O presente trabalho se enquadra na visão de projeto como pesquisa e desenvolve a arquitetura do programa de uma cidade fluvial a ser implantada no leito maior do ribeirão da Vargem Grande e do Sorocamirim, rios que fazem a divisa entre os municípios de Ibiúna, São Roque e Vargem Grande Paulista e estão situados na subbacia hidrográfica do Alto Sorocaba, gerenciada pelo Comitê de Bacia Hidrográfica do rio Sorocaba e Médio Tietê. A partir da tríade programa, lugar e construção, é feito um ensaio projetual que serve à abordagem de conceitos como urbanismo lento e rua viva. A Cidade-Canal de Ibiúna é uma cidade linear de 25km construída ao longo de um sistema de lagos-canais que, em grande parte do percurso, preserva o curso do leito menor do rio Sorocamirim e do ribeirão da Vargem Grande. A Cidade-Canal faz contraponto à cidade rodoviarista e propõe uma nova temporalidade ao estruturar-se em torno da presença material da água na vida cotidiana de seus habitantes e do espaço da várzea como paisagem urbana. Um sistema de parques fluviais é criado com o objetivo de recuperar a mata ciliar nativa e garantir a oferta hídrica para funcionamento das infraestruturas hidráulicas dentro da lógica do uso múltiplo das águas. O canal artificial de navegação é uma hidrovia urbana. Potencialmente, a Hidrovia do Alto Sorocaba, como parte da Hidrovia do Alto-Médio Tietê, poderia fazer a interligação entre a rede hidroviária do Alto Tietê (Hidroanel Metropolitano) e a Hidrovia Tietê-Paraná ao vencer um divisor de águas e um desnível líquido total de 183m entre os munícipios de Santana do Parnaíba e Salto. Porém, diante das dificuldades físico-territoriais e operacionais de um sistema tão complexo, o potencial mais promissor da Hidrovia do Sorocaba é o de conectar, ao longo de seus cerca de 200km, uma série de outras estruturas urbanas de modo a conformar uma rede de cidades-fluviais modelo. Esta pesquisa se alinha aos interesses do Grupo Metrópole Fluvial (GMF), pertencente ao Laboratório de Projeto do Departamento de Projeto (LabProj) da Faculdade de Arquitetura e Urbanismo da Universidade de São Paulo (FAU USP) e visa difundir a cultura de projeto de arquitetura de infraestruturas urbanas fluviais. / This work pertains to the vision of project as research and elaborates the architecture of the program of a fluvial city to be set up in the larger riverbed of Vargem Grande creek and Sorocamirim river, that divide the municipalities of Ibiúna, São Roque, and Vargem Grande Paulista and are situated in the Alto Sorocaba hydrographic subbasin, managed by the Hydrographic Basin Committee of the Sorocaba and Médio Tietê rivers. Based on the triad \"program, place, and construction\", a project essay is made to approach concepts such as slow urbanism and living street. Ibiúna Canal-City is a linear city of 25km built alongside a system of canal lakes that, in a long stretch of its trajectory, preserves the course of the smaller riverbeds of the Sorocamirim river and the Vargem Grande creek. The canal-city is a counterpoint to the motorway city and proposes a new temporality structured around the material presence of water in the daily life of the inhabitants and of the space of the marshes as an urban landscape. A system of fluvial parks is created with the goal of restoring the native ciliary woods and guaranteeing the hydric offer for the operation of the hydraulic infrastructures within the logic of the multiple usages of the waters. The artificial navigation canal is an urban waterway. The Alto Sorocaba Waterway, as part of the Alto-Médio Tietê Waterway, could potentially make the connection between the Alto Tietê waterway network (Metropolitan Waterway Ring) and the Tietê-Paraná Waterway, bridging a watershed and a total liquid elevation of 183m between the municipalities of Santana de Parnaíba and Salto. However, given the physical, territorial, and operational difficulties of such a complex system, the most promising potential of the Sorocaba Waterway is to connect, along its approximately 200km, a series of other urban structures so as to form a network of model fluvial cities. This research is aligned with the interests of the Fluvial Metropolis Group (GMF), that belongs to the Project Laboratory of the Project Department (LabProj) of the Architecture and Urbanism School of the University of São Paulo (FAU USP), and it aims at disseminating the culture of the architecture project of urban fluvial infrastructures.

