Rumos Praticos 60 (English)

Brazilian Maritime Pilots' Association Magazine 60th edition - October/2021-January 2022

Simulations

reach the Brazilian capital

editorial Our cover story of this edition could not be any different. After all, we brought the reality of ship handling to the decision-making center of the country. In addition to the resources for pilot training, the Brasilia simulation center incorporates a series of engineering facilities to assess port and waterway projects, contributing to the technical follow-up of the segment’s regulating agencies.

The intention of pilot Ricardo Falcão, reelected president of the Brazilian Maritime Pilots’ Association, is to provide state-of-the-art technology to the strategic discussions on infrastructure in the ports and shipping sector.

The importance of simulators for pilot training is reinforced in the interview of professor Edson Mesquita, who has just launched two books on maneuverability and hydrodynamics. He says that the simulations help to familiarize with the DNA of each ship and not unreasonably the local pilot stations have installed their own equipment. This is the case of Ceará Marine Pilots, which was visited by our team in the series on the Brazilian pilot zones. In the short term, the station preferred a virtual reality simulator, but also plans to install a full mission type.

Safety is also always on the agenda of the retired Portuguese pilot Manuel Casaca, who once more collaborates with an excellent article for our magazine. He addresses the kinetic energy of the ship during berthing and the reaction of the fender system on the pier.

Sustainability in its broad sense closes this edition. The topic is approached in the report that focuses on the environmental program of São Paulo Marine Pilots and on the article on the Rio de Janeiro project that encourages mobility and inclusion for children with special needs.

Good reading!

Otavio Fragoso is the editor

index Brazilian Maritime Pilots’ Association Av. Rio Branco, 89/1502 – Centro – Rio de Janeiro – RJ – CEP 20040-004 Tel.: 55 (­21) 2516-4479 conapra@conapra.org.br praticagemdobrasil.org.br director president of Brazilian Maritime Pilots' Association and vice-president of IMPA Ricardo Augusto Leite Falcão director vice-president Bruno Fonseca de Oliveira directors Marcello Rodrigues Camarinha Marcio Pessoa Fausto de Souza Marcos Francisco Ferreira Martinelli

Rumos Práticos

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Brazilian Pilots provides Brasilia with simulator

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Ricardo Falcão reelected president of the Brazilian Maritime Pilots' Association

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"Ship handling involves different non-intuitive aspects for the human being"

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Safety of ship berthing operations (article)

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São Paulo Maritime Pilots adopts a sustainability program in its operations

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More mobility and inclusion for children with special needs

planning Otavio Fragoso/Flávia Pires/Katia Piranda editor Otavio Fragoso writer Rodrigo March (journalist in charge) MTb/RJ 23.386

Ceará, land of light and wind

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translation Elvyn Marshall revision Julia Grillo layout and design Katia Piranda pre-print DVZ Impressões Gráficas cover photo: Gustavo Stephan

The information and opinions expressed in this publication are the sole responsibility of the authors and do not necessarily express the Brazilian Maritime Pilots' Association viewpoint.

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pilotage in Brazil

pilotage in Brazil

Ceará,

land of light and wind

Pecém Complex

Learn about the special features of the pilots’ work in the ports of Fortaleza and Pecém, from the environmental to the more structural issues

Port of Fortaleza

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pilotage in Brazil

pilotage in Brazil

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In the sixth article of the series on Brazilian pilot stations, Rumos Práticos visited the Land of Light, the name given to the state of Ceará because of its pioneering spirit in the fight against slavery in Brazil, a movement that began with pilot Francisco José do Nascimento, the Sea Dragon. Two centuries later, the pilots of Pilot Zone 5 still shine light on new routes into the port of Fortaleza and the Pecém Complex. The latter, which is more recent, had an unprecedented record of cargo handling in 2021, with a total of 22.4 million tons (a 40.7% increase over the previous result). The Port of Fortaleza was awarded by the federal government last year for the 2020 volume, when it had an increase of 12%, almost three times the average of the organized ports, totaling 4.9 million tons.

By October 2021, it handled 3.9 million tons, according to the statistics of the National Waterways Transportation Agency (Antaq).

photo: Rodrigo March

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To achieve all this efficient and safe cargo handling, 13 pilots are responsible for the ship maneuvers, one of them from Ceará State Pilots and the other 12 from Ceará Marine Pilots, which welcomed Rumos Práticos in January. In 2021 they together completed 2,718 jobs, 59% of which were in Pecém and 41% in Fortaleza.

The container ships mainly comprised vessels (35%), followed by tankers (25%), bulk carriers (20%), general cargo ships (12%) and others (8%). Ships 300 meters long are routine, but there have already been stopovers of cruise ships 333 meters long and 330 meter container ships. In terms of size, Capesize and Suezmax classes are worth mentioning. In Pecém, there occur ship to ship moorings.

Rumos Práticos accompanied five maneuvers by the Ceará Marine Pilots in the two ports: two tankers and one container ship in Fortaleza, and one container ship and a bulk carrier in Pecém (both at night-time). The company has three pilot boats for pilot transfers and one for support. The maintenance base is in Fortaleza. There are ten crew members. All pilot boat masters are also cabotage masters (MCBs).

The operations center, overlooking Mucuripe Bay, has seven shift operators, two working during the day, when there is a higher demand for information, and one at night. For each port, the watchtower has a weather station, an AIS antenna for redundancy and increase in coverage of vessels and a wide-angle camera. The space also provides a virtual reality simulator for pilot training. In the future, the company is considering implementing a full-mission simulator as well as dynamic hull and oceanographic monitoring systems.

PASSAGE ON FIRST PAIR OF CHANNEL BUOYS IN FORTALEZA

The challenges in the pilot zone go beyond the winds that attract sports people from all over Brazil, especially in the Port of Fortaleza, also known as Port of Mucuripe. The port has been managed since 1965 by the Ceará Docks Company [Companhia Docas do Ceará], a public company linked to the Ministry of Infrastructure. It is in the process of economic recovery and still has problems with bathymetry, fenders and night illumination.

pilotage in Brazil

“The ship enters the channel sideways, as if you were leaving, just like a crab. We have to stay close to the green buoy and only leave it when we’re very close. The vessel crosses heading forward only at the last pair of buoys, where there is the breakwater protection, and it reduces the drift. I usually ask the captains to inform me if they feel uncomfortable,” says pilot Bruno Fonseca, financial director of Ceará Marine Pilots. “We warn them on the MPX (first exchange of information with the captains), but those who have never been here are anxious since it seems we’re going to hit the green buoy,” adds pilot Pedro Parente, the company’s president.

Pilot Thiago de Lima mentions another difficulty when navigating the access channel: “It’s a channel where we have to balance a ship’s forces correctly because we need to have the maneuverability and speed control binomial. As soon as I leave the channel, there’s not much time to stop the vessel. If I leave very quickly, I’ll find it hard to stop it in the berth and will need to reverse the engines.

Marcelo Nunes, operations manager of the company, explains that the swell in the evolution basin, characterized by long-period low waves, is another challenge, especially in the first four months of the year: “A lot of energy enters the maneuvering basin. Stopping the operation is recurring, and we have to unmoor ships in an emergency.

There could also be wear on the fenders.“ Pedro Parente recalls cruise ships that cancelled their port stops for two reasons: “In the first case, when reaching the bar, the ship approached to enter and the captain noticed it was drifting 15 degrees, even when passing outside the channel. He was afraid and left. And I have already twice seen cruise ships suspend their stopover after berthing, because the cruise season coincides with the swell.”

Another problem that exists but has been diminishing with the Brazilian Navy’s work of raising awareness, is the presence of fishing boats in the maneuvering area.

Wedged in the capital’s urban area, the Port of Fortaleza has two berths on the fuel pier, with a maximum draft of 10.4 meters, and another six on the commercial quay, with drafts of no more than 11 meters, including the passenger offshore terminal. The main cargoes handled are wheat, fertilizers, coal, fuel and containers.

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The Pecém Complex is 60 kilometers away in the municipality of São Gonçalo do Amarante, and mainly handles coal, iron ore, manganese, wind turbine blades, coil, steel plates, fuel and containers. Ten berths are distributed along three piers connected to the mainland by two bridges, with capacity for ships with drafts of up to 15.3 meters.

photos: Gustavo Stephan

Moreover, the access channel is narrow and perpendicular to the wind and current. There is an alternative to pass outside it, depending on the vessel’s hull and the tide. It is 3,500 meters long, 160 meters wide and an average of 14 meters in depth.

pilotage in Brazil

It is a very deep offshore terminal, already certified for vessels 400 meters long. At low tide, the depth is 15.5 meters. To anticipate the demand of those megaships, Ceará Marine Pilots procured two portable pilot units (PPUs) – portable equipment that helps onboard decision-making – and sent three pilots abroad to take courses on scale manned models, which reproduce the behavior of the large container ships.

foto: Gladison Oliveira

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If, on one hand, there are few approach restrictions in Pecém, on the other, although it is a more open area, the winds are much stronger. The windiest season is from July to December. The operating speed limit is 24 knots, and 22 knots in Mucuripe.

