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Tytuł:
Zastosowanie nowoczesnych betonów specjalnych na przykładzie naprawy falochronu wyspowego w porcie Gdynia
Autorzy:
Gruszczyński, M.
Powiązania:
https://bibliotekanauki.pl/articles/162280.pdf
Data publikacji:
2014
Wydawca:
Polski Związek Inżynierów i Techników Budownictwa
Tematy:
Port Gdynia
falochron
prace remontowe
beton
dodatek do betonu
dyspersja polimerowa
właściwości techniczne
Gdynia harbour
breakwater
repair works
concrete
concrete additive
polymer dispersion
technical properties
Źródło:
Przegląd Budowlany; 2014, R. 85, nr 1, 1; 17-23
0033-2038
Pojawia się w:
Przegląd Budowlany
Dostawca treści:
Biblioteka Nauki
Artykuł
Tytuł:
Zarys dziejów portu kołobrzeskiego w XVI-XVIII wieku
Introduction to the history of Kołobrzeg’s harbour from 16th to 18th century
Autorzy:
Gaziński, Radosław
Powiązania:
https://bibliotekanauki.pl/articles/1600918.pdf
Data publikacji:
2017
Wydawca:
Uniwersytet Szczeciński. Wydawnictwo Naukowe Uniwersytetu Szczecińskiego
Tematy:
Pomeranian history
Kołobrzeg
harbour
harbour administration
historia Pomorza
port
administracja portowa
Opis:
Port w Kołobrzegu u ujścia Parsęty rozpoczął funkcjonowanie na przełomie XIII i XIV wieku. Było to bezpośrednio związane z upowszechnieniem się w żegludze hanzeatyckiej kog, które ze względu na zanurzenie nie mogły swobodnie docierać pod lokacyjne miasto. Najprawdopodobniej w XIV wieku wybudowano po wschodniej stronie rzeki nabrzeże oraz rozpoczęto budowę krótkich (około 50-metrowych) falochronów osłaniających ujście Parsęty. Jednocześnie w porcie zbudowano karczmę celną, w której urzędował wójt osady Ujście, zobowiązany do opieki nad portem. Z biegiem lat mimo wielkich zniszczeń powodowanych przez bardzo silne, cykliczne sztormy (lata 1497, 1645, 1649, 1691, 1693, 1730, 1731) oraz spustoszeń wywołanych przez burze dziejowe, w tym zwłaszcza wojnę trzydziestoletnią i siedmioletnią, port kołobrzeski stopniowo się rozbudowywał. Falochrony o silnej konstrukcji kaszycowej wyprowadzono blisko 100 m w głąb morza. Nabrzeże przy wschodnim brzegu Parsęty wydłużono do około 250 m, przy czym początkowo było to nabrzeże kaszycowe (XV–XVII wiek), a następnie palisadowe (XVIII wiek). Z ówczesnej infrastruktury portowej należy jeszcze wymienić: karczmę celną, żuraw portowy (potwierdzony w XVI wieku), place składowe, magazyn solny, a w XVIII wieku pakownię (Packhof). Od 1666 roku w forcie wzniesionym w czasie wojny trzydziestoletniej po wschodniej stronie rzeki zaczęła działać latarnia. Podstawowym problemem portu było utrzymanie głębokości akwenu portowego (około 2,5 m) oraz głębokości wejścia do portu (zróżnicowana i zależna od aktualnych warunków naturalnych). Ówczesne proste sposoby pogłębiania akwenu portowego nie przynosiły trwałych i zadowalających efektów. W tej sytuacji (od XVI wieku) większe jednostki zmuszone były do prowadzenia przeładunków pośrednich na redzie portu. Portem początkowo zarządzał wójt portowy. Już w XIV wieku pojawili się „panowie portowi” pobierający opłaty od jednostek przybyłych do ujścia Parsęty. Od drugiej połowy XV wieku wzmiankowani są prowizorzy portowi (na początku jeden, potem dwóch, wreszcie czterech), którzy w imieniu rady rotacyjnie zarządzali portem. Z czasem (druga połowa XVI wieku) zanikli „panowie portowi”, a prowizorzy portowi zarządzali całym portem, pobierali opłaty portowe (do końca XVII wieku), nadzorowali remonty oraz pracę portu. Aktualnie urzędującemu prowizorowi podlegał wójt Ujścia, cieśla portowy wraz z pomocnikami, piloci wprowadzający statki oraz robotnicy portowi. W XVIII wieku wszelkie opłaty od przywożonych i wywożonych towarów oraz przybyłych statków pobierali urzędnicy pakowni. Tam też działała kasa portowa.