Este trabalho examina os acidentes registrados na hidrovia Tietê-Paraná, identificando os mais importantes e respectivas causas, com a finalidade de propor formas de reduzir a probabilidade de ocorrência de tais acidentes. A revisão bibliográfica efetuada, embora contemple um número relativamente pequeno de obras, contribui para que se compreenda melhor os aspectos mais relevantes de acidentes ocorridos no transporte hidroviário. A análise da hidrovia, com a identificação dos pontos críticos para a navegação, das embarcações utilizadas e da mão-de-obra disponível, permite que se configure um painel para uma melhor compreensão dos principais acidentes e de suas causas. O estudo estatístico realizado, a partir de dados disponíveis na Capitania Fluvial de Barra Bonita, levou as seguintes conclusões: o principal problema são as colisões envolvendo comboios fluviais, representando 48,8 % do total de acidentes registrados; 60 % do total das colisões registradas se referiam a colisões contra pilares de pontes; a metodologia em vigor para a determinação dos vãos para a navegação na hidrovia Tietê-Paraná não atende as condições atuais de navegação. Com relação ao principal acidente identificado, apresenta-se uma discussão sobre a metodologia atualmente em vigor para o estabelecimento dos vãos para a navegação na Hidrovia Tietê-Paraná, examinando-se as medidas atualmente em implantação visando a minimização da probabilidade de ocorrência de colisões contra pilares de pontes e de suas conseqüências. A conclusão é que somente com estudos mais aprofundados, utilizando modelos de simulação de manobras para se obter o embasamento teórico-experimental de modo a se estudar o problema de colisões de embarcações contra pilares de pontes na hidrovia Tietê-Paraná, se poderá alcançar um metodologia para a determinação de vãos para a navegação, que contemple de maneira efetiva a segurança no tráfego hidroviário. / This study examines the accidents registered in Tietê-Paraná waterway, identifying the most important ones and respective causes, with the purpose of proposing means of reducing the probability of occurrence of such accidents. The bibliography survey carried out, although it includes a relatively small number of studies, contributes to a better understanding of the most important aspects of the accidents occurred in waterway transportation. From the analysis of Tietê-Paraná waterway, with the identification of its critical points for navigation, the employed vessels and the available workmanship, it is possible to sketch the scenary for a better comprehension of the main accidents and their causes. The accomplished statistical analysis, using the data available at the Barra Bonita Fluvial Command, lead to the following conclusions: the main problem are the collisions involving pushtows, representing 48,8 % of the total registered accidents; 60 % of the total registered collisions corresponds to collisions against bridges pillars. With respect to the main identified accident, it is presented a discussion about the methodology used for the determination of brigde span openings, showing that it does not fit to local navigation conditions. Procedures regarding to minimize the probability of collisions against bridges pillars and reduce their effects are mentioned. The conclusion is that only with more detailed studies, using both maneuvring simulation models and experimental trials with scale models, it will be possible to reach a methodology for the determination of bridge span openings which assures safer conditions for navigation along the Tietê-Paraná.

[pt] O transporte é geralmente o elemento mais importante nos custos logísticos, para a maioria das empresas. A movimentação de fretes absorve, segundo Ballou (1993), entre um e dois terços do total de custos logísticos. Dentro desse panorama desenvolveu-se este estudo sobre multimodalidade. O foco está nas instalações e serviços que compõem o sistema de transporte multimodal, com especial destaque para a infra-estrutura portuária, nas taxas (custos) e no desempenho dos vários serviços envolvidos. O principal objetivo do trabalho é compreender como o processo de privatização das estruturas de transporte, portos, ferrovias e rodovias, viabilizou a evolução da Multimodalidade como alternativa ao transporte nacional. Um assunto relativamente novo, ainda pouco explorado academicamente e com escassas referencias bibliográficas. Para que se tenha um entendimento de como o processo de privatização transformou as estruturas de transporte, especialmente a atividade portuária brasileira, viabilizando o transporte multimodal e obviamente as vantagens dele decorrentes, fez- se necessária a abordagem de temas congruentes, como a logística e também os cenários dos modos de transporte rodoviário, ferroviário e o marítimo (cabotagem). Nesta fase também se analisam os modos de transporte e os respectivos processos de privatização e cenário atual, de suas estruturas e os operadores logísticos, assuntos que contribuem para um melhor entendimento das questões relativas ao Operador de Transporte Multimodal. / [en] Inside of this panorama this study was developed on multimodality. The focus is in the installations and services that compose the system of multimodal transport, with special prominence for the port infrastructure, in the taxes (costs) and the performance of the some involved services. The main objective of the work is to understand as the process of privatization of the transport structures, ports, railroads and highways, it made possible the evolution of Multimodalidade as alternative to the national transport. A relatively new subject, still little explored academically and with scarce bibliographical references. For a well understanding as the privatization process transformed the transport structures, especially the Brazilian port activity, making possible the multimodal transport and obviously the decurrently advantages of the boarding of congruence´s subjects became necessary, as logistic and also the scenes in the ways of road transport, railroad worker and the marine (cabotage). In this phase also the ways of transport and the respective processes of privatization and current scene are analyzed, of its structures and the logistic operators, subjects that contribute for one better agreement of the relative questions the Operator of Multimodal Transport.

