...) WATERFRONT FACILITIES WATERFRONT FACILITIES HANDLING LIQUEFIED NATURAL GAS AND LIQUEFIED HAZARDOUS GAS Waterfront Facilities Handling Liquefied Natural Gas § 127.103 Piers and wharves. (a) If the waterfront... not less than two hours. (c) LNG or LPG storage tanks must have the minimum volume necessary for— (1...
Ravindran, J.; Manikandan, B.; Venkatesh, M.; ManiMurali, R.; Marimuthu, N.; Wafar, M.V.M.
diversity of corals dominated by the massive reef-building corals was lost, affecting the structure and stability of the reef at these sites Resilience potential of the reef became poor due to the monospecific colonization of corals belonging to very few...
Full Text Available This work presents the general characteristics of the port system. It defines sets and functions describing the structure and work of the port. Moreover, it characterizes foundations of the massive handling theory. It provides basic literature information about selected processes and models of the massive handling theory. On the example of a transportation company serving the loading on ships in the port of Szczecin, it shows the loading method. The material loading onto ships was the sodium water glass. There are observation results of operation times comprising the data available to determine parameters of the massive handling theory. Operations covered in the analysis include: the arrival of the ship at the port’s road, waiting for enter the port, passing through the fairway, waiting for loading, loading, determination of the cargo’s weight, preparation of documents and waiting for leaving the port. It presents critical remarks about possibilities of using the data obtained to describe loading cargo on a ship with the use of elements of the massive handling theory.
...) and ancillary equipment from the interior of Building 88, a former lubricating oil storage facility, and the related exposed piping underneath Mike wharves M3 and M4 at Merry Point, Pearl Harbor Naval Complex...
Vallée Louis-Prudent, 1837-1905, photographer
230 x 176 mm. A view looking across the St. Lawrence towards the town and Citadel of Quebec, with shipping at anchor in the river. A photograph taken from the Grand Trunk Railway Depot, Point Lewis, probably in 1870. In the foreground railway lines run down to wharves beside the terminal.
, Masulipatnam and Nagapattanam. On the other hand, Dronimukha refers to a port situated near the confluence of the river and the sea. Dronimukha was also a market place. Interestingly, the ports such as Dwarka, Tondi and Puhar also had the same meaning... and these port towns had well-established markets and hinterland connections (Roy 1994). Besides the geographical considerations in the location of ports, the maritime structures such as boatbuilding yards, landing places, boat shelters, causeways, wharves...
Huang, M.J.; Shakal, A.F.
The California Strong Motion Instrumentation Program (CSMIP) has instrumented five port structures. Instrumentation of two more port structures is underway and another one is in planning. Two of the port structures have been seismically strengthened. The primary goals of the strong motion instrumentation are to obtain strong earthquake shaking data for verifying seismic analysis procedures and strengthening schemes, and for post-earthquake evaluations of port structures. The wharves instrumented by CSMIP were recommended by the Strong Motion Instrumentation Advisory Committee, a committee of the California Seismic Safety Commission. Extensive instrumentation of a wharf is difficult and would be impossible without the cooperation of the owners and the involvement of the design engineers. The instrumentation plan for a wharf is developed through study of the retrofit plans of the wharf, and the strong-motion sensors are installed at locations where specific instrumentation objectives can be achieved and access is possible. Some sensor locations have to be planned during design; otherwise they are not possible to install after construction. This paper summarizes the two seismically-strengthened wharves and discusses the instrumentation schemes and objectives. ?? 2009 ASCE.
Full Text Available As there was no available space in the zones surrounding the existing harbour, and the bay had a number of islands, which could be easily connected with fill soil, it was decided to form a harbour taking advantage of these islands. The planform of the new harbour is rectangular, and the perimeter walls have been used as wharves. As this fill soil is separated from the coastline, a bridge from the mainland has been built, carrying both motor vehicles and rail traffic. In view of the considerable length of the bridge, and the need to ensure navigation along the coastline, the central part of the bridge, over the navigation canal, has an elevating span. To obtain sufficient depth of water by the wharves, considerable amount of dredging has been necessary, as well as sheet piling.Como no se disponía de espacio en las zonas adyacentes al puerto en explotación, y la bahía tenía una serie de Islotes propicios para hacer un relleno, surgió la idea de realizarlo, en tomo a aquéllos, con planta rectangular, aprovechando los muros perimetrales para formar los muelles de atraque. Por hallarse este relleno separado de la costa, se ha construido un paso superior, sobre el agua, para el tráfico de vehículos de ruedas neumáticas, y una plataforma paralela destinada al tráfico ferroviario. Dada la gran longitud del paso y la necesidad de asegurar la navegación costera, la parte central del paso, correspondiente al canal, se salva con un tramo basculante. Para conseguir aguas profundas en los muelles se han realizado importantes operaciones de dragado e hinca de tablestacas.