Kołobrzeg’s harbour, located by the mouth of Parsęta River, started its functioning at the turn of 13th and 14th century. It was directly connected with wide-spreading of cogs in hanseatic marine navigation. Cogs, because of their submersion, were not being able to easily reach the founded town. Most probably in 14th century on the east riverbank the wharf was built. At the same time the construction of short (about 50 meters long) breakwaters was started. Breakwaters were necessary to buckler the river mouth. Simultaneously customs house, where village head of Ujście officiated, was located in the harbour. The village head was obligated to look after the harbour. Over the years, despite great damages caused by very strong cyclic storms (1497, 1645, 1649, 1691, 1693, 1730, and 1731) and the devastations caused by armed conflicts, especially the Thirty Years’ War and the Seven Years’ War, the Kołobrzeg’s harbour gradually expanded. Breakwaters with the strong wooden caisson construction were led over 100 m into the sea. The wharf on the east bank of the Parsęta River was extended to about 250 m. The wharf was originally built with wooden caissons (15th – 17th century) and then it was changed to palisade construction (18th c.). The harbour infrastructure of the time also included: a customs house, a harbour crane (confirmed in 16th c.), storage yards, a salt warehouse and, since 18th century, stowage (Packhof). From 1666, on the east riverside in the fortifications erected during Thirty Years’ War, a lighthouse started its function. The main problem of the harbour was maintaining the harbour depth (about 2,5 m) and the depth of the harbour entrance (it was varied and depending on the current natural conditions). The straightforward methods of dredging the harbour waters of the time did not cause lasting and satisfactory results. In this situation since 16th century the larger vessels were forced to carry indirect transhipments on the roadstead. The harbour was at first managed by the harbour head. However in the 14th century “harbour masters” who charged fees from arriving vessels to the mouth of Parsęta River, were introduced. Since the second half of 15th century there have been harbour administrators (started from one, then two, and finally four), who, on behalf of the council, rotary managed the harbour. Over time (in the second half of 16th century) the function of “harbour masters” disappeared, and harbour administrators managed the entire harbour, including charging harbour fees (until the end of 17th century) and supervising repairs and function of the harbour. Harbour administrator on duty had authority over the village head of Ujście, harbour carpenter with assistants, pilots who led in vessels into the harbour and harbour workers. In the 18th century all the fees from imported and exported goods and arriving vessels were charged by stowage officials (Packhof). There was also harbour office there.
Źródło:
Studia Maritima; 2017, 30; 23-39
0137-3587
2353-303X
Pojawia się w:
Studia Maritima
Dostawca treści:
Biblioteka Nauki
Artykuł
Tytuł:
Wybrane aspekty regulacji prawnej i funkcjonowania portu morskiego we Władysławowie
Several issues on the functioning of the Wladyslawowo harbour
Autorzy:
Stych, Marek
Powiązania:
https://bibliotekanauki.pl/articles/443861.pdf
Data publikacji:
2016
Wydawca:
Wyższa Szkoła Humanitas
Tematy:
port rybacki
rybacy
przetwórstwo rybne
infrastruktura portowa
fishing harbour
fishermen
fish industry
harbour infrastructure
Opis:
Artykuł porusza problematykę funkcjonowania portu rybackiego we Władysławowie. Materia ta została omówiona poprzez przedstawienie rysu historycznego powstania tej jednostki organizacyjnej, jej wpływu na lokalne środowisko rybaków i podjęcie ostatecznych działań związanych z budową portu. Dla uformowania się portu we współczesnym kształcie duże znaczenie miały przekształcenia struktury organizacyjnej przeprowadzone w latach 1950- 1990. Wspomniane zmiany administracyjne miały wpływ na zakres prowadzonej działalności i formy współpracy z lokalnym środowiskiem rybackim. Wszystkie te elementy stały się szczególnie ważne w okresie komunalizacji portów i działań związanych ze zmianami strukturalnymi portów rybackich w Polsce.