MANAGER MARCELO NUNES, OPERATOR IANCA (BOTH SEATED) AND PILOT PEDRO PARENTE

VIRTUAL REALITY SIMULATOR INSTALLED IN WATCHTOWER

“Here August and September are trouble. Ship handling is delayed because it takes much longer to push the ship. Sometimes we need more than an hour to turn. We have to cross the line of the wind, which is absurdly strong. We have to take constant care with this instability caused by the wind. The responses must be very fast to control the ship,” comments pilot Isaac Mazal.

According to pilot Thiago de Lima, 15-knot winds could suddenly rise to 35 knots during a maneuver. He considers the most challenging operations are in the LNG terminal (liquified natural gas).

“It needs a lot of attention due to the restrictive nature of the ship, not only because of the hazardous cargo but also the sail area. We use four tugs and have to turn around. The maneuver is very complicated and could take three hours,” he says. In seven years in the pilot zone, Thiago de Lima has seen the number of berths in Pecém increase from six to ten. “It’s very positive for the state and country’s economy.”

Although the complex is a joint venture between the Ceará state government and the Port of Rotterdam, the main port in Europe, it also has its bottleneck, namely in mooring.

“Dockers are employed by each port operator and the turnover is high. They‘re not mariners. Their work is to improvise when mooring.

The exceptions are berths one and two, where Vale provides the service. On the other hand, in Mucuripe docking defines the maneuver times because three times a day there is a change in personnel when we don’t have dockers (7h, 13h and 19h). In compensation, the dockers are very good; they do things that you’d think would go wrong,“ compared pilot Bruno Fonseca.

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pilotage in Brazil

pilotage in Brazil

Rumos Práticos chatted with one of the captains assisted by him in Pecém. Romanian Iulian Cocirlea, in charge of the MSC Caterina on that voyage, praised the Brazilian pilots:

The incident occurred in 1881 when he was 42 years old. In January that year, Chico da Matilde, as he was then known by his mother’s name, was in the frontline of the Raft Fishermen’s Strike (Greve dos Jangadeiros) that closed the port of Fortaleza to the slave trade. In August, after another attempt to sell slaves to southeastern Brazil, the slaves were prevented from boarding by the pilots under his leadership, forcing the landowners to emancipate them since they were unable to maintain them.

Chico da Matilde provided shelter for them in his home.

“Here in Brazil, unlike some other places, I feel especially comfortable during maneuvering, particularly when the pilot first contacts the tug masters, when it could be stressful for the captain, since all communication is made in their own language (instead of English).”

Due to the movement, the port no longer had slave trade, and the abolitionism in the region was accelerated, culminating in the abolition of slavery in the province in 1884, four years before the Aurea act (abolition of slavery) was signed in Brazil. This pioneering spirit inspired author José do Patrocínio to baptize the state of Ceará as the Land of Light. That year, Chico da Matilde was chosen by the emancipators to represent them when invited to the capital of the Brazilian Empire. It was on this voyage that he was nicknamed Sea Dragon by author Aluísio de Azevedo.

photo: Gladison Oliveira

A city that honors the Sea Dragon

“The raft Liberdade was boarded onto the steamship that was once a slave ship. On its arrival to Rio de Janeiro, the steamship sailed into the port towing the raft with the Sea Dragon on board.

He was welcomed with cheers and the raft was pulled by ox cart through the streets of the city,“ recounts historian Gleudson Passos in the documentary Dragão do Mar e a história da abolição no Ceará [Sea Dragon and the history of abolition in Ceará].

OVERVIEW OF PECÉM COMPLEX

PILOT ISAAC MAZAL ABOUT TO BOARD

photo: Gustavo Stephan

Engraved by a federal act in 2018 in the Book of Heroes and Heroines of the Brazilian Homeland, pilot Francisco José do Nascimento, the Sea Dragon, is a renowned figure in Fortaleza.

It’s not hard to encounter his name in some corner of the city, the name of a street, coach company, businesses or in the huge 30,000m2 Dragão do Mar Center of Art and Culture. Many, however, know him only as a raft fisherman (jangadeiro). He was actually owner of rafts and worked on the port’s construction and as a seaman. But he had already been a pilot since 1870 when he was a forerunner of the movement that accelerated abolitionism in Ceará. As a result, his license was cancelled and only reinstated eight years later.

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PILOT THIAGO DE LIMA

photo: Gustavo Stephan

photo: Gustavo Stephan

In 2018, his name and biography were finally engraved in the steel pages of the book of Brazilian heroes, kept in the Tancredo Neves Pantheon of the Homeland and Freedom, in the Três Poderes Plaza in Brasilia.

PILOT BRUNO FONSECA

pilotage in Brazil

LOADED BULK CARRIER ENTERING PECÉM

pilotage in Brazil

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photo: Rodrigo March

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innovation

Brazilian Pilots provides Brasilia with simulator photo: Paula Carrubba

Authorities stress the importance of the simulation center to increase knowledge on the profession and expedite projects

innovation

The site of the training and waterway assessment center is a few minutes from the Três Poderes Plaza. In addition to the technical accompaniment of projects by the maritime and port regulatory agencies, its installation in Brasilia encourages the coming together for training of pilots from the 21 Brazilian pilot zones.

“This project responds to what the Brazilian Navy most upholds: navigation safety. When visiting the simulator, I saw state-of-theart equipment that will be important for retraining pilots and enhancing each maneuver made, bringing flexibility and efficiency to the operations. This will certainly make our pilotage safer than it already is”, says Fleet Admiral Wladmilson Borges de Aguiar, general director for Navigation of the Brazilian Navy, who took the opportunity to congratulate the pilots for their resilience in the pandemic.

The field of vision from the bridge of approximately 290 degrees comprises fourteen 65-inch screens, three of which are rear views. The same mathematical model as adopted in TPN-USP faithfully reproduces the action of waves, winds, currents and tides, in addition to hydrodynamic effects on vessel maneuverability.

Professor Eduardo Tannuri, technically responsible for the design, emphasized the partnership of over ten years with Brazilian Pilots, which has already contributed to training more than 20 masters and doctors:

real-time settings. This is one more step among many that will be taken with the cooperation agreement we signed. The facilities help accurately simulate any kind of maneuver, besides specific situations that are not possible on a daily basis, considering the risk involved. Operations such as increase in the size of vessels, new shipping lanes and implementation of offshore terminals can also be simulated. The space will also receive a similar simulator, with further innovations, and another one that reproduces the tugs to help pilots in their maneuvers. The idea is also to install big data with real-time information and images of the pilot stations nationwide.”

Pilot Simon Pelletier, president of the International Maritime Pilots’ Association (IMPA), traveled from Canada to attend the opening and said that he was unaware of many projects like this around the world: “There are few pilots’ associations that have developed a center like this. What is being done here in Brazil is something really amazing. A level of professionalism that should be recognized.”

Flávia Takafashi, director of Antaq, believes that the installation of the simulator in Brasilia will provide the intervening agencies operating in the port and shipping sectors a real understanding of the pilotage operations and services: “The fact of being in Brasilia especially favors the discussions with all the main players.” photo: Paula Carrubba

“We adopted the solution of vertical screens, in line with the world’s new simulators. The maneuvers have state-of-the-art and

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ADMIRAL BORGES, PROFESSOR TANNURI, RICARDO FALCÃO, LUIZ CARLOS HAULY, SENATOR LUCAS BARRETO, CONGRESSMAN JAZIEL PEREIRA, SIMON PELLETIER AND FABRÍCIO JULIÃO

In December, Brazilian Pilots inaugurated in Brasilia a world-class simulations center, which incorporates different engineering facilities to assess port and waterways designs, in addition to resources for pilot training. The space offers the latest in bridge simulators for ship handling and was implemented in partnership with the São Paulo University Numerical Test Tank (TPN-USP), an international benchmark in that type of technology. The event attracted pilots from all over Brazil, maritime and port authorities, representatives from the shipping industry and members of the Executive and Legislative powers.

“We set up this institute in the capital city in order to bring this key tool closer to studies by the decision-makers on waterway and port projects in Brazil, namely the Brazilian Navy, Ministry of Infrastructure, National Waterway Transportation Agency (Antaq) and the Brazilian Congress. This proximity will bring more agility and assertiveness to assessing waterways accesses, implementing new terminals and operating with larger vessels. All those studies for validating projects rely on the pilots’ participation, in terms of our expertise in guiding ships in restricted waters and our knowledge of such waters”, stated pilot Ricardo Falcão, president of Brazilian Pilots.

