Not available2 Abnod Not available Not available3 El Ashey 7236.96 81.454 El Karnak 8015.39 3881.325 El Mallah 8135.32 3001.696 Waborat Armant 1119.56 956.67

Fig. 28. The water surface profile and navigational bed level along second reach(2000–2015).

Fig. 29. The location of navigation bottlen



increased on the west side. It is very clear in this section the effectof dredging as maintenance operation of new water station at 2015as shown in Fig. 21a and b. It can conclude that the modificationsthat happened in navigation path from east to west channelaccording to human interventions as the new water station main-tenance operations as shown Fig. 21c.

El Ashey navigation bottleneck cross section locates at km 237downstream Aswan Dam as shown in Fig. 22. It shows that thedeposition increased in the west and middle of the channel, whilethe erosion occurred in the east side comparing cross section at1982 with 2005. From Ortho photo in Fig. 23 it can observe thereformed island area on the west side of the channel decreasedand the erosion increased causing continually navigationbottlenecks.

For Abnod bottleneck location at km 273 and Dandara bottle-neck location at km 291 D.S. Aswan, there is no available data for2015. Fig. 24 shows Abnod cross-section, where the area of islandin the west side of the channel increased, and the deposition werehappened in the west and in the middle of the channel, and that isobvious the bank erosion in the east occurred. From ortho photo inFig. 25b at 2015 it is clear that the wider area of the island on thewest bank, causing narrow the navigation width, which may causebottleneck in this area.

Fig. 26 Cross section of Dandara bottleneck location at km 291downstream Aswan, shows that there was an erosion in the westchannel, from Fig. 27 there is a bridge at km 292 D/S Aswan, anda human intervention may be occurred in the east bank by filling.

The evaluation of the deposition and erosion processes for thecritical navigation bottleneck cross sections was performed. Thetotal amount of them were calculated between 1982 and 2005and between 2005 and –2015 as shown Tables 5 and 6 accordingto water surface profile and navigational bed level along secondreach as shown in Fig. 28. The area of erosion ranges between548 and 4171 m2 and the deposition ranges between 110 and10,856 m2 during the period between 1982 and 2005. While, theerosion area ranges between 1119 and 8135 m2 and the depositionranges between 81.45 and 3881 m2 within the period 1982–2005.From these results, it can be concluded that the deposition is more

ecks at the second reach (1982/2016).



Table 7The bottlenecks locations at 1982 [9] and 2016 [10].

No. Bottlenecks location km (from Roda) 1982 2016

1 Waborat Arment 751 U

2 El Mallah 740.5 U

3 Ben gabaleen 737.5 U

4 Arment 721.5 U

5 Karnak 701.2 U U

6 Marees 716 U

7 ElZeena 698.5 U

8 Al Ashey 688.5 U U

9 Abnod 654 U

10 Qena Bridge 650 U

11 Dandara 636 U

12 AlSamta 617 U

The bold values indicate to the two locations which suffering from the permanentnavigation bottlenecks during the study period.


frequent than the erosion at the period 1982–2005 and the oppo-site in the period 2005–2015.

7.3. Assessment and evaluation the current significant criticalnavigational bottlenecks

Fig. 29 and Table 7 show the comparison between the bottle-necks locations in the present situation at year 2016 [10] and inthe past at year 1982. From them it can be noticed that the numberof locations are increased and changed, but there are two bottle-necks locations in 1982 and 2016 still not changed (Elkarnak andEl Ashey). So it was analyzed the two locations by creating a DigitalTerrain Model (DTM) in Arc GIS as shown in Fig. 30. From these

Fig. 30. El Ashey and Elkarnak bottleneck navigatio


results it can conclude that their locations which changed becauseof both natural changes and human intervention as dredging. Itwas found that significant changes (aggradation-degradation)had been occurred as many of undeforming islands appear conse-quently affecting free river movement. Also, many of curves foundalong the study reach which may increase the erosion on the outerconcave curve and deposit in the inner convex curve (see Fig. 31).