The article discusses the functioning of the fishing harbour in Władysławowo. It presents brief history of the harbour, including the influence local fishermen community had on its foundation. The harbour as it is today has been shaped by the transformations of its organizational structure undertaken between 1950 and 1990. The aforementioned administrative changes exerted influence on the scope of the harbour’s activities and forms of cooperation with local fishermen community. All these elements played an important part during communalization of harbours and other processes concerning structural transformations of fishing harbours in Poland.
Źródło:
Roczniki Administracji i Prawa; 2016, 16/2; 207-219
1644-9126
Pojawia się w:
Roczniki Administracji i Prawa
Dostawca treści:
Biblioteka Nauki
Artykuł
Tytuł:
Waves, Currents and Seabed Level Change in the Port of Gdynia During Extreme Events
Autorzy:
Sapiega, P.
Zalewska, T.
Wochna, A.
Powiązania:
https://bibliotekanauki.pl/articles/24201476.pdf
Data publikacji:
2023
Wydawca:
Uniwersytet Morski w Gdyni. Wydział Nawigacyjny
Tematy:
gulf of Gdansk
sea wave
hazard analysis
Harbour areas
transport from seabed
hydrodynamic effects
surface current
hydrodynamic model
Opis:
The primary purpose of the paper is to identify port areas most exposed to extreme hydrodynamic conditions (waves, sea currents, seabed level change). The results of modelling using SWAN wave model, MIKE 3D model, and reanalysis and measurement data were used in paper. Swell may exceed 0.8 m for winds exceeding 15 m s-1 from the west and south. During extreme conditions, sea currents can reach 0.4 ms-1 in the outer part of the bay adjacent to the port. Port basins do not show changes in the thickness of the seabed for the given maximum values of bottom currents. The most extensive deposition of the seabed and shore sediments (up to 0.04 m) is found on the Gdynia-Oksywie beach adjacent to the port and the approach fairway at the offshore currents. The outer area of the main breakwater is the most exposed to erosive activity (-0.012 m).
Źródło:
TransNav : International Journal on Marine Navigation and Safety of Sea Transportation; 2023, 17, 3; 515--521
2083-6473
2083-6481
Pojawia się w:
TransNav : International Journal on Marine Navigation and Safety of Sea Transportation
Dostawca treści:
Biblioteka Nauki
Artykuł
Tytuł:
Water and Fire – The History of a Mound of Ash: Water Management in Hellenistic Berenike, Its Environmental and Logistical Setting
Autorzy:
Woźniak, Marek A.
Popławski, Szymon
Powiązania:
https://bibliotekanauki.pl/articles/2180001.pdf
Data publikacji:
2022-12-31
Wydawca:
Polska Akademia Nauk. Instytut Kultur Śródziemnomorskich i Orientalnych PAN
Tematy:
Hellenistic bath
water supply
Red Sea
Graeco-Roman harbour cities
the ancient Spice Route
Hellenistic Egypt
Opis:
Archaeological work since 2014 in the Hellenistic areas of Berenike, a key port on Egypt’s Red Sea coast, founded by Ptolemy II Philadelphus in c. 275 BC, has brought extensive evidence of water-related structures: a rock-cut well located inside a rebuilt early-Hellenistic gate and a nearby cistern with an associated rainwater-collection system, that has changed the way in which the sources and uses of water in Hellenistic Berenike is understood today. The research started with the excavation of an ash mound, a characteristic landmark in the western part of the site, which is now believed to be the rubbish dump from the furnace that heated a Hellenistic bathhouse. At this stage in the research, it can be argued that Hellenistic Berenike had sufficient water available on site not only for drinking (hence potable), and agricultural and industrial uses, but also for public bathing. This article summarises the current state of research, presenting recent discoveries of a Hellenistic date at the site within their archaeological, architectural and environmental contexts.
Źródło:
Études et Travaux (Institut des Cultures Méditerranéennes et Orientales de l’Académie Polonaise des Sciences); 2022, 35; 163-187
2084-6762
2449-9579
Pojawia się w:
Études et Travaux (Institut des Cultures Méditerranéennes et Orientales de l’Académie Polonaise des Sciences)
Dostawca treści:
Biblioteka Nauki
Artykuł
Tytuł:
Unintended “biological cargo” of ships entering the River Odra estuary: assemblages of organisms in ballast tanks
Autorzy:
Gruszka, P.