PROFESSOR TANNURI, BRUNO FONSECA, SIMON PELLETIER & RICARDO FALCÃO

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photo: Paula Carrubba

innovation

photo: Paula Carrubba

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ADMIRAL BORGES CHATS WITH THE USP TECHNICAL TEAM IN THE SIMULATION PREPARATORY ROOM

Adalberto Tokarski, director of Antaq, also attended the event. He said that by providing more simulators, pilotage contributes to the training and navigation safety, as well as for the projects in Brazil to advance faster.

“The more the serious institutions can provide those instruments, the more the port and shipping community will gain.”

According to Jesualdo Silva, CEO of the Brazilian Association of Port Terminals (ABTP), the center’s major innovation is precisely its location in Brasilia, close to the decision makers: “This is important because it brings to them the reality of what’s happening. The people in Brasilia, since they are not in every port, find it very hard to understand this reality when they analyze a project, terminal or dredging. It is all very theoretical. Now here, they are able to put it into the simulator and understand the reason for everything. It is revolutionary.”

Fernando Biral, CEO of Santos Port Authority (SPA), stressed the importance of the simulation instruments given the upward trend of larger vessels. The Port of Santos has already been approved to receive the 366m-long container ships: “Some waterway access channels in Brazil are not so suitable for navigation of those large vessels. Many of the maneuvers in the

Santos channel, for example, are complicated and need to be simulated and studied in order to be safe.”

Senator Lucas Barreto remembered that his state, Amapá, will be able to receive New Panamax class ships, with 105,000-ton cargo, thanks to simulations run in 2020 in the TPN-USP. He explains that the work and investments in pilotage are essential for preserving the Amazon: “This equipment being inaugurated today is just as important as the role of pilotage. With those larger ships, we more than ever need pilots and the Brazilian Navy to care for the environment.

An accident at the mouth of the Amazon River would be an environmental disaster in the world’s largest estuary.”

Those familiar with the pilots’ work in the northern bar of the Amazon River are of the same opinion. This is the case of Edeon Ferreira, CEO of the Mato Grosso Pro-Logistics Movement. He pointed out that Brazilian Pilots has taken a series of pioneering actions: “We have been following the work (increased draft) where the Amazon River flows into the ocean, essential for us because it will help cut shipping costs. And this simulator is a way of working out what would happen there. It provides a major service to the nation and agribusiness.

FLÁVIA TAKAFASHI, DIRECTOR OF ANTAQ, LISTENS TO EXPLANATIONS ABOUT THE CIRCUIT BOARD READING TRAINING ROOM

BETTER INFORMED LEGISLATIVE Federal congressman Doutor Jaziel (Ceará) was impressed with what he saw: “I had heard about pilotage. We know that there is this category of people who do this work, and they export our goods abroad and import into our country. But this here is something really great. I am quite sure that it is much bigger than I thought. We don’t have this knowledge of between the lines of pilotage, but I can already understand that it is an extremely responsible profession, with safety, technology and selflessness. I see a real laboratory associated with the country’s top university, which has brought here a way of preparing and retraining people to exercise such a noble profession.”

In the opinion of Luis Fernando Resano, CEO of the Brazilian Association of Cabotage Shipowners (ABAC), it is fundamental for everyone in the sector to expand the understanding of the authorities and even more so of the members of parliament regarding navigation: “We could see in the proceedings of the bill on the program to encourage Cabotage Transportation (aka BR do Mar) that our members of parliament have very little knowledge of the shipping

activity. What do cabotage shipowners do? What do pilots do? We are in Brazil attending to the home market. So, this simulator somehow collaborates with us, showing the members of parliament all the problems, what it’s like to handle a 300m-long ship and how it reacts.”

Former federal congressman Luiz Carlos Hauly (Paraná-PR) has for many years followed the work of pilotage and stressed the importance of the profession for the country’s economy: “Pilotage is an elite professional category regulated for over 200 years. Considering how Brazil has grown, the maritime pilots have always been present helping to shift our imports and exports.”

In the morning before the ceremony, the maneuver simulation center of the Brazilian Pilots’ Institute was also the scene of the launch of the books by Professor Edson Mesquita, pioneer of the simulators in Brazil. A manobrabilidade do navio no século 21 [Ship maneuverability in the 21st century] and Princípios de hidrodinâmica e a ação das ondas sobre o movimento do navio [Principles of hydrodynamics and waveinduced ship motions] attracted dozens of guests to the book signing event.

innovation

directorate

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Ricardo Falcão reelected president of the Brazilian Maritime Pilots' Association photo: Paula Carrubba

photos: Paula Carrubba

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The Board took office in January, with Bruno Fonseca (vice-president), Marcio Fausto (technical director), Marcello Camarinha (administration) and Marcos Martinelli (finance) The newly elected board for 2022-2023 of the Brazilian Maritime Pilots’ Association took office on January 6th. Pilot Ricardo Falcão, of Pilot Zone 1 (Fazendinha-Amapá/Itacoatiara-Amazonas), was unanimously reappointed for a further two-year office in charge of the institution. Pilot Bruno Fonseca, of ZP-5 (Ceará), technical director of the association in the previous management, was elected vice-president under the same slate.

The meeting on November 4th, 2020, in Rio de Janeiro, also confirmed the name of the next Executive Board. Pilot Marcio Fausto, of ZP-18 (São Francisco do Sul-Santa Catarina State-SC), will be the new technical director. Marcello Camarinha, of ZP-15 (Rio de Janeiro-RJ), will take over as administrative director while pilot Marcos Martinelli, of ZP-3 (Pará State-PA), will be financial director.

According to president Ricardo Falcão, the major challenge for 2023 is to continue developing the Brazilian Pilots’ Institute and its simulation center in Brasilia: “Let us make this center a place where people feel comfortable to come and discuss the main topics regarding ourselves, watermen, port operators and everyone who discusses port and navigation in our country. The goal is to make this a major center for strategic discussions on infrastructure and the economy of Brazil. It will certainly be a tool that will make us very proud in the future.”

The pilots elected to the Audit Committee were Alessandro Schmidt, of ZP-9 (Pernambuco-PE); Everton Schmidt, of ZP-15 (RJ) and Ivan Ricci, of ZP-19 (Rio Grande-RS). Their deputies will be pilots Porthos Lima, of ZP-15; Siegberto Schenk, also of ZP-15; and João Bosco, of ZP-19 (Rio Grande-RS).

interview

interview

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SHIP HANDLING INVOLVES DIFFERENT NON-INTUITIVE ASPECTS FOR THE HUMAN BEING photos: Gustavo Stephan

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Professor Edson Mesquita, one of the top specialists in maneuverability, has just launched two books and demonstrates that only physics explains certain vessel behaviors

Dr Edson Mesquita, professor at the Merchant Navy Officers’ Training School, of the Almirante Graça Aranha Instruction Center, and of the Refresher Course for Pilots right from the start, has always kept his classroom notes until they were the size of a book, actually two books. A manobrabilidade do navio no século 21 [Ship maneuverability in the 21st century] and Princípios de hidrodinâmica e a ação das ondas sobre o movimento do navio [Principles of hydrodynamics and wave-induced ship motion] soon attracted the interest of the public, who even before their launch in December in Brasilia, wanted to know where to procure them. And with all good reason. Without losing the technical nature, the author took care to facilitate understanding of the content, even for a layperson, who will have a good idea in each chapter of how complex it is to pilot a ship, not just a matter of common sense, as the reader will find in the following lines.

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interview

interview

photo: Gustavo Stephan

on guiding the ship, the general impression is that ship handling is related only to human ability. The candidate suddenly receives a reality shock when they read other more technical books, such as the principles of naval architecture. They can’t even read them. First, because there was no literature in Portuguese on the subject.

Secondly, because it is a technical language very often different from the concept of art present in the book on naval art.

RP: HAS THE CONTACT WITH PILOTS IN THE REFRESHER COURSE FOR PILOTS (ATPR) CONTRIBUTED TO PRODUCING THE MATERIAL?

RUMOS PRÁTICOS: PROFESSOR, WHERE DID YOU GET THE IDEA OF THE BOOKS? FROM THE START, WAS YOUR INTENTION TO LAUNCH TWO PUBLICATIONS? I‘ve been a professor in the Brazilian Navy for over 30 years and have always kept my class notes, which developed as time went by. At first, they were handwritten, and later I transcribed this material to the computer. I ended up with parts of the book – the chapters – separated by subjects. The idea was to write only one book, but it would be too big. So we divided it into two separate volumes.

RP: FOR ANY LAYPERSON ON THE SUBJECT, THE BOOKS SOON SHOW HOW COMPLEX IT IS TO MANEUVER A SHIP, DON’T THEY? Right, not only to maneuver a ship but we have also to bear in mind that ships are different. Everyone admires, for example, a captain of a Boeing or a fighter jet. People are quick to understand that it is a profession requiring competence and skill. However, with ships this is not understood. Yet ships are very different, just like the behavioral dynamics of each one. Many think that to navigate is easy, that ship handling is a seaman’s natural skill. It isn’t.