Martínez Cebolla, Carlos
Full Text Available This article describes the entry to the new wharves at Pasajes Harbour. This access route provides a means of entry of vehicles to the wharves, passing over the railway lines, and over the main N-1 national Madrid to Irun highway. The efficiency of this arrangement will be highly appreciated by the users of the harbour, and by foreign tourists, since Pasajes is close to the Irun-Behobia frontier. But the main purpose of this article is to describe the method of prestressing of one of the bridges involved in this project. It is one of the first applications of this system in Spain, though it is likely to become very widely used, due to its general efficiency. This project was inaugurated by the Minister of Public Works on March 28, 1966.En el presente artículo se describe la obra de los accesos a los Nuevos Muelles en Pasajes. Estos accesos tienen por objeto permitir la entrada y salida de vehículos a los muelles por encima de las vías de la Renfe y del Puerto y, además, sin producir ningún corte de circulación en la carretera nacional N-1 de Madrid a Irún. Su estética y funcionalidad será apreciada por los usuarios del Puerto y por los extranjeros, ya que se encuentra a pocos kilómetros de la frontera de Irún-Behobia. Pero el motivo principal del artículo ha sido la descripción de la solución de pretensado que se ha dado a uno de los puentes. Es una de las primeras obras ejecutadas en España de este tipo, aun cuando, lógicamente y dentro de unos años será un tipo de obra corriente, precisamente por la gran necesidad que hay de ellas. La obra fue inaugurada por el Excmo. Sr. Ministro de Obras Públicas el día 28 de marzo de 1966.
Bartolomei, Anna; Corigliano, Mirko; Lai, Carlo G.
Seaports are crucial elements in the export and import of goods and/or on the flow of travellers in the tourism industry of many industrialised nations included Italy. Experience gained from recent earthquakes (e.g. 1989 Loma Prieta in USA, 1995 Hyogoken-Nanbu and 2003 Tokachi-Oki in Japan) have dramatically demonstrated the seismic vulnerability of seaport structures and the severe damage that can be caused by ground shaking. In Italy, the Department of Civil Protection has funded a research project to develop a methodology for the seismic design of new marginal wharves and assessment of existing structures at seaports located in areas of medium or high seismicity. This paper shows part of the results of this research project, currently underway, with particular reference to the seismic risk assessment through an interactive, geographically referenced database (GIS). Standard risk assessment have been carried out for the Gioia Tauro port in Calabria (Italy) using the empirical curves implemented by the National Institute of Building Sciences (NIBS, 2004)
Hedge, Luke H; Johnston, Emma L
Artificial structures associated with shipping and boating activities provide habitats for a diverse suite of non-indigenous marine species. Little is known about the proportion of invader success in nearby waters that is attributable to these structures. Areas close to piles, wharves and piers are likely to be exposed to increasing levels of propagule pressure, enhancing the recruitment of non-indigenous species. Recruitment of non-indigenous and native marine biofouling taxa were evaluated at different distances from a large commercial shipping pier. Since artificial structures also represent a desirable habitat for fish, how predation on marine invertebrates influences the establishment of non-indigenous and native species was also evaluated. The colonisation of several non-indigenous marine species declined rapidly with distance from the structure. Little evidence was found to suggest that predators have much influence on the colonisation success of marine sessile invertebrate species, non-indigenous or otherwise. It is suggested that propagule pressure, not predation, more strongly predicts establishment success in these biofouling assemblages.
Irie, I [Kyushu Univ., Fukuoka (Japan). Faculty of Engineering; Murakami, K; Tsuruya, H [Ministry of Transportation, Tokyo (Japan). Port and Harbour Research Inst.
The phenomena that clay or mud is carried away by waves or currents and deposited in approach channels and harbors are called siltation, and hinder often seriously the navigation of vessels and their arrival at as well as departure from wharves, etc.. In this paper, the hydraulic mechanism of siltation in harbors and approach channels in the sea area is chozen in particular, and waves and currents as the external force governing the travel of bottom mud, the properties of sunken mud, the supply source of sunken mud in approach channels, and grasping of the mud sinking mechanism as well as countermeasures against mud sinking are stated mainly centering around the results obtained from the in situ observations at Kumamoto Port and Banjarmasin Port and their mathematical calculations. The bottom mud traveling mechanism has been accepted as a study subject respectively from such wide viewpoints as river engineering, agriculture, environmental engineering, sanitary engineering, chemical engineering and mechanical engineering, and in addition, it has been under study by coastal engineering. Siltation under the wave actions is still in the state of research even in advanced countries in America and Europe. The siltation research in Japan has a short history, but this is the field which must be coped with positively. 19 refs., 17 figs.