Rokicka-Praxmajer, J.
Cupak, J.
Radziejewska, T.
Wolska, M.
Powiązania:
https://bibliotekanauki.pl/articles/359821.pdf
Data publikacji:
2013
Wydawca:
Akademia Morska w Szczecinie. Wydawnictwo AMSz
Tematy:
ballast tank water
ballast tank sediment
alien species
Odra River estuary
Szczecin harbour
Opis:
Water and sediment in ships’ ballast tanks provide habitats for various organisms, and thus facilitate alien species introductions. Ballast tank water and sediment of 19 ships docked in the GRYFIA Szczecin Ship Repair Yard (Szczecin, Poland) located in an area connected with the River Odra estuary (Southern Baltic), were sampled in 2009–2011 to find out if the ships could be vectors of species introductions to the estuary, already known for the presence of non-indigenous taxa. This study showed the ballast water of the ships examined to house rotifers, copepods, cladocerans, and bivalve and cirriped larvae – common constituents of zooplankton assemblages in coastal waters. The ballast tank sediment supported meiobenthic foraminiferans, nematodes, harpacticoid copepods, turbellarians, bivalves, polychaetes, and chironomid and cirriped larvae. It is not possible at this stage to judge what meiofaunal taxa constitute an alien component in the estuary biota. Macrobenthos in the ships’ ballast tank sediment examined was represented mainly by nereid polychaetes. Although the unintended “biological cargo” examined proved quite diverse and abundant, it contained few identified alien taxa. It does not seem likely than any of them could pose a threat of a biological invasion in the River Odra estuary. However, numerous species remained unidentified, and therefore assessment of the risk of alien species introduction and invasion contains a large measure of uncertainty. On the other hand, the risk as such remains, since the density of ballast water-borne organisms in all ships exceeded the allowed limits.
Źródło:
Zeszyty Naukowe Akademii Morskiej w Szczecinie; 2013, 33 (105); 22-29
1733-8670
2392-0378
Pojawia się w:
Zeszyty Naukowe Akademii Morskiej w Szczecinie
Dostawca treści:
Biblioteka Nauki
Artykuł
Tytuł:
The Transfiguration of Fabrics and the Development of Artificial Land in Lisbon
Autorzy:
Morgado, Sofia
Powiązania:
https://bibliotekanauki.pl/articles/2021052.pdf
Data publikacji:
2018
Wydawca:
Polska Akademia Nauk. Czytelnia Czasopism PAN
Tematy:
Harbour city
Housing
urban design
Źródło:
Studia komitetu przestrzennego zagospodarowania kraju PAN; 2018, 188; 47-56
0079-3507
Pojawia się w:
Studia komitetu przestrzennego zagospodarowania kraju PAN
Dostawca treści:
Biblioteka Nauki
Artykuł
Tytuł:
The influence of hydro-meteorological factors on the risk of harbour operations
Autorzy:
Abramowicz-Gerigk, T.
Powiązania:
https://bibliotekanauki.pl/articles/258690.pdf
Data publikacji:
2007
Wydawca:
Politechnika Gdańska. Wydział Inżynierii Mechanicznej i Okrętownictwa
Tematy:
harbour operations
hydro-meteorological elements
model tests of self-berthing
real scale experiments
safety of navigation
ship motion simulation
Opis:
The paper presents a study on the environmental impact on the risk of harbour operations. The hydro-meteorological elements have been recognised as the most important safety factors with regard to the ship entrance into the harbour and berthing inside the docks. They are identified as real time, short and long term factors and they all should be considered in the safety assessment of harbour operations. The risk of each operation should be determined on the basis of weather forecast and the modelled prediction of the total water level, surface currents and waves. Several topics have been discussed in the paper with regard to the safe ship approach and navigation inside the harbour. The application of different tools for the prediction of ship performance is presented. The stochastic method for the determination of probability that the ship will navigate within the boundaries of the required navigational width and low speed manoeuvring standards proposed by Panel H-10 SNAME have been considered. The real scale experiments carried out in Port of Gdynia and the several trials performed using the Full Mission Simulator convinced that the open water model tests are necessary for the proper prediction of ship performance during berthing. The program of the proposed open water investigations is presented in the paper. The experimental stand constructed for the tests of ship-berth interactions, in the lake Silm at the Ilawa Ship Handling Training and Research Centre facilities is described.