Controlling a ship is very complex, involving several non-intuitive aspects for the human being. It’s not just applying force that the ship will move in that direction. It won’t. Moreover, we’ve had

ships with very poor maneuverability. Only since 2004, the International Maritime Organization defined minimum standards of maneuverability to comply with safety guidelines. A layperson, therefore, understands the size of a ship but at first won’t notice how its control is complicated.

RP: YOU STUDIED PHYSICS AT USP. THE SUBJECT SEEMS TO BE CLOSELY RELATED TO SHIP MANEUVERABILITY, RIGHT? Yes, absolutely. We have the combination of fluid mechanics and rigid body mechanics involved in ship handling. Working with this in practice is a passion. One example is the turning curve. When the ship is performing the third phase, in the permanent state, it describes a uniform circular motion. Well, for a mathematician and physicist, this is great material for practical lessons. It’s only with physics that you can explain certain ship behaviors, and not by human intuition.

RP: DOES ANYONE WHO’S GETTING READY FOR THE SELECTION PROCESS FOR A PILOT PRACTITIONER HAVE THIS IDEA? When the person is reading a book on naval art, sometimes they don’t. And this is one of the problems. You understand that it is complex, but it looks easy. When undertaking an approach focusing

Very much so. In the first cycle of ATPR, I would introduce the principles of hydrodynamics related to ship handling, so that every pilot would start speaking a technical language of Pianc [World Association for Waterborne Transport Infrastructure], closely linked to concepts used by many foreign pilots, but missing from our own culture. This helped us see other publications in the maritime market that would give us examples, so that I could apply them with a knowledge of physics. I then started having the practical documentation on maneuvers that was adapted for the book. This exchange with pilots was fundamental. I would give examples of physics and they would identify daily situations in different regions of the country ranging from Manaus to Rio Grande. The pilots began to understand that phenomena might not be repeated with the same ship, because each port has its own geometry, and the environmental conditions vary from one pilot zone to another.

RP: HOW ARE SHIP HANDLING AND DYNAMICS SIMILAR TO AIRCRAFT HANDLING AND DYNAMICS? Like an aircraft, the basic theory of a ship’s controllability is based on the wing theory. For a ship to swerve and make a turn, it has to draw upon the support created by the angle of attack, which we call a drift angle. So, in fact, the ship’s hull is a wing controlled by its flap, in this case the rudder. In the same way, an aircraft and ship have stabilizers. The similarity is total. The Germans were the first to address the ship in this way, in the 1920s.

RP: IN YOUR OWN WORDS, YOU LIKE TO QUOTE THE STATEMENT THAT “MARITIME SCIENCE WITHOUT PRACTICE IS HOLLOW, AND WITHOUT SEAFARING THEORY IT IS A FATALITY". CAN YOU GIVE US AN EXAMPLE? It’s as if a naval engineer were to build a car and never drive it. It is necessary for theory to go along with practice, as in aviation. In the 1970s, when building the first large Esso VLCC ships, captain Gomes, based on his practical experience, first suggested to engineer Lincoln Crane Jr. some maneuvers that would allow the American government to adopt standards, and even how the access channel and use of tugs would be. In the ATPR cycles,

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for example, this combination of theory and practice strongly facilitated my life, because I began to recognize the problem.

RP: IN YOUR BOOKS, YOU STRESS THAT EACH TYPE OF SHIP HAS ITS OWN “HYDRODYNAMIC FINGERPRINT” OR “HYDRODYNAMIC DNA”. IN THIS CASE, ARE WE TALKING ABOUT THE ANALYSIS OF ENVIRONMENTAL FORCES ACTING ON THE SHIP, WHICH ARE DIFFERENT FOR EACH VESSEL? Not only that. Each ship has its own hydrodynamic derivatives that show how it behaves, how it develops the angle of attack, the drift angle, how it reaches a certain turning ratio and a given velocity.

And this characteristic is provided by the interaction between the hull, propeller and rudder, which is completely different for each type of ship. Therefore, I cannot look at one ship’s behavior and then say that another will behave in the same way.

RP: IN ADDITION TO THE INFORMATION THAT PILOTS HAVE ON THE PILOT CARD, HOW CAN THEY BECOME MORE FAMILIAR WITH THIS DNA? This DNA will be perceived during training on the simulator. This is why pilot stations all over Brazil have procured simulators.

RP: WITH REGARD TO WAVES, THE SUBJECT OF YOUR SECOND BOOK, WHY DO YOU DWELL ON THIS SPECIFIC FORCE? HOW DO THEY AFFECT THE SHIP’S BEHAVIOR? It is a classic way to address the matter in naval architecture. The ship’s motion in waves is a different discipline to ship handling. In the wave motion, we have fluctuating forces that will require more knowledge than just the ship’s hydrodynamics. I also make this distinction to further clarify the concepts. The books on naval art in Brazil say that the ship doesn’t ride the waves. That is ridiculous and a navigational safety risk. People say that the ship only moves on the vertical plane, but it does ride waves, and quite a lot, in fact.

The ship operates like a floating breakwater, and you have to consider this during an entrance maneuver. One of the problems I had was to identify the wave frequency for the ship to enter.

Sometimes, a shorter wave but with a lower frequency can prevent a ship from entering, due to the ship’s wide fluctuations when in resonance with it. And this is an important point: knowing how to identify how the ship will ride the waves, especially when it is turning in an unprotected channel, and to identify in this channel if this wave will interfere in the ship’s under-keel clearance while at the same time perceive if it will be in resonance with it. Nowadays, to know this means more profit for a port. The ReDRAFT system, for example, adopts those concepts. When reading the book, you will see how important it is to be able to rely on this software that performs this kind of analysis.

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interview

RP: CAN WAVES HAVE SIMILAR FORCE TO THE WINDS? Yes, the range of the wave force in relation to the ship’s encounter is the wind force. Mariners did not perceive this because there was an error in the tradition of thinking that the ship does not ride waves. In general, a wave and wind are together, and people thought that the ship would ride the wave because of the wind. But if you create waves in a test tank in USP or UFRJ, where there is no wind or current, you will see that the ship rides on the horizontal and runs aground. The pilots, therefore, have to match the ship’s maneuver with its wave control. With large container ships, the problem is that you might come into resonance with the wave frequency, and then fluctuations may arise that could damage the cargo, crew or the ship itself.

RP: WHICH SHIPS ARE MORE SUSCEPTIBLE TO WAVE FORCE?

photo: Gustavo Stephan

The large roll-on/roll-off ships (ro-ros), container ships and cruise liners that have a large sail area and not such a large draft.

interview

RP: THE SHIPS’ SIZE ONLY INCREASES, WHILE THE ACCESS CHANNELS ARE NOT WIDENED TO KEEP APACE WITH THEM. HOW DOES THIS ALTER THE HYDRODYNAMIC FORCES AND CHALLENGES FOR THE PILOTS? Pilots need to become even more technical and ready. A pilot needs to constantly study what happens with these new emerging phenomena that are unknown to them. The ship may be the same, but the geometry of the ports is different. So, we face major challenges.

RP: YOU WERE SECRETARY OF THE RESEARCHERS COMMITTEE THAT DRAFTED THE ABNT (BRAZILIAN NATIONAL STANDARDS ORGANIZATION) SECOND EDITION ON PORT PLANNING (ABNT NBR 13246:2017), UNFORTUNATELY CANCELLED MONTHS LATER WITH NO EXPLANATION. WHAT IS THE IMPACT OF NOT HAVING A NATIONAL TECHNICAL STANDARD ON THIS SUBJECT?

Not having a national guideline places the responsibility of navigational safety fully on the Maritime Authority alone. For the harbormaster, it would be much easier to say that the ship cannot enter because the access channel fails to comply with ABNT. Today, the Maritime Authority is backed by its own regulations (Normam), which meet the international standards provided by Pianc. But someone can argue about changing the regulations, should the Navy be responsible for a port’s economic disadvantage.

It’s a problem. To create a Brazilian standard, we translated and brought together the standards of Pianc, the US Army, Japanese Ministry of Infrastructure and the Spanish recommendation of marine projects. But unfortunately, it didn’t go forward. All maritime standards were cancelled.

RP: COULD WE HAVE BETTER PRIVATIZATION PROCESSES IN THE PORTS IF THIS STANDARD WERE IN FORCE? Since we don’t have a standard in force, from the concession viewpoint it is easier, because the company that procures the port will put in place their own standard, even though there is a minimum safety standard.

RP: IF TRANSLATED AND WITH THE FORCE OF LAW, COULD THE PIANC REPORTS NOT BE A GOOD SUBSTITUTE FOR THE STANDARD THAT DIDN’T GO AHEAD? Yes, that would be great. But having Pianc with force of law would need Congress approval. It isn’t an easy matter since it involves economic interests. Through ABNT it would be easier.