8. Conclusions and recommendations

The developed program through this work represented a valu-able tool for evaluating and analyzing navigation efficiency forthe River Nile which supporting the decision making process onriver navigation by developing a flexible interface that operateswith three-way operation to evaluate the navigation efficiency inthe River Nile. The program included database for water level, dis-charges measurements, which it is important to access, and manip-ulate their records to support decision making process especiallyby calculating the min water level which can be abled to determinethe navigational bottlenecks location. During this study it wasdeduced the rating curve relations downstream Esna Barrage usingthe statistical model Minitab 16. It was concluded that no signifi-cant changes in water levels during the period 1995–2000 beforedredging. On the other hand, there was a noteworthy drop in thewater level just after dredging by about 21 cm at year 2003. Whileat year 2009, it can conclude that the drop in water level isdecreased with time, which initiated the motion of bed particlestowards the pools that were created from dredging. By analyzingthe effect of continual dredging around water pump stations andwater intakes to keep their operational efficiency especially when

n bottlenecks at the second reach (2016/1982).



Fig. 31. El Ashey and Elkarnak bottleneck navigation bottlenecks and the water station locations.


dredging in the opposite side of navigational path had negative sig-nificant effect on its efficiency. The comparison between the navi-gation bottlenecks locations in the present situation at year 2016,and in the past at year 1982 was evaluated and analyzed usingGIS. It can be noticed that the number of locations are increasedand changed, but there are two bottlenecks locations in 1982 and2016 are not changed (Elkarnak and El Ashey). So it was analyzedthe two locations by creating a Digital Terrain Model (DTM) in ArcGIS and it can be concluded that significant changes (aggradation-degradation) have been occurred due to the sedimentation processis very complicated due to many of undeforming islands affectingfree river movement. In addition, many of curves found along thestudy reach which increase the erosion on the outer concave curveand deposition in the inner convex curve. Moreover, it can be rec-ommended that these locations need to study by numerical modelfor simulating the motion of sediment with water and then it canbe predicted the rate of deposition with time. Therefore, it can con-clude that it must build integrated dredging strategic to avoid ormitigate continually dredging on the river behavior, which causethe appearance of navigation bottlenecks by making any mainte-nance in the Nile should take place on a one-time. The GeographicInformation System (GIS) was used in the final stage to present theanalysis of results that could support decision-makers to plan fornavigation management.

References

[1] Sadek N, Salama R, Kamal N. Effect of bank erosion and bend types on theefficiency of dammitta branch navigational path. IWTJ, 5–No. 2; 2015.

[2] Amdahl G. Disaster Response: Gis for Public Safety. 2nd ed. ESRIPress: Redlands; 2001.

[3] Valipour Mohammad, Banihabib Mohammad Ebrahim, Behbahani SeyyedMahmood Reza. Comparison of the ARMA, ARIMA, and the autoregressiveartificial neural network models in forecasting the monthly inflow of Dez damreservoir. J Hydrol 2012;476(2013):433–41.

[4] Marek Druzdzel J, Roger Flynn R. Decision support systems, DSS. 1st ed. NewYork: Marcel Dekker; 2002.

[5] Raslan Y, Sadek N, Attia K. Impact of navigation development on Damiettabranch. Water Res Center J 2009;(46):p87–101 [Cairo, Egypt].


[6] Sadek N, Rafeek M, ElBary A, Talaat A, Aly A. Morphological changes impact onwater surface profile predicted for the Nile River. In: Eighth internationalsymposium on river sedimentation (ISRS 8). Cairo (Egypt), November 2001.

[7] El-Magd Islam Abou, German Sally. Access-geodatabase modelling to aiddecision making in river restoration: case study River Beult, Kent, UK. In:(Brno) Informatics for environmental protection - networking environmentalinformation Copyright �Masaryk University Brno (Brno); 2005. ISBN: 80-210-3780-6.