Newhook, John P.
Fiber reinforced polymer (FRP) reinforcements for concrete structures are gaining wide acceptance as a suitable alternative to steel reinforcements. The primary advantage is that they do not suffer corrosion and hence they promise to be more durable in environments where steel reinforced concrete has a limited life span. Concrete wharves and jetties are examples of structures subjected to such harsh environments and represent the general class of marine infrastructure in which glass FRP (GFRP) reinforcement should be used for improved durability and service life. General design considerations which make glass FRP suitable for use in marine concrete rehabilitation projects are discussed. A case study of recent wharf rehabilitation project in Canada is used to reinforce these considerations. The structure consisted of a GFRP reinforced concrete deck panel and steel - GFRP hybrid reinforced concrete pile cap. A design methodology is developed for the hybrid reinforcement design and verified through testing. The results of a field monitoring program are used to establish the satisfactory field performance of the GFRP reinforcement. The design concepts presented in the paper are applicable to many concrete marine components and other structures where steel reinforcement corrosion is a problem. (author)
Bartolomei, Anna; Corigliano, Mirko; Lai, Carlo G.
Seaports are crucial elements in the export and import of goods and/or on the flow of travellers in the tourism industry of many industrialised nations included Italy. Experience gained from recent earthquakes (e.g. 1989 Loma Prieta in USA, 1995 Hyogoken-Nanbu and 2003 Tokachi-Oki in Japan) have dramatically demonstrated the seismic vulnerability of seaport structures and the severe damage that can be caused by ground shaking. In Italy, the Department of Civil Protection has funded a research project to develop a methodology for the seismic design of new marginal wharves and assessment of existing structures at seaports located in areas of medium or high seismicity. This paper shows part of the results of this research project, currently underway, with particular reference to the seismic risk assessment through an interactive, geographically referenced database (GIS). Standard risk assessment have been carried out for the Gioia Tauro port in Calabria (Italy) using the empirical curves implemented by the National Institute of Building Sciences (NIBS, 2004).
Full Text Available This paper shows how a New Zealand company, Fletcher Construction, created wealth in partnership with the state. The first Labour government was elected in 1935 with a firm commitment to full employment and a broad social security system. Because Labour’s determination to get things done through local industry coincided with James Fletcher’s, and then his son’s, drive for company expansion and profits. Fletchers’ design or construction of roads, wharves, saw-mills, flour mills, pulp mills, paper mills, factories, railway stations, university buildings, hospitals, department stores, office blocks, houses, and ownership and management of stone quarries, brickworks and forests, left a mark in almost every town and city in the country. Many projects required building methods and materials new to New Zealand, the innovative use of traditional materials, large-scale plant, specialist, skilled staff and technical know-how from United States and British construction and engineering firms. In this way Fletcher projects drew together many different suppliers, equipment makers, skilled tradesmen and financiers. As a provider of employment in construction and manufacturing, with easy access to established business and political leaders and a powerful influence on policy making, the company became a potent force in New Zealand’s full employment welfare state.
Full Text Available Santos Harbor Area (SHA in Sao Paulo Coastline (Brazil is the most important marine cargo transfer terminal in the Southern Hemisphere. A long term relative tidal level variability assessment shows a consistent response to relative sea level rise. A wave data base Wave Watch III was compared with a long term wave data-base generated by the ERA40-ECMWF (2003, both local validated. The current bed level of SHA Outer Channel is -15.00 m (Chart Datum or, in abbreviation, CD, maintained by dredging. According to the cargo throughput forecast, in 2025, the Access Channel will have to be deepened to level of -17.00 m. The feasibility of that choice is discussed from a technical, economical and conceptual navigation point of view in that context. A data set found from a scale model of the whole area of Santos Bay, Estuary and nearby beaches, showed the impact of maritime climate changes upon the coastal area. In the previous researches developed by the authors, it was demonstrated that the wave climate, the tides and tidal currents affect harbor and coastal structures maintenance, beaches stability, tidal inlet, sediment transport, saline intrusion and wetlands. Considering the increasing of the sea hazards and the high values of the infrastructures in that coastline, it is necessary to mitigate the risks. Hence, based on the results obtained by the authors, are highlighted guidelines strategies suggested for Access Channels dimensions, wharves free-board, jetties dimensions, dredging rates, rigid and flexible littoral defenses and land protection against flooding (including wetlands.