RP: WHAT ASSESSMENT DO YOU MAKE OF THE BRAZILIAN PORTS COMPARED TO THE WORLD’S MOST DEVELOPED ONES? We don’t have an exchange of standardized information shared in a single source, with the ship’s, port and environmental data.

This will happen in Brazil when the Navy implements e-Navigation.

We will have a protocol in which all authorities will speak the same international language. After this single database, it is necessary to implement the VTMIS (Vessel Traffic Management and Information System). At present, this traffic management is performed by the pilots rather than the port authorities. The port has to start participating actively in this.

RP: COULD YOU MENTION A PORT IN BRAZIL THAT IS A MODEL OF ACCESSIBILITY? I’d like to highlight the Port of Santos, with its C3OT (Center for Traffic Coordination, Communications and Operations of the pilot station) and cooperation with USP. The Rio de Janeiro pilot station procured its simulator and upgraded the operations

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center. Other pilot stations did the same. But they are all investments made by the pilot station. The port also should invest in order to make a profit.

RP: IN THIS CURRENT WORLD OF MEGA VESSELS, DO YOU THINK THERE’S STILL TIME FOR US TO BE READY TO RECEIVE THEM? Again: who’s getting ready to receive them is the pilot station, which provides courses abroad and invests in simulators.

The government only waits for the Maritime Authority to do something, and the problem at hand is for the pilotage to solve, without long-term planning; and this has required quite a lot of training for a group of pilots.

RP: BUT THE PILOTAGE IS ALREADY STRETCHED TO ITS LIMITS...

Yes, that’s a very important point. Brazil will have to make a choice. We cannot agree to have large ships entering every port.

We’ll have to define the hub ports and feeders. It’s essential. It is a State policy. Currently, we’re taking shortcuts and meeting the risk limit condition. It’s not because one maneuver worked that they all will. How many vessels had been through the Suez Canal before that recent accident? And the damage is great not only in economic but also environmental terms. The fuel tank of a large container ship is huge.

RP: TO CONCLUDE, IS THERE ANY OTHER IMPORTANT POINT YOU WOULD LIKE TO ADDRESS OR REINFORCE? We cannot generalize behavior for all ships. Sometimes the captain, who has only worked on one ship, thinks that they all behave in the same way. The pilot, who maneuvers different ships in that port, is more aware of the differences. This behavior also varies from one pilot station to another. Another key issue is that ships have changed a lot since the 1980s after adopting more optimized designs. The characteristics of the hull, propeller system and engine have changed radically. And we’re going to have even more change with fossil fuel elimination and autonomous ships. All these aspects will bring significant and disruptive changes to global maritime transportation.

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article

article

Safety of ship berthing operations

CC − The berth configuration coefficient depends on the berth structure design, under keel clearance, velocity and angle of approach, projection of fenders and the ship’s underwater components. To simplify, we consider only two types of structures: closed and open. The ship approach velocity is reduced on closed structures because a water barrier builds up between the ship and the quay wall, which deadens the impact. On the other hand, the water flows away in all directions on open structures, and the ship approach velocity is not affected. The values for configuration coefficient recommended by Pianc ranges between 0.9 (at the solid quay wall for berthing angles α < 5o, under keel clearance UKC < 15% of the draught) and 1.0 (for open berth structures, berthing angle > 5o, very low velocities and large UKC).2

vessel in metres (m). This formula is valid where VB ≥ 0.08 m/s, UKC ≥ 0.1 D.

VB − The approach velocity depends on the berthing difficulty, berth exposure and vessel size. Figure 1 shows berthing speeds based on Pianc Guidelines for the Design of Fender Systems (2002) for different berthing conditions.

Manuel Casaca INTRODUCTION Ship handling can be described as part art and part science.

When entering ports, where there are numerous shipping constraints, the manoeuvre of a ship to a berth or pier must be under absolute control. As a result, and before proceeding to the quays, pilots must evaluate several variables, such as tide, current, wind, vessel trim, draught, freeboard, bow flare and overhang, under-keel clearance, use of anchors, thrusters, tugboats, clearance, type of berth structure (solid or open), and so on. Ideally, ships should lose their total velocity when they touch the berth infrastructure, which never/seldom happens.

However, many ships, especially oil and gas tankers, demand exceptionally low side contact pressures, and this requires good knowledge of the fender type and its technical features to avoid problems. Unwanted strikes to the quay may result in ships’ hull or port structures damages. Good fendering overcomes these problems since it improves the safety of berthing operations by partially absorbing ships’ kinetic energy. This article deals with the ship berthing energy (kinetic), meaning approaching and securing a vessel along a quayside, and recognising the fendering systems and their reaction to the impact of the ship hull.

Where,

MV

Normal berthing energy to be absorbed by the fender (kNm)

A pilot must have at least a rough idea of the berthing energy (kinetic energy of the ship) before he proceeds to the quay so that he can foresee the fender reaction and control structural loads and reaction forces. Several factors affect how vessels approach the berth (berthing mode and velocity), the corresponding kinetic energy and the load applied to the structure. Normal berthing energy (ENkNm), that is, the expected energy to be absorbed by the fender system either alone or with a combination of the fender system and the structure, can be calculated as: 1 Added mass + displacement = virtual mass.

Figura 1:FIGURE Pianc, tabela Trelleborg 1: PIANC TABLEde FORvelocidades VELOCITY (SOURCE:Fonte: TRELLEBORG)

Mass of the vessel (displacement in tonne)

FS − The normal berthing power may be exceeded due to human error, malfunctions, adverse weather conditions or a combination them. Therefore,de it should be multiplied by a safety factor (FS) to do ofmovimento rotação calculate abnormal energy.

Pianc e o prático deve levar em 2002, table 4.2.5 considers the following factors for different vessel types:

CC

CE − The eccentricity considers the energy dissipated CE − o coeficiente de excentricidade traduz coefficient a energia dissipada proveniente arising from the rotation motion of the ship on its point of Added mass coefficient do navio sobre o ponto de contato com a defensa. Esse ponto é importante, impact with the fender.

This point is significant, and the pilot 1: Pianc, tabela deevelocidades Fonte: consideração o alargamentomust da Figura amura do navio o número deTrelleborg defensas que sofrem o impacto (ver consider the vessel’s widening tack and the number Approach velocity perpendicular to the berthing line figura 2).CEAlém disso, são ofigualmente críticos o ângulo atracaçãodo(α) e o ângulo do vetor de fenders beingtraduz impacted (see Figure 2).deFurthermore, (m/s) − o coeficiente de excentricidade a energia dissipada provenientealso movimento de rotação crucial are the berthing angle (α) and velocity vector angle (V) Vessel Size velocidade (V) o qual nem sempre é perpendicular ao alinhamento do cais.

Sendo Xlevar atype distância do do navio sobre o ponto de contato com a defensa. Esse ponto é importante, e o prático deve em (velocity is not always perpendicular to the berth alignment).

Eccentricity coefficient ponto de consideração impacto atéo aalargamento proa e LBPdaoamura comprimento perpendiculares, valores de CE(ver na maioria do navio eentre o número de defensas queos sofrem o impacto Largest Since X is the distance from the impact point to the bow and Tanker, bulk figura 2).

Além disso, são igualmente críticos o ângulo de atracação (α) e o ângulo do vetor de dos casos de atracação serão:LBP the length between perpendiculars, the CE values in most

CS

Softness coefficient

CM VB CE

Berth configuration coefficient

velocidade (V) o qual nem sempre é perpendicular ao alinhamento do cais. Sendo X a distância do berthing cases would be: ponto de impacto até a proa e LBP o comprimento entre perpendiculares, os valores de CE na maioria X=L CE ≈0,4–0,6 X=LBP/3 CE≈ 0,6–0,8 X=LBP/2 CEContainer ≈ 01,0 BP/4 de atracação dos casos serão: C ≈ 0.4–0.6 X = L /4

BP

A meaning of these coefficients can be found in the following X=LBP/4 paragraphs.

SHIPS KINETIC ENERGY

CS − Softness Coefficient concerns fenders. The elastic deformation of the ship’s side absorbs part of the berthing energy, where fenders are hard in relation to the flexibility of the ship’s side plates. Therefore, Pianc recommends the following values: CS = 1,0 for soft fenders (δF > 150mm) and CS = 0,9 for hard fenders (δF ≤ 150mm) where δF is the damping factor of the fender in question.

EN = 0,5 × MV × VB2 × CM × CE × CC × CS

EN

MV − Should be considered the worst combination of vessel displacement, velocity, angle of approach and the various coefficients, berth type, wind, and current exposure.