Źródło:
Polish Maritime Research; 2007, S 2; 33-37
1233-2585
Pojawia się w:
Polish Maritime Research
Dostawca treści:
Biblioteka Nauki
Artykuł
Tytuł:
The chosen safety aspects of maximum size vessels passing in the presence of pleasure crafts at the Świnoujście Port entrance area
Autorzy:
Kowalski, A.
Powiązania:
https://bibliotekanauki.pl/articles/135482.pdf
Data publikacji:
2018
Wydawca:
Akademia Morska w Szczecinie. Wydawnictwo AMSz
Tematy:
marine traffic engineering
safety of navigation
harbour approach
pleasure crafts
maritime pilotage
port rules
yacht marina
Opis:
Approaches to the port are usually considered high traffic areas. Not only deep draft vessels pass through this limited manoeuvring space, but also intensive pleasure craft traffic, especially during the summer season. Crossing of both commercial ships and pleasure craft traffic may generate dangerous situations for navigation. The aim of the following article is to present solutions to the aforementioned safety problem. The article focuses on the navigation safety aspects at the Świnoujście seaport entrance. Currently, Świnoujście-Szczecin Port Regulations take only large ships into consideration while specifying the safety passing at this area, at the same time, belittling the presence of small crafts up to 20 m in length. In order to prove the need for change, one should first present the necessary research concerning the evaluation of the safety level of maximum sized ships navigating at the Świnoujście entrance area in the presence or absence of small pleasure crafts. The surveys were conducted on a group of pilots and captains possessing pilot exemption certificates. The research findings clearly show that the traffic of small crafts and large ships should be separated due to safety concerns. Thus, marine traffic engineering solution is suggested in order to eliminate the most plausible dangers.
Źródło:
Zeszyty Naukowe Akademii Morskiej w Szczecinie; 2018, 55 (127); 53-59
1733-8670
2392-0378
Pojawia się w:
Zeszyty Naukowe Akademii Morskiej w Szczecinie
Dostawca treści:
Biblioteka Nauki
Artykuł
Tytuł:
Simulation-Augmented Methods for Safe and Efficient Manoeuvres in Harbour Areas
Autorzy:
Benedict, K.
Kirchhoff, M.
Gluch, M.
Fischer, S.
Schaub, M.
Baldauf, M.
Powiązania:
https://bibliotekanauki.pl/articles/116369.pdf
Data publikacji:
2016
Wydawca:
Uniwersytet Morski w Gdyni. Wydział Nawigacyjny
Tematy:
manoeuvres in harbour areas
harbour areas
Simulation-Augmented Manoeuvring Design and Monitoring (SAMMON)
Fast-Time Manoeuvring Simulation Technology (FTS)
Co-operative Ship Operation in Integrated Maritime Traffic Systems (COSINUS)
Maritime Unmanned Navigation through Intelligence in Networks (MUNIN)
Innovative Ship Simulation and Maritime Systems (ISSIMS) Navigational Methods Development
Opis:
Safety of navigation is especially challenging and critical when a ship approaches and manoeuvres in harbour areas. Improving the safety especially in the first and last phase of a voyage is crucial and requires measures addressing both the human and technical-technological elements including support systems that shall provide human operators with information relevant for decision making. The present situation is characterized by the introduction of numerous sophisticated technical and support systems often integrated with several components becoming increasingly complex. On the users end, changes are not that obvious and not that rapid as for technology. However, new approaches are under development or already in use. They are characterized by applying and adapting solutions from other transport modes. In this way, tasks and procedures on ships, that are highly safety-relevant and containing high portions of manoeuvring activities have been changed to high back-up procedures as in air planes. For port manoeuvres e.g. the system of pilot/co-pilot was introduced on ferries in a sense that one officer is operating and the other is monitoring and checking the safe performance. In cruise shipping, new structures replacing the traditional rank-based with a flexible system based on job functions. This system creates a kind of a safety net around the person conning the vessel. Each operation is cross checked before execution by one or two other persons. The first obvious consequence is higher costs due to doubling personnel. On the other hand there is also a need for a technology appropriately supporting the checking officer by enabling her or him to monitor what the conning officer is doing. “Fast-Time Manoeuvring Simulation Technology” (FTS) developed at the Institute for Innovative Ship Simulation and Maritime Systems (ISSIMS) has huge potential to fulfil this task. FTS calculates within one second of computing time up to 1000 seconds of real manoeuvring time by a very complex ship-dynamic simulation model for rudder, engine and thruster manoeuvres. It enables prompt prediction of all manoeuvres carried out by the conning officer for the observing officer, too. Predictions of path and motion status allow all officers to see whether the manoeuvring actions have at least the correct tendency or indicating the need for corrections. This new type of support is called Simulation-Augmented Manoeuvring Design and Monitoring (SAMMON) – it allows not only overlooking the next manoeuvring segment ahead but also for the following or even for series of manoeuvring segments. This technology has been used within two research projects: COSINUS (Co-operative Ship Operation in Integrated Maritime Traffic Systems) set out for implementing FTS into integrated ship bridges and to also communicate the manoeuvre plans and display it to VTS centres. Within the European project MUNIN (Maritime Unmanned Navigation through Intelligence in Networks) this technology has been used to investigate if it is possible to steer autonomous ships, in case it would be necessary.