The optimum values for the section variables like channel side slope,bottom width,depth and radius for triangular,rectangular, trapezoidal and circular channels are computed by minimizing the cost of the channel section.Manning &rsquo / s uniform flow formula is treated as a constraint for the optimization model.The cost function is arranged to include the cost of lining,cost of earthwork and the increment in the cost of earthwork with the depth below the ground surface.The optimum values of section variables are expressed as simple functions of unit cost terms.Unique values of optimum section variables are obtained for the case of minimum area or minimum wetted perimeter problems.

A risk assessment model (MAcRisk) have been developed to forecast the probability and the risk of maritime accidents on Bosphorus. Accident archives of Undersecretariat Maritime Affairs Search and Rescue Department, weather conditions data of Turkish State Meteorological Service and bathymetry and current maps of Office of Navigation, Hydrography and Oceanography have been used to prepare the model input and to forecast the accident probability. Accident data has been compiled according to stated sub-regions on Bosphorus and event type of accidents such as collision, grounding, capsizing, fire and other. All data that could be obtained are used to clarify the relationship on accident reasons. An artificial neural network model has been developed to forecast the maritime accidents in Bosphorus.

No description available.

This dissertation examines the resiliency, efficiency, and environmental impact of barge shipments within the upper Ohio River basin, contrasting findings relevant to this region with assumptions and findings of broader national studies and providing alternative assessment methods. The unique attributes of this region’s inland waterways infrastructure and usage patterns are dominated by the shipment of coal; mines and powerplants with heavy and inflexible dependence on barge shipments; and the constrictions of the waterway infrastructure. Acknowledging these attributes allows for a more accurate assessment in the future of risks due to infrastructure failure and opportunities for efficiency gains. Research goals were set in three major areas: assessing the impact of an extended loss of commercial river navigation due to catastrophic infrastructure failure; assessing current and potential new efficiency metrics for inland waterways freight movement, both in terms of vessel movements and the infrastructure itself; and quantifying and assessing air emissions from regional commercial river traffic. The first research goal was to assess the impact of an extended loss of commercial river navigation due to catastrophic infrastructure failure. The objectives of this research goal were to develop a failure scenario; to develop methodologies to identify at-risk commodity shipments, feasible alternate modes of transportation, supply chain options, and shipping costs; and to develop a methodology to assess the potential closure of facilities impacted by infrastructure failure. A hypothetical failure scenario was assessed for a year-long closure of the Monongahela River between Charleroi and Elizabeth in 2010. For this scenario, the potentially displaced volume of coal shipments from mines to powerplants for a hypothetical river shutdown in 2010 was estimated at 7.0 million tons. The resilience of the impacted facilities, the feasibility of their shipping alternatives, and their ability to re-organize into new markets were assessed, showing heavy predicted impacts for facilities within the hypothetical failure zone, minimal impacts on facilities located below the failure zone, and mixed impacts above the failure zone that depend on facility-specific shipping mode alternatives. Lost revenues were estimated for facilities that close due to an inability to adapt, as well as the replacement cost of towboats and barges trapped by a catastrophic and sudden failure. The aggregate costs to these facilities as a result of a year-long closure in 2010 were estimated at $0.56-1.7 billion. The second research goal was to assess commonly used and potential new efficiency metrics for the inland waterways. Objectives of this goal included the development of methodologies to identify, characterize, and differentiate between vessel and commodity trips; to assess efficiency metrics currently used by USACE and develop improved metrics; and to conduct stochastic time studies of commodity trips to quantify efficiency gains from infrastructure improvements. The vessel and commodity trip analyses provide a unique assessment of the inefficiencies created by the infrastructure bottlenecks within the region. Data from USACE’s Lock Performance Monitoring System and the Energy Information Administration’s Survey 923 were used to characterize and rank the vessel and commodity trips made in 2010 in terms of frequency, tonnage, and ton-miles. Such rankings can be used to prioritize optimization projects and to assess usage patterns. The analyses of various efficiency measures commonly used for the inland waterways were conducted in light of the particular constraints of operation within the upper Ohio River basin. These upriver locks differ in size, requiring vessel operators to optimize the type and configuration of barges used within the region, and causing the regional profile to differ from fleet and flotilla profiles generated at a national level or for other regions. Consideration of these differences allows for more accurate analysis of usage patterns, with implications for efficiency considerations of time and fuel consumption. Stochastic modeling of historical usage patterns allows for the comparison of time requirements with different flotilla configurations and with different infrastructure configurations. A scenario analysis on a typical regional shipment between a coal mine and powerplant was used to demonstrate the method. Results show that completion of a long delayed lock reconstruction project will reduce the time required, and thus the cost and fuel, to move commodities across the region. The savings for a 15-jumbo barge tow moving 200 miles across the study area was estimated to be 17% as a result of completion of the Lower Mon Project. The third research goal was to quantify and assess the regional impact of commercial river traffic on air quality. The specific objectives of this goal were to develop a methodology for calculating emission loadings; and to develop a methodology to assess the impact of vessel emissions on regional air monitors. An estimation of particulate emissions from the vessels’ diesel engines is presented, showing total releases of PM2.5 to be about 360 tons in 2010 across 600 river miles of the upper Ohio River basin, on the same order of magnitude as the major point source releases reported in Allegheny County, and about 25% of releases from a typical 1,700 MW regional powerplant. A screening analysis estimates PM2.5 concentrations attributable from towboats passing through the Liberty-Clairton non-attainment region, predicting that these emission levels would be orders of magnitude below the detection limits of the region’s air monitors, and would be dwarfed by the point source impacting those monitors.