CM − The added mass1 (or hydrodynamic mass) coefficient considers the body of water carried along with the ship as it moves sideways through the water. Overall mass increases when the ship stops at the fender because the entrained water continues to push against the ship. Some methods to determine this coefficient are Pianc, Shigera Ueda, Vasco da Costa, the last most often adopted. The following formula can be used: CM = 1 + 2D/B where D = draught of vessel in metres (m) and B = breadth of the

X = LBP/3 C XE=≈0,4–0,6 LBP/2

E

CE ≈ 0.6–0.8 X=L CE≈ 0,6–0,8 CE BP ≈ /3 01.0

X=LBP/2

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Safety factor (FS) 1.25

Smallest

1.75

Largest

1.5

Smallest

2.0

CE≈ 01,0 General cargo

--

1.75

Ro-Ro, ferries

--

≥ 2.0

Tug, workboat, etc.

--

2.0

TABLE 1: PIANC 2002, TABLE 4.2.1

FIGURE 2:2:SCHEMATIC DIAGRAM OF SIDE BERTHING (SOURCE: AUTHOR) Diagrama da atracação lateral navio Fonte: autorautor FiguraFigura 2: Diagrama da atracação lateraldoSHIP do navio Fonte:

Large vessels are assisted by tugboats when their side thrusters are not enough to bring the ship safely alongside. However, if no tugboats or insufficient tug power or number are available, the likelihood of significant impacts will be much greater.

CC − o fator de configuração do cais depende do tipo de estrutura portuária, da folga debaixo da quilha, CC − o fator de configuração do aproximação, cais depende do tipodasdedefensas estrutura portuária, da folga debaixo da quilha, da velocidade e ângulo2 de saliência e da forma doconfiguration navio. coefficient C where the under-keel clearance (UKC) has already been considered for added das mass obras factor (C vivas ), the berth da velocidade e ângulo de aproximação, saliência das defensas e da forma das obras vivas Para simplificar consideram-se apenas dois tipos de estruturas: de paramento fechado e de paramentodo navio.

Para simplificar consideram-se apenas fechado, dois tipos de estruturas: de paramento e de paramento aberto. Nas estruturas de paramento a velocidade de aproximação do naviofechado diminui porque se M

C

= 1 is generally assumed.

Menor Carga geral -Ro-Ro, ferry -Rebocador, embarcações de trabalho -Tabela 1: Pianc (2002), tabela 4.2.5. article 30

2,0 1,75 ≥2,0 2,0

article

vios são assistidos por rebocadores quando seus propulsores laterais são insuficientes cação segura. Se, entretanto, se não forem disponibilizados rebocadores ou seu número e tração for insuficiente, a probabilidade de impactos significativos aumentará bastante.

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os recomendados no guia técnico das defensas. Além disso, é bastante baixa a probabilidade de esses navios contactarem inicialmente apenas uma das defensas.

As curvas apresentadas na figura 4 designed for this sudden increase in ship sizes. Therefore, careful Type 1 fenders require considerably less deflection to absorb the baseiam-se normalmente na deflexão attention to the fender system of berths before the berthing same energy as the horizontal cylindrical rubber fenders (type 3). uniforme das defensas. Uma deflexão maneuver could help pilots to forecast the ship reaction after Due to high compression against the ship’s side, they often não uniforme do sistema derequire defensas touching the fender. a panel to be placed between the side of the ship and the fender de pode ocorrer devido: a) ao ângulo to reduce stresses. aproximação do navio ao alinhamento Since Ef is the impact energy that the fender must absorb, and P das defensas; b) à curvatura do costado the force exerted on it, we can split fenders into two groups: Type 2 fenders or flexible piled dolphins combine the function a do navio (ângulo de expansão da of amura) que structure contacta awhen defensa. fender with that of a mooring seabed conditions Ultimamente assistimos a um rápido crescimento dos contêineros consequentemente, também de suaare suitable.

A figura 5 mostra vários tipos de 1) Surface-protective fenders – transmit ae, high impact or energia cinética. Navios maiores requerem adaptação de infraestruturas e de equipamentos portuários, defensas de borracha e as respectivas reaction force to the port structure (high P/Ef fender factor); colocando sob pressão constante os terminais já existentes, que não foram concebidos no prossuposto das they require a solid port structure.

Type 3 soft fenders apply características when high energy absorption is curvas not de as dimensões dos navios crescerem tão rapidamente. Por conseguinte, a observação atenta dorequired. A recommendation “reação/deflexão”.

A área contida is that the fender system absorbs sistema de defensas do cais antes da manobra de atracação pode ajudar o prático a prever sua reação abaixo da curva representa a energia 2) Energy-absorbing fenders – transmit low impact or reaction high-impacts but would transmit a low reaction force to the ship seu contato. total absorvida pela defensa durante a : Representação estatística do impacto as manobras deapós atracação Fonte: Thoresen (2003) FIGURE 3: STATISTICAL DESIGN OFdurante THE IMPACT DURING BERTHING OPERATIONS force to the port structure (low P/Ef fender factor); since they side or to the berth.

(SOURCE: THORESEN, 2003) deflexão. A forma da curva sinaliza a transmit lesser to the port they normally used sobre ela, podemos Sendo Efde a energia de impacto que forces a defensa tem questructure absorver e Pare a força exercida eficiência energética de cada tipo de igura 3 mostra o impacto da atracação em porto protegido um navio, em função de in open berths.

Concerning mega-ships, indefensa which ethe reaction force does notcom a intensidade do impacto as defensas em grupos. pelo nto. Apresenta as energias em kNm recomendadas dividir pelo British Code ofdois Practice, increase considerably, and rubber fenders are required to ou base num contato normal 1) Defensas protetoras de superfície – transmitem grande impacto ou força de reação à andard para estruturas de atracação4 e pela curva de energia de in Roterdam.

Esta of última se its curve representing the force-deflection absorb the large amount ofperpendicular energy, buckling-type rubber fenders The graph in Figure 3 shows the berthing impact of a ship Each type fender do costado do navio. estrutura portuária (alto fator dehas defensa P/Ef); requerem estrutura portuária sólida. étodo estatístico baseado nasasmedições nos locais curvas a protected harbour a functiondeofenergia its displacement.

Itde atracação. ratio.

TheAsarea under the curve represents baixo the total energy 2) Defensas absorvedoras de energias – transmitem impacto ou força de reação àare appropriate. However, the berthing velocity and angle of odos os valores já mencionados (excentricidade, velocidade, massa hidrodinâmica etc.).

Conclusões (baixo fator de defensa P/Ef);accordingly, são normalmente usadas lower than recommended in the shows the energies in kNm recommended by the Britishestrutura Code portuária absorbed in the fender’s deflection; the shape of theem estruturas abertasapproach to the berth are 3 Assumindo the queprobability o práticoof não decorrência de gives transmitir forças menores estrutura portuária. fender technical guide. Furthermore, thesetem of Practice, Norwegian Standard for berth structuresemand curve an idea of the energy àperformance of the fender and possibilidade de calcular a energia Cada tipo de defensa possui sua curva representativa da relação força/deflexão.

A área contida abaixo ships initially impacting only one fender is quite low.

Rotterdam energy curve. The last is based on a statistical impact intensity. Therefore, it may provide the pilot with a fair cinética do navio ao se aproximar do da curva representa o total de energia absorvida na deflexão da defensa; por conseguinte, a forma da ão a interface entre o navio e o cais protegendo a estrutura portuária contra as avarias method where the energy measurements are taken at idea of the expected reaction of the ship after impact. The energy ele pode, contudo, fazer uma boa curvaeoferece uma ideia do desempenho energético defensaberthing e da intensidade do impacto. Assim, oThe curves shown in Figurecais, navio na berth atracação, cais ealready desatracação, limita forças reativas sobre 4 are usually based on the uniform sites. permanência Therefore, thenocurves consider all the as absorbed by the fender systemdaduring is partially avaliação da energia do navio por meio prático conseguir uma da reação esperada do berth; navio another após o impacto. A energiadeflection of the fenders. A non-uniform navio. Os projetistas dos cais (eccentricity, elaboram bases de hydrodynamic dados pode fundamentadas emtoboa cálculos deflection thevelocidade fender aforementioned factors velocity, restored theestimativa vessel, pushing it away from the de seu deslocamento e deofsua absorvida pelo sistema de defensas durante a atracação é parcialmente devolvida ao navio, informação Levam-se em consideração, entre outros itens, as dimensões system could occur due to the following: a) the angle of the ship’s a mass,preexistente. etc.). part dissipates as heat (hysteresis); then continues to berth, now de aproximação. Além disso, empurrando-o para fora do cais; outra parte é dissipada na forma de calor (histerese); depois continua at aquilha, lower speed. approach to the fender alignment; b) thedocurve of the ship’s side do u tipo ou classe, as condições em lastro ou carregado,o encosto a folga ao debaixo da o modo observação sistema de defensas cais, já com velocidade menor. (angle of wider tack) with fender contact. a frequência de atracação, a velocidade de aproximação ao cais, o ângulo dessa cais lhe possibilita prever sua reação, que, junto com todos os demais fatores o ponto de impacto, o alargamento da amura, os. verdugos, as portas laterais e as lhe permite Figure 5 shows differentmencionados, types of rubber fenders decidir and theque ostado, os níveis de borda-livre, a construção do cais, a amplitude de maré de projeto. tipoof de oferece curves. melhores corresponding characteristics the manobra reaction-deflection é planejar, de acordo com as melhores práticas, tipo de cais e condições locais segundo condições de segurança.