Źródło:
TransNav : International Journal on Marine Navigation and Safety of Sea Transportation; 2016, 10, 2; 193-201
2083-6473
2083-6481
Pojawia się w:
TransNav : International Journal on Marine Navigation and Safety of Sea Transportation
Dostawca treści:
Biblioteka Nauki
Artykuł
Tytuł:
Simulation of a Container Terminal and it’s Reflect on Port Economy
Autorzy:
Elentably, A.
Powiązania:
https://bibliotekanauki.pl/articles/116308.pdf
Data publikacji:
2016
Wydawca:
Uniwersytet Morski w Gdyni. Wydział Nawigacyjny
Tematy:
container terminal
port economy
simulation of a container terminal
discrete event simulation (DES)
port simulation software (PORTSIM)
handling equipment
mobile harbour crane (MHC)
gantry crane (GC)
Opis:
The combination between the design and project of container terminals and the reflect on port’s economy may be carried out through two main approaches: optimization or simulation. Although the approaches based on optimization models allow a more elegant and compact formulation of the problem, simulation models are mainly based on discrete event simulation (DES) models and help to achieve several aims: then measure this impact on port economy before and after implemented this updating overcome mathematical limitations of optimization approaches, support and make computer-generated strategies/policies more understandable, and support decision makers in daily decision processes through a “what if” approach. Several applications of DES models have been proposed and simulation results confirm that such an approach is quite effective at simulating container terminal operations. Most of the contributions in the literature develop object oriented simulation models and pursue a macroscopic approach which gathers elementary handling activities (e.g. using cranes, reach stackers, shuttles) into a few macro-activities (e.g. unloading vessels: crane-dock-reach stacker-shuttle-yard), simulate the movement of an “aggregation” of containers and therefore do not take into account the effects of container types (e.g. 20’ vs 40’, full vs empty), the incidence of different handling activities that may seem similar but show different time duration and variability/dispersion (e.g. crane unloading a container to dock or to a shuttle) and the differences within the same handling activity (e.g. stacking/loading/unloading time with respect to the tier number). Such contributions primarily focus on modeling architecture, on software implementation issues and on simulating design/real scenarios. Activity duration is often assumed to be deterministic, and those few authors that estimate specific stochastic handling equipment models do not clearly state how they were calibrated, what data were used and what the parameter Values are. Finally, no one investigates the effects of different modeling hypotheses on the simulation of container terminal performances. The focus of this paper is on the effects that different hypotheses on handling equipment models calibration may have on the simulation (discrete event) of container terminal performances. Such effects could not be negligible and should be investigated with respect to different planning horizons, such as strategic or tactical. The aim is to propose to analysts, modelers and practitioners a sort of a guideline useful to point out the strengths or weaknesses of different approaches. Drawing on the model architecture which will be affected on port economics.