Thesis (Ph.D.) - University of Queensland, 2006. / Includes bibliography.

Made available in DSpace on 2014-06-11T19:29:12Z (GMT). No. of bitstreams: 0 Previous issue date: 2009-10-23Bitstream added on 2014-06-13T18:38:58Z : No. of bitstreams: 1 hiratsuka_a_me_ilha.pdf: 1245218 bytes, checksum: e01d077a2a1eac561a669b606897fe0a (MD5) / Este trabalho apresenta uma análise de impactos ambientais e econômico, entre dois cenários para o transporte de açúcar da Usina Pioneiros Bioenergia S/A, até o Terminal Exportador de Açúcar Guarujá. O Cenário 1 é composto somente pelo modo de transporte rodoviário, enquanto o Cenário 2 é constituído pelo transporte multimodal, ou seja, a combinação do modo hidroviário e o rodoviário. Para proceder a análise dos dois Cenários, consideraram-se parâmetros econômico e ambientais. O parâmetro econômico é o valor do frete por tonelada de açúcar transportado. Para o parâmetro ambiental, foi utilizado um modelo de índices de destruição ambiental, causados pela emissão de poluentes na queima de combustível. Através dos resultados dos parâmetros obtidos, pôde-se comprovar que a utilização de transporte multimodal, principalmente para grandes quantidades de carga a longas distâncias, possibilita ganhos econômicos e também a redução de impactos ambientais / This study presents the analysis of the environmental and economic impacts in the transportation of sugar, it compares two scenarios of sugar transportation from Usina Pioneiros Bioenergia S/A to Guarujá Export Sugar Terminal. In scenario 1 the sugar is transported using only road transportation, while in the scenario 2 multimodal transport is used, where road and waterway transportation are used. Economic and environmental parameters were taken into account in the analysis of both situations. The economic parameter is the value of freight per ton of transported sugar. For the environmental parameter the environmental destruction index was used, it quantifies the impact of fuel emissions. The results obtained show that, especially for large quantities of cargo over long distances, the use of multimodal transport brings economic gains and also reduces negative environmental impact

Orientador: Luzenira Alves Brasileiro / Banca: Jairo Salim Pinheiro de Lima / Banca: Ilce de Oliveira Campos / Resumo: Este trabalho apresenta uma análise de impactos ambientais e econômico, entre dois cenários para o transporte de açúcar da Usina Pioneiros Bioenergia S/A, até o Terminal Exportador de Açúcar Guarujá. O Cenário 1 é composto somente pelo modo de transporte rodoviário, enquanto o Cenário 2 é constituído pelo transporte multimodal, ou seja, a combinação do modo hidroviário e o rodoviário. Para proceder a análise dos dois Cenários, consideraram-se parâmetros econômico e ambientais. O parâmetro econômico é o valor do frete por tonelada de açúcar transportado. Para o parâmetro ambiental, foi utilizado um modelo de índices de destruição ambiental, causados pela emissão de poluentes na queima de combustível. Através dos resultados dos parâmetros obtidos, pôde-se comprovar que a utilização de transporte multimodal, principalmente para grandes quantidades de carga a longas distâncias, possibilita ganhos econômicos e também a redução de impactos ambientais / Abstract: This study presents the analysis of the environmental and economic impacts in the transportation of sugar, it compares two scenarios of sugar transportation from Usina Pioneiros Bioenergia S/A to Guarujá Export Sugar Terminal. In scenario 1 the sugar is transported using only road transportation, while in the scenario 2 multimodal transport is used, where road and waterway transportation are used. Economic and environmental parameters were taken into account in the analysis of both situations. The economic parameter is the value of freight per ton of transported sugar. For the environmental parameter the environmental destruction index was used, it quantifies the impact of fuel emissions. The results obtained show that, especially for large quantities of cargo over long distances, the use of multimodal transport brings economic gains and also reduces negative environmental impact / Mestre