The area under the curve represents the total energy absorbed do projetista.

Fenders are the interface between ship and berth and protect the by the fender during deflection. The shape of the curve gives an Figure 5: Características das principais defensas de borracha Adaptado de: FIGURE 5: CHARACTERISTICS OF THE MAIN RUBBER FENDER berth structure against damage caused by vessels approach, idea of the energetic efficiency of each type of fender and the (2003) 2003 e Trelleborg – Guia das defensas (ADAPTED Thoresen FROM THORESEN, AND TRELLEBORG – GUIDE TO FENDERS) tandard acrescenta: os valores no gráfico devem ser aumentados em 50% para os portos while alongside, andapresentados leaving the berth, and limit reactive forces impact intensity based on normal or perpendicular contact of e correntesonfortes de manobra em condições difíceis. Nas estruturas em mar aberto a energia de impacto the ou ship’s side. Berth structure designers prepare databases the ship’s side. da em 100%. on known calculations or existing information. Other items considered are the ship sizes, type or class, in ballasted or loaded conditions, under-keel clearances, berthing mode, frequency of berthing, approach speed, berthing angles, point of impact, wider tack, strakes, side doors and ship bow overhang, freeboard Figure 4: Curvas reação/deflexão características de vários tipos de defensas Fonte: Thoresen (2003) levels, berth construction, design tidal range, etc. Another design FIGURE 4: REACTION–DEFLECTION CURVES CHARACTERISTIC OF criterion is to plan according to best practices, typeAof berth4and figura mostra três padrões deVARIOUS curvasFENDER que abrangem os THORESEN, principais2003) tipos de defensas básicas. As áreasIf the pilot is unable to calculate the ship’s kinetic energy when TYPES (SOURCE: local conditions according to designer’s experience.contidas abaixo de cada curva são iguais. As defensas apresentam iguais força de reação (F) eit approaches a berth, he may have a good idea of the ship’s energy through displacement and the approach velocity. In capacidade de absorção de energia (áreas iguais), mas com deflexões diferentes.

1 necessitam bastante menos absorção Lately we have noticed a rapid increase in the sizeAsofdefensas containerdo tipoFigure 4 shows three different curvedeflexão patterns para that contain the de mainigual energia que asaddition, observing the fender system might help foresee its de borracha cilíndricas horizontais 3).under Devido à alta are compressão ships and, consequently, in their kinetic energy.defensas Larger ships type of basic fenders.

All the(tipo areas the curves equal. Thecontra o costado doreaction, which, together with all the other afore-mentioned navio, and requerem frequência de umforce painel(F)entre do navio e a defensa parafactors, allows him to decide which kind of manoeuvre offers require adaptations of port infrastructures and equipment are com fenders have athecolocação same reaction and othecostado same energy reduzir as tensões. constantly pressuring the existing terminals, which were not the best safety conditions. absorption capacity (identical areas) but different deflections.

As defensas do tipo 2 ou estacaria/duque d’Alba flexível combinam a função de defensa com a de Manuel Casaca, captain of the Portuguese Merchant Navy and estrutura de atracação quando as condições do fundo são apropriadas. retired Port of Lisbon pilot, is consultant to the Port of Cabinda Usam-se as defensas do tipo 3 quando não é necessária uma grande absorção de energia. É 3 The Norwegian Standard also mentions: the numbers shown in the graphic should be increase by up to 50% for harbours exposed to strong winds and current, or difficult and technical consultant for Lloyd's Register Quality ports. recomendável que o sistema de defensas absorva altos impactos, mas transmita força de reação baixa, manoeuvring conditions. For structures in the open sea the impact energy should be increased by up to 100%. quer ao costado do navio, quer ao cais.

No que respeita os meganavios, cuja força de reação não aumenta consideravelmente e necessitam defensas de borracha para absorver a grande quantidade de energia, as defensas apropriadas são do tipo

FENDERS

CONCLUSIONS

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environment

environment

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SÃO PAULO MARITIME PILOTS ADOPTS A SUSTAINABILITY PROGRAM IN ITS OPERATIONS

Energy efficiency is the program’s other goal. In the shipyard, 52 photovoltaic panels were installed with an annual 28kWh power generation capacity. The purpose is to reduce by 100% the electricity bill. From May 19 to December 3, 2021, 10,116kWh was generated, with a drop of 10.1 tons of CO2 (carbon dioxide), four tons of coal and 303.5kg of SO2 (sulfur dioxide).

Practices of reducing pollutant emission, energy efficiency and water saving are already in operation

He recalls that pilotage in Brazil is already working with the principles of navigation safety, protecting human life offshore and in the environment, and will continue to rethink processes with the support of the entire São Paulo team:

The parking lot was fitted with a charging point for electric and hybrid cars, in order to encourage the use of non-polluting vehicles.

“We are in the middle of the Ocean Decade, proclaimed by the UN Organization to provide more knowledge about the greatest ecosystem on the planet and for people to be involved in causes seeking its sustainability. What we’re doing is a small part of our contributions with the movement,” says pilot Bruno Tavares, president of São Paulo Maritime Pilots.

“São Paulo Maritime Pilots have always given value to the question of sustainability in its practices. In addition to VGP, we follow compliance policies that adopt environmental, social and corporate governance (ESC) guidelines. Innovative companies must do their share and, when they invest in sustainability, they also add an important institutional value to the activity. May the program and its good practices spread throughout Brazil.”

photos: Praticagem de SP

A major step for more environmental sustainability in its operations was taken in 2021 by the São Paulo Maritime Pilots, when it adopted the Air Pollution Emission Management Programs (VGP) of the Via Green Institute – an organization of research and development of sustainable products. The purpose is to reduce negative environmental impacts in the logistics and transportation sector, by monitoring the energy and water consumption, the generation of liquid effluents and solid waste and air pollutant emissions.

Among the good practices adopted by VGP guidance, is the substitution for electronic models of engines of the boats that transfer the pilots to the ships. The initial process will affect the 17 vessels in the fleet, which has already reduced the fuel consumption by 10%.

Another procedure is to utilize rainwater to wash the boats and other spaces. The receivers were installed in the headquarters, on the bridge accessing the boats and in the maintenance shipyard. In a little over 12 months the experiment has resulted in a saving of 800 cubic meters of water.

INSTALLED PHOTOVOLTAIC PANELS

ONE OF THE STORMWATER COLLECTION UNITS

CHARGER FOR ELECTRIC AND HYBRID CARS

social

social

MORE MOBILITY AND INCLUSION FOR CHILDREN WITH SPECIAL NEEDS From the revenue of financial donations and recyclable material, NGO has already distributed more than 1,600 wheelchairs and benefitted around 6,000 people One morning almost twenty years ago Teresa Stengel accompanied her son Nicolás in his treatment at the Sarah Kubitschek Hospital in Rio de Janeiro. The boy was born with myelomeningocele, a malformation of the spine, and has been treated in the health system on an ongoing basis, which is a national benchmark in the rehabilitation field. Through the pain and suffering for the wellbeing of little Nico, Teresa looked around and noticed a mother in tears because she was too poor to buy a wheelchair for her son. Teresa then decided to do crowdfunding amongst her friends and raised enough funds in a few days to help that first family. This was the start of One by One, an NGO that promotes mobility and inclusion for children with special needs.

In addition to distributing wheelchairs, One by One promotes inclusion through education by offering courses and care options for the children and their families. In the Exponential Education project, for example, everyone has the opportunity to learn programming techniques, opening up the possibility for insertion in the job market. There is also a series of initiatives such as the projects Stimulation and Arts, Literacy, school support, cooking classes for enterprising mothers, as well as supplementary services such as family guidance and support. With help from donors, the NGO distributes kits of toiletries, sanitary pads and food baskets. In this way, care is not only given to the child with special needs, but also to their mother and siblings.

“I usually say that the real founder of One by One is Nicolás. He has taught me how to transform all the pain into a vital force to seek help not only for my own son but for many other mothers”, says Teresa, an Argentinian artist who moved to Brazil with her husband in 1997.

“When you invest in a woman, you invest in the family. We have mothers who, after our courses, have a job, pay their bills and live independently. Moreover, we change the lives of the siblings who live in that situation at home and will in the future be ready to care for their elderly mother and their sibling with special needs”, explains Teresa.

