Santos is the most important Brazilian port, handling about 114 million of tons in 2016. In 2010, there was a great capital dredging in order to deepen the Access Channel to 15m deep (Chart Datum-CD). This depth was not achieved, due to inefficiency on dredging procedures. As deepening and maintaining design depths are indispensable, this study presents an analysis of sediment deposition in Santos Port Access Channel and an annual dredging volumes prediction, considering current bathymetric survey and design depths of 15, 16 and 17 m (CD).A numerical hydrodynamic and morphological model was developed for the interest area, by using Delft3D®, calibrated with waves, currents and water level data measured within Santos Port adjacen-cies. Sediment transport model was calibrated with suspended sediment data and historic series of dredged volumes from Santos Port Access Channel. Two different scenarios were simulated for each design depth, according to the regional environmental characteristics. For current bathymetric scenario, the model estimates that it would be necessary to dredge an annual average of about 4,325,000 m³ from Santos Port access channel to maintain current depth condition. Regarding design depths of 15, 16, 17 meters, it would be an increase of 15%, 55%, and 80%. http://www.transnav.eu the International Journal on Marine Navigation and Safety of Sea Transportation Volume 12 Number 3
Physical scale models have a large range of application in studies of hydraulic works. In port engineering, they can be used to optimize the general layout of terminals, evaluation of protection structures, simulation of vessel maneuvers and investigation of mooring plans for vessels, among several subjects. Once physical modeling allows a high accuracy in the waves and currents representation as well as their interaction with the bottom and the vessels, the studies of mooring systems in coastal and estuarine ports based on physical modeling tests provide greater reliability in comparison with those grounded on distinct types of models. To highlight the importance of this kind of application, this article presents the case study of the Ponta da Madeira Port (PMP), located in the State of Maranhao, Brazil, developed with the support of the 1:170 scale reduced physical model conceived and calibrated for this area. This study analyzed several alternatives to improve the availability of the northern berth of the Pier III of PMP, including new mooring strategies and the construction of a new improvement structure. The results, which concerned on preliminary tests of the mooring lines tensions, evidenced structural intervention could substantially reduce the risk of mooring lines break, indicating that further investigations concerning different layouts for the improvement structure are promising in order to provide an increase of this berth availability.
Considering the demand for mooring larger ships at Brazilian port terminals, both private and public, in a scenario of growing exports, engineering interventions that can provide improvements in the vessel's maximum allowed dimensions can represent significant profits. Hence, this work presents an approach of Nautical Bottom, defined as the minimum depth in which ships can navigate without significant adverse effects in ship control and maneuverability without physical damage, with the goal of raising the maximum ship draft allowed in nautical spaces with fluid mud beds. Due to its rheological properties, fluid mud, in general, allows for vessels navigate with low or negative under keel clearance, respecting the established Nautical Bottom concepts. In addition, fluid mud layer thickness at port areas can possibly vary according to hydrodynamics and sedimentologic variations. This article presents an analysis of fluid mud thickness variations within the Itajaí Port Complex (Santa Catarina, Brazil) turning basin, where fluid mud layers are up to 2.5 meters thick, by means of analyses of bathymetric surveys and numerical modeling. The Itajaí Port Complex is located at the Itajaí-açu river estuary, which presents high variability of river discharge and suspended sediments. From bathymetric surveys, it is possible to observe fluid mud thickness from 0.5 to 2.5 meters. Numerical simulation results indicate suspended sediment load as a main environmental aspect for fluid mud thickness variations in the study area.
Primeiramente, efusivamente agradeço ao meu orientador Prof. Dr. Paolo Alfredini pela dedicação, ajuda e ensinamentos transmitidos, não só durante o desenvolvimento do meu trabalho, mas também no dia a dia. Seu empenho me fez, sem dúvida alguma, redefinir o meu conceito de orientador. Que sua paixão pela sua área de atuação e pesquisa venha a inspirar muitos outros alunos, neste ramo da engenharia atualmente tão carente de bons profissionais. Ao Prof. Dr. João Carvalho, da UNIVALI, e ao Ronildo Carvalho, da ALCOA, agradeço pela cessão dos dados utilizados durante este trabalho, sem os quais seria impossível o desenvolvimento desta pesquisa. Agradeço, também, aos meus pais Oscar e Heloísa, pela dedicação, suporte, apoio, carinho e paciência, que nunca serei capaz de retribuir e sem os quais este trabalho jamais existiria. Gostaria de agradecer, também, à minha irmã Sara, com quem dividi a maior parte da minha vida, inclusive na Escola Politécnica, as alegrias e frustrações. Às minhas avós, Mercedes e Ruth, meu eterno agradecimento pela ternura, pela paciência e pelo grande suporte sempre que necessário. Ao Prof. Dr. José Augusto Martins, o vovô Martins, gostaria de expressar o meu desejo de que a incerteza sobre o nosso futuro após a vida terrena tenha propiciado a apreciação deste trabalho, cujo conteúdo, infelizmente, não pode passar por sua implacável revisão. Deixo aqui meus sinceros agradecimentos pelos ensinamentos e pela oportunidade de ter desfrutado de sua inesquecível companhia. Gostaria de agradecer, também, ao Prof. Dr. Clóvis de Arruda Martins, meu padrinho, pelo exemplo, pelo incentivo ao desenvolvimento de atividades intelectuais e pelos conselhos, que confesso hoje me arrepender de não ter seguido alguns mais cedo. Aos meus companheiros de FCTH, tanto aos contemporâneos como aos que já não participam, gostaria de agradecer pelo aprendizado e excelente convivência diários, que ajudam a tornar as atividades acadêmicas e profissionais enriquecedoras e, igualmente, agradáveis e prazerosas. Por fim, mas não menos importante, gostaria de agradecer aos meus fiéis amigos, os irmãos que escolhi,
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