Gonçalves da Silva Leite, Janaina; Costa Cavalcante, Maria Luzete; Fechine-Jamacaru, Francisco Vagnaldo; de Lima Pompeu, Margarida Maria; Leite, José Alberto Dias; Nascimento Coelho, Dulce Maria; Rabelo de Freitas, Marcos
Sensory receptors are distributed throughout the oral cavity, pharynx, and larynx. Laryngeal sensitivity is crucial for maintaining safe swallowing, thus avoiding silent aspiration. Morphologic description of different receptor types present in larynx vary because of the study of many different species, from mouse to humans. The most commonly sensory structures described in laryngeal mucosa are free nerve endings, taste buds, muscle spindles, glomerular and corpuscular receptors. This study aimed at describing the morphology and the distribution of nerve endings in premature newborn glottic region. Transversal serial frozen sections of the whole vocal folds of three newborns were analyzed using an immuno-histochemical process with a pan-neuronal marker anti-protein gene product 9.5 (PGP 9.5). Imaging was done using a confocal laser microscope. Nerve fiber density in vocal cord was calculated using panoramic images in software Morphometric Analysis System v1.0. Some sensory structures, i.e. glomerular endings and intraepithelial free nerve endings were found in the vocal cord mucosa. Muscle spindles, complex nerve endings (Meissner-like, spherical, rectangular and growing) spiral-wharves nerve structures were identified in larynx intrinsic muscles. Nervous total mean density in vocal cord was similar in the three newborns, although they had different gestational age. The mean nerve fiber density was higher in the posterior region than anterior region of vocal cord. The present results demonstrate the occurrence of different morphotypes of sensory corpuscles and nerve endings premature newborn glottic region and provide information on their sensory systems. Copyright © 2016 Elsevier Ireland Ltd. All rights reserved.
Ouranos is a new consortium on climatology and adaptation to climate change consisting of researchers from Hydro-Quebec, the Quebec government and the Meteorological Service of Canada who are analyzing the long-range trends and regional impacts of climate change. One general trend that has been pointed out by the Intergovernmental Panel on Climate Change (IPCC) is that the average global temperature rose faster in the past century (+0.6 degrees C) than in the preceding thousand years. It is expected to rise 1.6 to 6 degrees C by the end of the twenty-first century. The rise in temperature has already resulted in a global loss of snow cover, glacial melt at the North Pole, increased precipitation worldwide, and rising sea levels. The IPCC cautions that the world's climate system could break down within a few decades if emissions of carbon dioxide and other greenhouse gases continue at the current rate. The signs of climate change that have already been observed in Quebec include a high number of stationary weather patterns that are expressed in long cold snaps in winter and severe summer droughts. Decision makers are faced with the challenge of how to manage water resources and predict the impact of changes in precipitation on forest fire frequency and insect infestation. In addition, they must determine if adjustments should be made to the design of treatment plant intakes, the height of harbour wharves, and dike dimensions. In order to help plan the future, Ouranos has invested $2.5 million into a supercomputer that will be drawing the North American weather map for the period 2040-2065 to evaluate various scenarios through a reliable meteorological model. 4 figs
Schouenborg, Björn; Eliasson, Thomas
One of the most well-known and well spread Swedish stone types used as building stones is the Bonus granite. It outcrops in an area north of Gothenburgh (SW Sweden), along the coastline, approximately 35 km wide and 85 km long. The granite continues into Norway as the Iddefjord granite. The Bohus granite is one of Sweden's youngest granites. Isotopic dating shows that the magma cooled at about 920 M years ago and thus marking the end of the Sveconorwegian orogoney. It is a composite granite massif area with several granitic intrusions but with rather homogeneous mineralogy. However, colour and texture varies quite a lot and the colour ranges from red to reddish grey although some pure grey varieties occur sparsely. The grain size ranges from medium grained to coarse grained and even with some porphyric parts. Quarrying in an industrial scale started 1842. The merchant A C Kullgren opened the first quarry and produced stones for the construction of the 86 km long Trollhättan channel connecting lake Vänern and the Atlantic ocean in the SW Sweden The stone was used for constructing harbors and wharves along the channel. Several quarries opened in the late 1800 around 1870 - 1890 and the export increased steadily with deliveries to Germany, Denmark, Holland, England and even to South America. The stone industries in Bohuslän (Bohus county), at its peak in 1929, engaged around 7 000 employees. During the depression in 1930 almost all of them became unemployed. However, as a curiosity, production and export continued to Germany for construction of Germania, the future World capital city ("Welthauptstadt Germania"), planned by Adolf Hitler and Albert Speer. About 500 stone workers were kept employed for this project during the late thirties. Today several varieties are still produced: Evja/Ävja, Tossene, Brastad, Näsinge, Broberg, Nolby, Allemarken and Skarstad. However, the number of stone workers is far from that of the early 1900. The Swedish production is mainly
Ramirez, T. M.