Źródło:
TransNav : International Journal on Marine Navigation and Safety of Sea Transportation; 2016, 10, 2; 331-337
2083-6473
2083-6481
Pojawia się w:
TransNav : International Journal on Marine Navigation and Safety of Sea Transportation
Dostawca treści:
Biblioteka Nauki
Artykuł
Tytuł:
Safety of manoeuvring, mooring and unloading of LNG carriers in the outer port of Świnoujście
Bezpieczeństwo manewrów cumowania i przeładunków zbiornikowców LNG w porcie zewnętrznym Świnoujście
Autorzy:
Gucma, S.
Gucma, L.
Gucma, M.
Powiązania:
https://bibliotekanauki.pl/articles/359879.pdf
Data publikacji:
2009
Wydawca:
Akademia Morska w Szczecinie. Wydawnictwo AMSz
Tematy:
terminal LNG
bezpieczeństwo manewrowania
port zewnętrzny w Świnoujściu
LNG terminal
safety of maneuvering
outer harbour of Świnoujście
Opis:
First LNG import terminal on the Baltic Sea will be located in Poland at the outer port of Świnoujście. Safe entrance to the port of LNG carrier (vessel of length abt. 300 m) to the terminal requires considering of technical and navigational aspects, as well as fulfilment of series of safety criteria related to manoeuvring, mooring and unloading of LNG C carrier (LNGC). Complex manoeuvring, mooring and unloading safety assessment of LNG in port, might be done as an assessment of particular types of manoeuvres and exploitation operations. Paper describes all those aspects and show procedure of LNG terminal design with navigational and operational problems consideration.
Pierwszy w rejonie Morza Bałtyckiego terminal odbiorczy LNG zostanie wybudowany w porcie zewnętrznym Świnoujście. Bezpieczne wejście statków LNG do portu (długość ok. 300 m) oraz terminalu, wymaga rozważenia wielu aspektów zarówno nawigacyjnych, technicznych, jak również wypełnienia kryteriów bezpieczeństwa dotyczących manewrowania, cumowania oraz rozładunku statków LNG (LNGC). Kompleksowe oszacowanie bezpieczeństwa statków LNG w porcie może być wykonane jako oszacowanie poszczególnych typów manewrów oraz operacji. W artykule opisano wszystkie te problemy oraz przedstawiono procedury projektowania terminalu LNG w aspekcie wspomnianych problemów nawigacyjnych i obsługi terminalu. Całościowe ujęcie tematu zostało przedstawione w [1].
Źródło:
Zeszyty Naukowe Akademii Morskiej w Szczecinie; 2009, 18 (90); 34-42
1733-8670
2392-0378
Pojawia się w:
Zeszyty Naukowe Akademii Morskiej w Szczecinie
Dostawca treści:
Biblioteka Nauki
Artykuł
Tytuł:
Ryzyko dynamiczne operacji manewrowych promów
Dynamical risk of ferry manoeuvring operations
Autorzy:
Abramowicz-Gerigk, T.
Burciu, Z.
Powiązania:
https://bibliotekanauki.pl/articles/257707.pdf
Data publikacji:
2009
Wydawca:
Sieć Badawcza Łukasiewicz - Instytut Technologii Eksploatacji - Państwowy Instytut Badawczy
Tematy:
manewr portowy
system wspomagania decyzji
ryzyko dynamiczne
prom
harbour manoeuvre
decision support system
dynamical risk
ferry
Opis:
W artykule przedstawiono koncepcję dynamicznego ryzyka operacji manewrowych w odniesieniu do oceny bezpieczeństwa eksploatacji systemu statek-port. Zaproponowano model ryzyka uwzględniający dynamikę środowiska naturalnego i technicznego, który może być wykorzystany w systemie wspomagania decyzji, przeznaczonym dla kapitana statku, służb nadzoru ruchu i głównego dyspozytora portu. Zagadnienie ograniczono do statków samodzielnie manewrujących, rutynowo odbywających rejsy pomiędzy wybranymi portami, zwolnionych z asysty holowniczej i pilotażu. Aplikacja modelu ryzyka dynamicznego, w postaci wirtualnej maski statku, została zaproponowana w projekcie SafePort, prowadzonym w ra-mach inicjatywy europejskiej MARTEC (Maritime Technologies), jako element systemu BEDS (Berthing and Entry Decision Support) - wspomagania decyzji podczas wejścia do portu i cumowania promów.