[8] RNPD report. River Nile Protection And Development Project, which includedan investigation of water levels, thalweg line levels and known navigationbottlenecks; 1991.

[9] RNPD report. Nile River Protection and Development Project. Water levels inthe Nile with Low Flow Projects, Working Paper No. 320-1. Egypt: NileResearch Institute (NRI); 1991.

[10] NRI report. Nile river protection and development project. Egypt: NileResearch Institute (NRI); 2016.

[11] Sadek Nahla, Attia K, Fahmy A. Highlights on flood effects on river nile. In: Theninth international symposium of river-sedimentation, Yichang, China, 18–21October 2004.

[12] RTA report. River Transport Authority, Nile River Navigation DevelopmentProject, which included an investigation of known navigation bottlenecks;2000.

Further reading

[13] Sherine Ismail S, Magdy Samuel M. Response of river Nile dredging on waterlevels. In: Fifteenth international water technology conference. Alexandria(Egypt), 2011.IWTC-15; 2011.

[14] Barbary Z. Safe operation scenarios of water supply stations during low flow.Eng Res J 2008;117(June):C1–C18.

[15] Attia K, Fahmi A. Navigation channel operational hazards at Damietta Branch.In: Third international conference & exhibition melaha. Luxor (Egypt); 2006.

[16] Moattassem M, Makary A, Ayoud S. An approach to detect Nile Rivernavigation bottlenecks. In: National seminar on physical response of the NileRiver to interventions. Cairo, November 1990.

[17] Mohammed Valipour. Variations of land use and irrigation for next decadesunder different scenarios. Irriga, Botucatu, Edição Especial, Irrigação, p. 262–288; 2016. ISSN 1808–3765.

[18] Raslan Y, Rafeek Abdelbary M. Economical and environmental aspects ofnavigation development in the Nile. In: Sixth international water technologyconference, IWTC. Alexandria (Egypt); 2001.

[19] Yannopoulos Stavros I, Lyberatos Gerasimos, Theodossiou Nicolaos, Li Wang,Valipour Mohammad, Tamburrino Aldo, Angelakis Andreas N. Evolution ofwater lifting devices (pumps) over the centuries worldwide. Water2015;7:5031–60, doi:10.3390/w7095031. ISSN 2073-4441.

[20] Microsoft Visual Studio.NET, MICROSOFT, and MSDN training CourseNumber: 2310B. Microsoft Corporation; 2011.


http://refhub.elsevier.com/S2090-4479(17)30110-7/h0015















[21] NRI report. Outlined that the reduction of the flow might affect the rivercharacteristics, water depth required for safe navigation, intakes of watertreatment plants and power plants; 1990.

Dr. Noha Kamal is Researcher, in River Engineeringdepartment, Nile Research Institute – National WaterResearch Center, Ministry of Water Resources and Irri-gation. She received a Ph.D. and MSc from BenhaUniversity, Shoubra Faculty of Engineering, ElectricalEngineering Department, Cairo, Egypt. Dr. Nohareceived international training in Water Management inNetherland and Tunisia in 2014, The author publishedover 8 scientific papers and Co-author in 11 technicalreports.


Dr. Nahla Sadek is Professor, Head of River Engineeringdepartment, NileResearch Institute – National WaterResearch Center, Ministry of Water Resources and Irri-gation. She received a PhD and MSc from Ain ShamsUniversity, Faculty of Engineering, Civil EngineeringDepartment, Cairo, Egypt. Dr. Nahla was awarded sevenPrizes in engineering from Ministry of Water Resourcesand Irrigation in 2003, 2004 and 2007. She also got theprize of the ideal engineer in 1996. The author pub-lished over 35 scientific papers and Co-author in 28technical reports.Her researches focused on hydrology,hydraulics, Protection and Development Project andwater resources management.



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