The purpose of the Shallow Survey common dataset is a comparison of the different technologies utilized for data acquisition in the shallow survey marine environment. The common dataset consists of a series of surveys conducted over a common area of seabed using a variety of systems. It provides equipment manufacturers the opportunity to showcase their latest systems while giving hydrographic researchers and scientists a chance to test their latest algorithms on the dataset so that rigorous comparisons can be made. Five companies collected data for the Common Dataset in the Wellington Harbor area in New Zealand between May 2010 and May 2011; including Kongsberg, Reson, R2Sonic, GeoAcoustics, and Applied Acoustics. The Wellington harbor and surrounding coastal area was selected since it has a number of well-defined features, including the HMNZS South Seas and HMNZS Wellington wrecks, an armored seawall constructed of Tetrapods and Akmons, aquifers, wharves and marinas. The seabed inside the harbor basin is largely fine-grained sediment, with gravel and reefs around the coast. The area outside the harbor on the southern coast is an active environment, with moving sand and exposed reefs. A marine reserve is also in this area. For consistency between datasets, the coastal research vessel R/V Ikatere and crew were used for all surveys conducted for the common dataset. Using Triton's Perspective processing software multibeam datasets collected for the Shallow Survey were processed for detail analysis. Datasets from each sonar manufacturer were processed using the CUBE algorithm developed by the Center for Coastal and Ocean Mapping/Joint Hydrographic Center (CCOM/JHC). Each dataset was gridded at 0.5 and 1.0 meter resolutions for cross comparison and compliance with International Hydrographic Organization (IHO) requirements. Detailed comparisons were made of equipment specifications (transmit frequency, number of beams, beam width), data density, total uncertainty, and
Full Text Available Lyttleton Port Authority has drawn up a project for the reform and construction of new wharves and breakwaters, to cater for the increasing sea traffic. The cost of the project is 4.5 million pounds. The main work consists of a 1,070 m long front wharf, built in deep water, and apt for use by large ships. The structure of the wharf consists of a filled in zone, taken from the sea, along the edge of which a row of piles has been arranged, to support the wharf itself. This has been made with hard Australian timber. But the platform over the filled in zone is built with soft local timber. The hills rising along the coastline have been traversed by two tunnels: one for the roadway and the other to take the railway. These communication lines, which save 11 km, will link the harbour with Christchurch, the most important city in South Island. The bottom, where the wharf has been made, was soft mud, awkward to contain and control. To overcome this difficulty a simple and ingenious method was adopted. Loads of stone, from nearby quarry residues, were thrown into the mud. The stones pushed out the mud in the manner of a wavefront. The mud was then dredged away, and the stone filling operation was continued. Stone had to be used as there was insufficient sand in the neighbourhood.La Junta de Obras del puerto de Lyttelton (Nueva Zelanda ha redactado un proyecto de reforma y construcción de nuevos muelles y rompeolas para absorber el creciente movimiento portuario, cuyo coste se eleva a 4,5 millones de libras. La obra consiste en un muelle frontal, continuo, de 1.070 m de longitud, en zona de gran calado, capaz para que atraquen barcos de gran tonelaje. La estructura está constituida por una zona de rellenos, ganados al mar, en cuyo frente se hallan unas filas de pilotes sobre los que descansa la estructura del muelle, construida a base de madera dura australiana; en cambio, la plataforma formada sobre el relleno es de madera blanda del país. Los montes
Lynett, P. J.
, there must be some limitations for predicting the turbulent flow structures, even if they are dominantly 2D-horizontal motions. In this paper, the turbulent motions due to long waves and currents, with a focus on port and harbor effects, is investigated. Recent work studying wind wave evolution inside harbors and tsunami effects inside and near harbors will be presented. Presented case studies will focus on the generation of turbulent eddies by structures such as breakwaters and wharves, and the controlling effects these eddies have on currents. The knowledge that these types of currents might occur in a harbor is very important for planning, and for emergency operations during such an event. Okal, E.A., Fritz, H.M., Synolakis, C.E., Raad, P.E., Al-Shijbi, Y., and Al-Saifi, M., 2006. Field survey of the 2004 Indian Ocean tsunami in Oman, 2004, Great Sumatra Earthquakes and Indian Ocean Tsunamis of December 26, 2004 and March 28, 2005, Earthquake Spectra 22 (S4), June 2006.