The paper presents a concept of dynamical risk of manoeuvring operations with respect to operational safety of the ship - port system. The natural and technical environment dynamics is included in the proposed risk model. The problem concentrates on the vessels routinely covering turn-around routs between the selected ports and which do not use the Dynamical Positioning (DP) systems as for example modern cruise vessels or fast ferries. For the harbour approach and berthing they have the allowance to manoeuvre themselves without piloting and tugging up to the allowable environment parameters. The proposed risk model can be implemented in the decision support system BEDS - (Berthing and Entry Decision Support system), dedicated for the use by ferries, harbour authority services - Harbour Master or VTS, Port Chief Dispatcher as an element of physical architecture of port ICT (Information and Communication Technologies) system. The application of the dynamical risk model has been proposed in the SafePort project, carried out within MARTEC (Maritime Technologies) European initiative.
Źródło:
Problemy Eksploatacji; 2009, 4; 115-123
1232-9312
Pojawia się w:
Problemy Eksploatacji
Dostawca treści:
Biblioteka Nauki
Artykuł
Tytuł:
Roman lamp from the Ἀρχέπολις workshop and other late antique lamps from Burial House 1/2007 in the Harbour Necropolis of Ephesos
Autorzy:
Ugarković, Marina
Powiązania:
https://bibliotekanauki.pl/articles/1634092.pdf
Data publikacji:
2020-01-04
Wydawca:
Uniwersytet Warszawski. Wydawnictwa Uniwersytetu Warszawskiego
Tematy:
Ephesos
Harbour Necropolis
Roman and late Roman lamps
Aρχεπόλεως signature
Hercules with Cerberus
Cypriot import
Athenian import
Asia Minor lamps
Opis:
The article presents ceramic lamps discovered during the 2007 rescue excavation conducted in Burial House 1/2007 in the Roman and late antique Harbour Necropolis of Ephesos, located north of the harbour channel. An imported Roman lamp of probable Cypriot origin, with the first instance of an 'Aρχεπόλεως signature coming from Ephesos, is given special attention among the grave goods from Grave 3. It depicts Hercules dragging Cerberus from the Underworld. Other finds represent imported and local late antique arts and crafts. Some of these may have been used in the context of Ephesian burial rites, most conceivably as lighting devices, contributing thus to a better understanding of local crafts and customer demand.
Źródło:
Polish Archaeology in the Mediterranean; 2019, 28(1); 321-334
1234-5415
Pojawia się w:
Polish Archaeology in the Mediterranean
Dostawca treści:
Biblioteka Nauki
Artykuł
Tytuł:
Revising Hong Kong’s midstream operation: A discussion on the Port Feeder Barge concept
Autorzy:
Lau, Yui-yip
Malchow, Ulrich
Powiązania:
https://bibliotekanauki.pl/articles/2141017.pdf
Data publikacji:
2019
Wydawca:
Fundacja Centrum Badań Socjologicznych
Tematy:
midstream operation
floating crane
floating terminal
intermodal harbour vessel
intra-port haulage
container barge
LNG
Opis:
Midstream operation (MSO) has played an important role in Hong Kong's port business since the 1960s. MSO has been seriously neglected in maritime transport research in the past. In the course of filling this significant research gap, we aim to address how a new type of harbor vessel – Port Feeder Barge (PFB) can strengthen the sustainability and attractiveness of MSO in Hong Kong and of the port in general. By introducing such type of vessel MSO becomes much safer and faster, much more efficient with less manpower being needed, provides higher flexibility and causes less environmental impact compared to the traditional Hong Kong midstream barges (HK barges). Due to its special layout as a deck carrier the PFB is also very well suited to be optionally fuelled with Liquefied Natural Gas (LNG) which would result into an ultimate "green" harbor vessel. Semi-structured, in-depth interviews with a number of maritime professionals involved in MSO activities in Hong Kong have revealed how PFBs could be employed in MSO, the potential regulatory issues and operating challenges and the critical success factors for further PFB deployment in the Asia-Pacific region. The study provides insights how the PFB could provide notable advantages for a sustainable recovery of MSO in Hong Kong.
Źródło:
Journal of Sustainable Development of Transport and Logistics; 2019, 4, 2; 5-21
2520-2979
Pojawia się w:
Journal of Sustainable Development of Transport and Logistics
Dostawca treści:
Biblioteka Nauki
Artykuł
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