Seventeen years later, One by One has distributed over 1,600 wheelchairs to poor children with special needs and impacted around 6,000 lives. Seven years ago, the NGO began collecting aluminum pull tabs and plastic bottle caps at different collection points throughout Rio de Janeiro State. With the sale of these items often carelessly discarded, it not only protects the environment and encourages recycling, but also procures custom-made wheelchairs for registered families.

Some of the attended children had seldom left their home before they received their wheelchairs. This is the case of 19-year-old Mariana Firmino Batista da Silva. This young lady suffered cerebral palsy at birth and the effects prevented her from being independent. Ten years ago, her family relied on the support of the NGO and now receives not only the wheelchair, but also food baskets, psychological support, computer, toiletries and a lot of care.

In 2021 alone, by September ten tons of plastic bottle caps and three tons of aluminum pull tabs were collected. With the revenue from the sale of these materials, plus financial donations, more than 200 wheelchairs were delivered in the first nine months of 2021.

“This institution makes all the difference to our lives. What it gives us is invaluable. Each day we feel the love that they give to the children in treatment and their mothers”, says Miriam Soares Firmino, Mariana’s mother, who is completing an IT course provided by the institution.

“We donate more than just wheelchairs. We provide freedom for the kids and their families. This is the first step towards social inclusion”, states Teresa.

According to the Brazilian Institute of Geography and Statistics data (IBGE), 8.4% of the Brazilian population over two years old – 27.3 million people – are disabled to some degree or another, of

which 10.5 million are women and 6.7 million men. The survey shows that a disabled person finds it a major challenge to get a job: 28.3% of them over 14 years old are included in the market.

Among those who have no disability, the rate rises to 66.3%.

Inequality also appears at the level of education: almost 68% of the population with a disability have not been to school or have had incomplete elementary schooling.

The work by One by One receives no support whatsoever from government or public institutions. All projects survive through private financial donations and resources delivered to the NGO, such as toiletries, computers, clothing, books and toys. And the needs are many. A custom-made wheelchair to be adapted to the physical characteristics of a child costs between USD 360 and 540

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(BRL 2,000-BRL3,000 depending on the exchange rate). If procured by selling recyclable material, each would be equal to three tons of plastic bottle caps or 600 kilos of aluminum pull tabs.

“We need society to embrace us. Many help us, but we need to expand this donor circle in order not to exhaust those who have already contributed so much. We accept donations of old computers, diapers, milk, food baskets, clothing, toys and so on. These items could change someone’s life”, says Teresa.

For further information about the project and donations please contact: +55 21 99563 4001 or www.onebyone.org.br photos: Publicity

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fast & focused

fast & focused

EMPLOYEES OF SÃO SEBASTIÃO PILOT STATION RECOGNIZED FOR THEIR BRAVERY

UNDERLYING CONCEPTS OF THE NEW BRAZILIAN PILOTS TRADEMARK

Pilot station operator Sidney Cirilo dos Santos, pilot boat master Sandro Carvalho de Santana and pilot boat seaman Rodrigo Lourdes do Nascimento were recognized by São Sebastião Marine Pilots (São Paulo State-SP) for their participation in the operation that prevented a serious accident between two oil tankers in April 2019. They guaranteed the safe boarding of pilots Marcio Teixeira and Fábio Abreu on the vessels, which were drifting in the São Sebastião Channel during a violent storm. Their action earned the pilots the IMO Award for Exceptional Bravery at Sea, from the International Maritime Organization (IMO). The São Sebastião employees were awarded commemorative plaques from Lélio Console, president of the local pilot station, in a ceremony on December 6th at the local Port Authorities headquarters.

RIO DE JANEIRO PILOTS HOSTS SEMINAR ON SAFETY

Brazilian Pilots has a new trademark more suitable for exposure in a multiplatform world. The design was the result of months of studying pilotage trademarks both in Brazil and abroad, analyzing the former identity and with a broad internal discussion.

The logo unites the capacity of representation, assertive positioning in shipping and the graphic language adapted to the 21st century media challenges.

The symbol refers to the front view of a ship’s bow, encased by the red and white H(otel) signal flag, indicating the presence of a pilot on board.

The waves convey the idea of movement, efficiency and safety of operations. The pure geometric shapes and symmetry, in turn, suggest concepts such as rationality and precision. It has typographic personality and causes impact in different sizes.

INNOVATION

photo: Publicity

AMAPÁ PILOTS AND TPN-USP WIN ANTAQ AWARD Amapá Pilots, Amapá Logistics Platform and the São Paulo University Numerical Test Tank (TPN-USP) were awarded the 2021 National Waterway Transportation Agency (Antaq) Award, in the Innovative Initiative category, for the work resulting in the increase in size of the ships in Amapá ports.

For the first time ever there was a gathering at the TPN-USP simulations of pilotage representatives with representatives from the Maritime and Port authorities, the Public Prosecutor’s Office and the Executive and Legislative powers, expediting the consensus on the safety of new operations.

In less than a month, the state, which only operated Handymax Class vessels, welcomed the first Panamax certified by the Brazilian Navy, with two additional cargo holds. The award was received in October by Professor Eduardo Tannuri and pilot Ricardo Falcão, at the Naval Club in Brasilia.

HUMAN FACTOR

photo: Publicity

CHANGE photo: Publicity

TRIBUTE

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In October Rio de Janeiro Pilots, with the support of the Admiralty Court, the Special Brazilian Navy Prosecutor’s Office and Brazilian Pilots, hosted the seminar “The human factor in navigation safety”.

Vice-Admiral Alexandre Cursino de Oliveira, former director of the Brazilian Navy Ports and Coasts, defended the wider use of simulators to complement the pilot’s qualification. Vice-Admiral Wilson Pereira de Lima Filho, presiding judge of the Admiralty Court, also stressed the importance of training between the factors influencing performance and highlighted the low rate of accidents at 0.018% in Brazilian ports in nine years. The event in Rio also brought together speakers from the consulting firms Symbállein and Interface, the National Agency for Petroleum, Natural Gas and Biofuels (ANP), the USP Laboratory for Risk Analysis, Assessment and Management as well as from Rio de Janeiro Pilots.

RECEPTION PORT CAPTAIN VISIT TO AREIA BRANCA WATCHTOWER (RIO GRANDE DO NORTE-RN) Pilot Igor Sanderson presented Commander Jorge Henrique da Mota, the new port captain for Rio Grande do Norte, with a copy of Rumos Práticos with focus on the Areia Branca Pilot Station. Captain Oswaldo Silva Neto, predecessor to Jorge Henrique da Mota in the post, and Lieutenant Elcimar Machado, agent for Areia Branca port authority also visited the pilot station’s center of operations.

photo: Publicity

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MEDIA SUCCESS @

PILOT HERO The social media highlight for the period was the video simulating the impact of the destruction in Recife (Pernambuco State-PE) if pilot Nelcy Campos had not driven a burning tanker far from the pier in 1985. The publication attracted more than 15,000 visitors and marked the launch of the cartoons that tell this story, by illustrator Glaydson Chumbo. The printing of the magazine was backed by Brazilian Pilots.

DO NOT MISS THE CHANCE, JOIN US. Conferences - Networking - Parties

The two ship handling videos by pilots Bernardo Campos and Guido Cajaty in the Port of Rio Grande (Rio Grande do Sul State-RS) attracted a large number of viewers. The material was produced during the Rumos Práticos visit to prepare the report on Pilot Zone 19, the cover story of our last edition.

PRESTIGIOUS KEYNOTE SPEAKERS

SOCIAL ACTIVITIES FOR NETWORKING

PARTICIPANTS

DIFFERENT COMPANIES

POSTPONED June 12th - 18th, 2022 Cancun, Mexico OUTREACH In December we reached the mark of 10,000 Instagram followers and 20,000 Facebook followers, as Facebook was the first social media network for Brazilian Pilots. The number of people reached by the 2020 publications increased 54.3% on the former and 461.3% on the latter. Generally, the posts bring more awareness about pilotage and the benefits of the profession for society.

www.impa2022.com

photo: freepik/kstudio

@freepik

INSIDE SHIP HANDLING

DIREITO MARÍTIMO Shipping accidents, removal of stranded or wrecked ships, ship-to-ship operations, piracy, offshore power production, pilotage and peaceful dispute settlement mechanisms.

These are some of the current topics addressed in a doctrinaire and case-law sphere in the book Direito marítimo: estudos em homenagem aos 500 anos da circum-navegação de Fernão de Magalhães. [Maritime law: studies in homage to the 500 years of Ferdinand Magellan’s circumnavigation of the globe].

The volume contains a collection of articles by renowned specialists, including magistrates and scholars, and was coordinated by Ricardo Lewandowski, Minister of the Brazilian Federal Supreme Court (STF).

Justice Minister Alexandre de Moraes and former Minister Marco Aurélio Mello also contributed with articles, as did other ministers of the Superior Court of Justice (STJ), judges and professors.